FR2840040A1 - Process for modulating the torque transmitted from vehicle clutch, during engagement of the clutch during starting, comprises modulating the torque according to variable derived exclusively from the rotational speed of the clutch disk - Google Patents
Process for modulating the torque transmitted from vehicle clutch, during engagement of the clutch during starting, comprises modulating the torque according to variable derived exclusively from the rotational speed of the clutch disk Download PDFInfo
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- FR2840040A1 FR2840040A1 FR0306408A FR0306408A FR2840040A1 FR 2840040 A1 FR2840040 A1 FR 2840040A1 FR 0306408 A FR0306408 A FR 0306408A FR 0306408 A FR0306408 A FR 0306408A FR 2840040 A1 FR2840040 A1 FR 2840040A1
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- clutch
- speed
- moment
- modulating
- vehicle
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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
-
- 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
- F16D48/08—Regulating clutch take-up on starting
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/10—Change speed gearings
- B60W2510/1015—Input shaft speed, e.g. turbine speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/02—Clutches
- B60W2710/027—Clutch torque
-
- 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
-
- 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
- F16D2500/108—Gear
- F16D2500/1081—Actuation type
- F16D2500/1083—Automated manual transmission
-
- 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
- F16D2500/3041—Signal inputs from the clutch from the input shaft
- F16D2500/30415—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
- F16D2500/50—Problem to be solved by the control system
- F16D2500/502—Relating the clutch
- F16D2500/50224—Drive-off
-
- 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
- F16D2500/50287—Torque control
-
- 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
- F16D2500/70422—Clutch parameters
- F16D2500/70438—From the output shaft
- F16D2500/7044—Output shaft torque
-
- 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
- F16D2500/706—Strategy of control
- F16D2500/70668—Signal filtering
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Mechanical Engineering (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
Description
en ce que ['angle de cane (a) est d'environ 4D, -in that the cane angle (a) is about 4D, -
1- 28400401- 2840040
Dans les vehicules automobiles modernes, notamment dans les voitures particulieres, des embrayages automatises trouvent de plus en plus leur application. La mise en oeuvre de tels embrayages, non seulement en relation avec des botes de vitesses automatisees, mais aussi dans les botes S a commande manuelle, presente l'avantage a la fois d'une augmentation du confort, et egalement du fait que notamment en relation avec des botes de vitesses automatisees, on tourne souvent avec un grand rapport, reduisant In modern motor vehicles, especially in passenger cars, automated clutches are finding their application more and more. The use of such clutches, not only in connection with automated gearboxes, but also in manually operated S-boxes, has the advantage both of an increase in comfort, and also of the fact that in particular in relationship with automated gearboxes, we often turn with a high gear, reducing
ainsi la consommation d'essence et la pollution de l'environnement. fuel consumption and environmental pollution.
La figure 1 represente la structure d'une cinematique de traction connue, avec embrayage automatique: Un moteur d'entranement 10 est relic a une bote de vitesses 14 par l' intermediaire de l' embrayage 12, la bote de vitesses etant reliee, dans l'exemple represente, a un differential 18 par l'intermediaire d'un arbre a cardan 16, le differential lui-meme etant relic aux roues arrieres 22 par l'intermediaire d'arbres articules 20. Il va de soi que la cinematique de traction peut aussi etre prevue dans un vehicule a traction avant ou a FIG. 1 represents the structure of a known traction kinematics, with automatic clutch: A drive motor 10 is connected to a gearbox 14 by means of the clutch 12, the gearbox being connected, in the example represented, at a differential 18 by means of a cardan shaft 16, the differential itself being connected to the rear wheels 22 by means of articulated shafts 20. It goes without saying that the kinematics of traction may also be provided in a front wheel drive vehicle or
transmission 4x4.4x4 transmission.
L'embrayage 12 est actionne par un dispositif de commande ou par un element actoriel 24. Dans le cas de la bote de vitesses 14, il s'agit, a titre d'exemple, d'une transmission automatisee actionnee par un dispositif de commande. Pour la commande de la transmission est prevue une unite de selection 28 avec laquelle il est possible de selectionner differents programmes de conduite ou differentes vitesses. Pour la commande de la charge du moteur est prevue une pedale de conduite 30 reliee directement ou par l'intermediaire d'une unite de controle electronique 32 a un actionneur de The clutch 12 is actuated by a control device or by an actorial element 24. In the case of the gearbox 14, it is, for example, an automated transmission actuated by a control device . There is a selection unit 28 for controlling the transmission, with which it is possible to select different driving programs or different speeds. For the control of the engine load is provided a driving pedal 30 connected directly or through an electronic control unit 32 to an actuator of
puissance 34 du moteur d'entranement 10. power 34 of the drive motor 10.
