Micro-slip control and torque estimation for dual clutch transmission

Abstract

Clutch micro-slip is significant in improving the performance of dual clutch transmission. Unlike with the conventional lockup control strategy, this research designs a novel controller to enable a desired micro-slip on clutch at the end of clutch engagement. Prior to the design, an extended Kalman filter is proposed to estimate the drive shaft torque based on an estimation model. The controller design is using the pole placement method based on the clutch slip dynamics; its input is calculated according to the estimated drive shaft torque, the engine torque, and the error between the actual slip and desired micro-slip, which realizes a closed-loop feedback control to ensure the control performance. The controller is validated by simulation works, and the results show that the clutch micro-slip is stable and robust.

Cooperative Effect of Controllable Parameters on the Dynamic Characteristics of Dual-Clutch Transmission during the Shift Process

“…As mentioned before, the driveline will suffer self-excitation and stick-slip during shift process. And the self-excitation can be attenuated by controlling the hydraulic pressure of wet clutch, and the stick-slip can be attenuated by making the clutch run in micro-slip state with proper threshold [32][33][34][35]. The threshold, which is determined by the maximum pressure of wet clutch at the end of shift process, as shown in figure 19a.…”

Einfluss von Betriebsgrößen auf die Schwingungsreduzierungswirkung im nasslaufenden Kupplungssystem: Empirische Modellbildung – Kennfelder und Skalierbarkeit

“…Eine nasslaufende Kupplung könnte sich hierfür und auch bereits bei geringeren permanenten Reibleistungen durch Dauerschlupfbetrieb zur günstigeren Energieabfuhr und Vermeidung von Verschleiß durch diesen neuartigen Betriebszustand besonders anbieten. Ergänzend zeigen Zhou et al [9], dass auch eine "mikroschlupfgeregelte" Kupplung (bei hier ~20 min −1 Schlupfdrehzahl) die Drehungleichförmigkeiten im Antriebsstrang besonders in Bereichen geringer Antriebsdrehzahlen deutlich reduzieren kann. Hierbei wird die Winkelbeschleunigungsamplitude als Vergleichsgröße herangezogen.…”

Pseudo-spectral optimization and model predictive control of vehicle shift process with dual clutch transmission

“…9,10 And, some studies have used the estimated torque and torque-feedback based control method to control the clutch. [11][12][13][14] However, torque estimation depends on the accuracy of the measured signal and estimation model, which is complex and unreliable in practical applications, and is difficult to use for real time control because of the increased number of calculations.…”