WO2012167766A1 - Method for the open-loop or closed-loop control of a drive motor and/or an automated friction clutch - Google Patents
Method for the open-loop or closed-loop control of a drive motor and/or an automated friction clutch Download PDFInfo
- Publication number
- WO2012167766A1 WO2012167766A1 PCT/DE2012/000480 DE2012000480W WO2012167766A1 WO 2012167766 A1 WO2012167766 A1 WO 2012167766A1 DE 2012000480 W DE2012000480 W DE 2012000480W WO 2012167766 A1 WO2012167766 A1 WO 2012167766A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- torque
- clutch
- slip
- drive motor
- friction
- Prior art date
Links
- 238000000034 method Methods 0.000 title claims abstract description 36
- 230000001276 controlling effect Effects 0.000 claims description 18
- 230000001105 regulatory effect Effects 0.000 claims description 12
- 230000005540 biological transmission Effects 0.000 claims description 11
- 238000010168 coupling process Methods 0.000 claims description 11
- 230000008878 coupling Effects 0.000 claims description 9
- 238000005859 coupling reaction Methods 0.000 claims description 9
- 230000033228 biological regulation Effects 0.000 claims description 5
- 230000009467 reduction Effects 0.000 description 7
- 230000004913 activation Effects 0.000 description 6
- 230000008901 benefit Effects 0.000 description 5
- 230000000694 effects Effects 0.000 description 4
- 238000012795 verification Methods 0.000 description 4
- 238000010438 heat treatment Methods 0.000 description 3
- 238000012423 maintenance Methods 0.000 description 3
- 230000013011 mating Effects 0.000 description 3
- 238000002485 combustion reaction Methods 0.000 description 2
- 125000004122 cyclic group Chemical group 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 238000012790 confirmation Methods 0.000 description 1
- 230000001955 cumulated effect Effects 0.000 description 1
- 230000001186 cumulative effect Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 230000009977 dual effect Effects 0.000 description 1
- 238000011156 evaluation Methods 0.000 description 1
- 230000000873 masking effect Effects 0.000 description 1
- 230000000737 periodic effect Effects 0.000 description 1
- 230000003449 preventive effect Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000001960 triggered effect Effects 0.000 description 1
- 238000010792 warming Methods 0.000 description 1
Classifications
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- 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
-
- 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- 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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/192—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine
- B60W30/194—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine related to low temperature conditions, e.g. high viscosity of hydraulic fluid
-
- 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
- B60W2510/02—Clutches
- B60W2510/0241—Clutch slip, i.e. difference between input and output speeds
-
- 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
- B60W2510/02—Clutches
- B60W2510/0275—Clutch torque
-
- 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
- B60W2510/02—Clutches
- B60W2510/0291—Clutch temperature
-
- 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
- B60W2710/025—Clutch slip, i.e. difference between input and output speeds
-
- 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
- B60W2710/029—Clutch temperature
-
- 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
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine torque
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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
- F16D2500/10443—Clutch type
- F16D2500/1045—Friction 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
- F16D2500/10—System to be controlled
- F16D2500/108—Gear
- F16D2500/1088—CVT
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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
- F16D2500/30402—Clutch friction coefficient
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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
- F16D2500/30421—Torque of the output shaft
- F16D2500/30425—Estimation of the transmitted clutch torque, e.g. applying dynamic torque balance equation
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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
- F16D2500/50296—Limit clutch wear
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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
- F16D2500/506—Relating the transmission
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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
- F16D2500/70422—Clutch parameters
- F16D2500/70426—Clutch slip
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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
- F16D2500/70422—Clutch parameters
- F16D2500/7043—Clutch temperature
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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
- F16D2500/70452—Engine parameters
- F16D2500/70458—Engine torque
Definitions
- the invention relates to a method having the features according to the preamble of claim 1.
