Clutch execution control method

Abstract

The invention relates to the field of clutch control, and discloses a clutch execution control method, which comprises the following steps of: performing CAN (Controller Area Network) communication between a gearbox controller and an engine controller, an anti-lock braking system and an instrument, and acquiring information such as the rotating speed of an input shaft, the rotating speed of an output shaft, oil temperature, a gear sensor, a pedal displacement sensor and a driving mode of a gearbox sensor; the following functions are achieved: a driver can control the clutch to be opened and closed through hand pinching in a manual mode. In the automatic mode, smooth starting can be completed without operating a clutch, and the clutch is automatically opened at a low rotating speed to avoid flameout of an engine. In the automatic mode, smooth and fast gear shifting can be completed only by operating a gear shifting rod without operating a clutch, gear shifting can be achieved without closing an accelerator, and galloping of an engine is avoided. In the automatic mode, a driver can open the clutch at any time through hand pinching, and intervention on a transmission chain at any time is achieved. In the automatic mode, the TCU can remind a driver that the gear is too low or too high.

Description

Technical Field

[0001] The present invention relates to the field of clutch control, and in particular to a clutch execution control method. Background Art

[0002] At present, motorcycles and other straddle-type motor vehicles mainly use manual shifting, which is coordinated by squeezing the clutch with the hand and stepping on the shift lever up and down with the foot. There is also an AMT automatic shifting system, which uses an actuator to realize the clutch opening and closing and gear changing actions. Motorcycles equipped with manual transmission: For novices, the operation is more complicated, and the timing of the clutch and gear shifting needs to be coordinated, which consumes a lot of the driver's energy. After long-term driving, the driver is prone to fatigue. Inadequate clutch control can easily cause the engine to stall. At the same time, it is not easy to identify the fault of the whole vehicle, and there is a certain lag in emergency avoidance. Although the AMT automatic transmission has greatly improved the shortcomings of manual transmission models, full automation has also reduced the user's driving pleasure in manual control to a certain extent.

[0003] Motorcycles equipped with manual transmissions: The operation is more complicated for novices, and they need to coordinate the clutch and shift mechanism. Drivers are prone to fatigue after long hours of driving, and improper clutch control can easily cause the engine to stall. In addition, there is a certain lag in emergency avoidance when a fault occurs.

[0004] Motorcycles equipped with AMT automatic transmission: Although automated gear shifting simplifies driving operations and improves safety, it also reduces the user's driving pleasure. Summary of the invention

[0005] The present invention aims to provide a clutch execution control method to achieve manual and automatic control of motorcycle clutch execution, retain the driving pleasure of foot-operated mechanical gear shifting, reduce the operating complexity of the motorcycle, and improve driving safety.

[0006] To achieve the above object, the present invention adopts the following technical solution: a clutch execution control method, comprising:

[0007] The clutch device disconnects or connects the power transmission of the engine;

[0008] The clutch actuator outputs the driving force that makes the clutch device work;

[0009] The TCU is hard-wired to the clutch actuator, mode switch, and sensors of the engine, transmission, and clutch actuator;

[0010] Acquire engine operation information through information exchange between TCU and EMS;

[0011] The TCU exchanges information with the ABS to obtain the vehicle speed information at the wheel end;

[0012] Exchange information with the instrument through TCU, obtain command switch signals, and transmit status information to the instrument for display;

[0013] The TCU obtains engine operation information, vehicle speed information, command switch signals and sensor information

[0014] Complete the following tasks:

[0015] 1) Control the clutch actuator to open and close the clutch;

[0016] 2) Engine intervention command;

[0017] 3) Output gearbox status.

[0018] Preferably, as an improvement, the TCU includes a decision layer and an execution layer, the decision layer includes a shift strategy module and a shift control module, and the execution layer includes a clutch control module;

[0019] The shift strategy module recognizes the driver's shift action, determines the intention of upshifting or downshifting, and outputs the target gear position;

[0020] The gear shift control module determines the current driving mode according to the target gear position and the current gearbox state, and transmits the clutch target torque to the clutch control module of the execution layer;

[0021] The clutch control module calculates the degree of opening of the clutch device according to the clutch target transmission torque, and controls the driving force output of the clutch actuator.

