CN104340230B - 使车辆运转的方法 - Google Patents
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Abstract
本公开涉及一种使车辆运转的方法。所述方法在发动机重新起动事件期间控制起动离合器,以在发动机到达怠速转速之前命令正的扭矩容量。起动离合器的早期应用减小制动踏板释放和车辆加速之间的时间延迟。为了避免在重新起动事件期间发动机过度拖延,使用闭环控制来调节扭矩容量。一种控制器基于所测量的发动机转速和发动机加速度来计算扭矩容量的最大变化率,并且不会使所命令的扭矩容量比所计算的速率更快地增大。在一些情况下,最大变化率可以是负的,使得所命令的扭矩容量减小。
Description
技术领域
本公开涉及用于机动车辆的自动变速器的领域。更具体地,本公开涉及在发动机重新起动期间对起动离合器的控制。
背景技术
内燃发动机能够在发动机转速的有限范围内运转。通常发动机每分钟必须旋转至少几百转(rpm)以产生动力。由于发动机在十分低的转速下不能产生动力,所以传统上,即使在车辆静止且不需要动力时发动机也以预定的怠速转速运转。为了降低燃料消耗,期望内燃发动机在车辆静止的同时(例如,等候交通灯时)不运转。如果发动机在车辆静止时停止,那么在驾驶员通常通过释放制动踏板和踩下加速踏板指示期望运动时,发动机必须被重新起动。重新起动发动机所需要的时间会导致不期望的延迟。对于带有起动离合器的变速器而言,恰当控制起动离合器的扭矩容量对于使延迟最小化是重要的。
发明内容
一种使车辆运转的方法包括:在发动机起动之前接合变速器的元件,以配置变速器从而准备车辆起步,然后,在发动机起动事件期间,增大起动离合器的扭矩容量。当如此配置变速器时,所述变速器施加用于抵抗发动机旋转的第一扭矩以及趋向于使车轮加速的第二扭矩。当起动离合器打滑时,第一扭矩和第二扭矩均与起动离合器的扭矩容量成比例。所述方法还可包括使用发动机转速和发动机加速度作为反馈信号来调节起动离合器的扭矩容量。反馈控制可包括基于发动机转速和发动机加速度来计算扭矩容量的最大变化率,并将所命令的扭矩容量的变化率限定为所计算的最大变化率。在一些情况下,所述最大变化率可以是负的,在这种情况下所命令的扭矩容量将减小。起动离合器可以是变速器的输入离合器,在这种情况下抵抗发动机旋转的第一扭矩将会在起动离合器打滑时等于起动离合器的扭矩容量。一种这种类型的变速器是双离合器变速器。起动离合器可以是机电致动式离合器。
在另一实施例中,一种使变速器操作的方法包括:在输入轴从静止过渡到预定的怠速转速时,测量输入轴的转速;命令起动离合器传递扭矩;基于所述输入轴的转速来调节起动离合器的扭矩容量。其中,命令起动离合器传递扭矩,使得变速器抵抗输入轴旋转并将扭矩施加到输出轴以使输出轴加速;基于所述输入轴的转速来调节起动离合器的扭矩容量,以允许发动机起动。在发动机达到怠速转速之前,命令起动离合器传递扭矩,以引起更早的车辆加速。所述方法还可包括基于所测量的输入轴的转速来调节起动离合器扭矩。基于所测量的输入轴的转速来调节起动离合器扭矩防止所述方法过度增加发动机起动事件所需要的时间。所命令的扭矩容量的调节可以是另外地基于输入轴的加速度的。在一些情况下,在发动机起动事件期间,可减小起动离合器的扭矩容量。变速器可以是(例如)双离合器变速器。起动离合器可以是(例如)机电致动式离合器。
扭矩容量的变化率是基于输入轴的转速和输入轴的加速度的。
扭矩容量的变化率是负的。
在另一实施例中,一种车辆包括发动机、变速器、车轮和控制器。控制器被配置为:配置变速器将扭矩从发动机传递到车轮,从而施加到车轮的扭矩与起动离合器的扭矩容量成比例,然后基于包括发动机转速和发动机加速度的反馈信号调节起动离合器的扭矩容量,以提高车辆的响应能力。控制器可在发动机转速低于预定的发动机怠速转速时调节扭矩容量。所述调节扭矩容量的操作可包括将扭矩容量的变化率限定为基于发动机转速和发动机加速度而确定的值。变速器可以是双离合器式变速器。
控制器还可被配置为:控制发动机,使其保持在预定的发动机怠速转速;在发动机转速低于所述预定的发动机怠速转速时,调节起动离合器的扭矩容量。
