CN104053923B - Method for determining a clutch torque request - Google Patents
Method for determining a clutch torque request Download PDFInfo
- Publication number
- CN104053923B CN104053923B CN201380005841.5A CN201380005841A CN104053923B CN 104053923 B CN104053923 B CN 104053923B CN 201380005841 A CN201380005841 A CN 201380005841A CN 104053923 B CN104053923 B CN 104053923B
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- torque
- clutch
- power shaft
- sub
- speed changer
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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
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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
- F16D2500/30—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
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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
- F16D2500/3041—Signal inputs from the clutch from the input shaft
- F16D2500/30415—Speed of the input shaft
- F16D2500/30417—Speed change rate of the input 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
- F16D2500/308—Signal inputs from the transmission
- F16D2500/30806—Engaged transmission ratio
- F16D2500/30808—Detection of transmission in neutral
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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
- F16D2500/50245—Calibration or recalibration of the 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
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/502—Relating the clutch
- F16D2500/50245—Calibration or recalibration of the clutch touch-point
- F16D2500/50266—Way of detection
- F16D2500/50281—Transmitted torque
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- 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
- F16D2500/70408—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
- F16D2500/70—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
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)
- Control Of Transmission Device (AREA)
Abstract
Method for determining the contact points of a friction clutch device having a first friction clutch and a second friction clutch in a motor vehicle having an internal combustion engine and a transmission device having a first sub-transmission having a first input shaft and a second sub-transmission having a second input shaft, which can be coupled to the internal combustion engine and/or decoupled from the internal combustion engine by means of the friction clutches of the friction clutch device, wherein a drag torque of the input shaft of the sub-transmission is first determined in a decoupled gear stage in the sub-transmission decoupled from the internal combustion engine during driving, a clutch torque is then formed by operating the respective friction clutch on the basis of a clutch torque request and a sum torque is then formed from the drag torque and the clutch torque, wherein the clutch torque request is limited when determining the clutch torque request in order to improve the method.
Description
Technical field
nullThe method that the present invention relates to the contact of a kind of friction clutch device with the first friction clutch and the second friction clutch for determining in motor vehicles，Described motor vehicles have internal combustion engine and gear arrangement，Described gear arrangement has the first sub-speed changer and the second sub-speed changer，Described first sub-speed changer has the first power shaft，Described second sub-speed changer has the second power shaft，Described first power shaft and described second power shaft can couple and/or decoupled with internal combustion engine with internal combustion engine by means respectively of the friction clutch of friction clutch device，Determine the drag torque of the power shaft of this sub-speed changer the most in motion when gear stage separates in the sub-speed changer decoupled with internal combustion engine，Next form clutch torque by means of the corresponding friction clutch requiring operation based on clutch torque and next formed summation torque by drag torque and clutch torque.
Background technology
A kind of known method for controlling there is the dual-clutch transmission of the sub-driving-chain of at least two from DE10 2,010 024 941A1, each in described sub-driving-chain can couple with internal combustion engine by means of clutch, wherein implements following step on the sub-driving-chain not enabled: in the clutch disconnected, the gear accessed is changed into neutral gear；Drag torque M of the power shaft of the sub-driving-chain not enabled is determined during default time interval P1S；The clutch of the sub-driving-chain that Guan Bi does not enables is until to the position preset, on described position, clutch torque is transmitted, and determines the summation torque M of the power shaft of the sub-driving-chain not enabled during default time interval P2；From drag torque MSAnd as drag torque MSWith clutch torque MKSum summation torque M in determine the clutch torque M of power shaft of the sub-driving-chain not enabledK；Clutch torque M determined by fromKAbsolute value and the clutch indicatrix of the clutch of sub-driving-chain that do not enables in determine contact position, in order to irrelevantly, the most in multiple times, the most to shift process produce with engine torque and make land used and do not improve that vehicle is operating abrasively determines contact.