Des capteurs vent relies a ['unite de controle electronique 32, tel qu'un capteur 36 pour la detection de la vitesse d'un volant du moteur 10, un capteur 38 pour la detection de la vitesse d'un disque d'embrayage non Wind sensors connected to the electronic control unit 32, such as a sensor 36 for detecting the speed of a flywheel of the engine 10, a sensor 38 for detecting the speed of a non-clutch disc
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represente ici ou d'un arbre d' entree de la transmission 14, des capteurs de vitesses 40 pour la detection de la vitesses des roues et d'autres capteurs encore, a titre d'exemple: un capteur de detection de la temperature de l'eau de refroidissement, un capteur de detection de la position de l'actionneur de puissance, un capteur de detection de la position de l'embrayage, etc. Dans ['unite de controle electronique 32, comprenant de facon connue un microprocesseur avec des equipements de memorisation, vent installes des programmes avec lesquels vent commandes le dispositif de commande 26, ['element actoriel 24 et un element actoriel prevu pour represents here or from an input shaft of the transmission 14, speed sensors 40 for the detection of the wheel speeds and other sensors still, for example: a temperature detection sensor of the cooling water, a sensor for detecting the position of the power actuator, a sensor for detecting the position of the clutch, etc. In the electronic control unit 32, comprising, in a known manner, a microprocessor with storage equipment, there are installed programs with which the control device 26 controls, the actor element 24 and an actor element intended for
l'actionneur de puissance 34.the power actuator 34.
La structure et le principe de fonctionnement de telles cinematiques de The structure and the operating principle of such kinematics
traction vent parfaitement connus et ne seront done pas decrits en detail ici. wind traction perfectly known and will therefore not be described in detail here.
L'embrayage 12 est actionne de telle sorte qu'un moment dependent chaque fois de conditions d'exploitation de la cinematique de traction soit transmissible. Le moment transmis par l'embrayage depend de la force ou The clutch 12 is actuated so that a moment depends each time on operating conditions of the traction kinematics is transmissible. The moment transmitted by the clutch depends on the force or
du chemin avec lequel ltelement actoriel 24 actionne l'embrayage. of the path with which the actorial element 24 actuates the clutch.
Notamment en engageant l'embrayage, des oscillations a saccades apparaissent du fait de la transition entre la friction de glissement et le frottement par adherence et de ['interaction avec la cinematique de traction susceptible d'oscillations, oscillations a saccades designees aussi par broutage, celui-ci influencant negativement a la fois le confort et la duree de vie. On connat la regulation d'un tel broutage prevoyant que ['element d'embrayage predefini et range en memoire dans ['unite de controle et dont l'effet augmente progressivement au demarrage est module de telle sorte qu'une action en sens contraire est realisee. Cela se fait, a titre d'exemple, en determinant la difference de vitesse entre la vitesse du disque d'embrayage et la vitesse des roues entranees, par exemple en mesurant directement la vitesse du disque d'embrayage et la vitesse des roues et en faisant leur conversion en la vitesse theorique du disque d'embrayage a ['aide de la vitesse engagee, et en modulant le moment d'embrayage en fonction de la difference determinee, en actionnant ['element actoriel 24 en consequence. In particular when engaging the clutch, jerky oscillations appear due to the transition between sliding friction and friction by adhesion and from the interaction with the kinematics of traction liable to oscillations, jerky oscillations also designated by chattering, this negatively influencing both comfort and lifespan. We know the regulation of such a chattering providing that the clutch element predefined and stored in memory in the control unit and whose effect increases progressively at startup is modulated so that an action in the opposite direction is performed. This is done, for example, by determining the difference in speed between the speed of the clutch disc and the speed of the driven wheels, for example by directly measuring the speed of the clutch disc and the speed of the wheels and by converting them to the theoretical speed of the clutch disc using the gear engaged, and modulating the clutch moment according to the determined difference, actuating the actuational element 24 accordingly.
