WO2015158341A2 - Verfahren zur parametrierung eines softwaretilgers zur dämpfung von rupfschwingungen - Google Patents
Verfahren zur parametrierung eines softwaretilgers zur dämpfung von rupfschwingungen Download PDFInfo
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- WO2015158341A2 WO2015158341A2 PCT/DE2015/200194 DE2015200194W WO2015158341A2 WO 2015158341 A2 WO2015158341 A2 WO 2015158341A2 DE 2015200194 W DE2015200194 W DE 2015200194W WO 2015158341 A2 WO2015158341 A2 WO 2015158341A2
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- clutch
- transmission behavior
- software
- torque
- transmission
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- 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
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- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B13/00—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion
- G05B13/02—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric
- G05B13/04—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric involving the use of models or simulators
- G05B13/042—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric involving the use of models or simulators in which a parameter or coefficient is automatically adjusted to optimise the performance
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B17/00—Systems involving the use of models or simulators of said systems
- G05B17/02—Systems involving the use of models or simulators of said systems electric
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D19/00—Control of mechanical oscillations, e.g. of amplitude, of frequency, of phase
- G05D19/02—Control of mechanical oscillations, e.g. of amplitude, of frequency, of phase characterised by the use of electric means
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
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- G06F30/17—Mechanical parametric or variational design
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Definitions
- the invention relates to a method for the parameterization of a software coupled to a clutch controller for damping Rupfschwingonne a arranged between an internal combustion engine and a transmission in a drive train of a motor vehicle, automated, controlled by the clutch control by means of a Kupplungssollmoments friction clutch to be transmitted clutch torque, wherein by means of Softwaretilgers the clutch desired torque loaded in predetermined operating states by picking vibrations is corrected, wherein a transmission behavior of a clutch torque transmitted by the clutch desired torque via the friction clutch is determined during a modulation of the nominal clutch torque and parameterized on the basis of the determined transmission behavior of the software accelerator.
- Automated friction clutches for example friction clutches combined to form a dual clutch, are well known and are used in drive trains with an internal combustion engine and a transmission, for example an automated manual transmission, double clutch transmission or the like, between internal combustion engine and transmission.
- the friction clutch is actuated by means of a clutch actuator such as clutch actuator.
- the clutch actuator is controlled by a clutch control.
- the clutch control includes a controller which can be determined based on a clutch desired torque, which can be determined, for example depending on a driver's desired torque, driving situations, road conditions and the like by means of a Fahrstrategiepro- program, that at the output of a predetermined clutch torque is applied.
- juddering vibrations are simulated by modulating the desired clutch torque and using the resulting signals relevant for driving comfort, such as the longitudinal acceleration of the motor vehicle or the transmission input speed for the design and parameterization of the software filter, for example a controller or filter , This is done by modulations of the desired clutch torque in the relevant frequency range of juddering vibrations, typically between 2 Hz and 30 Hz.
- a frequency response of the system for example via a controlled system starting with the clutch control via the clutch actuator via the frictionally engaged friction clutch to its output, for example a transmission input shaft coupled vibrationally determined by for periods of typically a few seconds sine excitation fixed frequency in the desired operating condition on the clutch torque, for example, with a step size of 0.5 Hz over the relevant frequency range of Jupschwingungen in relevant operating conditions, such as starting and Ankriechsituationen and when engaging after gear changes is performed.
- the evaluation of the transmission behavior is largely done by hand by the amplitudes of modulating moment and transmission input speed or longitudinal acceleration are related to each other in a component-wise consideration of the frequency components after a discrete Fourier transform. This creates a transfer function, which is used to parameterize the software filter. This method is very time consuming.
- the object of the invention is the advantageous development of a method for the design and parameterization of a software filter.
- the object is solved by the features of the method of claim 1.
- the dependent of this claims give advantageous embodiments of the method of claim 1 again.
- the proposed method is used for the parameterization of a software controller connected to a clutch control, which is provided for damping chatter vibrations of a clutch torque.
- the clutch torque is transmitted depending on a specified from a driving strategy clutch desired torque via a see between an internal combustion engine and a transmission arranged in a drive train of a motor vehicle friction clutch.
- the friction clutch is controlled by a clutch actuator by means of a position controller whose input signal, inter alia, the clutch desired torque and the output signal is an actuating travel or the like.
- the software controller is superimposed on the position controller, which corrects picking vibrations occurring in predetermined operating states by correcting the loaded clutch setpoint torque.
- a transmission behavior of the clutch torque is determined via the system, in particular the friction clutch, wherein the desired clutch torque is modulated by means of oscillations in the range of expected, modeled and / or picking vibration frequencies determined empirically on the motor vehicle.
- the software filter is subsequently identified and parameterized.