The method of the power shifting clutch of known a kind of power train for monitoring clutch particularly motor vehicles from the German patent application with Application No. 10 2,011 106 774.8, wherein said clutch is arranged on engine output shaft downstream and is arranged on the transmission input shaft upstream of speed changer of driving-chain, performs in following step: keep the clutch of speed changer to disconnect；Take the gear of speed changer；Determine represent speed changer transmission input shaft spin up characteristic spin up parameter；Spin up parameter or the parameter thus derived determined by by be stored in non-volatile memory under conditions of the mark of distribution speed changer and under conditions of being allocated as follows information, described information is: on the time point determining rotating speed acceleration parameter, and the rotating speed of the transmission input shaft of speed changer is greater than or is also less than the rotating speed of engine output shaft.It is achieved that the monitoring of the improvement to the power shifting clutch of the driving-chain of clutch particularly motor vehicles, particularly indicate driving-chain and/or the state of power shifting clutch.
The method of the clutch contact of known a kind of friction clutch for determining in the motor vehicles with driver element and speed changer from the German patent application of Application No. 10 2,011 087 900.5, wherein said friction clutch is arranged between driver element and speed changer, transmission input shaft rotating speed when motor vehicles travel wherein determines the rotating speed gradient of transmission input shaft and rotating speed gradient determined by wherein using in order to determine clutch contact, in terms of linear characteristic, wherein check the speed curves of described transmission input shaft and determine the rotating speed gradient of transmission input shaft when determining linear characteristic, to shorten the described accuracy determined and obtain contact at this largely.
Summary of the invention
The present invention, based on following purpose, i.e. improves the method being previously mentioned at the beginning.Even if contact particularly also should be reliably achieved in the case of the drag torque of power shaft is very different to be determined.Particularly should prevent from determining the interruption likely repeated of process.Particularly should realize the quick adjustment of torque offset value.Particularly answer the change of torque-limiting deviant.Particularly should realize positive clutch torque and the requirement of negative clutch torque.
The solution of described purpose is realized by a kind of method of contact for determining the friction clutch device in motor vehicles with the first friction clutch and the second friction clutch, described motor vehicles have internal combustion engine and gear arrangement, described gear arrangement has the first sub-speed changer and the second sub-speed changer, described first sub-speed changer has the first power shaft, described second sub-speed changer has the second power shaft, described first power shaft and the second power shaft can couple and/or decoupled with internal combustion engine with internal combustion engine by means respectively of the friction clutch of friction clutch device, (ausgelegter is separated at gear stage the most in motion in the sub-speed changer decoupled with internal combustion engine) time determine the drag torque of power shaft of this sub-speed changer, next require that operating corresponding friction clutch forms clutch torque and next formed summation torque by drag torque and clutch torque, is wherein determining clutch torque requirement limit clutch torque requirement by means of based on clutch torque.Clutch torque requires can be limited on certain area.Described region can have lower limit and the upper limit.
Friction clutch device can have at least one actuator to operate.Friction clutch device can have the first actuator for operating the first friction clutch and for operating the second actuator of the second friction clutch.Contact can be described as follows actuator position, and in described actuator position, corresponding friction clutch starts to transmit torque towards the direction of the operating position coupled in the operation from decoupled operating position.Contact can be described as follows actuator position, the torque that the transmission of corresponding friction clutch is predetermined in described actuator position.Predetermined torque such as can be of about 2Nm to 3Nm.Friction clutch device can have control device.Control device to can be used in performing the method according to the invention.Control device and can have storage device.Storage device can have non-volatile electrical storage, and described non-volatile electrical storage can the information that stored of electrically erasable or covering.Storage device can have EEPROM (band EEPROM).The actuator position being associated with contact can be stored in storage arrangement.Current terminology " contact " also is able to represent the actuator position being associated with contact.Contact can be conditioned.Contact regulation can be used in so that the contact calculated is matched with real contact.It is determined to contact carry out in the scope of contact regulation.Contact regulation can result in contact deflection.Contact deflection can draw the torque that can transmit about distance corresponding to the parallel offset of clutch indicatrix in described clutch indicatrix.
