EP3938674A1 - Method for controlling a clutch by means of an actuator - Google Patents
Method for controlling a clutch by means of an actuatorInfo
- Publication number
- EP3938674A1 EP3938674A1 EP20711554.4A EP20711554A EP3938674A1 EP 3938674 A1 EP3938674 A1 EP 3938674A1 EP 20711554 A EP20711554 A EP 20711554A EP 3938674 A1 EP3938674 A1 EP 3938674A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- state
- clutch
- speed
- actuator
- operating mode
- 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.)
- Withdrawn
Links
- 238000000034 method Methods 0.000 title claims abstract description 29
- 230000008859 change Effects 0.000 claims description 17
- 230000008878 coupling Effects 0.000 claims description 10
- 238000010168 coupling process Methods 0.000 claims description 10
- 238000005859 coupling reaction Methods 0.000 claims description 10
- 230000001360 synchronised effect Effects 0.000 abstract description 5
- 238000010586 diagram Methods 0.000 description 31
- 230000005540 biological transmission Effects 0.000 description 6
- 230000007246 mechanism Effects 0.000 description 6
- 238000006073 displacement reaction Methods 0.000 description 5
- 230000001133 acceleration Effects 0.000 description 4
- 230000001276 controlling effect Effects 0.000 description 4
- 230000001419 dependent effect Effects 0.000 description 3
- 238000011161 development Methods 0.000 description 3
- 230000018109 developmental process Effects 0.000 description 3
- 230000009467 reduction Effects 0.000 description 3
- 238000013519 translation Methods 0.000 description 3
- 230000004913 activation Effects 0.000 description 2
- 238000006243 chemical reaction Methods 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 230000035484 reaction time Effects 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
Classifications
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- 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
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- 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
- F16D2500/104—Clutch
- F16D2500/10406—Clutch position
- F16D2500/10412—Transmission line of a vehicle
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- 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
- F16D2500/104—Clutch
- F16D2500/10406—Clutch position
- F16D2500/10431—4WD Clutch dividing power between the front and the rear axle
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- 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
- F16D2500/302—Signal inputs from the actuator
- F16D2500/3026—Stroke
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/304—Signal inputs from the clutch
- F16D2500/30401—On-off signal indicating the engage or disengaged position of the clutch
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/304—Signal inputs from the clutch
- F16D2500/3042—Signal inputs from the clutch from the output shaft
- F16D2500/30426—Speed of the output shaft
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- 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
- F16D2500/316—Other signal inputs not covered by the groups above
- F16D2500/3166—Detection of an elapsed period of time
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- 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
- F16D2500/501—Relating the actuator
- F16D2500/5018—Calibration or recalibration of the actuator
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- 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
- F16D2500/50233—Clutch wear adjustment operation
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- 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
- F16D2500/50236—Adaptations of the clutch characteristics, e.g. curve clutch capacity torque - clutch actuator displacement
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- 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
- F16D2500/50239—Soft clutch engagement
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- 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
- F16D2500/50293—Reduction of vibrations
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- 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
- F16D2500/512—Relating to the driver
- F16D2500/5122—Improve passengers comfort
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
- F16D2500/70402—Actuator parameters
- F16D2500/7041—Position
- F16D2500/70412—Clutch position change rate
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
- F16D2500/70402—Actuator parameters
- F16D2500/7041—Position
- F16D2500/70414—Quick displacement to clutch touch point
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- 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
- F16D28/00—Electrically-actuated clutches
Definitions
- the present invention relates to a method for controlling a clutch with an actuator, in particular a clutch arranged in a motor vehicle.
- the actuator is provided for actuating the clutch, in particular a hitch acting exclusively via a frictional connection, eg. B. a multi-plate clutch.
- the coupling is on one, for. B. two axles of the motor vehicle torque-transmitting interconnecting longitudinal shaft or arranged on a side shaft of an axle of a motor vehicle.
- the entire axle (here the activated clutch is referred to as a booster) or even just one wheel (here the activated clutch is referred to as a twinster) of the motor vehicle can be connected to a drive unit of the motor vehicle in a torque-transmitting manner by closing the clutch become.
