Method and apparatus for robust automatic clutch control with pid regulation

• US 5,439,428 A
• Filed: 02/22/1994
• Issued: 08/08/1995
• Est. Priority Date: 02/22/1994
• Status: Expired due to Term

• Current Assignee: Eaton Corp. (Wisconsin) (Eaton Corporation PLC.)
• Original Assignee: Eaton Corp. (Wisconsin) (Eaton Corporation PLC.)
• Inventors: Slicker, James
• Primary Examiner(s): WELLINGTON, ANDREA L
• Application Number:
  US08/199,704
• Time in Patent Office: 532 Days
• Field of Search: 477/175, 477/86, 477/174, 192/103 R, 364/424.1
• US Class Current: 477/175
• CPC Class Codes: F16D 2500/1045 Friction clutch
• CPC Class Codes: F16D 2500/3067 Speed of the engine
• CPC Class Codes: F16D 2500/30816 Speed of the input shaft
• CPC Class Codes: F16D 2500/525 Improve response of control system
• CPC Class Codes: F16D 2500/70252 Clutch torque
• CPC Class Codes: F16D 2500/7027 Engine speed
• CPC Class Codes: F16D 2500/70276 Slip
• CPC Class Codes: F16D 2500/7041 Position
• CPC Class Codes: F16D 2500/70472 Input shaft speed
• CPC Class Codes: F16D 2500/70626 PID control
• CPC Class Codes: F16D 2500/70668 Signal filtering
• CPC Class Codes: F16D 48/06 Control by electric or electronic means, e.g. of fluid pressure

Abstract

An automatic clutch controller for a vehicle that reduces the oscillatory response to clutch engagement. The automatic clutch controller receives inputs from an engine speed sensor and a transmission input speed sensor and develops a clutch actuation signal controlling a clutch actuator from disengaged to fully engaged. The clutch engagement signal at least partially engages the friction clutch in a manner to cause the measured transmission input speed to asymptotically approach engine speed employing an approximate inverse model of this oscillatory response. The automatic clutch controller preferably includes a PID function and a differential engine speed function, which together adaptively adjust clutch engagement corresponding to vehicle loading. The automatic clutch controller includes a PID regulator responsive to the difference of engine speed and transmission input speed, a prefilter operating on the resulting PID signal, and a compensator constructed to reduce the need for detailed particularization for individual vehicles or vehicle models by reducing the system closed loop sensitivity to vehicle parameter variations.

Claims

1. In a combination including a source of motive power controlled by a throttle, a friction clutch having an input shaft connected to the source of motive power and an output shaft, and at least one inertially-loaded traction wheel connected to the output shaft of the friction clutch having a torsional compliance exhibiting an oscillatory response to torque inputs, an automatic clutch controller comprising:

an engine speed sensor connected to the source of motive power for generating an engine speed signal corresponding to the rotational speed of the source of motive power;

a transmission input speed sensor connected to the output shaft of the friction clutch for generating a transmission input speed signal corresponding to the rotational speed of the output shaft of the friction clutch;

a clutch actuator connected to the friction clutch for controlling engagement of the friction clutch from disengaged to fully engaged according to a clutch engagement signal; and

a controller connected to said engine speed sensor, said transmission input speed sensor and said clutch actuator including

a PID regulator coupled to the engine speed sensor and the input speed sensor for generating a regulated output,

a prefilter connected to said PID regulator for generating a filtered PID signal,

a first algebraic summer connected to said transmission input speed sensor and said prefilter generating a first algebraic sum signal corresponding to the difference between (1) said filtered PID signal and (2) said transmission input speed signal, and

a compensator connected to said first algebraic summer for decreasing closed loop sensitivity and for generating said clutch engagement signal for supply to said clutch actuator for engaging the friction clutch in a manner causing said transmission input speed to asymptotically approach said engine speed.

2. The automatic clutch controller as claimed in claim 1, wherein the controller connected to said engine speed sensor, said transmission input speed sensor and said clutch actuator includes:

means for determining the difference between the engine speed signal and the input speed signal; and

the PID regulator operates on the said difference to generate the regulated output.

3. The automatic clutch controller as claimed in claim 1, wherein the controller connected to said engine speed sensor, said transmission input speed sensor and said clutch actuator includes:

means for determining the difference between the engine speed signal and the input speed signal; and

the PID regulator includes an integrator having the said difference as its input to generate a component of the regulated output.

4. The automatic clutch controller as claimed in claim 1, further including:

a second algebraic summer for determining the difference of the engine speed signal and the input speed signal;

the PID regulator includes an integrator coupled to the second algebraic summer and responsive to the difference of the reference speed signal and the input signal for producing an integral term of the regulated output;

a differentiating compensator responsive to the engine speed signal for producing a lead signal;

a second integrator responsive to the lead signal for producing a second integrator signal; and

means for summing the output of the compensator, the lead signal and the second integrator signal to produce the clutch engagement signal.

5. In a combination including an engine controlled by a throttle, a transmission having an input shaft, a traction wheel driven by the transmission, and a friction clutch connected between the engine and the transmission input shaft having a torsional compliance exhibiting an oscillatory response to torque inputs, and an automatic clutch control apparatus comprising sensors for the throttle position, engine speed, and input shaft speed, a clutch actuator connected to the friction clutch for controlling engagement of the friction clutch from disengaged to fully engaged positions according to a clutch engagement signal;

a method of generating a clutch engagement signal comprising the steps of;

determining the engine speed and the input shaft speed;

producing a proportional-integral-differential (PID) value from the engine speed and the input shaft speed;

filtering the PID value;

generating an error by subtracting the input shaft speed from the filtered PID value; and

compensating the error to produce a compensated output value by maintaining reduced sensitivity to variations in the response to torque inputs of the traction wheel to generate said clutch engagement signal to thereby engage the friction clutch in a manner causing said transmission input speed signal to asymptotically approach said engine speed signal.

6. The method of generating a clutch engagement signal according to claim 5 comprising the further steps of:

forming an error value by subtracting the input shaft speed signal from the engine speed; and

the step of producing a PID value comprises producing a PID value from the error value.

7. The method of generating a clutch engagement signal according to claim 5 comprising the further steps of:

forming an error value by subtracting the input shaft speed signal from the engine speed; and

the step of producing a PID value includes generating an integral term and a proportional term from the error value.

8. The method of generating a clutch engagement signal according to claim 5 comprising the further steps of:

forming an error value by subtracting the input shaft speed signal from the engine speed; and

the step of producing a PID value comprises

generating an integral term and a proportional term from the error value,

generating a differential term from at least one of the input shaft speed and the engine speed, and

summing the integral, proportional and differential terms.

9. The method of generating a clutch engagement signal according to claim 5 comprising the further steps of:

differentiating the engine speed to produce a feedforward signal;

integrating the feedforward signal; and

combining the feedforward signal, the integrated feedforward signal and the compensated output value to generate said clutch engagement signal.