CN102062166B - Optimized clutch control method based on wet clutch - Google Patents
Optimized clutch control method based on wet clutch Download PDFInfo
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- CN102062166B CN102062166B CN2011100070725A CN201110007072A CN102062166B CN 102062166 B CN102062166 B CN 102062166B CN 2011100070725 A CN2011100070725 A CN 2011100070725A CN 201110007072 A CN201110007072 A CN 201110007072A CN 102062166 B CN102062166 B CN 102062166B
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Abstract
The invention discloses an optimized clutch control method based on a wet clutch, belonging to the technical field of automobile transmissions. The optimized clutch control method comprises the steps of: carrying out meshing control optimization and release control optimization for a plurality times to obtain upper limit pressure values to be optimized and lower limit pressure values to be optimized, carrying out summation respectively, averaging to obtain a final optimized upper limit pressure value and a final optimized lower limit pressure value, and storing in an EEPROM (Electrically Erasable Programmable Read-Only Memory) space of a transmission control unit (TCU) to realize optimized clutch control. In the invention, dynamic factors such as clutch abrasion, temperature influences and the like are comprehensively considered so as to ensure that the control of the critical point of the clutch on beginning to transmit the torque of an engine is always maintained in an optimal state.
Description
Technical field
What the present invention relates to is a kind of method of automotive transmission technical field, specifically is a kind of optimization clutch for clutch control method based on wet clutch.
Background technique
So-called wet clutch is meant that clutch friction plate rubbing contact surface in the sliding process of rubbing shows as the friction at liquid and semiliquid interface; When the adhesion between layer of oil molecules and the rubbing surface during greater than the shearing force that slide to produce, clutch just begins to transmit the moment of torsion of motor.And this adhesion is relevant with multiple dynamic factors such as the surface roughness of clutch own, characteristics of friction materials, friction plate structure and shape, the characteristic of oil, the temperature of going, clutch abrasion situation; Briefly; During each clutch original manufactured, because the deviation of machinery and material, initial Touch point is just different; When this Touch point is meant clutch; After the contact of master and slave Moving plate, the cunning that produces between layer of oil molecules and the rubbing surface moment of rubbing just begins to transmit the Clutch Control point of Engine torque, with the clutch that overcomes all extraneous resisting moment on the traditional sense half bonding point definition difference to some extent.Along with the increase of driving mileage, behind the clutch abrasion, this is worth also in continuous dynamic change simultaneously.
And choosing of Touch point has very big influence for performance of clutch, driving comfortability etc.The controlling method of " one fast one is slow " is all adopted in conventional clutch control, and promptly clutch is before reaching Touch point, and vehicle is motion not; The engaging speed of clutch can not impact to vehicle, and such idle stroke requirement geared speed is fast, the time short, in case after reaching Touch point point; Vehicle brings into operation; Factor such as clutch engagement, throttle opening will directly influence the size of vehicular impact degree, and in order to guarantee driving comfortability, the fitness for purpose geared speed is slow; Reduce as far as possible and impact; Therefore, the Touch point o'clock separation as two kinds of different controlling methods has conclusive effect for whole clutch in the performance quality of starting and shift process.
If it is low that Touch point chose, the master and slave moving plate cunning of clutch is rubbed seriously, can cause producing in the clutch engagement process a large amount of heat; And make the clutch friction plate serious wear; Influence the life-span of clutch greatly, and the combination in this stage in when starting is insufficient, can needs the next stage Clutch Control to remedy; Prolonged start-up time, the whole control of influence effect.If it is too high that Touch point chooses, cause engine misses easily, and system shock is big, the starting travelling comfort is poor.In sum, the Touch point optimization control function of ordering is to realize the essential function of wet clutch optimization control.
In the traditional design; The mode that Touch point is write down in general employing first in the Clutch Control is carried out initial optimization; Promptly when every gearbox off-line test; Measure the Touch point of different gearbox internal clutch, and it is kept among the TCU of control unit system of every gearbox as special variable, this method can solve the difference of different clutch body differences in the gearbox; To the isoparametric otherness of characteristic of the surface roughness of clutch own, characteristics of friction materials, friction plate structure and shape, oil, give the Touch point of initial " personalization " of every gearbox.But, for the dynamic factor of later stages such as clutch abrasion influence, can't directly respond fast to adjust suitable Touch point, so, along with the increase of distance travelled, the influence of ambient temperature, the effect of Clutch Control is variation progressively.