- the actuator is in particular an electromechanical actuator.
- An actuator includes e.g. B. an (electric) drive motor and a control device.
- An actuator can e.g. B. have a ramp mechanism with a rotatable first disc (collar), which has first ramps (grooves), a second disk (collar) which can only be displaced along one axial direction and which has second ramps (grooves), and balls in the first Ramps and second ramps are arranged between the discs, and at least one spring for displacing the second disc along the axial direction.
- the second disk can be displaced along the axial direction.
- a clutch can be operated.
- the drive motor can be connected to the first disk via one or more gear pairs for transmitting a rotary movement.
- a clutch can be used to increase the speed of a propeller shaft with a speed z. B. a front axle of a To synchronize motor vehicle. This can lead to undesirable noise development (NVH noise, vibration, harshness). So far, the only way to reduce the noise development is to reduce the delivery speed of the actuator and thus the clutch: This measure leads to a loss of time, since the actuator also activates the clutch in the area between a mechanical end stop (clutch fully ge opens) and the contact point of the coupling (kiss point, coupling begins to transmit torque) slowly move.
- the structure of a clutch and an actuator is z. B. from DE 100 65 355 C2. There the focus is on realizing a fast return for the actuator with a dampened stop behavior.
- the comfort of a motor vehicle should always be improved. In particular, all the noises and noticeable operating forces from the drive train that can be heard by an occupant of the motor vehicle when the motor vehicle is in operation are to be reduced or avoided.
- At least one first shaft can be connected to a second shaft to transmit torque via the clutch (clutch closed: first shaft and second shaft connected to transmit torque; clutch open: first shaft and second shaft separated from one another).
- the clutch is in at least three states, with no torque being transmitted in an open first state (clutch open), with a torque just being transmitted in a second state, so that in the second state a synchronization of the speeds of the first shaft and second shaft takes place, wherein in a closed third state a requested torque can be transmitted (clutch closed).
- the method comprises at least the following steps:
- the clutch be adjusted in different states at different speeds.
- the clutch is thus adjusted at an adapted speed as a function of an existing state of the clutch.
- a required change in the present state is recognized. For example, there is a command to switch on a further axle, ie for example a rear axle should also be connected to a drive unit in addition to a front axle.
- the actuator is then actuated to adjust the clutch.
- the state of the clutch changes at least once, in particular at least twice, until a required (final) state of the clutch can be achieved.
- the speed is changed accordingly at least once, in particular at least twice.
- a first speed predetermined by a first operating mode in the first state is higher than a second speed predetermined by a second operating mode in the second state.
- the clutch be adjusted at a first (fast) speed starting from the first state (clutch opened, that is to say there is no torque-transmitting connection between the first shaft and the second shaft).
- first state clutch opened, that is to say there is no torque-transmitting connection between the first shaft and the second shaft.
- the speed is reduced to the second speed.
- the clutch is only moved at the reduced second speed.
- the clutch or the actuator is adjusted at a constant speed in each state. It is also possible for the clutch or the actuator to act in at least one state (possibly in all states) a varying speed is adjusted, in which case a highest speed can then be assigned to the state or the operating mode of the state. If the speed varies, an arithmetic average value of the speed can be determined if necessary. A maximum speed used in the state, which is considered in the context of the proposed method, is particularly relevant for each state.
- acceleration phases or deceleration phases are provided between the states, in which the speed of one state is increased or decreased to the speed of the next state.
- these acceleration phases or deceleration phases are shorter in terms of time and / or the adjustment path compared to the time and / or the adjustment path of the respective state.
- the time (ie the time interval) of at least one (or all) acceleration phase or deceleration phase is at most 50%, preferably at most 25%, of the time or duration (or time interval) of the following state.
- the adjustment path (of the clutch or actuator) of at least one (or all) acceleration phase or deceleration phase is at most 50%, preferably at most 25%, of the adjustment path provided in the following state (of the clutch or actuator).
- the different (highest) speeds of steps b) and c) differ by at least 10%, preferably by at least 20% or by at least 50%, particularly preferably by at least 75%, of the respective higher of the speeds considered.
