CN111832143A - Temperature measurement method of dry double clutch based on temperature field heat transfer - Google Patents

Abstract

A temperature measurement method for dry dual clutches based on temperature field heat transfer. According to the thermal interaction relationship of each clutch component, the clutch temperature field heat transfer model is proposed, and the real vehicle data is collected based on the external temperature sensor. Component temperature, used for clutch temperature measurement during actual driving. Under the condition of the same accuracy of temperature calculation, the simulation test of the clutch temperature field heat transfer model is simple in operation, uses fewer sensors, greatly reduces the cost, and can meet the accuracy required for engineering clutch thermal management calculation engineering application.

Description

Temperature measurement method of dry double clutch based on temperature field heat transfer

technical field

The invention relates to a technology in the field of automobile transmission control, in particular to a method for calculating heat transfer of a clutch temperature field in the running process of an automobile loaded with a dry double clutch transmission.

Background technique

The dual-clutch transmission has the advantages of fast shifting, uninterrupted power, and high fuel economy. In recent years, with the application of the Volkswagen DQ series dual-clutch transmission, the dual-clutch transmission has gradually developed into a mainstream transmission. Dry dual-clutch transmissions are more efficient and cost-effective than wet dual-clutch transmissions and are suitable for small-displacement vehicles. Dual clutch is one of the main components of dry DCT. Its cooling method is air cooling, which has poor heat dissipation conditions and small heat capacity. In the case of frequent shifting of the gearbox and the clutch load is large, the clutch will generate a large amount of friction work. Hot, sharply rising temperature will lead to accelerated wear and tear of the dry dual clutch, reduced torque transmission capacity, and reduced life span, affecting its shifting characteristics, and even more, it will have a certain impact on driving safety. Therefore, accurate clutch temperature measurement can increase the service life of the clutch, reduce the safety risk of driving, and improve the driving performance.

SUMMARY OF THE INVENTION

Aiming at the above deficiencies in the prior art, the present invention proposes a temperature measurement method for a dry dual clutch based on temperature field heat transfer.

The present invention is achieved through the following technical solutions:

The invention proposes a clutch temperature field heat transfer model according to the thermal interaction relationship of each clutch component, collects real vehicle data based on an external temperature sensor, and obtains the temperature of each clutch component through off-line simulation, which is used for clutch temperature measurement during actual driving.

The thermal interaction relationship of each component of the clutch includes: the temperature of the clutch intermediate disc and the friction disc, including: friction work, clutch initial temperature, odd-numbered shaft clutch friction plate temperature, even-numbered shaft clutch friction plate temperature, clutch intermediate plate temperature, odd-numbered shafts Clutch pressure plate temperature, even shaft clutch pressure plate temperature, clutch cavity air temperature, clutch housing temperature and engine component temperature.

The clutch temperature field heat transfer model includes: the heat transfer relationship of the intermediate plate, the heat transfer relationship between the pressure plates, the heat relationship between the pressure plate covers, the heat transfer relationship of the air in the clutch cavity, the heat transfer relationship of the clutch housing and the friction The heat transfer relationship of the sheet.

The external temperature sensor includes: a contact sensor arranged on the clutch housing to measure the temperature of the housing, a gas temperature sensor arranged inside the clutch cavity to measure the air in the clutch cavity, and a non-contact sensor arranged on the edge of the clutch friction plate. Contact infrared temperature sensor.

The offline simulation refers to: taking the installed clutch housing temperature sensor, clutch cavity temperature sensor and non-contact infrared temperature sensor plus 30-50 °C as the benchmark, collecting a large number of data sets through the real vehicle and calculating each data set. Variance, remove the data values other than twice the variance of the data set, set the data values within twice the variance as the reserved values to improve the validity of the data, and input the reserved values into the model for code-based closed-loop simulation. Based on the differences in the collected data of the real vehicle, the thermophysical parameters of the Simulink/Matlab clutch temperature field heat transfer model are corrected based on factors such as ambient temperature, vehicle speed, and throttle change rate, and finally the simulation data and the real vehicle collected data are made under the same working conditions. The degree of difference meets the engineering needs.

The multiple operating conditions include: starting operating conditions, high-speed operating conditions, and urban road operating conditions.

technical effect

Compared with the prior art, the industrial practicability and industrial technical effect of the present invention include:

1. Under the condition of the same accuracy of temperature calculation, the simulation test operation of the clutch temperature field heat transfer model is simple, the number of sensors used is less, and the cost is greatly reduced.

2. Using the clutch temperature field heat transfer analysis and calculation method based on system modeling, the heat transfer process of each part of the clutch under different working conditions is analyzed. The method is simple and easy to implement, and can meet the requirements of engineering clutch thermal management calculation engineering application Accuracy.

3. Analyze the thermophysical performance parameters of each part of the clutch. Based on the method of real vehicle data collection, the temperature of each part of the clutch is accurately calculated through the boundary condition heat flux density and convection heat transfer coefficient, and the calculation method is close to the actual working condition.

Description of drawings

Fig. 1 is a schematic diagram of a real-time temperature model of clutch heat transfer;

2 is a schematic diagram of thermal interaction of clutch components in an embodiment;

Fig. 3 is the temperature curve diagram of high-speed high-speed working conditions in the embodiment;

Fig. 4 is the temperature curve diagram of the starting working condition of the large accelerator in the embodiment;

FIG. 5 is a temperature curve diagram of an urban road working condition in an embodiment.

