WO2019149226A1 - 离合器物理滑磨系数修正方法及装置 - Google Patents

离合器物理滑磨系数修正方法及装置 Download PDF

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Publication number
WO2019149226A1
WO2019149226A1 PCT/CN2019/073998 CN2019073998W WO2019149226A1 WO 2019149226 A1 WO2019149226 A1 WO 2019149226A1 CN 2019073998 W CN2019073998 W CN 2019073998W WO 2019149226 A1 WO2019149226 A1 WO 2019149226A1
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WIPO (PCT)
Prior art keywords
clutch
torque
engine
slip coefficient
physical slip
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2019/073998
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English (en)
French (fr)
Inventor
胡志涛
范德芬卫斯理
刘晓东
刘文健
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Great Wall Motor Co Ltd
Original Assignee
Great Wall Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Great Wall Motor Co Ltd filed Critical Great Wall Motor Co Ltd
Priority to US16/965,142 priority Critical patent/US11028887B2/en
Priority to AU2019214697A priority patent/AU2019214697B2/en
Priority to RU2020128703A priority patent/RU2742402C1/ru
Priority to EP19747963.7A priority patent/EP3748187B1/en
Publication of WO2019149226A1 publication Critical patent/WO2019149226A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10406—Clutch position
    • F16D2500/10412—Transmission line of a vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10443—Clutch type
    • F16D2500/1045—Friction clutch
    • 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
    • F16D2500/11—Application
    • F16D2500/1107—Vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/302—Signal inputs from the actuator
    • F16D2500/3021—Angle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/302—Signal inputs from the actuator
    • F16D2500/3027—Torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/30404—Clutch temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
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    • F16D2500/30406—Clutch slip
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    • 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
    • F16D2500/30412—Torque of the input shaft
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    • 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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    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16D2500/00—External control of clutches by electric or electronic means
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    • F16D2500/3042—Signal inputs from the clutch from the output shaft
    • F16D2500/30426—Speed of the output shaft
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    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/306—Signal inputs from the engine
    • F16D2500/3065—Torque of the engine
    • 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
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    • F16D2500/306—Signal inputs from the engine
    • F16D2500/3067—Speed of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/306—Signal inputs from the engine
    • F16D2500/3067—Speed of the engine
    • F16D2500/3068—Speed change of rate of the engine
    • 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
    • F16D2500/30802—Transmission oil properties
    • F16D2500/30803—Oil temperature
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/316—Other signal inputs not covered by the groups above
    • F16D2500/3165—Using the moment of inertia of a component as input for the control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50206—Creep control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/5023—Determination of the clutch wear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16D2500/50—Problem to be solved by the control system
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    • F16D2500/50233—Clutch wear adjustment operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50236—Adaptations of the clutch characteristics, e.g. curve clutch capacity torque - clutch actuator displacement
    • 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
    • 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
    • F16D2500/50251—During operation
    • F16D2500/50257—During a creep operation
    • 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
    • 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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    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/706—Strategy of control
    • F16D2500/70605—Adaptive correction; Modifying control system parameters, e.g. gains, constants, look-up tables
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • 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
    • F16D2500/708—Mathematical model
    • F16D2500/7082—Mathematical model of the clutch

Definitions

  • the invention relates to the technical field of vehicle control, and in particular to a method and a device for correcting a physical slip coefficient of a clutch.
  • the vehicle can calculate the physical slip coefficient according to the engine torque and the clutch pressure, and continuously calculate a plurality of physical slip coefficients, thereby calculating an average physical slip coefficient, and finally according to the transmission oil temperature, the clutch pressure, and the clutch slip. Poor, the average physical slip coefficient is corrected to obtain the corrected physical slip coefficient.
  • the above process of correcting the physical slip coefficient is only for the micro-slip stage, that is, the case where the rotation speed difference interval is small (for example, the state in which the vehicle runs smoothly), but it cannot be used for the situation of the large slip stage (for example, the vehicle starts).
  • the state of the shifting is corrected by the physical slip coefficient, resulting in an incomplete correction of the physical slip coefficient.
  • the embodiment of the present invention aims to propose a method for correcting the physical slip coefficient of the clutch, so as to solve the problem that the physical slip coefficient can be corrected only for a certain stage, and the physical slip coefficient is not comprehensively corrected.
  • a method for correcting a physical slip coefficient of a clutch wherein the method for correcting a physical slip coefficient of the clutch comprises:
  • the physical slip coefficient is corrected based on the correction weight and the running-in state of the clutch.
  • the obtaining a torque difference according to a positional relationship between the engine and the clutch includes:
  • the torque difference is obtained according to the engine shaft end moment of inertia and angular acceleration.
  • the acquiring the correction weight corresponding to the engine torque according to the torque difference comprises:
  • the correcting the physical sliding coefficient according to the correction weight and the running-in state of the clutch includes:
  • interpolation is performed between the physical slip coefficient of the new clutch and the physical slip coefficient of the clutch after the running, and the corrected physical slip coefficient is obtained.
  • the method for correcting the physical slip coefficient of the clutch further includes:
  • the acquiring the torque difference according to the positional relationship between the engine and the clutch includes:
  • the torque difference is acquired according to the positional relationship between the engine and the clutch.
  • the clutch physical slip coefficient correction method of the present invention has the following advantages:
  • the method for correcting the physical slip coefficient of the clutch according to the present invention obtains the torque difference by using the positional relationship between the engine and the clutch, and obtains the torque difference in real time, and acquires the engine according to the torque difference.
  • the correction weight corresponding to the torque, and then the physical slip coefficient is corrected according to the correction weight combined with the running-in state of the clutch, thereby avoiding correcting the physical slip coefficient only when the rotation speed difference interval is small, and being able to physics at any time.
  • the slip coefficient is corrected to improve the comprehensiveness and flexibility of the modified physical slip coefficient.
  • Another object of the present invention is to provide a clutch physical slip coefficient correction device for solving the problem that the physical slip coefficient can only be corrected for a certain stage, resulting in incomplete correction of the physical slip coefficient.
  • a clutch physical slip coefficient correction device comprising:
  • a first acquiring module configured to acquire a torque difference according to a positional relationship between the engine and the clutch
  • a second acquiring module configured to acquire a correction weight corresponding to the engine torque according to the torque difference
  • the correction module is configured to correct the physical slip coefficient according to the correction weight and the running-in state of the clutch.
  • the first acquiring module includes:
  • a first acquisition sub-module for obtaining an amount of change in an angle between the engine and the clutch input end
  • a first calculating submodule configured to calculate the torque difference according to the engine torque, the torque of the clutch to be removed, and the torque of the clutch to be subjected to the torque when the amount of change is less than a preset threshold;
  • the second calculating submodule is configured to calculate the torque difference according to the engine shaft end moment of inertia and the angular acceleration when the amount of change is greater than or equal to the preset threshold.
  • the second obtaining module includes:
  • An interval determining submodule configured to determine a torque interval corresponding to the engine torque based on the engine torque
  • selecting a submodule configured to select, from the at least one correction weight corresponding to the torque interval, a correction weight corresponding to the torque difference.
