Slip control method for a clutch

• US 7,037,239 B2
• Filed: 02/11/2004
• Issued: 05/02/2006
• Est. Priority Date: 08/16/2001
• Status: Expired due to Fees

• Current Assignee: Schaeffler Technologies AG & Co.KG (INA-Holding Schaeffler GmbH & Co. KG)
• Original Assignee: LuK Lamellen und Kupplungsbau Beteiligungs KG (INA-Holding Schaeffler GmbH & Co. KG)
• Inventors: Krause, Thorsten, Kuepper, Klaus, Werner, Olaf
• Primary Examiner(s): Wright, Dirk
• Application Number:
  US10/776,916
• Publication Number:
  US 20050107215A1
• Time in Patent Office: 811 Days
• Field of Search: 477/176, 477/175, 477/181, 477/100
• US Class Current: 477/176
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 10/04 including control of propulsion units
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 2510/0241 Clutch slip, i.e. difference between input and output speeds
• CPC Class Codes: B60W 2510/0283 Clutch input shaft speed
• CPC Class Codes: B60W 2510/1015 Input shaft speed, e.g. turbine speed
• CPC Class Codes: B60W 2710/025 Clutch slip, i.e. difference between input and output speeds
• CPC Class Codes: B60W 2710/027 Clutch torque
• CPC Class Codes: B60W 2710/0666 Engine torque
• CPC Class Codes: B60W 30/18 Propelling the vehicle
• CPC Class Codes: B60W 30/1819 Propulsion control with control means using analogue circuits, relays or mechanical links
• CPC Class Codes: F16D 2500/10412 Transmission line of a vehicle
• CPC Class Codes: F16D 2500/30415 Speed of the input shaft
• CPC Class Codes: F16D 2500/30426 Speed of the output shaft
• CPC Class Codes: F16D 2500/3144 Accelerator pedal position
• CPC Class Codes: F16D 2500/50206 Creep control
• CPC Class Codes: F16D 2500/50257 During a creep operation
• CPC Class Codes: F16D 2500/70434 Input shaft torque
• CPC Class Codes: F16D 2500/70458 Engine torque
• CPC Class Codes: F16D 48/06 Control by electric or electronic means, e.g. of fluid pressure

Abstract

A method for automatically adjusting slip in an automatic friction clutch arranged between an engine and a gearbox of a motor vehicle. The clutch has a clutch-adjusting positioning drive which adjusts the clutch to a position which is defined by a position set-point signal. The clutch input speed and the clutch output speed are detected using speed sensors and a position set-point signal is produced according to the difference of the speeds (slip speed). The slip speed is equal to a predefined set slip value and is used as a control variable for the transmitted clutch torque. An engine torque is used as a control variable for the clutch instead of the clutch torque or as a complement thereto.

Claims

1. A method for slip control of a clutch situated between an engine and a transmission of a motor vehicle, the method comprising:

generating a position setpoint signal as a function of a differential speed between a clutch input speed and a clutch output speed;

regulating the clutch using the position setpoint signal; and

using an engine torque as a control variable for the clutch instead of or in addition to the position setpoint signal.

2. The method as recited in claim 1 wherein an instantaneous engine torque desired by a driver is determined from a position of the accelerator pedal and an instantaneous operating state of the engine so as to define a desired torque, and the desired torque is used as the control variable for the clutch to regulate clutch slip so that the transmissible clutch torque is adjusted to the desired torque and modulated accordingly.

3. The method as recited in claim 2 further comprising filtering the control variable for the transmissible clutch torque from sudden torque changes, low-frequency vibrations, and minor changes in the desired torque unintended by the driver.

4. The method as recited in claim 2 wherein the instantaneous engine torque is regulated so that the clutch slip corresponding to the instantaneous operating state of the engine is set at the clutch, the clutch slip being kept constant.

5. The method as recited in claim 4 wherein the actual engine torque is modulated to minimize exhaust gas emissions in the event of engine speed fluctuations less than/equal to a predefined speed threshold.

6. The method as recited in claim 5 wherein the threshold is 100 rpm.

7. The method as recited in claim 1 wherein the transmissible clutch torque is reduced by an adjustable fixed amount or by an adjustable factor with respect to a torque desired by the driver in an instantaneous operating state of the engine.

8. The method as recited in claim 7 wherein the fixed amount for reduction in the clutch torque with respect to the desired torque is 10 to 15 Nm.

9. The method as recited in claim 7 wherein the factor for reducing the clutch torque with respect to the torque desired by the driver is 0.93 to 0.96.

10. The method as recited in claim 1 wherein the engine torque is reduced via rapid short-term modification of an ignition angle, and a slip speed of the clutch is thus regulated to reduce the transmitted clutch torque.

11. A method for slip control of a clutch situated between an engine and a transmission of a motor vehicle, the method comprising:

regulating the clutch via a differential speed between a clutch input speed and a clutch output speed, the differential speed being a control variable for modulating a clutch torque; and

using an engine torque as a control variable for the clutch instead of or in addition to the clutch torque modulated by the first control variable;

wherein an instantaneous engine torque desired by a driver is determined from a position of the accelerator pedal and an instantaneous operating state of the engine so as to define a desired torque, and the desired torque is used as the control variable for the clutch to regulate clutch slip so that the transmissible clutch torque is adjusted to the desired torque and modulated accordingly;

wherein the instantaneous engine torque is regulated so that the clutch slip corresponding to the instantaneous operating state of the engine is set at the clutch, the clutch slip being kept constant.

12. The method as recited in claim 11 wherein the actual engine torque is modulated to minimize exhaust gas emissions in the event of engine speed fluctuations less than/equal to a predefined speed threshold.

13. The method as recited in claim 12 wherein the threshold is 100 rpm.

14. A method for slip control of a clutch situated between an engine and a transmission of a motor vehicle, the method comprising:

regulating the clutch via a differential speed between a clutch input speed and a clutch output speed, the differential speed being a control variable for modulating a clutch torque; and

using an engine torque as a control variable for the clutch instead of or in addition to the clutch torque modulated by the first control variable;

wherein the transmissible clutch torque is reduced by an adjustable fixed amount or by an adjustable factor with respect to a torque desired by the driver in an instantaneous operating state of the engine.

15. The method as recited in claim 14 wherein the fixed amount for reduction in the clutch torque with respect to the desired torque is 10 to 15 Nm.

16. The method as recited in claim 14 wherein the factor for reducing the clutch torque with respect to the torque desired by the driver is 0.93 to 0.96.

17. A method for slip control of a clutch situated between an engine and a transmission of a motor vehicle, the method comprising:

regulating the clutch via a differential speed between a clutch input speed and a clutch output speed, the differential speed being a control variable for modulating a clutch torque; and

using an engine torque as a control variable for the clutch instead of or in addition to the clutch torque modulated by the first control variable;

wherein the engine torque is reduced via rapid short-term modification of an ignition angle, and a slip speed of the clutch is thus regulated to reduce the transmitted clutch torque.