CN103863297A - Power system control method - Google Patents
Power system control method Download PDFInfo
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- CN103863297A CN103863297A CN201210546941.6A CN201210546941A CN103863297A CN 103863297 A CN103863297 A CN 103863297A CN 201210546941 A CN201210546941 A CN 201210546941A CN 103863297 A CN103863297 A CN 103863297A
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- 238000000034 method Methods 0.000 title claims abstract description 32
- 238000012546 transfer Methods 0.000 claims description 48
- 230000003213 activating effect Effects 0.000 claims description 23
- 230000009467 reduction Effects 0.000 claims description 2
- 230000001105 regulatory effect Effects 0.000 abstract 2
- 230000001141 propulsive effect Effects 0.000 description 8
- 230000005540 biological transmission Effects 0.000 description 7
- 238000010586 diagram Methods 0.000 description 5
- 238000005516 engineering process Methods 0.000 description 4
- 230000008859 change Effects 0.000 description 3
- 239000000446 fuel Substances 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 238000002485 combustion reaction Methods 0.000 description 2
- 230000002708 enhancing effect Effects 0.000 description 2
- 239000012530 fluid Substances 0.000 description 2
- 238000000926 separation method Methods 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000003044 adaptive effect Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000009194 climbing Effects 0.000 description 1
- 244000144983 clutch Species 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 239000002283 diesel fuel Substances 0.000 description 1
- 238000005562 fading Methods 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 210000001138 tear Anatomy 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/02—Clutches
- B60W2710/021—Clutch engagement state
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/02—Clutches
- B60W2710/021—Clutch engagement state
- B60W2710/023—Clutch engagement rate
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0644—Engine speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- General Engineering & Computer Science (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
The invention discloses a power system control method. The power system control method includes that: lowering a torque of a power source after receiving a power switch request; regulating an interval between a first part and a second part of a clutch under a pre-joint pressure to enable the interval to be smaller than an interval between the first part and the second part of the clutch under a completely separated state; after regulating the speed of the power source, stably jointing the first part of the clutch with the second part of the clutch under a locking pressure. The control method improves the operation experience, reduces the sliding friction of the clutch, and prolongs the service life of the clutch.
Description
Technical field
The present invention relates to the control of driving device, relate in particular to power system control method.
Background technology
Change-speed box is that the power of input is carried out to conversion rate and changes moment of torsion, thereby output matching uses the power needing.For example, in vehicle, change-speed box is one of chief component of vehicle drive system.The actual service condition of vehicle is very complicated, as there is starting, idling parking, low speed or run at high speed, accelerate, slow down, the situation such as climbing and reversing.This just requires the propulsive effort of vehicle and the speed of a motor vehicle in sizable scope, to change, due to propulsion source (for example, combustion engine or electrical motor) output torque and variable speed be limited in scope, and for the driving conditions of Adaptive change, is provided with change-speed box in driving system.And, gear handoff functionality is also provided in the change-speed box of vehicle, and along with the development of technology, has even occurred that the pattern of multiple propulsion source (for example, simultaneously having two kinds of propulsions source of combustion engine and electrical motor) is switched.Therefore, the powershift demand that usually existence is shifted gears or pattern is switched in vehicle, now need to be used power-transfer clutch that the power of different parts is separated or engaged conventionally.Because the rotating speed between two parts of power-transfer clutch connection exists speed difference, if it is poor to eliminate speed by the sliding wear of power-transfer clutch,, in the situation that power source exists moment of torsion, the joint of power-transfer clutch will inevitably cause the vibration of transmission system, makes car load produce shake.
In addition, the engaging force that power-transfer clutch requires is larger, conventionally uses hydraulic efficiency pressure system driving clutch in vehicle.But while carrying out work due to hydraulic efficiency pressure system, there is hysteresis quality with respect to control signal in drive actions, thus be difficult to engage in time in the time that needs engage, or be difficult to separate in time in the time that needs separate, thereby operating experience is poor.Sometimes, because propulsive effort is not in place, also can cause that the engaging force of power-transfer clutch is inadequate, cause clutch fading, power-transfer clutch easily weares and teares.
Therefore, be necessary to provide improved technical scheme to overcome the technical matters existing in prior art.
Summary of the invention
The main technical problem to be solved in the present invention is to improve the operating experience of power system control.