[0022] Preferably, as an improvement, the instruction control performed by the shift control module on the execution layer includes:

[0023] Instruct the clutch actuator to transmit driving force and perform the separation and engagement operations of the clutch device;

[0024] Intervene the engine torque to assist the driver in shifting or safety protection.

[0025] Preferably, as an improvement, the TCU also includes a fault diagnosis module. Before the shift control module performs command control on the execution layer, the fault diagnosis module determines the fault information of the whole vehicle or the E-Clutch system and calculates a control strategy that meets the current working conditions based on the working conditions.

[0026] Preferably, as an improvement, CAN communication is used to realize information exchange between TCU and EMS, ABS, and instruments.

[0027] Preferably, as an improvement, the clutch actuator includes a manual mechanism for manually generating driving force and an automatic mechanism for electrically generating driving force, and an output shaft for transmitting the driving force to the clutch device; the automatic mechanism transmits the rotational driving force through an internal meshing spur gear pair and a worm gear pair driven by a motor, and the automatic mechanism also includes a motor Hall sensor and an angle sensor, and the angle sensor monitors the rotation angle of the worm gear.

[0028] Preferably, as an improvement, the components hard-wired to the TCU include a mode switch, a motor Hall sensor, an angle sensor, an accelerator, a brake, a transmission input shaft sensor, a transmission output shaft sensor, a transmission oil temperature sensor, and a foot shift lever.

[0029] The basic concept of this solution is to exchange information through CAN communication between the transmission controller (Transmission Control Unit—TCU) and the engine controller (Engine Control System—EMS), the anti-lock brake system (Antilock Brake System-ABS), and the instrument, and collect information such as the transmission sensors (input shaft speed, output shaft speed, oil temperature, gear position sensor, foot displacement sensor, etc.) and driving mode. By calculating the most appropriate clutch opening and closing time, and working in coordination with the engine, gear shifting becomes faster and smoother, and the clutch opening is controlled by changes in the input shaft speed to avoid engine stalling.

[0030] The principle of this solution is: TCU is the control unit of the E-clutch system, responsible for data collection, processing, and then making appropriate responses. It interacts with EMS through the CAN bus to obtain engine speed, torque, cooling temperature, intake temperature, throttle opening, brake and other signals. It also makes torque and speed intervention requests to the engine to coordinate the smoothness and rapid responsiveness of gear shifting. It interacts with ABS through the CAN bus to obtain the vehicle speed at the wheel end. It interacts with the instrument through the CAN bus to obtain some command switch signals, such as the switching of the mode switch. At the same time, it transmits gear position, fault and other information to the instrument for display. It connects various sensors and switches (which may also include brakes) through hard wires to collect corresponding data.

[0031] The input shaft speed calculated from the output shaft speed is compared with the target engine idle speed:

[0032] During this process, the vehicle deceleration is calculated and the lead amount is obtained from a table. The timing of clutch opening is determined by the idle target and the lead amount, thereby opening the clutch in advance to avoid engine stalling.

[0033] The launch start function is supported in automatic clutch mode: it is mainly achieved in the following way. When the car is parked in 1st gear, the driver turns on this function through the switch and presses the brake and accelerator at the same time to activate the launch start. The instrument indicator light prompts, and the TCU and EMS keep the engine speed within the target range. The clutch performs slip control and pre-tightening. The car can be launched after the driver releases the brake. After the start is completed, the indicator light will automatically go out.

[0034] Some existing technologies integrate the control functions mainly on the engine controller ECU. If the ECU fails or is unplugged, the vehicle cannot be used any more. In addition, in manual mode, if the clutch handle is quickly released, the clutch automatic operating mechanism will intervene, and the two will interfere with each other. Switching from manual mode to automatic mode in the parking state will cause the engine to stall. However, the main functions of this solution are integrated in an independent transmission controller TCU. Even if the TCU fails or is unplugged, the vehicle can continue to generate driving force through the manual mechanism to operate the clutch for normal driving. When operating through the manual mechanism, the automatic mechanism does not intervene. This solution cannot switch from manual mode to automatic mode in the parking state. Under the same conditions, this solution can ensure that the engine does not stall.