- CVT continuously variable transmission
- German Offenlegungsschrift DE 10 2009 014 467 A1 discloses a method for
- CONFIRMATION COPY be used or it is still a relative or absolute safety factor is included.
- Trq Eng Max - Trq CI, estimated Max - Trq Offset
- Trq offset is for example in the range of 0 to 30 Nm, preferably 10 to 20 Nm.
- Engine intervention is only activated in the case of an existing problem (reduced capacity of the clutch, ie too low maximum torque that can be transmitted by the clutch). That If a too small value is determined during the determination of the transmittable maximum clutch torque, then this does not immediately lead to an engine intervention, but only after the occurrence of a problem case (slip situation).
- the present invention is based on the object to avoid the above-mentioned disadvantages.
- a method for controlling or regulating a drive motor and / or an automated friction clutch is provided with a friction lining in the drive train of a motor vehicle, wherein the friction clutch between the drive motor and a transmission is arranged and wherein the friction clutch in the presence of too low a maximum transmissible clutch torque of the friction clutch and in the presence of predetermined conditions by controlling or regulating the torque of the drive motor is brought into a state that in the friction clutch is a predetermined slip and heats the friction lining and / or the mating partner of the friction lining of the friction clutch due to the slip.
- the advantage is that in this way, in the presence of too low a maximum transmittable clutch torque of the friction clutch by an engine intervention, the excessively low maximum transferable clutch torque is increased.
- the object is also achieved by the method described below.
- the invention also provides a method for controlling or regulating a drive motor and / or an automated friction clutch with a friction lining in the drive train of a motor vehicle, wherein the friction clutch between the drive motor and a transmission is arranged and wherein the friction clutch in the presence of too low a maximum transferable clutch torque of the friction clutch and is brought in the presence of predetermined conditions by controlling the friction clutch in a state that in the friction clutch is a predetermined slip and the friction lining and / or the mating partner of the friction lining of the friction clutch is heated due to the slip.
- the object is also achieved by the method described below.
- a method for controlling or regulating a drive motor and / or an automated friction clutch with a friction lining in the drive train of a motor vehicle wherein the friction clutch between the drive motor and a transmission is arranged, and wherein the friction clutch in the presence of too low a maximum transferable clutch torque of Friction clutch and in the presence of predetermined conditions by controlling or regulating the torque of the drive motor and by controlling or regulating the friction clutch is brought into a state that in the friction clutch is a predetermined slip and the friction lining and / or the mating partner of the friction lining of the friction clutch due to Slippery heated.
- a too low maximum transferable clutch torque of the friction clutch is present when a threshold value is exceeded, wherein the threshold value is selected, for example, as a function of the maximum torque of the drive motor.
- the conditions are that the friction clutch is completely closed.
- the conditions are alternative or additional that the temperature of the friction lining and / or Jacobankpartners the friction lining of the friction clutch is below a threshold, the threshold is between 5 degrees Celsius and 500 degrees Celsius, and preferably between 20 degrees Celsius and 150 degrees Celsius, and more preferably 100 degrees Celsius.
- the torque of the drive motor is set such that there is slip in the clutch.
- the torque of the drive motor is set higher than the maximum torque transferable by the friction clutch by controlling or regulating the torque of the drive motor or that the torque of the drive motor is set to the maximum torque of the drive motor.
- the conditions are alternative or additional, that in the period of adjustment of the torque of the drive motor that slip is present in the clutch or in the period of adjustment of the predetermined slip by the control or regulation of the torque Drive motor or in the period between these two periods, the amount of a slip gradient of the slip does not exceed a predetermined slip gradient threshold.
- the predetermined slip is between 5 and 1000 revolutions per minute and preferably * is between 50 and 100 revolutions per minute.
- the predetermined slip is present for a predetermined period of time, wherein the period is between 1 and 100 seconds, and is preferably 10 to 15 seconds.
