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WO2010020520A1 - Procédé pour la détection de l’usure d'un débrayage de moteur - Google Patents

Procédé pour la détection de l’usure d'un débrayage de moteur Download PDF

Info

Publication number
WO2010020520A1
WO2010020520A1 PCT/EP2009/059556 EP2009059556W WO2010020520A1 WO 2010020520 A1 WO2010020520 A1 WO 2010020520A1 EP 2009059556 W EP2009059556 W EP 2009059556W WO 2010020520 A1 WO2010020520 A1 WO 2010020520A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
wear
friction energy
value
course
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/EP2009/059556
Other languages
German (de)
English (en)
Inventor
Ralf Schuler
Christof Jach
Werner Urban
Kaspar Schmoll Genannt Eisenwerth
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of WO2010020520A1 publication Critical patent/WO2010020520A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • 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
    • F16D13/00—Friction clutches
    • F16D13/58—Details
    • F16D13/75—Features relating to adjustment, e.g. slack adjusters
    • F16D13/752—Features relating to adjustment, e.g. slack adjusters the adjusting device being located in the actuating mechanism arranged outside the 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
    • F16D2500/102—Actuator
    • F16D2500/1021—Electrical type
    • F16D2500/1023—Electric motor
    • F16D2500/1024—Electric motor combined with hydraulic actuation
    • 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
    • F16D2500/3026—Stroke
    • 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
    • F16D2500/30405—Estimated clutch 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
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/30406—Clutch slip
    • 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
    • F16D2500/706—Strategy of control
    • F16D2500/70673—Statistical calculations
    • F16D2500/70678—Statistical calculations using histograms
    • 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
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/01—Monitoring wear or stress of gearing elements, e.g. for triggering maintenance
    • F16H2057/014—Monitoring wear or stress of gearing elements, e.g. for triggering maintenance of friction elements in transmissions

