CN105814332A - Contact point determination - Google Patents

Contact point determination Download PDF

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Publication number
CN105814332A
CN105814332A CN201480065789.7A CN201480065789A CN105814332A CN 105814332 A CN105814332 A CN 105814332A CN 201480065789 A CN201480065789 A CN 201480065789A CN 105814332 A CN105814332 A CN 105814332A
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CN
China
Prior art keywords
power transmission
transmission shaft
shaft
clutch
torque
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
CN201480065789.7A
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Chinese (zh)
Other versions
CN105814332B (en
Inventor
阿图尔·施拉帕
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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Publication of CN105814332A publication Critical patent/CN105814332A/en
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/064—Control of electrically or electromagnetically actuated clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/102—Actuator
    • F16D2500/1021—Electrical type
    • F16D2500/1023—Electric motor
    • F16D2500/1024—Electric motor combined with hydraulic actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/106—Engine
    • F16D2500/1066—Hybrid
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/308—Signal inputs from the transmission
    • F16D2500/3081—Signal inputs from the transmission from the input shaft
    • F16D2500/30814—Torque of the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/308—Signal inputs from the transmission
    • F16D2500/3081—Signal inputs from the transmission from the input shaft
    • F16D2500/30816—Speed of the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/308—Signal inputs from the transmission
    • F16D2500/3081—Signal inputs from the transmission from the input shaft
    • F16D2500/30816—Speed of the input shaft
    • F16D2500/30818—Speed change rate of the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50245—Calibration or recalibration of the clutch touch-point
    • F16D2500/50251—During operation
    • F16D2500/5026—Gear engaged
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50245—Calibration or recalibration of the clutch touch-point
    • F16D2500/50266—Way of detection
    • F16D2500/50272—Gearing speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50245—Calibration or recalibration of the clutch touch-point
    • F16D2500/50266—Way of detection
    • F16D2500/50275—Estimation of the displacement of the clutch touch-point due to the modification of relevant parameters, e.g. temperature, wear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50245—Calibration or recalibration of the clutch touch-point
    • F16D2500/50266—Way of detection
    • F16D2500/50281—Transmitted torque

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • Electromagnetism (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Transmission Device (AREA)

Abstract

A transmission comprises an input shaft, a transmission shaft, a clutch for connecting the input shaft with the transmission shaft, an output shaft, a gear pair for coupling the transmission shaft with the output shaft in a torque-fit manner, and a motor connected with the transmission shaft. A method for determining a contact point of a clutch includes the steps of: the clutch is disengaged, the torque-matched coupling of the gearwheel pairs to the drive shaft or the output shaft is disengaged, a first speed gradient of the drive shaft in a first phase is determined, the clutch is partially closed, a second speed gradient of the drive shaft in a second phase is determined, and the contact point of the clutch is determined on the basis of the two gradients. In this case, the electric machine is controlled during these two phases in order to output a predetermined torque to the drive shaft.

