• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:

    公开号:SE0950663A1
    申请号:SE0950663
    申请日:2009-09-14
    公开日:2011-03-15
    发明作者:Peter Juhlin-Dannfelt
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    l0 l5 20 25 30 Thus, in the case of heavy vehicles which are largely used for road / motorway use, automatic "manual" gearboxes are usually used.
    This shift can take place in several different ways, and according to such a clutch pedal is used to start the vehicle from a standstill, while all other shifts can be performed by the vehicle's control system, whereby the clutch is not used at all, but instead the shifts are performed "torqueless", ie. the torque delivered from the engine is adjusted to an appropriate level to reduce the torque transmitted at the engagement point of the relevant gears.
    According to another method, an automatically controlled clutch is used instead for automatic upshifts / downshifts, whereby the driver thus only has access to the accelerator pedal and brake pedal.
    On this type of vehicle with automatic clutch, however, it is important to know the clutch contact point (traction position), ie. the position where the clutch begins to transmit torque.
    However, the contact point does not consist of a fixed point, but varies, primarily depending on the temperature of the connection, but also on other factors. The contact point can thus change during travel, which entails a need to be able to estimate the position of the contact point at regular intervals even during travel.
    By knowing the position of the contact point, at e.g. start, stop and shift, the vehicle's control system is thus aware of the clutch position where torque transmission from the engine to the rest of the driveline begins or ends, so also start and shift can be performed in ways that do not give rise to unwanted jerks or unwanted wear in the driveline. lO l5 20 25 30 Estimation of the position of the contact point should, in order for the vehicle not to be affected by the estimation, take place when the gearbox is in neutral position. An example of how this can be done is to maneuver the clutch from the open position to the closed position with the input shaft of the gearbox stationary.
    The contact point is then determined as the first position at which a speed sensor arranged on the input shaft of the gearbox registers a speed.
    A problem with this type of contact point estimation is that the time required for the estimation to be performed may be too long for the estimation to be performed unnoticed while driving. Furthermore, the speed sensor on the input shaft of the gearbox is often of a type which cannot detect speeds below a certain speed, which means that it is not the actual contact point that is detected, but rather the point where the clutch has a position which causes the input shaft of the gearbox to reach a sufficiently high speed to be detected by the speed sensor.
    SUMMARY OF THE INVENTION It is an object of the present invention to provide a method for determining the point of contact of a coupling which solves the above problems. This object is achieved with a method according to claim 1.
    The present invention relates to a method for determining the point of contact of a clutch in a vehicle, said vehicle comprising a motor for generating driving force for transmission to at least one drive wheel via a clutch and a gearbox, said gearbox comprising at least a first gear unit which is connected to said clutch and which can be disengaged from said drive wheel. The method comprises the steps of, with said first gearbox part disengaged from said drive wheels, when said first gearbox part is in rotation: - closing said clutch from an open position, wherein at said closing of the clutch a representation of a torque transmitted by the clutch is determined for a plurality positions of said clutch, and - by means of said determined representation of said transmitted torque determining said contact point.
    This has the advantage that the contact point of the coupling, ie. the coupling position where contact between engine and gearbox occurs can be determined when said first gearbox part is in rotation, and thus determination of the contact point can be performed without first having to stop said first gearbox part.
    Additional features of the present invention and advantages thereof will become apparent from the following detailed description of exemplary embodiments and the accompanying drawings.
    Brief Description of the Drawings Fig. 1 shows a driveline in a vehicle in which the present invention can be used to advantage.
    Fig. 2 shows an example characteristic of a coupling.
    Fig. 3 shows an exemplary coupling characteristic according to the present invention. Fig. 4 shows an exemplary method according to the present invention.
    Fig. 5 schematically shows a diagram of how the torque transmitted by a clutch changes during an estimation according to the present invention.
