CN105501226A - 车辆传动系间隙的闭环管理 - Google Patents
车辆传动系间隙的闭环管理 Download PDFInfo
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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Abstract
车辆包括提供输入扭矩的扭矩装置、变速器、连接到驱动车轮的轴、最终传动单元和控制器。控制器包括比例积分(PI)逻辑电路,并且被编程为确定驱动车轮和输出轴的速度。控制器使用驱动车轮速度执行用于计算参照输出速度的方法,并且在最终传动单元、输出轴和轴的间隙状态转变过程中将校准的偏移曲线应用到计算的参照输出速度。这经由PI逻辑电路控制输出轴和驱动轴之间的速度差。校准的偏移曲线在间隙状态的早期部分较高,以加速从间隙状态的转变,并且在间隙状态的后期部分较低,以在从齿轮间隙状态转变时减小传动系撞击。
Description
技术领域
本发明涉及车辆传动系间隙的闭环管理。
背景技术
车辆动力总成包括扭矩发生器,例如内燃发动机和/或一个或多个电动机发生器。经由花键或齿轮齿处于啮合接合的传动系部件由于制造公差和/或部件设计规格而具有余隙。传动系间隙为在本领域中用于描述多个啮合的传动系部件由于这样的余隙而造成的相对旋转位置中的轻微的游隙或松弛。齿轮间隙通常发生在车辆的变速器输出轴和驱动轴之间,例如在差速器齿轮组或最终传动单元内。碰撞可能发生在离开齿轮间隙状态时最终传动单元中的啮合的传动系部件之间。在离开齿轮间隙状态时经受的所产生的噪声、振动和刺耳声被称为传动系撞击。当松弛从传动系去除时还可导致卡死踏板问题。
发明内容
本文公开了用于管理车辆中传动系齿轮间隙的闭环控制方法。基于输出速度的闭环控制策略被用于加速从齿轮间隙状态离开,并且用于在操作这样的状态时暂时冻结或保持变速器输出扭矩。作为本方法的一部分,控制器使用车辆的驱动车轮的速度计算参照变速器输出速度。变速器的实际输出速度可例如经由状态机测量或估计。然后控制器在间隙转变过程中将校准偏移曲线添加到参照输出速度。校准偏移,其可具有两个或多个离散阶段,在变速器的输出轴和驱动车轮之间建立附加的速度差。在间隙转变的早期过程中间隙角通常较大,并且因此偏移曲线在间隙转变早期中被设置为较高的相对水平,以缩短在间隙状态中操作的时间量。当间隙转变接近其终点时,偏移曲线被设置为较低水平,以减小传动系撞击。由于输出速度追随参照速度,因此当碰撞发生在最终传动单元的啮合的齿轮之间时,输出轴和驱动轴或驱动车轮之间的相对速度差较小。比例积分(PI)控制可被控制器使用,以经由PI控制的积分(I)项确保输出速度追随计算的参照速度而不会出现车辆陷在间隙状态中延长的时间段。
根据可能实施例的车辆包括发动机、具有输出轴的变速器、连接到一组驱动车轮的轴、最终传动单元和控制器。最终传动单元处于与轴和输出轴的啮合接合。控制器包括比例积分(PI)逻辑电路,其中控制器被编程为确定驱动车轮和输出轴的速度。控制器还使用驱动车轮速度计算参照输出速度,并且在从最终传动单元和轴的间隙状态转变处将校准的偏移曲线应用到计算的参照输出速度。控制器由此经由PI逻辑电路在间隙状态过程中控制输出轴和驱动轴之间的速度差。校准的偏移曲线在间隙状态的早期部分被设置为较高的相对水平,以加速从间隙状态的转变,并且在间隙状态的后期部分被设置为较低的相对水平,以在从齿轮间隙状态转变时减小传动系撞击。
校准的偏移曲线可包括多个离散阶段,例如至少第一和第二阶段,或在其他实施例中的其他阶段。
特别地,在该控制方法中,确定驱动车轮的速度包括经由速度传感器测量驱动车轮的实际速度。
且,其中,确定变速器输出速度包括经由变速器输出速度传感器接收变速器的测量的实际速度。