For solving the problems of the technologies described above, the invention provides power system control method, this power system comprises driving device, propulsion source and power-transfer clutch, described power-transfer clutch comprises and can separate the Part I and the Part II that move between engagement state, described Part I connects described propulsion source, described Part II connects described driving device, wherein, is receiving that the step of carrying out after the request of switching power comprises:
Reduce the moment of torsion of propulsion source;
Propulsion source is carried out to speed adjustment to target velocity, and described target velocity is for dwindling the speed discrepancy between described Part I and the described Part II of described power-transfer clutch of released state;
The power that drives described power-transfer clutch to engage is adjusted to pre-activating pressure, and the gap between described Part I and the described Part II of the power-transfer clutch of the complete released state of Gap-Ratios under described pre-activating pressure between described Part I and the described Part II of described power-transfer clutch is little; And
After the speed adjustment that completes propulsion source, the power that drives described power-transfer clutch to engage is increased to detent pressure from described pre-activating pressure, under described detent pressure, the described Part I of described power-transfer clutch stably engages with described Part II.
According to aforesaid control method, wherein in reducing the moment of torsion of propulsion source, control and drive power that described power-transfer clutch engages reducing and reduce with the moment of torsion of propulsion source.
According to aforesaid control method, wherein said pre-activating pressure remains on described Part I by described power-transfer clutch and will engage and unassembled critical spot with described Part II.
According to aforesaid control method, comprising reducing after the moment of torsion of propulsion source, separate described Part I and described Part II, then before the described Part I of the described power-transfer clutch of joint and described Part II, switch the gear of driving device.
According to aforesaid control method, the step of the moment of torsion of wherein said reduction propulsion source was carried out the rotating speed of propulsion source described before the step of target velocity adjustment.
According to aforesaid control method, the wherein said speed adjustment that completes propulsion source comprises:
By the adjustment of rotational speed of propulsion source to the scope that makes speed discrepancy between described Part I and the described Part II of power-transfer clutch in expection; Or
The rotating speed of propulsion source is reached to predetermined duration to the duration of target velocity adjustment.
According to aforesaid control method, wherein carry out first the power that drives described power-transfer clutch to engage being increased to the initial pre-activating pressure that is greater than described pre-activating pressure and be less than described detent pressure before the described step of the power that drives described power-transfer clutch to engage being adjusted to pre-activating pressure.
According to aforesaid control method, wherein, the power that drives described power-transfer clutch to engage is increased to initially and after activating pressure, adjusts to gradually described pre-activating pressure and keep described pre-activating pressure a period of time in advance.
According to aforesaid control method, wherein said propulsion source is electrical motor, and after engaging with described Part II at described Part I, promotes the moment of torsion of propulsion source.
According to aforesaid control method, wherein use hydraulic efficiency pressure system driving clutch.
According to power system control method of the present invention, receive not only reduce the moment of torsion of propulsion source after switching the request of power and by the rotating speed of propulsion source to target velocity adjustment, and dwindle the gap of power-transfer clutch, therefore engaging clutch rapidly after the speed that completes propulsion source is adjusted.So, avoid occurring causing in power-transfer clutch sliding wear engaging process the problem of transmission system shake, can smoothly switch power.Owing to having reduced the cliding friction of power-transfer clutch, extended widely the service life of power-transfer clutch simultaneously.
By the detailed description below with reference to accompanying drawing, it is obvious that other aspects and features of the present invention become.But it should be known that the only object design for explaining of this accompanying drawing, instead of as the restriction of scope of the present invention, this is because it should be with reference to additional claim.Should also be appreciated that, accompanying drawing is only intended to illustrate conceptually structure described herein and flow process, unless otherwise noted, and the unnecessary accompanying drawing of drawing to scale.
Brief description of the drawings
The detailed description of consulting by reference to the accompanying drawings following detailed description of the invention, present invention will become more fully understood, and reference numbers same in accompanying drawing refers to element same in view all the time.Wherein:
Fig. 1 shows the schematic diagram of a kind of power system of detailed description of the invention according to the present invention; And
Fig. 2 shows the clutch control signal schematic diagram of a kind of power system control method of detailed description of the invention according to the present invention.
Detailed description of the invention
For helping those skilled in the art can understand definitely the claimed theme of the present invention, describe the specific embodiment of the present invention in detail below in conjunction with accompanying drawing.
