WO2018122186A1 - Procédé et contrôleur pour déterminer un état d'un système tribologique d'une boîte de vitesses de véhicule automobile - Google Patents

Procédé et contrôleur pour déterminer un état d'un système tribologique d'une boîte de vitesses de véhicule automobile Download PDF

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Publication number
WO2018122186A1
WO2018122186A1 PCT/EP2017/084464 EP2017084464W WO2018122186A1 WO 2018122186 A1 WO2018122186 A1 WO 2018122186A1 EP 2017084464 W EP2017084464 W EP 2017084464W WO 2018122186 A1 WO2018122186 A1 WO 2018122186A1
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WO
WIPO (PCT)
Prior art keywords
motor vehicle
value
clutch
mileage
temperature
Prior art date
Application number
PCT/EP2017/084464
Other languages
German (de)
English (en)
Inventor
Tim HOLLNAECK
Michael Schmid
Martin Bahne
Wolfram Nixdorf
Ralph Richter
Andreas WIESEBROCK
Sascha FRENKEL
Hans-Peter Moosmann
Oliver HEIPL
Frank Stützinger
Michael MAERKLEN
Henning Hermes
Sebastian RAUBACH
Frederik GEIGER
Original Assignee
GETRAG B.V. & 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 GETRAG B.V. & Co. KG filed Critical GETRAG B.V. & Co. KG
Publication of WO2018122186A1 publication Critical patent/WO2018122186A1/fr

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Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M13/00—Testing of machine parts
    • G01M13/02—Gearings; Transmission mechanisms
    • G01M13/022—Power-transmitting couplings or clutches
    • 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
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N33/00—Investigating or analysing materials by specific methods not covered by groups G01N1/00 - G01N31/00
    • G01N33/26—Oils; Viscous liquids; Paints; Inks
    • G01N33/28—Oils, i.e. hydrocarbon liquids
    • G01N33/2888—Lubricating oil characteristics, e.g. deterioration
    • 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
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/30404—Clutch temperature
    • 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
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/30406—Clutch slip
    • 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
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/3042—Signal inputs from the clutch from the output shaft
    • F16D2500/30421—Torque of the output shaft
    • 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
    • F16D2500/5023—Determination of the clutch wear
    • 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
    • F16D2500/71—Actions
    • F16D2500/7101—Driver alarm

Definitions

  • the present invention relates to a method for determining a state of a tribological system of a motor vehicle transmission having a plurality of wheelsets and / or a wet-running clutch assembly.
  • the present invention relates to a control unit for a motor vehicle transmission, wherein the control unit is designed to carry out the determination method of the type described above.
  • Motor vehicle transmissions are generally operated using a fluid, in particular an oil.
  • the fluid is used in particular for the lubrication of wheelsets and bearings of the motor vehicle transmission.
  • modern automotive transmissions also include wet-running clutch assemblies.
  • a fluid of the motor vehicle transmission is further used for lubricating such a clutch arrangement. applies, but in particular also for the cooling during the transmission of torque.
  • the fluid also serves to Reibwertied to transmit torque.
  • the fluid of the motor vehicle transmission is subject to an aging process. In many cases, it is therefore prescribed that the fluid of the motor vehicle transmission is replaced at prescribed maintenance intervals.
  • the establishment of fixed maintenance intervals has the disadvantage that the maintenance intervals are generally designed for heavy use of the motor vehicle transmission. Such a strong or
  • Sporting stress of the motor vehicle transmission leads to an earlier aging of the fluid than a gentle use of the motor vehicle transmission.
  • a maintenance interval under special load may also be too short.
  • a strongly aged fluid can also lead to damage to the motor vehicle transmission.
  • a system for the care and / or quality control of oil comprising an oil, a filter arrangement for filtering the oil with at least one microfilter, and a measuring arrangement for determining the state of the oil.
  • the measuring arrangement includes at least one calibratable sensor for detecting at least one parameter of the oil.
  • the microfilter and the sensor are integrated via a secondary line into an oil circuit.
  • the sensor may, for example, be a capacitive sensor.
