• 专利附录
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    • 专利摘要:
    A method for determining the torque (Tc1, Tc2) transmitted by each clutch in a dual clutch motor vehicle transmission chain comprising - providing a first numerical model (27) simulating the dual damping flywheel by a first torsionally deformable system and determining the accumulated torque transmitted by a damping flywheel to the double clutch, to provide a second digital model (28) simulating the assembly consisting of an output shaft (16) of a gearbox (5), a differential (12) and drive shafts, and determine the output torque of the gearbox, determine the torque transmitted by the damping flywheel (Tc1, Tc2) acting on input shafts of the gearbox.
    公开号:FR3022601A1
    申请号:FR1455651
    申请日:2014-06-19
    公开日:2015-12-25
    发明作者:Pascal Maurel；Remi Losero；Thierry Marie Guerra；Jimmy Lauber
    申请人:Valeo Embrayages SAS；
    IPC主号:
    专利说明:

    [0001] TECHNICAL FIELD The invention relates to the field of torque measurements in a double-clutch motor vehicle transmission chain.
    [0002] TECHNOLOGICAL BACKGROUND It is useful to have accurate torque measurements in a motor vehicle transmission chain for various functions, in particular to perform precise steering of one or more coupling devices arranged in the transmission chain.
    [0003] A motor vehicle generally comprises a coupling device between a motor shaft of the motor vehicle, which is rotated by an internal combustion engine and / or an electric motor, and an input shaft of the gearbox. The gearbox can be of the mechanical type with several transmission ratios with or without automation of gear changes. The coupling device is generally a friction clutch, controlled by an actuator driven by an information processing system according to a certain number of measured or estimated parameters such as positions, speeds, accelerations, stresses, torques, pressures and electrical voltages. The clutch control actuator acts on the position of a movable member of this clutch, such as for example the clutch abutment, which determines the position of a pressure plate and the load applied to this plate by an annular diaphragm for clamping the friction linings of a disc connected to an input shaft of the gearbox, this tightening determining the torque transmitted by the clutch. The actuator can also act directly on the load applied to the pressure plate by a mechanical or hydraulic connection for example. Automated clutch control shall take into account a large number of physical quantities, state variables and control variables that are measured or estimated on the engine, the gearbox and the rest of the vehicle, and signals representing the will of the driver, the adaptation of the behavior of the transmission to the driving style of the driver, the dynamic state of the vehicle and the state of the control module (initialization, normal mode, degraded mode, learning, stop, ....) etc. WO-A-2010007321 discloses a torque control module of the two clutches of a transmission chain. This control module comprises an estimator of the torque transmitted by the double clutch. A disadvantage of this estimator lies in the fact that the estimation of the torque in the clutch is based on the accuracy of the engine torque information provided by the engine computer. This information is generally accurate only in the phases of stabilized engine speed, while it can be tainted with a very large error during the 10 phases of strong dynamics such as takeoff or change gear ratio. In addition, this estimator does not have an observability condition sufficient to reconstruct the torque in each of the two clutches when the two clutches transmit a torque at the same time, in particular in the torque transfer phase of a clutch on the other during the report change. SUMMARY An idea underlying the invention is to provide measurement methods and devices which make it possible to determine the torque transmitted by one or more clutches without depending on the precision of a motor torque information.
    [0004] Certain aspects of the invention furthermore seek to provide an estimating method which makes it possible to estimate the torque in each clutch of a double clutch transmission in all the operating phases, in particular during the phases of torque transfer. one clutch on the other during the shift. Some aspects of the invention start from the idea of determining the torque transmitted by one or more clutches essentially from the measurement of angular displacement of the shafts, in particular by means of one or more high-resolution angular displacement sensors. According to one embodiment, the invention provides a method for determining the torque transmitted by each clutch in a double-clutch motor vehicle transmission chain, wherein a transmission chain is employed comprising: a drive shaft for driving in rotation by a motor vehicle engine, a double damping flywheel comprising a primary element and a secondary element, the primary element being integral in rotation with the drive shaft and the secondary element being coupled to the primary element via a damping element, a gearbox having a first half-box and a second half-box independent of each other, each half-box comprising an input shaft intended to be frictionally coupled to the gearbox; secondary element of the double damping flywheel by a first, respectively second, clutch, a secondary shaft and a plurality of gears ynchroniseurs capable of coupling the input shaft and the secondary shaft according to a plurality of transmission ratios, the secondary shaft of each half-box being coupled to an output shaft of the gearbox and shafts of the driving wheels of the motor vehicle being coupled to the output shaft of the gearbox via a differential, the method comprising: - measuring a rotational speed of the motor shaft, - measuring a rotational speed of the secondary element of the double damping flywheel, provide a first computer-implemented numerical model which simulates the double damping flywheel by a first torsionally deformable system, the first numerical model having a torsion stiffness coefficient of the first deformable system, a viscous damping coefficient in torsion of the first deformable system and a plurality of first variables representing an instantaneous state of said first deformable system torsionally formable, in which the first variables are selected from the group consisting of the rotational speed of the motor shaft, the rotational speed of the secondary element of the double damping flywheel, a torque transmitted by the motor shaft, a cumulative torque transmitted by the secondary element of the double damping flywheel to the two half-speed boxes, their derivatives and temporal integrals at all orders, and combinations of these variables, the first variables including a first variable of convergence chosen in the assembly consisting of the rotational speed of the motor shaft, the speed of rotation of the secondary element of the double damping flywheel, their derivatives and temporal integrals at all orders, and the combinations of these variables, calculate the first variables of the first numerical model at successive instants by converging the first convergence variable with the speed of measured rotation of the motor shaft and / or the measured rotation speed of the secondary element of the double damping flywheel, and determining the cumulative torque transmitted by the first and the second clutch from the secondary element of the double damping flywheel to successive instants as a function of the first calculated variables, said cumulative torque corresponding to the sum of the torques applied by the first and second clutches on the input shafts 15 respectively of the first and second half-gearbox, the method comprising in addition - measuring a speed of rotation of the output shaft of the gearbox, - measuring a rotational speed of the shafts of the wheels, providing a second numerical model implemented by computer which simulates by a second deformable system in torsion the set consisting of the output shaft of the gearbox, the differential and the shafts of the driving wheels, the second digital model comprising a torsional stiffness coefficient of the second deformable system, a torsional viscous damping coefficient of the second deformable system, and a plurality of second variables representing an instantaneous state of said second torsionally deformable system, wherein the second variables are selected from the assembly consisting of the speed of rotation of the output shaft of the gearbox, the speed of rotation of the shafts of the wheels, a torque output of the gearbox, their derivatives and integral time at all orders and the combinations of these variables, the second variables having a second convergence variable selected from the set consisting of the speed of rotation of the output shaft of the gearbox, the speed of rotation of the wheel shafts. , their derivatives and temporal integrals at all orders, and the combinations of these variables, - calculate the second variables of the second numerical model at successive instants by converging the second convergence variable with the measured rotational speed of the output shaft of the gearbox and / or the measured rotational speed of the wheel shafts, and - determining the torque output from the gearbox at successive times as a function of the second calculated variables, said output torque of the gearbox corresponding to the sum of the input torques applied by the first and second clutch on the shafts of the gearbox. input respectively of the first and second half gearboxes weighted by the respective transmission ratios of the half gearboxes, and the method further comprising determining the first input torque acting on the input shaft of the gearbox; first half-gearbox and the second input torque acting on the input shaft of the second half-gearbox at successive times according to The cumulative torque determined with the first numerical model and the output torque of the gearbox determined by the second numerical model. According to embodiments, such a torque determination method may include one or more of the following features.