Definitions

  • the present invention relates to engine disconnect couplings, which in particular in
  • Hybrid vehicles are used with a hybrid drive.
  • hybrid drive The concept of the hybrid drive is gaining increasing importance in the automotive industry due to its associated optimization of fuel consumption, emission reduction and improvement of the subjective driving sensation.
  • hybrid drives used in modern hybrid vehicles in addition to an internal combustion engine on at least one other drive source, which does not have to be operated with fossil fuels, which can be used as a further drive source in addition to an internal combustion engine, for example, an electric motor.
  • advantages of the different drive sources can be optimally used and disadvantages avoided.
  • hybrid drives In modern hybrid drives, a distinction is made between a parallel hybrid, a serial hybrid and a split hybrid. All hybrid drives have in common is the use of two energy storage, namely a battery and a fuel tank.
  • the internal combustion engine can be decoupled from a drive train for example for purely electric driving via an electrically controllable engine disconnect clutch and restarted at an increased power requirement or low battery state via an engine disconnect clutch with the electric machine.
  • the engine disconnect clutch is controlled to a defined slip torque during the opening and closing operations of the engine disconnect clutch.
  • Fig. 1 illustrates a structure of a considered engine disconnect clutch, which is controlled by a hydraulic system.
  • an electric clutch actuator 101 moves a hydraulic master cylinder 103, which is connected via a hydraulic line 105 with a slave cylinder 107, in which a generally hydraulic clutch release 109 is arranged.
  • the clutch release 109 moves under the influence of a hydraulic force in the slave cylinder 107, wherein a value curve of the clutch release 109 is limited by a mechanical restriction 111.
  • the hydraulic force on the clutch release 109 acts on a plate spring 113, which exerts a force on a clutch disc 115 and thereby realizes a corresponding clutch torque.
  • the clutch friction plate 115 is equipped with a pad spring, via which a frictional force is transmitted.
  • a pad spring via which a frictional force is transmitted.
  • Damage to a coupling having at least two components transmitted by frictional engagement torque in which a single damage value is determined as a function of the friction loss.
  • the present invention is based on the recognition that monitoring the wear condition of the engine disconnect clutch may be accomplished by estimating a friction energy contribution upon actuation of the engine disconnect clutch.
  • the friction energy contribution for example, depending on its size of a friction energy class of a plurality of for example, be assigned in a histogram arranged friction energy classes. By counting the friction energy contributions associated with the respective friction energy class, it is thus possible to record how many times a questionable friction power has been generated, from which a total friction power relative to a friction energy class can be derived.
  • a sum of the energies accumulated in the friction energy classes provides a total output friction which characterizes the wear condition of the engine disconnect clutch.
  • the invention is based on the further realization that there is a connection between the clutch actuator travel shown in FIG. 1, which is limited by a mechanical stop, and the clutch torque.
  • a suitable method of the clutch actuator whose actual value curve and compared with a desired value curve, from which a statement about the state of wear of the engine disconnect clutch can be obtained by measurement.
  • the measurement of the wear condition may be estimated based on the above-mentioned histogram to avoid unnecessary measurements if the wear condition of the engine disconnect clutch is not critical.
  • the invention relates to a method for detecting wear of an engine disconnect clutch having a clutch actuator, such as a clutch actuator, and a clutch releaser movable by means of the Kupplungsaktuators with moving the Kupplungsaktuators along a setpoint course, for example, a predetermined characteristic curve, detecting a Istwertverlaufs and detecting a Difference between an actual value of the actual value curve and a desired value of the setpoint curve for detecting the wear of the motor-separating clutch.
  • the actual value is compared with a position of a mechanical stop of the clutch release in the wear-free coupling state in which this is not moved further. This can ensure a clear measurement.
  • the position of the mechanical stop for example, by a
  • the desired value course is determined by a SoII value characteristic curve which defines a position of the clutch actuator as a function of time, wherein the characteristic curve has a first ramp-shaped section with a first slope and a second ramp-shaped section with a second slope the second ramped portion follows the first ramped portion and has a smaller pitch than the first ramped portion.
  • the ramp-shaped configuration of the Verfahrkennline allows easy and accurate control of the clutch actuator.
  • the clutch actuator is within a first time interval at a first speed with a first value course, which is shorter than a wear-free coupling state is to be traced to a mechanical stop of the clutch release value course, and within a second time interval, which follows the first time interval with a second speed, which is less than the first speed, up to a mechanical stop of the
  • the clutch actuator is moved back within a third time interval, which follows the second time interval, so that a defined initial state for a further measurement is achieved.
  • a profile of the actual value profile is filtered, in particular low-pass filtered, and compared with the unfiltered actual value profile in order to detect an actual position of the clutch actuator or of the clutch release device.
  • the position at which the slave cylinder reaches its mechanical stop and thus the actual value course remains in a stationary state can be reliably detected.
  • the following steps are performed: detecting a friction energy contribution generated in a clutch operation, assigning the detected friction energy contribution to a friction energy class from a plurality of friction energy classes which are particularly in one Histogram are arranged, and increasing a count value associated with the friction energy class, which has been assigned the detected friction energy contribution.
  • the wear measurement is therefore only carried out if a measurement requirement has been determined on the basis of the previously performed estimation.
  • the detection of wear is triggered when a sum of the counts or a sum of the counts weighted with the respective friction energy contributions has reached a predetermined threshold.
  • the measurement of wear is thus triggered by a simple criterion.
  • the friction energy contribution E is determined based on the following formula slipping
  • MCIth is a clutch torque and nDiff is a speed difference of clutch discs of the engine disconnect clutch.
  • the integral is preferably replaced by a sum, so that the determination of the friction energy contributions with low complexity is possible.
  • the method may include a method of monitoring wear of an engine disconnect clutch with sensing a
  • Frictional energy contribution generated in a coupling process Associating the detected friction energy contribution to a friction energy class from a plurality of friction energy classes and increasing a count associated with the friction energy class to which the sensed friction energy contribution has been assigned.
  • the friction energy contribution is detected based on a clutch torque associated with the clutching operation.
  • a simple detection of the friction energy contribution is possible.
  • the energy values associated with the plurality of friction energy classes are summed to form a
  • the advantage here is that the complexity is low.
  • the plurality of friction energy classes are arranged in a histogram. Therefore, a simple and clear presentation and capture is possible.
  • each of the plurality of friction energy classes or the friction energy contribution associated with the respective friction energy class is multiplied by a weighting factor, in particular by an empirically determined weighting factor, to account for the respective friction energy contribution to the wear of the engine disconnect clutch.
  • the weighting factor therefore contributes to an even more accurate detection of the wear.
  • a wear progress is detected by the following formula
  • Friction energy contribution associated with frictional energy class z, count value associated with each frictional energy class, NumberClassH is the number of energy classes, and wt, a weighting factor. As a result, a simple and accurate monitoring of wear is possible.
  • a metrological detection of the wear is performed when a sum of the counts or a sum of the count values weighted with the respective friction energy contributions has reached a predetermined threshold.
  • the wear measurement must be performed only if it appears necessary.
  • the invention further relates to a program-technically configured device which is designed to execute a computer program for carrying out the method according to the invention.
  • FIG. 1 is an engine disconnect clutch
  • FIG. 2 is a flowchart of a method of monitoring wear of an engine disconnect clutch
  • FIG. 4 shows a flowchart of a method for metrological detection of a wear of an engine disconnect clutch.