Friction clutch can correspondingly be operated between opening and closing of operating position.Friction clutch can be respectively provided with importation and output part.In the operating position being fully disconnected, importation and output part can the most at least approximate the most decoupled.In of completely closed operating position, importation and output part can the most at least approximate and fully be coupled to each other.The torque of increase can be correspondingly caused to transmit the operation of friction clutch along closing direction.The torque of reduction can be correspondingly caused to transmit the operation of friction clutch along disconnecting direction.
Currently, term " when gear stage separates " represents neutral or the neutral position of sub-speed changer.The drag torque of power shaft can determine by means of the rotating speed gradient of power shaft.Rotating speed gradient can realize in the following way, is i.e. braked power shaft from output speed.Power shaft can be braked based on its rotary inertia at this.Power shaft at this owing to can be braked relative to the bearing friction of case of transmission.In order to form clutch torque, it is possible to along closing direction actuating friction clutch.Operation to friction clutch can be carried out in the way of torque-controlled.Clutch torque requires can be used in the direct torque of friction clutch.The formation of summation torque can be carried out by means of controlling device.Summation torque can be formed by drag torque and clutch torque being added.
The method according to the invention achieves quickly adjustment while torque offset value changes limitedly.Stabilize clutch torque requirement.Even if being also reliably achieved contact in the case of the drag torque of power shaft is very different to determine.Prevent the interruption determining process.
Clutch torque requires dynamically to be restricted.Clutch torque requires correspondingly to be restricted in the way of indivedual adjustment.When determining clutch torque requirement, drag torque can flow into.When determining clutch torque requirement, the most current drag torque can flow into.
When constructing clutch torque, the rotating speed of the power shaft of decoupled sub-speed changer can be matched with the rotating speed of another power shaft, and the speed discrepancy between this power shaft is lowered until predetermined minimum of a value.
When determining clutch torque requirement, first can determine torque required for the rotating speed of a power shaft of decoupled sub-speed changer is matched with the rotating speed of another power shaft completely, following by the torque limit determined in previous step to predetermined torque range, next the torque determined in previous step is reduced summation torque, next by the torque limit that determines in previous step to predetermined torque range, and next the torque determined in previous step is reduced predetermined torque offset value.Torque reduces the requirement achieving negative torque with predetermined torque offset value.Torque offset value is directed back on real contact rapidly especially for by the contact causing friction clutch over-engagement.
In different steps, torque can be restricted on identical torque range respectively.Torque required for the rotating speed of a power shaft of decoupled sub-speed changer is matched with the rotating speed of another power shaft completely and reduce the torque of summation torque and can be limited to respectively on identical torque range.Can be by torque limit to the torque range preset regularly or be restricted on the torque range individually preset.Particularly can be restricted on torque limit to the torque range between about 1Nm and about 5Nm on the torque range between about 1Nm and about 3Nm.Low extreme value ensure that the requirement of torque.
Before torque reduces summation torque, summation torque can be determined in proportion.Summation torque by means of the factor preset regularly or can determine by means of the factor being individually determined in proportion.Therefore within torque can be maintained at torque range if necessary.
At least one value required for determining drag torque can be stored.Torque required for the rotating speed of a power shaft of decoupled sub-speed changer is matched with the rotating speed of another power shaft completely can be stored.Boundary value or bounds can be stored.Summation torque can be stored.Torque offset value can be stored.Storage can be carried out in the storage device.The value the most stored directly can provide use after the igniting of motor vehicles is started again.Drag torque directly can be provided with after the igniting of motor vehicles is started again.It is capable of a kind of pre-control.
Briefly and in other words, therefore in dual-clutch transmission, the torque request when contact adaptation is determined via to the assessment of transmission input signal the most in motion by the present invention.The known value of the drag torque on power shaft can be flowed in the calculating of torque to be required the most together.This can be used total drag torque that the drag torque of the drag torque by clutch side and transmission side forms.