    [0005] According to one embodiment, at least one of the first and second digital models further comprises a viscous coefficient of friction of the corresponding first deformable system. According to one embodiment, the first variables of the first numerical model comprise two convergence variables which are respectively the rotational speed of the drive shaft and the rotational speed of the secondary element of the double damping flywheel, the step of calculating the first variables of the second numerical model at successive instants being achieved by converging the first 6 variables of convergence with respectively the measured rotational speed of the drive shaft and the measured rotational speed of the secondary element of the double flywheel damper. According to one embodiment, the second variables of the second digital model comprise two convergence variables which are respectively the speed of rotation of the output shaft of the gearbox and the rotation speed of the axle shafts, the step calculating the second variables of the second numerical model at successive instants being performed by converging the second convergence variables with respectively the measured speed of rotation of the output shaft of the gearbox and the measured rotational speed of the shafts. wheels. According to one embodiment, the step of determining the first and the second input torque acting respectively on each input shaft of the half speed boxes is performed by a processing block multiplying by a reverse matrix a vector consisting of the sum of the torques applied to each input shaft of the gearbox and the sum of these couples each weighted by the ratios of the respective half boxes. According to one embodiment, the method further comprises measuring the rotation speed of the input shaft of the first half gearbox, - measuring the rotational speed of the input shaft of the second half - Gearbox, provide a third computer-implemented numerical model which simulates the gearbox by a third torsionally deformable system, the third numerical model comprising for each half-box a coefficient of torsional stiffness and a coefficient of torsion. torsional viscous damping, the third numerical model also comprising a plurality of third variables representing an instantaneous state of said third torsionally deformable system, wherein the third variables are selected from the group consisting of: 3022601 7 o rotational speed of the input shaft of the first half gearbox, o the speed of rotation of the input shaft of the second half-gearbox speed, 5 o the rotational speed of the output shaft of the gearbox, o the input torque acting on the first half gearbox, o the input torque acting on the second half. gearbox, 10 o the sum of the input torque acting on the half gearboxes, o the output torque of the gearbox, o a torsional deformation angle of the first gearbox between a point measuring the rotational speed of the input shaft of the first half-gearbox and a point of measurement of the speed of rotation of the output shaft of the gearbox, o a deformation angle in torsion of the second half-gearbox between a point of measurement of the rotational speed of the input shaft of the second half-gearbox and the point of measurement of the rotation speed of the shaft of output of the gearbox, o the derivatives and integral temporal at all the orders of the variab the aforementioned and combinations of these variables the third variables comprising a third convergence variable chosen from the set consisting of o the speed of rotation of the input shaft of the first half-speed gearbox, o the speed of rotation of the input shaft of the second half gear box, 3022601 8 o the speed of rotation of the output shaft of the gearbox, o the sum of the input torques acting on the half-boxes velocity, o the output torque of the gearbox, 5 o their derivatives and temporal integrals at all the orders and the combinations of these variables, - calculate the third variables of the third numerical model at successive instants by converging the third convergence variable with, respectively, the measured rotational speed of the input shaft of the first half gearbox, the measured rotational speed of the input shaft of the second half-b the speed, the measured rotational speed of the output shaft of the gearbox, the cumulative torque determined by the first numerical model and the output torque of the gearbox determined by the second numerical model, and determining the first input torque acting on the input shaft of the first gear half and the second input torque acting on the input shaft of the second gear half at successive times as a function of the shaft deformation angles of the 20 half gearboxes between the measuring points of the rotational speeds of the respective input shafts and the point of measurement of the speed of rotation of the output shaft of the gearbox calculated. According to one embodiment, the third variables of the third digital model comprise third convergence variables corresponding respectively to the rotational speed of the input shaft of the first half-gearbox, the rotation speed of the first gearbox. input shaft of the second half gearbox, the rotational speed of the output shaft of the gearbox, the sum of the input torques of the half gearboxes, the output torque of the gearbox velocities, their derivatives and temporal integrals at all orders, the combinations of these variables, the step of calculating the third variables of the third numerical model at successive instants being performed by converging the third convergence variables with the measured velocities 3022601 9 and corresponding pairs determined by the first and second numerical models. According to one embodiment, the rotational speeds are measured using physical sensors having an angular resolution less than or equal to 1 / 400th of a revolution, preferably less than or equal to 1 / 600th of a revolution. According to one embodiment, the step of measuring the rotation speed of the shafts of the wheels of the vehicle comprises - measuring the speed of rotation of a first wheel, - measuring the speed of rotation of a second wheel, and in which the rotation speed of the wheel shafts is the average of the wheel speeds measured. According to one embodiment, the step of measuring the speed of rotation of the shafts of the wheels comprises the step of measuring the speed of rotation of a single wheel.
    [0006] According to one embodiment, the method further comprises the steps of measuring and recording at times when the vehicle transmission chain is in a stable state the torsional stiffness coefficient and the torsional viscous damping coefficient. deformable systems.
    [0007] According to one embodiment, the invention also provides a measuring system for determining the torque transmitted by each clutch in a dual-clutch motor vehicle chain, suitable for a transmission chain having a driving shaft for driving. in rotation by a motor vehicle engine, a double damping flywheel comprising a primary element and a secondary element, the primary element being integral in rotation with the drive shaft and the secondary element being coupled to the primary element via a damping element, a gearbox having a first half-box and a second half-box independent of each other, each half-box 3022601 having an input shaft intended to be frictionally coupled to the secondary element of the double damping flywheel by a first, respectively second, clutch, a secondary shaft and a plurality synchronizer gearing adapted to couple the input shaft and the secondary shaft in a plurality of transmission ratios, the secondary shaft of each half-box being coupled to an output shaft of the gearbox and shafts of the driving wheels of the motor vehicle being coupled to the output shaft of the gearbox via a differential, 10 - a first physical sensor capable of measuring a speed of rotation of the drive shaft, - a second physical sensor capable of measuring a rotational speed of the secondary element of the double damping flywheel, - a third physical sensor capable of measuring a rotational speed of an output shaft of the gearbox, - a fourth physical sensor able to measure a speed wheel rotation; - a computer-implemented computing device providing first and second numerical models, wherein a first digital model simulates the damping flywheel; r a first torsionally deformable system, the first numerical model comprising a torsion stiffness coefficient of the first deformable system, a torsional viscous damping coefficient of the first deformable system and a plurality of first variables representing an instantaneous state of said first system torsionally deformable, in which the first variables are chosen from the set consisting of the speed of rotation of the drive shaft, the rotation speed of the secondary element of the double damping flywheel, a torque transmitted by the drive shaft, a cumulative torque transmitted by the secondary element of the double damping flywheel to the two half-speed boxes, their derivatives and temporal integrals at all orders, and combinations of these variables, the first variables including a first convergence variable chosen from the set consisting of the speed of rotation of the motor shaft, the rotation speed of the secondary element of the double damping flywheel, their derivatives and temporal integrals at all the orders, and the combinations of these variables, the computing device being able to calculate the first variables of the first numerical model at successive instants converging the first convergence variable with the measured rotational speed of the motor shaft and / or the measured rotation speed of the secondary element of the double damping flywheel and determining the cumulative torque transmitted by the secondary element of the double damping flywheel at successive times as a function of the first calculated variables, said cumulative torque corresponding to the sum of the torques applied by the clutches on the input shafts of the first and second half-gearbox and in which a second numerical model simulates by a second torsionally deformable system the set consisting of the tree of s of the gearbox, the differential and the shafts of the driving wheels, the second numerical model comprising a coefficient of torsional stiffness of the second deformable system, a viscous torsional damping coefficient of the second deformable system and a plurality of seconds variables representing an instantaneous state of said second torsionally deformable system, wherein the second variables 20 are selected from the set consisting of the rotational speed of the output shaft of the gearbox, the rotational speed of the axles of the wheels , an output torque of the gearbox, their derivatives and time integrals at all orders, and the combinations of these variables, the second variables comprising a second convergence