- the nominal clutch torque is modulated by means of a broadband excitation in a frequency range of the juddering vibrations and the transmission behavior is determined as a function of the operating parameters of the drive train.
- the proposed method for exciting the controlled system for example, the drive train provides, instead of the previously used sine-fixed frequency functions to use a broadband signal to modulate the clutch desired torque, which is modulated in the relevant operating state of Rupfschwingept to the resulting from the driving strategy clutch torque ,
- the spectrum relevant for the system identification is determined over the entire determination of the transmission behavior covered. This achieves a significantly improved frequency resolution in the transmission function in a significantly shorter test time. In this case, a maximum amplitude of the nominal clutch torque is maintained at a predetermined fixed value in a preferred manner.
- PRBS pseudorandom binary sequence
- PRBS is a binary signal that is modeled on the white noise spectrum.
- the PRBS essentially consists of two signal levels, between which, for example, in 20ms clock is switched. This switching between the levels produces a rectangular modulation, which in the spectrum by a
- An advantageous embodiment of a broadband excitation may be in the form of a sinusoidal signal with a time-variable frequency, for example in the form of a so-called sine sweep.
- the frequency is continuously changed in the frequency band desired for the transmission behavior. Through this continuous change, the entire frequency band can be covered within a relatively short period of time.
- Advantageous embodiments of a broadband excitation can also be provided for example by means of adaptive filters, for example by means of transversal filters with an LMS algorithm (Least Mean Squares algorithm).
- LMS algorithm Least Mean Squares algorithm
- the transmission behavior of the drive train is of central importance for a successful anti-judder control.
- the software filter for example in the form of a controller or filter, can be parametrized so stably and robustly that additional suggestions are unlikely.
- the transmission behavior can be determined as a function of operating states and parameters of the controlled system, of the drive train and finally of the entire motor vehicle as well as its components which are in vibratory communication with one another.
- the transmission behavior in non-exhaustive list depending on a mean transmitted via the friction clutch torque, an engaged gear of the transmission of mutually coupled masses of the drive train, for example, on and off auxiliary units of the internal combustion engine, a hybrid module and the like of mass coupled with the drive train, for example the vehicle body with a vehicle mass, a trailer of the motor vehicle and the like, of at least one temperature of a component of the drive train, for example the temperature of the clutch actuator, the friction clutch, the internal combustion engine and / or the transmission or the like, are determined by a driving resistance of the motor vehicle, for example the tire condition, the tire pressure or the like.
- the predetermined by the driving strategy clutch setpoint acts as a preload, which corresponds to a biasing of the drive train.
- a preload which corresponds to a biasing of the drive train.
- the drive train has a gear-dependent gear ratio
- the coupling of the masses contained in the drive train differs with differently selected gears and their transmission.
- the entirety of the coupled oscillatory mass is changed when a gear is engaged or disengaged on the inactive shaft. This also influences the transmission behavior of the drive train, in that switching on a gear decreases the resonance frequency, while laying out an additional gear increases the frequency so that the transmission behavior is determined as a function of this.
- the detection of a change in the vehicle mass may be part of an integrated controller concept, for example by means of a drive train observer from a clutch torque model, the vehicle mass is taken into account in the transmission behavior.
- the detection can be done by evaluating a combination of signals and an observer structure. Relevant measurement signals include, for example, engine torque, engine speed, transmission speed, acceleration of the motor vehicle and also additional information sources, for example a seat occupancy detection and / or the like.
- the slope which the motor vehicle has to overcome during the start-up process plays an important role in terms of the transmission behavior, since, for example, the internal combustion engine is supported in its bearings in a different manner than is the case in the plane.
- the vibration modes of the engine mass are changed and the transmission behavior of the drive train changes. Similar to the changed vehicle mass, this can be recognized on the basis of the acceleration of the motor vehicle, for example by means of an acceleration sensor, and incorporated into the determination of the transmission behavior.
- the tires of the motor vehicle also influence these vibrations and thus also the transmission behavior.
- the changed rolling resistance plays a key role here. Therefore, for example, the rolling resistance and / or similar parameters are taken into account in determining the transmission behavior.
- the tire pressure is often known in modern vehicles by corresponding sensors in the tire and can therefore be available in the transfer function.
- the sum of the coupled masses changes when connected.
- the electric motor for additional damping provide in the system or even actively influence the system behavior by its control. These factors influence the transfer function of the drive train and are taken into account during route identification and parameterization.
- the temperatures in the actuating or transmission elements influence the vibration behavior, because friction / damping changes accordingly.
- known temperatures of the actuator, the friction clutch, the environment and / or the like can be detected and included in the determination of the transmission behavior.
- switchable units such as air conditioning, recuperation and the like
- additional masses can be coupled to the drive train and possibly additional damping elements are connected. This results in this case, a changed dynamics of the powertrain, which is considered in terms of determining the transmission behavior in an advantageous manner.