[0035] The advantages of this solution include: accurately identifying the driver's gear shifting operation, using the motor actuator to automatically control the clutch, and interacting with the engine during the gear shifting process, making the gear shifting process faster and smoother, and also avoiding engine stalling. It not only retains the driving pleasure of mechanical gear shifting by foot, but also reduces the operating complexity of the motorcycle and improves driving safety. The TCU controller has a built-in fault diagnosis function, so that when the vehicle fails, it can also ensure the safety of the vehicle and the driver. Fault diagnosis information can quickly identify faulty components, thereby further reducing the cost of after-sales maintenance. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 It is an axonometric view of the clutch actuator in an embodiment of the present invention.

[0037] Figure 2 It is a front view of the clutch actuator according to an embodiment of the present invention.

[0038] Figure 3 for Figure 2 Middle BB section view.

[0039] Figure 4 for Figure 2 Middle AA section view.

[0040] Figure 5 Schematic diagram of the structure of the cable rod in the embodiment of the present invention.

[0041] Figure 6Schematic diagram of the structure of the clutch lever in the embodiment of the present invention.

[0042] Figure 7 It is a left isometric view of the input sleeve in the embodiment of the present invention.

[0043] Figure 8 It is a right isometric view of the input sleeve in the embodiment of the present invention.

[0044] Fig. 9 FIG. 4 is a hardware connection diagram of the E-Clutch system in an embodiment of the present invention.

[0045] Fig.10 4 is a communication relationship diagram of the E-Clutch system in an embodiment of the present invention.

[0046] Fig.11 FIG. 4 is a software framework diagram of the TCU in an embodiment of the present invention.

[0047] Fig.12 FIG. 4 is a flow chart of fault diagnosis in an embodiment of the present invention.

[0048] Fig.13 4 is a flow chart of driving mode determination in an embodiment of the present invention.

[0049] Fig.14 1 is a flow chart of shift control in an embodiment of the present invention.

[0050] Fig.15 It is a timing diagram of comfort shifting-power upshifting in an embodiment of the present invention.

[0051] Fig.16 It is a timing diagram of quick shifting-power upshifting in an embodiment of the present invention.

[0052] Fig.17 Schematic diagram of clutch control in an embodiment of the present invention.

[0053] Fig.18 Graph showing the relationship between clutch torque and actuator position in an embodiment of the present invention. DETAILED DESCRIPTION

[0054] The following is further described in detail through specific implementation methods:

[0055] The figure marks in the drawings of the specification include: clutch rod 1, cable rod 2, input sleeve 3, contact groove 4, first contact tooth 5, second contact tooth 6, thrust washer 7, positioning groove 8, insert gear 9, sliding bearing 10, angle sensor 11, rotor 12, slot 13, rod 14, positioning shoulder 15, worm gear 16, torsion spring 17, worm 18, housing 19, housing cover 20, motor 21, housing screw plug 22, worm screw plug 23.

[0056] Embodiment: A clutch execution control method, comprising: a clutch device, disconnecting or connecting the power transmission of the engine; a clutch actuator, outputting a driving force for operating the clutch device; a TCU, connected to a mode switch, a clutch actuator motor Hall sensor, a clutch actuator angle sensor, an accelerator, a brake, a transmission input shaft sensor, a transmission output shaft sensor, a transmission oil temperature sensor, and a foot-operated shift lever through hard wires;

[0057] like Fig. 9 , Fig.10 As shown, the TCU and the EMS communicate with each other via CAN to obtain engine operation information; the TCU and the ABS communicate with each other via CAN to obtain wheel-end vehicle speed information; the TCU and the instrument communicate with each other via CAN to obtain the command switch signal, and transmit the status information to the instrument for display; the TCU calculates the clutch opening and closing timing according to the obtained engine operation information, vehicle speed information, command switch signal and sensor information, outputs the transmission status and engine intervention command, and outputs the execution command to the clutch actuator to drive the clutch device to disconnect or connect.