  • Document EP 2 169 221 B1 discloses a method for monitoring a transmission of a wind energy plant with a transmission fluid circuit, wherein the number and / or the size and / or the type of particles contained in the transmission fluid is determined by means of at least one particle counter, wherein when at least one first limit value is exceeded by a measured value, a status message is generated and wherein at least a second limit value is exceeded by a measured value, an operating parameter of the wind turbine is changed.
  • the measuring arrangement comprises an infrared light source and a sample container, in which a liquid to be examined is received and in the beam path of the infrared light source is arranged. Furthermore, the measuring arrangement includes a spectral apparatus for selecting and / or masking individual wavelength ranges, and an infrared detector. The thickness of the sample container should be variably adjustable in the direction of the beam path.
  • a device for viscosity determination is also known, in particular for determining an oil quality in an internal combustion engine.
  • a sloshing behavior of an engine oil or a transmission oil is detected, preferably by a level sensor.
  • the Schwapp should depend on the viscosity of the oil. With knowledge of mass forces acting on the engine oil, it is possible to infer the viscosity of the engine oil and thus its quality from the fluctuations over time of an oil level.
  • the above object is achieved by a method for determining a state of a tribological system of a motor vehicle transmission having a plurality of wheelsets and / or a wet-running clutch assembly, characterized by the steps:
  • the mathematical model that simulates an aging of the tribological system and that maps the state of the tribological system to an aging variable, the mathematical model of an ne function of an energy input on at least one, preferably different temperature levels in the tribological system over time and / or includes a function of a metal input into the tribological system over time,
  • control device for a motor vehicle transmission, wherein the control device is designed and configured to perform the method according to the invention.
  • the mathematical model can be designed so that it is not just a
  • the viscosity of a gear oil in the model represents or models, but also other aging aspects, such as an energy input on at least one, preferably different temperature levels and / or a metal entry.
  • a metal entry is in particular an entry of particles to understand that are, for example. Iron-based and are registered in an abrasion of teeth of a meshing of a wheel in the fluid.
  • the term of the tribological system is generally broad and can the
  • aging state of all components that are within the motor vehicle transmission in a functional relation to the fluid of the motor vehicle transmission.
  • This may in particular be an aging of a wet-running clutch and an aging of the fluid itself.
  • the inventive method is used to determine a state of a fluid of the motor vehicle transmission, in particular an oil, preferably an ATF oil.
  • a wet-running clutch assembly has its own fluid sump, which in particular contains an ATF oil, and the gearbox with the wheelsets includes a further fluid sump, which preferably contains another fluid, in particular hypoid oil.
  • the method according to the invention can be applied individually to both fluid sumps.
  • two different methods can be carried out, in which case different mathematical models may then be used.
  • the first warning is particularly visible on a display in a cockpit of a vehicle and allows the driver to timely approach a workshop for performing a fluid change. Overall, therefore, a need-based fluid change without additional
  • a critical component wear (eg in the wet-running clutch assembly) can be avoided by timely maintenance, in particular a timely fluid change.
  • a timely fluid change e.g., a Bosch fluid change.
  • an oil life can be better utilized. If necessary, service costs can be reduced. Unit price increases can be avoided.
  • the state variables used for operating the mathematical model are preferably variables that are detected in the motor vehicle transmission anyway. This can be in particular a number of revolutions of one wheel set or of several sets of wheels, wherein the number of revolutions can be easily calculated on the basis of the already known speeds of an input shaft and / or an output shaft of the transmission. Furthermore, such state variables, which are in any case measured, may include the wheel set torque transmitted via a wheel set. Since in automated vehicle transmissions, and these are in particular the torque which is provided on the one hand by a drive motor and which on the other hand is transmitted by a transmission input-side clutch arrangement, is already known (eg measured or calculated), In this regard, no additional hardware is required. Another state variable may be the temperature, for example that of the fluid or that of the clutches.
  • state variables may be a torque transmitted by a clutch of the wet-running clutch arrangement. This too is generally known in automated transmissions. Also, this may be the temperature of such a clutch assembly, which can be detected in particular by an already existing temperature sensor in a drain region of the clutch. In particular, such a sensor measures the temperature of fluid which has passed through the wet-running clutch (in particular from radially inward to radially outward) and which has been heated within the clutch arrangement due to a possibly existing frictional engagement and then flows back into a fluid sump. The temperature measurement can be arranged in particular in front of a fluid cooler, which cools the fluid again before it is passed into the fluid sump. Alternatively, the state variables can also be calculated.