Retrieval through to existing technology is found; The controlling method majority of clutch Touch point influence is adopted the methods of solenoidoperated cluthes input/output terminal speed discrepancy for clutch abrasion, variation of ambient temperature; Of " experimental study at clutch half bonding point in the starting-up process " literary composition; But this method only is applicable to vehicles such as AMT, restricted application.And traditional parallel axes is the gearbox of mechanical structure; Like double clutch gearbox DCT etc.; Owing to the influence of oil, there is transfer in clutch output terminal gearbox input shaft rotating speed when no gear meshes, and when gear meshes; Drag resisting moment when big basic rotating speed be 0rpm, so can't adopt the judgment standard of this method as Touch point.
Summary of the invention
The present invention is directed to the above-mentioned deficiency that existing technology exists; A kind of optimization clutch for clutch control method based on wet clutch is provided, through in driving procedure, according to current riving condition; Clutch temp for example; Throttle, brake pedal position, the speed of a motor vehicle, motor current state etc. carry out the wet clutch engagement opportunity of selecting and the two stage optimal T ouch point control that gets loose automatically; Take all factors into consideration dynamic factors such as clutch abrasion and temperature effect, the control that makes clutch begin to transmit the transition point of motor all the time remains on optimum state.
The present invention realizes through following technological scheme, the present invention includes: optimizes engagement control and optimization and gets loose two stages of process, wherein:
The first step, in driving procedure, monitor current car load and gearbox situation, and judge whether the present situation satisfies and carry out clutch optimization control condition, this optimization control condition is meant simultaneously and meets the following conditions:
1) gearshift is in forward mode D, motor pattern S, manual mode M or reverse gear R position;
2) 1 grade or R shelves shifting gear mesh;
3) braking pedal is positioned at the position of stepping on;
4) clutch oil temperature scope is in [60,115] ℃;
5) engine water temperature in scope in [60,120] ℃;
6) current vehicle speed is less than 5km/h.
Second step: when satisfying the said optimization control condition of the first step, begin to carry out and optimize engagement control; The mode that increases with the small step long electrical wave progressively strengthens pressure between wet clutch driving disc and driven disc; Up to clutch transmission torque more than or equal to upper limit calibration value; Write down at this moment given pressure as upper limit force value to be optimized, realize optimizing engagement and control.
The clutch that described upper limit calibration value derives from car load network C AN bus signals begins to transmit the threshold state value of Engine torque, is preferably 3Nm.
Described clutch transmission torque is that the actual torque of motor obtains from car load network C AN bus.
After engagement control is optimized in the 3rd step, completion; Progressively reduce pressure between driving disc and the driven disc of wet clutch; Engine torque value up to clutch transmits progressively reduces from upper limit calibration value; Up to smaller or equal to the lower limit calibration value, write down at this moment given pressure as threshold pression value to be optimized, realize optimizing the control that gets loose.
Described lower limit calibration value derives from the master and slave Moving plate of clutch of car load network C AN bus signals throws off, and does not transmit the threshold state value of the state of Engine torque, is preferably 0Nm.
The 4th step: repeat second step and the 3rd step several times; And the some groups of upper limit force value to be optimized that will obtain and threshold pression value to be optimized are sued for peace respectively and are averaged; Obtain final optimization upper limit force value and optimize the threshold pression value; And be saved in the EEPROM space of gearbox control unit TCU, realize optimizing clutch for clutch control.
Description of drawings
Fig. 1 wet clutch mechanical model.
The annexation schematic representation of Fig. 2 gearbox and TCU, EEPROM.
Fig. 3 clutch optimization control flow chart.
Contrast is impacted in starting before and after Fig. 4 optimization control.
Embodiment
Elaborate in the face of embodiments of the invention down, present embodiment provided detailed mode of execution and concrete operating process, but protection scope of the present invention is not limited to following embodiment being to implement under the prerequisite with technological scheme of the present invention.
As shown in Figure 1, be the mechanical model of wet clutch, pressure can increase the Engine torque of clutch actual transfer between the master and slave Moving plate of increase clutch.The present invention is through the transition point of optimization control clutch transmits Engine torque, thus the clutch for clutch control of optimization wet clutch.
As shown in Figure 2, be the annexation schematic representation of gearbox with its control unit TCU, data storage cell EEPROM.TCU (Transmission Control Unit) is the electronic control unit of gearbox; Say it is automobile gearbox dedicated microcomputer controller from purposes; It is the same with common single-chip microcomputer, is made up of VLSIs such as microprocessor CPU, storage (RAM, EEPROM etc.), output output interface, drivings.Under the normal driving situation, RAM can ceaselessly write down your data in going, but owing to be to be stored among the RAM; As error code, lose power supply once remove storage battery, all data will be lost; So will optimize the optimum critical control point storage of the clutch that obtains after the clutch for clutch control among the present invention in specific EEPROM space, the characteristics in this space are to cut off the power supply for not losing, after powering on next time; Wherein data copy among the RAM automatically, remain Clutch Control in the optimum state.