- the third speed predetermined by a third operating mode in the third state is higher than a second speed predetermined by a second operating mode in the second state.
- the clutch be adjusted at a second speed starting from the second state. As soon as the clutch changes to the third state (clutch synchronized and closed, a requested torque is transmitted between the first shaft and the second shaft via the clutch), the speed is accelerated to the third speed.
- the third speed predetermined by a third operating mode in the third state is at least as high as a first speed predetermined by a first operating mode in the first state.
- the third speed is higher or even significantly higher than the first speed.
- the third state is defined in that the shafts connected via the coupling, ie the first shaft and the second shaft, rotate at the same speed, so the coupling is synchronized.
- the clutch can be adjusted further at a third speed.
- This third speed is in particular a nominal speed of the actuator, that is to say the highest adjustable speed of the actuator.
- the actuator is in particular an electromechanical actuator.
- a actuator includes z. B. an (electric) drive motor and a control device.
- An actuator can e.g. B. have a ramp mechanism with a rotatable first disc (collar), which has first ramps (grooves), a second disk (collar) which can only be displaced along one axial direction and which has second ramps (grooves), and balls in the first Ramps and second ramps are arranged between the discs, and at least one spring for displacing the second disc along the axial direction.
- the second disc can be displaced along the axial direction.
- the clutch can be actuated via this displacement along the axial direction.
- the drive motor can be connected to the first disk via one or more gear wheel pairs to transmit a rotary movement.
- the speed of the actuator can be specified in tics per second and, with a constant gradient of the ramps of the actuator, is proportional to the speed at which the second disc (and thus the clutch linings to be brought into contact) in translational direction.
- the unit tics describes a rotation of the drive motor of the actuator by a certain angular range, that is, the rotation of the disks relative to one another or only the first disk. In particular, between 30 and 50 tics, in particular between 40 and 45 tics, are required for a rotation of one disk to the other disk by 360 degrees. In particular, a rotation of the disks relative to one another by 360 degrees causes a translational displacement of the second disk by 0.1 to 3.0 millimeters, preferably by 0.5 to 1.5 millimeters.
- the second speed is in particular at least 300 tics / second, preferably at least 450 tics / second.
- the second speed is in particular at most 2,000 tics / second, preferably at most 1,500 tics / second, particularly preferably at most 1,000 tics / second.
- the third speed is in particular higher than the second speed and / or is in particular at least 2,000 tics / second, preferably at least 2,500 or even at least 3,000 tics / second.
- the first speed corresponds at most to the third speed and is higher than the second speed.
- the delivery speed of the second disk in meters per second [m / s] can be determined from the rotational speed of the first disk in tics per second [tics / s].
- the following equation can be used for this: ((180 / p) * (1 / 8,5714)) / (gear ratio * ball ramp ratio).
- gear ratio z. B a range of 42 to 76 and a range of 740 to 848 for the Ku gel ramp translation.
- the method is only used when the clutch is closed, that is, starting from the first state and towards at least the second state, possibly up to the third state.
- the method can also be used when opening the clutch (that is, proceeding from the third state to the second state, possibly up to the first state).
- the first state is limited in particular by a (mechanical) end stop of the clutch, possibly of the actuator. Starting from this end stop, the actuator or the clutch can be adjusted or moved towards the second state.
- the second state includes in particular the point of contact (kiss point) of the coupling.
- the speeds of the shafts to be connected are synchronized.
- Components of the clutch are successively brought into torque-transmitting contact with one another, so that a The coupling of the shafts can be brought about as smoothly as possible.
- only this area of the adjustment path of the clutch is passed through at reduced speed, so that the reaction time of the clutch or the time for connecting or disconnecting the shafts is only insignificantly extended.
- a reduction in the noise from the drive train can be achieved without having to accept an increase in the reaction time of the clutch.
- At least one position of the actuator in which there is a change from the first state to the second state is calibrated as a function of wear on the clutch. Calibrated here means that the position that changes as a function of wear on the clutch is recorded and this change in position is taken into account in subsequent actuations of the clutch.
