(19)
(11)EP 3 336 373 B1

(12)EUROPEAN PATENT SPECIFICATION

(45)Mention of the grant of the patent:
25.11.2020 Bulletin 2020/48

(21)Application number: 17181159.9

(22)Date of filing:  13.07.2017
(51)International Patent Classification (IPC): 
F16D 48/06(2006.01)

(54)

CLUTCH CONTROL METHOD FOR VEHICLE

KUPPLUNGSSTEUERUNGSVERFAHREN FÜR FAHRZEUG

SYSTÈME DE COMMANDE D'EMBRAYAGE POUR VÉHICULE


(84)Designated Contracting States:
AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

(30)Priority: 15.12.2016 KR 20160171221

(43)Date of publication of application:
20.06.2018 Bulletin 2018/25

(73)Proprietors:
  • Hyundai Motor Company
    Seoul 06797 (KR)
  • Kia Motors Corporation
    Seoul 06797 (KR)
  • IUCF-HYU (Industry-University Cooperation Foundation Hanyang University)
    Seoul 04763 (KR)

(72)Inventors:
  • Kim, Jin Sung
    18445 Gyeonggi-do (KR)
  • Lee, Ho Young
    14596 Gyeonggi-do (KR)
  • Park, Jahng Hyon
    06098 Seoul (KR)
  • Ko, Young Ho
    16556 Gyeonggi-do (KR)

(74)Representative: Hoffmann Eitle 
Patent- und Rechtsanwälte PartmbB Arabellastraße 30
81925 München
81925 München (DE)


(56)References cited: : 
EP-A1- 2 136 194
DE-A1-102011 107 232
DE-A1-102011 080 716
DE-T2-602004 005 267
  
  • Otto Föllinger: ""Regelungstechnik" (Otto Föllinger)" In: Otto Föllinger: ""Regelungstechnik" (Otto Föllinger)", 1980, AEG - Telefunken, Frankfurt am Main, XP055460320, ISBN: 978-3-87087-116-1 pages 322-356, * page 322 - page 353; figures 12/2,12-26 *
  
Note: Within nine months from the publication of the mention of the grant of the European patent, any person may give notice to the European Patent Office of opposition to the European patent granted. Notice of opposition shall be filed in a written reasoned statement. It shall not be deemed to have been filed until the opposition fee has been paid. (Art. 99(1) European Patent Convention).


Description

FIELD



[0001] The present disclosure relates to a clutch control method for a vehicle.

BACKGROUND



[0002] The statements in this section merely provide background information related to the present disclosure and may not constitute prior art.

[0003] An AMT (Automated Manual Transmission) or a DCT (Dual Clutch Transmission) uses a dry clutch that allows power to be transmitted from a power source such as an engine to the transmission.

[0004] Since the dry clutch does not use a separate hydraulic device, it is advantageous in terms of a small number of parts and relative low cost. However, it takes a lot of effort to accurately control the dry clutch since the characteristics of the dry clutch vary relatively widely depending on the temperature or the like.

[0005] In the AMT or DCT, the dry clutch (hereinafter, simply referred to as the "clutch") is controlled in the following manner. Once a stroke is formed by a clutch actuator, the transmission torque of the clutch is changed depending on the size of the stroke while the clutch is operated. Accordingly, a controller controls the clutch actuator to determine what to form the stroke of the clutch actuator to a degree so as to form a desired size of clutch transmission torque, thereby controlling the clutch. For the control of the clutch, there is provided a T-S (Torque-Stroke) curve that represents characteristics of a clutch transmission torque to a clutch actuator stroke.

[0006] However, since the characteristics of the transmission torque to the stroke vary widely depending on the temperature of the clutch or the other driving condition, it is trying to properly adapt the T-S curve according to the varying clutch characteristics.

[0007] DE 10 2011 107 232 A1 discloses an elastic deformation of a torque transmission device by a control technology model, and providing a friction clutch in the torque transmission device. The control technology model is provided as an elasto-plastic model. The elastic component and plastic component consider a torque transmitted by the friction clutch. The control technology model has a brush model of the friction clutch.

