Coupling method of clutch for vehicle

Abstract

The invention relates to the technical field of vehicles, in particular to a combination method for a clutch of a vehicle, which comprises the following steps: acquiring the rotating speed of a driving part of the clutch and the rotating speed of a driven part of the clutch; the rotating speed of the driving part is controlled to be the same as that of the driven part; the target rotating speed of the active part is adjusted, and the target rotating speed of the active part is obtained by adding the offset to the actual rotating speed of the active part, or the target rotating speed of the active part is obtained by subtracting the offset from the actual rotating speed of the active part; and the driving part and the driven part are combined. The clutch can effectively solve the problem that the clutch is combined with top teeth.

Description

Technical Field

[0001] The present disclosure relates to the technical field of vehicles, and more particularly to a clutch engagement method for a vehicle. Background Art

[0002] The tooth clutch has the advantages of low cost, reliable transmission, compact structure, high transmission efficiency and large torque transmission, and is widely used in automobile gearboxes.

[0003] The difficulty in controlling a tooth clutch is that when the clutch is engaged, it is easy for the teeth to hit each other. This is because the shape of the engaging teeth of the tooth clutch is close to a plane. When two planes are engaged, it is easy for the teeth to hit each other, causing the tooth clutch to have difficulty in engaging. Summary of the invention

[0004] In order to solve the above technical problems, the present disclosure provides a clutch engagement method for a vehicle, which can effectively improve the problem of clutch engagement with top teeth.

[0005] In a first aspect, an embodiment of the present disclosure provides a method for engaging a clutch of a vehicle, comprising: obtaining the rotational speed of an active part of the clutch and the rotational speed of a driven part of the clutch; controlling the rotational speed of the active part so that the rotational speed of the active part is the same as the rotational speed of the driven part; adjusting a target rotational speed of the active part, wherein the target rotational speed is the actual rotational speed of the active part plus an offset, or the target rotational speed of the active part is the actual rotational speed of the active part minus an offset; and combining the active part and the driven part.

[0006] In some embodiments, it also includes: identifying the driver's driving intention based on the opening degree of the accelerator pedal and its rate of change; when the driver's driving intention is to accelerate, adjusting the target speed of the active part to the actual speed of the active part plus an offset; when the driver's driving intention is not to accelerate, adjusting the target speed of the active part to the actual speed of the active part minus an offset.

[0007] In some embodiments, it also includes: identifying the driver's driving intention based on the signal of a sensor connected to the accelerator pedal, when the driver's driving intention is to accelerate, the signal of the sensor is greater than 0, and when the driver's driving intention is not to accelerate, the signal of the sensor is equal to 0; when the signal of the sensor is greater than 0, adjusting the target speed of the active part to the actual speed of the active part plus the offset; when the signal of the sensor is equal to 0, adjusting the target speed of the active part to the actual speed of the active part minus the offset.

[0008] In some embodiments, when the actual speed of the active part is greater than or equal to the first speed, the offset is 10-20 RPM; when the actual speed of the active part is less than the first speed, the offset is less than or equal to one tenth of the actual speed of the active part.

[0009] In some embodiments, the method further includes: when combining the active part and the driven part, determining whether the combination of the active part and the driven part is completed at every agreed time interval.

[0010] In some embodiments, determining whether the active part and the driven part are completely combined includes: when the driven part moves toward a direction close to the active part, obtaining the actual position of the driven part; comparing the difference between the actual position of the driven part and the target position of the driven part with a first threshold; when the difference is less than or equal to the first threshold, determining that the active part and the driven part are completely combined.

[0011] In some embodiments, acquiring the actual position of the driven part includes: a position sensor is provided on the driven part, and the actual position of the driven part is acquired through the position sensor on the driven part.

[0012] In some embodiments, it also includes: when the difference is greater than a first threshold, calculating the actual engagement speed of the driven part and the active part based on the actual position of the driven part; comparing the actual engagement speed with the target engagement speed; when the actual engagement speed is less than the target engagement speed, determining that the active part and the driven part have a top tooth.