- the positions of the actuator that is to say the positions which the actuator controls and which are assigned to the specific adjustment paths of the clutch, can thus be adapted continuously or gradually over the running time of the clutch or a motor vehicle.
- an infeed path of the clutch that changes due to wear of the clutch and required to drive through a state is taken into account by changing the speed, which is specified by the operating mode assigned to the state, so that the state is independent of wear Time interval is passable.
- this wear-dependent change in the feed path be taken into account by regulating the speed. Since this increases z. B. the first speed is required, this increase should be taken into account at the beginning of the term of the clutch who the. The first speed of a new clutch should therefore be set lower than a maximum possible speed so that a wear-dependent change over the life of the clutch remains possible.
- a fourth operating mode with a predetermined speed.
- Further stages are preferably provided, each with a different speed, so that any influencing factors that generate noise can be taken into account by an adapted control of the clutch by the actuator.
- a motor vehicle having at least one drive unit (e.g. an internal combustion engine and / or an electrical machine) for driving the motor vehicle, a first shaft driven by the drive unit and a second shaft driving at least one wheel, one of which is switchable connecting clutch and an actuator for actuating the clutch.
- the actuator can be operated via a control device, the control device being suitable for carrying out the described method or being able to carry it out or carrying it out.
- the motor vehicle has a first axle that can be driven by the drive unit (in particular permanently) and a second axle, the second axle being connectable to the drive unit via the clutch (switchable) to transmit torque.
- the first axis can be coupled to the second axis via a longitudinal shaft, the clutch being arranged for the switchable connection of the first axis and the longitudinal shaft.
- the actuator is provided for actuating the clutch, in particular a clutch that acts exclusively via a frictional connection, e.g. B. a multi-plate clutch.
- the clutch arranged on a side shaft the entire axle (here the activated clutch is referred to as a booster) or even just one wheel (here the activated clutch is referred to as a twinster) of the motor vehicle can be connected to a drive unit of the motor vehicle in a torque-transmitting manner by closing the clutch become.
- the actuator is in particular an electromechanical actuator.
- the method can also be carried out by a computer or with a processor of a control device.
- a data processing system which comprises a processor which is adapted / configured in such a way that it carries out the method or part of the steps of the proposed method.
- a computer-readable storage medium can be provided which comprises instructions which, when executed by a computer / processor, cause the latter to to carry out the method or at least some of the steps of the proposed method.
- FIG. 1 a motor vehicle with a clutch and an actuator in one
- Fig. 2 a motor vehicle; 3: a first diagram; 4: a second diagram;
- Fig. 5 a third diagram
- Fig. 10 an eighth diagram.
- FIG. 1 shows a motor vehicle 15 with a clutch 1, an actuator 2 in a side view and with a control device 18.
- the actuator 2 comprises an electric drive motor 22 and a control device 18, a ramp mechanism 23 and a transmission 24.
- a rotary movement of the drive motor 22 is transmitted to the ramp mechanism 23 via the transmission 24 (the gear pairings).
- the rotary movement of the drive motor 22 is converted into a displacement 25 along an axial direction via the ramp mechanism 23.
- the displacement 25 is used to actuate the clutch 1.
- the clutch 1 is used for the torque-transmitting connection between the drive unit 16 and at least one component of the drive train (first axle 19, second axle 20, transmission, side shaft, longitudinal shaft 21) for driving the wheels 17 of the motor vehicle 15.
- FIG. 2 shows a motor vehicle 15, with a control device 18, a drive unit 16 (e.g. an internal combustion engine or an electrical machine), a first axle 19 permanently driven by the drive unit 16, a longitudinal shaft 21 which can be switched on via the clutch 1 and a second axle 20 which can be driven via the longitudinal shaft 21 as well as having wheels 17 which are arranged on the axles 19, 20 respectively.
- a drive unit 16 e.g. an internal combustion engine or an electrical machine
- first axle 19 permanently driven by the drive unit 16
- a longitudinal shaft 21 which can be switched on via the clutch 1
- a second axle 20 which can be driven via the longitudinal shaft 21 as well as having wheels 17 which are arranged on the axles 19, 20 respectively.
