Clutch Control Device Using Engine Speed Feedback for μ Correction
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Solution Overview
Problem
Conventional clutch control systems fail to detect changes in clutch capacity due to clutch plate deterioration or oil characteristic changes, leading to inadequate control and unstable vehicle performance.
Innovation Solution
A clutch control device and method that calculates a μ correction coefficient based on the ratio of actual to demanded clutch capacity, using engine speed changes and torque calculations to adjust clutch control, ensuring stable performance despite clutch capacity changes.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Measurement precision
If conventional clutch control systems are used, then the structure is simple, but the clutch capacity cannot be detected during running and control accuracy deteriorates
Solution Approach 1:
The patent implements feedback control by detecting engine speed changes during shifting operations and using this information to calculate actual clutch capacity. The system continuously monitors the relationship between engine speed variation and actuator drive amount, then feeds this information back to correct the clutch friction coefficient and maintain accurate clutch capacity control despite plate wear or oil characteristic changes.
Solution Approach 2:
The patent replaces direct mechanical measurement of clutch capacity with a computational approach. Instead of using complex mechanical sensors to measure clutch plate wear or friction characteristics, the system substitutes mechanical measurement with calculation based on engine speed detection and actuator position data, thereby maintaining measurement precision while avoiding additional mechanical complexity.
2Reliability
If actuator drive amount is increased to compensate for clutch plate wear, then clutch capacity can be maintained, but energy consumption increases
Solution Approach 1:
The patent applies partial action by making actuator adjustments only when and where needed. Instead of continuously increasing drive amount to compensate for wear, the system uses precise feedback control to apply minimal corrections only sufficient to maintain clutch capacity, thereby reducing unnecessary energy consumption while preserving reliability.
Solution Approach 2:
The patent changes the control parameter from fixed actuator drive amount to dynamically adjusted drive amount based on detected clutch capacity. By continuously monitoring engine speed changes and calculating actual clutch capacity, the system adjusts the actuator drive parameter optimally, avoiding excessive energy consumption while maintaining stable clutch capacity despite plate deterioration.
3Measurement precision
If clutch friction coefficient is used for control, then clutch capacity can be controlled, but control accuracy deteriorates due to plate deterioration and oil characteristic changes
Solution Approach 1:
The patent implements feedback control by continuously detecting engine speed changes during shifting and using this information to update the clutch friction coefficient. The system monitors the relationship between actuator drive amount and engine speed variation, then feeds this information back to correct the friction coefficient parameter, maintaining control accuracy despite changes in plate condition or oil characteristics.
Solution Approach 2:
The patent transitions from using a static friction coefficient to a dynamic, adaptively updated friction coefficient. Instead of relying on a fixed friction coefficient that deteriorates with plate wear and oil changes, the system continuously updates the friction coefficient parameter based on real-time detection of engine speed changes and actuator position, thereby maintaining control accuracy under varying conditions.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
Enables continuous suitable clutch control, reducing the impact of clutch plate deterioration and oil characteristic changes, resulting in a more stable running experience by adjusting clutch friction coefficient accordingly.
Implementation Method 1
a clutch for transmitting a rotational driving force of a power source to a drive wheel by a frictional force of a friction plate (clutch plate)
Data Source
AI summary
Actual-rotational-difference absorption-torque calculation means 150 inputs a rate-of-change ΔNe of an engine speed during shifting to an actual rotational difference absorption torque-ΔNe table 160 so that an actual-rotational-difference absorption-torque average value during shifting is calculated. Engine-torque calculation means 180 inputs a throttle opening and an engine speed to engine-torque estimation-value map 190, and derives an engine torque during shifting. An actual clutch capacity is calculated from the sum of the actual-rotational-difference absorption-torque average value and the engine torque average value during shifting. From the ratio of the actual clutch capacity and a demanded clutch capacity, μ-correction-coefficient calculation means 130 calculates a μ correction coefficient. By using a control correction amount calculated on the basis of the μ correction coefficient, a transmission control unit 100 drive-controls a first clutch CL1 and a second clutch CL2. Thus, correction on the clutch capacity is performed during running.