[0008] The foregoing is intended merely to aid in the understanding of the background of the present disclosure, and is not intended to mean that the present disclosure falls within the purview of the related art that is already known to those skilled in the art.

SUMMARY



[0009] The present disclosure proposes a clutch control method for a vehicle, capable of more accurately estimating characteristics of a clutch transmission torque to a clutch actuator stroke in real time in order to enhance shift quality with an improvement in accuracy of clutch control and enhance merchantable quality of a vehicle.

[0010] A clutch control method for a vehicle according to the present invention is defined by claim 1. The method includes steps of: calculating an estimated clutch torque by substituting a plurality of parameters, which represent physical properties of a clutch, and a sensed stroke of a clutch actuator into a predetermined characteristic function, which represents characteristics of a clutch transmission torque to a clutch actuator stroke, by a controller; updating the plurality of parameters as new values by a prediction error method based on a torque error, which is a difference between a reference clutch torque referring to a current transmission torque of the clutch and the estimated clutch torque calculated in the step of calculating the estimated clutch torque, by the controller; calculating a desired stroke by substituting a desired clutch torque and the updated parameters into a predetermined characteristic inverse function, which represents a clutch actuator stroke to a clutch transmission torque, by the controller, and driving the clutch actuator based on the calculated desired stroke to control the clutch by the controller.

[0011] The plurality of parameters includes a touch point, a cushion spring constant, a diaphragm spring constant, a clutch actuator stroke at which a diaphragm spring begins to be deformed, and a rate of change of a value, which is obtained by adding the cushion spring constant and the diaphragm spring constant, based on a change of the clutch actuator stroke.

[0012] The characteristic function is calculated as:

where:

cl: an estimated clutch torque,

cl: a sensed clutch actuator stroke,

p0: a clutch touch point,

p1: a cushion spring constant,

p2: a diaphragm spring constant,

p3: a clutch actuator stroke at which a diaphragm spring begins to be deformed, and

p4: a rate of change of a value, which is obtained by adding the cushion spring constant and the diaphragm spring constant, based on a change of the clutch actuator stroke.



[0013] The characteristic inverse function is calculated as:

where:

: a desired stroke,

cl: a desired clutch torque,



and



[0014] Dependent claims relate to preferred embodiments. The updating the parameters may be performed using the following equation:

where:

n: 1, 2, 3, and 4,

k: a current control cycle,

k-1: a previous control cycle,

Tcl (k): a reference clutch torque,



λ(k): a forgetting factor (0 < λ(k) < 1), and

where: Tcl = cl and u = ǔ.



[0015] The reference clutch torque may be a torque value of a torque observer.

[0016] In a state in which micro-slip of the clutch is maintained under approximately 50 RPM, a torque of an engine connected to the clutch may be used as the reference clutch torque.

[0017] As apparent from the above description, the clutch control method for a vehicle in the exemplary forms of the present disclosure can more accurately estimate the characteristics of the clutch transmission torque to the clutch actuator stroke in real time in order to enhance shift quality with an improvement in accuracy of clutch control and enhance merchantable quality of the vehicle.

[0018] Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure.

DRAWINGS



[0019] In order that the disclosure may be well understood, there will now be described various forms thereof, given by way of example, reference being made to the accompanying drawings, in which:

FIG. 1 is a diagram illustrating a configuration of a vehicle having a DCT to which the present disclosure pertains;

FIG. 2 is a flowchart illustrating a clutch control method for a vehicle in one form of the present disclosure;

FIG. 3 is a graph for explaining the relationship between a T-S curve and a parameter in one form of the present disclosure;

FIG. 4 is a graph for explaining activation of a spring constant to a clutch actuator stroke in one form of the present disclosure;

FIG. 5 is a graph illustrating variations in parameters over time in one form of the present disclosure; and

FIG. 6 is a graph for explaining that the T-S curve is updated by the variations in parameters of FIG. 5.



[0020] The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way.

DETAILED DESCRIPTION



[0021] The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features.