  • the function of an energy input into the tribological system can be determined in particular by linking a clutch torque and a slip speed.
  • the function of a metal load in the tribological system can be determined in particular by linking a number of revolutions of a wheel and a torque transmitted from the wheelset.
  • a separate summation of such linked values as a function of the temperature may also be carried out, wherein these individual regions are then preferably weighted differently.
  • the energy input can also be a separate summation over the time of links from clutch torque and slip speed for different temperature ranges, these individual summed values are then preferably weighted differently. Due to the different weights, the fact can be taken into account that an energy input at a higher temperature can contribute disproportionately to aging. Accordingly, a metal entry can be disproportionately harmful at high temperature ranges.
  • an aging of the tribological system can be modeled precisely by the mathematical model, so that a fluid exchange as needed can be realized.
  • the mathematical model is plausibilized by various other boundary conditions, which in particular include the mileage of the motor vehicle transmission of the vehicle, in which the motor vehicle transmission is installed.
  • the method includes the further steps of detecting a mileage of the motor vehicle transmission and / or a vehicle in which the motor vehicle transmission is installed, comparing the detected mileage with a first mileage threshold and issuing a second warning, if the recorded mileage exceeds the first mileage threshold.
  • the first mileage threshold may be such a threshold that corresponds to a regularly scheduled maintenance interval. For example, this may be a value that is greater than 120,000 km, in particular greater than 150,000 km.
  • the first mileage threshold is preferably less than 250,000 km, in particular less than 200,000 km.
  • an indication may be made in a cockpit of the vehicle to alert the driver that a fluid change is indicated.
  • the method according to the invention comprises the further steps of detecting a mileage of the motor vehicle transmission and / or a vehicle in which the motor vehicle transmission is installed, the recorded mileage with a second mileage threshold is preferably smaller than the first mileage Threshold and / or compare and suppress the first warning when the detected mileage falls below the second mileage threshold.
  • the second mileage threshold is preferably less than the first mileage threshold and / or is preferably in a range between 80,000 km and 150,000 km. Consequently, if the mileage is less than such a mileage threshold, no first warning is issued, even if the mathematical model pretends that an aging threshold has already been exceeded.
  • the aging threshold and / or the first mileage threshold and / or the second mileage threshold may be calculated, for example, from an individual driving profile.
  • the aging threshold value and / or the first mileage threshold value and / or the second mileage threshold value may, for example, take into account the individual driving profile and / or torques at certain rotational speeds and / or power inputs over a mileage, for example a milage, and / or Aging variables are calculated.
  • the first mileage threshold and / or the second mileage threshold is calculated taking into account the aging threshold and / or the aging variable.
  • a further plausibility check can be carried out by analyzing characteristic oscillations of a shaft of the motor vehicle transmission.
  • the method includes the further steps of detecting a shaft speed of a shaft of the motor vehicle transmission, to analyze the detected shaft speed for characteristic vibrations, wherein upon detection of characteristic vibrations, a vibration value is increased and / or wherein the aging variable Function of the vibration value and / or the vibration analysis is.
  • Such characteristic oscillations may be, for example, in a frequency range between 5 Hz and 50 Hz, in particular in a frequency range from 5 Hz to 15 Hz.
  • vibrations are detected on the shaft, which are in this frequency range and preferably additionally a predetermined vibration value, z. B. amplitude value is exceeded, it is concluded that characteristic oscillations exist that indicate in particular an advanced age of the fluid, so in particular occur due to an increased age of the fluid.
  • a frequency of oscillation value exceeding can be detected, which is incremented each time such vibrations are detected. From a certain frequency can be concluded that the fluid has reached a certain degree of aging. This can be incorporated into the aging variable. Furthermore, the vibration value and / or its frequency of occurrence can be used for plausibility of the aging variable of the mathematical model, so that the aging variable is a function of the vibration value and / or the vibration analysis itself.
  • the preamble of claim 1 is a separate invention, the method includes the steps:
  • the first load value sum value represents at least partially a metal entry into the tribological system over time.
  • the second meshing wheel set may be a wheel set that, like the first set of wheels, is currently used to transmit torque, or a wheel set that is not currently used to transmit torque.
