Semi-joint point self-learning and wear compensation method for electronic clutch of motorcycle

Abstract

The invention relates to the technical field of clutch control, in particular to a self-learning and wear compensation method for a semi-joint point of an electronic clutch of a motorcycle. Comprising the following steps that 1, calibration values, clutch transmission torque values Tor1, Tor2 and Tor3 and calibration time Time1 are set, and the rotating speed of an input shaft when a clutch just starts to be combined is recorded and recorded as n1; 2, during downshift, the real-time rotating speed of the engine is recorded as n2, and the difference value between n1 and n2 is calculated and recorded as delta n; 3, when delta n is larger than Sp1, the target torque value of the clutch is recorded as T1; 4, when T1 is smaller than or equal to Tor3 and delta nmax is larger than delta n for the first time, timing is started, and when delta nmax is larger than delta n all the time within the continuous time Time1, the current clutch target torque value is recorded as T2; 5, when T2 is larger than or equal to Tor1 and smaller than or equal to Tor2, it is judged that the clutch semi-combination point is appropriate. The self-learning and wear compensation method for the half joint point of the electronic clutch of the motorcycle can improve the learning effect.

Description

Technical Field

[0001] The invention relates to the technical field of clutch control, and in particular to a method for self-learning and wear compensation of a semi-engagement point of an electronic clutch of a motorcycle. Background Art

[0002] The motorcycle electronic clutch is a type of clutch used on motorcycles, which mainly uses electronic equipment to control the operation of the clutch. The engagement position where the motorcycle electronic clutch starts to transmit torque is called the semi-engagement point of the collector. In the control of the clutch, the accuracy of the semi-engagement point position is very important: when the learning position of the semi-engagement point is deeper than the actual position, the clutch actuator eliminates the clutch plate gap and starts to transmit torque, which will cause the clutch control to engage too deeply, and jitter will occur during the clutch engagement process; when the self-learning position of the clutch semi-engagement point is shallower than the actual position, the clutch actuator eliminates the clutch plate gap and starts to transmit torque, which will cause the transmission torque value to be small, prolonging the clutch engagement time and transmitting small engine torque. The small transmitted engine torque will cause the engine speed to increase, causing slippage, accelerating the wear of the clutch, affecting the ride comfort and the life of the clutch plate.

[0003] Secondly, the clutch will also produce natural wear during use, causing the half-engagement point to shift, so it is necessary to compensate for the wear during vehicle use to achieve the goal of better controlling the clutch. Finally, after replacing a new clutch plate, if the half-engagement point is not self-learned, the engagement vibration problem will also occur.

[0004] Although there is currently a dry dual-clutch semi-engagement point self-learning method as shown in the application number CN201910327094.6, which obtains sensor signals to judge the vehicle operating conditions in real time, when the change rates of the engine torque and speed are less than the given values, it is determined that the torque and speed have entered a stable state, and then the self-learning process is started: the clutch flow valve is set to a fixed current, and then the clutch pressure valve is set to complete the pre-charging process with a constant current, and then the pressure valve current is adjusted and the input shaft speed in the self-learning state is recorded, the speed is filtered and its change rate is calculated, and a corresponding graph of the speed and its change rate and the actual position of the clutch is obtained, and the position of the mutation point in the graph is identified to reach the clutch semi-engagement point position.

[0005] Although there are semi-engagement point self-learning methods in the industry as in the above patent, semi-engagement point self-learning is more common in dual clutches. Since motorcycles are prone to unstable engine idle speed and high idle speed, the above learning method is not suitable for semi-engagement point learning of motorcycle electronic clutches. Moreover, the above learning method is based on the speed change rate, and the learning accuracy is relatively low; and the learning is carried out in the parking state, resulting in the gearbox being in neutral during learning, and the drag torque of the gearbox in neutral is small, the learning point is shallow, and the learning effect is relatively poor. Summary of the invention

[0006] The present invention aims to provide a method for self-learning and wear compensation of a semi-engagement point of a motorcycle electronic clutch, so as to improve the learning effect.