Fig. 1 shows the schematic diagram of a kind of power system of detailed description of the invention according to the present invention, wherein power system comprises the parts such as the first motor 11, first clutch 12, the second motor 21, second clutch 22, driving device 3 and driving engine 4, and these parts are arranged on main shaft 30.Those of ordinary skill in the art knows, main shaft 30 can be made up of multistage axle, can also be various structures form (for example, axle can be solid can be also hollow), but for the ease of casehistory, in Fig. 1, only represent main shaft with the heavy line that label 30 is indicated.Between the first motor 11 and driving device 3, be connected first clutch 12, first clutch 12 comprises two parts can moving between separation and engagement state, one of them part (for example A end) connects the first motor 11, another part (for example secondary part) connection for transmission device 3.Control separating and joint of power between the first motor 11 and driving device 3 by first clutch 12.Between the second motor 21 and driving device 3, be connected second clutch 22, second clutch 22 comprises two parts can moving between separation and engagement state, one of them part (for example A end) connects the second motor 21, another part (for example secondary part) connection for transmission device 3.Control separating and joint of power between the second motor 21 and driving device 3 by second clutch 22.As an example, driving engine 4 is four cylinder piston type gasoline engines.But those of ordinary skill in the art knows, driving engine 4 can be multiple other forms, and for example, the cylinder number of driving engine 4 can be six cylinders, eight cylinders or other numbers, and the fuel of driving engine 4 can also be diesel oil, natural fuels or other fuel.Driving device 3 can be for example hand-operated transmission, automatic transmission with hydraulic torque converter, auto-manual transmission or other change-speed box of three gears, four gears or other gears.Driving device 3 also connects output shaft 32.This power system can be applied on multiple mechanical device, for example can be for automobile, the power of output shaft 32 can output to wheel, the detail that this power system is installed and operated on automobile be those of ordinary skill in the art institute clearly, do not repeat them here.Alternatively, first clutch 12 and second clutch 22 can be dry type clutchs.Those of ordinary skill in the art knows, the actuating device of first clutch 12 and second clutch 22 can be also various ways, in the detailed description of the invention that will be further described below as an example,, drive first clutch 12 and second clutch 22 with fluid pressure drive device.
Fig. 2 shows the clutch control signal schematic diagram of the power system control method of a kind of detailed description of the invention of the present invention.In the schematic diagram that Fig. 2 shows, abscissa represents the time, and ordinate represents the intensity of clutch control signal.Those of ordinary skill in the art knows, the intensity secondary indication of control signal the propulsive effort of power-transfer clutch, in the case of using the driving hydraulic actuating cylinder of solenoid control power-transfer clutch, control signal intensity can for example, represent with the numerical value (, current value) of the control electric signal of electromagnetic valve.For example, under certain operating mode, (refer to t0 to the t1 time period), for example when gear, first clutch 12 engages, and the first motor 11 provides propulsive effort, now controls and drives the control signal of the power that first clutch 12 engages to maintain specified intensity a.
In one case, for example, while having acceleration demand, need to be switched to two gears from a gear, when control system is received after the request of switching power of gearshift, reduce the moment of torsion of propulsion source.In the time of the moment of torsion reducing as the first motor 11 of propulsion source, reduce the power that drives first clutch 12 to engage, i.e. release simultaneously.Taking first clutch 12 as normally disengaged clutch as an example, at the moment t1 that starts release, the intensity of controlling the control signal that drives the power that engages of first clutch 12 is dropped to and initially unloads Compressive Strength b.In a kind of concrete embodiment, alternatively, the intensity of controlling the control signal that drives the power that engages of first clutch 12 reduces as the reducing of moment of torsion of the first motor 11 of propulsion source, thereby the intensity of control signal is little by little dropped to and stops unloading Compressive Strength d from initially unloading Compressive Strength b falling in the process of turning round (t1 to t2 time period).The intensity f that Compressive Strength d is greater than cut-off clutch is conventionally unloaded in termination, thereby can provide appropriate propulsive effort to keep two parts of first clutch 12 to engage, and does not occur that two parts skid and cause the wearing and tearing of first clutch 12.Those of ordinary skill in the art knows, although shown in Fig. 2 for example in the intensity of control signal be directly proportional to the time, may be also other relations as the case may be.
