Clutch execution control method

Abstract

The present application relates to clutch control field, disclose clutch execution control method, through gearbox controller and engine controller, anti-lock braking system, instrument carries out CAN communication, and gathers gearbox sensor input shaft speed, output shaft speed, oil temperature, gear sensor, foot presses displacement sensor, driving mode and the like information, realize the following function: in manual mode, the driver can control clutch opening and closing through hand squeeze.In automatic mode, smooth starting can be completed without operating clutch, and the clutch is automatically opened at low speed to avoid engine stall.In automatic mode, only need to operate the shift lever, without operating the clutch, smooth and fast gear shifting can be completed, and the engine will not fly in gear without throttle.In automatic mode, the driver can open the clutch at any time through hand squeeze to realize the intervention of the transmission chain at any time.In automatic mode, the TCU can remind the driver that the gear is too low or too high.

Description

Technical Field

[0001] This invention relates to the field of clutch control, and more specifically to a clutch execution control method. Background Technology

[0002] Currently, motorcycles and other straddle-type motor vehicles primarily use manual transmissions, where drivers use their hands to squeeze the clutch and their feet to press and hold the gear shift lever. There are also AMT (Automated Manual Transmission) systems, where an actuator controls the clutch engagement and disengagement, as well as gear shifting. Motorcycles with manual transmissions are more complex to operate for beginners, requiring careful coordination of the clutch and gear shifting timings. This demands significant rider attention, leading to fatigue over long periods. Inadequate clutch control can cause the engine to stall, and it's also difficult to identify vehicle malfunctions, resulting in a delay in emergency maneuvers. While AMT significantly improves upon the shortcomings of manual transmissions, the full automation also somewhat reduces the driving pleasure associated with manual control.

[0003] Motorcycles equipped with manual transmissions: are more complicated to operate for beginners, requiring good coordination between the clutch and the shifting mechanism; long-term riding can easily lead to driver fatigue, and improper clutch control can cause the engine to stall. In addition, there is a certain lag in emergency avoidance when a malfunction occurs.

[0004] Motorcycles equipped with AMT automatic transmissions: While 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 the clutch execution of a motorcycle, retain the driving pleasure of foot-operated mechanical gear shifting, reduce the operational complexity of motorcycles, and improve driving safety.

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

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

[0008] Clutch actuator, which outputs the driving force that makes the clutch device work;

[0009] The TCU is hardwired to the clutch actuator, mode switch, and sensors of the engine, transmission, and clutch actuator.

[0010] Engine operating information is obtained through information exchange between the TCU and EMS.

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

[0012] The TCU interacts with the instrument to obtain command switch signals and transmit status information to the instrument for display.

[0013] The TCU uses the acquired engine operating 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-making layer and an execution layer. The decision-making 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 identifies the driver's shifting actions, determines the intention to upshift or downshift, and outputs the target gear.

[0020] The shift control module determines the current driving mode based on the target gear and the current gearbox status, and transmits the target clutch torque to the clutch control module in the execution layer.

[0021] The clutch control module calculates the degree of clutch engagement based on the target torque transmitted by the clutch and controls the output of driving force to the clutch actuator.

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

[0023] It commands the transmission of driving force by the clutch actuator to perform the disengagement and engagement operations of the clutch device;

[0024] It intervenes in engine torque to assist the driver in shifting gears or providing safety protection.

[0025] Preferably, as an improvement, the TCU also includes a fault diagnosis module. Before the shift control module issues commands to the execution layer, it uses the fault diagnosis module to determine the fault information of the whole vehicle or the E-Clutch system and calculates a control strategy that conforms to the current operating conditions.

[0026] Preferably, as an improvement, CAN communication is used to realize information exchange between TCU, 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, as well as an output shaft for transmitting driving force to the clutch device; the automatic mechanism transmits rotational driving force through a motor-driven internal meshing spur gear pair and a worm gear pair, and the automatic mechanism also includes a motor Hall sensor and an angle sensor, the angle sensor monitoring the rotation angle of the worm gear.