[0007] To achieve the above object, the present invention adopts the following technical solution: a method for self-learning and wear compensation of a semi-engagement point of a motorcycle electronic clutch, comprising the following steps:

[0008] Step 1: Set the calibration value to 60-100°C, the clutch transmission torque value Tor1, Tor2, Tor3, the slip value Sp1 and the calibration time Time1. When the clutch shift state is in the no-power downshift state, the engine coolant temperature is greater than the calibration value, the engine oil temperature is greater than the calibration value and the clutch is in the just-engaged state, record the input shaft speed when the clutch just starts to engage, recorded as n1;

[0009] Step 2: When downshifting, after the gear shift is completed and the clutch begins to engage, within the same sampling period, the engine speed is recorded as n2, and the difference between n1 and n2 is calculated, recorded as Δn, Δn = n1-n2, and the calculated difference is assigned as the maximum clutch slip, recorded as Δn max ;

[0010] Step 3: After Δn is greater than Sp1, the clutch target torque value is recorded in real time as T1. When T1 is greater than Tor3, it is determined that the clutch half-engagement point value is insufficient;

[0011] Step 4: T1 is less than or equal to Tor3 and Δn max When it is greater than Δn for the first time, start timing, measure n2 multiple times within the calibration time Time1 and calculate Δn. max When it is always greater than Δn, after the calibration time Time1 ends, the current clutch target torque value is recorded as T2;

[0012] Satisfy Δn max When it is less than or equal to Δn for the first time, redetermine n2 and Δn max , and adopt the re-determined Δn max Perform the determination in step 4;

[0013] Step 5: When T2 is greater than or equal to Tor1 and less than or equal to Tor2, it is determined that the clutch half-engagement point is appropriate.

[0014] Tor1 in this solution refers to the torque value of the clutch transmission torque just overcoming the transmission drag torque; Tor2 refers to the clutch transmission torque value that can reverse the engine speed by 120 to 180 revolutions after the clutch transmission torque overcomes the transmission drag torque; Tor3 refers to the clutch torque value that reverses the engine speed to a speed difference of 20 to 50 revolutions from the input shaft after the clutch transmission torque overcomes the transmission drag torque, and the slip value Sp1 is 20 to 50 rpm. Specifically, the beneficial effects of this solution are:

[0015] 1. The method of this scheme is learned during the dynamic downshift process, and one of the judgment bases is the input shaft speed. The input shaft speed is recorded from the beginning of the clutch engagement. Because the engine speed has been decreasing without power, the next Δn is recorded in the real-time recording process. max When it is greater than Δn, it is considered that the speed begins to rise. At this time, it is detected in time through signal processing methods such as filtering, so that it can be more accurately judged that the clutch point begins to transmit torque at this time, that is, the semi-engagement position point, thereby improving the accuracy of judgment and improving the learning effect.

[0016] 2. One of the conditions for starting learning is that the vehicle has no power, that is, the accelerator pedal opening is 0, and the output shaft speed is greater than a certain set speed, that is, the vehicle is in a gliding deceleration state. At this time, because the engine has no power output, learning is carried out at this time. During the learning process, the engine has little impact on the speed fluctuation, and the judgment is more accurate.

[0017] 3. When the engine is just started, the output torque is unstable, which will cause deviations in the measured clutch torque value and other data. Therefore, it is impossible to determine whether the clutch semi-engagement point needs to be learned based on the measured data alone. When the engine is just started, the engine coolant temperature and the engine oil temperature are relatively low. Therefore, by detecting the engine coolant temperature and the engine oil temperature, it can be determined whether the engine is in a state of just starting and the output torque is unstable. Therefore, another condition for starting learning in this scheme is that the engine oil temperature and the engine coolant temperature are greater than a certain set value, which eliminates the situation where the output torque is unstable when the engine just starts and causes erroneous semi-engagement point learning, further improving the accuracy of the judgment.

[0018] Further: also includes step 6: when T2 is less than Tor1, enter the clutch learning over-processing program, and reduce the clutch half-engagement point depth during processing.

[0019] Further: it also includes step 7: when T2 is greater than Tor2, entering the clutch shortage processing program, increasing the clutch half-engagement point depth during processing.

[0020] The beneficial effects of this scheme are: this scheme divides the judgment process into three working conditions: one is that there are too many engagement points, and the depth of the clutch half-engagement point needs to be reduced; the second is that there are insufficient engagement points, and the depth of the clutch half-engagement point needs to be increased; the third is that no compensation and learning are required. Setting these three situations can prevent repeated self-learning.

[0021] Further: The processing of step 7 includes replacing the clutch plate.

[0022] The beneficial effect of this solution is that replacing the clutch plate can quickly increase the depth of the clutch half-engagement point.

[0023] Further: in step 3, when it is determined that the clutch half-engagement point value is insufficient, the clutch compensation processing program is entered.

[0024] The beneficial effect of this solution is: when the clutch torque exceeds Tor3, under the condition that the speed has not yet risen, it is determined that the half-engagement point is seriously insufficient, and the compensation process is directly entered, which can ensure that the half-engagement point position is quickly supplemented in a short time and improve the quality of subsequent gear shifting.