- the activation and deactivation of the anti-judder control can be meaningfully controlled during operation.
- initially controllable and non-controllable driving situations are identified and determined.
- the definition of a non-controllable driving situation takes place during the design of the software filter as part of a system identification.
- These driving situations can be detected while driving, so that a corresponding deactivation of the software filter can be carried out.
- an optionally occurring deterioration of the ride comfort - for example, by an abrupt on and off behavior of the software spoiler - be avoided for example by a steady transition between on and off state of the controller, which by a continuous raising or lowering of the total gain factor is reached.
- switch-off conditions refer here to a minimum speed, below which the control is disabled, since in this area for technical reasons, the speed measurement, the signal quality decreases sharply and reliable control can not be guaranteed.
- a certain minimum slip speed is preferably set at the frictional contact of the friction clutch, so that adhesion of the friction clutch and thus unwanted additional suggestions of the drive train natural frequency can be avoided.
- the controller Since the proposed switch-off conditions in the event of a plucking occurring with the picking frequency over and fallen below again, the controller would therefore switched on and off with the picking frequency. This would introduce a further excitation of this frequency and thus further destabilize the system.
- the shutdown is therefore instantaneous, while the restarting of the controller is debounced in time. In this case, the switch-off condition must be continually violated again for a certain period of time so that the overall amplification factor is raised again. This prevents constant switching on and off of the controller.
- the controller can be switched off or hidden for stability reasons, if the driving condition underlying clutch characteristic has too high a slope. This too steep course, the resolution of the clutch control could be too coarse for a meaningful modulation moment, which overmodulation of the software filter and thus a negative impact on the stability of the system would be possible. Therefore, no regulation takes place in this case.
- the entire modulation moment introduced by the software filter can be limited by an internal characteristic so that possible identified modulation moments which are too large and therefore no longer controllable can not be fully incorporated into the nominal clutch torque.
- Another stability-relevant measure may be the reinitialization of the software suppressor. In order to avoid any errors in the phase position of the active control signal with respect to the juddering vibration to be controlled, the controller is reinitialized when changing the active friction clutch of a dual-clutch transmission.
- the runtime of the control algorithm as part of the vehicle software in the control unit of the motor vehicle can be minimized.
- the less time-critical parts of the software filter are executed at a slower rate to save both memory and processor resources and to optimize the overall run time of the controller.
- FIG. 1 shows a time profile of a sine sweep
- Figure 2 is a diagram illustrating a broadband excitation of
- Figure 3 is a diagram showing the time course of the clutch torque modulating PBRS signal.
- FIG. 4 shows a diagram with the spectrum of a PRBS signal.
- the sine sweep shown in FIG. 1 is generated by means of a signal generator.
- a sine signal with a predetermined frequency and torque amplitude is generated.
- the frequency is increased in a fixed interval, resulting in a stepped frequency response.
- the frequency range used is between 1.5 Hz and 30 Hz, resulting in the modulated signal shown. This procedure achieves a very broadband spectrum which allows the determination of the most detailed frequency response of the system possible via the controlled system.
- FIGS. 2 to 4 show a method, which is alternative to the method of FIG. 1, in order to achieve a broadband excitation of the nominal clutch torque.
- This method relies on excitation with a pseudorandom binary sequence (PRBS) signal.
- PRBS pseudorandom binary sequence
- a so-called "Linear Feedback Shift Register” (LFSR) is implemented, which outputs quasi randomly zero or one after each call, thereby generating a randomly varying signal level with a given amplitude.
- LFSR Linear Feedback Shift Register
- the linear feedback shift register shown in FIG The following values are generated by first picking off certain digits of the number dependent on the length of the register and connecting them to a new bit via suitable logic operations .This new bit is then inserted at the beginning of the register and In Figure 3, the random level S is added to the desired clutch torque from a driving strategy for setting a static clutch torque at the friction clutch Excitation of the drive strand with a broadband modulation of a modulated
- the illustrated level S represents a rectangular modulation, which in the spectrum by an amplitude dependence of the shape
- V distinguished.
- the switching time of 20ms causes the amplitude dependency to take effect only at frequencies above approx. 50Hz, since the first frequency components disappear here.
- FIG. 4 shows the spectrum of the PRBS signal for this purpose. This is available at any time.
- the required duration of an experiment for determining the transmission behavior of the modulated desired clutch torque is essentially determined by the frequency resolution desired in the transmission function and the desired signal-to-noise ratio.
- T Ex 1 / ⁇ of the experiment, where ⁇ is the desired frequency resolution.
- a measurement duration of typically at least 30 s is used.