[0028] Preferably, as an improvement, the components that are hardwired to the TCU include a mode switch, a motor Hall sensor, an angle sensor, a throttle, a brake, a transmission input shaft sensor, a transmission output shaft sensor, a transmission oil temperature sensor, and a foot-operated gear shift lever.

[0029] The basic concept of this solution is as follows: The Transmission Control Unit (TCU) communicates with the Engine Control System (EMS), Anti-lock Braking System (ABS), and instrument cluster via CAN communication. It also collects information from transmission sensors (input shaft speed, output shaft speed, oil temperature, gear position sensor, foot pedal displacement sensor, etc.) and driving modes. By calculating the most suitable clutch opening and closing timing, and working in coordination with the engine, it makes gear shifting faster and smoother. Furthermore, it controls clutch opening by changing the input shaft speed, thereby preventing engine stalling.

[0030] The principle of this solution is as follows: The TCU, the control unit of the E-clutch system, is responsible for data acquisition, processing, and then making appropriate responses. It interacts with the EMS via the CAN bus to acquire signals such as engine speed, torque, cooling temperature, intake air temperature, throttle opening, and braking. It also requests torque and speed intervention from the engine to coordinate shift smoothness and rapid response. It interacts with the ABS via the CAN bus to acquire wheel speed. It also interacts with the instrument cluster via the CAN bus to acquire signals for control switches, such as mode switching. Simultaneously, it transmits gear position and fault information to the instrument cluster for display. Various sensors and switches (including brakes) are connected via hardwired connections for corresponding data acquisition.

[0031] The input shaft speed, calculated by inversely from the output shaft speed, is compared with the engine's target idle speed.

[0032] During this process, the vehicle deceleration is calculated and the lead time is determined by referring to a table. The timing of clutch engagement is determined by the idle speed target and the lead time, thereby engaging the clutch in advance to prevent the engine from stalling.

[0033] The automatic clutch mode supports launch control: This is achieved by the driver activating the function via a switch while the car is in first gear and simultaneously pressing the brake and accelerator. Launch control is activated, indicated by the instrument panel indicator light. The TCU and EMS keep the engine speed within the target range, and the clutch is engaged and pre-engaged. Launch control is activated when the driver releases the brake. Once the launch is complete, the indicator light will automatically turn off.

[0034] Some existing technologies integrate control functions primarily into the engine control unit (ECU). If the ECU malfunctions or is removed, the vehicle becomes unusable. Furthermore, in manual mode, quickly releasing the clutch lever triggers the automatic clutch operating mechanism, causing interference. Switching from manual to automatic mode while the vehicle is stationary can cause the engine to stall. This solution, however, integrates its main functions into a separate transmission control unit (TCU). Even if the TCU fails or is removed, the vehicle can still continue to operate normally by manually engaging the clutch. During manual operation, the automatic mechanism remains inactive. This solution prevents switching from manual to automatic mode while the vehicle is stationary, and under the same conditions, the engine remains running.

[0035] The advantages of this solution include: by accurately recognizing the driver's gear shifting operations, the motor actuator automatically controls the clutch and interacts with the engine during gear shifting, making the shifting process faster and smoother, and preventing engine stalling. It retains the driving pleasure of foot-operated mechanical gear shifting while reducing the operational complexity of motorcycles and improving driving safety. The TCU controller has built-in fault diagnosis functions, ensuring the safety of the vehicle and driver even in the event of a malfunction. Fault diagnosis information can quickly identify faulty components, thereby further reducing after-sales maintenance costs. Attached Figure Description

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

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

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

[0039] Figure 4 for Figure 2 Sectional view of AA.

[0040] Figure 5 This is a schematic diagram of the cable rod in an embodiment of the present invention.

[0041] Figure 6This is a schematic diagram of the clutch lever in an embodiment of the present invention.

[0042] Figure 7 This is a left axonometric view of the input sleeve in an embodiment of the present invention.

[0043] Figure 8 This is a right axonometric view of the input sleeve in an embodiment of the present invention.

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

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

[0046] Figure 11 This is a software framework diagram of the TCU in an embodiment of the present invention.

[0047] Figure 12 This is a flowchart of the fault diagnosis process in an embodiment of the present invention.

[0048] Figure 13 This is a flowchart illustrating the driving mode determination process in an embodiment of the present invention.