[0022] FIG. 1 illustrates a configuration of a vehicle having a DCT (Dual Clutch Transmission) to which the present disclosure pertains, and the vehicle is configured to supply power from an engine E to drive wheels W through the DCT. Two constituent clutches 1 of the DCT are controlled by clutch actuators 3, respectively, and shift gears forming respective shift stages are shifted by shift actuators 4 that are driven by selecting synchronizers. The clutch actuators 3 and the shift actuators 4 are controlled by a controller 5, and the controller 5 receives an operation amount of an accelerator pedal in response to signals input from an APS (Accelerator Position Sensor) 7.

[0023] Of course, the controller 5 may also receive information of engine torque and engine speed, and may receive operation strokes of the clutch actuators 3 through sensors from the clutch actuators 3.

[0024] In addition, the controller may receive information of the torque of the engine as a power source and the torque of a drive motor to utilize the information for control of the clutch actuators 3 and the shift actuators 4 in a hybrid vehicle.

[0025] As illustrated in FIG. 2, a clutch control method for a vehicle in one form of the present disclosure includes: a torque estimation step (S10) of calculating an estimated clutch torque by substituting a plurality of parameters, which represent physical properties of a clutch 1, and a sensed stroke of a clutch actuator into a predetermined characteristic function, which represents characteristics of a clutch transmission torque to a clutch actuator stroke, by a controller 5; a parameter update step (S20) of updating the parameters as new values by a prediction error method using a torque error, which is a difference between a reference clutch torque referring to a current transmission torque of the clutch 1 and the estimated clutch torque calculated in the torque estimation step, by the controller 5; a stroke calculation step (S30) of calculating a desired stroke by substituting a desired clutch torque and the updated parameters into a predetermined characteristic inverse function, which represents a clutch actuator stroke to a clutch transmission torque, by the controller 5; and a driving step (S40) of driving the clutch actuator 3 based on the calculated desired stroke to control the clutch 1 by the controller 5.

[0026] Here, the present disclosure may more accurately control the clutch 1 while following variations in the physical properties of the clutch in real time by substituting the current stroke of the clutch actuator and the parameters into the characteristic function to calculate the estimated clutch torque, by updating the parameters by the prediction error method using the torque error that is obtained by subtracting the estimated clutch torque from the reference clutch torque, by substituting the desired clutch torque required for the clutch and the updated parameters into the characteristic inverse function to calculate the desired stroke, by driving the clutch actuator based on the calculated desired stroke, by reflecting the variation in the physical properties of the clutch varying in real time as variations in the parameters, and by calculating a desired stroke to a new desired clutch torque using the varied parameters.

[0027] The parameters, which represent the physical properties of the clutch 1, include a touch point p0, a cushion spring constant p1, a diaphragm spring constant p2, a clutch actuator stroke at which a diaphragm spring begins to be deformed p3, and a rate of change of a value, which is obtained by adding the cushion spring constant and the diaphragm spring constant, depending on the change of the clutch actuator stroke p4.

[0028] The touch point p0 is a point of time when the contact of the clutch substantially begins as the stroke of the clutch actuator 3 increases, in which case the transmission torque of the clutch theoretically begins to increase from "0" to a level higher than "0".

[0029] The cushion spring constant p1 may mean elasticity provided by the friction material itself for the clutch, and refers to a gradient of the clutch transmission torque, which linearly increases immediately after the touch point in FIG. 3.

[0030] The diaphragm spring constant p2 means elasticity of the diaphragm spring of the clutch according to the increase in the stroke of the clutch actuator. The parameter p3 is a clutch actuator stroke at which the diaphragm spring begins to be deformed.

[0031] Accordingly, as illustrated in FIG. 3, as the stroke of the clutch actuator increases, the clutch transmission torque increases at the gradient of the cushion spring constant p1 before the parameter p3, and then increases at the gradient of the sum of the cushion spring constant p1 and the diaphragm spring constant p2.

[0032] However, the diaphragm spring constant is not substantially exhibited by 100% at the initial stage of deformation of the diaphragm spring, but is changed from 0% to 100% as the stroke of the clutch actuator increases. Therefore, the present disclosure uses the parameter p4 to reflect such a change.

[0033] That is, the parameter p4 is a rate of change of a value, which is obtained by adding the cushion spring constant and the diaphragm spring constant, depending on the change of the clutch actuator stroke. In FIG. 3, the parameter p4 allows the clutch transmission torque to be smoothly rounded and increase in a slight section immediately after the stroke of the clutch actuator passes through p3.