Calculate the torque request adaptive for contact to carry out in multiple steps via to the assessment of transmission input.A) torque necessary for reducing remnants slip is determined.B) torque limit that will determine from a) is on torque range.C) the limited torque come from b) is reduced total drag torque.D) torque limit c) will be come to torque range.E) the limited torque come from d) is reduced determined by torque offset value.
Some b) with d) in restriction can carry out with identical border.1Nm such as can be used as lower limit and to use 3Nm as the upper limit.The most minimum required torque, such as 1Nm.If reaching the upper limit after step b), then from total drag torque of 2Nm, in this example, have been able to select minimum torque request.Therefore, it is possible to meaningfully, first drag torque determines in proportion with factor, and is then subtracted in some c).First the reduction of the torque in some e) is capable of requiring negative torque.So, torque offset value can also be used to be narrowed down to rapidly too high software contact routinely on the hardware contact of reality.
Can be stored in EEPROM for calculating the important value of drag torque.If starting ignition, then all of drag torque is set up the most again.It can be a kind of pre-control from the point of view of drag torque value is used when calculating torque requires the viewpoint with control technology.
" can " particularly represent the optional feature of the present invention.Therefore drawing each embodiment of the present invention, described embodiment has a corresponding feature or multiple corresponding feature.
Accompanying drawing explanation
Embodiments of the invention are described in detail with reference next to accompanying drawing.Other feature and advantage are drawn from this description.The concrete feature of these embodiments can be the general feature of the present invention.The feature that the feature with other of this embodiment combines also is able to be each feature of the present invention.
Accompanying drawing schematically and is exemplarily illustrated:
Fig. 1 illustrates the block diagram of the dual-clutch transmission with corresponding electronic-controlled installation, and
Fig. 2 is shown in the chart during the adaptation of contact about speed curves.
Detailed description of the invention
Fig. 1 illustrates the block diagram of the dual-clutch transmission with corresponding electronic-controlled installation.Dual-clutch transmission or parallel-axis type speed variator have such as by oil-engine driven drive shaft 6, and described drive shaft can torsionally be connected with two power shafts 8 and 10 alternatively.Torque-flow from drive shaft 6 to power shaft 8 and 10 can control alternatively via each clutch K1 and K2.Different gearratios can be switched via the gear mesh only illustrating one of them between power shaft 8 and output shaft 12.The different gear mesh only illustrating one of them is allowed hand over equally between power shaft 10 and output shaft 12.In order to operate clutch K1 and K2, it is provided with actuator 14 and 16.For change gear pair, such as in order to set up the antitorque connection between the gear and corresponding power shaft 8 or 10 being arranged on power shaft 8 or 10, it is provided with actuator 18 or 20, described gear with correspondingly continuing the gear engagement being torsionally connected with output shaft 12, and described actuator is the most each can be comprised switching actuator and select actuator.Generally speaking, power shaft 8 and output shaft 12 and power shaft 10 and output shaft 12 form each sub-speed changer 22 or 24 of dual-clutch transmission.
There is the electronic-controlled installation 26 of microprocessor and corresponding program and data storage for controlling actuator 14, 16, 18 and 20, the output of described electronic-controlled installation correspondingly controls and its input 28 and sensor 30 of actuator, 32 or 34 connect, described sensor detection drive shaft 6, power shaft 8 and the rotating speed of power shaft 10, and be connected with other sensor of the operational factor for detecting vehicle transmission system, e.g. for detecting the sensor of the rotating speed of powered wheel, for detecting the sensor of the position of transmission lever, for detecting the sensor etc. of the position of gas pedal.Shown control device 26 can be connected with other control equipment of vehicle via bus system, such as, be connected with device for controlling engine, can control the power adjustment unit of engine by means of described device for controlling engine.Actuator such as can be designed as lever actuator, and described lever actuator such as controls in the way of electronic, and wherein the rotation of each motor is detected by count-up counter (not shown).