[0049] Figure 14 This is a flowchart of the gear shifting control in an embodiment of the present invention.

[0050] Figure 15 This is a timing diagram of comfort shifting and power upshifting in an embodiment of the present invention.

[0051] Figure 16 This is a timing diagram of quick shifting and power upshifting in an embodiment of the present invention.

[0052] Figure 17 This is a diagram of the clutch control mode in an embodiment of the present invention.

[0053] Figure 18 This is a diagram showing the relationship between clutch torque and actuator position in an embodiment of the present invention. Detailed Implementation

[0054] The following detailed description illustrates the specific implementation method:

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

[0056] Example: Clutch execution control method, including: a clutch device for disconnecting or connecting the power transmission of the engine; a clutch actuator for outputting a driving force to operate the clutch device; and a TCU connected via hard wire to a mode switch, a clutch actuator motor Hall sensor, a clutch actuator angle sensor, a throttle, a brake, a transmission input shaft sensor, a transmission output shaft sensor, a transmission oil temperature sensor, and a foot-operated shift lever.

[0057] like Figure 9 , Figure 10 As shown, the TCU communicates with the EMS via CAN to obtain engine operating information; it communicates with the ABS via CAN to obtain vehicle speed information at the wheel ends; it communicates with the instrument cluster via CAN to obtain command switch signals and transmits status information to the instrument cluster for display; based on the obtained engine operating information, vehicle speed information, command switch signals, and sensor information, the TCU calculates the clutch opening and closing timing, outputs the gearbox status and engine intervention commands, and outputs execution commands 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. Figure 1 , Figure 2 As shown, it includes a housing 19, combined with Figure 3 As shown, a clutch lever 1, a cable lever 2, and an input sleeve 3 are coaxially arranged inside the housing 19. The clutch lever 1 is mounted inside the housing 19 via a sliding bearing 10. The lower end of the clutch lever 1 serves as the output end, which is a splined shaft. The upper end of the clutch lever 1 serves as the input end, and three contact grooves 4 are evenly distributed circumferentially. The depth of the contact grooves 4 is 7 mm, and the central angle of the contact grooves 4 is 85°. Figure 6 As shown, the input end of the clutch lever 1 is also provided with a positioning shoulder 15, and three contact grooves 4 are circumferentially surrounding the outside of the positioning shoulder 15. The cable rod 2 passes through the input sleeve 3, and the lower end of the cable rod 2, as the output end, is provided with three first contact teeth 5 evenly distributed circumferentially, which are used for engagement. Figure 5 As shown, a positioning groove 8 is provided in the middle of the output end of the cable rod 2. After the positioning shoulder 15 of the clutch lever 1 is fitted with a thrust washer 7, it is inserted into the positioning groove 8 so that the first contact tooth 5 is inserted into the contact groove 4. The thrust washer 7 makes a gap between the first contact tooth 5 and the clutch lever 1.

[0059] The upper end of the cable rod 2 is bolted to a pull rod 14 as the input end, which is used to connect the 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. The number of contact grooves 4, the number of first contact teeth 5 and the number of second contact teeth 6 are the same. The first contact teeth 5 and the second contact teeth 6 extend into the contact grooves 4 by a length of 6 mm. The edges of the first contact teeth 5 and the second contact teeth 6 are parallel to the edges of the contact grooves 4. The contact grooves 4, the first contact teeth 5 and the second contact teeth 6 are all fan-shaped, and the central angle of the first contact teeth 5 and the second contact teeth 6 is 25°, so that the width of the first contact teeth 5 and the second contact teeth 6 is smaller than the width of the contact grooves 4, forming a redundant angle space within the contact grooves 4. A shoulder is provided on the cable rod 2 at the root of the first contact tooth 5, and an annular step is provided on the inner side of the input sleeve 3 at the root of the second contact tooth 6. A thrust washer 7, fitted on the cable rod 2, is also provided between the annular step and the 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. The sliding bearing 10 and the thrust washer 7 ensure that there are gaps between the cable rod 2 and the input sleeve 3, and between the first contact tooth 5 and the second contact tooth 6.