variable chosen from the set consisting of the speed of rotation of the output shaft of the gearbox, the speed of rotation of the shafts of the wheels, their derivatives and integrals temporally at all orders, and the combinations of these variables, the computing device being able to calculate the second variables of the second numerical model at successive times by converging the second output variable with the measured rotational speed 30 of the output shaft of the gearbox and / or the measured rotation speed of the shafts of the wheels and to determine the output torque of the gearbox at successive instants as a function of the second calculated variables, said output torque of the gearbox corresponding to the sum of the torques applied by the input shafts of the first and second half weighted gearboxes 3022601 12 by the respective transmission ratios of the half gearboxes on the output shaft of the gearbox, these pairs each corresponding to the torque of the clutch binding the gearbox input shaft to the secondary element of the dual flywheel amo wherein a computing device is adapted to determine the first input torque acting on the input shaft of the first half gearbox and the second input torque acting on the input shaft of the first gearbox. second half-gearbox at successive instants as a function of the cumulative torque determined with the first numerical model and the output torque of the gearbox determined by the second numerical model. BRIEF DESCRIPTION OF THE DRAWINGS The invention will be better understood, and other objects, details, features and advantages thereof will become more clearly apparent from the following description of several particular embodiments of the invention, given only in connection with illustrative and non-limiting, with reference to the accompanying drawings. - Figure 1 is a schematic representation of a double clutch transmission chain in a motor vehicle seen from above; FIG. 2 is a canonical representation of an unknown computer-implemented input estimator for determining the states of a system; FIG. 3 is a functional block diagram showing the transmission chain of FIG. 1 and a torque measuring device associated therewith; FIGS. 4 and 5 are functional representations of physical models that can be used respectively in a first and a second torque estimator; FIG. 6 represents a first embodiment for the processing unit responsible for reconstructing the clutch torques Tc1 and Tc2; FIG. 7 represents a physical model applicable to a second embodiment of the processing block responsible for reconstructing the clutch torques Tc1 and Tc2; FIG. 8 represents an estimator of the processing block 5 exploiting the physical model of FIG. 7; Fig. 9 is a block diagram showing a clutch control device in which torque estimators may be employed. DETAILED DESCRIPTION OF EMBODIMENTS FIG. 1 illustrates the architecture of a robotic double clutch transmission system of a motor vehicle 1. The vehicle 1 comprises a heat engine 2 whose output shaft or crankshaft 3 is connected to the two primary shafts 4a and 4b of a gearbox 5 via a double clutch 6. Each primary shaft 4a and 4b is connected to a respective friction disk of the double clutch 6. The double clutch 6 makes it possible to link the clutch 6 one or / and the other of the two primary shafts 4a and 4b to the flywheel 15 to transmit the engine torque to the gearbox 5. For this, the flywheel 15 comprises a primary element and a secondary element forming a double damper steering wheel. The primary element is directly connected to and rotated by the crankshaft 3. The secondary element of the flywheel 15 is rotatably connected to the primary element of the flywheel 15 by a damping system. The primary shafts 4a and 4b are connected to the secondary element of the flywheel 15 by the double friction clutch 6. The gearbox 5 comprises two secondary shafts 7a and 7b respectively parallel to the primary shafts 4a and 4b. Each secondary shaft 7a, respectively 7b, is equipped with idle gears 8a, respectively 8b, which cooperate with gear gears 9a, respectively 9b, carried by the primary shaft 4a, respectively 4b. Each secondary shaft 7a, 7b also carries synchronizers with clutch 10 making it possible to rotate the idle gears 8a, 8b in rotation with the secondary shaft so as to transmit a torque between the primary shaft 4a or 4b and the secondary shaft 7a or 7b. The two secondary shafts 7a and 7b cooperate with a gearbox output pinion 11 connected to a differential 12 in order to transmit the torque to the drive wheels 13.
    [0008] For example, the primary shaft 4a carries the gears corresponding to the odd ratios and the primary shaft 4b carries the gears corresponding to the even ratios. The gears 9a and 9b of the primary shafts 4a and 4b mesh with the idle gears 8a and 8b carried by the secondary shafts 7a and 7b. When these idle gears 5 are secured to the secondary shaft 7a or 7b by the operation of the synchronizers 10, the torque of the corresponding input shaft is transmitted to the secondary shaft with the gear ratio defined by the gearing torque in gear by the synchronizer dog. The secondary shafts 7a and 7b are connected to the gearbox output gear 5 by a gear pair 14a and 14b. The gearbox output gear 5 is connected to the differential 12 by an output shaft 16 of the gearbox. The differential 12 then transmits the transmission output torque to the drive wheels 13. Thus, the elements 4a, 7a, 8a and 9a constitute a half-gearbox with odd ratios and the elements 4b, 7b, 8b and 9b constitute a half-gearbox with even reports.
    [0009] The main advantage of such a dual-clutch transmission is to be able to combine the good performance of the manual gearbox with the comfort of an automatic gearbox, in particular by transferring the engine torque of a half-gearbox to the gearbox. other half-box when changing gear without interrupting the torque transmitted to the wheels. An engine computer 17 controls the thermal engine 2 and provides information including engine torque, engine speed and driver intention to a transmission computer 18 which drives clutch actuators 19 which operate the double clutch 6 and actuators The shift sensors 20 which operate the synchronizers 10. Position or angular velocity sensors can also be installed at various locations to measure the rotational speeds of the various shafts of the transmission. FIG. 1 thus shows, by way of illustration: a sensor 21 which measures the speed of rotation Wp of the crankshaft 3, or of the primary element of the flywheel 15, and is connected to the engine computer 17 which transmits via a data bus the engine speed information Wp to the transmission computer 18. The sensor 21 may also be directly connected to the transmission computer 18 in addition to the engine computer 17 for reasons of latency; A sensor 22 which measures the speed of rotation Wdamp of the secondary element of the flywheel and which is connected to the transmission computer 18. - A sensor 23 which measures the rotational speed Ws of the output shaft 16. the gearbox, or the rotational speed at the input of the differential 12; Sensors 24 which measure the rotational speed VV, shafts of the drive wheels 13 and which are connected to an ABS computer (not shown) which transmits the information on an intersystem bus to which the transmission computer 18 is connected. These sensors are preferably made in the form of angular position sensors having a high resolution on one revolution of the shaft, for example at least 400 points per revolution, preferably at least 600 points per revolution, or ideally 2000 to 2500. points per round. This high resolution is useful for estimating transmitted pairs by measuring torsional deformations of the trees, as will be explained below. When the measurement is to be made at a low speed with a high committed ratio, a resolution that is all the greater is necessary. The technology of the angular position sensor may be arbitrary, especially optical, magnetic, for example hall effect or fluxgate, or capacitive. In one embodiment, a target is placed on the tree whose angle is to be measured. This target may be a high-resolution metal target, a pair of several target, a magnetic polar target or a set of polar wheels, or a magnet glued or assembled on the shaft whose field is measured which varies with the rotation . With an angular position sensor, the angle is measured directly, from which the speed of the shaft is derived either by making the angle difference between two successive measurement instants, or by producing a linear curly estimator on the angle measured and estimating by reconstruction the speed of rotation. In one embodiment, the velocity estimator implements a numerical model of the type: from 1 to 1 dt = - + L (a - to) 3022601 16 Where a is the measured angle and 'to the angle estimated, and where z and L are two fixed parameters chosen as a function of the desired accuracy on the speed information of the shaft -da dt To manage the control of the clutches, the transmission computer 18 needs to determine the transmitted torque. by each clutch of the double clutch 6. Now will be described torque estimators according to several embodiments that can be used for this. According to the embodiments, it is possible to use a subset of the angular velocity sensors described above. The description of the embodiments of the estimators below will further demonstrate which sensors are required in each case. Referring to Figure 2, some general operating principles of an unknown input estimator for estimating the X state of a Z system are presented. The X state is a vector consisting of several state variables, of which Some are measured and others are not measured. The observation matrix C extracts the measured state variables, that is to say that the measured state Y = CX is the state vector reduced to the state variables actually measured in the real system Z. The system responds to an external bias Bu represented by an excitation vector u having one or more excitation variables multiplied by a gain matrix B. Parallel to this real system provided with measurement sensors, a digital model is implemented. to estimate the complete state of the system, and thus especially the state variables that are not measured. We write X the estimated state from the model. The same observation matrix C is applied to the estimated state X and the difference between the measured state Y and the estimated output state is calculated. = C. R. From this difference and a gain K, we compute an error parameter E = K. (Y ) Which is reinjected into the model to converge the estimated state to the real state. In practice, it is hypothesized that the real system Z conforms to a physical model having a linear evolution that can be characterized by an evolution matrix A, so that the state X satisfies: = AX + Bu where X denotes the temporal derivative of X.