    Detailed Description of Exemplary Embodiments Fig. 1 shows an exemplary driveline in a vehicle 100 according to an exemplary embodiment of the present invention. The vehicle 100 schematically shown in Fig. 1 comprises only one axle with drive wheels 113, 114, but the invention is also applicable to vehicles where more than one axle is provided with drive wheels. The driveline comprises an internal combustion engine 101, which in a conventional manner, via a shaft outgoing on the internal combustion engine 101, usually via the flywheel 102, is connected to a gearbox 103 via a clutch 106.
    The coupling 106 consists of an automatically controlled coupling and is of the lamella type, i.e. one with a first gearbox part, such as e.g. gearbox 103 of the input shaft 103, connected friction member 110 selectively engages the engine flywheel 102 to transmit propulsion power from the internal combustion engine 101 to the drive wheels 113, 114 via the gearbox 103. which is displaceable laterally by means of e.g. a rake arm 112, the operation of which is controlled by a clutch actuator 115.
    The action of the clutch actuator 115 on the lever 112 is in turn controlled by the control system of the vehicle.
    Vehicle control systems in modern vehicles usually consist of a communication bus system consisting of one or more communication buses for interconnecting a number of electronic control units (ECUs), or controllers, and various components located on the vehicle. Such a control system can comprise a large number of control units, and the responsibility for a specific function can be divided into more than one control unit. For the sake of simplicity, Fig. 1 shows only such a control unit 116, which controls the clutch (clutch actuator 115). In fact, the control of the control actuator 115 of the control unit 116 is likely to e.g. depend on information such as received from the control unit responsible for the function of the gearbox 103, as well as from the control unit (s) controlling engine functions.
    The vehicle further comprises drive shafts 104, 105, which are connected to the vehicle drive wheels 113, 114, and which are driven by a shaft 107 emanating from the gearbox 103 via a shaft gear 108, such as e.g. a usual differential.
    When a shift is performed on the vehicle shown in Fig. 1, the clutch is opened, the new gear being engaged, and the clutch then being closed. As mentioned above, in such a changeover it is important that the vehicle's control system has good knowledge of the coupling point of contact, ie. the position where the clutch plate contacts the flywheel and thus can begin to transmit torque between the engine and the rest of the driveline.
    Good knowledge of the position of the contact point enables shifts to be performed in a way that is both experienced comfortably for the driver, e.g. by shifting without undesired jerks, while shifting can be performed in a way that is gentle on the driveline, which reduces unnecessary driveline wear. In addition, the shifting process during shifting can be accelerated by the coupling during shifting not having to be opened more than just past the point of contact, and thus not the full stroke of the lever.
    The term contact point in this description refers not only to the physical position that the clutch plate has when it physically contacts the flywheel (or other element connected to the motor output shaft) but to any representation of this contact point, ie. the contact point can thus consist of e.g. the position of the lever and / or clutch actuator when the clutch plate contacts the flywheel.
    Fig. 2 shows an exemplary characteristic for a coupling of the type shown in Fig. 1. The y-axis of the diagram represents the torque that the clutch can transmit between motor and driveline, while the x-axis of the diagram represents the position of the clutch (alternatively the clutch actuator), where the origin represents open clutch, ie. the clutch plate (and thus the lever / clutch actuator) is in its one end position, while the position "closed" represents the position in Fig. 1 where the clutch plate is as far to the left as possible and the clutch (lever / clutch actuator) is thus in its other end position.
    Normally, the clutch plate, in the open position, is at a distance from the engine flywheel, so, when closing the clutch, the clutch plate will first be moved a distance X before the clutch plate actually physically contacts the engine flywheel. As soon as the clutch plate contacts the flywheel, torque transmission can take place between the engine and the rest of the driveline. The more the clutch is then closed (the harder the clutch plate frictionally engages the flywheel), the more torque can be transmitted between the engine and the rest of the driveline. Exactly how much torque can be transmitted at each point depends on the clutch characteristics Kmï, which can vary from clutch to clutch, and which, like the contact point, is both temperature dependent and dependent on other factors, so the clutch characteristics should also be estimated at regular intervals. Estimation of the coupling characteristics does not, however, constitute an object of the present invention, and will therefore not be described in more detail. In the prior art, there are several examples of how this estimation can take place. Since the coupling contact point KPMmw is temperature dependent, and the temperature of the coupling varies during travel, e.g. depending on how often shifts are made, the distance x will also vary during the vehicle's journey.