[0034] For reference, FIG. 4 is a graph illustrating that the activation of the diaphragm spring constant is changed from 0% to 100% as the stroke of the clutch actuator increases, and "∼p4" means that the parameter p4 varies depending on the stroke of the clutch actuator.

[0035] The reason the cushion spring constant is added to the parameter p4 according to the change of the clutch actuator stroke is because the cushion spring constant consistently acts, in a state in which it is already activated by 100%, in the working range of the diaphragm spring.

[0036] The characteristic function is expressed by the following equation:

where cl: an estimated clutch torque,

: a sensed clutch actuator stroke,

p0: a clutch touch point,

p1: a cushion spring constant,

p2: a diaphragm spring constant,

p3: a clutch actuator stroke at which a diaphragm spring begins to be deformed, and

p4: a rate of change of a value, which is obtained by adding the cushion spring constant and the diaphragm spring constant, depending on the change of the clutch actuator stroke.



[0037] The controller first calculates the estimated clutch torque cl using initial values of the parameters in a control cycle. The initial values may be values that are predetermined and input according to the physical properties of the clutch, or may be values that are determined and stored during traveling of a previous vehicle so that the stored values are used as initial values when a new vehicle begins to travel.

[0038] In addition, although the sensed clutch actuator stroke that is desired to calculate the estimated clutch torque cl may be obtained by a separate sensor, it may be calculated by a value from a hall sensor that senses the motor driving state of the clutch actuator.

[0039] The parameter update step is performed using the following equation:

where n: 1, 2, 3, and 4,

k: a current control cycle,

k-1: a previous control cycle,

Tcl (k): a reference clutch torque,



λ(k): a forgetting factor (0 < λ(k) < 1), and

where Tcl = cl and u = ǔ.



[0040] For reference, the prediction error method is a known technology that is disclosed in 'Theory and Practice of Recursive Identification" by Ljung and Soderstrom (MIT Press, 1983).

[0041] The reference clutch torque Tcl used in the parameter update step (S20) means the current transmission torque of the clutch, and may use a torque value that is actually transmitted from the clutch if possible.

[0042] However, since there is not a substantial sensor that directly measures the current torque transmitted from the clutch, a value, which may most accurately represent the current transmission torque of the clutch according to the driving condition of the vehicle if possible, is used as the reference clutch torque.

[0043] Accordingly, the torque of the engine connected to the clutch may be used as the reference clutch torque in a state in which the micro-slip of the clutch is stably maintained under 50 RPM.

[0044] This is because the overall power of the engine is transmitted through the clutch in the state in which the micro-slip of the clutch is stably maintained.

[0045] Of course, the driving condition, in which a motor torque is used as the reference clutch torque in the micro-slip state of the clutch, is present in a hybrid vehicle.

[0046] When the clutch is not in the micro-slip state, a torque value of a torque observer may be used for the vehicle.

[0047] Of course, the torque value calculated by the torque observer is an estimated value and may differ from a real clutch transmission torque. However, this may be one of methods of detecting a clutch transmission torque that is closest to the real torque when the clutch is not in the micro-slip state.

[0048] The characteristic inverse function used in the stroke calculation step is expressed by the following equation:

where : a desired stroke,

cl: a desired clutch torque,



and



[0049] For reference, p1p3 means a clutch transmission torque when the clutch actuator stroke is positioned at p3.

[0050] Here, the desired clutch torque is a clutch transmission torque that should be realized in a next control cycle by the controller. The desired clutch torque is set by reflecting a variety of driving conditions of the vehicle, such as a pressing amount of an accelerator pedal by a driver, a shift status, and a shift stage, and the method of determining the desired clutch torque according to the driving conditions of the vehicle uses a conventional known technology.