[0060] Combination Figure 4 , Figure 7 As shown, a fan-shaped worm gear 16 is integrally formed in the middle of the input sleeve 3 as the input end. The worm gear 16 meshes with a worm 18, which is mounted in the housing 19 via bearings. The worm 18 is connected to a motor 21 via 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, featuring forward and reverse rotation and torque controllability. Commercially available motor 21 products are available. The motor 21 serves as the power source, transmitting power to the input sleeve 3 via the worm gear 16 and worm 18, allowing the input sleeve 3 to rotate. A worm plug 23 is connected to the end of the worm 18 facing away from the motor 21. A housing plug 22 is connected to the housing 19 outside the worm plug 23. Removing the housing plug 22 exposes the worm plug 23. Figure 8 As shown, the left end of the input sleeve 3 has three evenly distributed circumferential teeth 9. A cover 20, bolted to the housing 19, is located on the outer side of the left end of the input sleeve 3. An angle sensor 11 is bolted to the cover 20. The angle sensor 11 is fitted onto the left end of the cable rod 2 and has a lip seal between it and the cable rod 2. Three slots 13 are evenly distributed circumferentially on the rotor 12 of the angle sensor 11. The teeth 9 at the left end of the input sleeve 3 are inserted into the slots 13 on the rotor 12, allowing the angle sensor 11 to monitor the rotation angle of the input sleeve 3 driven by the worm gear 16. A torsion spring 17 is connected to the input end of the cable rod 2 as an elastic reset element. 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 rod of the clutch actuator serves as a manual mechanism for generating driving force. The cable rod provides power to drive the output shaft through the cable. The motor, internal meshing spur gear pair, and worm gear pair serve as an automatic mechanism for generating driving force electrically. The automatic mechanism transmits rotational driving force to the output shaft through the motor driving the internal meshing spur gear pair and worm gear pair. This allows for precise control of the entire clutch system, significantly improving the driving quality of starting and shifting while ensuring shift time. A mode switching switch (which can be a push-button switch on the handlebars or a signal switch on the electronic instrument panel) allows for flexible switching between manual and automatic clutch operation.

[0062] This actuator features a self-locking function, meaning the motor stops after each clutch action, improving motor durability and reducing energy consumption. The self-locking function also prevents the risk of the clutch engaging momentarily while the machine is stopped due to a malfunction. For example, if a controller or circuit failure causes the motor to suddenly stop, without the self-locking function, the clutch would re-engage, potentially leading to engine stalling or unexpected acceleration.

[0063] Furthermore, even if the actuator malfunctions, the vehicle can still be used in manual mode. If the engagement position becomes stuck, the mode switch can be used to switch to manual mode for normal driving. If the disengagement position becomes stuck, the actuator can be mechanically restored to the clutch engagement state by operating the worm gear plug, allowing the vehicle to switch to manual mode and continue operating normally in manual mode.

[0064] In this embodiment, the TCU is as follows: Figure 11 As shown, it includes a decision-making layer and an execution layer. The decision-making layer includes a shift strategy module, a fault diagnosis module, and a shift control module, while the execution layer includes a clutch control module.

[0065] The gear shifting strategy module controls gear selection by recognizing the driver's shifting actions, determining their upshifting or downshifting intentions, and outputting the target gear. This primarily aims to meet the driver's need for the most suitable gear for the current vehicle, including providing visual prompts on the instrument panel for upshifting or downshifting even before the driver initiates a shift. The gear selection control uses a foot pedal displacement sensor to accurately identify the driver's shifting actions and upshifting / downshifting intentions. A sample operation is as follows:

[0066] Assuming the current gear is 3rd gear and the driver has not operated the gear shift lever, the foot displacement sensor detects that the driver is in the initial state V0 and there is no gear shifting operation.

[0067] In scenario 1, when the driver pulls the gear shift lever upwards, the foot displacement sensor detects that the position is greater than the preset threshold V1, indicating that the driver has a need to upshift. The clutch automatically opens, assisting the driver in shifting from 3rd to 4th gear.

[0068] In scenario ②, when the driver presses down on the gear shift lever, the foot displacement sensor detects that the position is less than the preset threshold V2, indicating that the driver needs to downshift. The clutch automatically disengages, assisting the driver in shifting from 3rd to 2nd gear.