In the dual-clutch transmission that figure 1 illustrates, gear can be respectively connected in the sub-speed changer 22 or 24 that its clutch corresponding disconnects, the effective transmission of speed changer is determined by such (actively) sub-speed changer during this period, and the clutch of described sub-speed changer is Guan Bi.If such as accessing gear in sub-speed changer 22 and clutch K1 be Guan Bi, then this gear being effective for the transmission between drive shaft 6 and output shaft 12.In another sub-speed changer 24, have access to new to be switched gear simultaneously.When by speed changer from the gear switch being currently accessed to the new gear accessed, clutch K1 must be turned off, connection unbroken for the tractive force between drive shaft 6 and output shaft 12, and clutch K2 must close overlappingly.
In order to control clutch K1, K2, in controlling device 26, storage has clutch indicatrix.The torque transmitted about distance can be drawn at this.Clutch indicatrix includes the contact of clutch.Contact describes actuator position, and wherein clutch starts to transmit torque towards the direction of the operating position coupled in the operation from decoupled operating position.Contact describes actuator position, the torque that wherein corresponding friction clutch transmission is predetermined.Predetermined torque is little torque.Predetermined torque the most about 3Nm.The actuator position being associated with contact stores in the storage device.
In order to cause the coupling to the service condition changed, such as, it is matched with the temperature of change or is matched with the state of wear of change, adjusting contact.Contact is adapted for so that the contact calculated is matched with real contact.Contact adaptation can result in contact and moves.Contact is moved and is caused moving in parallel of clutch indicatrix.
Fig. 2 is shown in clutch as according to chart 40 about speed curves during the contact adaptation of clutch K1 and/or K2 of Fig. 1.X-axis is time shaft, draws the shift curve 48 of shift curve 46, the second sub-speed changer of tachometer value 44, the first sub-speed changer of tachometer value 43, second power shaft of the first power shaft on the y axis and the clutch position 50 of clutch that speed changer with the second power shaft and second is associated.If the sub-speed changer being associated with this clutch does not enables, then perform contact adaptive.
Contact fits in two stages 52,54 and carries out.In the first stage 52, in the sub-speed changer of second not enabled, determine the drag torque of the second power shaft of this sub-speed changer the most in motion when gear stage separates.Drag torque rotating speed based on the second power shaft declines 56 and determines.The rotating speed decline 56 of the second power shaft draws in particular according to rotary inertia and the bearing friction of the second power shaft.
In second stage 54, by means of the operation to the clutch required based on clutch torque accordingly, form clutch torque and make the rotating speed 44 of the second power shaft of decoupled sub-speed changer be matched with the rotating speed 42 of the first power shaft.Next summation torque is formed by drag torque and clutch torque.Clutch torque requires dynamically to be restricted.Therefore producing rotating speed in second stage 54 and decline 58, the decline of described rotating speed is gently stretched compared with the rotating speed decline 60 in the case of not having conditional clutch torque requirement.
In order to determine clutch torque requirement, first torque required for the rotating speed 44 of the power shaft of decoupled sub-speed changer is perfectly matched in the rotating speed 42 of another power shaft is determined, following by the torque range between the torque limit determined in previous step to 1Nm and 3Nm, next the torque determined in previous step is reduced the summation torque being made up of drag torque and clutch torque, following by the torque range between the torque limit determined in previous step to 1Nm and 3Nm, and next the torque determined in previous step is reduced torque offset value.Here, the value that storage is necessary for determining clutch torque requirement.
From the shift curve 46 of the first sub-speed changer and the tachometer value 42 of the first output shaft it can be seen that in the first sub-speed changer, during the contact adaptation shown in chart 40, gear stage, current i.e. the second gear is access in and is accelerated to drive.The shift curve 48 of the second sub-speed changer illustrates, in order to start the first stage 52, first separate the gear stage accessed in the second sub-speed changer, current i.e. the first gear, and switches to idle running.After terminating contact adaptation, in the second sub-speed changer, access new gear stage, the most i.e. third gear.According to clutch position 50 it can be seen that the clutch being associated with the second sub-speed changer and the second power shaft closes to start second stage 54, in order to form clutch torque.Terminating after second stage 54 and before the gear stage that access is new, clutch is again off.Engage clutch while not there is the restriction to clutch torque requirement to represent with 62.Engage clutch while there is the restriction to clutch torque requirement to represent with 64.It can be seen that have clutch that limited clutch torque requires with do not have clutch torque require in the case of compared with the most exceedingly engage.