Detailed ways

In this embodiment, a heat transfer model of the clutch temperature field is constructed according to the temperature relationship of each part of the clutch, and then the actual vehicle data is collected based on the external temperature sensor, and the temperature of each part of the clutch is obtained by simulation analysis and calibration of the clutch temperature field model, which is used for Calculation of clutch temperature during actual driving.

As shown in Figure 1, the thermal interaction relationship between the components of the clutch includes: the temperature of the clutch intermediate disc and the friction disc, including: friction work, initial clutch temperature, odd-numbered shaft clutch friction plate temperature, even-numbered shaft clutch friction plate temperature, Clutch intermediate plate temperature, odd axle clutch pressure plate temperature, even axle clutch pressure plate temperature, clutch cavity air temperature, clutch housing temperature and engine component temperature.

As shown in Figure 2, the input of the clutch temperature field heat transfer model and the description of the temperature field heat transfer between components include:

When a clutch is working, under the action of hydraulic thrust, sliding wear occurs between the pressure plate pressing the friction plate and the intermediate plate, which generates a large amount of friction heat, which is also the main source of heat for the clutch system.

The heat transfer relationship of the intermediate plate: Since the generation of frictional heat is a very short process, and the amount of air between the pressure plate and the intermediate plate is very small at this time, it can be considered that the frictional heat is only transmitted to the pressure plate and the intermediate plate at this time, and can be set The heat of constant friction is evenly transferred to the pressure plate and the intermediate plate+, such as heat transfer mode 1.

The non-working surface of the intermediate disc is in uniform contact with the air in the clutch cavity, so it can be considered that the non-working surface and the air have uniform convective heat exchange, such as heat transfer mode 2;

The heat transfer relationship between the pressure plates: the frictional heat generated by sliding grinding is the only source of heat for the pressure plate, such as heat transfer mode 3. At the same time, the pressure plate is in uniform contact with the air in the clutch cavity, so it also has a uniform contact with the air. Convective heat transfer relationship -, such as heat transfer mode 4;

Since the platen cover and the platen are connected by a bolt structure, the platen transfers heat to the platen cover by means of thermal radiation, such as heat transfer method 5.

The heat relationship between the platen cover: the heat radiation from the platen to the platen cover is the heat source of the platen cover+, such as heat transfer mode 5, the platen cover is in uniform contact with the air in the cavity during the whole process and convective heat exchange occurs- , such as heat transfer mode 6;

The heat transfer relationship of the air in the clutch cavity: the air in the cavity accepts the heat input from the intermediate plate, the two pressure plates, the two pressure plate covers and the engine +, such as heat transfer mode 46, and transfers the heat through convection heat transfer. Transfer to clutch housing - as heat transfer method 7.

At the same time, since the clutch housing has two holes for ventilation and cooling, the air in the cavity transfers heat to the air in the engine compartment in the form of convection heat transfer, such as heat transfer mode 8;

The heat transfer relationship of the clutch housing: it accepts convective heat+ from the air in the cavity, such as heat transfer mode 7, since the engine is directly connected to the housing, there is heat conduction+ between the engine and the housing, such as heat transfer mode 9.

In addition to this, the air in the engine compartment is in direct contact with the casing, so there is heat convection between the two - as in heat transfer 9 .

The heat transfer relationship of the friction plate: when the friction plate is in direct contact with the pressure plate and the intermediate plate, the friction heat is transferred to the friction plate +, such as heat transfer mode 1, it will have convective heat exchange with the air in the clutch cavity-, such as heat transfer Way 10.

其中：P＝Trq*dω，P为摩擦功率，Trq为离合器实际传递的扭矩，dω为离合器与发动机的转速差，W为摩擦功；从离合器系统上分析，离合器摩擦片与中间盘产热的主要来源是由离合器的滑摩产生的，主要分布在换挡工况与起步工况。said friction work

Among them: P=Trq*dω, P is the friction power, Trq is the torque actually transmitted by the clutch, dω is the speed difference between the clutch and the engine, W is the friction work; from the analysis of the clutch system, the heat generated by the clutch friction plate and the intermediate plate is The main source is the slip friction of the clutch, which is mainly distributed in the shifting condition and the starting condition.

The initial clutch temperature refers to: when the driver starts a driving cycle, the initial temperature of the clutch needs to be calculated as the initial value of the clutch temperature calculation model for the next driving cycle. An accurate initial clutch temperature helps to improve the calculation of the clutch temperature. The accuracy of the model, on the contrary, the inaccurate initial temperature of the clutch will greatly affect the accuracy of the clutch temperature calculation model. In extreme cases, it will damage the clutch and bring driving risks; the initial temperature of the clutch T _Part = T _Air + (T _{Part Last} -T _Air )*K _fac , where: T _Part is the initial temperature of each part of the clutch (including the temperature of the clutch friction plate of the odd-numbered axis, the temperature of the clutch friction plate of the even-numbered axis, the temperature of the intermediate plate, the temperature of the clutch pressure plate of the odd-numbered axis, the temperature of the even-numbered axis clutch pressure plate temperature, clutch housing temperature, air temperature in the clutch housing, clutch intermediate disc temperature); T _Air is the air temperature under the current driving condition; T _{Part Last} is the temperature stored in EE after the previous driving cycle The temperature of each part of the clutch; K _fac is the heat dissipation coefficient, which is related to the time when the engine is powered off, and the difference between the air temperature of the previous driving cycle and this driving cycle. Generally speaking, the longer the power off time, the greater the temperature difference, and the greater the heat dissipation coefficient. Small.