  • the first load value and / or the second load value is linked to a wheelset temperature.
  • the wheelset temperature may be, for example, a sump oil temperature and / or a gearing mass temperature and / or a clutch temperature.
  • the sump oil temperature and / or the gearing mass temperature and / or the clutch temperature can be detected, for example, by means of at least one sensor become.
  • the sump oil temperature and / or the gearing mass temperature and / or the clutch temperature may be calculated.
  • the intermeshing mass temperature may in particular be a
  • Gear energy of a gear pair act.
  • the toothing mass temperature can be calculated, for example, from variables to be detected.
  • at least one torque value and / or at least one rotational speed and / or at least one temperature can be included in the calculation of the gearing mass temperature.
  • the coupling temperature may preferably be a temperature at the wet-running clutch arrangement.
  • Load value can be linked to at least one other temperature at another characteristic point of the motor vehicle transmission.
  • a weighting may also be made as to whether or not to add up
  • Load value at a low or high temperature was determined (especially within different temperature ranges) was determined.
  • load value sum values can then be weighted differently depending on the respective temperature range, wherein it is preferred if load value sum values, which were determined at a high temperature, are weighted more heavily, thus allowing the fluid to age faster in the model.
  • the first gearset torque and / or the second gearset torque is arranged in one of at least two Radsatznavmoment Suiteen, wherein the first Radsatzmosmoment and / or the second Radsatzmosmomentoment depending on the classification with a different power in the first and in the second Debit value received.
  • the load value and the load sum value enter into the aging process with a different power depending on the size of the wheel set torque.
  • the preamble of claim 1 represents a separate invention, the method further comprises the steps:
  • the energy input is preferably classified and / or weighted according to coupling temperatures or coupling temperature ranges.
  • the energy input sum value reflects the energy input usable in the mathematical model for mapping aging of the tribological system.
  • a clutch torque and a slip speed are linked together.
  • This linkage, as well as the other links above, may in particular be multiplications.
  • the coupling temperature is preferably a temperature which is determined by detecting or calculating a fluid temperature after the fluid has cooled the coupling, ie in particular before flowing back into a fluid sump and / or before passing the fluid into a fluid cooler.
  • At least two different energy input sum values for different temperature ranges of the clutch temperature over time are summed up and combined to form an energy input total sum value.
  • the sum values mentioned above can also be referred to as damage values.
  • damage values In order to determine an aging variable or a total damage value, it is possible to combine one or more load sum values and one or more energy input sum values, in particular to add them to one another. By applying the individual summation values with coefficients, the
  • Fig. 1 is a schematic representation of a drive train for a motor vehicle
  • FIG. 2 shows a schematic representation of a method for determining a state of a tribological system of a motor vehicle transmission of a drive train
  • FIG. 3 shows a schematic representation of a method for determining a state of a tribological system as a function of a load value sum value
  • FIG. 4 shows a schematic representation of a method for determining a state of a tribological system as a function of an energy input sum value.
  • a drive train for a motor vehicle is shown schematically in FIG. 1 and designated generally by 10.
  • the drive train 10 has a drive motor 12, such as, for example, an internal combustion engine, an electric motor or a hybrid drive unit.
  • the drive motor 12 provides at its output a drive speed n VM , as well as a drive torque TQ VM -
  • the output of the drive motor 12 is connected to an input of a dual-clutch transmission 14.
  • An output of the dual-clutch transmission 14 is connected to a differential 16, by means of which drive power is distributed to driven wheels 18L, 18R.
  • the dual-clutch transmission has a dual-clutch arrangement with a first
  • the clutches K1, K2 are connected on the input side to the output of the drive motor 12 or ZMS (dual-mass flywheel).
  • An output of the first clutch K1 is connected to an input shaft of a first subtransmission TG1.
  • An output of the second clutch K2 is connected to an input shaft of a second subtransmission TG2.
  • One of the partial transmissions TG1, TG 2 is assigned to the odd forward gears, the other partial transmissions to the straight forward gears.
  • the input shaft of the first subtransmission TG1 rotates at a speed n M and provides a torque TQ M at the input of the subtransmission TG1.