  • correction module includes:
  • a correction submodule configured to correct the running-in state of the clutch according to the correction weight, to obtain a corrected running-in state
  • the interpolation sub-module is configured to interpolate between the physical slip coefficient of the new clutch and the physical slip coefficient of the clutch after the grinding according to the corrected running-in state, to obtain a corrected physical sliding coefficient.
  • the clutch physical slip coefficient correction device further includes:
  • a determining module configured to determine, according to a state parameter of the vehicle, whether the vehicle meets a preset condition
  • a third acquiring module configured to acquire a state duration when the vehicle meets the preset condition
  • the first obtaining module includes:
  • a second acquiring submodule configured to acquire a torque difference according to a positional relationship between the engine and the clutch when the state duration is not less than a preset time.
  • the clutch physical slip coefficient correction device and the clutch physical slip coefficient correction method have the same advantages as those of the prior art, and are not described herein again.
  • 1 is a flow chart showing the steps of a method for correcting a physical slip coefficient of a clutch according to an embodiment of the present invention
  • FIG. 2 is a flow chart showing the steps of a method for correcting a physical slip coefficient of a clutch according to an embodiment of the present invention
  • FIG. 3 is a structural block diagram of a clutch physical slip coefficient correction device according to an embodiment of the present invention.
  • Figure 4 shows schematically a block diagram of a computing processing device for performing the method according to the invention
  • Fig. 5 schematically shows a storage unit for holding or carrying program code implementing the method according to the invention.
  • FIG. 1 a flow chart of steps of a method for correcting a physical slip coefficient of a clutch according to an embodiment of the present invention is shown, which may specifically include the following steps:
  • Step 101 Acquire a torque difference according to a positional relationship between the engine and the clutch.
  • the torque difference is the difference between the current clutch torque and the engine torque.
  • the clutch of the vehicle can transmit engine torque so that the vehicle can travel normally.
  • the engine end of the engine of the vehicle is used to output power.
  • the input end of the vehicle clutch and the engine end have a dynamic change angle, and it can be determined according to the dynamic change angle whether the clutch and the engine are in a state of dynamic balance, so that the torque difference is obtained in a manner corresponding to the judgment result.
  • the vehicle can monitor the positional relationship between the engine and the clutch to determine whether the angle between the engine end and the clutch input changes, for example, the vehicle can determine whether the angle between the engine end and the clutch input continues to increase, thereby According to the judgment result, the corresponding calculation method is selected, and finally the torque difference is calculated according to the selected calculation method.
  • the torque can be calculated according to the clutch torque and the engine torque to obtain the torque difference; however, when monitoring When the angle between the engine torque and the clutch input is still changing, it indicates that the engine and the clutch have not reached the state of dynamic balance, and the torque difference can be obtained by calculating the moment of inertia and angular acceleration of the engine.
  • Step 102 Acquire a correction weight corresponding to the engine torque according to the torque difference.
  • the vehicle may determine a torque interval corresponding to the current engine torque, and then perform a search from the plurality of correction weights corresponding to the torque interval to obtain a correction weight corresponding to the interval in which the torque difference is located.
  • the torque interval may correspond to a plurality of correction weights, and each of the correction weights corresponds to one torque difference interval.
  • step 103 the physical slip coefficient is corrected according to the correction weight and the running-in state of the clutch.
  • the running-in state of the clutch is used to indicate the running-in degree of the vehicle clutch.
  • the vehicle may correct the running-in state of the clutch according to the correction weight, obtain the running-in state of the modified clutch, and then set the new clutch according to the modified running-in state of the clutch.
  • the physical slip coefficient and the physical slip coefficient of the clutch after the running-in are interpolated to obtain a corrected physical slip coefficient.
  • the method for correcting the physical slip coefficient of the clutch obtains the torque difference by using the positional relationship between the engine and the clutch, and can obtain the torque difference in real time, and according to the position difference relationship,
  • the torque difference obtains a correction weight corresponding to the engine torque, and further corrects the physical sliding coefficient according to the correction weight and the running-in state of the clutch, thereby avoiding correcting the physical sliding only when the rotation speed difference interval is small.
  • the coefficient can correct the physical sliding coefficient at any time, improving the comprehensiveness and flexibility of the modified physical sliding coefficient.
  • FIG. 2 a flow chart of steps of a method for correcting a physical slip coefficient of a clutch according to an embodiment of the present invention is shown, which may specifically include the following steps:
  • Step 201 Determine, according to the state parameter of the vehicle, whether the vehicle meets the preset condition.
  • the vehicle In order to accurately transmit the engine torque, the vehicle needs to correct the physical slip coefficient of the clutch during running. Before the physical slip coefficient is corrected, it is determined according to the state parameter of the vehicle to determine whether the current state of the vehicle satisfies the preset condition, so as to determine whether the physical slip coefficient needs to be performed according to the judgment result in the subsequent step. Corrected.
  • At least one state parameter of the vehicle may be acquired, and a preset condition corresponding to each state parameter is determined according to each state parameter, and then it is determined whether each state parameter satisfies a corresponding preset condition.
  • the state parameter may include at least one of a parameter of a vehicle gear position, an oil temperature, and a micro-slip integrated control torque.
  • the preset condition corresponding to each state parameter may include: the vehicle gear position is greater than or equal to the preset gear position, the oil temperature is within the preset temperature interval, and the micro-slip integral control torque is less than the preset torque.
  • the preset gear position may be 3 gears, and the preset temperature range may be 40 ° C (degrees Celsius) to 90 ° C.
  • the vehicle is in 3th gear or above, it usually means that the speed ratio changes little and the speed fluctuation is small.
  • the micro-slip integral control torque can be directly acquired or calculated.
  • the determination of the micro-slip integral control torque is common knowledge in the art and is not limited herein.
  • the preset torque may be, for example, about 5% of the engine torque, for example, between 3% and 10%, or between 4% and 7%.
  • the preset torque is determined according to the engine torque, and the preset torque is used to limit the micro-slip. Integral torque.
  • the micro-slip integrated torque is less than the preset torque, which means that the state of the clutch and the engine is relatively stable.
  • the vehicle may include multiple status parameters, and each status parameter corresponds to a preset condition.
  • the above state parameters may further include the following: engine and clutch end relative slip angle parameters; engine speed limit and stability parameters; engine torque stability parameters; engine torque range; vehicles based on micro-slip angle judgment Enter steady state parameters; engine water temperature parameters.
  • Each state parameter can correspond to a specific preset condition, and will not be described here.
  • Step 202 is performed when each state parameter satisfies the corresponding preset condition; however, if any one of the plurality of state parameters does not satisfy the corresponding preset condition, the vehicle cannot perform the physical slip coefficient The correction is performed, and the subsequent steps are not executed, but step 201 is executed cyclically until each state parameter satisfies the corresponding preset condition.
  • Step 202 Acquire a state duration when the vehicle meets the preset condition.
  • the state duration is used to indicate the duration of the state parameter of the vehicle that continuously meets the preset condition.
  • the vehicle determines that the state parameter meets the corresponding preset condition, that is, when the vehicle meets the preset condition, it is required to monitor the duration of the vehicle meeting the preset condition, so as to determine whether the vehicle is stable in the current state according to the monitored time.