As shown in Figure 3, be clutch optimization control flow chart, this figure has specified whole optimization clutch and has promptly controlled and optimized the control flow in two stages that get loose through optimizing engagement.
Be applied to the DCT gearbox of two wet clutches, in the normal driving process, whether this optimizer is activated by current vehicle condition decision, and for odd number, even number clutch, clutch optimization control activation condition is as follows respectively:
The condition that activates the odd number clutch is:
1. meshing 1 grade and object gear is 1 grade, and perhaps meshing R shelves and object gear is the R shelves;
2. pedal touches on the brake;
3. gearshift is in the D that advances, motion S, manual M or reverse gear R position;
4. the speed of a motor vehicle＜0.5kph;
5. gas pedal aperture＜0.5%;
6. clutch temp (TMP_CLU) scope is in [60,115] ℃,
7. engine water temperature (TMP_ENG) scope is in [60,120] ℃;
8. the actual output torque of motor is stable.
The condition that activates the even number clutch is:
1. meshing 2 grades and object gear is 2 grades;
2. pedal touches on the brake;
3. gearshift is in D or the winter mode W position of advancing;
4. the speed of a motor vehicle＜0.5kph;
5. gas pedal aperture＜0.5%;
6. clutch temp (TMP_CLU) scope is in [60,115] ℃,
7. engine water temperature (TMP_ENG) scope is in [60,120] ℃;
8. the actual output torque of motor is stable.
Above signal; Wherein mesh gear and derive from the inner gear position sensor of gearbox; Clutch temp derives from the inner clutch temp sensor of gearbox, and other signal all derives from car load CAN bus, is provided by control unit of engine, body control system etc.
Clutch optimal control method process is: at first when the clutch optimization control is activated; Clutch pressure is progressively from increasing; Up to moment of torsion greater than calibration value C_FAC_SLN_TRQ_hTH; This calibration value is approximately 3Nm, thinks that promptly clutch was in Touch point point when the motor actual torque was 3Nm, judges it is because the actual torque of motor is to consider the control torque of the motor of clutch interference to gearbox with the moment of torsion of motor here; This signal accuracy is high, response is fast; And when clutch is optimized, also forbidden starting of air conditioner etc. to the big operation of motor actual torque influence, make the clutch Touch point point that is optimized to this moment accurately as far as possible; Optimize engagement control and accomplish the clutch optimization control module that the back gets into the stage that gets loose, clutch pressure is from subtracting, and less than calibration value C_FAC_SLN_TRQ_lTH, this calibration value is approximately 0Nm up to moment of torsion, representes this suboptimization control completion that gets loose.Through after above-mentioned 3 suboptimization, get back to original state, wait for optimization control activation instruction next time.
On the run usual, the TCU control strategy is comprehensive judges that current riving condition for example stops when waiting for red light, activates the clutch optimization control automatically, upgrades clutch Touch point point.This optimization control guaranteed in the driving procedure, and the transition point that clutch begins to transmit Engine torque remains at optimum state.
Gearbox transmitted the situation of Engine torque before and after the optimization control of contrast clutch was implemented; As shown in Figure 4, what this operating mode was indicated is that gearbox upgrades, and this moment, the Engine torque of gearbox transmission can reduce; After the optimization control; The gearbox transmitting torque reaches that torque ripple obviously diminishes in the process of target torque, and shift impact reduces, and has further improved shifting comfort.
Claims (6)
1. the optimization clutch for clutch control method based on wet clutch is characterized in that, may further comprise the steps:
The first step, in driving procedure, monitor current car load and gearbox situation, and judge whether the present situation satisfies and carry out clutch optimization control condition, promptly meet the following conditions simultaneously:
1) gearshift is in forward mode D, motor pattern S, manual mode M or reverse gear R position;
2) 1 grade or R shelves shifting gear mesh;
3) braking pedal is positioned at the position of stepping on;
4) clutch oil temperature scope is in [60,115] ℃;
5) engine water temperature in scope in [60,120] ℃;
6) current vehicle speed is less than 5km/h;
Second step, when satisfying the said optimization control condition of the first step, begin to carry out and optimize engagement control; The mode that increases with the small step long electrical wave progressively strengthens pressure between wet clutch driving disc and driven disc; Up to clutch transmission torque more than or equal to upper limit calibration value; Write down at this moment given pressure as upper limit force value to be optimized, realize optimizing engagement and control;
After engagement control is optimized in the 3rd step, completion; Progressively reduce pressure between driving disc and the driven disc of wet clutch; Engine torque value up to clutch transmits progressively reduces from upper limit calibration value; Up to smaller or equal to the lower limit calibration value, write down at this moment given pressure as threshold pression value to be optimized, realize optimizing the control that gets loose;
The 4th goes on foot, repeats second step and the 3rd step several times; And the some groups of upper limit force value to be optimized that will obtain and threshold pression value to be optimized are sued for peace respectively and are averaged; Obtain final optimization upper limit force value and optimize the threshold pression value; And be saved in the EEPROM space of gearbox control unit TCU, realize optimizing clutch for clutch control.