    [0010] 3022601 17 The numerical model is thus based on the system of differential equations: rX = + Bu + K. (Y -fi) = CR These equations can be solved subject to fulfill a condition of observability, known to the man observers with unknown entry.
    [0011] It is necessary to determine the gain matrix K of the observer such that the matrix (A-KC) is a stable matrix. This calculation is carried out by imposing a polynomial characteristic of the matrix (A-KC), denoted Pbu "), and by solving the equation PbutW = PA-KCW. According to the structure of the observation matrix C, certain elements of the K gain matrix are useless. Indeed, if the observation matrix 10 C has zeros, the placement of poles depends only on a part of the gains ku composing the gain matrix K. A high-level schematic representation of a device for measuring the pairs is shown in FIG. 3. The upper part 25 of FIG. 3 represents a functional decomposition of the real vehicle as described in FIG. 1, in which are identified dynamic units exerting forces on each other, namely: the engine 2, the primary element of the dual flywheel 15 receiving a driving torque Te from the engine 2, the double clutch 6 receiving a damped engine torque Te 'from the secondary element of the dual flywheel 15, the gearbox 5 receiving two input torques Tc1 and Tc2 respectively from each clutch of the double clutch 6, the output shaft 16 of the gearbox 5 receiving from the gearbox the weight sum e by the respective transmission ratios q1 and q2 of the two secondary shafts 7a and 7b, that is (1.1 -1 -Tc2) and al 612 - the vehicle 1 as a whole receiving on the one hand a transmitted torque Ts from the shaft of output 16 of the gearbox 5 and a global resisting torque Tr representing the rolling resistance 30 exerted by the roadway on the wheels 13.
    [0012] The lower part 26 of FIG. 3 represents a functional decomposition of the measuring device. This device comprises two unknown input estimators 27 and 28, independent of each other and based on physical models 29 and 30, respectively. Such physical models 29 and 30 are illustrated in greater detail with respect to FIGS. and 5. The first estimator 27 simulates flywheel 15 as a torsional deformable system. In the first estimator 27, a state vector YA_mes corresponding to the state XA of the flywheel 15 reduces to the measured state variables comprises the measurement of the angular velocity Wp of the crankshaft 3 supplied by the sensor 21 and the measurement of the angular velocity Wdamp at the output of the secondary element of the flywheel, which is measured by the sensor 22. The system represented by the first estimator 27 comprises an excitation vector UA_mes which comprises the measurements of the rotational speed Wp of the crankshaft 3 obtained by the sensor 21 and the speed of rotation Wdamp 15 of the secondary element of the flywheel 15 obtained from the sensor 22 placed vis-à-vis the secondary element of the flywheel 15, or vis-à-vis opposite the clutch mechanism inlet. The first estimator 27 builds an estimate Te 'of the torque Te' transmitted by the secondary element of the flywheel 15 to the double clutch 6.
    [0013] The torque Te 'corresponds to the sum Tc1 + Tc2 of the clutch torques transmitted by the secondary element of the flywheel 15 to the input shafts 4a and 4b of the two half gearboxes. The torque Te 'therefore corresponds to an estimated torque Tc, + Tc2 of the sum of the clutch torques. The first estimator 27 uses the model 29 of FIG. 4 where: - Jp corresponds to the inertia of the engine and of the crankshaft 3, - kp is the torsional stiffness of the double flywheel 15, - Xp is the viscous damping in twisting of the dual flywheel 15. kp and Xp can be constants or be linear or non-linear variables and thus depend on the speed and torque transmitted.
    [0014] An estimated state vector XA_est of the first model 29 comprises in particular the rotation speed Wp of the crankshaft 3, the rotation speed Wdamp of the secondary element of the flywheel 15 and is increased by the unknown inputs 3022601 19 of the engine torque Te, the torque Te 'transmitted by the secondary element of the flywheel 15, as well as successive derivatives of these state variables up to a given order. The data estimated by the first model 29 such as the rotation speed Wp of the crankshaft 3 and the rotation speed Wdamp of the secondary element of the flywheel 15 are then stored in an estimation vector YA_est. This estimation vector YA_est is compared by a comparator 31 to the measurement vector YA_mes containing the same size or quantities actually measured. An error signal is then generated and introduced into a corrector 32 which produces a cor_A correction vector for correcting the derivative of the state vector XA_est to converge to the real value of this vector XA. The pair Te is deduced from the estimated state vector XA_est as visible from the first equation (1) of the equation system described below with reference to FIG. 4. The pair Te 'is then deduced from the pair Te and the pair inertial Jdamp * dWdamp / dt 15 as visible from the second equation (2) of the equation system described below with reference to FIG. 4. In another embodiment, not represented, the inertia J corresponds to the inertia of the secondary flywheel Jdamp, and the first estimator 27 then integrates as unknown input the torque Te 'output of the secondary element of the flywheel 15 20 which allows to rebuild directly Te'. The second estimator 28 is located downstream of the gearbox 5. The second estimator 28 simulates the connection between the output shaft 16 of the gearbox 5 and the wheels 13 of the vehicle 1. A state vector YB_mes, corresponding to a state XB of the simulated subsystem 25 reduced to the measured state variables, comprises the measurement of the rotation speed Ws of the output shaft 16 of the gearbox 5 measured by the sensor 23 and the measurement of the rotational speed VV, the shafts of the wheels 13. The rotational speed VV of the shafts 13 is obtained for example by averaging values provided by two sensors 24 each located at one of the shafts of the driving wheels 13 In another example, the rotational speed VV, the shafts of the wheels 13 is obtained by a single sensor 24 located at a single shaft 3022601 20 of one of the drive wheels. The second estimator 28 constructs an estimation of the sum of the ratios weighted by the ratios of the gearbox (T c1 + Tc2) a1 a2 The second estimator 28 uses the model 30 of FIG. 5 where Js corresponds to the inertia of the 16 output shaft of the gearbox, ks stiffness and 5 Xs amortization. A single model 30 of the second estimator 28 is shown in Figure 3 but a model for each wheel shaft can also be used. ks and Xs can be constant or vary linearly or nonlinearly and thus depend on the speed and torque transmitted. The second estimator 28 may have the same structure as the first estimator 27. An excitation vector UB_mes comprises the rotational speed Ws of the transmission output shaft 16 obtained by the sensor 23 and the rotational speed VV, shafts of the wheels 13 obtained by the one or more sensors 24. An estimated state vector XB_est of the model 30 comprises the rotation speed Ws of the transmission output shaft 16 and the speed VV of the shafts. 15 of the wheels 13 and can be increased by the unknown input of the torque Ts of the output shaft 16 of the gearbox 5 as well as their successive derivatives. This torque Ts output from the gearbox 5 corresponds to the sum weighted by each transmission ratio on each shaft of the gearbox 5 respective clutch couples Tc1, Tc2, that is to say (T c1 + Tcc) a1 A vector YB_est is extracted from the estimated state XB_est. YB_est is the equivalent content of YB_mes. A comparator 33 compares YB_est and YB_mes and sends the result of this comparison to a corrector 34. The corrector 34 generates a correction Cor_B which is used to modify the derivatives of the estimated state vector XB_est (or the state vector XB_est to previous instant in the case of an implementation on a sampled system) and converging said estimated state vector XB_est to the actual state vector XB. The second estimator 28 thus makes it possible to reconstruct the sum of the clutch torques weighted by the respective transmission ratios, that is to say (Tci Tc2, ie, al 612. The sum of the torque Tc, + Tc2 estimated by the first estimator 27 and the sum of the weighted pairs weighted by the transmission ratios of the half boxes Tc + Tcestimée 3022601 21 by the second estimator 28 is then transmitted to 1 612 a processing block 35. This processing block 35 reconstructs each clutch torque estimated Tci and Tc2 from the estimated pairs Tc, + Tc2 and (1.1.1 + T 2) 1 a2 provided by the two estimators 27 and 28.