[0058] In this embodiment, the clutch actuator is as shown in the attached Figure 1 , Figure 2 As shown, it includes a housing 19, combined with Figure 3 As shown, a clutch rod 1, a cable rod 2 and an input sleeve 3 are coaxially arranged in the housing 19. The clutch rod 1 is installed in the housing 19 through a sliding bearing 10. The lower end of the clutch rod 1 is a spline shaft as an output end, and the upper end of the clutch rod 1 is an input end. There are three contact grooves 4 evenly distributed along the circumferential direction. The depth of the contact groove 4 is 7 mm, and the central angle of the contact groove 4 is 85°. Figure 6 As shown, the input end of the clutch lever 1 is also provided with a positioning shoulder 15 in the middle, and three contact grooves 4 surround the outer side of the positioning shoulder 15 in the circumferential direction. The cable rod 2 is inserted into the input sleeve 3, and the lower end of the cable rod 2 is provided with three first contact teeth 5 evenly distributed in the circumferential direction as the output end. Figure 5 As shown, a positioning groove 8 is provided in the middle of the output end of the cable rod 2, and a thrust washer 7 is sleeved on the positioning shoulder 15 of the clutch rod 1 and inserted into the positioning groove 8, so that the first contact tooth 5 is correspondingly inserted into the contact groove 4, and the thrust washer 7 allows a gap to exist between the first contact tooth 5 and the clutch rod 1.

[0059] The upper end of the cable rod 2 is bolted with a pull rod 14 as an input end, and the pull rod 14 is used to connect a manual cable. The lower end of the input sleeve 3 is provided with a second contact tooth 6 located outside the first contact tooth 5 and parallel to the first contact tooth 5. The edges of the first contact tooth 5 and the second contact tooth 6 are flush, and the number of the contact groove 4, the first contact tooth 5 and the second contact tooth 6 are the same. The first contact tooth 5 and the second contact tooth 6 extend into the contact groove 4, and the length of the first contact tooth 5 and the second contact tooth 6 extending into the contact groove 4 is 6 mm. The edges of the first contact tooth 5 and the second contact tooth 6 are parallel to the edges of the contact groove 4. The contact groove 4, the first contact tooth 5 and the second contact tooth 6 are all fan-shaped, and the central angle of the first contact tooth 5 and the second contact tooth 6 is 25°, so that the width of the first contact tooth 5 and the second contact tooth 6 is smaller than the width of the contact groove 4, forming a redundant angle space in the contact groove 4. A shaft shoulder is provided on the cable rod 2 at the root of the first contact tooth 5, an annular step is provided on the inner side of the input sleeve 3 at the root of the second contact tooth 6, and a thrust washer 7 sleeved on the cable rod 2 is provided between the annular step and the shaft shoulder for axial positioning of the input sleeve 3. A sliding bearing 10 is provided between the input end of the cable rod 2 and the input sleeve 3, and clearances are provided between the cable rod 2 and the input sleeve 3, and between the first contact tooth 5 and the second contact tooth 6 through the sliding bearing 10 and the thrust washer 7.

[0060] Combination Figure 4 , Figure 7 As shown, a sector-shaped worm wheel 16 is integrally formed in the middle of the input sleeve 3 as the input end. The worm wheel 16 is meshed with a worm 18. The worm 18 is installed in a housing 19 through a bearing. The worm 18 is connected to a motor 21 through an internal meshing spur gear pair. The motor 21 is bolted in the housing 19. The motor 21 is a BLDC motor with a Hall sensor, and has forward and reverse rotation and torque controllable functions. Specifically, the motor 21 product can be purchased on the market. The motor 21 serves as a power source, and the output power is transmitted to the input sleeve 3 through the worm wheel 16-worm 18, so that the input sleeve 3 can rotate. The end of the worm 18 facing away from the motor 21 is connected to a worm plug 23, and the housing 19 outside the worm plug 23 is connected to a housing plug 22. The worm plug 23 can be exposed by removing the housing plug 22. Figure 8 As shown, the left end of the input sleeve 3 is provided with three insert teeth 9 evenly distributed along the circumference, and the outer side of the left end of the input sleeve 3 is provided with a shell cover 20 bolted to the housing 19, and the shell cover 20 is bolted to the angle sensor 11, which is sleeved on the left end of the cable rod 2 and has a lip seal between the cable rod 2. The rotor 12 of the angle sensor 11 has three slots 13 evenly distributed along the circumference, and the insert teeth 9 at the left end of the input sleeve 3 are inserted into the slots 13 on the rotor 12, so that the rotation angle of the input sleeve 3 driven by the worm gear 16 can be monitored by the angle sensor 11. The input end of the cable rod 2 is connected with a torsion spring 17 as an elastic reset member, and the torsion spring 17 is connected between the left end of the cable rod 2 and the angle sensor 11. After the cable rod 2 loses the external power provided by the manual cable, the torsion spring 17 drives the cable rod 2 to reset.