- the method is carried out cyclically and / or in a coupling process. In a further preferred embodiment of the invention, it is provided that the method is terminated when the temperature of the friction lining and / or Gegenlaufpart- ners friction lining of the friction clutch exceeds a third temperature threshold or if the maximum transmissible clutch torque of the friction clutch, the maximum engine torque or another predetermined target clutch torque threshold value is exceeded or reached.
- the second and third temperature threshold value is the optimum operating temperature of the clutch or of the friction lining and / or of the counterpart partner of the friction lining of the friction clutch or oriented to the optimum operating temperature.
- the second and third temperature threshold values are selected above or below the optimum operating temperature of the clutch or of the friction lining and / or the counter rotating partner of the friction lining of the friction clutch.
- the predetermined slip is predetermined as a function of the difference between the current operating temperature of the friction lining and / or the counterpart partner of the friction lining of the friction clutch to the optimum operating temperature.
- the strategy b) has the advantage over the strategy a) that the limiting engine intervention becomes active only when there is a physical problem. This is detected by unwanted slippage when the clutch is fully closed.
- the motor torque of the drive motor is set to a value - if necessary raised above the maximum transmissible clutch torque - so that slip safely in the clutch.
- the slip can also be adjusted by a slip control.
- a combination of slip control on the clutch and adjustment of engine torque is also possible to provide slip in the friction clutch
- Clutch temperature below a threshold e.g., 100 ° C
- clutch torque capacity e.g., activation only if the break is greater than x% of the maximum modestor torque, x may be 40%, for example
- the slip can be selected as a function of the difference of the current clutch temperature to the optimum operating temperature. That as the clutch temperature increases and the difference to the optimum operating temperature decreases, the slip is also reduced.
- the activation of the function to increase the clutch temperature can be linked to other operating conditions such.
- Driver operates the vehicle in a certain driving mode (e.g., sport / dynamics); In Eco mode, the function does not become active; here one accepts the engine intervention to limit the engine torque, for example, according to the strategies a) or b).
- a certain driving mode e.g., sport / dynamics
- Eco mode the function does not become active; here one accepts the engine intervention to limit the engine torque, for example, according to the strategies a) or b).
- NVH effects noise, vibration, harshness effects, ie effects which cause the driver disturbing noises, vibrations or roughness
- Figure 1 is a schematic representation of an embodiment of the invention, wherein the maximum transmissible clutch torque despite slip and warm Kupplungsreibbelag not reach the maximum engine torque.
- Figure 2 is a schematic representation of an embodiment of the invention, wherein the maximum transmissible clutch torque by means of slip and warming Kupplungsreibbelag reaches the maximum engine torque.
- FIG. 1 and FIG. 2 show two further embodiments of the invention.
- the ordinate represents the time course of the method.
- the clutch is completely closed over the entire time profile shown.
- This measure can for example also be part of a method for calculating the maximum transferable clutch torque.
- the engine torque Trq Eng is raised only so far - for example, via the maximum transferable clutch torque Trq a - until Schupf (engine speed n mo t - transmission - input speed n ips ) is present in the fully closed clutch.
- This alternative measure can also be part of a method for calculating the maximum transferable clutch torque.
- the engine torque is then lowered back to 90% to 100%, for example 95% of the maximum transmittable clutch torque Trq a , so that the slip decreases.
- Trq a maximum transmittable clutch torque
- a small slip - for example, 50 to 100 revolutions per minute - is maintained by controlling the engine torque, so that energy is entered into the clutch, the Kupplungsreibbelag further heated, its coefficient of friction increases and the maximum transmittable clutch torque Trq a further increased.
- the duration of the maintenance of the low slip is dependent on the temperature of the Kupplungsreibbelags or Gegenlaufpartner the friction lining and is at a temperature of less than 100 degrees Celsius 10 to 15 seconds. This temperature value and the duration of the maintenance of the low slip is too suggestive, the concrete choice is left to the person skilled in the art, taking into account the technical single case, ie the present coupling and the Kupplungsreibbelags.