[0069] The sensor for identifying shift intentions is not limited to displacement type; it can also be pressure type or switch type.

[0070] Furthermore, it can remind the driver to upshift or downshift based on the current vehicle speed, throttle opening, and engine speed, to better assist the driver in timely gear shifting and ensure the vehicle operates in the most suitable gear.

[0071] like Figure 12 As shown, the fault diagnosis module identifies fault information in the vehicle or E-Clutch system and calculates a control strategy suitable for the current operating conditions. E-Clutch fault diagnosis includes fault detection of the TCU electrical system, CAN communication system, clutch actuator, and sensors. While responsible for system fault diagnosis and detection, it also performs unified post-fault handling actions to protect vehicle and driver safety. Simultaneously, it provides necessary reminders to the driver via warning lights and text on the instrument panel and stores fault information after its occurrence for easy identification and repair.

[0072] Fault diagnosis and testing can be divided into the following three categories based on different components and methods:

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

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

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

[0076] Fault information storage

[0077] Once a fault is diagnosed, the fault information needs to be stored in the TCU's memory to alert the driver and maintenance personnel for quick troubleshooting of the faulty component. Fault information can be categorized into the following three types:

[0078] 1. Diagnose the storage of Diagnostic Trouble Codes (DTCs) and identify faulty components.

[0079] 2. The storage of Freeze Frame Data (FFD) reveals the vehicle's status at the time of the fault.

[0080] 3. Malfunction warning light: This light alerts the driver to a malfunction. The warning can be displayed by a light, in text, or a combination of both.

[0081] Post-fault handling

[0082] After a malfunction occurs, the aim is to minimize its impact by intervening in the shift control module to ultimately salvage the abnormal movement and limit the actuators, thereby ensuring safe driving and preventing damage to the electronic clutch system components. This includes:

[0083] 1. Remedial measures in fault detection: When a single angle sensor failure is detected, another backup is used to enable the previously abnormal angle to be re-identified so that the displacement can be detected without abnormal movement.

[0084] 2. Functional limitations after fault diagnosis: After fault diagnosis, if it is confirmed that the component has failed, in order to avoid further damage to the faulty component, the operation of the faulty component is restricted. For example, if an electrical circuit abnormality is detected, the operation of the actuator is shut down. This ensures that no abnormal operation endangers the driver, while also protecting the safety of electrical components and preventing damage to more components. If a functional fault is detected that the engine is stalled and cannot be closed or that it affects the life of the clutch, the engine is stopped while driving to ensure vehicle movement while avoiding overwork. Before stopping the vehicle in a safe condition for the driver, the clutch is disengaged as soon as possible to perform a protective measure and prevent further damage to components caused by overwork.

[0085] 3. Resolving electronic clutch malfunctions: When a malfunction is found that the clutch cannot be closed after opening, switching the electronic clutch function off can remove the restriction on opening the clutch after processing. If the clutch still cannot be closed, it can be forcibly released by operating the worm gear screw plug on the clutch actuator to prevent the driver from being unable to drive on the road and to allow the vehicle to continue moving by manually engaging the clutch via the cable.

[0086] The shift control module determines the current driving mode based on the target gear and the current transmission status, and then issues commands to the execution layer. The commands issued by the shift control module to the execution layer include:

[0087] It commands the transmission of driving force by the clutch actuator to perform clutch disengagement and engagement operations; it also intervenes in engine torque to cooperate with the gearbox for shifting or safety protection.

[0088] Shift control includes driving mode determination, low speed control, comfort shift control, quick shift control, torque follow mode, and coasting control.

[0089] The driving mode determination includes the driving conditions commonly used by the E-Clutch. It switches between different driving modes based on the specific driving conditions of the motorcycle.

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

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

[0092] 2. Gear Shift Control: When the target gear needs to be changed, gear shift control is activated. The TCU controls the clutch to open at a certain angle (this angle can be single-stage or multi-stage), and after the driver changes the gear, the clutch is re-engaged to restore power transmission.