[0061] In this embodiment, the cable lever of the clutch actuator is used as a manual mechanism for manually generating driving force. The cable lever provides power to drive the output shaft through the cable. The motor, the internal meshing spur gear pair, and the worm gear pair are used as automatic mechanisms for electrically generating driving force. The automatic mechanism drives the internal meshing spur gear pair and the worm gear pair through the motor to transmit the rotational driving force to the output shaft. The entire clutch system can be precisely controlled, and the driving quality of starting and shifting can be greatly improved on the basis of ensuring the shifting time. The flexible switching of manual clutch and automatic clutch operations can be met through the mode switching switch (which can be a button switch on the handle or a signal switch on the electronic instrument).

[0062] The actuator has a self-locking function, that is, the motor can be shut down after each clutch action, which can improve the durability of the motor and reduce energy consumption. The self-locking function can also avoid the risk of instantaneous clutch engagement in the parking state due to a fault. For example, if the controller or circuit fails and the motor suddenly stops, without the self-locking function, the clutch will reset and engage, resulting in the risk of flameout or unexpected acceleration.

[0063] In addition, even if the actuator fails, it can ensure that the vehicle can continue to be used in manual mode. If a jam occurs in the engaged position, the mode switch can be used to switch to manual mode and continue driving normally; if a jam occurs in the open position, the actuator can be mechanically restored to the clutch engaged state by operating the worm screw plug, so as to switch to manual mode and ensure the normal use of the vehicle in manual mode.

[0064] In this embodiment, the TCU is Fig.11 As shown, it includes a decision layer and an execution layer. The decision layer includes a shift strategy module, a fault diagnosis module and a shift control module, and the execution layer includes a clutch control module.

[0065] The gear position judgment control is performed through the gear shift strategy module to identify the driver's gear shifting action, determine the intention of upshifting or downshifting, and output the target gear position. It is mainly to meet the driver's demand for the most suitable gear position for the current vehicle, including reminding the corresponding upshifting or downshifting operation on the instrument when the driver has not yet shifted gears. The gear position judgment control recognizes the driver's gear shifting action through the foot displacement sensor and accurately identifies the driver's upshifting / downshifting intention. The reference operation is as follows:

[0066] Assume that the current gear is in 3rd gear, the driver does not operate the shift lever, and the foot displacement sensor recognizes that it is in the initial state V0 and there is no gear shift operation.

[0067] Case ① When the driver pulls up the shift lever, the foot displacement sensor recognizes that the position is greater than the preset threshold value V1, and it is considered that the driver has a need to shift up. The clutch automatically opens and cooperates with the driver to complete the shift from 3rd gear to 4th gear.

[0068] In case ②, when the driver steps down on the shift lever, the foot displacement sensor recognizes that the position is less than the preset threshold value V2, and considers that the driver has a downshift requirement. The clutch automatically opens and cooperates with the driver to complete the shift from 3rd gear to 2nd gear.

[0069] The sensor for shift intention recognition is not limited to the displacement type, but may also be a pressure type or a switch type.

[0070] It can also remind the driver to upshift or downshift based on the current vehicle speed, throttle opening, and engine speed, to better assist the driver in shifting gears in time and keep the vehicle in the most appropriate gear.