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Un probleme apparat dans ce cas du fait que le signal de la vitesse des roues, notamment durant le demarrage, lorsque la vitesse des roues est encore tres petite, ne peut etre determine que de maniere imprecise, de telle sorte qu'une action en sens contraire des oscillations a saccades n'est possible que de facon limitee. La presente invention a pour but de realiser un procede et un dispositif destines a moduler le moment transmissible par l'embrayage, pour A problem arises in this case because the signal for the speed of the wheels, in particular during starting, when the speed of the wheels is still very small, can only be determined in an imprecise manner, so that an action in direction contrary to jerky oscillations is only possible in a limited way. The purpose of the present invention is to provide a method and a device intended to modulate the moment transmissible by the clutch, for
permettre un reglage parfait des oscillations a saccades. allow perfect adjustment of jerky oscillations.
Le probleme concernant le procede est resolu en ce que le moment de l'embrayage est module en fonction d'une grandeur decoulant uniquement de la vitesse du disque d' embrayage ou de l' arbre d'entree de la transmission. La qualite du signal du nombre d'entree de la bo^te de vitesses ou de la vitesse du disque d'embrayage est sensiblement meilleure, du moins durant le demarrage, etant donne que la vitesse a ['entree de la bote de vitesses est sensiblement plus elevee, du fait de la course vitesse de demarrage, que la vitesse des roues. Par analyse des variations ou des oscillations de la vitesse du disque d'embrayage, ['element actoriel 24 peut etre commande de telle sorte qu'une action en sens contraire puisse etre realisee. Avantageusement, le moment est module en fonction de la formule suivante: Mmod = M-k(o,K - a' K) dans laquelle co K est la vitesse du disque d'embrayage et a) K une grandeur determinee par filtrage de a' K Avantageusement, a' K est determine de la maniere suivante: (0I= T | toKdt;co2=T |,sldt t9) K = C32 + Cor; Cor = NT | ( tl 2) dt t etant le temps, T etant la duree de la periode de broutage de l'embrayage, The problem concerning the process is solved in that the clutch moment is modulated as a function of a quantity arising solely from the speed of the clutch disc or of the input shaft of the transmission. The signal quality of the gearbox input number or the clutch disc speed is significantly better, at least during start-up, since the speed at the input of the gearbox is significantly higher, due to the starting speed stroke, than the wheel speed. By analyzing variations or oscillations in the speed of the clutch disc, the actuator element 24 can be controlled so that an action in the opposite direction can be carried out. Advantageously, the moment is modulated according to the following formula: Mmod = Mk (o, K - a 'K) in which co K is the speed of the clutch disc and a) K a quantity determined by filtering from a' K Advantageously, a 'K is determined as follows: (0I = T | toKdt; co2 = T |, sldt t9) K = C32 + Cor; Cor = NT | (tl 2) dt t being the time, T being the duration of the clutch grazing period,
et N etant un nombre entier, 1, 2 ou 3, a titre d'exemple. and N being an integer, 1, 2 or 3, by way of example.
Selon ['invention et conformement a un procede complementaire, le moment est module en fonction de la formule suivante Mmod = M-kAjsin 2ó 06 +[ P) t etant le temps, T etant la duree d'une periode de broutage de ltembrayage, A etant ['amplitude d'une variation de vitesse a la suite de ['instant t et t etant ['instant d'un passage a zero de la variation de la vitesse, et P etant une avance de phase sous forme d'un parametre d'application, compensant le decalage de phase entre la vitesse reelle et la vitesse mesuree According to the invention and in accordance with a complementary process, the moment is modulated according to the following formula Mmod = M-kAjsin 2ó 06 + [P) t being time, T being the duration of a period of grazing the clutch, A being the amplitude of a speed variation following the instant t and t being the instant of a passage to zero of the speed variation, and P being a phase advance in the form of a application parameter, compensating for the phase shift between the actual speed and the measured speed
du disque de l'embrayage.of the clutch disc.