The temperature of the friction plates of the odd-numbered shaft clutch refers to: the heat-generating source of the friction plates of the odd-numbered shaft clutch is the friction work of the odd-numbered shaft clutch, and the heat dissipation methods include air convection and heat radiation; the temperature of the friction plates of the odd-numbered shaft clutch

T _OddPres = (P _{OddFriction -} P _{Odd 2InnAir Conv -} P _{Odd Pres 2Pull Radi} )/(M _Odd *Cp _Odd ), where:

P _OddFriction =0.5*Trq _Odd *dω _Odd , P _{Odd 2InnAir Conv} =0.5*(T _OddPres -T _InnerAir )*K _{Odd 2InnAir Conv} *A _Odd *f _{Odd 2InnAir Conv} ,

其中：

in:

T _OddPres is the temperature of the clutch friction plate of the odd-numbered shaft; P _OddFriction is the friction power; P _{Odd 2InnAir Conv} is the thermal convection power of the clutch friction plate of the odd-numbered shaft to the air in the clutch cavity; P _{Odd Pres 2Pull Radi} is the clutch friction plate of the odd-numbered shaft to the odd-numbered shaft. The heat radiation power of the clutch pressure plate; M _Odd is the mass of the clutch friction plate of the odd-numbered shaft; Cp _Odd is the specific heat capacity coefficient of the odd-numbered shaft clutch; T _InnerAir is the air temperature of the clutch cavity; A _Odd is the heat dissipation area of the clutch friction plate of the odd-numbered shaft; f _{Odd 2InnAir Conv} is the thermal convection efficiency of the odd-numbered shaft clutch friction plates to the air in the clutch cavity; K _{Odd 2InnAir Conv} is the thermal convection coefficient of the odd-numbered shaft clutch friction plates to the air in the clutch cavity; Cn _{Odd Pres 2Pull Radi} is the odd-numbered shaft clutch friction plates to the odd number The thermal radiation coefficient of the shaft clutch pressure plate; the unit of the above temperature is °C.

The even-numbered shaft clutch friction plate temperature refers to: the heat-generating source of the even-numbered shaft clutch friction plate is the friction work of the even-numbered shaft clutch, and the heat dissipation methods include air convection and heat radiation; the even-numbered shaft clutch friction plate temperature

其中：T_EvnPres为偶数轴离合器摩擦片温度；P_EvnFriction为摩擦功率；P_{Evn 2InnAir Conv}为偶数轴离合器摩擦片对离合器腔体空气的热对流功率；P_{Evn Pres 2Pull Radi}为偶数轴离合器摩擦片对偶数轴离合器压盘的热辐射功率；M_Evn为偶数轴离合器摩擦片质量；Cp_Evn为偶数轴离合器的比热容系数；T_InnerAir为离合器腔空气温度；A_Evn为偶数轴离合器摩擦片散热面积；T _EvnPres =(P _EvnFriction -P _{Evn 2InnAir Conv} -P _{Evn Pres 2Pull Radi} )/(M _Evn *Cp _Evn ), P _EvnFriction =0.5*Trq _Evn *dω _Evn , P _{Evn 2InnAir Conv} =0.5*(T _EvnPres -T _InnerAir )*K _{Evn 2InnAir Conv} *A _Evn *f _{Evn 2InnAi rConv} ,

Among them: T _EvnPres is the temperature of the even-numbered shaft clutch friction plate; P _EvnFriction is the friction power; P _{Evn 2InnAir Conv} is the thermal convection power of the even-numbered shaft clutch friction plate to the air in the clutch cavity; P _{Evn Pres 2Pull Radi} is the even-numbered shaft clutch friction plate pair The heat radiation power of the clutch pressure plate of the even-numbered shaft; M _Evn is the mass of the even-numbered shaft clutch friction plate; Cp _Evn is the specific heat capacity coefficient of the even-numbered shaft clutch; T _InnerAir is the air temperature of the clutch cavity; A _Evn is the heat dissipation area of the even-numbered shaft clutch friction plate;

f _{Evn 2InnAir Conv} is the thermal convection efficiency of the even-numbered shaft clutch friction plates to the air in the clutch cavity; K _{Evn 2InnAir Conv} is the thermal convection coefficient of the even-numbered shaft clutch friction plates to the air in the clutch cavity; Cn _{Evn Pres 2Pull Radi} is the even-numbered shaft clutch friction The thermal radiation coefficient of plate-to-even shaft clutch pressure plate; the unit of above temperature is °C.

The temperature of the clutch middle plate refers to: the heat source of the clutch middle plate is the friction work of the odd-numbered shaft clutch and the friction work of the even-numbered shaft clutch, and the heat dissipation method is air convection; the temperature of the clutch middle plate T _Center = (P _OddFriction + PevenFriction-PCnt2InnAirConv/(MCenter*CpCenter),

P _OddFriction =0.5*Trq _Odd *dω _Odd , P _EvenFriction =0.5*Trq _Even *dω _Even , P _{Cnt 2InnAirConv} =(T _Center -T _InnerAir )*K _{Cnt 2InnAirConv} *A _Center *f _Center , where: T _Center is the middle plate temperature;

P _EvenFriction and P _OddFriction are friction power; P _{Cnt 2InnAirConv} is the thermal convection power of the intermediate disc to the air in the clutch cavity; M _Center is the mass of the intermediate disc; Cp _Center is the specific heat capacity coefficient of the intermediate disc; T _InnerAir is the air temperature of the clutch cavity; A _Center is the heat dissipation area of the intermediate disk; f _Center is the thermal convection efficiency of the intermediate disk to the air in the clutch cavity; K _{Cnt 2InnAirConv} is the thermal convection coefficient of the intermediate disk to the air in the clutch cavity; the unit of the above temperature is °C.

