Vehicle with clutch for transmission of torque output of motor

• US 20030064858A1
• Filed: 09/10/2002
• Published: 04/03/2003
• Est. Priority Date: 09/10/2001
• Status: Active Grant

• Current Assignee: Nissan Motor Co., Ltd.
• Original Assignee: Nissan Motor Co., Ltd.
• Inventors: Shimizu, Kouichi, Saeki, Hideyuki
• Granted Patent: US 7,217,223 B2
• Time in Patent Office: Days
• US Class Current: 477/166
• CPC Class Codes: B60K 23/08 for changing number of driven wheels , for switching from driving one axle to driving two or more axles B60K17/3515 takes precedence
• CPC Class Codes: B60K 23/0808 for varying torque distribution between driven axles, e.g. by transfer clutch
• CPC Class Codes: B60K 6/44 Series-parallel type
• CPC Class Codes: B60K 6/52 Driving a plurality of drive axles, e.g. four-wheel drive
• CPC Class Codes: B60L 2240/421 Speed
• CPC Class Codes: B60L 2240/441 Speed
• CPC Class Codes: B60L 2240/445 Temperature
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 2050/0022 Gains, weighting coefficients or weighting functions
• CPC Class Codes: B60W 2510/0208 Clutch engagement state, e.g. engaged or disengaged
• CPC Class Codes: B60W 2510/0291 Clutch temperature
• CPC Class Codes: B60W 2510/0604 Throttle position
• CPC Class Codes: B60W 2510/0638 Engine speed
• CPC Class Codes: B60W 2510/0676 Engine temperature
• CPC Class Codes: B60W 2510/081 Speed
• CPC Class Codes: B60W 2520/28 Wheel speed
• CPC Class Codes: B60W 2540/10 Accelerator pedal position
• CPC Class Codes: B60W 2710/025 Clutch slip, i.e. difference between input and output speeds
• CPC Class Codes: F16D 2500/10431 4WD Clutch dividing power between the front and the rear axle
• CPC Class Codes: F16D 2500/3022 Current
• CPC Class Codes: F16D 2500/3026 : Stroke
• CPC Class Codes: F16D 2500/30404 : Clutch temperature
• CPC Class Codes: F16D 2500/3064 : Temperature of the engine
• CPC Class Codes: F16D 2500/3067 : Speed of the engine
• CPC Class Codes: F16D 2500/3115 : Vehicle wheel speed
• CPC Class Codes: F16D 2500/3144 : Accelerator pedal position
• CPC Class Codes: F16D 2500/5029 : Reducing drag torque
• CPC Class Codes: F16D 2500/7042 : Voltage
• CPC Class Codes: F16D 48/06 : Control by electric or electronic means, e.g. of fluid pressure
• CPC Class Codes: Y02T 10/62 : Hybrid vehicles
• CPC Class Codes: Y02T 10/64 : Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/72 : Electric energy management in electromobility

Abstract

A vehicle comprises a motor (4) and a wet clutch (12) for transmission of torque output of the motor to road wheels of the vehicle and transmission of road load from the road wheels to the motor (4). The wet clutch is disengaged in response to a clutch disengagement control signal Accounting for clutch drag state of the wet clutch, a controller (8) selects one out of various values as threshold (Voff). The controller (8) determines that the wet clutch be disengaged when a parameter indicative of the actual vehicle speed has a predetermined relationship with the threshold. The controller (20) generates the clutch disengagement control signal upon determining that the wet clutch be disengaged.

Claims

1. In a vehicle:

a motor;

a wet clutch for transmission of torque output of the motor to road wheels of the vehicle and transmission of road load from the road wheels to the motor, the wet clutch being disengaged in response to a clutch disengagement control signal; and

a controller,

the controller determining that the wet clutch be disengaged when a parameter indicative of the actual vehicle speed has a predetermined relationship with threshold,

the controller generating the clutch disengagement control signal upon determining that the wet clutch be disengaged, and

the controller, accounting for clutch drag state of the wet clutch, altering the threshold.