In the time that the moment of torsion of the first motor 11 as propulsion source drops to target torque, the intensity of the control signal of the power that control driving first clutch 12 is engaged drops to the intensity f of cut-off clutch immediately.And, as shown in Figure 2, at the release deadline of t2 to t3 section, the intensity f by the strength maintenance of control signal at cut-off clutch.Those of ordinary skill in the art knows, in the situation that first clutch 12 is normally disengaged clutch, when cut-off clutch, actuating device can not have propulsive effort for power-transfer clutch, that is to say that fluid pressure drive device can be zero for the propulsive effort of power-transfer clutch in the time of intensity f; If first clutch 12 is normal-close clutch devices, in the time of intensity f, actuating device is the size that is enough to that power-transfer clutch is maintained and opens for the propulsive effort of power-transfer clutch.
Separate after first clutch 12, can shift gears, for example, synchro is switched to two gears from a gear.Driving device 3 transmitting ratios increase when being switched to two gears from a gear, but the speed of automotive wheels end can not suddenly change, therefore the speed of the secondary part of first clutch 12 will reduce.The transmitting ratio when rotating speed of the secondary part of first clutch 12 keeps off by the actual speed and two of automotive wheels end calculates acquisition.Because the first motor 11 is connected with the A end of first clutch 12, in the case of the secondary part rotating speed of first clutch 12 has changed, therefore need the rotating speed of the rotating speed of the A end that the rotating speed of the first motor 11 is made to first clutch 12 to rotating speed of target adjustment and the secondary part of first clutch 12 to match.Therefore control the first motor 11 and be switched to speed-regulating mode from falling twisting die formula, by rotating speed to target velocity adjustment.Described target velocity is for dwindling the speed discrepancy between A end and the secondary part of first clutch 12 of released state.And after first clutch 12 releases complete, the power that drives first clutch 12 to engage is adjusted to pre-activating pressure, and the gap between A end and the secondary part of the first clutch 12 of the complete released state of Gap-Ratios under this pre-activating pressure between A end and the secondary part of first clutch 12 is little.Advantageously, this pre-activating pressure remains on A end by first clutch 12 and will engage and unassembled critical spot with secondary part.Those of ordinary skill in the art knows, this critical spot represents controllably to maintain the position of the minimum clearance between A end and secondary part.Therefore, in the time that first clutch 12 need to be engaged, can complete rapidly in a short period of time the joint of first clutch 12.Situation taking first clutch 12 as normally disengaged clutch is as giving an example, pre-bonding operation can be that first clutch 12 is carried out to pre-oiling, particularly, as shown in Figure 2, in the t3 moment by the strength enhancing of control signal to the intensity that is less than specified intensity a, for example initial pre-bond strength c, then gradually intensity is reduced to pre-bond strength e, conventionally now propulsion source may also not complete speed governing, therefore, the intensity of control signal will be maintained at pre-bond strength e within t4 to the t5 time period, wait for that speed governing completes.
If propulsion source completes speed adjustment in the moment of t5 instruction, the intensity of control signal is increased to bond strength a immediately.Because before the moment in t5 instruction, first clutch 12 is in pre-engagement state, the gap of first clutch 12 dwindles, and therefore first clutch 12 can complete rapidly joint.And first clutch 12 is to engage completing after speed governing, therefore can realizes pulsation-free powershift, and substantially can not produce shake.It should be noted that, the speed adjustment that completes propulsion source in the application comprises two kinds of situations.The first situation is that the rotating speed of propulsion source reaches target velocity; In the second situation, if the rotating speed of propulsion source is reached to predetermined duration to the duration of target velocity adjustment, even if not reaching target velocity, the rotating speed of propulsion source is still considered as the speed adjustment of propulsion source.Advantageously, in the second situation, can avoid (being for example difficult to adjust to target velocity in growing in short-term because the restriction of moment of torsion makes propulsion source) to adjust for a long time.Reaching scheduled duration backsight for completing speed adjustment, be conducive to timely engaging clutch, eliminate speed by the sliding wear of power-transfer clutch poor, complete in time shifting power and switch.