    Fig. 3 shows a diagram illustrating an example of a contact point determination according to the prior art. The x-axis of the diagram represents the time, while the y-axis of the diagram represents the speeds of said first gearbox part and the clutch position, respectively. The Y position of the Y-axis represents closed clutch. Furthermore, the broken line shows the speed of said first gearbox part, while the solid line represents the clutch position. As shown in the figure, the contact point determination begins with said first gearbox part being stationary.
    However, it can take many seconds before this "starting position" can be reached. In order for the said first gearbox part (eg the gearbox's input shaft, the clutch and the gearbox's frequent side axle) to be able to be stopped when the vehicle is in motion, it is required both that the clutch is opened and that the gearbox is set in neutral. When the clutch has been opened and the gearbox has been set in the neutral position, said first gearbox part rotates freely, and will be braked by self-friction until stationary is reached.
    However, this can take many seconds, especially if the gearbox is hot, which normally means that only small friction prevails. This process can, in the case of some vehicles, be accelerated by the side axle commonly occurring in such gearboxes, and usually connected to said input shaft, being provided with a brake, whereby also the input shaft of the gearbox can be braked by means of said brake. However, this possibility is lacking on many vehicles.
    Once the input shaft of the gearbox is stationary, the contact point determination is started by starting closing the clutch at t = t1. At time t = tg, the input shaft of the gearbox begins to rotate, and this coupling position P1 thus constitutes the actual point of contact. The speed of the input shaft of the gearbox is usually determined by means of a speed sensor arranged at this shaft (or the side shaft). However, this speed sensor is often of the inductive (passive) type, which means that it normally cannot detect low speeds correctly, typically speeds below 50 - 100 rpm cannot be detected. This in turn means that the method is not able to detect the actual contact point Ph but instead the point (position) at which the coupling has then input shaft has reached a speed that is high enough to be detected by the speed sensor. This is indicated by the time t = t3 in Fig. 3, which thus means that the position Ph and not the position P1, is incorrectly determined as the contact point of the coupling. 10 15 20 25 30 10 The method shown thus suffers both from the disadvantage that the determined position, p.g.a. insensitive speed sensor, may be incorrect, and that it may take a long time to perform. In the event that braking possibilities of the side axle of the gearbox are lacking, determination can not be performed during a normal upshift / downshift, but normally only when the vehicle is stationary.
    The present invention provides a method for determining the position of the contact point which can be performed quickly and independently of whether the side shaft of the gearbox has braking possibilities or not, and which can determine the contact point in a situation where the speed sensor of the first gearbox part normally exhibits greater accuracy.
    An exemplary method 400 according to the present invention is shown in Fig. 4. The method according to the invention begins in step 401, where it is determined whether contact point determination is to be started, the method proceeding to step 402, where the clutch is closed to accelerate the input shaft of the gearbox. . If necessary, the engine speed can be increased in this position to thereby give the input shaft of the gearbox (the first gearbox part) a higher speed. The gearbox should be in the neutral position when the acceleration of the first gearbox part begins. The actual rotational speed of the first gearbox part when the method according to the present invention is started is irrelevant, the main thing is that it obtains such a high speed that a correct determination can be performed, which e.g. can be ensured by accelerating the first gearbox part until signals from the speed sensor indicate that a desired speed has been reached, step 403.
    If the vehicle is in rolling, the first gearbox part can alternatively be accelerated by first opening the clutch and then by means of the applicable gear in the gearbox putting the first gearbox part in the desired rotation, whereby the gearbox is then set in neutral position.