  • each state parameter of the vehicle may be monitored, and the duration of each state parameter meeting the corresponding preset condition is obtained, and the state duration is obtained, so that in the subsequent step, the vehicle may continue according to the state.
  • Time determines if the vehicle is stable in its current state.
  • step 203 may be performed. However, if the vehicle detects that a certain state parameter meets the preset condition for less than the preset time, it indicates that the vehicle is not stably maintained in the current state, and the physical slip coefficient cannot be corrected, and step 201 needs to be performed again. And step 202, until the state duration of the vehicle reaches a preset time, that is, the state duration is not less than the preset time.
  • Step 203 When the state duration is not less than the preset time, the torque difference is obtained according to the positional relationship between the engine and the clutch.
  • the acquired state duration reaches the preset time, that is, when the state duration is greater than or equal to the preset time, it may be determined that the vehicle has stabilized in the current state, and then may be acquired according to the positional relationship between the engine and the clutch of the vehicle. The torque is poor.
  • the vehicle can acquire the positional relationship between the engine end and the clutch input end, that is, obtain the angle of the dynamic change formed between the engine end and the clutch input end, Then, according to the change amount of the angle, it is confirmed whether the Coming (coming torque) clutch in the clutch can receive all the engine torque, and finally the corresponding method is adopted to obtain the torque difference according to the confirmation result.
  • the vehicle may obtain an amount of change in the angle between the engine and the clutch input.
  • the amount of change is less than a preset threshold, the torque according to the engine torque, the Going (to be deactivated) clutch, and the clutch to be torqued
  • the torque is calculated to obtain a torque difference; however, when the amount of change is greater than or equal to the preset threshold, the torque difference can be obtained by calculating the moment of inertia and the angular acceleration of the engine shaft end.
  • the Coming clutch Since the angle between the engine and the clutch is dynamically changed, when the amount of change between the angle between the engine and the clutch input is zero, or a very small parameter value, the Coming clutch is in dynamic equilibrium with the engine. The possibility between the engine and the clutch input does not continue to increase, the Coming clutch can take over all engine torque; however, when the amount of change in the angle between the clutch input and the engine end is greater than or equal to a preset threshold, the engine is indicated The angle between the input of the clutch and the input of the clutch may continue to increase, and the clutch input and the engine end still have a relative slip.
  • the vehicle can determine whether the angle between the clutch input end and the engine end changes according to the positional relationship between the clutch and the engine, thereby obtaining the torque difference according to the judgment result in a corresponding manner.
  • the vehicle may determine whether the angle between the engine and the clutch is relatively increased according to the acquired amount of change.
  • the amount of change indicates that the angle between the engine end and the clutch input does not increase, the calculation may be performed in a manner corresponding to the current state to obtain a torque difference.
  • the amount of change in the angle between the engine and the clutch input is less than a preset threshold, or if it is determined that the angle between the engine and the clutch input does not increase, it may be based on the current engine torque and Going (will The torque of the departing clutch is summed to obtain the sum of the two, and the sum is subtracted from the torque of the Coming clutch, and finally the torque difference is obtained.
  • the change amount indicates that the angle between the engine and the clutch input is greater than or equal to the preset threshold after the vehicle acquires the change amount, the angle between the engine and the clutch input is still increasing, the engine It is not in dynamic equilibrium with the Coming clutch. It can be calculated based on the moment of inertia and angular acceleration of the engine shaft end to obtain the torque difference.
  • the moment of inertia of the engine shaft end can be multiplied by the angular acceleration of the engine shaft end to obtain a product of the two, and finally the obtained product can be used as the torque difference.
  • Step 204 Acquire a correction weight corresponding to the engine torque according to the torque difference.
  • the vehicle may further acquire the torque of the current engine, so as to find a matching torque interval from the plurality of preset torque intervals according to the engine torque, thereby correspondingly correcting multiple corrections in the matched torque interval.
  • the correction weight corresponding to the torque difference is selected.
  • the vehicle may determine a torque interval corresponding to the engine torque according to the engine torque, and select a correction weight corresponding to the torque difference from the at least one correction weight corresponding to the torque interval.
  • the vehicle may first determine a torque interval corresponding to the engine torque according to the preset torque interval, and select a torque difference from the plurality of correction weights corresponding to the torque interval according to the obtained torque difference interval.
  • Engine T0, Engine T1, and Engine T2 are the respective sections corresponding to the engine torque, and ⁇ T0, ⁇ T1, ⁇ T2, and ⁇ T3 are different sections corresponding to the torque difference.
  • MuOffset 12 may be acquired as the corresponding correction weight.
  • Step 205 correcting the physical slip coefficient according to the correction weight and the running-in state of the clutch.
  • the running-in state of the clutch is used to indicate the running-in degree of the vehicle clutch.
  • the vehicle may correct the running-in state of the preset clutch according to the correction weight, obtain the running-in state of the modified clutch, and finally combine the preset according to the modified running-in state of the clutch.
  • a plurality of physical sliding coefficients are calculated, and the corrected physical sliding coefficient is calculated.
  • the vehicle can correct the running-in state of the clutch according to the correction weight value, and obtain the corrected running-in state, according to the corrected running-in state, the physical slip coefficient of the new clutch and the physical slip coefficient of the clutch after the running-in Interpolation is performed to obtain a corrected physical slip coefficient.
  • the vehicle can interpolate between the physical slip coefficient of the new clutch and the physical slip coefficient of the clutch after the running by interpolation, and correct the running-in degree by correcting the weight, and finally obtain the correction. After the physical slip coefficient.
  • E Corrected physical slip coefficient
  • A is the physical slip coefficient of the new clutch
  • B is the physical slip coefficient of the clutch after running-in
  • C is the running-in degree
  • D is the correction weight.
  • the method for correcting the physical slip coefficient of the clutch obtains the torque difference by using the positional relationship between the engine and the clutch, and can obtain the torque difference in real time, and according to the position difference relationship,
  • the torque difference obtains a correction weight corresponding to the engine torque, and further corrects the physical sliding coefficient according to the correction weight and the running-in state of the clutch, thereby avoiding correcting the physical sliding only when the rotation speed difference interval is small.
  • the coefficient can correct the physical sliding coefficient at any time, improving the comprehensiveness and flexibility of the modified physical sliding coefficient.
  • FIG. 3 a structural block diagram of a clutch physical slip coefficient correction device according to an embodiment of the present invention is shown, which may specifically include:
  • a first obtaining module 301 configured to acquire a torque difference according to a positional relationship between the engine and the clutch
  • a second obtaining module 302 configured to acquire a correction weight corresponding to the engine torque according to the torque difference
  • the correction module 303 is configured to correct the physical slip coefficient according to the correction weight and the running-in state of the clutch.
  • the first obtaining module 301 includes:
  • a first acquisition sub-module for obtaining an amount of change in an angle between the engine and the clutch input end
  • a first calculating submodule configured to calculate the torque difference according to the engine torque, the torque of the clutch to be removed, and the torque of the clutch to be subjected to the torque when the amount of change is less than a preset threshold;
  • the second calculating submodule is configured to calculate the torque difference according to the engine shaft end moment of inertia and the angular acceleration when the amount of change is greater than or equal to the preset threshold.