In another situation, two parts of second clutch 22 separate originally, and the second motor 21 does not temporarily have outputting power to driving device 3.But, for example, because automobile will be climbed, need to increase power time, need to switch dynamic mode, the power of the second motor 21 is merged in power system, drive wheel to advance with the first motor 11 and 21 two motors of the second motor, the mode of operation driving from single power source is switched to the mode of operation that multiple propulsions source drive simultaneously.Because second clutch 22 separates originally, the intensity of control signal is intensity f, is therefore equivalent to be in the release deadline section of the t2 to t3 shown in Fig. 2.When control system is received after the request of switching power of switching working mode, control second clutch 22 and carry out pre-bonding operation, dwindle the gap of second clutch 22, second clutch 22 is remained on joint and unassembled critical spot, make can move rapidly in the time that needs engage second clutch 22, can within little time, complete the joint of second clutch 22.Situation taking second clutch 22 as normally disengaged clutch is as giving an example, pre-bonding operation can be that second clutch 22 is carried out to pre-oiling, particularly, as shown in Figure 2, in the t3 moment by the strength enhancing of control signal to the pre-intensity c of initial engagement, then gradually intensity is reduced to pre-bond strength e, conventionally now propulsion source the second motor 21 may also not complete speed governing, therefore, the intensity of control signal will be maintained at pre-bond strength e within t4 to the t5 time period, wait for that speed governing completes.If propulsion source the second motor 21 completes speed governing in the moment of t5 instruction, the intensity of control signal is increased to bond strength a immediately.Because before the moment in t5 instruction, second clutch 22 is in pre-engagement state, the gap of second clutch 22 dwindles, and therefore second clutch 22 can complete rapidly joint.And second clutch 22 is to engage completing after speed governing, therefore can realizes pulsation-free powershift, and substantially can not produce shake.
Above detailed description of the invention is only for illustrating the present invention; and be not limitation of the present invention; the those of ordinary skill in relevant technologies field; without departing from the scope of the invention; can also make a variety of changes and modification; therefore all technical schemes that are equal to also belong to category of the present invention, and scope of patent protection of the present invention should be defined by the claims.
Claims (10)
1. power system control method, this power system comprises driving device, propulsion source and power-transfer clutch, described power-transfer clutch comprises and can separate the Part I and the Part II that move between engagement state, described Part I connects described propulsion source, described Part II connects described driving device, it is characterized in that, receiving that the step of carrying out after the request of switching power comprises:
Reduce the moment of torsion of propulsion source;
Propulsion source is carried out to speed adjustment to target velocity, and described target velocity is for dwindling the speed discrepancy between described Part I and the described Part II of described power-transfer clutch of released state;
The power that drives described power-transfer clutch to engage is adjusted to pre-activating pressure, and the gap between described Part I and the described Part II of the power-transfer clutch of the complete released state of Gap-Ratios under described pre-activating pressure between described Part I and the described Part II of described power-transfer clutch is little; And
After the speed adjustment that completes propulsion source, the power that drives described power-transfer clutch to engage is increased to detent pressure from described pre-activating pressure, under described detent pressure, the described Part I of described power-transfer clutch stably engages with described Part II.
2. control method according to claim 1, wherein in reducing the moment of torsion of propulsion source, controls and drives power that described power-transfer clutch engages reducing and reduce with the moment of torsion of propulsion source.
3. control method according to claim 1, wherein said pre-activating pressure remains on described Part I by described power-transfer clutch and will engage and unassembled critical spot with described Part II.
4. control method according to claim 2, comprising reducing after the moment of torsion of propulsion source, separate described Part I and described Part II, then before engaging the described Part I of described power-transfer clutch and described Part II, switch the gear of driving device.
5. control method according to claim 1, the step of the moment of torsion of wherein said reduction propulsion source was carried out the rotating speed of propulsion source described before the step of target velocity adjustment.
6. control method according to claim 1, the wherein said speed adjustment that completes propulsion source comprises:
By the adjustment of rotational speed of propulsion source to the scope that makes speed discrepancy between described Part I and the described Part II of power-transfer clutch in expection; Or
The rotating speed of propulsion source is reached to predetermined duration to the duration of target velocity adjustment.
7. control method according to claim 1, wherein carries out first the power that drives described power-transfer clutch to engage being increased to the initial pre-activating pressure that is greater than described pre-activating pressure and be less than described detent pressure before the described step of the power that drives described power-transfer clutch to engage being adjusted to pre-activating pressure.