2. The vehicle as claimed in claim 1, wherein the controller selects one out of various values as the threshold in altering the threshold, such that the value of the threshold is less, when the clutch drag state of the wet clutch is great, than the value of the threshold when the clutch drag state of the wet clutch is less great.

3. The vehicle as claimed in claim 1, wherein the controller monitors a temperature sensor within the wet clutch to monitor the clutch drag state of the wet clutch.

4. The vehicle as claimed in claim 1, wherein, to monitor the clutch drag state of the wet clutch, the controller monitors a revolution speed sensor of the motor to account for a change in revolution speed of the motor immediately after disengagement of the wet clutch when supply of current to the motor is interrupted to deactivate the motor.

5. The vehicle as claimed in claim 1, wherein, to monitor the clutch drag state of the wet clutch, the controller monitors terminal voltage of the motor to account for a change in terminal voltage of the motor due to counter electromotive force immediately after disengagement of the wet clutch when supply of current to the motor is interrupted to deactivate the motor.

6. The vehicle as claimed in claim 1, wherein the controller monitors at least one of travel distance and running time of the vehicle to account for a progress and alters, in response to the progress, a value of a parameter indicative of clutch drag state of the wet clutch.

7. The vehicle as claimed in claim 6, further comprising.,

a first set of road wheels;

a second set of road wheels;

a prime mover drivingly coupled to the first set of road wheels;

wherein the wet clutch is positioned between the motor and the second set of road wheels for transmission of torque output of the motor to the second set of road wheels and transmission of road load from the second set of road wheels to the motor;

wherein the controller monitors temperature of the motor upon start-up of the prime mover for each drive cycle of the vehicle and sets the monitored temperature as an initial temperature value, and wherein the controller selects one out of the various values as an initial value of the threshold in response to the initial temperature value.

8. The vehicle as claimed in claim 6, wherein, as the progress, the controller accounts for travel distance over which the vehicle has traveled at speeds higher than a predetermined speed value to increase the value of clutch drag state indicative parameter.

9. The vehicle as claimed in claim 8, wherein the controller accounts for running time during which the vehicle has traveled at speeds lower than a second predetermined speed value for the controller to decrease the value of the clutch drag state indicative parameter.

10. The vehicle as claimed in claim 1, wherein the controller accounts for travel distance over which the vehicle has traveled at speeds higher than a first predetermined speed value and running time during which the vehicle has traveled at speeds lower than a second predetermined speed value;

wherein the controller predicts a local temperature in the proximity of clutch plates of the wet clutch based on the travel distance and the running time;

wherein the controller predicts an overall temperature of the wet clutch based on the travel distance and the running time; and

wherein the controller selects a greater one of the local and overall temperatures predicted as a parameter indicative of clutch drag state of the wet clutch in altering the threshold.

11. The vehicle as claimed in claim 1, wherein the controller monitors a revolution speed sensor of the motor as the parameter indicative of the actual vehicle speed.

12. The vehicle as claimed in claim 1, wherein the threshold varies to extend operating range of the motor while protecting the motor from excessive rotation.

25. The vehicle as claimed in claim 6, wherein the clutch drag state indicative parameter indicates a clutch operating temperature of the wet clutch.

26. The vehicle as claimed in claim 25, wherein the controller monitors, as the travel distance, a distance over which the vehicle has traveled at speed not lower than a predetermined vehicle speed value during a sampling time.

27. The vehicle as claimed in claim 26, wherein the controller monitors, as the running time, a sampling time during which the vehicle has traveled at speed-lower than the predetermined vehicle speed value.

28. The vehicle as claimed in claim 26, wherein the controller determines, as the progress, an increment expressed as the product of a distance gain and the travel distance.

29. The vehicle as claimed in claim 28, wherein the controller increases the value of the clutch drag state indicative parameter by the increment.

30. The vehicle as claimed in claim 29, wherein the controller determines, as the progress, a decrement expressed as the product of a time gain and the running time.

31. The vehicle as claimed in claim 30, wherein the controller decreases the value of the clutch drag state indicative parameter by the decrement.