起动离合器的扭矩容量的变化率可以是基于发动机转速和发动机加速度的。
附图说明
图1是示出了车辆的动力传动系构造的示意图;
图2是示出了在发动机重新起动事件期间设置扭矩容量的方法的流程图;
图3示出了适合在图2的方法中使用的函数;
图4A和图4B分别示出了在正常的发动机重新起动事件期间的转速和扭矩;
图5A和图5B分别示出了在不稳的(faltering)发动机起动事件期间的转速和扭矩。
具体实施方式
在此描述本公开的实施例。然而,应当理解,公开的实施例仅仅是示例,其它实施例可采用各种和可选形式。附图不一定成比例地绘制;一些特征可被夸大或最小化,以显示特定组件的细节。因此,在此公开的具体结构和功能细节不应当被解释为限制,而仅作为用于教导本领域技术人员以不同的方式应用本发明的代表性基础。如本领域普通技术人员将理解的,参照任一附图示出和描述的各种特征可与在一个或更多个其它附图中示出的特征相组合,以产生未明显示出或描述的实施例。示出的特征的组合为典型应用提供代表性实施例。然而,对于特定应用或实施方式,可期望与本公开的教导一致的特征的各种组合和修改。
图1示出了用于车辆的典型的后轮驱动动力传动系构造。内燃发动机10提供主要的动力。变速器12从发动机10吸收动力并将动力传递到传动轴14,传动轴14以与车辆速度成比例的转速旋转。当传动轴14静止时,变速器允许发动机以适合的发动机转速旋转。传动轴14连接到差速器/主减速器总成(differential/final drive)16,该差速器/主减速器总成16在允许左半轴和右半轴相对于彼此以稍有差异的转速旋转的同时进一步地使扭矩倍增并在左半轴与右半轴之间分割扭矩。一个半轴驱动左车轮18,同时另一个半轴驱动右车轮20。起动器22是使发动机加速到足以使发动机产生动力的转速的电动机。除了车轮和半轴绕与发动机和变速器轴线平行且偏移的轴线旋转以外,前轮驱动动力传动系在概念上类似。传动轴被轴传动齿轮装置(axis transfergearing)替代。
许多变速器包括某种类型的起步装置,该起步装置将动力从旋转的输入轴传递到静止的输出轴。在一些变速器中,离合器装置是起动离合器。摩擦离合器可将扭矩从一个旋转元件传递到另一个静止或更慢地旋转的元件。当起动离合器打滑时,所传递的扭矩量由离合器的扭矩容量确定。离合器扭矩、输入扭矩和输出扭矩相互成比例。如果起动离合器是输入离合器,那么该离合器扭矩等于输入扭矩。
通常控制器通过控制摩擦表面之间的法向力的大小来调节离合器的扭矩容量。在一些变速器中,由液压活塞施加法向力。当使用液压致动时,需要增压流体源。通常,通过发动机驱动泵来对流体增压,但是如果在发动机停止时期望离合器接合,那么需要另一液压源。可选地,离合器可由机电式机构致动。机电式致动系统在发动机停止的同时通过使用存储在电池中的能量而进行操作。
双离合器变速器是一种具有两个摩擦离合器的变速器,其中一个摩擦离合器用于奇数的传动比且另一个摩擦离合器用于偶数的传动比。不同的传动比通过以下方式接合:使用于选择传动比的多个同步器或爪式离合器中的一个接合,然后接合相应的离合器。传统上,在发动机怠速且两个离合器均分离时,通过使针对第一档的同步器或爪形离合器接合来使车辆准备起步。然后,响应于驾驶员踩下加速踏板,与第一档对应的离合器逐渐地接合。允许该离合器打滑,直到车辆加速到使离合器完全接合而不会过度限制发动机转速的转速为止。为了准备换档到第二档,与第二档对应的同步器或爪式离合器在奇数档离合器分离的同时接合。然后,偶数档离合器在奇数档离合器分离的同时逐渐地接合,以进行动力流的传递。
许多车辆被设计为当驾驶者释放制动踏板而没有踩下加速踏板时缓慢行进(creep)或缓慢地向前运动。在驾驶员释放制动踏板之后,开始缓慢行进时,导致重新起动发动机所需要的时间产生不期望的延迟。在带有变矩器的变速器中,无论发动机何时运转,由于变矩器的特性而使得缓慢行进是固有的。在采用起动离合器的变速器(例如,双离合器变速器)中,通过将起动离合器的扭矩容量设置为适当的水平来完成缓慢行进。为了使延迟最小化,重要的是尽快将起动离合器的扭矩容量设置为适当的水平。然而,由于起动离合器会妨碍发动机的旋转,过早的应用会产生延迟,或者在某些情况下会阻止发动机加速到怠速转速。