[0013] In some embodiments, the method further includes: when the active part and the driven part have a tooth collision, maintaining the force of combining the active part and the driven part; and repeatedly determining whether the active part and the driven part are completely combined.

[0014] In some embodiments, the rotation speed of the active part is controlled by the P1 motor, and the rotation speed of the driven part is controlled by the P3 motor, wherein the active part is connected to the P1 motor, and the driven part is connected to the P3 motor.

[0015] Compared with the prior art, the technical solution provided by the present invention has the following advantages:

[0016] In the clutch engagement method provided by the present invention, the rotation speed of the active part of the clutch and the rotation speed of the driven part of the clutch are first obtained, and then the rotation speed of the active part is controlled so that the rotation speed of the active part is the same as the rotation speed of the driven part, and then the target rotation speed of the active part is adjusted so that the target rotation speed of the active part is the actual rotation speed of the active part plus an offset, or the target rotation speed of the active part is the actual rotation speed of the active part minus the offset, and then the active part and the driven part are combined, that is, there is a deviation between the rotation speed of the active part and the rotation speed of the driven part, so that when the active part and the driven part are combined, even if there is a problem of top teeth between the active part and the driven part, the deviation between the rotation speed of the active part and the rotation speed of the driven part will make the relative speed of the active part and the driven part the deviation, and when the teeth of the active part and the driven part match, the active part and the driven part can be combined, effectively improving the problem of top teeth in clutch engagement. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0018] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0019] Figure 1 is a flow chart of steps of a clutch engagement method provided by the present disclosure;

[0020] Figure 2 It is a schematic diagram of the transmission principle of a clutch provided by the present disclosure;

[0021] Figure 3 is a flowchart of steps of another clutch engagement method provided by the present disclosure;

[0022] Figure 4 It is a step flow chart of another clutch engagement method provided by the present disclosure. DETAILED DESCRIPTION

[0023] In order to more clearly understand the above-mentioned objectives, features and advantages of the present disclosure, the scheme of the present disclosure will be further described below. It should be noted that the embodiments of the present disclosure and the features in the embodiments can be combined with each other without conflict.

[0024] In the following description, many specific details are set forth to facilitate a full understanding of the present disclosure, but the present disclosure may also be implemented in other ways different from those described herein; it is obvious that the embodiments in the specification are only part of the embodiments of the present disclosure, rather than all of the embodiments.

[0025] Figure 1 is a flow chart of the steps of a clutch engagement method provided by the present disclosure, refer to Figure 1 This embodiment provides a method for engaging a clutch of a vehicle, comprising:

[0026] Step S10, obtaining the rotation speed of the active part of the clutch and the rotation speed of the driven part of the clutch;

[0027] Step S20, controlling the rotation speed of the active part so that the rotation speed of the active part is the same as the rotation speed of the driven part;

[0028] Step S30, adjusting the target speed of the active part, the target speed of the active part is the actual speed of the active part plus the offset, or the target speed of the active part is the actual speed of the active part minus the offset;

[0029] Step S40: Combine the active part and the passive part.

[0030] Specifically, Figure 2 This is a schematic diagram of the transmission principle of a clutch provided by the present invention, with reference to Figure 2 The clutch includes an active part 10 and a driven part 20. The teeth in the active part 10 and the teeth in the driven part 20 are evenly arranged. Optionally, the width of the teeth in the active part 10 is slightly smaller than the width of the tooth groove in the driven part 20, and the width of the teeth in the driven part 20 is slightly smaller than the width of the tooth groove in the active part 10, thereby alleviating the problem of top teeth occurring when the active part 10 and the driven part 20 are combined. Optionally, the width of the teeth in the driven part 20 and the width of the tooth groove in the active part 10 may differ by 5%, and the width of the teeth in the active part 10 and the width of the tooth groove in the driven part 20 may differ by 5%. Of course, in other embodiments of the present disclosure, the difference between the width of the teeth in the driven part 20 and the width of the tooth groove in the active part 10, and the difference between the width of the teeth in the active part 10 and the width of the tooth groove in the driven part 20 may also be other values, which will not be described in detail in the present disclosure.