  • the input shaft of the second partial transmission TG 2 rotates at a speed n ⁇ and provides a torque TQ !
  • the clutches K1, K2 are designed as wet-running multi-disc clutches and, like the partial transmissions TG1, TG2, are part of a tribological system 20.
  • the tribological system 20 in the present case includes a single fluid 22 in the form of a transmission oil, for example an ATF oil ,
  • the fluid 22 is received in a fluid sump 24.
  • the fluid sump has a temperature T s .
  • the clutches K1, K2 are lubricated during operation and cooled.
  • a fluid flowing through the clutch K1 fluid after cooling the clutch K1 has a temperature T «i, which corresponds to the temperature of the clutch.
  • the clutch K2 has a temperature T K2 corresponding to the temperature of the fluid used to use the clutch K2.
  • the partial transmissions TG1, TG 2 have wheels R1, R2.
  • a wheelset R1 and for the partial transmission TG2 a set of wheels R2 are schematically indicated for the partial transmission TG1. In practice, however, these partial transmissions usually each have several sets of wheels, corresponding to the number of gear stages.
  • the partial transmissions TG1, TG2 are accommodated in a common housing, which forms the fluid sump 24.
  • a fluid sump of a clutch housing may be formed separately therefrom, but may also be fed from the same fluid sump 24.
  • Fig. 1 is additionally shown that the driven wheels have a speed n A e.
  • This drive speed is used to represent a speed of the motor vehicle and to display a mileage.
  • the speed n AB can be measured by means of an odometer odo.
  • Fig. 1 also shows a control unit 26, which may be formed in particular as a transmission control unit.
  • the control unit 26 is configured to automatically actuate the dual-clutch transmission 14, that is to open and close the clutches K1, K2 as required and to engage and disengage gear stages in the partial transmissions TG1, TG2 as required. Furthermore, the control unit 26 preferably also controls the tribological system 20, thus providing, if necessary, fluid 22 for the clutches K1, K2, and / or for the wheel sets R1, R2.
  • the fluid 22 undergoes aging during operation of the drive train 10. Aging can be due to physical and / or chemical phenomena. Partially the chemical property of the fluid changes. Partially particles are introduced into the fluid, for example due to a metallic abrasion within the partial transmission.
  • a method is provided to exchange the fluid as needed, ie, when a fluid change is indicated, since the fluid can no longer safely or comfortably fulfill its tasks, or anticipated, after a certain mileage could no longer meet.
  • Such a method is shown schematically in FIG. 2 and designated by 30.
  • the method 30 is based on a mathematical model 32 that simulates aging of the tribological system 20.
  • the mathematical model 32 includes a function or method 34 for detecting a metal load in the fluid.
  • the method or the function 34 leads to a load value sum value or damage value H FE .
  • the mathematical model 32 further includes a method or function 36 for determining an energy input into the tribological system 20. Damage caused by the energy input into the tribological system 20 is mapped to an energy input sum H E.
  • the damage values H FE and H E which are provided by the functions 34, 36, are values which accumulate during operation of the drive train 10 or its tribological system 20, that is to say quasi represent current state values for the tribological system 20 ,
  • the mathematical model 32 maps the state of the tribological system 20 to an aging variable 38.
  • the aging variable 38 may be a single variable, but may also be formed by a set of variables.
  • a comparison step 40 the aging variable 38 is compared with an aging threshold, not shown. If the aging variable falls below the aging threshold, the method returns to the mathematical model 32. However, if the aging variable 38 exceeds the aging threshold, a first alert 41 is output, which may be displayed on a display 42 in the cockpit of a motor vehicle, for example the drive train 10 is installed. The first warning 41 indicates to a driver of the motor vehicle that a fluid change is to be carried out soon, for example within a certain time or within a certain mileage frame, that is to say up to a certain mileage.
  • the mathematical model 32 determines how much the tribological system 20 is damaged during the service life of the drive train 10.
  • an odometer odoeters a mileage detection, which indicates the mileage 46 of the drive train 10 and the motor vehicle, in which the drive train 10 is installed.
  • the mileage 46 is compared in a comparison step 48 with a first mileage threshold D HIGH .
  • the first mileage threshold D H I GH corresponds to a value above which a fluid change is indicated in each case, regardless of the type of load during driving.