    [0015] FIG. 4 schematically represents the physical model used to represent the flywheel 15 in the first estimator 27. This model comprises: a rotating mass characterized by a moment of inertia Jp and representing the overall inertia of the engine and the crankshaft; 3, 10 - a torsion spring 37 characterized by a coefficient of torsion stiffness kp, representing the overall torsional stiffness of the rotating masses of the connection between the engine 2 and the secondary element of the flywheel 15, - a viscous damper 38 characterized by a torsional viscous damping coefficient Xp, representing the viscous torsional damping between the primary element and the flywheel secondary member 15, and optionally a viscous friction characterized by a coefficient of friction fp, representing the external friction exerted on the rotating masses of the flywheel 15 (external dissipation). This physical model satisfies the following dynamic equations: (1) J p -W p = Te - fp - Wp - kp (W p - Wdamp) .dt - ii s (W p - Wdamp) (2) J damp = T - T 'From which it follows that TC, ± TC2 = Jp - ft + fp - Wp + kp J (Wp - W damp) .dt +,, p (W p Wdamp) damp Wdamp In a similar way to the figure 4, FIG. 5 diagrammatically represents the physical model used to represent the connection between the output shaft 16 of the gearbox 5 and the wheels 13 of the vehicle 1. This model comprises: a rotating mass characterized by a moment of inertia Js and representing the overall inertia of the output shaft 16 of the gearbox 5, 3022601 22 - a bridge ratio 40 characterized by a coefficient qp't representing the differential 12, - a torsion spring 41 characterized by a torsional stiffness coefficient ks, representing the overall torsional stiffness of the rotating masses of the connection between the output shaft 16 of the gearbox 5 and the s wheels 13 of the vehicle 1, - a viscous damper 42 characterized by a torsional viscous damping coefficient Xs, representing the viscous torsional damping of the rotating masses of the connection between the output shaft 16 of the gearbox 5 and the wheels 13 of the vehicle 1, and - optionally, a viscous friction characterized by a coefficient of friction fs, representing the external friction exerted on the rotating masses of the connection between the output shaft 16 of the gearbox 5 and the wheels 13 of the vehicle 1 (external dissipation).
    [0016] 15 This physical model satisfies the following dynamic equations: Js-Ws = Ts fs -ws gpontktf (qpontws Wr) .dt - bridge 's (q bridge W s W r) and Tc Tc2 T - + 2 s .11 q2 Hence it follows that Tc Tc 20 + 2 = Js - Tes + fs - W s + q pontl sf (q pon, Ws-Wr) .dt + q bridge s (pon, Ws -W r) gt q2 As explained with regard to 3, the processing block 35 makes it possible to solve the system of equation obtained from the sum Tc, + Tc2 estimated by the first estimator 27 and the sum Tc + Tcestimée by the second al 612 25 estimator 28 in order to determine Tci and Tc2 corresponding to the pairs applied to each primary shaft 4a and 4b. FIG. 6 shows a first embodiment for the processing block responsible for the reconstruction of the clutch torques Tci and Tc2 from the sums of torque Tc, + Tc2 and weighted torque sums (T cil + 2) estimated respectively by the first estimator 27 and the second estimator 28. The processing block 35 multiplies the vector consisting of the sums of torque Tc, + Tc2 and the sums of weighted pairs (Tc1 + 2) estimated respectively by the first estimator 27 and the second estimator 28 by the inverse matrix corresponding to the diagram of FIG. 8. al 612 FIG. 7 shows another embodiment comprising a model presenting the stiffnesses of shafts 4a and 4b with their stiffness characteristic k1, k2 and their damping X1 and X2 as well as the sum of the pairs with the associated transmission ratios q1 and q2. A third estimator 43 with unknown inputs as represented in FIG. 8 is then built around the physical model of FIG. 7. This third estimator 43 simulates the gearbox 5. A state XC of the gearbox 5 comprises as variables of FIG. state the speed W1 and W2 of the input shafts 4a and 4b of the two half speed boxes, the rotation speed Ws of the output shaft 16 of the gearbox, the sum of the torques estimated by the first and the second estimator 27 and 28, respectively Tc1 + Tc2 and (1., 11), the pairs Tc1 and Tc2 1 a2 transmitted by each clutch to each of the input shafts of the gearbox 5, the angles al and a2 corresponding to the deformation of the half shafts 20 speed boxes between the rotational speed measurement points W1 and W2 of the input shafts of the half gearboxes and the measuring point of the output shaft 16 of the gearbox 5 , as well as successive derivatives of these state until a given order. The measurements of the speeds of rotation W1 and W2 of the primary shafts 4a and 4b are for example obtained using sensors 48 (see FIG. 1) located opposite said shafts 4a and 4b. A vector of measured outputs YC_mes, corresponding to the state XC reduced to the values measured by the sensors and the values estimated by the first or the second estimator 27 and 28 comprises the rotation speeds W1 and W2 of the primary shafts 4a and 4b, the speed of rotation Ws of the output shaft 16 of the gearbox 5 as well as the torque sums Tc, + Tc2 and the skewed skewings 3022601 24 Tc + Tcestimated by the first estimator 27 and the second estimator al 612 28. Similarly to the systems 27 or 28, an estimated state vector YC_est of the third system 41 is extracted from an estimated state XC of the system and has variables corresponding to the variables of YC_mes. Preferably, YC_mes and YC_est comprise five state variables each corresponding to one of these values measured by a sensor and estimated by the first and second estimators. The two vectors YC_mes and YC_est are then compared by a comparator 44 and an error signal is then generated and supplied to the input of a corrector 45 which calculates the corrections to be added to a state vector XC_est (or 10 state vector XC_est at the previous instant in the case of an implementation on a sampled system). The model of FIG. 7 corresponds to the following equations: ## EQU1 ## where: ## EQU1 ## [0 01 fat] + [10 -11 dt (02 1 -0 0] (az 0 -1 -1] cos (Tci + Tc 2) k2 1121221 C k211a1 } - - az 2 1 ql q2 q1 q2 [111 111 q1 112 - (q1111 - (I, 1 + q2112) 1 (W1) rcc 112 + 112) s q2 (Tc2 a) 1} [k1 0 1-. The third estimator 43 then calculates Tc1 and Tc2 from the estimate of ai and a2 and the stiffnesses k1 and k2. and possibly respective damping X1 and X2 by solving this system of equations The parameters J, k, X of the estimator models can be constants or variables, such variables can vary linearly or nonlinearly. Depending on the engine torque, temperature, etc. To be used in the estimates, these parameters are measured and updated during the life of the vehicle, for which these parameters can be recorded and tabulated. For given stabilized states, corresponding systems are provided, for example in the case where a single clutch transmits the torque, in steady state and using the motor torque information delivered by the motor control, which is then sufficiently precise. Referring to FIG. 9, a clutch control system in which a torque estimator as described above can be employed will now be described. The control system shown in FIG. 9 consists of three main functional modules: a torque estimation module 46, a torque correction module 47 and a torque characteristic learning module 49. estimation of the torque 46 calculates in real time the torque transmitted by the clutch as well as the torque capacity 50 from: dynamic information 51 of the heat engine and / or the electric machine of a hybrid traction chain, such as that the engine speed, and the engine torque, of the vehicle dynamic information 52 such as the speed of the primary shaft, the gear ratio engaged and the vehicle speed, position information 53 of the clutch actuators, and learned characteristic curves 54 representing the torque transmitted as a function of the position of the clutch. The torque correction module calculates the position setpoints 55 to be applied to the clutch actuator 19 so as to achieve in real time the torque setpoint 56 requested by the transmission controller 18 on the clutch concerned. These setpoints are calculated based on the estimate of the current torque capacity 50 and the characteristic curve 57 representing the position of the clutch as a function of the torque to be transmitted. This torque correction makes it possible to adjust rapidly in real time the torque passing through the clutch in the face of the rapid variations caused by the modification of the coefficient of friction of the clutch under the effect of the temperature and thus to compensate for the difference between the learned curve 53 and the reality at a given moment.