Description

Contact point is determined
Technical field
The present invention relates to the contact point determining clutch.Especially, the present invention relates to a kind of in mixed dynamic PWTN the clutch contact point at variator place determine.
Background technology
Hybrid motor vehicle includes internal combustion engine and motor, and described motor can be used in driving motor vehicles as an alternative or simultaneously.It is provided with double-clutch speed changer in one embodiment, in order to internal combustion engine and driven shaft being coupled, described driven shaft is connected with the driving wheel of motor vehicles.Double-clutch speed changer includes two power transmission shafts, and described power transmission shaft couples from internal combustion engine by means of the clutch being associated and can couple with driven shaft by means of different shift gear pairs.If internal combustion engine operation, then always only close in clutch.By a shift gear pair being connected ordinatedly to relevant power transmission shaft and driven shaft torque on the power transmission shaft that its clutch disconnects, engage shift gear secondary；By unclamping the connection of the torque cooperation between connection or this shift gear pair and relevant power transmission shaft that the torque between this shift gear pair and driven shaft coordinates, it is possible to separate this shift gear secondary.For this, the shift gear pair that will first work separates, and another shift gear pair is engaged.By disconnecting the clutch of Guan Bi and being closed at another clutch and shift gears.
DE102010024941A1 illustrates this variator.
Clutch can operate by means respectively of executor.Executor enables in particular to include the transmission pipeline of hydraulic pressure, and it has the transmitter of electromechanics if desired.This executor or also have other versions executor in, for instance abrasion or temperature impact the contact point of clutch can be caused to move.Contact point is corresponding to the following operation of clutch, the torque wherein preset via clutch transmission.
In order to determine the contact point of clutch, it is known that different approach.In a variations, it is determined that the rotating speed gradient of power transmission shaft, after separated shift gear pair, disconnect the clutch of described power transmission shaft immediately.Subsequently, partly close clutch and determine the second rotating speed gradient of power transmission shaft.Based on the first rotating speed gradient, it is possible to assess the drag torque of power transmission shaft and determine clutch torque based on the second rotating speed gradient.So can be accurately determined contact point based on the two moment.
Can in the motor vehicles of combination drive, motor torque be connected with the first power transmission shaft ordinatedly.If the shift gear pair being connected with the first power transmission shaft works, then motor can be used in the acceleration or deceleration of motor vehicles.
Certainly, the contact point of first clutch determines it is difficult, because the moment of inertia of motor changes the rotating speed gradient of power transmission shaft.Motor plays the effect of rotating energy memorizer, enabling reduce the two rotating speed gradient.Thus difficulty: precisely enough determine gradient.In gradient one so smooth can make the measurement time needing to improve to observe the rotating speed of the first power transmission shaft.Contact point on first clutch is determined to be time consumption so that prevent gearshift rapidly.
Summary of the invention
Therefore, the present invention is based on following purpose: provide a kind of method and a kind of equipment, in order to determine with improvement clutch on power transmission shaft with the contact point of motor.Therefore, described purpose realizes by means of method and the variator of a kind of feature with independent claims.Dependent claims describes preferred embodiment.
Variator includes power shaft, power transmission shaft, clutch for being connected with power transmission shaft by power shaft, output shaft, is used for the motor that the shift gear that coupled ordinatedly with output shaft torque, by power transmission shaft is secondary and is connected with power transmission shaft.Method for determining the contact point of clutch comprises the steps: cut-off clutch, cancel shift gear pair and coupling that the torque of power transmission shaft or output shaft coordinates, determine power transmission shaft the first rotating speed gradient in the first phase, partly close clutch, it is determined that the power transmission shaft the second rotating speed gradient in second stage and determine the contact point of clutch based on the two gradient.At this, during the two stage, control motor, to export default torque to power transmission shaft.
Thus it is possible that: determine the contact point of clutch, without being provided with plant equipment, such as another clutch between motor and power transmission shaft.This processing mode also is able to other the parameter for determining on the first power transmission shaft, and the moment of inertia of motor is incorporated in other parameter described.
In one preferred embodiment, variator also includes: another power transmission shaft, for another clutch of being connected with another power transmission shaft by power shaft be used for another shift gear pair another power transmission shaft and output shaft torque, coupled ordinatedly.At this, during said method, another clutch Guan Bi and another shift gear pair couple ordinatedly with power transmission shaft and output shaft torque,.
In other words, the method is preferably able on the double-clutch speed changer of motor with Flange joint to perform.In principle, it is possible to consider the variations two kinds different for controlling motor.
In the first variations, the torque preset is corresponding to the moment of inertia of motor.It is possible to essentially compensate for the effect of the moment of inertia of motor so that the defining method of contact point for determining clutch need not be changed.This realizes as an alternative with and without the modular structure of the variator of motor, without changing the defining method for contact point.The moment of inertia of motor can be relevant to the rotating speed of power transmission shaft.This can consider when controlling motor, in order to the moment of inertia of the accuracy compensation motor to improve.
In the second variations, the torque preset absolute value during the two stage is constant, and wherein contact point is additionally determined based on default torque.
Thereby, it is possible to design the control of motor more simply.The torque applied by motor then must consider symbol and absolute value when determining contact point.Motor applies the information of which kind of torque can be passed to the control device for determining contact point by the device that controls for motor.The moment of inertia together with motor of axle is thus considered when determining contact point.