一种用于控制具有变速器的车辆中的齿轮间隙的方法,所述方法包括:
经由车轮速度传感器测量连接到车辆的驱动轴的一组驱动车轮的速度;
经由变速器输出传感器测量变速器的输出轴的实际速度;
使用驱动车轮的测量的速度经由控制器计算参照输出速度;和
在从最终传动单元、输出轴和驱动轴的齿轮间隙状态转变过程中将校准的2阶段偏移曲线应用到校准的参照输出速度,以由此经由控制器的比例积分逻辑电路控制输出轴和驱动轴之间的速度差,包括:
在间隙状态的早期部分处应用足以加速从齿轮间隙状态的转变的第一水平处的2阶段校准偏移曲线;和
在间隙状态的后期部分处将第一水平减小到第二水平,以由此在从齿轮间隙状态转变时减小传动系撞击。
特别地,其中,第二水平小于第一水平的50%。
在结合附图和所附权利要求理解时,本发明的上述特征和优点以及其他特征和优点从下面实现所述发明的优选实施例和最佳模式的详细描述变得非常显而易见。
附图说明
图1是具有控制器的示例性车辆的示意图,所述控制器被编程为如本文提出的控制传动系齿轮间隙。
图2是描绘图1中所示的控制器的间隙管理控制逻辑电路的示例的逻辑流程图。
图3是用于经由图1中所示的控制器控制传动系间隙的车辆参数的时间图表,其中时间图示在水平轴上,并且幅值图示在垂直轴上。
具体实施方式
参照附图,车辆10显示在图1中,具有内燃发动机(E)12、变速器14和控制器(C)50。如在可能的非限制性示例配置中所示的车辆10为强混合动力电动车辆。变速器14连接到或包括一个或多个输入扭矩源,所述输入扭矩源包括图1中所示的实施例中的发动机12和第一及第二电动牵引马达20和30(分别为MA和MB)。更少或附加的电动牵引马达可被用作变速器14的一部分。车辆10可还配置为不具有牵引马达的传统车辆。
控制器50包括处理器P和存储器M,其中控制器50与车辆10经由控制信号(箭头11)在网络35上通信,该网络35在图1中显示为示例性控制器区域网络(CAN)总线。控制装置50可以是数字计算机,其通常包括微处理器或中央处理单元、只读存储器(ROM)、随机存取存储器(RAM)、电可编程只读存储器(EEPROM)、高速时钟、模数(A/D)和数模(D/A)电路及输入/输出电路和装置(I/O)以及适当的信号调制和缓冲电路。
控制器50被特别地编程为执行用于管理从齿轮间隙状态转变过程中发生的传动系撞击的闭环控制策略。如下面参照图2和3说明的,控制器50使用比例积分(PI)控制逻辑电路和校准的偏移曲线来加速间隙转变,同时最小化可感觉到的传动系撞击的严重度。与一些基于缓冲的主动控制方法不同,基于输出速度的PI控制步骤还确保图1的车辆10不可能陷在间隙状态中延长的时间段,因而避免对于间隙转变和开环控制技术常见的卡死踏板问题。
车辆10可包括多个动力总成元件,例如具有弹簧21、摩擦离合器23和旁路离合器C3的输入缓冲器组件。车辆10可还包括行星齿轮组40,该行星齿轮组40具有第一、第二和第三节点41,42和43,以无特别顺序分别例如为太阳齿轮、环齿轮和支架构件。在这样的实施例中,发动机12的曲轴13可连接到第一电牵引马达20,第一电牵引马达20反之可经由离合器C2和互连构件15连接到行星齿轮组40的第一节点41。第一节点41可选择地经由制动器C1连接到变速器14的固定构件。同样,第二电牵引马达30可经由互连构件32直接连接到第三节点43。
第二节点42可经由变速器输出轴25连接到最终驱动单元(FD)16,例如一个或多个差速器齿轮组。最终传动单元16与驱动轴22和输出轴25处于啮合接合,其中驱动轴22连接到驱动车轮28。可利用最终传动单元16和轴22/驱动车轮28构想其他动力总成配置,并且预见到其经受本文中所要解决的相同类型的传动系间隙。