  • the value of D HIG H can, for example, be in a range of 150,000 km to 250,000 km. If the mileage 46 is below the mileage threshold D HIGH , no further action takes place. However, if the mileage 46 exceeds the mileage threshold D HIGH , a second warning 49 is output, which is also displayed on the display 42.
  • the second warning may be identical in content to the first warning, but may also be an escalation level higher, so for example. Impose an immediate oil change within a short period or a short mileage, otherwise the driveability of the vehicle uncomfortable or the transmission hardware are pre-damaged can.
  • the mileage 46 is compared with a second mileage threshold D LO w, in a comparison step 50.
  • the second mileage threshold D L ow is a value below which a fluid change is not necessary.
  • the comparison step 50 is an optional step, for which reason the corresponding lines are shown in dashed lines in FIG. 2; the connection between 40 and 42 is then preferably interrupted (not shown).
  • the comparison step 50 is preferably performed after the comparison step 40 has revealed that the aging variable 38 has exceeded the aging threshold. In this case, the comparison step 50 queries whether the actual mileage 46 is below the second mileage threshold value. If this is the case, a warning suppression occurs via 52, so that the first warning 41 is not output. However, if the second mileage threshold D L ow is exceeded, the first warning 41 is output unchanged.
  • the value of D LO w can be, for example, in a range of 80,000 km to 150,000 km.
  • FIG. 2 further shows that at least the rotational speed ni of an input shaft of a
  • the detected speed ni is analyzed in an analysis section 58. If the detected speed signal includes vibrations that are within a predetermined frequency range and / or exceed a predetermined amplitude, characteristic vibrations are detected. These, in combination with the mathematical model, indicate that the fluid 22 (part of tribological system 20) has aged, since such characteristic vibrations typically only occur after many hours of operation (eg> 500h-2000h) when the fluid has aged ,
  • the analysis section 58 includes a frequency analysis 62, for example in the form of a
  • the bandpass filter may, for example, pass a frequency range of 5 Hz to 20 Hz and block other frequencies. Typical characteristic frequencies indicative of the state of aging of a fluid are within a range of the natural frequency of the powertrain (eg 5 Hz to 12 Hz).
  • an amplitude analysis 64 queries whether the detected frequencies in the particular frequency band transmitted by the frequency analysis 62 are above a certain level. If this is not the case, the query usually returns and no further action is triggered. However, when the amplitudes are above a certain threshold value, a vibration value J is incremented in an incrementing step 60.
  • the occurrence of characteristic vibrations can, for example, for plausibility of the
  • Comparative step 40 are used, as indicated by a circle / dot symbol. Also the vibration value, which is increased more and more over the mileage, can be such a plausibility criterion.
  • FIG. 3 shows in schematic form an example of a method 34 for determining a
  • a comparison step 68 it is queried whether the current torque lies in a first wheelset torque range TQ RB i or in a second, different wheelset torque range TQ RB2 .
  • the second Radsatzwindmoment Scheme TQ RB2 is associated with higher torque than the first Radsatzfish TQ RB i.
  • the detected torque TQ R1 is, if it is in the first Radsatznavmoment Scheme TQ RB1 , with a first power P, applied, which may be 1, for example, so that in a linking step, the detected torque TQ R i linked unchanged with the number of revolutions N R1 becomes.
  • the linked value or the load value determined in this way is subsequently determined in a step 71 ! summed up, resulting in a load value sum value 72 ⁇ , which is possibly still applied with a constant C RB i (weighted).
  • the Radsatzwindmoment TQ R1 is applied to a second power P 2 , which is higher than ⁇ and which may be, for example. 2 or 3, so that the increased torque bspw is square or cubic in the subsequent link 70 2 received.
  • the wheel set torque TQ R i applied to the second power P 2 is linked to the number of revolutions NRI in the linking step 70 2 to form another load value, which is then summed up or integrated in a summation step 71 2 , to a load value sum value 72 2 .
  • This further load value sum value 72 2 may also be subjected to a constant C RB2 (weighted).
  • the steps 70 x to 72 x can be multiplied as desired to introduce further classes via further P x and TQ RBx .
  • the load value sum values 72i, 72 2 , 72 x are linked in a further linking step 73 to a first metal load value H FE i. This can be converted directly to the total metal input value H F EG.