    When then the input shaft of the gearbox has reached the desired speed as above, and the clutch is open so that the clutch plate does not contact the flywheel, and the gearbox set in neutral position, the rotational speed of the first gearbox part will begin to decrease. According to the method according to the present invention, the coefficient of friction of the self-friction is then calculated for said first gearbox part (eg the input shaft of the gearbox incl. The clutch plate, or the input shaft of the gearbox and the side shaft).
    Fig. 5 schematically shows how the speed of the first gearbox part (solid line), the torque transmitted by the clutch (dotted line) and the clutch position (dashed line) change during an estimation according to the present invention. During the interval I the first gearbox part is accelerated by closing the clutch, in order to have reached the desired speed at t = t1, whereby the clutch is opened again. When the coupling has been opened, t = t2, estimation according to the invention is started.
    According to the laws of physics, after disengagement and in addition to the self-friction, the remaining torque acting on the input shaft of the gearbox consists of the moment of inertia multiplied by the acceleration.
    Releasing the first gearbox part, when the gearbox is in neutral, gives that: Ål Ål = JÖ eq. (l) Coupling _ F direction 10 l5 20 25 30 l2, where A1 represents the Coupling torque transmitted by the clutch. A1 is the moment of friction that affects the input shaft of the Friction gearbox (the first gearbox part), and J is the moment of inertia of the first gearbox part which is a constant and which can be determined before mounting in the vehicle's driveline. 03 constitutes the angular acceleration of the input shaft.
    The contact point of the clutch consists of the first point where the torque transmitted by the clutch exceeds zero, ie.
    AI> 0, when the clutch (clutch plate) is moved from Clutch open position to closed position, ie. as mentioned above, the point of contact is the coupling position where contact occurs precisely between the flywheel, lamella and pressure plate.
    Equation (l) can be rewritten according to M = JG) + MFm-mon eq. (2) Coupling To calculate A1 according to (2), both oäoch fl í Coupling Friction must be estimated. (b can be calculated on the basis of the speed of the input shaft of the gearbox, eg by means of successive values w, and / or by means of a derivative filter. Once selection G has been determined, the angular acceleration can be considered as constant.
    Since A1 is non-zero, a Friction perception of this is also required, see step 405 in Fig. 4, in order to be able to determine when A1 is greater than zero.
    Coupling A4E% mn is typically not constant, but experiments have shown that it behaves as a viscous friction according to a linear relationship with the angular velocity, i.e. A1 can be written as: Friction lO l5 20 25 l3 = k w eq. (3) Friction Friction, where k is a friction constant, and where w is the angular velocity of the input friction. In order to be able to utilize this connection, k must therefore be estimated. When estimating k Friction Friction is used the fact that when the coupling is completely open, Al = 0, which together with equations (l) and (3) gives that: Coupling = -¿ßà when Ål = 0 eq. (4) kFriction f Clutch CO If the vehicle's (combustion) engine is started, and the clutch in the initial position is closed while the gearbox is in neutral, the input shaft of the gearbox will have a speed corresponding to the engine speed. If the clutch is then fully opened, so that it can not transmit any torque at all, and the first gearbox part is disengaged from the vehicle's drive wheel, the speed of the input shaft will decrease due to its friction A1 as above.