[0071] like Fig.12 As shown, the fault diagnosis module determines the fault information of the vehicle or E-Clutch system, and calculates the control strategy that meets the current working conditions according to the working conditions. E-Clutch fault diagnosis includes TCU electrical, CAN communication, clutch actuator, and sensor fault detection. While being responsible for system fault diagnosis and detection, it also performs unified post-fault processing actions to protect the safety of the vehicle and the driver. At the same time, it provides necessary reminders to the driver through warning lights and text on the instrument, and stores fault information after the fault occurs, so as to facilitate the determination and repair of the fault cause.

[0072] Fault diagnosis and detection can be divided into the following three categories according to different components and methods:

[0073] 1. CAN fault diagnosis function: Identify faults such as Bus off of the vehicle CAN bus, Lost Communication of each controller, and signal errors.

[0074] 2. Electrical fault diagnosis function: Identify short circuit and open circuit faults of TCU electrical components (power supply port, motor drive, ROM, RAM and EEPROM) and sensors (input shaft speed, output shaft speed, oil temperature, angle, gear position, foot displacement sensor, etc.).

[0075] 3. Functional fault diagnosis function: Identify abnormal conditions of the clutch actuator during operation, including abnormal clutch operating range, motor stall, clutch slippage, excessive clutch temperature, actuator position calibration failure, etc.

[0076] Fault information storage

[0077] After the fault is determined, the fault information needs to be stored in the TCU memory to prompt the driver and maintenance personnel to quickly check the faulty parts. Different fault information can be divided into the following three categories:

[0078] 1. Storage of diagnostic trouble codes (DTCs) and identification of faulty components.

[0079] 2. The storage of FFD (Freeze Frame Data) can tell the vehicle status when the fault occurs.

[0080] 3. Fault warning light: A warning light reminds the driver of a fault. The reminder can be in the form of a warning light, text, or both.

[0081] Post-fault processing

[0082] After the fault occurs, the damage caused by the fault is minimized as much as possible through processing, and the abnormal action is finally saved and the actuator is limited by intervening in the shift control module, thereby ensuring the safe driving of the vehicle and the damage to the electronic clutch system components. Including:

[0083] 1. Rescue measures in fault detection: When a single-channel angle sensor is found to be faulty, another backup channel is used to allow the originally abnormal angle to be re-identified and moved without abnormal movement.

[0084] 2. Function limitation after fault determination: After fault determination, it is confirmed that the function of the component has failed. In order to avoid further damage to the faulty component, the action of the faulty component is restricted. For example, when an abnormality in the electrical circuit is identified, the action of the actuator is closed. While ensuring that no abnormal action endangers the driver, the safety of electrical components is protected to prevent damage to more components. When a functional fault is identified that the vehicle is blocked and cannot be closed or has an impact on the life of the clutch, the vehicle is stopped during driving to ensure the vehicle's movement while avoiding excessive work. The clutch is opened as soon as possible before the vehicle stops under driver safety conditions to prevent further damage to components caused by excessive work.

[0085] 3. Release after electronic clutch failure: When it is found that the clutch is open and cannot be closed due to a fault, the restriction on opening the clutch can be removed by switching the electronic clutch function off. If the clutch still cannot be closed, it can be forced to release it through the worm screw on the clutch actuator to avoid the driver being unable to drive on the road and allow the vehicle to continue to move by manually clutching the cable.

[0086] The shift control module determines the current driving mode based on the target gear position and the current gearbox status, and performs command control on the execution layer. The shift control module performs command control on the execution layer including:

[0087] Instruct the clutch actuator to transmit driving force and perform separation and engagement operations of the clutch device; intervene in the engine torque and cooperate with the gearbox to perform gear shifting or safety protection.

[0088] Gear shift control includes driving mode determination, low-speed control, comfort gear shift control, quick shift control, torque following mode, and coasting control.

[0089] The driving mode determination includes the current driving conditions commonly used by E-Clutch. The state jumps according to the current different driving conditions of the motorcycle.

[0090] like Fig.13 As shown, the driving mode determination process includes:

[0091] 1. Clutch open: When the driver starts the engine after powering on, or stops the car and returns the shifter to neutral, the software will remain in the clutch open state. When the TCU recognizes the driver's action of pressing the shift lever, it can quickly respond to the shift request.