图1的控制器50经由控制信号与多个动力总成元件通信,所述控制信号包括发动机控制信号(箭头CCE)、离合器控制信号(箭头CCC)和马达控制信号(箭头CCM),其全部为本领域已知的。控制器50显示为单个控制装置,但是实际中可实施为多个控制模块,例如发动机控制模块、变速器控制模块、马达控制模块等。
作为方法100的一部分,控制器50接收或以其他方式确定作为控制信号(双箭头11)的一部分的输入信号,所述控制信号包括实际变速器输出速度(箭头NO),例如,如本领域已知的经由控制器50的状态机估计的,或由变速器输出速度传感器(SO)直接测量和传输的。输入信号还包括车轮速度(箭头NW),其可由车轮速度传感器(SW)计算或测量和传输。现在将参照图2和3说明控制器50经由间隙管理控制器逻辑电路51进行的关于管理间隙转变的操作。
参照图2,上面指出的间隙管理控制逻辑电路51示意性地显示,以使说明简单。如紧上面指出的,图1的控制器50接收或以其他方式确定实际输出速度(箭头NO)和车轮速度(箭头NW),例如分别从速度传感器SO和SW,所述速度传感器SO和SW在图2中共同被图示为设备框53。设备框53换句话说图示了实物设备的实际测量速度,设备框53在该例子中为图1中所示的车辆10。车轮速度(箭头NW)给供给到比率框(R)54,其应用图1的最终传动单元16的已知传动比。比率框(R)最后产生参照变速器输出速度(NO_REF),NW·R=NO_REF,并且将其传输至图2中所示的求和节点59A和59C。来自设备框53的另一输出值为实际输出速度(箭头NO),其被供给到求和节点59B和求和节点59C中。
在求和节点59A处,参照变速器输出速度(NO_REF)被添加到校准偏移(OFS),例如从2阶段偏移框60,如下面描述的,以计算偏移参照值(NO_REFOFS),该偏移参照值然后被供给到求和节点59B。在求和节点59B处,来自设备框53的输出速度(NO)被从计算的偏移参照值(NO_REFOFS)减去,以确定速度误差EN。速度误差(EN)然后被比例积分(PI)框52接收为输入,该比例积分框52例如为上面指出的PI逻辑电路的一部分,其处理速度误差以确定将要从图1中所示的动力总成命令的输出扭矩(箭头TO),经由设备框53进行此,并且作用在图1中所示并且上面描述的各个扭矩系统上。
图2的求和节点59C从参照值(NO_REF)减去输出速度(NO),以确定闭合率(箭头55),即输出速度(NO)接近参照值(NO_REF)的速率。该速率被积分器框56接收,积分器框56同样为上面指出的PI逻辑电路的一部分,其确定当前间隙角(αL),该当前间隙角为在限定间隙的啮合动力总成元件之间的角度。图1的控制装置50将相应的正和负限值(LIM+,LIM-)分别在求和节点59D和59E处应用到的间隙角(LIM+,LIM-),并且传送该信息连同输出扭矩请求(TO_REQ)到所示的逻辑开关58。如果输出扭矩请求(TO_REQ)落在正和负限值之间,则该输出扭矩请求(TO_REQ)被传送到偏移框62。否则,校准限值中的一个被传送。
关于偏移框框62和校准限值的操作,图3提供了一组示例性迹线70,以对于示例性2阶段偏移设计进一步示出该点。幅值(A)被绘制在垂直轴线上,并且时间(t)被绘制在水平轴线上。迹线NW图示了车轮速度,如上面指出的,并且显示为在t0和t2之间减慢,因为车辆10在倒车中减慢,并且输出扭矩(TO),这里为负,减小到零。在t1处,间隙角(αL)开始增大,但是由正和负限值限制,如上面所说明的。
当在t1处进入间隙状态时,产生的偏移参照(NO_REF)被经由控制器50的闭环控制用作由输出速度(NO)将要遵循或追随的控制目标。图2的偏移框62的阶段I发生在t1和t2之间,在间隙状态的早期部分处,其中相对高的参照(NO_REF)被传送,以加速从间隙状态转变或离开。朝向开始于t2处的间隙状态的终点或后期部分,图1的控制器50切换到图2的示例性2阶段偏移框62的阶段II,并且以较慢的速率闭合间隙角(αL),例如小于在间隙状态转变早期中应用的速率的50%,由此在传动系离开间隙状态的时刻“精细调节”间隙转变的感受。第二阶段持续直到t3,其中在间隙转变处的碰撞速度总体由箭头75标示。