    [0017] The training module of the clutch torque characteristics 49 identifies and updates the parameters of the curves 54 and 57 at each clutch operation in order to follow the slow phenomena such as wear and manufacturing dispersions. This updating is performed on the basis of the estimated torque capacity information of the clutch 46 and the measured position of the clutch actuator 19. Other features of such a control system are provided in FIG. publication FR-A-2863327. The torque estimation methods described above with reference to a dual clutch and a combustion engine also apply to other transmission systems, such as single-clutch, electric motor and hybrid thermal and electric motor. . Some of the elements shown, including torque estimators, controllers and control units, can be made in different forms, unitarily or distributed, by means of hardware and / or software components. Useful hardware components are ASIC specific integrated circuits, FPGA programmable logic networks or microprocessors. Software components can be written in different interpreted or compiled programming languages, for example C, C ++, Java or VHDL. This list is not exhaustive. When the estimation depends on a parameter that can take several values, in particular the reduction ratios q of the gearbox, it is possible to implement several computers operating in parallel each with a distinct value of the parameter, which makes it possible to select very quickly the relevant estimate at any time by selecting the result provided by the calculator which corresponds to the actual value of the parameter at the moment concerned. Although the invention has been described in connection with several particular embodiments, it is quite obvious that it is in no way limited thereto and that it comprises all the technical equivalents of the means described and their combinations if These are within the scope of the invention. The use of the verb "to include", "to understand" or "to include" and its conjugated forms does not exclude the presence of other elements or steps other than those set out in a claim. The use of the indefinite article "un" or "un" for an element or a step does not exclude, unless otherwise stated, the presence of a plurality of such elements or steps. In the claims, any reference sign in parentheses can not be interpreted as a limitation of the claim. 5
    权利要求:
    Claims (12)
    [0001]
    REVENDICATIONS1. A method for determining the torque (Tc1, Tc2) transmitted by each clutch in a double-clutch motor vehicle transmission chain, in which a transmission chain is employed comprising: - a driving shaft (3) intended to be driven in rotation by a motor (2) of the motor vehicle (1), a double damping flywheel (15) comprising a primary element and a secondary element, the primary element being integral in rotation with the motor shaft and the secondary element being coupled to the primary element via a damping element, a gearbox (5) having a first half-box and a second half-box independent of each other, each half-box comprising an input shaft (4a , 4b) to be frictionally coupled to the secondary member of the dual mass flywheel by a first, respectively second, clutch (6), a secondary shaft (7a, 7b) and a plurality of synchronizing gears (10) adapted to couple the input shaft and the secondary shaft in a plurality of transmission ratios, the secondary shaft of each half-box being coupled to an output shaft (16) of the gearbox and shafts of the drive wheels (13) of the motor vehicle being coupled to the output shaft of the gearbox via a differential (12), the method comprising: measuring a rotational speed of the drive shaft (Wp), measuring a rotation speed (Wdamp) of the secondary element of the double damping flywheel, providing a first computer-implemented numerical model (27) which simulates the double damping flywheel by a first torsionally deformable system, the first numerical model comprising a torsion stiffness coefficient (kp) of the first deformable system, a torsional viscous damping coefficient (X) of the first deformable system and a plurality of first variables representing an instantaneous state (XA) of said first torsionally deformable system 3022601 29, wherein the first variables are selected from the group consisting of the rotational speed of the drive shaft, the rotational speed of the secondary element of the dual mass flywheel, a torque (Te ) transmitted by the driving shaft, a cumulative torque (Tc1 + Tc2) transmitted by the secondary element of the double damping flywheel to the two half-speed boxes, their derivatives and time integrals at all orders, and combinations of these variables, the first variables comprising a first convergence variable (YA_est) selected from the set consisting of the rotational speed of the motor shaft, the rotation speed of the secondary element of the double damping flywheel, their derivatives and temporal integrals to all orders, and the combinations of these variables, - calculate the first variables (XA_est) of the first numerical model at successive instants by making onverging (31) the first convergence variable (YA_est) with the measured rotation speed of the motor shaft and / or the measured rotation speed of the secondary element of the double damping flywheel, and - determining the cumulative torque (Tc , + Tc2) transmitted by the first and second clutches from the secondary element of the double damping flywheel at successive instants as a function of the first calculated variables (XA_est), said cumulative torque corresponding to the sum of the torques applied by the first and the second second clutch on the input shafts of the first and second gearbox respectively, the method further comprising - measuring a rotational speed (Ws) of the output shaft of the gearbox, - measuring a rotation speed (Wr) of the shafts of the wheels, - providing a second digital model (28) implemented by computer 30 which simulates by a second torsionally deformable system the assembly consisting of the arbr the output (16) of the gearbox (5), the differential (12) and the shafts of the driving wheels, the second digital model having a torsional stiffness coefficient (ks) of the second deformable system, a coefficient of torsionally viscous damping (Xs) of the second deformable system and a plurality of second variables representing an instantaneous state (XB) of said second torsionally deformable system, wherein the second variables are selected from the group consisting of rotation of the output shaft of the gearbox, the speed of rotation of the shafts of the wheels, an output torque of the gearbox ti-ci +) Tc2) ,, their 'al 612 derivatives and time integral at all the orders, and combinations of these variables, the second variables having a second convergence variable (YB_est) selected from the set consisting of the rotational speed of the output shaft of the gearbox, the speed of rotation of the shafts of the wheels, their derivatives and temporal integrals at all the orders, and the combinations of these variables, 15 - calculating the second variables (XB_est) of the second numerical model at successive instants by converging (33) the second convergence variable (YB_est) with the measured rotational speed of the gearbox output shaft and / or the measured rotational speed of the wheel shafts, and 20 - determine the output torque (1. +1.2) of the gearbox to des, 11, 1 successive instants as a function of the second calculated variables (YB_est), said output torque of the gearbox corresponding to the sum of the input torques applied by the first and the second clutch on the input shafts respectively of the first and 25 second half gearboxes weighted by the respective transmission ratios of the half gearboxes, and the method further comprising - determining the first input torque (Tc1) acting on the input shaft of the first half gearbox and the second input torque (Tc2) acting on the input shaft of the second gearbox half at successive times as a function of the cumulative torque (Tc, + Tc2) determined with the first numerical model and torque 3022601 31 output Tc + Tcde the gearbox determined by the second al 612 numerical model.