[0051] As described above, the controller may more accurately control the clutch by reflecting the variation in the physical properties of the clutch varying in real time as variations in the parameters in the torque estimation step (S10) and the parameter update step (S20), by obtaining a clutch actuator stroke for accomplishing a desired clutch torque that should be controlled in a next control cycle according to the driving condition of the vehicle in the stroke calculation step (S30), and by performing the driving step (S40) based on the same. Ultimately, it is possible to improve shift quality and driving quality of the vehicle and thus enhance merchantable quality of the vehicle.

[0052] The controller 5 repeatedly performs the above process while the vehicle continues to travel, and the sensed stroke of the clutch actuator that is driven in the driving step (S40) is finally used in the torque estimation step (S10) of a next control cycle.

[0053] For reference, FIG. 5 illustrates that parameters vary depending on the state of the clutch that is gradually changed from an initial state, and FIG. 6 illustrates that the T-S curve is adapted according to the variations in parameters. In FIGS. 5 and 6, reference numeral (0) refers to an initial state, and reference numerals (1) and (2) refer to states that are sequentially changed after the initial state.

[0054] The state (1) is a state in which the parameters are updated in the parameter update step when the estimated clutch torque is calculated using the parameters in the state (0) and the torque error calculated using the estimated clutch torque is a positive value. In the state (1), the parameters are updated such that an error in a corresponding stroke is reduced in such a way to increase p1 and p2 and decrease p3, compared to the state (0). As illustrated in the state (1) of FIG. 6, the T-S curve is in a state in which it is slightly rotated counterclockwise by the variation in parameters, compared to the state (0).

[0055] The state (2) is a state in which the parameters are updated in the parameter update step when the estimated clutch torque is calculated using the parameters in the state (1) and the torque error calculated using the estimated clutch torque is a negative value. In the state (2), the parameters are updated such that an error in a corresponding stroke is reduced in such a way to decrease p1 and p2 and increase p3, compared to the state (1). As illustrated in the state (2) of FIG. 6, the T-S curve is in a state in which it is slightly rotated clockwise by the variation in parameters, compared to the state (1).

[0056] Although the exemplary forms of the present disclosure have been disclosed for illustrative purposes, those skilled in the art will appreciate that various modifications, additions and substitutions are possible, without departing from the scope of the appended claims.


Claims

1. A clutch control method for a vehicle, comprising steps of:

calculating (S10) an estimated clutch torque by substituting a plurality of parameters, which represent physical properties of a clutch (1), and a sensed stroke of a clutch actuator (3) into a predetermined characteristic function, which represents characteristics of a clutch transmission torque to a clutch actuator stroke, by a controller (5);

updating (S20) the plurality of parameters as new values by a prediction error method based on a torque error, which is a difference between a reference clutch torque referring to a current transmission torque of the clutch (1) and the estimated clutch torque calculated in the step of calculating (S10) the estimated clutch torque, by the controller (5);

calculating (S30) a desired stroke by substituting a desired clutch torque and the updated parameters into a predetermined characteristic inverse function, which represents a clutch actuator stroke to a clutch transmission torque, by the controller (5); and

driving (S40) the clutch actuator (3) based on the calculated desired stroke to control the clutch by the controller (5),

wherein the plurality of parameters comprise a touch point, a cushion spring constant, a diaphragm spring constant, a clutch actuator stroke at which a diaphragm spring begins to be deformed, and a rate of change of a value, which is obtained by adding the cushion spring constant and the diaphragm spring constant, based on a change of the clutch actuator stroke,

wherein the characteristic function is calculated as:

where:

cl is an estimated clutch torque,

is sensed clutch actuator stroke,

p0 is a clutch touch point,

p1 is a cushion spring constant,

p2 is a diaphragm spring constant,

p3 is a clutch actuator stroke at which a diaphragm spring begins to be deformed, and

p4 is a rate of change of a value, which is obtained by adding the cushion spring constant and the diaphragm spring constant, based on a change of the clutch actuator stroke,

wherein the characteristic inverse function is calculated as:

where:

is a desired stroke,

cl is a desired clutch torque,



and


 
2. The clutch control method according to claim 1, wherein the updating (S20) the parameters is performed as:

where:

n is 1, 2, 3, and 4,

k is a current control cycle,

k-1 is a previous control cycle,

Tcl(k) is a reference clutch torque,



λ(k) is a forgetting factor (0 < λ(k) < 1), and

where: Tcl = T̂cl and u = ǔ.


