Automated clutch control and calibration

• US 5,624,350 A
• Filed: 08/28/1995
• Issued: 04/29/1997
• Est. Priority Date: 10/24/1994
• Status: Expired due to Term

• Current Assignee: Eaton Corp. (Wisconsin) (Eaton Corporation PLC.)
• Original Assignee: Eaton Corp. (Wisconsin) (Eaton Corporation PLC.)
• Inventors: Bates, Ian R. J.
• Primary Examiner(s): Marmor, Charles A.
• Assistant Examiner(s): JENSEN, NATHAN
• Application Number:
  US08/520,360
• Time in Patent Office: 610 Days
• Field of Search: 477/78, 477/166, 477/176, 477/180, 192/3.63, 192/52.1, 192/52.4, 192/103 R, 192/109 F
• US Class Current: 477/78
• 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 10/10 including control of change-speed gearings
• CPC Class Codes: B60W 10/11 Stepped gearings
• CPC Class Codes: B60W 2510/0225 Clutch actuator position
• CPC Class Codes: B60W 2710/022 Clutch actuator position
• CPC Class Codes: B60W 2710/023 Clutch engagement rate
• CPC Class Codes: B60W 2710/065 Idle condition
• 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 2500/3067 Speed of the engine
• CPC Class Codes: F16D 2500/30816 Speed of the input shaft
• CPC Class Codes: F16D 2500/30825 Speed of the output shaft
• CPC Class Codes: F16D 2500/3144 Accelerator pedal position
• CPC Class Codes: F16D 2500/31466 Gear lever
• CPC Class Codes: F16D 2500/5012 Accurate determination of the clutch positions, e.g. treating the signal from the position sensor, or by using two position sensors for determination
• CPC Class Codes: F16D 2500/50245 Calibration or recalibration of the clutch touch-point
• CPC Class Codes: F16D 2500/7041 Position
• CPC Class Codes: F16D 2500/70454 Engine speed
• CPC Class Codes: F16D 2500/70472 : Input shaft speed
• CPC Class Codes: F16D 2500/70488 : Selection of the gear ratio
• CPC Class Codes: F16D 2500/7106 : Gearshift to neutral
• CPC Class Codes: F16D 48/066 : Control of fluid pressure, e.g. using an accumulator F16D48/062, F16D48/068 take precedence

Abstract

An automated clutch (16) control and calibration method. Clutch control parameter values (TP and AP) corresponding to the clutch touch point condition and the approach point condition, respectively, are determined and are utilized to control reengagement of the automated clutch. While awaiting reengagement, the clutch is caused to assume and dwell in the approach point condition.

Claims

1. A method for controlling an automated vehicular master friction clutch (16) drivingly interposed between an engine (14) and an input shaft (52) of a multiple-speed transmission (12), said clutch having an approach point condition, said method characterized by:

(a) determining a value (AP) of said clutch control parameter indicative of said clutch being at the approach point condition thereof; and

(b) after disengaging said clutch and while awaiting a clutch engagement command, causing said clutch to assume and remain in the approach point condition thereof.

2. The method of claim 1 wherein said transmission has a controllable input shaft retarding device (18) associated therewith, said value determined while said device is inactive.

3. The method of claim 1 wherein said clutch is associated with a vehicular automated mechanical transmission system, said transmission has a controllable input shaft retarding device associated therewith and said system further comprises an electronic controller (38) for receiving input signals including a signal indicative of rotational speed of said input shaft (IS) and for processing same according to predetermined logic rules to issue command output signals to at least an engine fuel control (26), a clutch operator (30), said input shaft retarding device and a transmission operator (34);

step (a) comprising (i) causing the engine retarding device to be released, (ii) causing the engine to idle, (iii) causing the transmission to be in neutral, (iv) causing the clutch to be slowly engaged while monitoring current values of said clutch control parameter and input shaft rotational speed and (v) upon sensing initial increased rotation of said input shaft, setting said value equal to the then current value of said clutch control parameter.