[0031] Optionally, a position sensor 30 is further provided on the driven part 20 , and the actual position of the driven part 20 can be acquired by collecting information from the position sensor 30 .

[0032] In the clutch engagement method provided in the present embodiment, the rotation speed of the active part of the clutch and the rotation speed of the driven part of the clutch are first obtained, and then the rotation speed of the active part is controlled to adjust the rotation speed of the active part so that the rotation speed of the active part is the same as the rotation speed of the driven part, and then the target rotation speed of the active part is adjusted so that the target rotation speed of the active part is the actual rotation speed of the active part plus the offset, or the target rotation speed of the active part is the actual rotation speed of the active part minus the offset, and then the active part and the driven part are combined, that is, there is a deviation between the rotation speed of the active part and the rotation speed of the driven part, so that when the active part and the driven part are combined, even if there is a problem of top teeth between the active part and the driven part, the deviation between the rotation speed of the active part and the rotation speed of the driven part will make the relative speed of the active part and the driven part be the deviation, and when the teeth of the active part and the driven part match, the active part and the driven part can be combined, and the problem of top teeth in clutch engagement can be effectively improved.

[0033] Optional, continue to refer to Figure 2The active part 10 of the clutch can be connected to the P1 motor, and the driven part 20 of the clutch can be connected to the P3 motor, so that the speed of the active part 10 can be controlled by the P1 motor, and the speed of the driven part 20 can be controlled by the P3 motor.

[0034] It should be noted that a speed change mechanism may be provided between the P3 motor and the driven part 20 of the clutch. Therefore, when the rotation speed of the driven part 20 is controlled by the P3 motor, the specific structure of the speed change mechanism needs to be considered, which will not be elaborated in this disclosure.

[0035] Optionally, when the actual speed of the active part is greater than or equal to the first speed, the offset is 10-20RPM; when the actual speed of the active part is less than the first speed, the offset is less than or equal to one tenth of the actual speed of the active part. While effectively improving the problem of the clutch engaging the top teeth, it avoids the problem of excessive impact when the active part and the driven part are engaged due to a large offset value, and avoids the problem of increased wear on the clutch.

[0036] Optionally, the first speed may be 500 RPM. Of course, in other embodiments of the present disclosure, the first speed may also be set to other values ​​according to actual needs, which will not be described in detail in the present disclosure.

[0037] Figure 3 is a flowchart of another clutch engagement method provided by the present disclosure, referring to Figure 3 In some embodiments, the combining method further comprises:

[0038] Step S31', identifying the driver's driving intention according to the opening degree of the accelerator pedal and its change rate;

[0039] When the driver's driving intention is to accelerate, step S32 is executed to adjust the target speed of the active part to the actual speed of the active part plus the offset;

[0040] When the driver's driving intention is not to accelerate, step S33 is executed to adjust the target speed of the active part to the actual speed of the active part minus the offset.

[0041] Specifically, the driver's driving intention is identified according to the opening degree of the accelerator pedal and its change rate. When the driver's driving intention is to accelerate, the target speed of the active part is adjusted to the actual speed of the active part plus an offset, that is, before the active part and the driven part are combined, the active part is equivalent to being in an accelerated state, so that the speed of the active part meets the driver's driving intention. The active part and the driven part are then combined, which effectively improves the problem of the clutch engaging the top teeth and avoids the situation where the vehicle accidentally decelerates when the clutch is engaged.