- Whether in the time range 30 by controlling the engine torque of the low slip is set or not, can be additionally linked to the criterion that the amount of slip gradient in the fall of the slip in the time range 20 on the low slip in the time range 30 exceeds a predetermined slip gradient threshold or not. If the absolute slip gradient does not exceed the threshold value in the event of slip, control of the engine torque takes place so that the low slip is set as described above and the maximum transmittable clutch torque Trq a is increased as a result of the heating.
- the concrete definition of the slip gradient threshold value is left to the person skilled in the art taking into account the individual technical case, for example the present clutch and the clutch friction lining. If the absolute slip gradient exceeds the threshold value in the case of slip drop, the small slip in the time range 30 is not set.
- the maximum transmittable clutch torque Trq a does not reach the maximum engine torque TrqEngMax in spite of slip and heating clutch friction lining during the period of low slip.
- the engine torque increases in the time domain 40 after the duration of the low slip limited so that there is no or only a very small slip of only a few revolutions per minute.
- the engine intervention for example until the next coupling process or until the next Verifier- event - continue to maintain.
- Verification event is the implementation of the method, for example, according to the embodiments of Figure 1 or Figure 2 understood.
- FIG. 2 shows a profile according to which the maximum transmittable clutch torque Trq C i is reached during the period of low slip maintenance due to the slip in the clutch and the heating clutch friction lining , the maximum engine torque Trq EngMax . The slip is then reduced to zero after reaching the maximum engine torque Trq EngM ax.
- the duration of the slip phase thus depends on the behavior of the coupling temperature.
- the above-described methods according to FIG. 1 or according to FIG. 2 are only executed if the temperature of the clutch friction lining or the counterpart partner of the friction lining is less than a predetermined temperature of, for example, 100 degrees Celsius.
- a predetermined temperature for example, 100 degrees Celsius.
- This temperature value is too much as a suggestion, the concrete choice is left to the expert, taking into account the technical case, ie the present coupling and the Kupplungsreibbelags. Above this temperature, no additional slip is introduced into the coupling by these methods. If the clutch is hot, a preventive engine intervention to protect the clutch is proposed.
- a Verometersereignis - ie the implementation of a method, for example, according to the embodiments of Figure 1 or Figure 2 is performed cyclically and / or in each coupling operation. The duration of such a cycle is left to the expert.
- a reduction of the engine intervention takes place 20 to 30 seconds after the reduction of the slip to zero 40 or nearly zero.
- a slip observer or a slip control must be active to respond to a recurrence of slippage.
- Slip phase duration depends on clutch temperature. Slip limitation due to engine torque reduction Slip low by controlling engine torque Slippage reduced to zero Permanent engine intervention until next clutching or until next verification event or engine engagement reduction 20 to 30 seconds after slippage reduction to zero with cyclic verification Maximum torque achieved, slip reduced to zero
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE112012002388.9T DE112012002388A5 (en) | 2011-06-08 | 2012-05-10 | Method for controlling or regulating a drive motor and / or an automated friction clutch |
CN201280028069.4A CN103597236B (en) | 2011-06-08 | 2012-05-10 | Method for controlling or regulating a drive engine and/or an automatic friction clutch |
Applications Claiming Priority (6)
Application Number | Priority Date | Filing Date | Title |
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DE102011106343 | 2011-06-08 | ||
DE102011106343.2 | 2011-06-08 | ||
DE102011107639.9 | 2011-06-30 | ||
DE102011107639 | 2011-06-30 | ||
DE102012202036.5 | 2012-02-10 | ||
DE102012202036 | 2012-02-10 |
Publications (1)