4. The method of claim 3 wherein step (c) comprises, after disengaging said clutch and while awaiting a clutch engagement command, causing said clutch to assume and remain in the approach point condition thereof.

5. A control system for controlling an automated vehicular master friction clutch (16) drivingly interposed between an engine (14) and an input shaft (52) of a multiple-speed transmission (12), said clutch having an approach point condition, said control system characterized by:

means for determining a value (AP) of a clutch control parameter indicative of said clutch being at the approach point condition thereof; and

means effective, after disengaging said clutch and while awaiting a clutch engagement command, for causing said clutch to assume and remain in the approach point condition thereof.

6. The control system of claim 5 wherein said clutch is associated with a vehicular automated mechanical transmission system, said transmission has a controllable input shaft retarding device associated therewith and said system further comprises an electronic controller (38) for receiving input signals including a signal indicative of rotational speed of said input shaft (IS) and for processing same according to predetermined logic rules to issue command output signals to at least an engine fuel control (26), a clutch operator (30), said input shaft retarding device and a transmission operator (34);

said means for determining comprising means for (i) causing the engine retarding device to be released, (ii) causing the engine to idle, (iii) causing the transmission to be in neutral, (iv) causing the clutch to be slowly engaged while monitoring current values of said clutch control parameter and input shaft rotational speed and (v) upon sensing initial increased rotation of said input shaft, setting said value equal to the then current value of said clutch control parameter.

7. The control system of claim 5 wherein said means for utilizing comprises means effective, after disengaging said clutch and while awaiting a clutch engagement command, for causing said clutch to assume and remain in the approach point condition thereof.

8. A method for controlling an automated vehicular master friction clutch (16) drivingly interposed between an engine (14) and an input shaft (52) of a multiple-speed transmission (12), said clutch having a touch point condition and an approach point condition, said method characterized by:

(a) determining a first value (TP) of a clutch control parameter indicative of said clutch being at the touch point condition thereof;

(b) determining a second value (AP) of said clutch control parameter indicative of said clutch being at the approach point condition thereof; and

(c) after disengaging said clutch and while awaiting a clutch engagement command, causing said clutch to assume and remain in the approach point condition thereof.

9. The method of claim 8 wherein step (c) further comprises, upon determining that clutch engagement is required, causing said clutch to move rapidly to the touch point condition thereof and then causing further clutch engagement in a controlled and modulated manner.

10. The method of claim 8 wherein said transmission has a controllable input shaft retarding device (18) associated therewith, said first value determined while said device is active and said second value determined while said device is inactive.

11. The method of claim 8 wherein said clutch is associated with a vehicular automated mechanical transmission system, said transmission has a controllable input shaft retarding device associated therewith and said system further comprises an electronic controller (38) for receiving input signals including a signal indicative of rotational speed of said input shaft (IS) and for processing same according to predetermined logic rules to issue command output signals to at least an engine fuel control (26), a clutch operator (30), said input shaft retarding device and a transmission operator (34);

step (a) comprising (i) causing the input shaft retarding device to be applied, (ii) causing the engine to idle, (iii) causing the transmission to be in neutral, (iv) causing the clutch to be slowly engaged while monitoring current values of said clutch control parameter and input shaft rotational speed and (v) upon sensing initial increased rotation of said input shaft, setting said first value equal to the then current value of said clutch control parameter; and

step (b) comprising (i) causing the input shaft retarding device to be released, (ii) causing the engine to idle, (iii) causing the transmission to be in neutral, (iv) causing the clutch to be slowly engaged while monitoring current values of said clutch control parameter and input shaft rotational speed and (v) upon sensing initial increased rotation of said input shaft, setting said second value equal to the then current value of said clutch control parameter.

12. The method of claim 11 wherein step (c) comprises, after disengaging said clutch and while awaiting a clutch engagement command, causing said clutch to assume and remain in the approach point condition thereof.

13. The method of claim 12 wherein step (c) further comprises, upon determining that clutch engagement is required, causing said clutch to move rapidly to the touch point condition thereof and then causing further clutch engagement in a controlled and modulated manner.