[0042] Similarly, when the driver's driving intention is not to accelerate, that is, when the driver's driving intention is to maintain the original speed or decelerate, the target speed of the active part is adjusted to the actual speed of the active part minus the offset, that is, before the active part and the driven part are combined, the active part is equivalent to being in a deceleration state, so that the speed of the active part meets the driver's driving intention, and then the active part and the driven part are combined, which effectively improves the problem of the clutch engaging the top tooth and avoids the situation where the vehicle is accidentally accelerated when the clutch is engaged.

[0043] That is, in the clutch engagement method provided in this embodiment, before the active part and the driven part are engaged, the rotation speed of the active part is consistent with the driver's driving intention, so that when the active part and the driven part are engaged, the vehicle speed is more consistent with the driver's driving intention, which is conducive to improving the driving experience.

[0044] Figure 4 is a flowchart of another clutch engagement method provided by the present disclosure, refer to Figure 4 In some embodiments, the combining method further comprises:

[0045] Step S31, identifying the driver's driving intention according to the signal of the sensor connected to the accelerator pedal, when the driver's driving intention is to accelerate, the signal of the sensor is greater than 0, and when the driver's driving intention is not to accelerate, the signal of the sensor is equal to 0;

[0046] When the signal of the sensor is greater than 0, step 32 is executed to adjust the target speed of the active part to the actual speed of the active part plus the offset;

[0047] When the signal of the sensor is equal to 0, step 33 is executed to adjust the target speed of the active part to the actual speed of the active part minus the offset.

[0048] Specifically, the accelerator pedal is connected to a sensor, and the sensor can output a signal according to the opening degree of the accelerator pedal and its change rate. When the driver's driving intention is to accelerate, the signal of the sensor is greater than 0, and when the driver's driving intention is not to accelerate, the signal of the sensor is equal to 0. Step S10 also includes obtaining the signal of the sensor connected to the accelerator pedal, so that the driver's driving intention can be identified according to the signal of the sensor. When the signal of the sensor is greater than 0, the driver's driving intention is to accelerate, and the target speed of the active part is adjusted to the actual speed of the active part plus the offset, that is, before the active part and the driven part are combined, the active part is equivalent to being in an accelerated state, so that the speed of the active part meets the driver's driving intention, and then the active part and the driven part are combined, while effectively improving the problem of the clutch engaging the top teeth, avoiding the situation of accidental deceleration of the vehicle when the clutch is engaged.

[0049] Similarly, when the sensor signal is equal to 0, the driver's driving intention is not to accelerate, that is, the driver's driving intention is to maintain the original speed or decelerate, and the target speed of the active part is adjusted to the actual speed of the active part minus the offset, that is, before the active part and the driven part are combined, the active part is equivalent to a deceleration state, so that the speed of the active part meets the driver's driving intention, and then the active part and the driven part are combined, which effectively improves the problem of the clutch engaging the top tooth and avoids the situation where the vehicle is accidentally accelerated when the clutch is engaged.

[0050] Of course, in other embodiments of the present disclosure, the driver's driving intention may also be obtained through other methods, which will not be elaborated in detail in the present disclosure.

[0051] In some embodiments, the combining method further includes: when combining the active part and the driven part, judging whether the active part and the driven part are combined at every agreed time interval. Thus, it can be confirmed whether the active part and the driven part are fully combined. When it is confirmed that the active part and the driven part are not fully combined, the combination of the active part and the driven part can be continued. After confirming that the active part and the driven part are fully combined, the combination of the active part and the driven part can be ended and reported for subsequent operations. And judging whether the active part and the driven part are combined at every agreed time interval is conducive to reducing power consumption.

[0052] Optionally, the agreed time can be 10 milliseconds, that is, when the active part and the driven part are combined, it is determined every 10 milliseconds whether the active part and the driven part are combined. Of course, in other embodiments of the present disclosure, the agreed time can also be set to other values ​​according to actual needs, and the present disclosure will not repeat them one by one here.