    Friction By in this position, the interval II between t = t2 and t = t3 in Fig. 5, first determine the angular acceleration and then calculate eq. (4) by means of the determination of the angular acceleration, and by determining the speed with the aid of the speed sensor and known knowledge of the moment of inertia of the input shaft, an estimation of k is obtained. Preferably several determinations are made. , whereby kn e.g. can be determined as an average of Friction these determinations. Since k can vary during the vehicle's Friction travel, e.g. p.g.a. gearbox temperature, a new determination of k is advantageously performed each time the clutch contact point Friction is to be estimated. 10 15 20 25 30 14 With AJWMW estimated according to equ. (4) and eq. (3), step 406 in Fig. 4, can then equ. (2) is used to detect when AlmWmg> (). For example. the clutch position can be moved in a controlled manner at a suitable speed from open to closed position, see interval III in Fig. 5, step 407 in Fig. 4, while Ål is calculated using the equations above and the speed Clutch from the speed sensor, determining the contact point, step 409 in Fig. 4, as the position of the clutch when A4> 0 Clutch for the first time, step 408 in Fig. 4. Closing of the clutch should take place while the first gearshift part has such a high speed that signals from the speed sensor are reliable. If the speed of the first gearbox part has dropped to a speed where this is not the case, the first gearbox part can first be accelerated again, e.g. using the clutch, so that reliable speed measurements are obtained. Eel is determined Coupling is preferably more or less continuous at frequent intervals during the closing process so that as good an estimate as possible of the contact point is obtained. If Almwmg is determined at too sparse intervals, a deterioration in the accuracy of the contact point may be at risk.
    Fig. 5 also shows how the calculated A1 changes when the Clutch clutch is closed in a controlled manner as above. As seen in the figure, A1 = 0 (A4 is shown for clarity Coupling Coupling as including a value slightly above zero) until time t = t4, where the calculated A4 suddenly exceeds zero, Coupling whereby the point of contact is determined as the position of the coupling at this time. Above, the contact point is defined as the first position where A1> 0. In practice, however, it can be advantageous for Koppling to instead define the contact point as the position where A1 exceeds a threshold value, offset, for Koppling to e.g. compensate for any noise that may otherwise result in incorrect determination of the contact point. By then determining when Al deviates from this threshold value, the Coupling contact point can still be determined with good precision.
    So far, a known value of the moment of inertia J of the first gearbox part has been used and A1 is considered. Equ (2) Clutch can, however, be written as: MKßpßli fl g = d) + M Free / mm equ. (5) J J whereby J will be embedded in the determination of M Coupling the friction torque, and whereby instead of A1 is considered. In this case, therefore, specific knowledge Coupling 'about J. is not required. In the present description and claims, however, A1 K 1'. ... . . -igïå, as well as other paraphrases of a similar type, a representation of the torque transmitted by the clutch.
    In summary, the present invention thus has the advantage that determination of the contact point can be performed without the input shaft of the gearbox having to stand still, i.e. it does not take unnecessary time to wait for this to happen. Furthermore, the invention has the advantage that the determination can be performed at speeds on the input shaft of the gearbox where its speed sensor works well, and delivers reliable measured values. The invention also means that determination of contact point can also be carried out during shifting (at least at certain shifts such as for example at large shift steps or at slow shifts in eg downhill, or by the control system intentionally performing a slower shift) as well as when the clutch is opened when braking to a stop.
    The above-mentioned first gearbox part has been described as the input shaft of the gearbox or as the combination of the input shaft of the gearbox and the side shaft of the gearbox (as well as the clutch plate). The first gearbox part according to the present invention can consist of any assembly of components, as long as these can be brought into rotation by means of the clutch, and as long as these can be disengaged both from the vehicle's engine and from the vehicle's drive wheels as above, i.e. a part of the driveline that can be disengaged both from the engine and from the drive wheels. The friction torque estimated above thus constitutes the friction torque for the combination of components.
    权利要求:
    Claims (14)
    [1]
    A method of determining the point of contact of a clutch in a vehicle, said vehicle comprising a motor for generating drive power for transmission to at least one drive wheel via a clutch and a gearbox, said gearbox comprising at least a first, connected to said clutch and gearbox releasable from said drive wheel, characterized in that it comprises the steps of, with said first gearbox member disengaged from said drive wheel, when said first gearbox part is in rotation: - closing said clutch from an open position, wherein at said closing of the clutch a representation of a torque transmitted by the clutch is determined for a plurality of positions of said clutch, and - by said determined representation of said transmitted torque determining said contact point.