Le probleme concernant le dispositif est resolu par un dispositif comprenant les elements suivants: un element actoriel actionnant ltembrayage, de telle sorte qu'un moment predetermine soit transmissible, un capteur de vitesse destine a la detection de la vitesse du disque d'embrayage, une unite de controle electronique avec un microprocesseur et des equipements de memorisation afferents, dans lesquels est memorise un moment dependent de parametres du vehicule et transmissible par l'embrayage. L'unite de controle commande ['element actoriel de telle sorte que le moment The problem concerning the device is solved by a device comprising the following elements: an actuarial element actuating the clutch, so that a predetermined moment is transmissible, a speed sensor intended for detecting the speed of the clutch disc, a electronic control unit with a microprocessor and related memorizing equipment, in which a moment is memorized depending on vehicle parameters and transmissible by the clutch. The control unit controls the actorial element so that the moment
transmissible par l'embrayage soit module d'apres les procedes ci-avant. transmissible by the clutch or module according to the above procedures.
L' invention va maintenant etre decrite avec plus de details et a titre d'exemple par les dessins annexes dans lesquels: The invention will now be described in more detail and by way of example by the accompanying drawings in which:
28400402840040
Fig. 1 represente le schema deja explique d'une cinematique de traction connue, Fig. 2 represente des courbes indiquant differentes vitesses dans le temps, en vue de ['explication d'un premier procede conforme a ['invention, Fig. 3-5 representent des vitesses reelles et des signaux de vitesses mesures, en vue de ['explication d'un procede complementaire conforme a ['invention. L'embrayage 12 (fig. 1) peut etre commande par ltelement actoriel 24 de telle sorte qu'un moment d'embrayage predetermine M puisse etre transmis, lequel depend de parametres d'exploitation de la cinematique de traction, par exemple, de la vitesse du moteur, de la position de la pedale de conduite, de la vitesse du vehicule, du programme de conduite selectionne, etc. Pour eviter les oscillations a saccades apparaissant notamment au demarrage, il est avantageux de moduler le moment d'embrayage transmissible de telle sorte qu'une action en sens contraire des oscillations a Fig. 1 represents the diagram already explained of a known kinematics of traction, FIG. 2 represents curves indicating different speeds over time, with a view to explaining a first process in accordance with the invention, FIG. 3-5 represent real speeds and measured speed signals, for the purpose of explaining a complementary process according to the invention. The clutch 12 (fig. 1) can be controlled by the actuator element 24 so that a predetermined clutch moment M can be transmitted, which depends on operating parameters of the traction kinematics, for example, the engine speed, driving pedal position, vehicle speed, selected driving program, etc. To avoid the jerky oscillations appearing in particular at start-up, it is advantageous to modulate the transmissible clutch moment so that an action in the opposite direction of the oscillations has
saccades soit realisee.jerks be carried out.
Avantageusement, la modulation est effectuee en fonction de la formule suivante: Mmod = M-k (C0K - a) K) M etant le moment range en memoire dans ['unite de controle 32 ou dependent de parametres d'exploitation de la cinematique de traction et Advantageously, the modulation is carried out according to the following formula: Mmod = M-k (C0K - a) K) M being the moment stored in memory in ['control unit 32 or dependent on parameters of exploitation of the kinematics of traction and
determine dans ['unite de controle 32 et transmissible par l'embrayage 12. determined in the control unit 32 and transmissible by the clutch 12.
Mmod etant le moment d'embrayage module, transmissible, s'ecartant de la valeur k(a' k a) K) du moment predetermine, range en memoire dans ['unite de controle 32, k etant une constante de proportionnalite et K etant une vitesse filtree d'entree de la bote de vitesses ou une vitesse de disque Mmod being the module clutch moment, transmissible, deviating from the value k (a 'ka) K) from the predetermined moment, stored in memory in the control unit 32, k being a constant of proportionality and K being a filtered gearbox input speed or disk speed
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d'embrayage. Avantageusement, a, K est determine de la maniere suivante: S Dans un premier temps, co k est lisse via une duree de temps T. correspondent a la duree d'une oscillation a saccades, soit: m =T c3Kdt Dans un deuxieme temps, CO2 est lisse via la duree de temps T. done Clutch. Advantageously, a, K is determined in the following way: S At first, co k is smooth via a duration of time T. correspond to the duration of a jerky oscillation, that is: m = T c3Kdt In a second time , CO2 is smoothed over the duration of time T. done
C02 = T!J aft.C02 = T! J aft.
Dans un troisieme temps, co k est corrige en fonction de la formule suivante, pour obtenir la vitesse d' entree d' embrayage K: _, In a third step, co k is corrected according to the following formula, to obtain the clutch input speed K: _,
a' K = W2 + Cor wobei Cor = NT |(a), - a'2) aft. a 'K = W2 + Cor wobei Cor = NT | (a), - a'2) aft.