图2示出了在发动机重新起动事件期间控制起动离合器的扭矩容量的算法。方法开始于当命令起动器使发动机加速时(操作30处)。在操作32处,基于所测量的制动压力Pbrake、加速踏板位置pedal_pos以及所测量的发动机转速ωengine来计算离合器扭矩目标。当制动压力低于阈值(该阈值指示制动器释放)且发动机转速等于怠速转速时,离合器扭矩目标等于缓慢行进扭矩容量。如果制动压力指示驾驶员仍踩着制动踏板,那么离合器扭矩目标小于缓慢行进扭矩容量。当加速踏板已经被踩下且制动踏板被释放时,离合器扭矩目标可大于缓慢行进扭矩容量。当发动机转速在零和怠速转速之间时,离合器的扭矩容量目标可在零和缓慢行进扭矩容量之间,使得车辆将开始运动而发动机不会被过度地限制。在操作34处,基于所测量的发动机转速和发动机加速度αengine来计算所命令的扭矩容量的最大变化率cl_rate_max。可直接地测量或计算作为发动机转速的变化率的发动机加速度。在操作36处,从先前命令的扭矩容量prev_cmd、最大变化率以及各更新之间的时间步长Δt来计算最大扭矩容量命令max_cmd。在操作38处,将所述最大扭矩容量命令与离合器扭矩目标做比较。如果离合器扭矩目标较低,则在操作40处将所命令的扭矩容量clutch_cmd设置为离合器扭矩目标。如果离合器扭矩目标较高,则在操作42处将所命令的扭矩容量设置为最大扭矩容量命令。重复这个过程,直到在操作44处检测到重新起动事件结束为止。
图3示出了发动机转速、发动机加速度和扭矩容量的最大变化率之间的关系。线50和52对应于发动机朝着怠速转速加速的情形。最大变化率被设置为高的值,使得离合器扭矩目标将确定所命令的扭矩容量。线54对应于发动机加速度为零的情形,这种情形意味着发动机转速是常数。如果发动机转速接近发动机怠速转速,那么恒定的发动机转速是正常的并且高的最大变化率确保了所命令的扭矩容量将由目标离合器扭矩确定。然而,在发动机转速明显低于怠速转速的情况下的加速度为零指示:起动事件没有正常地进行,并且离合器扭矩的增长率应被限制,以避免阻碍发动机。如果这出现在转速十分低的情况下,那么该最大变化率将是负的,这将导致所命令的扭矩容量减小。线56对应于发动机减速的情形。在怠速转速附近,这可反映怠速转速周围的正常振荡。在这种情况下,最大变化率是正的并且所命令的扭矩容量将仍然随离合器扭矩的目标而定。在低于怠速转速的情况下,负的加速度将导致正的最大变化率,这将导致所命令的离合器扭矩减小。
图4A和图4B示出了在正常的发动机重新起动事件期间该方法如何操作。当重新起动事件开始时,目标发动机转速立即增大到怠速转速,如线60所示。如线62所示,由发动机和起动器施加的扭矩立即增大。起初,该扭矩仅由起动器提供,这是因为发动机在转速为零时不能产生扭矩。响应于这种扭矩,发动机转速开始增大,如线64所示。随着发动机转速增大,目标扭矩容量增大,如线66处所示。所命令的扭矩容量会由于该方法施加的最大变化率而在开始时稍微地落后于目标扭矩容量,如线68处所示。然而,在该事件的大部分过程中,所命令的扭矩容量跟踪目标扭矩容量,如线70处所示。传动轴转速(如线72处所示)响应于离合器扭矩而逐渐地增大。
图5A和图5B示出了在重新起动事件期间当发动机不稳时该方法如何操作。该事件如图4A和图4B所示的那样进行,直到在80处发动机扭矩忽然减小为止。当发动机扭矩小于离合器扭矩时,发动机转速下降,如82处所示。响应于这种负的发动机加速度,所命令的扭矩容量的最大变化率变成负的,这导致所命令的扭矩容量在84处减小至低于扭矩容量目标。离合器扭矩容量的减小使发动机负荷降低,以防止发动机转速进一步地降低。一旦问题在86处得到解决,发动机扭矩便回到期望的水平且发动机重新加速。