The temperature of the odd-numbered shaft clutch pressure plate refers to: the heat-generating source of the odd-numbered shaft clutch pressure plate is the heat radiation of the odd-numbered shaft clutch friction plate, and the heat dissipation method is the convection of the air; the odd-numbered shaft clutch pressure plate temperature T _OddPull = (P _{Odd Pres 2Pull Radi} -P _{OddPull 2InnAirConv} )/(M _OddPull *Cp _OddPull ), P _{OddPull 2InnAirConv} =(T _OddPull -T _InnerAir )*K _{OddPull 2InnAirConv} *A _OddPull *f _{OddPull 2InnAirConv} , where: T _OddPull is the odd-numbered shaft clutch pressure plate temperature; P _{OddPres 2PullRadi} is the heat radiation power of the odd-numbered shaft clutch friction plate to the odd-numbered shaft clutch pressure plate; P _{OddPull 2InnAirConv} is the thermal convection power of the odd-numbered shaft clutch pressure plate to the air in the clutch cavity; M _OddPull is the odd-numbered shaft clutch pressure plate mass ; Cp _OddPull is the specific heat capacity coefficient of the odd-numbered shaft clutch; T _InnerAir is the air temperature of the clutch cavity; A _OddPull is the heat dissipation area of the odd-numbered shaft clutch pressure plate; f _{OddPull 2InnAirConv} is the heat convection efficiency of the odd-numbered shaft clutch pressure plate to the air in the clutch cavity;

K _{OddPull 2InnAirConv} is the thermal convection coefficient of the odd-numbered shaft clutch pressure plate to the air in the clutch cavity; the unit of the above temperature is °C.

The even-numbered shaft clutch pressure plate temperature refers to: the heat-generating source of the even-numbered shaft clutch pressure plate is the heat radiation of the even-numbered shaft clutch friction plates, and the heat dissipation method is air convection; the even-numbered shaft clutch pressure plate temperature T _EvnPull = (P _{EvnPres 2Pull Radi} -P _{EvnPull 2InnAirConv} )/(M _EvnPull *Cp _EvnPull ), P _{EvnPull 2InnAirConv} = (T _EvnPull -T _InnerAir )*K _{EvnPull 2InnAirConv} *A _EvnPull *f _{EvnPull 2InnAirConv} , where: T _EvnPull is an even-numbered shaft clutch platen ;P _{EvnPres 2PullRadi} is the heat radiation power of the even-numbered shaft clutch friction plate to the even-numbered shaft clutch pressure plate; P _{EvnPull 2InnAirConv} is the thermal convection power of the even-numbered shaft clutch pressure plate to the air in the clutch cavity; M _EvnPull is the even-numbered shaft clutch pressure plate mass; Cp _EvnPull is the specific heat capacity coefficient of the even-numbered shaft clutch; T _InnerAir is the air temperature of the clutch cavity; A _EvnPull is the heat dissipation area of the even-numbered shaft clutch pressure plate; f _{EvnPull 2InnAirConv is} the heat convection efficiency of the even-numbered shaft clutch pressure plate to the air in the clutch cavity; is the thermal convection coefficient of the clutch pressure plate of the even-numbered shaft to the air in the clutch cavity; the unit of the above temperature is °C.

The air temperature of the clutch cavity refers to: the heat source of the air in the clutch cavity is the thermal convection of the clutch friction plates of the odd-numbered axis, the thermal convection of the friction plates of the even-numbered axis, the thermal convection of the intermediate plate, and the thermal convection of the pressure plate of the odd-numbered axis. , the heat convection of the even-numbered shaft pressure plate, the heat convection of the engine water temperature, the heat dissipation method is the heat convection to the clutch housing, the heat convection to the engine parts (only the part of the engine close to the clutch); the air temperature of the clutch cavity

T _InnerAir = (P _{Odd 2InnAir Conv} + P _{Evn 2InnAir Conv} + P _{Cnt 2InnAirConv} + P _{OddPull 2InnAirConv} + P _{EvnPull 2InnAirConv} + P _{EngColl 2InnAir Conv} -P _{InnAir 2HouseConv} -P _{InnAir 2EngPartConv} )/(M _InnerAir *CpInnerAir), P _{EngColl 2InnAir Conv} = (T _{EngCool -} T _{InnerA ir} )*K _{EngColl 2InnAir Conv} *A _InnerAir *f _{EngColl 2InnAir Conv} , P _{InnAir 2EngPartConv} = (T _InnerAir -T _EngPart )*K _{InnAir 2EngPartConv} *A _InnerAir *f _{InnAir 2EngPartConv} , P _{InnAir 2HouseConv} =(T _InnerAir -T _House )*K _{InnAir 2HouseConv} *A _InnerAir *f _{InnAir 2HouseConv} , where: T _InnerAir is the air temperature of the clutch cavity; T _EngCool is the engine water temperature; T _EngPart is the engine component temperature; T _House is the clutch housing temperature; P _{EngColl 2InnAir Conv} is the thermal convection power of the engine water temperature to the clutch cavity air; P _{InnAir 2EngPartConv} is the thermal convection power of the clutch cavity air to the engine parts; P _{InnAir 2HouseConv} is the clutch cavity air to the clutch housing. The thermal convection power; M _InnerAir is the air mass; Cp _InnerAir is the air specific heat capacity coefficient; A _InnerAir is the heat dissipation area; f _{EngColl 2InnAir Conv} is the thermal convection efficiency of the engine water temperature to the air in the clutch chamber; f _{InnAir 2EngPartConv} is the thermal convection efficiency of the clutch chamber air to the engine components; f _{InnAir 2HouseConv} is the heat convection efficiency of clutch chamber air to clutch housing; K _{EngColl 2InnAir Conv} is the heat convection coefficient of engine water temperature to clutch chamber air; K _{InnAir 2EngPartConv} is the heat convection coefficient of clutch chamber air to engine components;