32. The vehicle as claimed in claim 6, wherein the controller alters the threshold by comparing the clutch drag state indicative parameter to a predetermined value, selecting one out of various values as the threshold when the clutch drag state indicative parameter is lower than the predetermined value and selecting another out of the various values as the threshold when the clutch drag state indicative parameter is not lower than the predetermined value.

13. A method for providing extended operating range of a motor of a vehicle as well as providing protection to the motor, the vehicle including a wet clutch for transmission of torque output of the motor to road wheels of the vehicle and transmission of load from the road wheels to the motor, the wet clutch being disengaged in response to a clutch disengagement control signal, the method comprising:

determining that the wet clutch be disengaged when a parameter indicative of the actual vehicle speed has a predetermined relationship with threshold;

generating the clutch disengagement control signal upon determining that the wet clutch be disengaged; and

altering, accounting for clutch drag state of the wet clutch, the threshold.

14. A method for providing extended operating range of a motor of a vehicle as well as providing protection to the motor, the vehicle including a wet clutch for transmission of torque output of the motor to road wheels of the vehicle and transmission of load from the road wheels to the motor, the wet clutch being disengaged in response to a clutch disengagement control signal, the method comprising:

predicting a local temperature in the proximity of clutch plates of the wet clutch;

determining an overall temperature of the wet clutch;

determining, based on the local temperature and the overall temperature, a clutch operating temperature;

selecting one out of various values as threshold when the clutch operating temperature is higher than or equal to a first predetermined temperature value;

selecting another out of the various values as the threshold when the clutch operating temperature is lower than a second predetermined temperature value;

determining that the wet clutch be disengaged when a parameter indicative of the actual vehicle speed has a predetermined relationship with the threshold; and

generating the clutch disengagement control signal upon determining that the wet clutch be disengaged.

15. The method as claimed in claim 14, further comprising monitoring a temperature sensor to determine the overall temperature.

16. The method as claimed in claim 14, wherein the predicting a local temperature includes comparing an instantaneous value indicative of the actual vehicle speed to a predetermined speed value;

calculating a travel distance by multiplying the instantaneous value with a sampling time when the instantaneous value is higher than or equal to the predetermined speed value;

calculating an increment by multiplying the travel distance with a distance gain;

calculating a decrement by multiplying the sampling time with a time gain when the instantaneous value is lower than the predetermined speed value;

incrementing the local temperature with the increment when the instantaneous value is higher than or equal to the predetermined speed value; and

decrementing the local temperature with the decrement when the instantaneous value is lower than the predetermined speed value,

17. The method as claimed in claim 16, wherein the determining an overall temperature includes calculating a second increment by multiplying the travel distance with a second distance gain when the instantaneous value is higher than or equal to the predetermined speed value;

calculating a second decrement by multiplying the sampling time with a second time gain when the instantaneous value is lower than the predetermined speed value;

incrementing the overall temperature with the second increment when the instantaneous value is higher than or equal to the predetermined speed value; and

decrementing the overall temperature with the second decrement when the instantaneous value is lower than the predetermined speed value.

18. The method as claimed in claim 17, wherein the first mentioned distance gain is greater than the second distance gain, and the first mentioned time gain is greater than the second time gain.

19. The method as claimed in claim 14, wherein the second predetermined temperature value is equal to the first predetermined temperature value.

20. The method as claimed in claim 14, wherein the second predetermined temperature value is lower than the first predetermined temperature value.

21. The method as claimed in claim 14, wherein the determining a clutch operating temperature includes selecting a higher one of the local temperature and the overall temperature as the clutch operating temperature.

22. The method as claimed in claim 14, wherein the clutch operating temperature is a parameter indicative of clutch drag state of the wet clutch.

23. The method as claimed in claim 17, further comprising monitoring a temperature sensor of the motor to predict initial values of the local and overall temperatures.

24. An apparatus for providing extended operating range of a motor of a vehicle as well as providing protection to the motor, the vehicle including a wet clutch for transmission of torque output of the motor to road wheels of the vehicle and transmission of load from the road wheels to the motor, the wet clutch being disengaged in response to a clutch disengagement control signal, the apparatus comprising:

means for determining that the wet clutch be disengaged when a parameter indicative of the actual vehicle speed has a predetermined relationship with threshold;

means for generating the clutch disengagement control signal upon determining that the wet clutch be disengaged; and

means for altering, accounting for clutch drag state of the wet clutch, the threshold.