In the two variations, if output shaft accelerates during described method, then the torque preset is negative during the first stage, in order to makes power transmission shaft slow down, and is positive in second stage, in order to makes power transmission shaft accelerate.If such as motor vehicles includes the PWTN with double-clutch speed changer, then can carry out the acceleration of output shaft during the boost phase of motor vehicles, wherein torque is transmitted via another clutch, another power transmission shaft and another shift gear pair.By the sign modification between the two stage can be ensured that the two rotating speed gradient can more quickly or with improve precision determine.
In above-mentioned variations, if output shaft slows down during described method, then the torque preset is negative during the two stage, in order to make power transmission shaft slow down.If there is double-clutch speed changer as described above, then slow down and such as can carry out by means of the torque of secondary, another power transmission shaft and another clutch via another shift gear again.
But especially when being absent from dual clutch speed changer, the acceleration or deceleration of output shaft also is able to be caused by other effects in the two situation.Such as, described motor vehicles can travel on ramp or slide.
Variator according to the present invention includes power shaft, power transmission shaft, clutch for being connected with power transmission shaft by power shaft, output shaft, the shift gear pair that is used for being coupled ordinatedly with output shaft torque, by power transmission shaft are connected with power transmission shaft motor and being used for by means of the control device according to said method control variator.
Accompanying drawing explanation
Now, with reference to the appended accompanying drawing more detailed description present invention, wherein
Fig. 1 illustrates the section of the PWTN for motor vehicles；
Fig. 2 be shown in when changing bottom gear rotating speed and moment chart and
Fig. 3 is shown in rotating speed and moment chart when upshifting.
Detailed description of the invention
Fig. 1 illustrates the section of the PWTN 100 being particularly useful for motor vehicles.PWTN 100 includes the power shaft 105 for being connected and output shaft 115 with internal combustion engine 110, and its driving wheel (not shown) being particularly useful for motor vehicles is connected.By means of first clutch 120, first power transmission shaft 125 coupled with power shaft 105 and by means of second clutch 130, second driving shaft 135 and power shaft 105 coupled.Motor 140 is connected with the first power transmission shaft 125 rigidly.
It is provided with the first gear gear pair the 145, second gear gear pair 150 and third gear position gear pair 155 to power transmission shaft 125,135 and output shaft 115 be coupled.At this, the first gear gear pair 145 and third gear position gear pair 155 are associated with the first power transmission shaft 125 and the second gear gear pair 150 is associated with second driving shaft 135.This association is pure example and also is able to be provided with more or less of shift gear pair 145 to 155.Each shift gear pair 145 to 155 can be engaged and separate.When engaging, set up the connection that the torque with the power transmission shaft 125,135 being associated and output shaft 115 coordinates, and unclamp and the power transmission shaft 125,135 being associated or the connection coordinated with output shaft 115 or both torques when separating.During the clutch 120,130 being associated disconnects, carry out joint and the separation of shift gear pair 145 to 155.Under being not intended to general situation, below based on following content: if the clutch being associated 120,130 Guan Bi, so in order to realize the identical rotating speed on output shaft 115, high rotating speed on power shaft 105 is connected with the first gear 145 of joint, rotating speed medium on power shaft 105 is connected with the second gear 150 of joint and is connected with the third gear position 155 of joint by rotating speed low on power shaft 105.Therefore it also is able in this article mention the first gear the 145, second gear 150 and third gear position 155.
Control device 160 to build the part for controlling PWTN 100, be particularly useful for controlling variator 165.Variator 165 at least includes and output shaft 115 in power shaft 105, first clutch the 120, first power transmission shaft 125, shift gear pair 145,155.Preferably, variator 165 is double-clutch speed changer, and described double-clutch speed changer additionally includes second clutch 130, second driving shaft 135 and the second gear gear pair 150 as described above.Control device 160 and be used for determining that the device of the rotating speed of the first power transmission shaft 125 is connected.Whether engage or separate gear 145,155 to determine by means of other sensor or control by means of corresponding executor.Can determine the disconnection degree of first clutch 120 in the corresponding way or control the disconnection degree of first clutch 120 by controlling device 160.Preferably it is again provided with the corresponding sensor for second driving shaft the 135, second gear gear pair 150 and second clutch 130 or executor.In another embodiment, control device 160 also to be able to build for controlling the torque exported by motor 140.To this, control device 160 and can directly control the torque of motor 140 or be connected with the control device of the torque for motor 140.
Fig. 2 illustrates rotating speed and a moment chart 200 when variator 165 in FIG is upshifted.At this, based on the variations described by double-clutch speed changer.Additionally draw the time in the horizontal direction.In the vertical direction draws rotating speed (N), operational stroke (s), torque (M) and gear (G).During chart 200 is shown in the rotating speed reducing output shaft 115, the first power transmission shaft 125 is determined from the switching of third gear position 155 to the first gear 145 with the contact point during this period for first clutch 120.The braking of output shaft 115 enables in particular to be determined by the braking moment of internal combustion engine 110, and described braking moment is transmitted by means of second clutch 130, second driving shaft 135 and the second gear 150.
First curve 205 relates to the rotating speed of the first power transmission shaft 125, the rotating speed of the second curve 210 second driving shaft 135 shown in broken lines.3rd curve 215 illustrates the gear of the joint on gear 145,155 and the four curve 220 second driving shaft 135 shown in broken lines of the joint on the first power transmission shaft 125.The gear engaged is 0 expression: do not have shift gear pair 145 to 155 to connect ordinatedly with the torque of corresponding power transmission shaft 125,135.Described state is also referred to as idle running.5th curve 225 illustrates the operational degree of first clutch 120.Shown numerical value is more high, and first clutch 120 closes more big and then more high via the transferable torque of first clutch 120.