    [0002]
    2. The method of claim 1, wherein at least one of the first and second numerical models further comprises a viscous friction coefficient of the corresponding deformable system.
    [0003]
    3. Method according to one of claims 1 to 2, wherein the first variables of the first numerical model comprise two convergence variables (YA_est) which are respectively the speed of rotation of the motor shaft and the speed of rotation of the secondary element of the damper double flywheel 10, the step of calculating the first variables of the first numerical model at successive instants being performed by converging the first convergence variables with respectively the measured rotation speed of the motor shaft and the speed of measured rotation of the secondary element of the double damping flywheel. 15
    [0004]
    4. Method according to one of claims 1 to 3, wherein the second variables of the second numerical model comprise two convergence variables (YB_est) which are respectively the speed of rotation of the output shaft of the gearbox and the the speed of rotation of the shafts of the wheels, the step of calculating the second variables of the second numerical model at successive instants being performed by converging the second convergence variables with respectively the measured rotational speed of the output shaft of the gearbox and the measured rotational speed of the axle shafts.
    [0005]
    5. Method according to one of claims 1 to 4, wherein the step of determining the first and the second input torque acting respectively on each input shaft of the half speed boxes is performed by a processing block (34) multiplying by a reverse matrix a vector consisting of the sum of the torques applied to each input shaft of the gearbox (Tc, + Tc2) and the sum of these pairs each weighted by the ratios of the respective half boxes (1.1.1). 1 a2 30
    [0006]
    6. Method according to one of claims 1 to 4, the method further comprising 3022601 32 - measuring the rotational speed (W1) of the input shaft of the first half-gearbox, - measuring the speed of rotation (W2) of the input shaft of the second half-gearbox, provide a third computer-implemented numerical model that simulates the gearbox by a third torsional deformable system (43), the third numerical model comprising for each half-box a coefficient of torsional stiffness (k1, k2) and a torsional viscous damping coefficient (A1, A2), the third digital model also comprising a plurality of third variables representing an instantaneous state said third torsionally deformable system, wherein the third variables are selected from the set consisting of o the speed of rotation of the input shaft of the first half gearbox, o the speed of rotation of the input shaft of the second half gearbox, o rotational speed (A / s) of the output shaft of the gearbox, 20 o the input torque (Tc1) acting on the first half-speed gearbox, where the input torque (Tc2) acting on the second half-speed gearbox, o the sum (Tc, + Tc2) of the clutch input torque 25 acting on the half gearboxes, o the output torque (1.1 +1.2) of the gearbox,, 1, 1 o an angle of deformation (a1) in torsion of the first half-gearbox between a measuring point of the speed of rotation of the input shaft of the first half gearbox and a measuring point of the speed of rotation of the output shaft of the gearbox, 3022601 33 o a deformation angle (a2) in torsion of the second half-gearbox between a point of measurement of the speed of rotation of the input shaft of the second half-gearbox and the measuring point of the speed of rotation of the output shaft of the gearbox, o derivatives and temporal integrals at all the orders of the aforementioned variables and combinations of these variables the third variables including a third output convergence variable selected from the set consisting of O the rotational speed of the input shaft of the first half gearbox, o the speed of rotation of the input shaft of the second half gearbox, o the speed of rotation of the output shaft of the gearbox, 15 o the sum of the input torques acting on the half gearboxes, o the output torque of the gearbox, o their derivatives and time integral at all orders and combinations of these variables, 20 - calculating the third variables of the third numerical model at successive instants by converging the third convergence variable with, respectively, the measured rotation speed of the ar the input speed of the first half gearbox, the measured rotational speed of the input shaft of the second half gearbox, the measured rotational speed of the output shaft of the gearbox; speeds, the cumulative torque determined by the first numerical model and the output torque of the gearbox determined by the second digital model, and - determining the first input torque (Tc1) acting on the input shaft 30 of the first half-gearbox and the second input torque (Tc2) acting on the input shaft of the second half gearbox 3022601 34 at successive times according to the deformation angles of the shafts of the half-boxes velocity between the measuring points of the rotational speeds of the respective input shafts and the measuring point of the rotational speed of the output shaft of the gearbox 5 calculated.
    [0007]
    7. The method according to claim 6, the third variables of the third digital model comprise third convergence variables respectively corresponding to the speed of rotation of the input shaft of the first half-speed gearbox, the rotation speed of the first gearbox. input shaft of the 10 second half gearbox, the rotational speed of the output shaft of the gearbox, the sum of the input torques of the half gearboxes, the output torque of the gearbox, the step of calculating the third variables of the third digital model at successive instants being performed by converging the third convergence variables with the corresponding measured speeds and with the corresponding pairs determined by the first and second numerical models.
    [0008]
    8. Method according to one of claims 1 to 7, wherein the rotational speeds are measured using physical sensors having an angular resolution less than or equal to 1 / 400th of a revolution, preferably less than or equal to 1 / 600th of a turn.
    [0009]
    9. Method according to one of claims 1 to 8, wherein the step of measuring the rotation speed of the shafts of the vehicle wheels comprises - measuring the speed of rotation of a first wheel, - measuring the rotational speed of a second wheel, and in which the speed of rotation of the wheel shafts is the average of the wheel speeds measured.
    [0010]
    10. Method according to one of claims 1 to 8, wherein the step of measuring the rotation speed of the shafts of the wheels comprises the step of measuring the rotational speed of a single wheel. 30
    [0011]
    The method according to one of claims 1 to 10, further comprising the steps of measuring and recording at times when the vehicle transmission chain is in a stable state the torsional stiffness coefficient and the torque coefficient. viscous torsional damping of the deformable systems.