[0025] Further: In step 3, if Δn is less than or equal to Tor2, it is determined that the clutch half-engagement point value is excessive, and the clutch learning excess processing program is entered.

[0026] The beneficial effects of this solution are: Similarly, this solution can also quickly reduce the depth of the clutch half-engagement point in a short period of time, thereby improving the quality of subsequent gear shifting.

[0027] Furthermore, the condition for recording the input shaft speed when the clutch is just engaged in step 1 also includes that the clutch output shaft speed is greater than 600 revolutions.

[0028] The beneficial effect of this solution is that this solution can determine that the vehicle is in motion.

[0029] Further: when performing any step, the current learning is terminated if any of the following situations occurs: the clutch is out of engagement; gear is shifted; the engine speed is less than the target idle speed plus an offset; the output shaft speed is less than 600rpm.

[0030] The beneficial effects of this solution are as follows: the target idle speed in this solution refers to the stable speed when the engine is running in neutral gear, and the offset is a set value, which ensures that the engine speed is higher than the idle speed.

[0031] The functions of steps S1 to S4 are designed as follows: only in the clutch engagement stage can the clutch reversely increase the engine speed. Step 1 means that the clutch is not in the engagement state and is no longer suitable for learning the semi-engagement point; when the clutch gear changes, the clutch is also required to jump out of the engagement stage first, and is no longer suitable for learning the semi-engagement point; when an offset is added to the idle speed, it is fully guaranteed that the engine speed is reversely increased by the clutch, thereby ensuring the learning effect; finally, step 4 is limited to learning only at low vehicle speeds, because at low vehicle speeds, the engine speed is also low, and it is easy to jump out of the learning cycle, in order to ensure the success rate of completing the learning in one time. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 is a flow chart of an embodiment of the present invention. DETAILED DESCRIPTION

[0033] The following is further described in detail through specific implementation methods:

[0034] Example

[0035] like Figure 1 As shown, this embodiment discloses a method for self-learning and wear compensation of a motorcycle electronic clutch half-engagement point, comprising the following steps:

[0036] Step 1: Set the calibration value to 60-100°C, the clutch torque value Tor1, Tor2, Tor3, the slip value Sp1 and the calibration time Time1. When the clutch shift state is in the no-power downshift state, the engine coolant temperature is greater than the calibration value, the engine oil temperature is greater than the calibration value, the clutch is in the just-engaged state and the clutch output shaft speed is greater than 600 rpm, record the input shaft speed when the clutch just starts to engage, recorded as n1;

[0037] Step 2: When downshifting, after the gear shift is completed and the clutch begins to engage, within the same sampling period, the engine speed is recorded as n2, and the difference between n2 and n1 is calculated, recorded as Δn, Δn = n1-n2, and the calculated difference is assigned as the maximum clutch slip, recorded as Δn max ;

[0038] Step 3: When Δn is greater than Sp1, the current clutch torque value is recorded as T1. When T1 is greater than Tor3 and the engine speed does not increase, it is determined that the clutch half-engagement point value is insufficient, and the clutch compensation processing procedure is entered;

[0039] If Δn is less than or equal to Sp1, the clutch is judged to be excessive and the clutch learning excessive processing procedure is entered.

[0040] Step 4: T1 is less than or equal to Tor3 and Δn maxWhen n2 is greater than Δn for the first time, the timing starts. Within the calibration time Time1, n2 is measured multiple times and Δn is calculated. When Δn max When it is always greater than Δn, after the calibration time Time1 ends, the current clutch torque value is recorded as T2;

[0041] Satisfy Δn max When it is less than or equal to Δn for the first time, redetermine n2 and Δn max , and adopt the re-determined Δn max Perform the determination of step 4. Specifically, in this embodiment, step 2 and step 3 are directly repeated. Step 3 determines whether the clutch half-engagement point value is insufficient, increases the number of determinations, and improves the determination accuracy.

[0042] Step 5: When T2 is greater than or equal to Tor1 and less than or equal to Tor2, it is determined that the clutch half-engagement point is appropriate;

[0043] Step 6: When T2 is less than Tor1, the clutch learning over-processing procedure is entered, and the clutch half-engagement point depth is reduced during the process;

[0044] Step 7: When T2 is greater than Tor2, enter the clutch under-run processing procedure, and increase the clutch half-engagement point depth during processing; increase the clutch half-engagement point depth during processing. When this method increases the clutch half-engagement point depth, replace the clutch plate when the clutch plate is severely worn.