  • the second obtaining module 302 includes:
  • An interval determining submodule configured to determine a torque interval corresponding to the engine torque based on the engine torque
  • selecting a submodule configured to select, from the at least one correction weight corresponding to the torque interval, a correction weight corresponding to the torque difference.
  • correction module 303 includes:
  • a correction submodule configured to correct the running-in state of the clutch according to the correction weight, and obtain a corrected running-in state
  • the interpolation sub-module is configured to interpolate between the physical slip coefficient of the new clutch and the physical slip coefficient of the clutch after the running according to the corrected running-in state, to obtain a corrected physical slip coefficient.
  • the clutch physical slip coefficient correction device further includes:
  • a determining module configured to determine, according to a state parameter of the vehicle, whether the vehicle meets a preset condition
  • a third acquiring module configured to acquire a state duration when the vehicle meets the preset condition
  • the first obtaining module 301 includes:
  • a second acquiring submodule configured to acquire a torque difference according to a positional relationship between the engine and the clutch when the state duration is not less than a preset time.
  • the device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separate, and the components displayed as units may or may not be physical units, ie may be located A place, or it can be distributed to multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the embodiment. Those of ordinary skill in the art can understand and implement without deliberate labor.
  • the various component embodiments of the present invention may be implemented in hardware, or in a software module running on one or more processors, or in a combination thereof.
  • a microprocessor or digital signal processor may be used in practice to implement some or all of the functionality of some or all of the components of a computing processing device in accordance with embodiments of the present invention.
  • the invention can also be implemented as a device or device program (e.g., a computer program and a computer program product) for performing some or all of the methods described herein.
  • a program implementing the invention may be stored on a computer readable medium or may be in the form of one or more signals. Such signals may be downloaded from an Internet website, provided on a carrier signal, or provided in any other form.
  • Figure 4 illustrates a computing processing device that can implement the method in accordance with the present invention.
  • the computing processing device conventionally includes a processor 1010 and a computer program product or computer readable medium in the form of a memory 1020.
  • the memory 1020 may be an electronic memory such as a flash memory, an EEPROM (Electrically Erasable Programmable Read Only Memory), an EPROM, a hard disk, or a ROM.
  • the memory 1020 has a memory space 1030 for executing program code 1031 of any of the above method steps.
  • storage space 1030 for program code may include various program code 1031 for implementing various steps in the above methods, respectively.
  • the program code can be read from or written to one or more computer program products.
  • These computer program products include program code carriers such as hard disks, compact disks (CDs), memory cards or floppy disks.