K _{InnAir 2HouseConv} is the thermal convection coefficient of the clutch chamber air to the clutch housing; the unit of the above temperature is °C.

The temperature of the clutch housing refers to: the heat source of the clutch housing is the heat convection of the air in the clutch cavity to the housing, and the heat dissipation method is the heat convection to the engine parts (only the part of the engine close to the clutch); the clutch housing Body temperature T _House = (P _{InnAir 2HouseConv -} P _{House 2EngPartConv} )/(M _House *Cp _House ), P _{House 2EngPartConv} = (T _House -T _EngPart )*K _{House e2EngPartConv} *A _House *f _{House 2EngPartConv} , where: T _House is the clutch housing temperature; T _EngPart is the engine part temperature; P _{House 2EngPartConv} is the thermal convection power of the clutch housing to the engine part; P _{InnAir 2HouseConv} is the clutch housing thermal convection power against the clutch cavity temperature; M _House is the housing Mass; Cp _House is the specific heat capacity coefficient of the casing; K _{House 2EngPartConv} is the heat convection coefficient of the clutch casing to the engine parts; f _{House 2EngPartConv} is the heat convection efficiency of the clutch casing to the engine parts; A _House is the temperature of the clutch casing; The unit is °C.

The engine part temperature refers to: the heat source of the engine part is the engine water temperature, and the heat dissipation source is the air temperature of the engine compartment; the engine part temperature T _EngPart =T _Air + (T _EngCool -T _Air )*K _Fac1 , wherein: T _EngPart is the engine component temperature; T _Air is the engine compartment air temperature; T _EngCool is the engine water temperature; K _Fac1 is the coefficient between the vehicle speed and the fan speed _. at 0; the unit of the above temperature is °C.

The external temperature sensors are respectively arranged on the clutch housing to measure the housing temperature, inside the clutch cavity to measure the air temperature of the clutch cavity, and a non-contact infrared temperature sensor to measure the edge temperature of the clutch friction plates.

The offline simulation refers to: taking the installed clutch housing temperature sensor, clutch cavity temperature sensor and non-contact infrared temperature sensor plus 30-50 °C as the benchmark, collecting a large number of data sets through the real vehicle and calculating each data set. Variance, remove the data values other than twice the variance of the data set, set the data values within twice the variance as the reserved values to improve the validity of the data, and input the reserved values into the model for code-based closed-loop simulation. Based on the differences in the data collected from the actual vehicle, the thermophysical parameters of the model are corrected based on factors such as ambient temperature, vehicle speed, and throttle rate of change, and finally, under the same operating conditions, the difference between the simulated data and the actual vehicle collected data can meet the engineering requirements.

In this example, the clutch temperature field heat transfer model is built in Simulink, C code is generated, HEX and A2L files are integrated, and the files are flashed into the TCU. The test results on the real vehicle are shown in Figures 2 to 4. .

As shown in Figure 2, under the condition of high speed with large accelerator, the thermophysical performance parameters of the clutch are determined through the calibration test of the real vehicle, and the average error between the calculated temperature of the clutch temperature field heat transfer model and the measured temperature (infrared sensor + 30 °C) is less than 10% , to meet the engineering application requirements for calculating the temperature of each component of the dry clutch.

As shown in Figure 3, under the condition of high-acceleration starting, the clutch thermophysical performance parameters are determined by the real vehicle calibration test, and the average error between the calculated temperature of the clutch temperature field heat transfer model and the measured temperature (infrared sensor +50°C) is less than 10% , to meet the engineering application requirements for calculating the temperature of each component of the dry clutch.

As shown in Figure 4, under the urban road conditions, the clutch thermophysical performance parameters are determined through the real vehicle calibration test, and the average error between the calculated temperature of the clutch temperature field heat transfer model and the measured temperature (infrared sensor +30 °C) is less than 10%, It can meet the engineering application requirements of calculating the temperature of each component of the dry clutch.

The above-mentioned specific implementation can be partially adjusted by those skilled in the art in different ways without departing from the principle and purpose of the present invention. The protection scope of the present invention is based on the claims and is not limited by the above-mentioned specific implementation. Each implementation within the scope is bound by the present invention.