[0045] When performing any step, the current learning will be terminated if any of the following situations occurs: the clutch is out of engagement; the gear is shifted; the engine speed is less than the target idle speed plus an offset; the output shaft speed is less than 600rpm.

[0046] Specifically, the set value in this embodiment is 60°C, Tor1 is 5N.M, Tor2 is 20N.M, Tor3 is 30N.M, the target idle speed is the stable speed when the engine is running in neutral, the offset is 200 rpm; the slip value Sp1 is 20rpm.

[0047] The above is only an embodiment of the present invention, and the common knowledge such as the known specific technical solutions and / or characteristics in the solution is not described in detail here. It should be pointed out that for those skilled in the art, without departing from the technical solution of the present invention, several modifications and improvements can be made, which should also be regarded as the protection scope of the present invention, and these will not affect the effect of the implementation of the present invention and the practicality of the patent. The scope of protection required by this application shall be based on the content of its claims, and the specific implementation methods and other records in the specification can be used to interpret the content of the claims.

Claims

1. A method for self-learning and wear compensation of a semi-engagement point of a motorcycle electronic clutch, characterized in that: The following steps are involved: Step 1: Set the calibration value to 60-100°C, the clutch transmission torque value Tor1, Tor2, Tor3, the slip value Sp1 and the calibration time Time1. When the clutch shift state is in the no-power downshift state, the engine coolant temperature is greater than the calibration value, the engine oil temperature is greater than the calibration value and the clutch is in the just-engaged state, record the input shaft speed when the clutch just starts to engage, recorded as n1; Step 2: When downshifting, after the gear shift is completed and the clutch begins to engage, within the same sampling period, the engine speed is recorded as n2, and the difference between n1 and n2 is calculated, recorded as Δn, where Δn=n1-n2, and the calculated difference is assigned as the maximum clutch slip, recorded as Δn max ; Step 3: After Δn is greater than Sp1, the clutch target torque value is recorded in real time as T1. When T1 is greater than Tor3, it is determined that the clutch half-engagement point value is insufficient; Step 4: T1 is less than or equal to Tor3 and Δn max When n2 is greater than Δn for the first time, the timing starts. Within the calibration time Time1, n2 is measured multiple times and Δn is calculated. When Δn max When it is always greater than Δn, after the calibration time Time1 ends, the current clutch target torque value is recorded as T2; Satisfy Δn max When it is less than or equal to Δn for the first time, redetermine n2 and Δn max , and adopt the re-determined Δn max Perform the determination in step 4; Step 5: When T2 is greater than or equal to Tor1 and less than or equal to Tor2, it is determined that the clutch half-engagement point is appropriate.

2. The method for self-learning and wear compensation of a motorcycle electronic clutch semi-engagement point according to claim 1, characterized in that: It also includes step 6: when T2 is less than Tor1, the clutch learning over-processing program is entered, and the clutch half-engagement point depth is reduced during the processing.

3. The method for self-learning and wear compensation of a motorcycle electronic clutch semi-engagement point according to claim 1, characterized in that: The step 7 is also included: when T2 is greater than Tor2, a clutch shortage processing program is entered, and the clutch half-engagement point depth is increased during the processing.

4. The method for self-learning and wear compensation of a motorcycle electronic clutch semi-engagement point according to claim 3, characterized in that: The process of step 7 involves replacing the clutch plate.

5. The method for self-learning and wear compensation of a motorcycle electronic clutch semi-engagement point according to claim 3, characterized in that: In step 3, when it is determined that the clutch half-engagement point value is insufficient, the clutch compensation processing program is entered.

6. The method for self-learning and wear compensation of a motorcycle electronic clutch semi-engagement point according to claim 2, characterized in that: In step 3, if Δn is less than or equal to Sp1, the clutch is judged to be excessive and the clutch learning excessive processing program is entered.

7. The method for self-learning and wear compensation of a motorcycle electronic clutch semi-engagement point according to claim 1, characterized in that: The condition for recording the input shaft speed when the clutch is just engaged in step 1 also includes that the clutch output shaft speed is greater than 600 revolutions.

8. The method for self-learning and wear compensation of a motorcycle electronic clutch semi-engagement point according to any one of claims 1 to 7, characterized in that: When performing any step, the current learning will be terminated if any of the following situations occurs: the clutch is out of engagement; the gear is shifted; the engine speed is less than the target idle speed plus an offset; the output shaft speed is less than 600rpm.

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