  • Such computer program products are typically portable or fixed storage units as described with reference to FIG.
  • the storage unit may have a storage section, a storage space, and the like arranged similarly to the storage 1020 in the computing processing device of FIG.
  • the program code can be compressed, for example, in an appropriate form.
  • the storage unit includes computer readable code 1031', ie, code that can be read by, for example, a processor such as 1010, which when executed by the computing processing device causes the computing processing device to perform the method described above The various steps.
  • any reference signs placed between parentheses shall not be construed as a limitation.
  • the word “comprising” does not exclude the presence of the elements or steps that are not recited in the claims.
  • the word "a” or “an” The invention can be implemented by means of hardware comprising several distinct elements and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means can be embodied by the same hardware item.
  • the use of the words first, second, and third does not indicate any order. These words can be interpreted as names.

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  • Physics & Mathematics (AREA)
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  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
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Abstract

一种离合器物理滑磨系数修正方法及装置，所述离合器物理滑磨系数修正方法包括：根据发动机与离合器之间的位置关系，获取扭矩差，根据扭矩差，获取与发动机扭矩相对应的修正权值，根据修正权值和离合器的磨合状态，对物理滑磨系数进行修正。所述的离合器物理滑磨系数修正方法，通过发动机与离合器之间的位置关系，采用与该位置关系相对应的方式获取扭矩差，可以实时获取扭矩差，并根据扭矩差获取与发动机扭矩相对应的修正权值，进而根据该修正权值结合离合器的磨合状态，对物理滑磨系数进行修正，避免了仅在转速差区间较小的情况下修正物理滑磨系数，能够随时对物理滑磨系数进行修正，提高了修正物理滑磨系数的全面性和灵活性。

Description

离合器物理滑磨系数修正方法及装置
本申请要求在2018年1月31日提交中国专利局、申请号为201810096667.4、发明名称为“离合器物理滑磨系数修正方法及装置”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及车辆控制技术领域，特别涉及一种离合器物理滑磨系数修正方法及装置。
背景技术
随着汽车产业的不断发展，车辆逐渐采用湿式双离合器对发动机扭矩进行传递。而湿式双离合器会在使用过程中出现磨损等情况，使得离合器的物理滑磨系数出现变化。因此，需要对离合器的物理滑磨系数进行修正。
相关技术中，车辆可以根据发动机扭矩和离合器压力计算物理滑磨系数，并连续计算得到多个物理滑磨系数，进而计算得到平均物理滑磨系数，最后可以根据变速器油温、离合器压力和离合器滑差，对平均物理滑磨系数进行修正，得到修正后的物理滑磨系数。
但是，上述修正物理滑磨系数的过程只是针对微滑磨阶段，也即是转速差区间较小的情况(例如车辆平稳行驶的状态)，但是并不能针对大滑磨阶段的情况(例如车辆起步、换档的状态)对物理滑磨系数进行修正，造成物理滑磨系数修正不全面的问题。
发明内容
有鉴于此，本发明实施例旨在提出一种离合器物理滑磨系数修正方法，以解决只能针对某个阶段对对物理滑磨系数进行修正，造成物理滑磨系数修正不全面的问题。
为达到上述目的，本发明的技术方案是这样实现的：
一种离合器物理滑磨系数修正方法，所述离合器物理滑磨系数修正方法包括：
根据发动机与离合器之间的位置关系，获取扭矩差；
根据所述扭矩差，获取与发动机扭矩相对应的修正权值；
根据所述修正权值和离合器的磨合状态，对物理滑磨系数进行修正。
进一步的，所述根据发动机与离合器之间的位置关系，获取扭矩差，包括：
获取发动机与离合器输入端之间的角度的变化量；
当所述变化量小于预设阈值时，根据发动机扭矩、将要离去的离合器的扭矩和将要承接扭矩的离合器的扭矩进行计算，得到所述扭矩差；
当所述变化量大于或等于所述预设阈值时，根据发动机轴端转动惯量和角加速度进行计算，得到所述扭矩差。
进一步的，所述根据所述扭矩差，获取与发动机扭矩相对应的修正权值，包括：
根据所述发动机扭矩，确定与所述发动机扭矩对应的扭矩区间；
从所述扭矩区间对应的至少一个修正权值中，选取与所述扭矩差对应的修正权值。
进一步的，所述根据所述修正权值和离合器的磨合状态，对物理滑磨系数进行修正，包括：
根据所述修正权值对所述离合器的磨合状态进行修正，得到修正后的磨合状态；
根据所述修正后的磨合状态，在新离合器的物理滑磨系数和磨合后的离合器的物理滑磨系数之间进行插值，得到修正后的物理滑磨系数。
进一步的，在所述根据发动机与离合器之间的位置关系，获取扭矩差之前，所述离合器物理滑磨系数修正方法还包括：
根据车辆的状态参数，判断车辆是否满足预设条件；
当车辆满足所述预设条件时，获取状态持续时间；
所述根据发动机与离合器之间的位置关系，获取扭矩差，包括：
当所述状态持续时间不小于预设时间时，根据发动机与离合器之间的位置关系，获取扭矩差。
相对于现有技术，本发明所述的离合器物理滑磨系数修正方法具有以下优势：
本发明所述的离合器物理滑磨系数修正方法，通过发动机与离合器之间的位置关系，采用与该位置关系相对应的方式获取扭矩差，可以实时获取扭矩差，并根据该扭矩差获取与发动机扭矩相对应的修正权值，进而根据该修 正权值结合离合器的磨合状态，对物理滑磨系数进行修正，避免了仅在转速差区间较小的情况下修正物理滑磨系数，能够随时对物理滑磨系数进行修正，提高了修正物理滑磨系数的全面性和灵活性。
本发明的另一目的在于提出一种离合器物理滑磨系数修正装置，以解决只能针对某个阶段对对物理滑磨系数进行修正，造成物理滑磨系数修正不全面的问题。
为达到上述目的，本发明的技术方案是这样实现的：
一种离合器物理滑磨系数修正装置，所述离合器物理滑磨系数修正装置包括：
第一获取模块，用于根据发动机与离合器之间的位置关系，获取扭矩差；
第二获取模块，用于根据所述扭矩差，获取与发动机扭矩相对应的修正权值；
修正模块，用于根据所述修正权值和离合器的磨合状态，对物理滑磨系数进行修正。
进一步的，所述第一获取模块包括：
第一获取子模块，用于获取发动机与离合器输入端之间的角度的变化量；