Claims (10)

1. A dry-type double-clutch temperature measuring and calculating method based on temperature field heat transfer is characterized in that a clutch temperature field heat transfer model is provided according to the heat exchange relation of all parts of a clutch, an external temperature sensor is used as a reference for carrying out real vehicle data acquisition, the temperatures of all parts of the clutch are obtained through off-line simulation, and the method is used for measuring and calculating the clutch temperature in the actual driving process;

the thermal interrelationship of the various parts of the clutch includes: the temperature of the clutch intermediate plate and the friction plate comprises: friction work, clutch initial temperature, odd-number shaft clutch friction plate temperature, even-number shaft clutch friction plate temperature, clutch intermediate plate temperature, odd-number shaft clutch pressure plate temperature, even-number shaft clutch pressure plate temperature, clutch cavity air temperature, clutch shell temperature and engine component temperature;

the heat transfer model of the clutch temperature field comprises the following steps: the heat transfer relationship of the intermediate plate, the heat transfer relationship between the pressure plates, the heat transfer relationship between the pressure plate covers, the heat transfer relationship of air in the clutch cavity, the heat transfer relationship of the clutch housing and the heat transfer relationship of the friction plates;

the external temperature sensors are respectively arranged on the clutch shell to measure the temperature of the shell, a gas temperature sensor arranged in the clutch cavity to measure the air in the clutch cavity and a non-contact infrared temperature sensor arranged on the edge of the clutch friction plate.

2. The dry dual clutch temperature measurement method based on temperature field heat transfer as claimed in claim 1, wherein the friction work

Wherein: p is Trq × d ω, P is friction power, Trq is torque actually transmitted by the clutch, d ω is a rotational speed difference between the clutch and the engine, and W is friction power.

3. The dry dual clutch temperature measurement method based on temperature field heat transfer as claimed in claim 1, wherein the clutch initial temperature is: when the driver starts a driving cycle, it is necessary toThe initial temperature of the clutch is required to be calculated as the initial value of the clutch temperature calculation model in the next driving cycle, the accurate initial temperature of the clutch is beneficial to improving the accuracy of the clutch temperature calculation model, otherwise, the inaccurate initial temperature of the clutch greatly influences the accuracy of the clutch temperature calculation model, and the clutch is damaged under extreme conditions, so that the driving risk is brought; the clutch initial temperature T_Part＝T_Air+(T_PartLast-T_Air)*K_facWherein: t is_PartThe initial temperature of each part of the clutch (including the temperature of the friction plate of the clutch with the odd number shaft, the temperature of the friction plate of the clutch with the even number shaft, the temperature of the middle plate, the temperature of the pressure plate of the clutch with the odd number shaft, the temperature of the pressure plate of the clutch with the even number shaft, the temperature of the shell of the clutch, the temperature of the air in the shell of the clutch and the temperature of the middle plate of the; t is_AirThe air temperature under the current driving condition; t is_PartLastThe temperatures of the various parts of the clutch stored in the EE after the end of the previous driving cycle; k_facIs a heat dissipation coefficient.

4. The dry type dual clutch temperature measuring and calculating method based on temperature field heat transfer as claimed in claim 1, wherein the odd number shaft clutch friction plate temperature is: the friction plate heat source of the odd-numbered shaft clutch is the friction work of the odd-numbered shaft clutch, and the heat dissipation mode has the convection and heat radiation of air; the temperature T of the friction plate of the odd-number shaft clutch_OddPres＝(P_OddFriction-P_{Odd2InnAirConv}-P_{OddPres2PullRadi})/(M_Odd*Cp_Odd) Wherein: p_OddFriction＝0.5*Trq_Odd*dω_Odd，P_{Odd2InnAirConv}＝0.5*(T_OddPres-T_InnerAir)*K_{Odd2InnAirConv}*A_Odd*f_{Odd2InnAirConv}，

Wherein: t is_OddPresThe temperature of the friction plate of the clutch with odd number of shafts; p_OddFrictionIs the friction power; p_{Odd2InnAirConv}Is odd-shaft clutch frictionHeat convection power of the plates to the clutch cavity air; p_{OddPres2PullRadi}The heat radiation power of the odd-number shaft clutch friction plate to the odd-number shaft clutch pressure plate; m_OddThe mass of the friction plate of the clutch with odd number of shafts; cp_OddThe specific heat capacity coefficient of the clutch with the odd number of shafts; t is_InnerAirIs the clutch cavity air temperature; a. the_OddThe heat dissipation area of the clutch friction plate with odd number of shafts is provided; f. of_{Odd2InnAirConv}The heat convection efficiency of the friction plates of the odd-number shaft clutch to the air in the cavity of the clutch; k_{Odd2InnAirConv}The heat convection coefficient of the friction plates of the odd-number shaft clutch to the air of the clutch cavity is set; cn_{OddPres2PullRadi}The thermal radiation coefficient of the odd-number shaft clutch friction plate to the odd-number shaft clutch pressure plate is set; the above temperatures are in units of ℃.