在此公开的过程、方法或算法可传输到处理装置、控制器或计算机/由处理装置、控制器或计算机实施,处理装置、控制器或计算机可能包括任何现存的可编程电子控制单元或专用电子控制单元。类似地,所述过程、方法或算法可被存储为可能以多种形式由控制器或计算机执行的数据和指令,所述多种形式包括但是不限于永久地存储在不可写入存储介质(例如,ROM装置)上的信息、可变地存储在可写入存储介质(例如,软盘、磁带、CD、RAM装置、其它磁性介质和光学介质)上的信息。所述过程、方法或算法还可能以软件可执行对象实现。可选地,所述过程、方法或算法可利用合适的硬件组件(例如,特定用途集成电路(ASIC)、现场可编程门阵列(FPGA)、状态机或其它硬件组件或装置)或者硬件、软件和固件组件的组合而整体或部分地实现。
虽然上面描述了示例性实施例,但是并不意味着这些实施例描述了权利要求包含的所有可能的形式。说明书中使用的词语为描述性词语而非限定,并且应理解,在不脱离本公开的精神和范围的情况下可作出各种改变。如之前描述的,可组合多个实施例的特征以形成可能没有明确描述或说明的本发明的进一步的实施例。虽然多个实施例被描述为提供优点或在一个或更多个期望特性方面优于其它实施例或现有技术的实施方式,但是本领域普通技术人员认识到,根据特定的应用和实施,可以折中一个或更多个特征或特性以实现期望的整体系统属性。这些属性可包括但不限于:成本、强度、耐用性、生命周期成本、可销售性、外观、包装、尺寸、可维修性、重量、可制造性、装配的便利性等。这样,被描述为在一个或更多个特性方面比其它实施例或现有技术实施方式更不令人期望的实施例并不在本公开的范围之外并且可能期望用于特定应用。
Claims (11)
1.一种使车辆运转的方法,包括:
使变速器的元件接合,使得变速器施加用于抵抗发动机旋转的输入扭矩并向车轮施加输出扭矩,其中,输入扭矩和输出扭矩均与变速器的起动离合器的扭矩容量成比例地变化;
在发动机起动事件期间且在发动机转速低于怠速转速时,增大起动离合器的扭矩容量,以开始应用所述输入扭矩和所述输出扭矩,从而开始使车辆加速;
以基于发动机转速和发动机加速度的扭矩容量的变化率来调节起动离合器的扭矩容量,以限制起动离合器的扭矩容量。
2.根据权利要求1所述的方法,其中,扭矩容量的变化率是负的。
3.根据权利要求1所述的方法,其中,输入扭矩等于起动离合器的扭矩容量。
4.根据权利要求3所述的方法,其中,变速器是双离合器变速器。
5.根据权利要求1所述的方法,其中,起动离合器是机电致动式离合器。
6.一种使变速器操作的方法,包括:
在输入轴从静止过渡到预定的怠速转速时,测量输入轴的转速;
命令起动离合器传递扭矩,使得变速器抵抗输入轴旋转并将扭矩施加到输出轴以使输出轴加速;
以基于输入轴的转速和输入轴的加速度的扭矩容量的变化率来调节起动离合器的扭矩容量而限制起动离合器的扭矩容量,以允许发动机起动。
7.根据权利要求6所述的方法,其中,扭矩容量的变化率是负的。
8.根据权利要求6所述的方法,其中,变速器是双离合器变速器。
9.根据权利要求6所述的方法,其中,所述起动离合器是机电致动式离合器。
10.一种车辆,包括:
发动机;
车轮;
变速器;和
控制器,控制器被配置为:
配置变速器,以将扭矩从发动机传递到车轮,从而施加到车轮的扭矩与起动离合器的扭矩容量成比例;
在发动机起动事件期间且在发动机转速低于怠速转速时,以基于发动机转速和发动机加速度的扭矩容量的变化率来调节起动离合器的扭矩容量而限制起动离合器的扭矩容量,以提高车辆的响应能力。
11.如权利要求10所述的车辆,其中,变速器是双离合器式变速器。
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US8147373B2 (en) * | 2009-05-01 | 2012-04-03 | Ford Global Technologies, Llc | Control of a dry, dual-clutch transmission during an engine restart of a hybrid electric vehicle |
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