[0093] 3. Low speed control: When the vehicle speed is low or when starting 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, cutting off the engine braking torque and entering coasting control.

[0095] 5. Torque Follower Mode: When the vehicle is traveling at high speeds, the TCU controls the clutch to remain locked to ensure that the clutch does not slip.

[0096] Shift control such as Figure 14 As shown, during the shift control process, the TCU coordinates the engine torque intervention command and controls the clutch control and shift control to perform shifting.

[0097] Based on different shift types and engine torque conditions, shift types can be divided into the following four types.

[0098] There are eight different shift paths: upshifting with power, downshifting with power, upshifting without power, and downshifting without power. Combined with the E-Clutch system's comfort shift and quickshift shift, this results in a total of eight different shift paths. The following only describes the power upshifting in comfort shift and the power upshifting in quickshift shift.

[0099] Comfortable shifting – power upshifting

[0100] When the transmission is in 1st gear and the driver continues to press the accelerator while driving, if the driver operates the gear shift lever and the target gear changes to 2nd gear, the 1-2 power upshift will be triggered.

[0101] like Figure 15 As shown, timing description:

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

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

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

[0105] 4. Once the speeds at both ends of the clutch are synchronized, the gear shift ends and the torque following mode is entered. The TCU controls the clutch to remain locked.

[0106] Quick shifter – power upshift

[0107] Motorcycles can perform quickshifts, meaning that gear changes are made by controlling engine torque in conjunction with the rider without operating the clutch. This control is faster and has less power loss than comfort shifts, but it may cause some vibration and is more suitable for sporty models.

[0108] like Figure 16 As shown, timing description:

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

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

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

[0112] 4. The TCU controls the clutch to remain locked.

[0113] Clutch control

[0114] The clutch control module calculates the clutch engagement or disengagement position based on the target torque transmitted by the clutch and controls the drive force output of the clutch actuator. For example... Figure 17 As shown, the clutch control has three modes: manual mode, automatic mode, and manual intervention mode.

[0115] In manual mode, the automatic clutch mechanism does not intervene; the driver must control the clutch using the clutch lever. Except in emergency braking situations, if the TCU detects a possibility of engine stalling, the automatic clutch actuator will intervene and disengage the clutch to prevent the safety hazard of engine stalling. This is determined by comparing the target input shaft speed calculated from the output shaft speed and gear position with the target engine idle speed. During this process, the vehicle deceleration is calculated, and based on this deceleration, the clutch disengagement timing is determined to reduce the risk of stalling. The greater the deceleration, the earlier the clutch disengages.

[0116] Switching between manual and automatic modes can only be done via a mode switch, and for safety reasons, it can only be done when the vehicle is parked and the gearbox is in neutral (N).

[0117] In automatic mode, control is achieved based on a clutch model. The clutch model primarily converts the target clutch torque into clutch actuator position commands, which are then sent to the motor control. The clutch model adjusts the target position and actual torque based on fundamental characteristic compensations (temperature, speed, direction of motion, etc.) and torque adaptation, taking into account factors such as the physical characteristics of the clutch and actuator, assembly tolerances, vehicle operating parameters, and wear and tear.

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

[0119] Clutch torque and actuator position

[0120] The motor actuator provides position control by converting the difference between the target position and the current position into a Hall effect timer for the motor via the actuator speed ratio, and then controlling the motor to achieve position control. In automatic mode, the clutch lever becomes loose when disengaged; therefore, a return spring is installed on the lever or at the end of the cable to prevent the lever from touching the fingers and to prevent accidental manual clutch intervention.

[0121] To provide a better driving experience, in automatic mode, the driver can intervene in clutch control via the clutch lever. To prevent accidental mode switching, a contact switch is located on the clutch lever. The TCU will only recognize and enter manual intervention mode when the driver manually squeezes the clutch lever and triggers the contact switch, at which point the automatic clutch control briefly disengages. Once the driver completes the operation, the clutch returns to the engaged position, manual intervention mode disengages, and automatic mode resumes. This mode switching does not require stopping the vehicle and can be initiated at any time based on the driver's intention. In manual intervention mode, if a situation arises that could potentially stall the engine, the automatic clutch control will also intervene promptly and disengage the clutch to avoid this.