第一计算子模块，用于当所述变化量小于预设阈值时，根据发动机扭矩、将要离去的离合器的扭矩和将要承接扭矩的离合器的扭矩进行计算，得到所述扭矩差；
第二计算子模块，用于当所述变化量大于或等于预设阈值时，根据发动机轴端转动惯量和角加速度进行计算，得到所述扭矩差。
进一步的，所述第二获取模块包括：
区间确定子模块，用于根据所述发动机扭矩，确定与所述发动机扭矩对应的扭矩区间；
选取子模块，用于从所述扭矩区间对应的至少一个修正权值中，选取与所述扭矩差对应的修正权值。
进一步的，所述修正模块包括：
修正子模块，用于根据所述修正权值对所述离合器的磨合状态进行修正，得到修正后的磨合状态；
插值子模块，用于根据所述修正后的磨合状态，在新离合器的物理滑磨 系数和磨合后的离合器的物理滑磨系数之间进行插值，得到修正后的物理滑磨系数。
进一步的，所述离合器物理滑磨系数修正装置还包括：
判断模块，用于根据车辆的状态参数，判断车辆是否满足预设条件；
第三获取模块，用于当车辆满足所述预设条件时，获取状态持续时间；
所述第一获取模块包括：
第二获取子模块，用于当所述状态持续时间不小于预设时间时，根据发动机与离合器之间的位置关系，获取扭矩差。
所述离合器物理滑磨系数修正装置与上述离合器物理滑磨系数修正方法相对于现有技术所具有的优势相同，在此不再赘述。
上述说明仅是本发明技术方案的概述，为了能够更清楚了解本发明的技术手段，而可依照说明书的内容予以实施，并且为了让本发明的上述和其它目的、特征和优点能够更明显易懂，以下特举本发明的具体实施方式。
附图说明
构成本发明的一部分的附图用来提供对本发明的进一步理解，本发明的示意性实施例及其说明用于解释本发明，并不构成对本发明的不当限定。在附图中：
图1为本发明实施例所述的离合器物理滑磨系数修正方法的步骤流程图；
图2为本发明实施例所述的离合器物理滑磨系数修正方法的步骤流程图；
图3为本发明实施例所述的离合器物理滑磨系数修正装置的结构框图。
图4示意性地示出了用于执行根据本发明的方法的计算处理设备的框图；以及
图5示意性地示出了用于保持或者携带实现根据本发明的方法的程序代码的存储单元。
具体实施例
为使本发明实施例的目的、技术方案和优点更加清楚，下面将结合本 发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。需要说明的是，在不冲突的情况下，本发明中的实施例及实施例中的特征可以相互组合。
下面将参考附图并结合实施例来详细说明本发明。
参照图1，示出了本发明实施例的一种离合器物理滑磨系数修正方法的步骤流程图，具体可以包括如下步骤：
步骤101，根据发动机与离合器之间的位置关系，获取扭矩差。
其中，该扭矩差为当前离合器扭矩与发动机扭矩之间的差值。
车辆在运行过程中，车辆的离合器可以对发动机扭矩进行传递，使得车辆能够正常行驶。车辆的发动机的发动机端用于输出动力。而车辆离合器的输入端与发动机端存在动态变化的角度，可以根据该动态变化的角度，判断离合器与发动机是否处于动态平衡的状态，从而采用与该判断结果相对应的方式获取扭矩差。
具体地，车辆可以监测发动机与离合器之间的位置关系，判断发动机端与离合器输入端之间的角度是否发生变化，例如，车辆可以判断发动机端与离合器输入端之间的角度是否持续增加，从而根据判断结果选取相对应的计算方式，最后根据选取的计算方式进行计算得到扭矩差。
当监测到发动机端与离合器输入端之间的角度并未发生变化，而是保持动态平衡、不再相对增加时，则可以根据离合器的扭矩和发动机扭矩进行计算，得到扭矩差；但是，当监测到发动机扭矩与离合器输入端的角度仍然在变化时，则说明发动机与离合器并未达到动态平衡的状态，则可以根据发动机的转动惯量和角加速度进行计算，得到扭矩差。
步骤102，根据扭矩差，获取与发动机扭矩相对应的修正权值。
在获取扭矩差后，车辆可以确定当前发动机扭矩所对应的扭矩区间，再从该扭矩区间对应的多个修正权值中进行查找，得到与扭矩差所在的区间相对应的修正权值。
其中，该扭矩区间可以对应多个修正权值，每个修正权值对应一个扭矩差区间。
步骤103，根据修正权值和离合器的磨合状态，对物理滑磨系数进行修正。
其中，该离合器的磨合状态用于指示车辆离合器的磨合程度。
车辆在获取修正权值后，则可以根据该修正权值对离合器的磨合状态进行修正，得到修正后的离合器的磨合状态，再根据该修正后的离合器的磨合状态，在预先设置的新离合器的物理滑磨系数和磨合后的离合器的物理滑磨系数之间进行插值，得到修正后的物理滑磨系数。
综上所述，本发明实施例提供的离合器物理滑磨系数修正方法，通过发动机与离合器之间的位置关系，采用与该位置关系相对应的方式获取扭矩差，可以实时获取扭矩差，并根据该扭矩差获取与发动机扭矩相对应的修正权值，进而根据该修正权值结合离合器的磨合状态，对物理滑磨系数进行修正，避免了仅在转速差区间较小的情况下修正物理滑磨系数，能够随时对物理滑磨系数进行修正，提高了修正物理滑磨系数的全面性和灵活性。
参照图2，示出了本发明实施例的一种离合器物理滑磨系数修正方法的步骤流程图，具体可以包括如下步骤：
步骤201，根据车辆的状态参数，判断车辆是否满足预设条件。
为了对发动机扭矩进行精确传递，车辆在行驶过程中需要对离合器的物理滑磨系数进行修正。而在对物理滑磨系数进行修正之前，需要根据车辆的状态参数进行判断，确定车辆的当前状态是否满足预设条件，以便在后续步骤中，根据该判断结果确定是否需要对物理滑磨系数进行修正。
具体地，在车辆行驶过程中，可以获取车辆的至少一个状态参数，并根据每个状态参数确定与每个状态参数对应的预设条件，再判断每个状态参数是否满足相应的预设条件。
其中，该状态参数可以包括：车辆档位、油液温度和微滑磨积分控制扭矩等参数中的至少一个。相应的，与各个状态参数对应的预设条件可以包括：车辆档位大于或等于预设档位、油液温度位于预设温度区间内、以 及微滑磨积分控制扭矩小于预设扭矩。
例如，该预设档位可以为3档，该预设温度区间可以为40℃(摄氏度)至90℃。车辆处于3档及以上，通常意味着速比变化小，转速波动小。
在一些实施例中，微滑磨积分控制扭矩可以直接采集或者经过计算获得，微滑磨积分控制扭矩的确定属于本领域公知常识，在此并不限定。预设扭矩例如可以为发动机扭矩的5％左右，例如3％-10％之间，或者4％-7％之间等，根据发动机扭矩大小确定预设扭矩，利用该预设扭矩限制微滑磨积分扭矩。微滑磨积分扭矩小于预设扭矩意味着离合器与发动机的状态相对稳定。
需要说明的是，在实际应用中，车辆可能包括多个状态参数，每个状态参数对应一个预设条件。例如，上述的状态参数还可以包括如下内容：发动机端和离合器端相对滑磨角参数；发动机转速的限制及稳定性参数；发动机扭矩稳定性参数；发动机扭矩范围；基于微滑磨角度判断的车辆进入稳定状态参数；发动机水温参数等。每一项状态参数均可以对应特定的预设条件，在此不再赘述。当每个状态参数均满足相应的预设条件时，才执行步骤202；但是，如果多个状态参数中的任意一个状态参数不满足相应的预设条件时，则说明车辆不能对物理滑磨系数进行修正，也不再执行后续步骤，而是循环执行步骤201，直至每个状态参数均满足相应的预设条件。
步骤202，当车辆满足预设条件时，获取状态持续时间。
其中，该状态持续时间用于指示车辆的状态参数持续满足预设条件的时长。
车辆在确定状态参数满足相应的预设条件时，也即是车辆满足预设条件时，需要对车辆满足预设条件的时长进行监测，以便根据监测的时长判断车辆是否稳定处于当前状态。
具体地，当车辆满足预设条件时，可以监测车辆的各个状态参数，获取每个状态参数满足相应预设条件的持续时长，得到状态持续时间，以便在后续步骤中，车辆可以根据该状态持续时间确定车辆是否稳定处于当前状态。
当车辆监测到每个状态参数对应的状态持续时间均达到预先设置的预 设时间时，则可以执行步骤203。但是，如果车辆检测到某个状态参数满足相应预设条件的时长小于该预设时间，则说明车辆并未稳定保持在当前的状态，则无法对物理滑磨系数进行修正，需要再次执行步骤201和步骤202，直至车辆的状态持续时间达到预设时间，也即是状态持续时间不小于预设时间。
步骤203，当状态持续时间不小于预设时间时，根据发动机与离合器之间的位置关系，获取扭矩差。
当获取的状态持续时间达到预设时间时，也即是该状态持续时间大于或等于预设时间时，可以确定车辆已经稳定处于当前状态，则可以根据车辆发动机与离合器之间的位置关系，获取扭矩差。