33. In a vehicle:

a motor;

a wet clutch for transmission of torque output of the motor to road wheels of the vehicle and transmission of road load from the road wheels to the motor, the wet clutch being disengaged in response to a clutch disengagement control signal; and

a controller,

the controller determining that the wet clutch be disengaged when a parameter indicative of the actual vehicle speed has a predetermined relationship with threshold,

the controller generating the clutch disengagement control signal upon determining that the wet clutch be disengaged

the controller accounting for clutch drag state of the wet clutch, and

the controller, in response to the clutch drag state accounted for, altering the threshold.

34. The vehicle as claimed in claim 33, wherein, to account for clutch drag state of the wet clutch, the controller monitors a temperature sensor within the wet clutch.

35. The vehicle as claimed in claim 33, wherein, to account for the clutch drag state of the wet clutch, the controller monitors a revolution speed sensor of the motor to account for a change in revolution speed of the motor immediately after disengagement of the wet clutch when supply of current to the motor is interrupted to deactivate the motor.

36. The vehicle as claimed in claim 33, wherein, to account for clutch drag state of the wet clutch, the controller monitors terminal voltage of the motor to account for a change in terminal voltage of the motor due to counter electromotive force immediately after disengagement of the wet clutch when supply of current to the motor is interrupted to deactivate the motor.

37. A method for providing extended operating range of a motor of a vehicle as well as providing protection to the motor, the vehicle including a wet clutch for transmission of torque output of the motor to road wheels of the vehicle and transmission of load from the road wheels to the motor, the wet clutch being disengaged in response to a clutch disengagement control signal, the method comprising:

determining that the wet clutch be disengaged when a parameter indicative of the actual vehicle speed has a predetermined relationship with threshold;

generating the clutch disengagement control signal upon determining that the wet clutch be disengaged;

accounting for clutch drag state of the wet clutch; and

altering the threshold in response to the clutch drag state accounted for.

38. A method for providing extended operating range of a motor of a vehicle as well as providing protection to the motor, the vehicle including a wet clutch for transmission of torque output of the motor to road wheels of the vehicle and transmission of load from the road wheels to the motor, the wet clutch being disengaged in response to a clutch disengagement control signal, the method comprising:

accounting for a progress in a physical quantity that increases from an initial value immediately after activation of the vehicle;

altering, in response to the progress accounted for, a value of a parameter indicative of the physical quantity;

selecting, in response to the parameter, one out of various values as threshold;

determining that the wet clutch be disengaged when a parameter indicative of the actual vehicle speed has a predetermined relationship with the threshold; and

generating the clutch disengagement control signal upon determining that the wet clutch be disengaged.

39. The method as claimed in claim 38, wherein the physical quantity is clutch operating temperature of the wet clutch,

40. The method as claimed in claim 38, wherein the physical quantity is local temperature in the proximity of the wet clutch.

41. The method as claimed in claim 38, wherein the physical quantity is travel distance of the vehicle.

42. The method as claimed in claim 38, wherein the physical quantity is running time of the vehicle.

43. A vehicle comprising:

a first set of road wheels;

a second set of road wheels;

a prime mover drivingly coupled to the first set of road wheels;

a source of electric power;

a motor selectively connected to the source of electric power to produce torque output;

a wet clutch between the motor and the second set of road wheels for transmission of torque output of the motor to the second set of road wheels and transmission of road load from the second set of road wheels to the motor, the wet clutch being disengaged in response to a clutch disengaged control signal; and

a controller,

the controller, accounting for clutch drag state of the wet clutch, selecting one out of various values as threshold,

the controller determining that the wet clutch be disengaged when a parameter indicative of the actual vehicle speed has a predetermined relationship with the threshold,

the controller generating the clutch disengagement control signal upon determining that the wet clutch be disengaged.

44. The vehicle as claimed in claim 43, wherein the source of electric power is a generator drivingly coupled to the primer mover.