Reference numerals list
6 drive shafts
8 power shafts
10 power shafts
12 output shafts
14 actuators
16 actuators
18 actuators
20 actuators
22 sub-speed changers
24 sub-speed changers
26 control device
28 inputs
30 sensors
32 sensors
34 sensors
K1 clutch
K2 clutch
40 charts
42 tachometer values
44 tachometer values
46 shift curve
48 shift curve
50 clutch positions
52 first stage
54 second stage
56 rotating speeds decline
58 rotating speeds decline
60 rotating speeds decline
The joint of 62 clutches
The joint of 64 clutches.
Claims (8)
1. one kind for determining have the first friction clutch (K1) and second in motor vehicles
The method of the contact of the friction clutch device of friction clutch (K2), described motor vehicles have
Internal combustion engine and gear arrangement, described gear arrangement has the first sub-speed changer (22) and second
Sub-speed changer (24), described first sub-speed changer has the first power shaft (8), described second son
Speed changer has the second power shaft (10), described first power shaft and described second power shaft can
Friction clutch (K1, K2) and described internal combustion by means respectively of described friction clutch device
Machine couples and/or decoupled with described internal combustion engine, is taking off with described internal combustion engine the most in motion
The sub-speed changer (24) of coupling determines the described of described sub-speed changer (24) when gear stage separates
By means of based on clutch torque, the drag torque of power shaft (10), next requires that operation is corresponding
Friction clutch (K2) next form clutch torque and by described drag torque and institute
State clutch torque and form summation torque,
It is characterized in that, when determining described clutch torque requirement, it is first determined for decoupled
The rotating speed (44) of the described power shaft (10) of described sub-speed changer (24) is perfectly matched in separately
Torque required for the rotating speed (42) of one power shaft (8), next will be in previous step
The torque limit determined in Zhou, next will in previous step really on predetermined torque range
Fixed torque reduces described summation torque, the torque limit that next will determine in previous step
Make on predetermined torque range, and next the torque determined in previous step is reduced
Predetermined torque offset value.
Method the most according to claim 1, it is characterised in that dynamically limit described from
Clutch torque request.
Method the most according to claim 2, it is characterised in that forming described clutch
During torque, make the rotating speed (44) of the described power shaft (10) of decoupled described sub-speed changer (24)
Be matched with the rotating speed (42) of another power shaft (8), and at this by described power shaft (8,
10) speed discrepancy between decreases up to predetermined minimum of a value.
Method the most according to claim 3, it is characterised in that by described torque in difference
Step in be restricted to respectively on identical torque range.
Method the most according to claim 4, it is characterised in that described torque limit is arrived
On the torque range preset regularly or on the torque range that is individually determined.
6. according to the method described in claim 4 or 5, it is characterised in that by described torque drop
Before low described summation torque, described summation torque is determined in proportion.
Method the most according to claim 6, it is characterised in that by means of presetting regularly
Factor or by means of the factor being individually determined, described summation torque is determined in proportion.
8. according to the method according to any one of the claims 1 to 5, it is characterised in that deposit
Store up at least one value necessary for determining described drag torque.