具体地，当状态持续时间不小于预设时间时，车辆可以获取发动机端与离合器输入端之间的位置关系，也即是，获取发动机端与离合器输入端之间形成的动态变化的夹角，进而根据该夹角的变化量确认离合器中的Coming(将要承接扭矩)离合器能否承接全部发动机扭矩，最后根据确认结果选取相应的方式获取扭矩差。
可选的，车辆可以获取发动机与离合器输入端之间的角度的变化量，当该变化量小于预设阈值时，根据发动机扭矩、Going(将要离去的)离合器的扭矩和将要承接扭矩的离合器的扭矩进行计算，得到扭矩差；但是，当该变化量大于或等于该预设阈值时，则可以根据发动机轴端转动惯量和角加速度进行计算，得到扭矩差。
由于发动机与离合器之间的角度是动态变化的，当发动机与离合器输入端之间的角度的变化量为0，或者为某个极小的参数值时，说明Coming离合器与发动机处于动态平衡的状态，发动机与离合器输入端之间的可能不再继续增加，则Coming离合器能够承接全部发动机扭矩；但是，当离合器输入端与发动机端之间的角度的变化量大于或等于预设阈值时，说明发动机与离合器输入端之间的夹角可能仍然在持续增加，离合器输入端与发动机端仍然存在相对滑磨。
因此，车辆可以根据离合器与发动机之间的位置关系，确定离合器输入端与发动机端之间的夹角是否变化，从而根据判断结果采用相应的方式 获取扭矩差。
具体地，车辆在获取角度的变化量后，可以根据获取的变化量确定发动机与离合器之间的夹角是否相对增加。当该变化量指示发动机端与离合器输入端之间的夹角并未增加时，则可以采用与当前状态相对应的方式进行计算，得到扭矩差。
例如，当确定发动机与离合器输入端之间的角度的变化量小于预设阈值时，或者，确定发动机与离合器输入端之间的角度并未增加时，可以先根据当前的发动机扭矩和Going(将要离去的)离合器的扭矩进行求和，得到二者的和值，再将该和值减去Coming离合器的扭矩，最后得到扭矩差。
其中，该Going离合器的扭矩为负值时，取值为0。
相应的，如果车辆在获取变化量后，该变化量指示发动机与离合器输入端之间的夹角大于或等于预设阈值，则说明发动机与离合器输入端之间的夹角仍然在继续增加，发动机与Coming离合器并未处于动态平衡的状态，可以根据发动机轴端的转动惯量和角加速度进行计算，得到扭矩差。
例如，当确定发动机与离合器输入端之间的角度持续增加时，可以将发动机轴端的转动惯量与发动机轴端的角加速度相乘，得到二者的乘积，最后可以将得到的乘积作为扭矩差。
步骤204，根据扭矩差，获取与发动机扭矩相对应的修正权值。
车辆在获取扭矩差后，还可以继续获取当前发动机的扭矩，以便根据该发动机扭矩，从预先设置的多个扭矩区间中查找相匹配的扭矩区间，从而在匹配的扭矩区间所对应的多个修正权值中，选取与扭矩差相对应的修正权值。
可选的，车辆可以根据发动机扭矩，确定与发动机扭矩对应的扭矩区间，从该扭矩区间对应的至少一个修正权值中，选取与扭矩差对应的修正权值。
具体地，车辆可以先根据预先设置的扭矩区间，确定与发动机扭矩相对应的扭矩区间，再根据获取的扭矩差所在区间，从该扭矩区间对应的多个修正权值中，选取与该扭矩差所在的区间相对应的修正权值。
例如，如表1所示，Engine T0、Engine T1和Engine T2为发动机扭矩对 应的各个区间，ΔT0、ΔT1、ΔT2和ΔT3为扭矩差对应的不同区间。当车辆获取的扭矩差与ΔT2的区间相对应，且当前的发动机扭矩与Engine T1的区间相对应时，则可以获取MuOffset12作为相应的修正权值。
表1
  ΔT0 ΔT1 ΔT2 ΔT3
Engine T0 MuOffset00 MuOffset01 MuOffset02 MuOffset03
Engine T1 MuOffset10 MuOffset11 MuOffset12 MuOffset13
Engine T2 MuOffset20 MuOffset21 MuOffset22 MuOffset23
步骤205，根据修正权值和离合器的磨合状态，对物理滑磨系数进行修正。
其中，该离合器的磨合状态用于指示车辆离合器的磨合程度。
车辆在选取相应的修正权值后，可以根据该修正权值，对预先设置的离合器的磨合状态进行修正，得到修正后的离合器的磨合状态，最后根据修正后的离合器的磨合状态，结合预先设置的多个物理滑磨系数，计算得到修正后的物理滑磨系数。
可选的，车辆可以根据修正权值对离合器的磨合状态进行修正，得到修正后的磨合状态，根据修正后的磨合状态，在新离合器的物理滑磨系数和磨合后的离合器的物理滑磨系数之间进行插值，得到修正后的物理滑磨系数。
具体地，车辆可以通过插值的方式，根据磨合程度在新离合器的物理滑磨系数和磨合后的离合器的物理滑磨系数之间进行插值，并通过修正权值对磨合程度进行修正，最后得到修正后的物理滑磨系数。
例如，车辆可以根据预先设置的修正公式，对物理滑磨系数进行修正，该修正公式可以为E＝A*[1-(C+D)]+B*(C+D)，其中，E为修正后的物理滑磨系数，A为新离合器的物理滑磨系数，B为磨合后的离合器的物理滑磨系数，C为磨合程度，D为修正权值。
综上所述，本发明实施例提供的离合器物理滑磨系数修正方法，通过发动机与离合器之间的位置关系，采用与该位置关系相对应的方式获取扭矩差，可以实时获取扭矩差，并根据该扭矩差获取与发动机扭矩相对应的 修正权值，进而根据该修正权值结合离合器的磨合状态，对物理滑磨系数进行修正，避免了仅在转速差区间较小的情况下修正物理滑磨系数，能够随时对物理滑磨系数进行修正，提高了修正物理滑磨系数的全面性和灵活性。
参照图3，示出了本发明实施例的一种离合器物理滑磨系数修正装置的结构框图，具体可以包括：
第一获取模块301，用于根据发动机与离合器之间的位置关系，获取扭矩差；
第二获取模块302，用于根据该扭矩差，获取与发动机扭矩相对应的修正权值；
修正模块303，用于根据该修正权值和离合器的磨合状态，对物理滑磨系数进行修正。
进一步的，该第一获取模块301包括：
第一获取子模块，用于获取发动机与离合器输入端之间的角度的变化量；
第一计算子模块，用于当该变化量小于预设阈值时，根据发动机扭矩、将要离去的离合器的扭矩和将要承接扭矩的离合器的扭矩进行计算，得到该扭矩差；
第二计算子模块，用于当该变化量大于或等于预设阈值时，根据发动机轴端转动惯量和角加速度进行计算，得到该扭矩差。
进一步的，该第二获取模块302包括：
区间确定子模块，用于根据该发动机扭矩，确定与该发动机扭矩对应的扭矩区间；
选取子模块，用于从该扭矩区间对应的至少一个修正权值中，选取与该扭矩差对应的修正权值。
进一步的，该修正模块303包括：
修正子模块，用于根据该修正权值对该离合器的磨合状态进行修正，得到修正后的磨合状态；
插值子模块，用于根据该修正后的磨合状态，在新离合器的物理滑磨系数和磨合后的离合器的物理滑磨系数之间进行插值，得到修正后的物理滑磨系数。
进一步的，该离合器物理滑磨系数修正装置还包括：
判断模块，用于根据车辆的状态参数，判断车辆是否满足预设条件；
第三获取模块，用于当车辆满足该预设条件时，获取状态持续时间；
该第一获取模块301包括：
第二获取子模块，用于当该状态持续时间不小于预设时间时，根据发动机与离合器之间的位置关系，获取扭矩差。
以上所描述的装置实施例仅仅是示意性的，其中所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部模块来实现本实施例方案的目的。本领域普通技术人员在不付出创造性的劳动的情况下，即可以理解并实施。
本发明的各个部件实施例可以以硬件实现，或者以在一个或者多个处理器上运行的软件模块实现，或者以它们的组合实现。本领域的技术人员应当理解，可以在实践中使用微处理器或者数字信号处理器(DSP)来实现根据本发明实施例的计算处理设备中的一些或者全部部件的一些或者全部功能。本发明还可以实现为用于执行这里所描述的方法的一部分或者全部的设备或者装置程序(例如，计算机程序和计算机程序产品)。这样的实现本发明的程序可以存储在计算机可读介质上，或者可以具有一个或者多个信号的形式。这样的信号可以从因特网网站上下载得到，或者在载体信号上提供，或者以任何其他形式提供。