    [0012]
    12. Measuring system for determining the torque transmitted by each clutch in a double-clutch motor vehicle transmission chain, suitable for a transmission chain comprising: a motor shaft (3) intended to be rotated by a motor ( 2) of the motor vehicle (1), - a double damping flywheel (15) comprising a primary element and a secondary element, the primary element being integral in rotation with the drive shaft and the secondary element being coupled to the primary element via a damping element, - a gearbox (5) having a first half-box and a second half-box independent of each other, each half-box comprising an input shaft (4a 4b) for frictional engagement with the secondary member of the dual mass flywheel by a first, respectively second, clutch (6), a secondary shaft (7a, 7b) and a plurality of synchronized gears. ers (10) capable of coupling the input shaft and the secondary shaft in a plurality of transmission ratios, the secondary shaft of each half-box being coupled to an output shaft (16) of the transmission box. with the gears and shafts of the drive wheels (12) of the motor vehicle being coupled to the output shaft of the gearbox via a differential (12), - a first physical sensor (21) capable of measuring a speed of rotation (NA / p) of the motor shaft, 25 - a second physical sensor (22) capable of measuring a rotational speed (VVdamp) of the secondary element of the double damping flywheel, - a third physical sensor (23) capable of measuring a speed of rotation (Ws) of a shaft (16) output of the gearbox, - a fourth physical sensor (24) capable of measuring a rotation speed (Wr) of the wheels, - a calculation device implemented computer-implemented device providing first and second digital models (29, 30), 3022601 36 in the a first numerical model simulates the damping flywheel by a first torsionally deformable system, the first numerical model comprising a torsional stiffness coefficient (kp) of the first deformable system, a torsional viscous damping coefficient (X) of the first deformable system and a plurality of first variables representing an instantaneous state (XA) of said first torsionally deformable system, wherein the first variables are selected from the set consisting of the rotational speed of the drive shaft, the rotational speed of the secondary element of the double damping flywheel, a torque (Te) transmitted by the drive shaft, a cumulative torque (Tc1 + Tc2) transmitted by the secondary element of the double damping flywheel to the two half-speed boxes, their derivatives and integrals all variables, and combinations of these variables, the first variables including a first convergence variable selected from the set consisting of the speed of rotation of the drive shaft, the rotational speed of the secondary element of the double damping flywheel, their derivatives and temporal integrals at all orders, and the combinations of these variables, the computing device being able to calculate the first variables of the first numerical model at successive instants by converging the first convergence variable with the measured rotational speed of the motor shaft and / or the measured rotational speed of the element secondary of the double damping flywheel and to determine the cumulative torque transmitted by the secondary element of the double damping flywheel at successive instants as a function of the first calculated variables, said cumulative torque corresponding to the sum of the torques applied by the clutches on the damping shafts. input of the first and second half gearbox, and in which a second digital model if mule by a second torsionally deformable system the assembly consisting of the output shaft (16) of the gearbox (5), the differential (12) and the shafts of the drive wheels, the second numerical model having a coefficient torsion stiffness (kg) of the second deformable system, a torsional viscous damping coefficient (Xg) of the second deformable system and a plurality of second variables representing an instantaneous state of said second torsionally deformable system, wherein the second variables are selected from the set consisting of the rotational speed of the output shaft of the gearbox, the rotational speed of the shafts of the wheels, a transmission output torque (T1 + +), their 612 temporal derivatives and integrals at all orders, and the combinations of these variables, the second variables including a second convergence variable selected from the set consisting of the speed of rotation of the output shaft of the gearbox, the speed of rotation of the shafts of the wheels, their derivatives and integral time at all orders, and the combinations of these variables, the computing device being able to calculate the second variables of the second numerical model at successive instants by converging the second convergence variable with the measured rotational speed of the output shaft of the gearbox and / or the measured rotational speed of the wheel shafts and to be determined The output torque (i-ci + Tc2) of the gearbox at successive times al 612 as a function of the second calculated variables, said output torque of the gearbox corresponding to the sum of the input torques applied to the input shafts of the first and second half gearboxes weighted by the respective transmission ratios of the half gearboxes on the output shaft of the gearbox gear, a computing device being able to determine the first input torque (Tc1) acting on the input shaft of the first half gearbox and the second input torque (Tc2) acting on the input shaft of the second half-gearbox at successive instants as a function of the cumulative torque (Tc, + Tc2) determined with the first numerical model and the output torque (i-ci + Tc2) of the gearbox. speeds determined by the second al 612 digital model.
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    同族专利:
    公开号 | 公开日
    EP3158213B1|2018-03-21|
    CN106574674A|2017-04-19|
    CN106574674B|2019-10-15|
    FR3022601B1|2016-06-10|
    EP3158213A1|2017-04-26|
    WO2015193592A1|2015-12-23|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US20080091324A1|2001-08-24|2008-04-17|Luk Lamellen Und Kupplungsbau Beteiligungs Kg|Method and system for control of an automatic friction clutch arranged between an engine and a gearbox on a motor vehicle|
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    WO2005080830A2|2004-02-17|2005-09-01|Volkswagen Aktiengesellschaft|Method for the actuation of at least two clutches transmitting torque in parallel in the drive train of a motor vehicle, and transmission control unit|
    FR2920848A1|2007-09-07|2009-03-13|Peugeot Citroen Automobiles Sa|Clutch controlling method for e.g. hybrid vehicle, involves controlling closed actuating loop of clutch device based on torque transmitted based on preselected parameters that are measured based on torsional stiffness of shaft and device|
    WO2014037649A1|2012-09-10|2014-03-13|Turbomeca|Method and system for starting an aircraft turboengine|WO2021023344A1|2019-08-06|2021-02-11|Schaeffler Technologies AG & Co. KG|Method for determining an output torque in a drive system capable of being power shifted in a vehicle|
    EP3732456B1|2017-12-29|2022-03-09|AVL List GmbH|Method for estimating an internal effective torque of a torque generator|FR2863327B1|2003-12-09|2006-03-03|Valeo Embrayages|PILOT ADAPTIVE DEVICE FOR COUPLING BETWEEN AN ENGINE AND A GEARBOX IN A MOTOR VEHICLE|
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    FR2934026B1|2008-07-16|2012-03-02|Valeo Embrayages|FRICTION COUPLING COUPLING MODULE OF A MOTOR VEHICLE TRANSMISSION CHAIN COMPRISING A STATE OBSERVER|
    CN103148207A|2013-02-21|2013-06-12|重庆青山工业有限责任公司|Method for controlling clutch switch process of dual-clutch transmission|CN107133421B|2017-05-31|2019-09-24|安徽江淮汽车集团股份有限公司|A kind of wet dual-clutch automatic transmission gear taps emulation mode and system|
    EP3518216A1|2018-01-30|2019-07-31|Volvo Car Corporation|Co-simulation system with delay compensation and method for control of co-simulation system|
    CN108956064A|2018-07-25|2018-12-07|安徽江淮汽车集团股份有限公司|A kind of double mass flywheel dynamic rate measuring device and measuring method|
    CN110671493B|2019-09-01|2020-08-21|重庆大学|Intelligent dual-clutch transmission clutch torque prediction method based on support vector machine algorithm|
    法律状态:
    2015-06-30| PLFP| Fee payment|Year of fee payment: 2 |
    2015-12-25| PLSC| Search report ready|Effective date: 20151225 |
    2016-07-08| PLFP| Fee payment|Year of fee payment: 3 |
    2017-06-30| PLFP| Fee payment|Year of fee payment: 4 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1455651A|FR3022601B1|2014-06-19|2014-06-19|TORQUE ESTIMATOR FOR DOUBLE CLUTCH|FR1455651A| FR3022601B1|2014-06-19|2014-06-19|TORQUE ESTIMATOR FOR DOUBLE CLUTCH|
    EP15733827.8A| EP3158213B1|2014-06-19|2015-06-12|Torque estimator for double clutch|
    CN201580044779.XA| CN106574674B|2014-06-19|2015-06-12|Torque estimator for double clutch|
    PCT/FR2015/051569| WO2015193592A1|2014-06-19|2015-06-12|Torque estimator for double clutch|
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