- FIG 3 shows a first diagram.
- the position 13 of the actuator 2 is shown (here in tics, i.e. units that correspond to a rotation of the drive motor 22 of the actuator 2 by angular ranges and thus a displacement 25 of the clutch 1 or a feed path of the clutch 1).
- the speed 9 of the actuator 2 (here in tics per second) is shown on the vertical axis.
- the first curve 26 thus shows the change in speed 9 as a function of the present state 5, 6, 7 of clutch 1.
- the actuator 2 Starting from an end stop (at position "0" of position 13), for example. B. the actuator 2, move successively until the clutch 1 was a closed to, the third state 7, reached.
- a successively higher torque 8 can be transmitted via the clutch 1.
- the clutch 1 is in three states 5, 6, 1 here.
- an open first state 5 no torque 8 can be transmitted (clutch 2 open).
- a torque 8 can just be transmitted, so that in the second state 6 the speeds of the first shaft 19 and the second shaft 20 are synchronized.
- a closed third state 7 a requested torque 8 can be transmitted (clutch 2 closed).
- step a) a required change in the present state (here first state 5) in which clutch 1 is located is recognized.
- the actuator 2 is operated in an operating mode assigned to the present state 5, 6, 7 for adjusting the clutch 1, the clutch 1 from the present first state 5 to the required third actuation. stand 7 is adjusted at a speed 10, 11, 12 predetermined by the different operating modes. I.e. As soon as the state 5, 6 changes, the actuator 2 is operated in a different operating mode assigned to the newly present state 6, 7 for adjusting the clutch 1, the clutch 1 in the newly present state 6, 7 at a different speed 11, 12 is adjusted.
- the clutch 1 in the second state 6, in which the contact point of the clutch 1 lies, the clutch 1 is moved at a lower second speed 11, while in the first state 5 and in the third state 7 there is a higher speed 9, in which case the first speed 10 and the third speed 12 are equally fast.
- the third speed 12 can also be significantly faster than the first speed 10.
- the first curve 26 in the area of the third state 7 would run at a higher value of the speed 9 than the illustrated third speed 12, i.e. H.
- the speed 9 would be accelerated from the second speed 11 to an even higher third speed 12. This course of the speed 9 is shown in Fig. 3 as the eleventh course.
- FIG. 4 shows a second diagram.
- Fig. 5 shows a third diagram.
- Fig. 6 shows a fourth diagram.
- FIGS. 4 to 6 are described together below. Reference is made to the statements relating to FIGS. 1 to 3.
- the time 27 (here in milliseconds) is plotted on the horizontal axis of the diagrams.
- the requirement for transmitting a torque 8 (here in Newton meters) is plotted on the vertical axis of the second diagram (FIG. 4).
- the second diagram shows a second profile 28 of a requested torque as a function of time 27.
- the position 13 of the actuator 2 required for the transmission of the requested torque 8 is plotted on the vertical axis of the third diagram (FIG. 5) and the fourth diagram (FIG. 6).
- the third diagram shows a third curve 29 of the fastest possible adjustment of the clutch 1 (only theoretically possible) and a fourth curve 30 of a known deliberately slowed adjustment of the clutch 1 over the entire adjustment path.
- the fourth diagram shows a fifth curve 31 proposed here, in which the actuator 2 is moved at different speeds 10, 11, 12 as a function of the position 13.
- FIG. 7 shows a fifth diagram. 8 shows a sixth diagram.
- FIGS. 7 and 8 are described together below. Reference is made to the statements relating to FIGS. 4 to 6.
- the time 27 (here in milliseconds) is plotted on the horizontal axis of the diagrams.
- FIG. 7 On the vertical axis of the fifth diagram (FIG. 7) the speed 9 of the actuator 2 stored in a control device 18 for the respective state 5, 6, 1 (here in tics per second) is shown.
- the sixth curve 32 shown in FIG. 7 shows the speed values required to generate the fifth curve 31 shown in FIG. 6, in which the actuator 2 is moved at different speeds 10, 11, 12 as a function of the position 13 9 of the actuator 2.