[0092] 2. Gear shift control: When the target gear is switched, the gear shift control is entered. The TCU controls the clutch to open at a certain slope (the slope can be one-stage or multi-stage), and after the driver switches the gear, the clutch is engaged to resume power transmission.

[0093] 3. Low-speed control: When the vehicle speed is low or starts from a standstill, the TCU controls the clutch to enter slip control until the power chain is completely locked.

[0094] 4. Coasting control: at a certain vehicle speed, after the driver releases the accelerator, the TCU controls the clutch to open, cuts off the engine braking torque, and enters the coasting control with gear.

[0095] 5. Torque following mode: when the vehicle is traveling at a high speed, the TCU controls the clutch to keep it locked to ensure that the clutch does not slip.

[0096] Shift control Fig.14 As shown, during the shift control process, the TCU coordinates the engine torque intervention command, controls the clutch control, and performs the shift control.

[0097] According to different gear shift types and engine torque states, it can be divided into the following four gear shift types.

[0098] Power upshift, power downshift, no power upshift, no power downshift. Combined with the E-Clutch system's comfort shift and quick shift, there are a total of 8 different shift paths. The following only introduces the power upshift of the comfort shift and the power upshift of the quick shift.

[0099] Comfort shifting – power upshift

[0100] When the transmission is in 1st gear and the driver continues to step on the accelerator while driving, and operates the shift lever to change the target gear to 2nd gear, a 1-2 power upshift is triggered.

[0101] like Fig.15 As shown, the timing description is:

[0102] 1. TCU enters shift control from torque following mode, the clutch opens quickly at a certain slope, and requests EMS to limit torque to negative torque.

[0103] 2. Open the clutch and wait for the driver to shift the gear to 2nd gear.

[0104] 3. When the gear is shifted from 1st gear to 2nd gear, the TCU controls the clutch and the engine to quickly restore the torque to normal control.

[0105] 4. When the speeds at both ends of the clutch are synchronized, the gear shift ends and enters the torque following mode, and the TCU controls the clutch to continue locking.

[0106] Quick shift – power upshift

[0107] The motorcycle can realize quick shifting, that is, the gears are switched by the driver only through engine torque control without operating the clutch. This control is faster than the comfort shifting and has less power loss, but there may be some vibration, which is more suitable for sports-oriented models.

[0108] like Fig.16 As shown, the timing description is:

[0109] 1. TCU enters shift control from torque follow mode and requests EMS to reduce torque.

[0110] 2. Wait for the driver to shift the gear to 2nd gear.

[0111] 3. When the TCU recognizes that the gear has shifted from 1st gear to 2nd gear, the TCU controls the engine to quickly restore the torque to normal control.

[0112] 4.TCU controls the clutch to keep it locked.

[0113] Clutch control

[0114] The clutch control module calculates the clutch engagement or disengagement position according to the clutch target torque transmission, and controls the clutch actuator to output driving force. Fig.17 As shown, there are three modes of clutch control: manual mode, automatic mode and manual intervention mode.

[0115] In manual mode, the automatic mechanism does not intervene in the work, and the driver needs to control the clutch through the clutch handle, unless under emergency braking conditions, if the TCU recognizes that the engine is likely to be stalled, the automatic clutch actuator will intervene and open the clutch to avoid the safety hazards caused by engine stalling. The judgment method is to compare the target input shaft speed calculated by the output shaft speed and gear position with the engine idle target speed. In this process, the deceleration of the vehicle speed is calculated, and the advance speed of the clutch opening is determined based on the deceleration and the deceleration to reduce the risk of stalling. The greater the deceleration, the earlier the clutch opens.

[0116] Switching between manual mode and automatic mode can only be achieved through the mode switch, and to ensure safety, the switch can only be made when the parking transmission gear is in N gear.

[0117] In automatic mode, control is achieved based on the clutch model. The clutch model mainly converts the clutch target torque into the clutch actuator position command and sends it to the motor control. The clutch model will correct the above target position and actual torque based on basic characteristic compensation (temperature, speed, direction of movement, etc.) and torque adaptation, physical characteristics of the clutch and actuator, assembly tolerance, vehicle operating parameters, and wear and tear.