5. The dry type dual clutch temperature measuring and calculating method based on temperature field heat transfer as claimed in claim 1, wherein the even number shaft clutch friction plate temperature is: the heat source generated by the friction plates of the even-numbered shaft clutch is the friction work of the even-numbered shaft clutch, and the heat dissipation mode comprises the convection and the heat radiation of air; the temperature T of the friction plate of the even-number shaft clutch_EvnPres＝(P_EvnFriction-P_{Evn2InnAirConv}-P_{EvnPres2PullRadi})/(M_Evn*Cp_Evn)，P_EvnFriction＝0.5*Trq_Evn*dω_Evn，P_{Evn2InnAirConv}＝0.5*(T_EvnPres-T_InnerAir)*K_{Evn2InnAirConv}*A_Evn*f_{Evn2InnAirConv}，

Wherein: t is_EvnPresThe temperature of the friction plate of the clutch with even number of shafts; p_EvnFrictionIs the friction power; p_{Evn2InnAirConv}The heat convection power of the friction plates of the even-number shaft clutch to the air in the cavity of the clutch; p_{EvnPres2PullRadi}The heat radiation power of the friction plates of the even-number shaft clutch to the pressure plates of the even-number shaft clutch is set; m_EvnThe quality of the friction plate of the clutch with even number of shafts; cp_EvnThe specific heat capacity coefficient of the even number shaft clutch; t is_InnerAirIs the clutch cavity air temperature; a. the_EvnThe heat dissipation area of the friction plate of the clutch with even number of shafts is provided; f. of_{Evn2InnAirConv}The heat convection efficiency of the friction plates of the even-number shaft clutch to the air in the cavity of the clutch; k_{Evn2InnAirConv}The heat convection coefficient of the friction plates of the even-number shaft clutch to the air of the clutch cavity is set; cn_{EvnPres2PullRadi}The thermal radiation coefficient of the friction plate of the even-number shaft clutch to the pressure plate of the even-number shaft clutch is set; the above temperatures are in units of ℃.

6. The dry-type dual clutch temperature measurement and calculation method based on temperature field heat transfer as claimed in claim 1, wherein the clutch intermediate plate temperature is: the heat source of the clutch intermediate disc is the friction work of the odd-numbered shaft clutch and the friction work of the even-numbered shaft clutch, and the heat dissipation mode is the convection of air; the temperature T of the intermediate plate of the clutch_Center＝(P_OddFriction+P_EvenFriction-P_{Cnt2InnAirConv})/(M_Center*Cp_Center)，P_OddFriction＝0.5*Trq_Odd*dω_Odd，P_EvenFriction＝0.5*Trq_Even*dω_Even，P_{Cnt2InnAirConv}＝(T_Center-T_InnerAir)*K_{Cnt2InnAirConv}*A_Center*f_CenterWherein: t is_CenterIs the mid-pan temperature; p_EvenFrictionAnd P_OddFrictionIs the friction power; p_{Cnt2InnAirConv}Thermal convection power for the intermediate disc to the clutch cavity air; m_CenterThe intermediate disc mass; cp_CenterThe specific heat capacity coefficient of the intermediate disc; t is_InnerAirIs the clutch cavity air temperature; a. the_CenterThe heat dissipation area of the intermediate plate; f. of_CenterThermal convection efficiency for the intermediate disc to the clutch cavity air; k_{Cnt2InnAirConv}The thermal convection coefficient of the intermediate disc to the air in the clutch cavity; the above temperatures are in units of ℃.

7. The dry dual clutch temperature measurement method based on temperature field heat transfer as claimed in claim 1, wherein the odd number shaftThe clutch pressure plate temperature is: the heat generating source of the odd-number shaft clutch pressure plate is the heat radiation of the odd-number shaft clutch friction plate, and the heat radiation mode is the convection of air; the odd-number shaft clutch pressure plate temperature T_OddPull＝(P_{OddPres2PullRadi}-P_{OddPull2InnAirConv})/(M_OddPull*Cp_OddPull)，P_{OddPull2InnAirConv}＝(T_OddPull-T_InnerAir)*K_{OddPull2InnAirConv}*A_OddPull*f_{OddPull2InnAirConv}Wherein: t is_OddPullThe temperature of a clutch pressure plate of the clutch with odd number of shafts; p_{OddPres2PullRadi}The heat radiation power of the odd-number shaft clutch friction discs to the odd-number shaft clutch pressure discs is set; p_{OddPull2InnAirConv}The heat convection power of the odd-number shaft clutch pressure plate to the air in the clutch cavity; m_OddPullThe clutch pressure plate mass is odd number; cp_OddPullThe specific heat capacity coefficient of the clutch with the odd number of shafts is adopted; t is_InnerAirIs the clutch cavity air temperature; a. the_OddPullThe heat dissipation area of the clutch pressure plate with odd number of shafts is provided; f. of_{OddPull2InnAirConv}The heat convection efficiency of the odd-number shaft clutch pressure plate to the air in the clutch cavity; k_{OddPull2InnAirConv}The heat convection coefficient of the clutch pressure plate with odd number of shafts to the air in the clutch cavity is set; the above temperatures are in units of ℃.

8. The dry type dual clutch temperature measuring and calculating method based on temperature field heat transfer as claimed in claim 1, wherein the even number shaft clutch pressure plate temperature is: the heat generating source of the even-number shaft clutch pressure plate is the heat radiation of the even-number shaft clutch friction plate, and the heat radiation mode is the convection of air; the even number shaft clutch pressure plate temperature T_EvnPull＝(P_{EvnPres2PullRadi}-P_{EvnPull2InnAirConv})/(M_EvnPull*Cp_EvnPull)，P_{EvnPull2InnAirConv}＝(T_EvnPull-T_InnerAir)*K_{EvnPull2InnAirConv}*A_EvnPull*f_{EvnPull2InnAirConv}Wherein: t is_EvnPullThe temperature of the clutch pressure plate of the even number shaft; p_{EvnPres2PullRadi}The heat radiation power of the friction discs of the even-number shaft clutch to the pressure discs of the even-number shaft clutch is set;P_{EvnPull2InnAirConv}the heat convection power of the clutch pressure plate with even number of shafts to the air in the clutch cavity; m_EvnPullThe clutch pressure plate quality of the even number shaft clutch; cp_EvnPullThe specific heat capacity coefficient of the clutch with even number of shafts; t is_InnerAirIs the clutch cavity air temperature; a. the_EvnPullThe heat dissipation area of the clutch pressure plate with even number of shafts is provided; f. of_{EvnPull2InnAirConv}The heat convection efficiency of the clutch pressure plate with even number of shafts to the air in the clutch cavity; k_{EvnPull2InnAirConv}The heat convection coefficient of the clutch pressure plate with even number of shafts to the air in the cavity of the clutch; the above temperatures are in units of ℃.