First clutch 120 is disconnected during first step 240.It is subsequently isolated third gear position gear pair 155 so that shift gear pair 145,155 is not connected with the first power transmission shaft 125 with transmitting torque；First power transmission shaft 125 is in idle running.In step 245 subsequently, power transmission shaft 125 is departed from synchronization.When the torque fully cancelled between third gear position gear pair 155 and the first power transmission shaft 125 coordinates, the first power transmission shaft 125 just starts, as understood on the first curve 205, stopping of freely slowing down.After the preset lime or when rotating speed reduces the value preset or when being reduced to default degree, it is determined that the gradient of the rotating speed of the first power transmission shaft 125.Step 250 is also referred to as the first stage.
Subsequently, in also referred to as the step 255 as second stage, as can drawing from the 5th curve 225, first clutch 120 is partly operated.Thus the rotating speed of the first power transmission shaft 125 is increased in the level of rotating speed of second driving shaft 135.If the rotating speed of power transmission shaft 125,135 is mutually matched, then determine that the second gradient, described gradient represent the change of the rotating speed of step 225 period the first power transmission shaft 125.The gradient determined subsequently, based on the two can determine the contact point of first clutch 120.
Again recall the operation of first clutch 120 subsequently in step 260 so that first clutch 120 separates.Subsequently, illustrate such as the 3rd curve 215 engage the first gear 145.During engaging the first gear 145, improve the rotating speed of the first power transmission shaft 125 so that the first gear 145 can gently engage.This process is referred to as synchronization.Subsequently, step 265 can close first clutch 120, and disconnect second clutch 130.The gear being in the line of force of PWTN 100 changes to the first gear 145 from the second gear 150 at this.
Propose to make the gradient of the first curve 205 be kept as big fully during step 250 and 255: control motor 140 to load the first power transmission shaft 125 with default torque during step 250 and 255.Curve 230 and 235 illustrates different variations.
According to the first variations, according to the 6th curve 230, during the first stage 250, export negative moment by motor 140 and during second stage 255, export positive moment.At this, moment corresponds respectively to the moment of inertia of motor 140.Preferably, during step 245, negative moment is built continuously.In this embodiment, during step 250 and 255, gradient arrives greatly like being absent from motor 140.Need not adjust for determining gradient or determining the equipment of contact point or the method for first clutch 120 based on gradient.
During step 235, constant negative moment is exported according to the 7th curve 235 according to the second variations and to the first power transmission shaft 125 and during step 255, constant positive moment is exported to the first power transmission shaft 125.Preferably, negative torque is output during step 245.In this variations, the moment of inertia of the unit being made up of the first power transmission shaft 125 and motor 140 reduces constant value, and described numerical value is corresponding to the torque of motor 140.When further determining that based on the first or second gradient, when especially determining the contact point of first clutch 120, the first power transmission shaft 125, motor 140 whole moment of inertia to be considered and by the torque of its applying.
Fig. 3 is shown in the view corresponding to Fig. 2 in contrary shift process.Adopt accompanying drawing labelling and the axis markers of Fig. 2.Different from the view of Fig. 2, the boost phase of output shaft 115 is based on chart 300.Being bonded on second driving shaft 135 period at the second gear gear pair 150, on the first power transmission shaft 125, the first gear gear pair 145 separates and third gear position gear pair 155 engages in step 265 in step 240.In step 250 during the first stage, the first power transmission shaft 125 slows down and stops and can determine the first gradient of its rotating speed.During step 255 second stage, by partly closing first clutch 120, the rotating speed of the first power transmission shaft 125 is only reduced to its rotating speed reaching second driving shaft 135 by the degree that slowly stopping is higher with ratio.Determine the second gradient in this case.
Curve 330 that is corresponding with the 6th curve 230 in Fig. 2 and that relate to above-mentioned first variations is shown through motor 140 and exports to the torque of the first power transmission shaft 125, and described torque is corresponding to the moment of inertia of motor 140.During step 250 and 255, the torque of output is always born, but absolute value is different in the two stage.Preferably, during step 245, negative torque has been built continuously.
In curve 335 that is corresponding with the curve 235 in Fig. 2 and that relate to above-mentioned second variations, provide constant negative torque by motor 140.Preferably, during step 245, negative torque has been built.
Contact point in the two variations really fixes on output shaft 115 accelerates and carries out like that with according to above for the description slowed down.
Reference numerals list
100 PWTNs
105 power shafts
110 internal combustion engines
115 output shafts
120 first clutches
125 first power transmission shafts
130 second clutches
135 second driving shafts
140 motors
145 first gear gear pairs
150 second gear gear pairs
155 third gear position gear pairs
160 control device
165 variators
200 charts
205 first curves: the rotating speed of the first power transmission shaft 125
210 second curves: the rotating speed of second driving shaft 135
215 the 3rd curves: the gear of the joint of the first power transmission shaft 125
220 the 4th curves: the gear of the joint of second driving shaft 135
225 the 5th curves: operation first clutch 120
230 the 6th curves: the first torque (the first variations) preset
235 the 7th curves: the second torque (the second variations) preset
240 disconnect first clutch, separate third gear position
245 depart from synchronization
250 first stage: determine the first gradient
255 second stage: determine the second gradient
260 engage the first gear
265 Guan Bi first clutches
300 charts
330 correspond to the 6th curve (the first variations)
335 correspond to the 7th curve (the second variations)