  • Fig. 2 shows a course of the method for monitoring the wear of the engine disconnect clutch, which, for example, two or more
  • Clutch discs may have.
  • the method includes the step 201 of detecting a friction energy contribution generated in a clutching operation, such as closing or opening a clutch.
  • the detected friction energy contribution is assigned in step 203 a friction energy class, which consists of a plurality of in a
  • Histogram arranged friction energy classes is selected. After an allocation of the friction energy contribution to a friction energy class, a count value is increased in step 205, for example by means of a counter, wherein the count value is associated with the friction class to which the detected friction energy contribution has been assigned.
  • the friction energy contribution can be detected, for example, by a measurement of a temperature that arises, for example, in a closing operation of the clutch due to the friction of the clutch discs. Since a corresponding abrasion on the clutch linings is produced by the friction power applied to the respective clutch disc, the wear of the engine-disconnect clutch can thus be determined.
  • a typical clutch energy input, or friction energy contribution, during engine restart is about 2.7 kJ.
  • the Motor disconnect clutch is specified so that it can withstand a lifetime at least a total friction energy of, for example, 5.4 * 10 9 J, which corresponds to one million clutch actuations.
  • the friction energy contributions ie the energy inputs, can be summed over the life of the engine disconnect clutch, so that upon reaching the possible total energy input can be concluded on a worn clutch.
  • the respective friction energy entries are determined and recorded in a histogram for each coupling process.
  • FIG. 3 shows such a histogram with N friction energy classes 301, which are plotted with an energy step width of, for example, 1 kJ.
  • the height of the histogram bar associated with the respective friction energy class is determined by a frequency z, which corresponds to the number of friction energy contributions attributable to the respective friction energy class.
  • the friction energy classes may be weighted with a wear weight factor that takes into account the respective contribution of the respective friction energy class to the wear of the engine disconnect clutch.
  • the weighting factor may increase linearly or non-linearly with increasing energies of the respective friction energy classes, for example.
  • FIG. 3 shows by way of example a course 303 of such a weighting factor, which can also be interpreted as a wear weight.
  • the energy histogram illustrated in FIG. 3 is designed such that the majority of the friction energy contributions, i. the clutch energy inputs, is covered.
  • the width of the individual histogram classes is selected, for example, such that the statistical average results in a suitable distribution of the friction energy entries over the histogram classes.
  • the individual energy contributions are weighted in the estimation of the wear progress on the basis of the energy histogram as a function of the respective height of the respective histogram bar.
  • the wear progress for example, on the basis of the formula
  • Ei denotes the frictional energy class i in joules
  • Zj the singular number of the energy input events for the class i
  • some one Weighting factor for the respective energy class i and E max intimate a clutch load capacity specified for the respective engine disconnect clutch over a specified total life of the engine disconnect clutch.
  • these variables can be stored in a non-volatile memory following an estimation cycle, for example, and be read out there again during a control unit initialization.
  • a method with the sequence shown in Fig. 4 can be used. This method is particularly suitable for detecting a wear of an engine disconnect clutch, as shown for example in Fig. 1, which has a clutch actuator and a movable by means of the clutch actuator Kupplungsaus Weger.
  • the clutch actuator is moved along a setpoint course. Since, depending on a current wear of the engine disconnect clutch, the actual value curve of the clutch actuator differs from the desired desired value course, the actual value course is detected in step 403.
  • step 405 a difference between an actual value of the value history at, for example, a predetermined position of the clutch actuator and a target value at which the clutch actuator is expected to be in a wear-free state is detected to detect wear of the engine-disconnect clutch ,
  • a sequence of wear measurement is again shown by a change over time of a position of the clutch actuator. This is moved along a setpoint course. Furthermore, the position 503 of a mechanical stop in the wear-free state and a detected, current actual position 505 are entered. A difference 507 between these two sizes gives a wear path that is due to the clutch wear.
  • the course of the setpoint course 501 comprises a first ramp-shaped rise 509 with a pitch that is greater than a pitch of a second section 511 immediately following the section 509.
  • the course of the desired value course 501 furthermore comprises a third section 513, which has a negative slope and immediately follows the second section 511.
  • FIG. 5 also shows a profile of the actual value profile 515. This follows the set value curve until the clutch actuator reaches the current stop position 505, ie the actual value.
  • the wear of the engine disconnect clutch can be detected on the basis of the difference between the actual value 505 and the target value 503.
  • a wear measurement can be carried out, for example, if the vehicle brake is activated or if, in the case of an automatic transmission, the driving steps N or P are engaged. In order not to interrupt the hybrid drive, the wear measurement can also be carried out during a controller overrun.
  • the clutch actuator is moved, for example, starting from a closed coupling state along the steep opening ramp 509 to a position in which the
  • Clutch release is shortly before its mechanical stop.
  • the position of the mechanical stop is known for the new state of the coupling system, for example, on the geometric conditions and can therefore be accurately determined and approached.
  • the clutch on the slow opening ramp 511 is opened further, so that a cautious
  • Procedure of the releaser against the mechanical stop 505 is performed.
  • the stop position is detected when the actual clutch position no longer follows the setpoint position ramp. This is identified by the conditions that, for example, the actual position remains in a stationary state and deviates by more than a certain threshold from a desired value.
  • a difference between unfiltered and low-pass filtered current actual position can be used. As long as the actual position does not follow the setpoint position ramp, there is a stationary deviation between the unfiltered and the filtered actual position corresponding to a product of a ramp gradient and a filter time constant. In a stationary state, in which the actual position no longer follows the setpoint ramp, this difference is correspondingly smaller. It is therefore closed to the stationary actual position, when the difference between the unfiltered and the filtered actual position is, for example, half of the stationary deviation.
  • the stop position 503 in the wear-free state is already known, for example. However, this position may be determined during the first wear measurement and stored as a non-volatile reference value for the clutch new state, for example. Subsequently, the locking ramp 513 is moved until a closed coupling state has been reached again.
  • the determined stop positions can be filtered.
  • a median filter which is composed of the current and, for example, a plurality, which may be predetermined, e.g. four, ignore the largest and smallest values of past measurements and form the arithmetic mean of, for example, three remaining values.
  • the first measured stop position value may be used as a reference value for a new clutch state.
  • the respective optionally filtered stop position value is compared with the reference value for the new condition.
  • the resulting difference is a measure of the Reibbelagsverschl supplement and can for example via a characteristic in a Reibbelagsabrieb showing the decrease of the friction lining thickness with respect to a Reibbelagsdicke when new characterized, to be converted. This characteristic depends on the geometric lever ratios on the plate spring of the coupling shown in Fig. 1 and can be measured in the laboratory.
  • the method for detecting the wear measurement based on the method of the clutch actuator may be initiated, for example, by the aforementioned energy histogram method.
  • a wear measurement can be carried out if the accumulated energy inputs have a significant progress, for example 1% of the specified coupling load capacity.
  • the clutch can be opened so far until the clutch release abuts his mechanical stop. As the course of wear increases with increasing pad wear, the change in this value over the service life is a measure of the actual clutch wear.
  • IDeltaFrcWstgRef is a value detected based on the difference between an actual value and a target value
  • a corresponding diagnostic entry can be triggered in a targeted manner in order, for example, to point out in good time a heavily worn coupling.
  • the hybrid operating strategy could also be changed accordingly to prevent or at least slow down further wear.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