N est un parametre acceptant, a titre d'exemple, les valeurs 1, 2 ou 3. N is a parameter accepting, for example, the values 1, 2 or 3.
La fgure 2 represente des vitesses reelles et calculees, c etant indique en Figure 2 represents actual and calculated speeds, indicated by
roue/s et le temps t en s.wheel / s and time t in s.
La courbe k represente la vitesse co k du disque d'embrayage au demarrage. On volt clairement que la vitesse co k augmente globalement, mais il y a superposition d'une oscillation a saccades d'une duree de 80 ms The curve k represents the speed co k of the clutch disc at start-up. We clearly see that the speed co k increases overall, but there is a superimposition of a jerky oscillation lasting 80 ms
environ.about.
La courbe co represente la courbe co k lissee via une periode de broutage. La courbe ro 2 represente la courbe o k lissee deux fois via une periode de The curve co represents the curve co k smoothed via a grazing period. The curve ro 2 represents the curve o k smoothed twice via a period of
broutage ou la courbe co lissee via une periode de broutage. grazing or the smoothed curve via a grazing period.
La courbe a, K represente la vitesse d' entree d'embrayage corrigeante, fltree The curve a, K represents the corrective clutch input speed, fluted
selon les courbes precedentes.according to the previous curves.
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La courbe co roue/rapporr represente la vitesse de l'arbre d' entree de la bo^te ou du disque d'embrayage, determinee a partir de la vitesse des roues. Comme on le volt, la courbe co 2 est bien lissee, mais elle s'ecarte de la courbe co roue/rapport du fait du decalage de temps en raison du fltrage. Pour faire une correction, on a introduit la valeur de correction Cor ci-avant, avec laquelle on obti ent que l a courb e K concorde remarquabl ement bi en ave c la v al eur moyenne reelle de c k Le filtrage ci-avant de c k a a' K est facile a faire. Par mesurage d'un seul signal c k et de la duree de la periode T. pouvant etre obtenue a partir de la mesure de co k, on peut determiner une grandeur en fonction de laquelle l element d'embrayage M transmissible est module, les oscillations a saccades de propre excitation pouvant etre sensiblement reduites ou meme largement eliminees. La constante de proportionnalite k est adaptee pour The co wheel / rapporr curve represents the speed of the input shaft of the gearbox or the clutch disc, determined from the speed of the wheels. As one volt, the curve co 2 is very smooth, but it deviates from the curve co wheel / ratio due to the time offset due to the filtering. To make a correction, we introduced the correction value Cor above, with which we obtain that the curve K agrees remarkably well with the real average value of ck The above filtering of ckaa ' K is easy to do. By measuring a single signal ck and the duration of the period T. obtainable from the measurement of co k, it is possible to determine a quantity as a function of which the transmissible clutch element M is modulated, the oscillations with jerks of own excitation which can be appreciably reduced or even largely eliminated. The proportionality constant k is suitable for
une optimisation du resultat.optimization of the result.
A ['aide des figues 3 a 5 sera decrit ci-apres un autre procede avec lequel le moment transmis par un embrayage est parfaitement regle a partir de signaux decoulant de la mesure de la vitesse du disque d'embrayage ou de l'arbre d' entree de ltembrayage, dans le but de supprimer les oscillations a saccades. Comme indique a la fgure 2, co k represente la vitesse superposee par une oscillation a saccades du disque d'embrayage ou de l'arbre d' entree de l'embrayage au demarrage. La courbe roue/rappor represente la courbe decoulant de la multiplication de la vitesse reelle des roues par le rapport respectif de la bo^te de vitesses. Du fait de la masse importante du vehicule, ltoscillation a saccades est largement eliminee. La courbe c 5 represente le signal de mesure, lorsque co k est lu toutes les 5 ms. La courbe c B represente la meilleure courbe de mesure disponible, dependent du nombre Using FIGS. 3 to 5, another method will be described below with which the moment transmitted by a clutch is perfectly regulated from signals resulting from the measurement of the speed of the clutch disc or of the shaft of the clutch. 'clutch input, in order to eliminate jerky oscillations. As indicated in figure 2, co k represents the superimposed speed by a jerky oscillation of the clutch disc or of the clutch input shaft at start-up. The wheel / rappor curve represents the curve resulting from the multiplication of the actual speed of the wheels by the respective ratio of the gearbox. Due to the large mass of the vehicle, the jerky oscillation is largely eliminated. Curve c 5 represents the measurement signal, when co k is read every 5 ms. Curve c B represents the best available measurement curve, depending on the number
de dents respectif d'un capteur et de la vitesse. respective teeth of a sensor and the speed.