  • the links 70 ! , 70 2 , 72 x are preferably multiplications.
  • Links 70 ⁇ and 70 2 results in each case can also enter a temperature of the fluid, which is in particular represented by a fluid sump temperature T s .
  • the temperature can enter into the load value with a simple power, that is, directly, but can also enter into the respective load value differently depending on a temperature range.
  • the model of FIG. 3 can also be used if a motor vehicle transmission does not have a wet-running clutch arrangement.
  • the mathematical model alone can focus on how the metal entry into the fluid was, in order to be able to account for the aging of the fluid.
  • FIG. 4 shows in schematic form a method or function 36 of an energy input H EG in the tribological system 20 of a motor vehicle transmission over time.
  • the coupling torque TQ K1 transmitted by the clutch is detected for a clutch K1, as is the clutch temperature T K i of the clutch, which can be derived, for example, from the temperature of the fluid after it has flowed through the clutch , Alternatively, a fluid sump temperature T s can also be used.
  • the method 36 is based on that the coupling temperature T K i and the
  • Coupling torque TQ 1 are linked together, to an energy input value, which is then summed or integrated.
  • the second clutch temperature range T K B2 relates to higher temperatures than the first clutch temperature range T ⁇ BI -
  • the clutch temperature T K i is unchanged linked to the clutch torque TQ K i in a step 80-i.
  • the energy input value determined in this way is summated or integrated in a step 81 1 , so that an energy input sum value 82 1 is determined. This can be applied (weighted), for example, with a constant C K BI, or a different function, for example, a power can be added.
  • the clutch temperature T K i is unchanged or, as in FIG. 3, with a higher power, ie, for example, square or cubic, in a linkage step 80 2 linked to the clutch torque TQ «i.
  • the energy input value resulting therefrom is summed up or integrated in a step 81 2 so that a second energy input sum value 82 2 .
  • the second energy input sum value 82 2 can likewise be applied (weighted) to a constant C K B2, for example, before it is linked to the first energy input sum value 82 in a linking step 84, specifically to a first energy input damage value H E «I.
  • Constant C «B2 be significantly higher than the constant C « BI, so that the higher temperature is weighted accordingly different. This can be done alternatively or in addition to an application with different powers.
  • a weighting instead of or in addition to the powers Pi, P 2 can also be effected by different constants C RB i, C RB2 .
  • Energy input damage value H E «i can be performed in parallel for the second clutch K2, as is schematically indicated in FIG. 4, so that a second energy input damage value H EK2 results, which is associated with the first energy input damage value H E KI is added to the total energy input damage value HEG-
  • H EG can be combined with each other to the aging variable 38, for example by summation.

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Abstract

L'invention concerne un procédé (30) de détermination d'un état d'un système tribologique (20) d'une boîte de vitesses de véhicule automobile (14) qui possède une pluralité de jeux de pignons (R1, R2) et/ou un arrangement d'accouplement à fonctionnement humide (K1, K2). Le procédé comprend en outre les étapes suivantes : fourniture d'un modèle mathématique (32) qui simule un vieillissement du système tribologique (20) et qui représente l'état du système tribologique (20) sur une variable de vieillissement (38), le modèle mathématique (32) contenant une fonction (36) d'un apport énergétique (HEG) dans le système tribologique (20) en fonction du temps et éventuellement de la température et/ou une fonction (34) d'un apport de métal (HFEG) dans le système tribologique (20) en fonction du temps et éventuellement de la température ; comparaison (40) de la variable de vieillissement (38) qui simule l'état du système tribologique (20) avec une valeur de seuil de vieillissement ; et délivrance d'une première alerte (41) lorsque la variable de vieillissement (38) dépasse la valeur de seuil de vieillissement.
PCT/EP2017/084464 2016-12-29 2017-12-22 Procédé et contrôleur pour déterminer un état d'un système tribologique d'une boîte de vitesses de véhicule automobile WO2018122186A1 (fr)

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DE102016125893.8A DE102016125893A1 (de) 2016-12-29 2016-12-29 Verfahren und Steuergerät zur Ermittlung eines Zustandes eines tribologischen Systems eines Kraftfahrzeuggetriebes

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