- the individual values of the speed 9 are z. B. in a control device 18 for the respective State 5, 6, 7 deposited.
- the actuator 2 In the first state 5, the actuator 2 is to be moved at a first speed 10, in the second state 6 at a second speed 11 and in the third state 7 at a third speed 12.
- the clutch 1 in the second state 6, in which the contact point of the clutch 1 lies, the clutch 1 is moved at a lower second speed 11, while in the first state 5 and in the third state 7 there is a higher speed 9, in which case the first speed 10 and the third speed 12 are equally fast.
- the third speed 12 can also be significantly faster than the first speed 10 (see FIG. 3).
- the position 13 of the actuator 2 required for the transmission of the requested torque 8 is plotted on the vertical axis of the sixth diagram (FIG. 8).
- the seventh curve 33 shown in FIG. 8 shows the actual curve (e.g. measured by sensors) of the adjustment of the actuator 2 over the time 27.
- the actuator 2 is controlled so that it follows the fifth curve 31 (see Fig. 6) is shifted accordingly.
- the eighth curve 34 shown in FIG. 8 shows the actual curve (e.g. measured by sensors) of the adjustment of the actuator 2 over the time 27.
- the actuator 2 is controlled in such a way that it follows the known fourth curve 30 (see FIG Fig. 6) is shifted accordingly.
- FIGS. 4 to 8 clarify the boundaries of the individual states 5, 6, 7 (see identification in FIGS. 6, 7 and 8).
- 9 shows a seventh diagram.
- Fig. 10 shows an eighth diagram.
- FIGS. 9 and 10 are described together below. Reference is made to the statements relating to FIGS. 5, 6 and 8.
- the time 27 (here in milliseconds) is plotted on the horizontal axis of the diagrams.
- the position 13 of the actuator 2 required for the transmission of a requested torque 8 is plotted on the vertical axis of the diagrams.
- a ninth curve 35 represents the change in position 13 of actuator 2 as a function of time 27. In this case, actuator 2 is adjusted in a first state 5 at a first speed 10.
- a position 13 of the actuator 2 in which there is a change from the first state 5 to the second state 6 is calibrated as a function of wear on the clutch 1. Calibrated here means that position 13, which changes as a function of wear on clutch 1, is detected and this change in position 13 is taken into account in subsequent actuations of clutch 1. This fact is illustrated in FIGS. 9 and 10.
- a tenth curve 36 shows the change in position 13 of actuator 2 as a function of time 27. Compared to FIG. 9, position 13, in which first state 5 changes to second state 6, is shifted here.
- the actuator 2 is adjusted in a first state 5 at a higher first speed 10 (compared to the first speed 10 according to FIG. 9), so that despite wear (and the position 13 shifted as a result, at which the second state 6 is reached) the clutch 1 travels through the first state 5 in the same (as in FIG. 9), constant time interval 14 and can thus be actuated by a user without changes overall.
- an adjustment path of the clutch 1 that changes due to wear of the clutch 1 and is required for passing through the first state 5 can be achieved by changing the speed 9 (here the first speed 10), which is predetermined by the operating mode assigned to the first state 5, must be taken into account, so that the first state 5 can be passed through in a time interval 14 that is independent of wear.
- the second speeds 11 can be seen to be the same in both diagrams. The same applies to the third speeds 12. Furthermore, the second speed 11 and the third speed 12 are different from one another in each diagram.