La duree T d'une periode de broutage peut etre calculee a partir des signaux de mesure, par exemple en formant la moyenne des durees entre deux The duration T of a grazing period can be calculated from the measurement signals, for example by averaging the durations between two
8 28400408 2840040
maxima et minima de la courbe de mesure qui se succedent. Etant donne que le signal de la vitesse des roues est de toute facon determine pour d'autres buts (systeme AlBS, vitesse du vehicule, par exemple), on peut determiner les instants des deviations maximales entre le signal de mesure et la vitesse des roues multipliee par le rapport ou les instants des concordances et en deduire la duree de la periode T. Comme alternative et comme represente a la figure 4, on peut utiliser le signal a' 5 filtre ou lisse decoulant de la courbe a' 5, au lieu du signal roue/rappor. La modulation du moment peut etre determinee a ['aide de la formule suivante, lorsque T est connu, en tent que demimonde sinusodale avec avance de phase: Mmou = M-,4Ajsin 2(t (fj + T - P) dans laquelle t; vent les instants ou le signal de mesure co 5 coupe le signal successive maxima and minima of the measurement curve. Since the wheel speed signal is in any case determined for other purposes (AlBS system, vehicle speed, for example), the instants of the maximum deviations between the measurement signal and the wheel speed can be determined multiplied by the ratio or the instants of the concordances and deduce the duration of the period T. As an alternative and as shown in FIG. 4, we can use the signal with 5 filters or smooth coming from the curve at 5, instead of the wheel / rappor signal. The modulation of the moment can be determined using the following formula, when T is known, in tent that sinusodal half-world with phase advance: Mmou = M-, 4Ajsin 2 (t (fj + T - P) in which t ; wind the instants where the measurement signal co 5 cuts the signal
de mesure 5 filtre ou calcule pour obtenir la moyenne. 5 filters or calculates to get the average.
A est ['amplitude de ['oscillation pouvant etre calculee de la maniere suivante: - en tent que difference maximale entre le signal de vitesse non filtre c 5 et le signal de vitesse filtre a' 5, dans une demi-periode correspondante, chaque fois; - en tent que demi-difference des maxima et minima se succedant; et - a partir d'une comparaison surfacique entre la demimonde mesuree et la demimonde sinusodale, ce qui est moins sensible pour ce qui concerne le A is the amplitude of the oscillation which can be calculated as follows: - in tent that maximum difference between the non-filtered speed signal c 5 and the filtered speed signal at '5, in a corresponding half-period, each time; - try that half-difference of the maxima and minima succeeding each other; and - from a surface comparison between the measured half-world and the sinusodal half-world, which is less sensitive as regards the
derangement du signal.signal disturbance.
L'avance de phase P est un parametre d'application et est destine a compenser le decalage de phase entre la vitesse reelle co k et la vitesse mesuree 5 et, par analogie, entre le moment d'embrayage de consigne et le moment d'embrayage reel ou la course d'embrayage de consigne et la The phase advance P is an application parameter and is intended to compensate for the phase offset between the actual speed co k and the measured speed 5 and, by analogy, between the set point clutch moment and the moment of real clutch or the set clutch stroke and the
course d'embrayage reelle.actual clutch stroke.
k est une constante de proportionnalite. k is a constant of proportionality.
9 28400409 2840040
La courbe MOD de la figure 5 represente la modulation reelle du moment The MOD curve in Figure 5 represents the actual modulation of the moment
M transmis par l'embrayage sur la base de la formule ci-avant. M transmitted by the clutch on the basis of the above formula.
Comme il ressort des figures, il va de soi que les procedes mentionnees ci dessus ne deviennent actifs que lorsque les oscillations a saccades commencent, puisque les grandeurs necessaires telles que le signal de vitesse moyen et filtre, la duree de ['oscillation a saccades et ['amplitude de ['oscillation a saccades doivent tout d'abord etre determinees. Aussitot que ces grandeurs vent disponibles, l'autoexcitation de ['oscillation a saccades As can be seen from the figures, it goes without saying that the processes mentioned above only become active when the jerky oscillations begin, since the necessary quantities such as the average speed and filter signal, the duration of the jerky oscillation and The amplitude of the jerky oscillation must first be determined. As soon as these quantities become available, the self-excitation of the jerky oscillation
peut etre combattue avec efficacite. can be combated effectively.