[0053] Continue to refer Figure 4 In some embodiments, determining whether the active part and the passive part are combined includes:

[0054] Step S10 also includes obtaining the actual position of the driven part when the driven part moves toward the direction close to the active part;

[0055] Step S50, comparing the difference between the actual position of the driven part and the target position of the driven part with a first threshold;

[0056] When the difference is less than or equal to the first threshold, step S60 is executed to determine that the active part and the passive part are combined.

[0057] Specifically, the coupling method provided in this embodiment also includes obtaining the actual position of the driven part when the driven part moves toward the direction close to the active part, and comparing the difference between the actual position of the driven part and the target position of the driven part with a first threshold value. When the difference is less than or equal to the first threshold value, that is, the actual position of the driven part and the target position of the driven part are within the first threshold value range, it can be determined that the coupling of the active part and the driven part is complete.

[0058] It should be noted that the first threshold can be set according to the specific vehicle situation, and the present disclosure does not make any specific limitation on this.

[0059] In some embodiments, obtaining the actual position of the driven part includes:

[0060] A position sensor is arranged on the driven part. When the driven part moves toward the direction close to the active part, the actual position of the driven part is acquired by the position sensor on the driven part.

[0061] Specifically, a position sensor is provided on the driven part, and the actual position of the driven part can be obtained by collecting information from the position sensor, so that when the driven part moves toward the direction close to the active part, the actual position of the driven part can be obtained.

[0062] In some embodiments, when the difference is greater than a first threshold, it is determined whether a top tooth occurs between the driving part and the driven part.

[0063] Specifically, when the difference between the actual position of the driven part and the target position of the driven part is greater than the first threshold, that is, the active part and the driven part are not completely combined, it is necessary to determine whether the active part and the driven part have a top tooth to determine the subsequent operation.

[0064] Continue to refer Figure 4 In some embodiments, determining whether the active part and the driven part have top teeth includes:

[0065] Step S71, calculating the actual engagement speed of the driven part and the active part based on the actual position of the driven part;

[0066] Step S72, comparing the actual binding speed with the target binding speed;

[0067] When the actual engagement speed is less than the target engagement speed, step S80 is executed to determine whether the driving part and the driven part have a tooth collision.

[0068] Specifically, the coupling method provided in this embodiment also includes calculating the actual coupling speed of the driven part and the active part based on the actual position of the driven part. When the difference is greater than a first threshold, the actual coupling speed is compared with the target coupling speed. When the actual coupling speed is less than the target coupling speed, it can be confirmed that the active part and the driven part have toothing, thereby determining whether toothing has occurred between the active part and the driven part.

[0069] Continue to refer Figure 4 In some embodiments, the combining method further comprises:

[0070] When the active part and the driven part have a tooth collision, step S90 is executed to maintain the force of the active part and the driven part being combined;

[0071] Step S50 is repeatedly executed to determine whether the active part and the passive part are combined.

[0072] Specifically, in the coupling method provided by this embodiment, when the active part and the driven part have a tooth collision, the force of coupling the active part and the driven part is maintained. At this time, the active part and the driven part continue to couple. Since the deviation between the rotation speed of the active part and the rotation speed of the driven part will make the relative speed of the active part and the driven part a deviation amount, when the teeth of the active part and the driven part match, the active part and the driven part can be coupled. During the coupling process of the active part and the driven part, it is repeatedly determined whether the active part and the driven part are coupled until it is ensured that the active part and the driven part are completely coupled, effectively avoiding the problem of clutch coupling tooth collision.

[0073] The above description is only a preferred embodiment of the present disclosure and an explanation of the technical principles used. Those skilled in the art should understand that the scope of disclosure involved in the present disclosure is not limited to the technical solutions formed by a specific combination of the above technical features, but should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the above disclosed concept. For example, the above features are replaced with the technical features with similar functions disclosed in the present disclosure (but not limited to) by each other to form a technical solution.