Publication Number | Publication Date |
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WO2012167766A1 true WO2012167766A1 (en) | 2012-12-13 |
Family
ID=46275642
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/DE2012/000480 WO2012167766A1 (en) | 2011-06-08 | 2012-05-10 | Method for the open-loop or closed-loop control of a drive motor and/or an automated friction clutch |
Country Status (3)
Country | Link |
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CN (1) | CN103597236B (en) |
DE (2) | DE102012207825A1 (en) |
WO (1) | WO2012167766A1 (en) |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN105593576B (en) | 2013-10-04 | 2017-08-25 | 舍弗勒技术股份两合公司 | Method for controlling a drive train having a dual clutch transmission |
CN105980727B (en) * | 2014-01-29 | 2018-05-22 | 舍弗勒技术股份两合公司 | Friction coefficient determination of a friction clutch |
US10260573B2 (en) | 2014-11-18 | 2019-04-16 | Schaeffler Technologies AG & Co. KG | Method for adjusting a friction coefficient of an automated clutch |
DE102016203679A1 (en) * | 2016-03-07 | 2017-09-07 | Volkswagen Aktiengesellschaft | Method for controlling and / or regulating a clutch with a friction system, in particular a clutch for an automatic or automatable transmission of a motor vehicle |
DE102018218905A1 (en) * | 2018-11-06 | 2020-05-07 | Zf Friedrichshafen Ag | Method and control device for operating a motor vehicle |
DE102019105604B3 (en) | 2019-03-06 | 2020-07-02 | Schaeffler Technologies AG & Co. KG | Method for actively changing the coefficient of friction of a hybrid disconnect clutch installed in a drive train of a vehicle |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10312088A1 (en) * | 2003-03-19 | 2004-09-30 | Daimlerchrysler Ag | Method for operating a drive train of a motor vehicle |
DE102009014467A1 (en) * | 2008-04-07 | 2009-10-08 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Automated friction clutch controlling method for motor vehicle, involves increasing engine torque during increase of maximum clutch torque, and adjusting engine torque to maximum clutch torque depending on slip that occurs at clutch |
DE102010047174A1 (en) * | 2009-10-12 | 2011-04-28 | Schaeffler Technologies Gmbh & Co. Kg | Method for controlling clutch in drive strand of motor vehicle, involves arranging clutch between driving motor and transmission and bringing clutch into predetermined slip condition |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2004087456A1 (en) | 2003-04-02 | 2004-10-14 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Method and device for controlling a drive train |
US7395147B2 (en) * | 2006-09-13 | 2008-07-01 | Gm Global Technology Operations, Inc. | Torque control of turbocharged engine |
DE102007002343A1 (en) * | 2007-01-16 | 2008-07-17 | Zf Friedrichshafen Ag | Method for dynamically determining a clutch resting point |
-
2012
- 2012-05-10 CN CN201280028069.4A patent/CN103597236B/en not_active Expired - Fee Related
- 2012-05-10 DE DE201210207825 patent/DE102012207825A1/en not_active Withdrawn
- 2012-05-10 WO PCT/DE2012/000480 patent/WO2012167766A1/en active Application Filing
- 2012-05-10 DE DE112012002388.9T patent/DE112012002388A5/en not_active Withdrawn
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10312088A1 (en) * | 2003-03-19 | 2004-09-30 | Daimlerchrysler Ag | Method for operating a drive train of a motor vehicle |
DE102009014467A1 (en) * | 2008-04-07 | 2009-10-08 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Automated friction clutch controlling method for motor vehicle, involves increasing engine torque during increase of maximum clutch torque, and adjusting engine torque to maximum clutch torque depending on slip that occurs at clutch |
DE102010047174A1 (en) * | 2009-10-12 | 2011-04-28 | Schaeffler Technologies Gmbh & Co. Kg | Method for controlling clutch in drive strand of motor vehicle, involves arranging clutch between driving motor and transmission and bringing clutch into predetermined slip condition |
Also Published As
Publication number | Publication date |
---|---|
CN103597236B (en) | 2016-11-09 |
DE102012207825A1 (en) | 2012-12-13 |
CN103597236A (en) | 2014-02-19 |
DE112012002388A5 (en) | 2014-02-20 |
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