11 va de soi que les procedes et le dispositif decrits peuvent etre modifies dans une grande diversite. A titre d'exemple, ['unite de controle 32 ne doit pas necessairement etre une unite de controle centrale. Ses fonctions peuvent etre reparties de differente maniere sur differentes unites de controle et differents calculateurs existent dans le vehicule. Le capteur 36 ne doit pas necessairement detecter directement la vitesse du disque d'embrayage, il pourra detecter la vitesse de l'arbre d' entree de l'embrayage It goes without saying that the methods and the device described can be modified in a great variety. For example, the control unit 32 need not necessarily be a central control unit. Its functions can be distributed in different ways on different control units and different computers exist in the vehicle. The sensor 36 does not necessarily detect the speed of the clutch disc directly, it can detect the speed of the clutch input shaft
lequel est relic sans jeu au disque d'embrayage. which is relic without play to the clutch disc.
28400402840040
Claims (5)
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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DE10223462 | 2002-05-27 |
Publications (2)
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FR2840040A1 true FR2840040A1 (en) | 2003-11-28 |
FR2840040B1 FR2840040B1 (en) | 2007-12-21 |
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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FR0306408A Expired - Fee Related FR2840040B1 (en) | 2002-05-27 | 2003-05-27 | METHOD AND DEVICE FOR MODULATING THE MOMENT TRANSMITTED BY A VEHICLE CLUTCH |
Country Status (6)
Country | Link |
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AU (1) | AU2003245842A1 (en) |
BR (1) | BR0304883A (en) |
DE (2) | DE10323567A1 (en) |
FR (1) | FR2840040B1 (en) |
IT (1) | ITMI20031061A1 (en) |
WO (1) | WO2003100279A1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2010020520A1 (en) * | 2008-08-22 | 2010-02-25 | Robert Bosch Gmbh | Method for detecting a wear of a motor disconnect clutch |
Families Citing this family (20)
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DE102007006803B4 (en) | 2006-03-08 | 2019-04-18 | Schaeffler Technologies AG & Co. KG | Method and apparatus for reducing juddering vibration in an automotive powertrain |
DE112008001539B4 (en) | 2007-07-05 | 2019-05-16 | Schaeffler Technologies AG & Co. KG | Method and device for controlling the slip of a vehicle clutch |
FR2923566B1 (en) * | 2007-11-09 | 2010-03-12 | Peugeot Citroen Automobiles Sa | METHOD AND DEVICE FOR CONTROLLING A CLUTCH OF A PILOTED MECHANICAL GEARBOX TRANSMISSION TO AVOID OSCILLATIONS IN THE TAKE-OFF PHASE |
DE102008035556A1 (en) * | 2008-07-30 | 2010-02-04 | Bayerische Motoren Werke Aktiengesellschaft | Controlling and/or regulating system for four-wheel driven motor vehicle, has control unit formed such that coupling torque is modulated when drive wheel vibration or drive strand vibration is detected by vibration detecting module |
DE112010003318A5 (en) * | 2009-08-20 | 2012-06-06 | Schaeffler Technologies AG & Co. KG | Method for controlling an automated coupling system |
DE112010004334A5 (en) | 2009-11-09 | 2012-08-16 | Schaeffler Technologies AG & Co. KG | Method for slip control of a friction clutch and clutch actuator for this purpose |
DE102011102400B4 (en) | 2010-06-21 | 2021-11-18 | Schaeffler Technologies AG & Co. KG | Method for smoothing a transmission input shaft speed signal of a transmission |
DE102012217132B4 (en) | 2011-10-04 | 2021-12-02 | Schaeffler Technologies AG & Co. KG | Method for reducing chatter vibrations |
DE102012220215B4 (en) | 2011-12-01 | 2021-10-14 | Schaeffler Technologies AG & Co. KG | Method for controlling a friction clutch and device for its implementation |
DE112013001982A5 (en) * | 2012-04-11 | 2015-01-08 | Schaeffler Technologies Gmbh & Co. Kg | Method for reducing juddering vibrations |