[0122] The above descriptions are merely embodiments of the present invention, and common knowledge such as specific technical solutions and / or characteristics are not described in detail here. It should be noted that those skilled in the art can make various modifications and improvements without departing from the technical solutions of the present invention, and these should also be considered within the scope of protection of the present invention. These modifications and improvements will not affect the effectiveness of the implementation of the present invention or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A clutch actuation control method, characterized in that, include: The clutch device disconnects or connects the power transmission of the engine; The clutch actuator outputs a driving force that enables the clutch device to operate; The TCU is hardwired to the clutch actuator, mode switch, and sensors of the engine, transmission, and clutch actuator. Engine operating information is obtained through information exchange between the TCU and EMS. The TCU interacts with the ABS to obtain vehicle speed information at the wheel ends; The TCU interacts with the instrument to obtain command switch signals and transmit status information to the instrument for display. The TCU performs the following tasks based on the acquired engine operating information, vehicle speed information, command switch signals, and sensor information: 1) Control the clutch actuator to open and close the clutch; 2) Engine intervention command; 3) Output gearbox status; The TCU includes a decision-making layer and an execution layer. The decision-making layer includes a shift strategy module and a shift control module, while the execution layer includes a clutch control module. The shift strategy module identifies the driver's shifting actions, determines the intention to upshift or downshift, and outputs the target gear. The shift control module determines the current driving mode based on the target gear and the current gearbox status, and transmits the target clutch torque to the clutch control module in the execution layer. The clutch control module calculates the degree of clutch engagement based on the target torque transmitted by the clutch and controls the drive force output of the clutch actuator. The clutch control has three modes: manual mode, automatic mode, and manual intervention mode; Clutch actuators include manual mechanisms that generate driving force manually and automatic mechanisms that generate driving force electrically; In manual mode, the automatic mechanism does not intervene and the driver needs to control the clutch by using the clutch lever. Unless under emergency braking conditions, if the TCU detects that the engine may stall, the automatic clutch actuator will intervene and disengage the clutch to avoid the safety hazards caused by engine stalling. The manual and automatic modes can only be switched using a mode switch, and can only be done when the car is parked and the gearbox is in neutral (N). In automatic mode, control is based on the clutch model. In automatic mode, the driver can intervene in clutch control through the clutch lever. To prevent accidental mode switching, a contact switch is provided on the clutch lever. The TCU will only recognize and enter manual intervention mode when the driver manually squeezes the clutch lever and triggers the contact switch. At this time, the automatic clutch control is temporarily disengaged. When the driver completes the operation, the clutch returns to the engaged position, the manual intervention mode is disengaged, and the system returns to automatic mode. This mode switching does not require stopping the vehicle and can be initiated at any time based on the driver's operating intention.

2. The clutch actuation control method according to claim 1, characterized in that: The shift control module's instruction control of the execution layer includes: It commands the transmission of driving force by the clutch actuator to perform the disengagement and engagement operations of the clutch device; It intervenes in engine torque to assist the driver in shifting gears or providing safety protection.

3. The clutch actuation control method according to claim 2, characterized in that: The TCU also includes a fault diagnosis module. Before the shift control module issues commands to the execution layer, it uses the fault diagnosis module to determine the fault information of the whole vehicle or the E-Clutch system and calculates a control strategy that is suitable for the current operating conditions.

4. The clutch actuation control method according to claim 3, characterized in that: CAN communication is used to enable information exchange between the TCU, EMS, ABS, and instruments.

5. The clutch actuation control method according to claim 4, characterized in that: The clutch actuator also includes an output shaft that transmits driving force to the clutch device; the automatic mechanism transmits rotational driving force through a motor-driven internal meshing spur gear pair and worm gear pair. The automatic mechanism also includes a motor Hall sensor and an angle sensor, with the angle sensor monitoring the rotation angle of the worm gear.

6. The clutch actuation control method according to claim 5, characterized in that: The components that are hardwired to the TCU include the mode switch, motor Hall sensor, angle sensor, throttle, brake, transmission input shaft sensor, transmission output shaft sensor, transmission oil temperature sensor, and foot shift lever.

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