在t2和t3之间的第二阶段的长度由期望的控制响应确定。即,过长的延迟可能被驾驶员感受为滞后,而太短的延迟可能仍会导致可感受到的撞击。在t3处,输出扭矩(TO)同样被允许响应于驾驶员的请求扭矩自动减慢升高。相似地,在图2中所示的偏移框62的阶段I处和II处实际应用的限值可能随着设计而改变,以提供期望的感受。替代的实施例可包括多于两个离散阶段或不是台阶式的分段模式,例如以校准斜率升高到相应的正和负限值的斜坡式的偏移、曲线或其他适当形状。但是,2阶段方法的使用使其自身编程简化,同时在间隙转变过程中提供期望的速度和噪声以降低响应。
虽然已经详细描述了实现本发明的最佳模式,但是熟悉本发明涉及的领域的人员将意识到实施本发明的在所附权利要求范围内的多种可替代设计和实施例。
Claims (10)
1.一种车辆,包括:
扭矩装置,提供输入扭矩;
变速器,具有输出轴,其中,变速器接收来自扭矩装置的输入扭矩;
轴,连接到一组驱动车轮;
最终传动单元,处于与轴和输出轴的啮合接合;和
控制器,具有比例积分(PI)逻辑电路,其中,控制器被编程为确定驱动车轮和输出轴的速度,使用驱动车轮的输出速度计算参照输出速度,并且在从最终传动单元、输出轴和轴的齿轮间隙状态转变过程中将校准的偏离曲线应用到计算的参照输出速度,以由此经由PI逻辑电路控制输出轴和驱动轴之间的速度差,并且其中,校准的偏移曲线在齿轮间隙状态的早期部分处被设置为较高的相对水平,以加速从该间隙状态的转变,并且在间隙状态的后期部分设置为较低的相对水平,以由此在从齿轮间隙状态转变时减小传动系撞击。
2.根据权利要求1所述的车辆,其中,控制器使用PI逻辑电路来确保输出轴的速度仅在处于齿轮间隙状态中时追随计算的参照输出速度。
3.根据权利要求1所述的车辆,其中,校准的偏移曲线包括多个离散阶段。
4.根据权利要求3所述的车辆,其中,校准的偏移曲线仅包括两个离散阶段。
5.根据权利要求1所述的车辆,还包括速度传感器,该速度传感器关于轴和驱动车轮中的一个定位,其中,控制器可操作以通过从速度传感器接收驱动车轮的实际速度来确定驱动车轮的速度。
6.根据权利要求1所述的车辆,进一步包括变速器输出速度传感器,该变速器输出速度传感器关于输出轴定位,并且可操作以测量变速器的实际输出速度,其中,控制器可操作以通过从变速器输出速度传感器接收测量的变速器的实际速度来确定所述输出速度。
7.一种用于控制车辆中的齿轮间隙的方法,所述方法包括:
确定车辆的一组驱动车轮和变速器输出轴的速度,其中,驱动车轮连接到驱动轴;
使用驱动车轮速度经由控制器计算参照输出速度;和
在从最终传动单元、输出轴和驱动轴的齿轮间隙状态转变过程中将校准的偏离曲线应用到计算的参照输出速度,以由此经由控制器的比例积分逻辑电路控制输出轴和驱动轴之间的速度差,包括将校准的偏移曲线在齿轮间隙状态的早期部分处设置为较高的相对水平,以加速从该间隙状态转变,并且在间隙状态的后期部分设置为较低的相对水平,以由此在从齿轮间隙状态转变时减小传动系撞击。
8.根据权利要求7所述的方法,还包括使用比例积分逻辑电路来确保输出轴的速度在处于齿轮间隙状态中时追随计算的参照输出速度。
9.根据权利要求7所述的方法,其中,应用校准的偏移曲线包括在多个离散阶段中应用不同的偏移值。
10.根据权利要求9所述的方法,其中,校准的偏移曲线仅包括两个离散阶段。
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