 
3. The clutch control method according to claim 1 or 2, wherein the reference clutch torque is a torque value of a torque observer.
 
4. The clutch control method according to any one of the preceding claims, wherein in a state where a micro-slip of the clutch (1) is maintained under approximately 50 RPM, a torque of an engine (E) connected to the clutch (1) is used as the reference clutch torque.
 


Ansprüche

1. Kupplungssteuerverfahren für ein Fahrzeug, umfassend die folgenden Schritte:

Berechnen (S10) eines geschätzten Kupplungsdrehmoments durch Ersetzen einer Vielzahl von Parametern, die physikalische Eigenschaften einer Kupplung (1) darstellen, und eines erfassten Hubs eines Kupplungsaktuators (3) in eine vorbestimmte charakteristische Funktion, die Charakteristiken eines Kupplungsgetriebedrehmoments auf einen Kupplungsaktuatorhub darstellt, von einer Steuereinheit (5);

Aktualisieren (S20) der Vielzahl von Parametern als neue Werte durch ein Vorhersagefehlerverfahren basierend auf einem Drehmomentfehler, der eine Differenz zwischen einem Referenzkupplungsdrehmoment, das sich auf ein aktuelles Getriebedrehmoment der Kupplung (1) bezieht, und dem geschätzten Kupplungsdrehmoment ist, das im Schritt des Berechnens (S10) des geschätzten Kupplungsdrehmoments berechnet wird, von der Steuereinheit (5);

Berechnen (S30) eines gewünschten Hubs durch Ersetzen eines gewünschten Kupplungsdrehmoments und der aktualisierten Parameter in eine vorbestimmte charakteristische Umkehrfunktion, die einen Kupplungsaktuatorhub gegenüber einem Kupplungsübertragungsdrehmoment darstellt, von der Steuereinheit (5); und

Antreiben (S40) des Kupplungsaktuators (3) basierend auf dem berechneten gewünschten Hub, um die Kupplung von der Steuereinheit (5) zu steuern,

wobei die Vielzahl von Parametern einen Berührungspunkt, eine Kissenfederkonstante, eine Membranfederkonstante, einen Kupplungsaktuatorhub, bei dem eine Membranfeder zu verformen beginnt, und eine Änderungsrate eines Wertes umfasst, der durch Addieren der Kissenfederkonstante und der Membranfederkonstante erhalten wird, basierend auf einer Änderung des Kupplungsaktuatorhubs,

wobei die charakteristische Funktion berechnet wird als

wobei:

cl ein geschätztes Kupplungsdrehmoment ist,

ein erfasster Kupplungsaktuatorhub ist,

p0 ein Kupplungsberührungspunkt ist,

p1 eine Kissenfederkonstante ist,

p2 eine Membranfederkonstante ist,

p3 ein Kupplungsaktuatorhub ist, bei dem eine Membranfeder zu verformen beginnt, und

p4 eine Änderungsrate eines Wertes ist, der durch Addieren der Kissenfederkonstante und der Membranfederkonstante erhalten wird, basierend auf einer Änderung des Kupplungsaktuatorhubs,

wobei die charakteristische Umkehrfunktion berechnet wird als:

wobei:

ein gewünschter Hub ist,

cl ein gewünschtes Kupplungsdrehmoment ist,



und


 
2. Kupplungssteuerverfahren nach Anspruch 1, wobei das Aktualisieren (S20) der Parameter wie folgt durchgeführt wird:

wobei:

n 1, 2, 3 und 4 ist,

k ein aktueller Steuerzyklus ist,

k-1 ein vorheriger Steuerzyklus ist,

Tcl(k) ein Referenzkupplungsdrehmoment ist,



λ(k) ein Vergessensfaktor (0 <λ (k) < 1) ist, und

wobei: Tcl = cl und u = ǔ.


 
3. Kupplungssteuerverfahren nach Anspruch 1 oder 2, wobei das Referenzkupplungsdrehmoment ein Drehmomentwert eines Drehmomentbeobachters ist.
 