例如，图4示出了可以实现根据本发明的方法的计算处理设备。该计算处理设备传统上包括处理器1010和以存储器1020形式的计算机程序产品或者计算机可读介质。存储器1020可以是诸如闪存、EEPROM(电可擦除可编程只读存储器)、EPROM、硬盘或者ROM之类的电子存储器。存储器 1020具有用于执行上述方法中的任何方法步骤的程序代码1031的存储空间1030。例如，用于程序代码的存储空间1030可以包括分别用于实现上面的方法中的各种步骤的各个程序代码1031。这些程序代码可以从一个或者多个计算机程序产品中读出或者写入到这一个或者多个计算机程序产品中。这些计算机程序产品包括诸如硬盘，紧致盘(CD)、存储卡或者软盘之类的程序代码载体。这样的计算机程序产品通常为如参考图5所述的便携式或者固定存储单元。该存储单元可以具有与图4的计算处理设备中的存储器1020类似布置的存储段、存储空间等。程序代码可以例如以适当形式进行压缩。通常，存储单元包括计算机可读代码1031’，即可以由例如诸如1010之类的处理器读取的代码，这些代码当由计算处理设备运行时，导致该计算处理设备执行上面所描述的方法中的各个步骤。
本文中所称的“一个实施例”、“实施例”或者“一个或者多个实施例”意味着，结合实施例描述的特定特征、结构或者特性包括在本发明的至少一个实施例中。此外，请注意，这里“在一个实施例中”的词语例子不一定全指同一个实施例。
在此处所提供的说明书中，说明了大量具体细节。然而，能够理解，本发明的实施例可以在没有这些具体细节的情况下被实践。在一些实例中，并未详细示出公知的方法、结构和技术，以便不模糊对本说明书的理解。
在权利要求中，不应将位于括号之间的任何参考符号构造成对权利要求的限制。单词“包含”不排除存在未列在权利要求中的元件或步骤。位于元件之前的单词“一”或“一个”不排除存在多个这样的元件。本发明可以借助于包括有若干不同元件的硬件以及借助于适当编程的计算机来实现。在列举了若干装置的单元权利要求中，这些装置中的若干个可以是通过同一个硬件项来具体体现。单词第一、第二、以及第三等的使用不表示任何顺序。可将这些单词解释为名称。
最后应说明的是：以上实施例仅用以说明本发明的技术方案，而非对其限制；尽管参照前述实施例对本发明进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本发明各实施例技术方案的精神和范围。

Claims (20)

  1. 一种离合器物理滑磨系数修正方法，其特征在于，所述离合器物理滑磨系数修正方法包括：
    根据发动机与离合器之间的位置关系，获取扭矩差；
    根据所述扭矩差，获取与发动机扭矩相对应的修正权值；
    根据所述修正权值和离合器的磨合状态，对物理滑磨系数进行修正。
  2. 根据权利要求1所述的离合器物理滑磨系数修正方法，其特征在于，所述根据发动机与离合器之间的位置关系，获取扭矩差，包括：
    获取发动机与离合器输入端之间的角度的变化量；
    当所述变化量小于预设阈值时，根据发动机扭矩、将要离去的离合器的扭矩和将要承接扭矩的离合器的扭矩进行计算，得到所述扭矩差；
  3. 根据权利要求2所述的离合器物理滑磨系数修正方法，其特征在于，所述根据发动机与离合器之间的位置关系，获取扭矩差，还包括：
    当所述变化量大于或等于所述预设阈值时，根据发动机轴端转动惯量和角加速度进行计算，得到所述扭矩差。
  4. 根据权利要求1所述的离合器物理滑磨系数修正方法，其特征在于，所述根据所述扭矩差，获取与发动机扭矩相对应的修正权值，包括：
    根据所述发动机扭矩，确定与所述发动机扭矩对应的扭矩区间；
    从所述扭矩区间对应的至少一个修正权值中，选取与所述扭矩差对应的修正权值。
  5. 根据权利要求1所述的离合器物理滑磨系数修正方法，其特征在于，所述根据所述修正权值和离合器的磨合状态，对物理滑磨系数进行修正，包括：
    根据所述修正权值对所述离合器的磨合状态进行修正，得到修正后的磨合状态；
    根据所述修正后的磨合状态，在新离合器的物理滑磨系数和磨合后的离合器的物理滑磨系数之间进行插值，得到修正后的物理滑磨系数。
  6. 根据权利要求1至5任一所述的离合器物理滑磨系数修正方法，其特征在于，在所述根据发动机与离合器之间的位置关系，获取扭矩差之前，所述离合器物理滑磨系数修正方法还包括：
    根据车辆的状态参数，判断车辆是否满足预设条件；
    当车辆满足所述预设条件时，获取状态持续时间；
    所述根据发动机与离合器之间的位置关系，获取扭矩差，包括：
    当所述状态持续时间不小于预设时间时，根据发动机与离合器之间的位置关系，获取扭矩差。
  7. 根据权利要求6所述的离合器物理滑磨系数修正方法，其特征在于，所述预设条件包括以下至少其中之一：
    车辆档位大于或等于预设档位；
    油液温度位于预设温度区间内；以及
    车辆的微滑磨积分控制扭矩小于预设扭矩。
  8. 根据权利要求7所述的离合器物理滑磨系数修正方法，其特征在于，所述预设温度为40℃到90℃之间。
  9. 根据权利要求8所述的离合器物理滑磨系数修正方法，其特征在于，所述预设扭矩为发动机扭矩的3％-10％之间。
  10. 一种离合器物理滑磨系数修正装置，其特征在于，所述离合器物理滑磨系数修正装置包括：
    第一获取模块，用于根据发动机与离合器之间的位置关系，获取扭矩差；
    第二获取模块，用于根据所述扭矩差，获取与发动机扭矩相对应的修正权值；
    修正模块，用于根据所述修正权值和离合器的磨合状态，对物理滑磨系数进行修正。
  11. 根据权利要求10所述的离合器物理滑磨系数修正装置，其特征在于，所述第一获取模块包括：
    第一获取子模块，用于获取发动机与离合器输入端之间的角度的变化量；
    第一计算子模块，用于当所述变化量小于预设阈值时，根据发动机扭矩、将要离去的离合器的扭矩和将要承接扭矩的离合器的扭矩进行计算，得到所述扭矩差。
  12. 根据权利要求11所述的离合器物理滑磨系数修正装置，其特征在于，所述第一获取模块还包括：
    第二计算子模块，用于当所述变化量大于或等于预设阈值时，根据发动机轴端转动惯量和角加速度进行计算，得到所述扭矩差。
  13. 根据权利要求10所述的离合器物理滑磨系数修正装置，其特征在于，所述第二获取模块包括：
    区间确定子模块，用于根据所述发动机扭矩，确定与所述发动机扭矩对应的扭矩区间；
    选取子模块，用于从所述扭矩区间对应的至少一个修正权值中，选取与所述扭矩差对应的修正权值。
  14. 根据权利要求10所述的离合器物理滑磨系数修正装置，其特征在于，所述修正模块包括：
    修正子模块，用于根据所述修正权值对所述离合器的磨合状态进行修正，得到修正后的磨合状态；
    插值子模块，用于根据所述修正后的磨合状态，在新离合器的物理滑磨系数和磨合后的离合器的物理滑磨系数之间进行插值，得到修正后的物理滑磨系数。
  15. 根据权利要求10至14任一项所述的离合器物理滑磨系数修正装置，其特征在于，所述离合器物理滑磨系数修正装置还包括：
    判断模块，用于根据车辆的状态参数，判断车辆是否满足预设条件；
    第三获取模块，用于当车辆满足所述预设条件时，获取状态持续时间；
    所述第一获取模块包括：
    第二获取子模块，用于当所述状态持续时间不小于预设时间时，根据发动机 与离合器之间的位置关系，获取扭矩差。
  16. 根据权利要求15所述的离合器物理滑磨系数修正方法，其特征在于，所述预设条件包括以下至少其中之一：
    车辆档位大于或等于预设档位；
    油液温度位于预设温度区间内；以及
    车辆的微滑磨积分控制扭矩小于预设扭矩。
  17. 根据权利要求16所述的离合器物理滑磨系数修正方法，其特征在于，所述预设温度为40℃到90℃之间。
  18. 根据权利要求17所述的离合器物理滑磨系数修正方法，其特征在于，所述预设扭矩为发动机扭矩的3％-10％之间。
  19. 一种计算机程序，包括计算机可读代码，当所述计算机可读代码在计算处理设备上运行时，导致所述计算处理设备执行根据权利要求1-9中的任一个所述的离合器物理滑磨系数修正方法。
  20. 一种计算机可读介质，其中存储了如权利要求19所述的计算机程序。
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EP3748187B1 (en) 2022-08-31
RU2742402C1 (ru) 2021-02-05
CN109404437A (zh) 2019-03-01
AU2019214697A1 (en) 2020-09-24

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