[0074] In addition, although each operation is described in a specific order, this should not be understood as requiring these operations to be performed in the specific order shown or in a sequential order. Under certain circumstances, multitasking and parallel processing may be advantageous. Similarly, although some specific implementation details are included in the above discussion, these should not be interpreted as limiting the scope of the present disclosure. Some features described in the context of a separate embodiment can also be implemented in a single embodiment in combination. On the contrary, the various features described in the context of a single embodiment can also be implemented in multiple embodiments individually or in any suitable sub-combination mode.

[0075] Although the subject matter has been described in language specific to structural features and / or methodological logical actions, it should be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or actions described above. On the contrary, the specific features and actions described above are merely example forms of implementing the claims.

[0076] The above description is only a specific embodiment of the present disclosure, so that those skilled in the art can understand or implement the present disclosure. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present disclosure. Therefore, the present disclosure will not be limited to the embodiments described herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A clutch engaging method, characterized in that: include: Acquiring a rotation speed of the active part of the clutch and a rotation speed of the driven part of the clutch; Controlling the rotation speed of the active part so that the rotation speed of the active part is the same as the rotation speed of the driven part; adjusting a target speed of the active part, wherein the target speed of the active part is the actual speed of the active part plus an offset, or the target speed of the active part is the actual speed of the active part minus an offset; The active part and the passive part are combined.

2. The bonding method according to claim 1, characterized in that: Also includes: Identify the driver's driving intention based on the accelerator pedal opening and its rate of change; When the driver's driving intention is to accelerate, adjusting the target speed of the active part to the actual speed of the active part plus the offset; When the driver's driving intention is not to accelerate, the target speed of the active part is adjusted to the actual speed of the active part minus the offset.

3. The bonding method according to claim 2, characterized in that: Also includes: Identifying the driver's driving intention according to a signal of a sensor connected to the accelerator pedal, when the driver's driving intention is to accelerate, the signal of the sensor is greater than 0, and when the driver's driving intention is not to accelerate, the signal of the sensor is equal to 0; When the signal of the sensor is greater than 0, adjusting the target speed of the active part to the actual speed of the active part plus the offset; When the signal of the sensor is equal to 0, the target rotation speed of the active part is adjusted to the actual rotation speed of the active part minus the offset.

4. The bonding method according to any one of claims 1 to 3, characterized in that: When the actual speed of the active part is greater than or equal to the first speed, the offset is 10-20 RPM; When the actual rotation speed of the active part is less than the first rotation speed, the offset is less than or equal to one tenth of the actual rotation speed of the active part.

5. The bonding method according to claim 1, characterized in that: Also includes: When the active part and the driven part are combined, it is determined at every predetermined time interval whether the combination of the active part and the driven part is completed.

6. The bonding method according to claim 5, characterized in that: The determining whether the active part and the passive part are combined completely comprises: When the driven part moves toward the direction close to the active part, acquiring the actual position of the driven part; comparing a difference between an actual position of the driven part and a target position of the driven part with a first threshold; When the difference is less than or equal to the first threshold, it is determined that the active part and the passive part are combined.

7. The bonding method according to claim 6, characterized in that: The obtaining of the actual position of the driven part comprises: The driven part is provided with a position sensor, and the actual position of the driven part is acquired through the position sensor on the driven part.

8. The bonding method according to claim 6, characterized in that: Also includes: When the difference is greater than the first threshold, Calculating an actual engagement speed of the driven part and the active part based on an actual position of the driven part; comparing the actual binding rate and the target binding rate; When the actual engagement speed is lower than the target engagement speed, it is determined that the driving part and the driven part are in a toothing relationship.

9. The bonding method according to claim 8, characterized in that: Also includes: A force for keeping the active part and the driven part in combination when the active part and the driven part are in contact with each other; Repeatedly determine whether the active part and the passive part are combined.

10. The bonding method according to claim 1, characterized in that: The rotation speed of the active part is controlled by the P1 motor, and the rotation speed of the driven part is controlled by the P3 motor, wherein the active part is connected to the P1 motor, and the driven part is connected to the P3 motor.

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