4. Kupplungssteuerverfahren nach einem der vorstehenden Ansprüche, wobei in einem Zustand, in dem ein Mikroschlupf der Kupplung (1) unter ungefähr 50 U/min gehalten wird, ein Drehmoment eines Motors (E), der mit der Kupplung (1) verbunden ist, als Referenzkupplungsdrehmoment verwendet wird.
 


Revendications

1. Procédé de commande d'embrayage pour un véhicule, comprenant les étapes :

de calcul (S10) d'un couple d'embrayage estimé en remplaçant une pluralité de paramètres, qui représentent des propriétés physiques d'un embrayage (1), et un couple détecté d'un actionneur d'embrayage (3) dans une fonction caractéristique prédéterminée, qui représente des caractéristiques d'un couple de transmission d'embrayage par rapport à une course d'actionneur d'embrayage, par un dispositif de commande (5) ;

de mise à jour (S20) de la pluralité de paramètres en tant que nouvelles valeurs par un procédé d'erreur de prédiction basé sur une erreur de couple, qui est une différence entre un couple d'embrayage de référence se rapportant à un couple de transmission courant de l'embrayage (1) et le couple d'embrayage estimé calculé à l'étape de calcul (S10) du couple d'embrayage estimé, par le dispositif de commande (5) ;

de calcul (S30) d'un couple souhaité en remplaçant un couple d'embrayage souhaité et les paramètres mis à jour dans une fonction inverse caractéristique prédéterminée, qui représente une course d'actionneur d'embrayage par rapport à un couple de transmission d'embrayage, par le dispositif de commande (5) ; et

d'entraînement (S40) de l'actionneur d'embrayage (3) sur la base de la course souhaitée calculée pour commander l'embrayage par le dispositif de commande (5),

dans lequel la pluralité de paramètres comprennent un point de contact, une constante de plaquette de progressivité, une constante de ressort diaphragme, une course d'actionneur d'embrayage à laquelle un ressort diaphragme commence à être déformé, et une vitesse de changement d'une valeur, qui est obtenue en additionnant la constante de plaquette de progressivité et la constante de ressort diaphragme, sur la base d'un changement de la course d'actionneur d'embrayage,

dans lequel la fonction caractéristique est calculée comme :

où :

cl est un couple d'embrayage estimé,

est une course d'actionneur d'embrayage détectée,

p0 est un point de contact d'embrayage,

p1 est une constante de plaquette de progressivité,

p2 est une constante de ressort diaphragme,

p3 est une course d'actionneur d'embrayage à laquelle un ressort diaphragme commence à être déformé, et

p4 est une vitesse de changement d'une valeur, qui est obtenue en additionnant la constante de plaquette de progressivité et la constante de ressort diaphragme, sur la base d'un changement de la course d'actionneur d'embrayage,

dans lequel la fonction inverse caractéristique est calculée comme :

où :

est une course souhaitée,

Tcl est un couple d'embrayage souhaité,



et


 
2. Procédé de commande d'embrayage selon la revendication 1, dans lequel la mise à jour (S20) des paramètres est mise en œuvre comme :

où :

n est 1, 2, 3 et 4,

k est un cycle de commande courant,

k -1 est un cycle de commande précédent,

Tcl(k) est un couple d'embrayage de référence,



λ(k) est un facteur d'oubli (0 < λ(k) < 1), et

où: Tcl = cl et u = .


 
3. Procédé de commande d'embrayage selon la revendication 1 ou 2, dans lequel le couple d'embrayage de référence est une valeur de couple d'un observateur de couple.
 
4. Procédé de commande d'embrayage selon l'une quelconque des revendications précédentes, dans lequel dans un état où un micropatinage de l'embrayage (1) est maintenu à approximativement 50tr/min, un couple d'un moteur (E) relié à l'embrayage (1) est utilisé comme couple d'embrayage de référence.
 




Drawing




















Cited references

REFERENCES CITED IN THE DESCRIPTION



This list of references cited by the applicant is for the reader's convenience only. It does not form part of the European patent document. Even though great care has been taken in compiling the references, errors or omissions cannot be excluded and the EPO disclaims all liability in this regard.

Patent documents cited in the description




Non-patent literature cited in the description