Claims (7)

1. the method (200,300) being used for the contact point determining clutch (120) on variator (165), wherein said variator (165) includes as follows:
-power shaft (105)；
-power transmission shaft (125)；
-for clutch (120) that described power shaft (105) is connected with described power transmission shaft (125)；
-output shaft (115)；
-for the shift gear secondary (145,155) that described power transmission shaft (125) and described output shaft (115) torque are coupled ordinatedly and
-motor (140), described motor is connected with described power transmission shaft (125),
Wherein said method (200,300) comprises the steps:
-disconnect (240) described clutch (120)；
-cancel (240) described shift gear secondary (145,155) and coupling that the torque of described power transmission shaft (125) or described output shaft (115) coordinates；
-determine (250) described power transmission shaft (125) the first rotating speed gradient in the first phase；
-partly close (255) described clutch (120)；
-determine (255) the described power transmission shaft (125) the second rotating speed gradient in second stage, and
-contact point of (255) described clutch (120) is determined based on the two gradient,
It is characterized in that,
Described motor (140) is controlled so that export default torque to described power transmission shaft (125) two stage (250,255) periods.
2. method according to claim 1 (200,300), wherein said variator (165) also includes as follows:
-another power transmission shaft (135)；
-for another clutch (130) that described power shaft (105) is connected with described another power transmission shaft (135), and
-for will another shift gear pair (150) of coupling ordinatedly of described another power transmission shaft (135) and described output shaft (115) torque；
And wherein in described method (200,300) period
Described another clutch (130) of-Guan Bi, and
-another shift gear described secondary (150) couples ordinatedly with described another power transmission shaft (135) and described output shaft (115) torque.
3. method according to claim 1 and 2 (200,300), wherein said default torque is corresponding to the moment of inertia of described motor (140).
4. method (200 according to claim 1 and 2,300), the wherein said default torque absolute value in period in said two stage (250,255) is constant and additionally determines (255) described contact point based on described default torque.
5. the method (200 according to any one of the claims, 300), wherein in described method (200,300) period makes described output shaft (115) acceleration and described default torque be negative in period described first stage (250), to make described power transmission shaft (125) slow down, and it is positive in described second stage (255), in order to make described power transmission shaft (125) accelerate.
6. the method (200 according to any one of the claims, 300), wherein in described method (200,300) period makes described output shaft (115) deceleration and described default torque in the said two stage (250,255) period is negative, in order to make described power transmission shaft (125) slow down.
7. a variator (165), including following element:
-power shaft (105)；
-power transmission shaft (125)；
-for clutch (120) that described power shaft (105) is connected with described power transmission shaft (125)；
-output shaft (115)；
-shift gear secondary (145,155) for described power transmission shaft (125) and described output shaft (115) torque are coupled ordinatedly；
-motor (140), described motor is connected with described power transmission shaft (125), and
-for controlling the control device (160) of described variator (165) by means of the method (200,300) according to any one of the claims.
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WO2015086013A2 (en) 2015-06-18

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