DE102013104657B4 (en) | 2012-05-07 | 2019-10-17 | Ford Global Technologies, Llc | METHOD AND SYSTEM FOR CONTROLLING TRANSMISSION VIBRATIONS WITH CLUTCH PRESSURE CONTROL |
DE102014204343B4 (en) | 2014-03-10 | 2021-04-29 | Zf Friedrichshafen Ag | Method and device for controlling an automated friction clutch |
CN106233023B (en) * | 2014-04-16 | 2019-02-19 | 舍弗勒技术股份两合公司 | For designing the method for the software damper of clutch controller and for the software damper for buffeting vibration of decaying |
DE102014007090B3 (en) | 2014-05-15 | 2015-09-10 | Audi Ag | Method for operating a drive train for a motor vehicle and corresponding drive train |
KR101601445B1 (en) | 2014-07-04 | 2016-03-09 | 현대자동차주식회사 | Dry clutch control method for vehicle |
KR101601446B1 (en) * | 2014-07-04 | 2016-03-09 | 현대자동차주식회사 | Dry clutch control method for vehicle |
DE112016000924A5 (en) * | 2015-02-27 | 2017-11-30 | Schaeffler Technologies AG & Co. KG | Filter for filtering vibrations superimposed on a speed signal and a method for adjusting a width of the filter |
DE102015207152B4 (en) * | 2015-04-20 | 2021-08-12 | Zf Friedrichshafen Ag | Method for regulating an automated friction clutch and a drive train for a motor vehicle and a control device for operating an automated friction clutch arranged in a drive train of a motor vehicle |
DE102015211588A1 (en) * | 2015-06-23 | 2016-12-29 | Zf Friedrichshafen Ag | Method for controlling an automated friction clutch |
DE102021214293A1 (en) | 2021-12-14 | 2023-06-15 | Zf Friedrichshafen Ag | Method and computer program for operating a clutch of a hybrid vehicle, control unit for a hybrid vehicle, and computer-readable medium |
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EP0707998A2 (en) * | 1994-10-21 | 1996-04-24 | Toyota Jidosha Kabushiki Kaisha | Apparatus for controlling slip amount of motor vehicle clutch during vehicle starting |
DE10031771A1 (en) * | 1999-06-30 | 2001-02-15 | Ford Global Tech Inc | Method for controlling a clutch and regulating a scheduled torque level during starting procedure operates a clutch automatically in a motor vehicle's drive mechanism for comfortable vehicle starting. |
-
2003
- 2003-05-26 BR BR0304883-7A patent/BR0304883A/en not_active IP Right Cessation
- 2003-05-26 DE DE10323567A patent/DE10323567A1/en not_active Withdrawn
- 2003-05-26 WO PCT/DE2003/001710 patent/WO2003100279A1/en not_active Application Discontinuation
- 2003-05-26 DE DE10393107T patent/DE10393107D2/en not_active Expired - Fee Related
- 2003-05-26 AU AU2003245842A patent/AU2003245842A1/en not_active Abandoned
- 2003-05-27 IT IT001061A patent/ITMI20031061A1/en unknown
- 2003-05-27 FR FR0306408A patent/FR2840040B1/en not_active Expired - Fee Related
Patent Citations (2)
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EP0707998A2 (en) * | 1994-10-21 | 1996-04-24 | Toyota Jidosha Kabushiki Kaisha | Apparatus for controlling slip amount of motor vehicle clutch during vehicle starting |
DE10031771A1 (en) * | 1999-06-30 | 2001-02-15 | Ford Global Tech Inc | Method for controlling a clutch and regulating a scheduled torque level during starting procedure operates a clutch automatically in a motor vehicle's drive mechanism for comfortable vehicle starting. |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
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WO2010020520A1 (en) * | 2008-08-22 | 2010-02-25 | Robert Bosch Gmbh | Method for detecting a wear of a motor disconnect clutch |
Also Published As
Publication number | Publication date |
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AU2003245842A1 (en) | 2003-12-12 |
BR0304883A (en) | 2004-08-03 |
WO2003100279A1 (en) | 2003-12-04 |
FR2840040B1 (en) | 2007-12-21 |
DE10323567A1 (en) | 2003-12-11 |
ITMI20031061A1 (en) | 2003-11-28 |
DE10393107D2 (en) | 2005-05-12 |
ITMI20031061A0 (en) | 2003-05-27 |
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