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DE112015001851.4T DE112015001851A5 (de) | 2014-04-16 | 2015-03-26 | Verfahren zur Parametrierung eines Softwaretilgers zur Dämpfung von Rupfschwingungen |
CN201580020122.XA CN106233031B (zh) | 2014-04-16 | 2015-03-26 | 用于确定用于衰减抖振振动的软件减振器的参数的方法 |
US15/304,327 US10197115B2 (en) | 2014-04-16 | 2015-03-26 | Method for parameterizing a software damper for damping chatter vibrations |
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PCT/DE2015/200196 WO2015158343A2 (de) | 2014-04-16 | 2015-03-26 | Verfahren zur verminderung niederfrequenter schwingungen in einem antriebsstrang eines kraftfahrzeugs |
PCT/DE2015/200194 WO2015158341A2 (de) | 2014-04-16 | 2015-03-26 | Verfahren zur parametrierung eines softwaretilgers zur dämpfung von rupfschwingungen |
PCT/DE2015/200195 WO2015158342A2 (de) | 2014-04-16 | 2015-03-26 | Verfahren zur auslegung eines softwaretilgers einer kupplungssteuerung und softwaretilger zur dämpfung von rupfschwingungen |
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CN105511268A (zh) * | 2016-01-07 | 2016-04-20 | 北京交通大学 | 一种针对列车执行器故障的复合控制方法 |
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DE102018111150A1 (de) * | 2018-05-09 | 2019-11-14 | Schaeffler Technologies AG & Co. KG | Verfahren zur Ermittlung der Triebstrangsensitivität eines Antriebsstrangs eines Kraftfahrzeugs |
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Cited By (8)
Publication number | Priority date | Publication date | Assignee | Title |
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CN105511268A (zh) * | 2016-01-07 | 2016-04-20 | 北京交通大学 | 一种针对列车执行器故障的复合控制方法 |
CN105511268B (zh) * | 2016-01-07 | 2017-06-16 | 北京交通大学 | 一种针对列车执行器故障的复合控制方法 |
DE102017123953A1 (de) * | 2017-10-16 | 2019-04-18 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Verfahren und Vorrichtung zur Ermittlung einer Übertragungsfunktioin einer Antriebsstrangkomponente |
DE102017123953B4 (de) | 2017-10-16 | 2021-09-30 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Verfahren und Vorrichtung zur Ermittlung einer Übertragungsfunktion einer Antriebsstrangkomponente |
DE102018111150A1 (de) * | 2018-05-09 | 2019-11-14 | Schaeffler Technologies AG & Co. KG | Verfahren zur Ermittlung der Triebstrangsensitivität eines Antriebsstrangs eines Kraftfahrzeugs |
WO2019214767A1 (de) | 2018-05-09 | 2019-11-14 | Schaeffler Technologies AG & Co. KG | Verfahren zur ermittlung der triebstrangsensitivität eines antriebsstrangs eines kraftfahrzeugs |
DE102018111150B4 (de) | 2018-05-09 | 2019-12-05 | Schaeffler Technologies AG & Co. KG | Verfahren zur Ermittlung der Triebstrangsensitivität eines Antriebsstrangs eines Kraftfahrzeugs |
US11491991B2 (en) | 2018-05-09 | 2022-11-08 | Schaeffler Technologies AG & Co. KG | Method for determining the drive train sensitivity of a drive train of a motor vehicle |
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CN106233031B (zh) | 2019-04-19 |
WO2015158344A2 (de) | 2015-10-22 |
WO2015158342A2 (de) | 2015-10-22 |
US20170045102A1 (en) | 2017-02-16 |
US20170108061A1 (en) | 2017-04-20 |
DE112015001829A5 (de) | 2016-12-29 |
DE112015001843A5 (de) | 2017-01-19 |
CN106233023A (zh) | 2016-12-14 |
WO2015158344A3 (de) | 2015-12-17 |
US20170108060A1 (en) | 2017-04-20 |
CN106233023B (zh) | 2019-02-19 |
CN106233024B (zh) | 2019-06-07 |
CN106233022A (zh) | 2016-12-14 |
WO2015158341A3 (de) | 2015-12-10 |
CN106233031A (zh) | 2016-12-14 |
US10215240B2 (en) | 2019-02-26 |
US20170138419A1 (en) | 2017-05-18 |
WO2015158343A2 (de) | 2015-10-22 |
WO2015158343A3 (de) | 2015-12-10 |
CN106233024A (zh) | 2016-12-14 |
WO2015158342A3 (de) | 2015-12-10 |
DE112015001832A5 (de) | 2016-12-29 |
DE112015001851A5 (de) | 2016-12-29 |
US10197115B2 (en) | 2019-02-05 |
US10228028B2 (en) | 2019-03-12 |
US10012275B2 (en) | 2018-07-03 |
CN106233022B (zh) | 2019-02-15 |
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