    [2]
    The method of claim 1, further comprising the step of determining the position of the clutch when said torque transmitted by the clutch exceeds a first value, said determined position constituting said contact point.
    [3]
    The method of claim 2, wherein said first value is substantially zero.
    [4]
    A method according to any one of claims 1-3, further comprising the step of, with said first gearbox part disengaged from said drive wheels, and with the clutch in the open position, when said first gearbox part is in rotation, estimating a friction torque for said first 10 15 20 25 30 18 gear member, said torque transmitted by the clutch constituting a function of said estimated friction torque.
    [5]
    A method according to claim 3 or 4, wherein, in said estimating said friction torque, a plurality of estimates are performed, said estimating said friction torque being based on said plurality of estimates.
    [6]
    Method according to any one of claims 4-5, wherein said = k 0), where k = ---, friction torque is estimated according to A1 "MM Friction F direction and dar 0), respectively Q constitutes the angular velocity and the angular acceleration for said first gearbox part.
    [7]
    A method according to claim 6, wherein O 3 is calculated by means of a determination of 0) for said first gear part at successive times and / or by means of a derivative filter.
    [8]
    A method according to any one of claims 1-7, further comprising the step of, before closing said coupling, accelerating said first gear part if its rotational speed is less than a second value.
    [9]
    A method according to any one of the preceding claims, wherein said closing of the coupling takes place at a substantially constant speed.
    [10]
    A method according to any one of the preceding claims, wherein said representation of the torque transmitted by the clutch is determined continuously, at certain intervals, at certain times or for predetermined clutch positions. 10 15 20 25 30 19
    [11]
    Computer program comprising program code, which when said program code is executed in a computer causes said computer to perform the method according to any one of claims 1-10.
    [12]
    A computer program product comprising a computer readable medium and a computer program according to claim 11, wherein said computer programs are included in said computer readable medium.
    [13]
    A system for determining the point of contact of a clutch at a vehicle, said vehicle comprising a motor for generating driving force for transmission to at least one drive wheel via a clutch and a gearbox, said gearbox comprising at least one first, connected to said clutch and gearbox releasable from said drive wheel, characterized in that the system is arranged to, with said first gearbox member disengaged from said drive wheel, when said first gearbox part is in rotation: - close said coupling from an open position, wherein at said closing of the coupling a representation of a torque transmitted by the clutch is determined for a plurality of positions for said clutch, and - by said determined representation of said transmitted torque determining said contact point.
    [14]
    Vehicle, characterized in that it comprises a system according to claim 13.
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE0950663A|SE534245C2|2009-09-14|2009-09-14|Method and system for determining the point of contact for a coupling in a vehicle|SE0950663A| SE534245C2|2009-09-14|2009-09-14|Method and system for determining the point of contact for a coupling in a vehicle|
    US13/391,709| US8849529B2|2009-09-14|2010-09-13|Method and system for determining the contact point for a clutch in a vehicle|
    RU2012114782/11A| RU2518396C2|2009-09-14|2010-09-13|Method and device for clutch contact point determination in vehicle|
    BR112012004229-7A| BR112012004229B1|2009-09-14|2010-09-13|METHOD AND SYSTEM TO DETERMINE THE POINT OF CONTACT FOR A CLUTCH IN A VEHICLE, MEDIUM READIBLE ON A COMPUTER AND VEHICLE|
    CN201080040573.7A| CN102483110B|2009-09-14|2010-09-13|Method and system for determining the contact point for a clutch in a vehicle|
    EP10817514.2A| EP2478248B1|2009-09-14|2010-09-13|Method and system for determining the contact point for a clutch in a vehicle|
    PCT/SE2010/050969| WO2011034488A1|2009-09-14|2010-09-13|Method and system for determining the contact point for a clutch in a vehicle|
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