9. The dry dual clutch temperature measurement and calculation method based on temperature field heat transfer as claimed in claim 1, wherein the clutch cavity air temperature is: the heat source of the air in the cavity of the clutch is heat convection of odd-number shaft clutch friction plates, heat convection of even-number shaft clutch friction plates, heat convection of a middle plate, heat convection of odd-number shaft pressure plates, heat convection of even-number shaft pressure plates and heat convection of engine water temperature, and the heat dissipation mode is heat convection of a clutch shell and heat convection of engine parts; the air temperature of the clutch cavity

T_InnerAir＝(P_{Odd2InnAirConv}+P_{Evn2InnAirConv}+P_{Cnt2InnAirConv}+P_{OddPull2InnAirConv}+P_{EvnPull2InnAirConv}+P_{EngColl2InnAirConv}-P_{InnAir2HouseConv}-P_{InnAir2EngPartConv})/(M_InnerAir*Cp_InnerAir)，P_{EngColl2InnAirConv}＝(T_EngCool-T_InnerAir)*K_{EngColl2InnAirConv}*A_InnerAir*f_{EngColl2InnAirConv}，P_{InnAir2EngPartConv}＝(T_InnerAir-T_EngPart)*K_{InnAir2EngPartConv}*A_InnerAir*f_{InnAir2EngPartConv}，P_{InnAir2HouseConv}＝(T_InnerAir-T_House)*K_{InnAir2HouseConv}*A_InnerAir*f_{InnAir2HouseConv}Wherein: t is_InnerAirIs the clutch cavity air temperature; t is_EngCoolTo send outThe temperature of the motive water; t is_EngPartIs the engine component temperature; t is_HouseIs the clutch housing temperature; p_{EngColl2InnAirConv}The heat convection power of the water temperature of the engine to the air in the clutch cavity is obtained; p_{InnAir2EngPartConv}Heat convection power of clutch cavity air to engine components; p_{InnAir2HouseConv}Heat convection power of the clutch cavity air to the clutch housing; m_InnerAirIs the air mass; cp_InnerAirIs the air specific heat capacity coefficient; a. the_InnerAirIs the heat dissipation area; f. of_{EngColl2InnAirConv}The heat convection efficiency of the water temperature of the engine to the air in the clutch cavity is obtained; f. of_{InnAir2EngPartConv}The efficiency of heat convection of clutch cavity air to engine components; f. of_{InnAir2HouseConv}The efficiency of heat convection of the clutch cavity air to the clutch housing; k_{EngColl2InnAirConv}The heat convection coefficient of the water temperature of the engine to the air in the clutch cavity is set; k_{InnAir2EngPartConv}Is the thermal convection coefficient of the clutch cavity air to the engine components; k_{InnAir2HouseConv}Is the thermal convection coefficient of the clutch cavity air to the clutch housing; the above temperatures are in units of ℃.

10. The dry type dual clutch temperature measuring and calculating method based on temperature field heat transfer as claimed in claim 1, wherein the clutch housing temperature is: the heat generating source of the clutch shell is heat convection of air in a clutch cavity to the shell, and the heat dissipation mode is heat convection to engine parts; the temperature of the clutch housing

T_House＝(P_{InnAir2HouseConv}-P_{House2EngPartConv})/(M_House*Cp_House)，P_{House2EngPartConv}＝(T_House-T_EngPart)*K_{House2EngPartConv}*A_House*f_{House2EngPartConv}Wherein: t is_HouseIs the clutch housing temperature; t is_EngPartIs the engine component temperature; p_{House2EngPartConv}Heat convection power for the clutch housing to engine components; p_{InnAir2HouseConv}The heat convection power of the clutch shell is the temperature pair of the clutch cavity; m_HouseThe shell mass; cp_HouseIs the shell specific heat capacity coefficient; k_{House2EngPartConv}The thermal convection coefficient of the clutch housing to the engine components; f. of_{House2EngPartConv}Thermal convection efficiency of the clutch housing to the engine components; a. the_HouseIs the clutch housing temperature; the unit of the above temperature is;

the temperature of the engine components refers to: the heat generating source of the engine part is the temperature of engine water, and the heat radiating source is the temperature of air in an engine compartment; temperature T of the engine component_EngPart＝T_Air+(T_EngCool-T_Air)*K_Fac1Wherein: t is_EngPartIs the engine component temperature; t is_AirIs the engine compartment air temperature; t is_EngCoolThe water temperature of the engine; k_Fac1Is the coefficient of the speed and the fan speed, and K is the smaller the speed and the fan speed are_Fac1The closer to 1, and vice versa, the closer to 0; the above temperatures are in units of ℃.

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