Applications Claiming Priority (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102012202556 | 2012-02-20 | ||
| DE102012202556.1 | 2012-02-20 | ||
| DE102012212449 | 2012-07-17 | ||
| DE102012212449.7 | 2012-07-17 | ||
| PCT/EP2013/051578 WO2013124122A1 (en) | 2012-02-20 | 2013-01-28 | Method for determining a clutch torque requirement |
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| CN104053923A CN104053923A (en) | 2014-09-17 |
| CN104053923B true CN104053923B (en) | 2016-08-24 |
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| CN201380005841.5A Active CN104053923B (en) | 2012-02-20 | 2013-01-28 | Method for determining a clutch torque request |
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| JP (1) | JP6203201B2 (en) |
| CN (1) | CN104053923B (en) |
| DE (2) | DE102013201317A1 (en) |
| WO (1) | WO2013124122A1 (en) |
Families Citing this family (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102013226115A1 (en) * | 2013-12-16 | 2015-07-02 | Robert Bosch Gmbh | Method for adapting a friction clutch |
| KR101519262B1 (en) * | 2013-12-18 | 2015-05-11 | 현대자동차주식회사 | Touch point adjusting method for dct |
| KR101704289B1 (en) * | 2015-11-18 | 2017-02-08 | 현대자동차주식회사 | Method for learning touch point of dual clutch transmission |
| CN106907406B (en) * | 2015-11-20 | 2019-03-26 | 奥特润株式会社 | The contact preparation method of clutch |
| KR101795282B1 (en) * | 2016-06-28 | 2017-11-08 | 현대자동차주식회사 | Method for controlling clutch of vehicles |
| EP3609727B1 (en) * | 2017-04-13 | 2021-12-15 | GKN Automotive Ltd. | Method and device for operating a drivetrain |
| DE102017207383B4 (en) * | 2017-05-03 | 2021-04-22 | Robert Bosch Gmbh | Method for determining a state of a clutch |
| JP6968206B2 (en) * | 2017-06-01 | 2021-11-17 | シェフラー テクノロジーズ アー・ゲー ウント コー. カー・ゲーSchaeffler Technologies AG & Co. KG | A method of identifying self-adjustment performed on a vehicle's automated, unoperated, closed clutch, preferably a hybrid release clutch on a hybrid vehicle. |
| CN108980335B (en) * | 2017-06-02 | 2020-06-26 | 上海汽车集团股份有限公司 | Self-learning triggering method and device for clutch half-joint point and dual-clutch automatic transmission |
| DE102017118892A1 (en) * | 2017-08-18 | 2019-02-21 | Schaeffler Technologies AG & Co. KG | Method for determining and adapting characteristic values of a friction clutch in a hybrid drive train |
| DE102018221532A1 (en) * | 2018-12-12 | 2020-06-18 | Zf Friedrichshafen Ag | Determination of a clutch application point |
| KR102762953B1 (en) | 2019-04-30 | 2025-02-07 | 현대자동차주식회사 | Method for controlling dual clutch transmission and the system thereof |
| DE102019111138B4 (en) * | 2019-04-30 | 2022-08-11 | Schaeffler Technologies AG & Co. KG | Method for determining a torque transmission property of a clutch |
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- 2013-01-28 CN CN201380005841.5A patent/CN104053923B/en active Active
- 2013-01-28 DE DE102013201317A patent/DE102013201317A1/en not_active Withdrawn
- 2013-01-28 DE DE112013001042.9T patent/DE112013001042B4/en active Active
- 2013-01-28 JP JP2014558050A patent/JP6203201B2/en active Active
- 2013-01-28 WO PCT/EP2013/051578 patent/WO2013124122A1/en active Application Filing
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| DE10316454A1 (en) * | 2002-04-10 | 2003-10-23 | Luk Lamellen & Kupplungsbau | Method and control device for controlling engine and clutch torque on drive shaft comprises carrying clutch torque to predetermined value at same time as engine torque is controlled to eliminate clutch slipping |
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Also Published As
| Publication number | Publication date |
|---|---|
| WO2013124122A1 (en) | 2013-08-29 |
| JP6203201B2 (en) | 2017-09-27 |
| CN104053923A (en) | 2014-09-17 |
| DE102013201317A1 (en) | 2013-08-22 |
| DE112013001042B4 (en) | 2022-04-21 |
| JP2015513052A (en) | 2015-04-30 |
| DE112013001042A5 (en) | 2014-12-11 |
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