2. the optimization clutch for clutch control method based on wet clutch according to claim 1 is characterized in that, the clutch that described upper limit calibration value derives from car load network C AN bus signals begins to transmit the threshold state value of Engine torque.
3. the optimization clutch for clutch control method based on wet clutch according to claim 1 and 2 is characterized in that described upper limit calibration value is 3Nm.
4. the optimization clutch for clutch control method based on wet clutch according to claim 1 is characterized in that, described clutch transmission torque is that the actual torque of motor obtains from car load network C AN bus.
5. the optimization clutch for clutch control method based on wet clutch according to claim 1; It is characterized in that; Described lower limit calibration value derives from the master and slave Moving plate of clutch of car load network C AN bus signals throws off, and does not transmit the threshold state value of the state of Engine torque.
6. according to claim 1 or 5 described optimization clutch for clutch control methods, it is characterized in that described lower limit calibration value is 0Nm based on wet clutch.
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| CN2011100070725A CN102062166B (en) | 2011-01-13 | 2011-01-13 | Optimized clutch control method based on wet clutch |
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| CN2011100070725A CN102062166B (en) | 2011-01-13 | 2011-01-13 | Optimized clutch control method based on wet clutch |
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| CN102062166B true CN102062166B (en) | 2012-07-04 |
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Families Citing this family (10)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN103089986B (en) * | 2013-01-18 | 2016-06-29 | 浙江吉利汽车研究院有限公司杭州分公司 | automatic transmission clutch control method |
| US9127729B2 (en) * | 2013-08-16 | 2015-09-08 | GM Global Technology Operations LLC | Method of learning a clutch kiss point for a clutch of a dual clutch transmission |
| CN105370765B (en) * | 2014-08-29 | 2018-08-10 | 上海汽车集团股份有限公司 | The cunning of double-clutch automatic gearbox is rubbed control method and device |
| CN106043273B (en) * | 2016-05-31 | 2018-07-24 | 北京理工大学 | A kind of clutch self-calibrating method of hybrid vehicle and its application |
| CN106438763B (en) * | 2016-12-14 | 2019-02-19 | 安徽江淮汽车集团股份有限公司 | A kind of self-learning method and system of wet clutch pressure-current characteristics |
| FR3065696B1 (en) * | 2017-04-26 | 2020-10-23 | Peugeot Citroen Automobiles Sa | THERMAL PROTECTION PROCESS OF A CLUTCH DEVICE OF A VEHICLE, IN PARTICULAR AUTOMOTIVE |
| CN107100947B (en) * | 2017-05-15 | 2019-01-08 | 上海汽车变速器有限公司 | Wet-type dual-clutch half hitch chalaza self-learning optimization method and system |
| DE102018117310A1 (en) * | 2018-07-18 | 2020-01-23 | Schaeffler Technologies AG & Co. KG | Method for improving the accuracy when determining the contact point of an automated clutch in a motor vehicle with an internal combustion engine |
| CN112032294B (en) * | 2020-09-14 | 2021-11-26 | 一汽解放汽车有限公司 | Vehicle operation method and device |
| CN112524174B (en) * | 2020-12-01 | 2021-11-26 | 安徽江淮汽车集团股份有限公司 | Clutch pressure half-combination point selection method, gearbox and readable storage medium |
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| EP0635391A2 (en) * | 1993-07-19 | 1995-01-25 | Eaton Corporation | Touch point identification algorithm for automatic clutch controller |
| US5871419A (en) * | 1995-12-18 | 1999-02-16 | Luk Getriebe-Systeme Gmbh | Motor vehicle |
| CN1256216A (en) * | 1998-11-12 | 2000-06-14 | 易通公司 | Contact point identification of vehicle main clutch |
| CN101305196A (en) * | 2005-11-08 | 2008-11-12 | 雅马哈发动机株式会社 | Clutch engagement controller and vehicle having the same |
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2011
- 2011-01-13 CN CN2011100070725A patent/CN102062166B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0635391A2 (en) * | 1993-07-19 | 1995-01-25 | Eaton Corporation | Touch point identification algorithm for automatic clutch controller |
| US5871419A (en) * | 1995-12-18 | 1999-02-16 | Luk Getriebe-Systeme Gmbh | Motor vehicle |
| CN1256216A (en) * | 1998-11-12 | 2000-06-14 | 易通公司 | Contact point identification of vehicle main clutch |
| CN101305196A (en) * | 2005-11-08 | 2008-11-12 | 雅马哈发动机株式会社 | Clutch engagement controller and vehicle having the same |
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