8. control method according to claim 7, wherein, is increased to the power that drives described power-transfer clutch to engage initially and after activating pressure, adjusts to gradually described pre-activating pressure and keep described pre-activating pressure a period of time in advance.
9. control method according to claim 1, wherein said propulsion source is electrical motor, and after engaging with described Part II at described Part I, promotes the moment of torsion of propulsion source.
10. control method according to claim 1, is wherein used hydraulic efficiency pressure system driving clutch.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201210546941.6A CN103863297A (en) | 2012-12-17 | 2012-12-17 | Power system control method |
| PCT/CN2013/088835 WO2014094553A1 (en) | 2012-12-17 | 2013-12-09 | Power system control method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201210546941.6A CN103863297A (en) | 2012-12-17 | 2012-12-17 | Power system control method |
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| CN103863297A true CN103863297A (en) | 2014-06-18 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201210546941.6A Pending CN103863297A (en) | 2012-12-17 | 2012-12-17 | Power system control method |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN103863297A (en) |
| WO (1) | WO2014094553A1 (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104863992A (en) * | 2015-06-10 | 2015-08-26 | 徐州徐工施维英机械有限公司 | Control method and device for clutch started high-load crusher |
| CN109703545A (en) * | 2017-10-24 | 2019-05-03 | 上海汽车集团股份有限公司 | A kind of control method, device and the mobile unit of hybrid power system gear shift |
| CN110094502A (en) * | 2019-04-26 | 2019-08-06 | 科力远混合动力技术有限公司 | The pre-oiling control method of wet clutch in hybrid power gearbox |
| CN111114533A (en) * | 2018-10-30 | 2020-05-08 | 广州汽车集团股份有限公司 | Clutch engagement, power mode switching method, device, equipment and storage medium |
| CN113074248A (en) * | 2020-01-06 | 2021-07-06 | 广州汽车集团股份有限公司 | Automatic transmission downshift control method and computer-readable storage medium |
| CN113619562A (en) * | 2021-08-23 | 2021-11-09 | 同济大学 | Transient impact suppression method for hybrid electric vehicle under mode switching working condition |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN104863992A (en) * | 2015-06-10 | 2015-08-26 | 徐州徐工施维英机械有限公司 | Control method and device for clutch started high-load crusher |
| CN104863992B (en) * | 2015-06-10 | 2017-08-29 | 徐州徐工施维英机械有限公司 | It is a kind of to start control method and device that heavy load crushes main frame for clutch |
| CN109703545A (en) * | 2017-10-24 | 2019-05-03 | 上海汽车集团股份有限公司 | A kind of control method, device and the mobile unit of hybrid power system gear shift |
| CN109703545B (en) * | 2017-10-24 | 2020-08-04 | 上海汽车集团股份有限公司 | Control method and device for gear shifting of hybrid power system and vehicle-mounted equipment |
| CN111114533A (en) * | 2018-10-30 | 2020-05-08 | 广州汽车集团股份有限公司 | Clutch engagement, power mode switching method, device, equipment and storage medium |
| CN111114533B (en) * | 2018-10-30 | 2021-04-06 | 广州汽车集团股份有限公司 | Clutch engagement, power mode switching method, device, equipment and storage medium |
| CN110094502A (en) * | 2019-04-26 | 2019-08-06 | 科力远混合动力技术有限公司 | The pre-oiling control method of wet clutch in hybrid power gearbox |
| CN110094502B (en) * | 2019-04-26 | 2021-03-02 | 科力远混合动力技术有限公司 | Pre-charging control method for wet clutch in hybrid transmission |
| CN113074248A (en) * | 2020-01-06 | 2021-07-06 | 广州汽车集团股份有限公司 | Automatic transmission downshift control method and computer-readable storage medium |
| CN113074248B (en) * | 2020-01-06 | 2022-07-26 | 广州汽车集团股份有限公司 | Automatic transmission downshift control method and computer-readable storage medium |
| CN113619562A (en) * | 2021-08-23 | 2021-11-09 | 同济大学 | Transient impact suppression method for hybrid electric vehicle under mode switching working condition |
| CN113619562B (en) * | 2021-08-23 | 2024-04-23 | 同济大学 | Transient impact suppression method under mode switching working condition of hybrid electric vehicle |
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