L'invention concerne un procédé pour la détection de l'usure d'un débrayage de moteur, qui présente un actionneur d'embrayage et un dispositif de débrayage pouvant être déplacé au moyen de l'actionneur d'embrayage, par déplacement (401) de l'actionneur d'embrayage le long d'une courbe de valeur théorique, par détection (403) d'une courbe de valeur réelle et par détection (405) d'une différence entre une valeur réelle de la courbe de valeur réelle et une valeur théorique de la courbe de valeur théorique pour la détection de l'usure du débrayage de moteur.
PCT/EP2009/059556 2008-08-22 2009-07-24 Procédé pour la détection de l’usure d'un débrayage de moteur Ceased WO2010020520A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008041446.8 2008-08-22
DE102008041446.8A DE102008041446B4 (de) 2008-08-22 2008-08-22 Verfahren zum Erfassen eines Verschleißes einer Motortrennkupplung

Publications (1)

Publication Number Publication Date
WO2010020520A1 true WO2010020520A1 (fr) 2010-02-25

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Country Link
DE (1) DE102008041446B4 (fr)
WO (1) WO2010020520A1 (fr)

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US8702796B2 (en) 2009-03-31 2014-04-22 Imds Corporation Double bundle ACL repair
CN108368888A (zh) * 2015-09-30 2018-08-03 Gkn 汽车有限公司 用于操作离合器的方法
US20220010871A1 (en) * 2018-12-27 2022-01-13 Halliburton Energy Serivces, Inc. Transmission health indication and life prediction

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DE102019109977B4 (de) 2018-05-15 2024-03-28 Schaeffler Technologies AG & Co. KG Verfahren zur Referenzierung eines Endanschlages eines hydrostatischen Kupplungsaktors

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