[0118] For example Fig.18 As shown, the target position is obtained by looking up the linear relationship of the target torque.

[0119] Clutch torque and actuator position

[0120] The motor execution control provides position control, converts the difference between the target position and the current position into the Hall timer of the motor through the actuator speed ratio, and completes the position control by controlling the motor. When the clutch is opened in automatic mode, the clutch handle becomes loose, so a return spring is set on the handle or the tail of the cable to prevent the handle from touching the fingers, and also to prevent accidental triggering of the clutch manual intervention.

[0121] In order to provide the driver with a better driving experience, in automatic mode, the driver can intervene in the clutch control through the clutch handle. In order to prevent the mode from being accidentally triggered, a contact switch is provided on the clutch handle. Only when the driver manually pinches the clutch handle and triggers the contact switch, the TCU will recognize the entry into the manual intervention mode, at which time the automatic clutch control will be temporarily exited. When the driver completes the operation, the clutch returns to the engaged position, the manual intervention mode exits, and the automatic mode is restored. Switching to this mode does not require stopping, and intervention can be made at any time based on the driver's operating intention. In the manual intervention mode, if a situation that may cause the engine to stall is triggered, the automatic clutch control will intervene in time and open the clutch to avoid it.

[0122] 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 clutch execution control method, characterized in that: include: The clutch device disconnects or connects the power transmission of the engine; A clutch actuator, which outputs a driving force to make the clutch device work; The TCU is hard-wired to the clutch actuator, mode switch, and sensors of the engine, transmission, and clutch actuator; Acquire engine operation information through information exchange between TCU and EMS; The TCU exchanges information with the ABS to obtain the vehicle speed information at the wheel end; Exchange information with the instrument through TCU, obtain command switch signals, and transmit status information to the instrument for display; The TCU completes the following tasks based on the engine operation information, vehicle speed information, command switch signal and sensor information obtained: 1) Control the clutch actuator to open and close the clutch; 2) Engine intervention command; 3) Output gearbox status.

2. The clutch execution control method according to claim 1, characterized in that: The TCU includes a decision layer and an execution layer. The decision layer includes a shift strategy module and a shift control module, and the execution layer includes a clutch control module. The shift strategy module recognizes the driver's shift action, determines the intention of upshifting or downshifting, and outputs the target gear position; The gear shift control module determines the current driving mode according to the target gear position and the current gearbox state, and transmits the clutch target torque to the clutch control module of the execution layer; The clutch control module calculates the degree of opening of the clutch device according to the clutch target transmission torque, and controls the driving force output of the clutch actuator.

3. The clutch execution control method according to claim 2, characterized in that: The shift control module controls the execution layer by: Instruct the clutch actuator to transmit driving force and perform the separation and engagement operations of the clutch device; Intervene the engine torque to assist the driver in shifting or safety protection.

4. The clutch execution control method according to claim 3, characterized in that: The TCU also includes a fault diagnosis module. Before the shift control module issues command control to the execution layer, it uses the fault diagnosis module to determine the fault information of the entire vehicle or the E-Clutch system and calculates a control strategy that meets the current working conditions based on the working conditions.

5. The clutch execution control method according to claim 4, characterized in that: CAN communication is used to realize information exchange between TCU and EMS, ABS and instruments.

6. The clutch execution control method according to claim 5, characterized in that: The clutch actuator includes a manual mechanism that generates driving force manually and an automatic mechanism that generates driving force electrically, as well as an output shaft that transmits the driving force to the clutch device; the automatic mechanism transmits the rotational driving force through the motor-driven internal meshing spur gear pair and worm gear pair. The automatic mechanism also includes a motor Hall sensor and an angle sensor, and the angle sensor monitors the rotation angle of the worm gear.

7. The clutch execution control method according to claim 6, characterized in that: Those hardwired to the TCU include the mode switch, motor Hall sensor, angle sensor, accelerator, brake, transmission input shaft sensor, transmission output shaft sensor, transmission oil temperature sensor, and foot shift lever.

Images