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- Physics & Mathematics (AREA)
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Electromagnetism (AREA)
- Fluid Mechanics (AREA)
- Mechanical Engineering (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102019106076.1A DE102019106076B4 (en) | 2019-03-11 | 2019-03-11 | Method for controlling a clutch with an actuator and motor vehicle having an actuator for actuating a clutch |
PCT/EP2020/056503 WO2020182883A1 (en) | 2019-03-11 | 2020-03-11 | Method for controlling a clutch by means of an actuator |
Publications (1)
Publication Number | Publication Date |
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EP3938674A1 true EP3938674A1 (en) | 2022-01-19 |
Family
ID=69844816
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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EP20711554.4A Withdrawn EP3938674A1 (en) | 2019-03-11 | 2020-03-11 | Method for controlling a clutch by means of an actuator |
Country Status (6)
Country | Link |
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US (1) | US11421747B2 (en) |
EP (1) | EP3938674A1 (en) |
JP (1) | JP7312844B2 (en) |
CN (1) | CN113508245B (en) |
DE (1) | DE102019106076B4 (en) |
WO (1) | WO2020182883A1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2023156425A1 (en) * | 2022-02-18 | 2023-08-24 | Zf Friedrichshafen Ag | Method for controlling an operation of a motor vehicle |
Family Cites Families (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4836057A (en) * | 1985-02-19 | 1989-06-06 | Kabushiki Kaisha Komatsu Seisakusho | Method of controlling speed change clutches in a transmission |
JPH0333518A (en) * | 1989-06-29 | 1991-02-13 | Fuji Heavy Ind Ltd | Control method for clutch |
JP4677070B2 (en) | 1999-11-19 | 2011-04-27 | 本田技研工業株式会社 | Clutch connection control device |
JP4404324B2 (en) | 1999-11-19 | 2010-01-27 | 本田技研工業株式会社 | Clutch connection control device |
DE10065355C2 (en) | 2000-12-27 | 2002-11-21 | Gkn Automotive Gmbh | Electromechanical torque control elimination of impact noise |
JP2003329064A (en) | 2002-05-10 | 2003-11-19 | Yamaha Motor Co Ltd | Clutch-engagement control device |
US8335624B2 (en) * | 2005-11-08 | 2012-12-18 | Yamaha Hatsudoki Kabushiki Kaisha | Clutch connection control apparatus and vehicle including the same |
JP2009006781A (en) * | 2007-06-27 | 2009-01-15 | Nissan Motor Co Ltd | Vehicular control apparatus |
WO2009030219A2 (en) | 2007-09-06 | 2009-03-12 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Method for controlling a dual clutch transmission |
DE102009005410B4 (en) | 2009-01-19 | 2012-04-12 | Gkn Driveline International Gmbh | Actuating arrangement and method for connecting a drive axle in the drive train of a motor vehicle and drive arrangement |
DE102012019895A1 (en) | 2012-10-11 | 2014-04-17 | GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) | Method for controlling electro-mechanical clutch system in motor vehicle, involves limiting actuator speed to maximum acceptable actuator speed, which does not exceed by actuator, to maintain torque peak below predetermined maximum torque |
FR3035936B1 (en) | 2015-05-05 | 2018-08-31 | Renault S.A.S | METHOD FOR CONTROLLING THE POSITION OF A CLUTCH CONTROL MEMBER |
JP6594274B2 (en) * | 2016-09-07 | 2019-10-23 | 本田技研工業株式会社 | Vehicle driving force control device |
-
2019
- 2019-03-11 DE DE102019106076.1A patent/DE102019106076B4/en active Active
-
2020
- 2020-03-11 US US17/437,437 patent/US11421747B2/en active Active
- 2020-03-11 WO PCT/EP2020/056503 patent/WO2020182883A1/en unknown
- 2020-03-11 JP JP2021555189A patent/JP7312844B2/en active Active
- 2020-03-11 EP EP20711554.4A patent/EP3938674A1/en not_active Withdrawn
- 2020-03-11 CN CN202080020440.7A patent/CN113508245B/en active Active
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2023156425A1 (en) * | 2022-02-18 | 2023-08-24 | Zf Friedrichshafen Ag | Method for controlling an operation of a motor vehicle |
Also Published As
Publication number | Publication date |
---|---|
DE102019106076B4 (en) | 2022-05-05 |
CN113508245A (en) | 2021-10-15 |
CN113508245B (en) | 2023-03-31 |
JP7312844B2 (en) | 2023-07-21 |
JP2022524638A (en) | 2022-05-09 |
DE102019106076A1 (en) | 2020-09-17 |
US11421747B2 (en) | 2022-08-23 |
WO2020182883A1 (en) | 2020-09-17 |
US20220178408A1 (en) | 2022-06-09 |
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