CN105556183A - 用于车辆的动力传动系的控制方法和对应的受控动力传动系 - Google Patents
用于车辆的动力传动系的控制方法和对应的受控动力传动系 Download PDFInfo
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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
- F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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- 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
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- B60W30/184—Preventing damage resulting from overload or excessive wear of the driveline
- B60W30/1843—Overheating of driveline components
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W30/1846—Preventing of breakage of drive line components, e.g. parts of the gearing
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- B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
- B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
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- F16H61/0213—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/20—Road profile, i.e. the change in elevation or curvature of a plurality of continuous road segments
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F16H61/0213—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
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Abstract
用于车辆中的动力传动系的控制方法,所述动力传动系包括电子控制单元(ECU)和机械连接到变速箱的发动机,其中所述方法包括步骤:与非常规变速相关联,尽管所述第一扭矩比较指示预期的发动机输出扭矩需求超过被允许输出扭矩的第一常规界限,在满足以下条件时,允许非常规变速:第二扭矩比较指示在非常规变速之后预期的发动机输出扭矩需求落在较之所述被允许发动机输出扭矩的第一常规界限而临时增大的第二被允许发动机输出扭矩界限的界限之内,和满足指示允许变速的非常规变速判据,其中所述判据依赖于从下述各项中选择的至少一个参数:估计燃料效率、发动机效率、预期的未来扭矩需求、超出常规发动机扭矩界限的发动机运转时间和发动机温度。
Description
技术领域
本发明涉及用于车辆中传动系的方法。该方法特别地涉及通过允许变速来减少或避免发动机过速的特征,否则这是不可能的。
背景技术
在具有自动或半自动传动系统的车辆中根据预编程的换档策略或者驱动器初始的换档命令或设置,自动地或半自动地作出变速。换档控制策略可为特别目的设计,例如,为了降低燃料消耗、减少排放、在光滑地面上提供可靠牵引、爬坡/下坡等。无论你选择什么策略,当设定变速策略或算法时,总有一些物理或设置的界限以及预定的约束要加以考虑。在许多情况下需要找到在不同所需特征之间折中的控制算法。例如,一般通常期望避免或减少变速,而另一方面由于物理或设置约束,变速是必须的,从而当车辆改变速度时避免发动机损坏和/或减少燃料消耗。通常期望避免发动机达到不必要的发动机效率相当低的高每分转(rmp:s)。
控制发动机的不同建议策略如在涉及巡航控制系统的WO2011/076226和US2011/166754中公开,以及在US5343780、US5738606和US6067489中。
尽管上述系统提供了不同的发动机控制系统的解决方案,仍然需要修正的控制算法以提高可驾驶性以及燃料效率。
发明内容
在现今的车辆中,常常在发动机的被允许扭矩输出中存在约束以避免发动机不必要的磨损并且提供燃料效率驱动。然而,存在一定驱动条件,在该条件下这样的约束可降低燃料效率,如当车辆使用特定档位以相当高的发动机速度被驱动时,同时传动控制单元却决定不允许升档,因为发动机在进行升档后不能提供足够的扭矩。因此,如果发动机被控制成这样,即当需要变速但发动机约束阻止变速时,发动机约束可被改变从而允许非常规变速,则动力传动系可以设计成提供了改进的性能。
因此,本发明提出一种车辆中的动力传动系的控制方法,其中动力传动系包括电子控制单元(ECU)和机械连接到变速箱的发动机,其中方法包括步骤:
-设置被允许发动机输出扭矩的第一常规界限。
-由ECU设置变速箱要遵循的预定的变速策略,其中至少根据发动机速度限定变速箱中变速的换档点。
-根据预定的变速策略执行预期的发动机输出扭矩需求的计算作为变速结果。
-执行预期的发动机输出扭矩需求与被允许发动机输出扭矩的第一常规界限的第一扭矩比较。
-如果第一扭矩比较指示预期的发动机输出扭矩在被允许发动机输出扭矩的第一常规界限之内,根据所述预定的变速策略执行变速。
这描述了现今的自动或半自动变速箱的许多变速控制策略功能的方式。因此,当执行变速时通常存在关于车辆性能的控制,即,在作出变速之后,车辆能够执行所需加速度或维持所需速度。如果估计到在变速后这些判据不能得以满足,变速通常不被允许。变速因此导致车辆的所需性能。为了达到此,并且允许尽管其有利于燃料消耗但在正常环境下仍不被允许的变速,可进一步改进变速策略。因此,除了上述控制顺序,控制方法进一步包括特征:
-允许非常规变速,即,根据发动机输出扭矩的第一常规界限不被允许的变速。因此,与非常规变速相关联,尽管第一扭矩比较指示预期的发动机输出扭矩需求超过被允许输出扭矩的第一常规界限,仍然允许非常规变速。
在满足以下条件时,该非常规变速将被允许:
-第二扭矩比较指示在非常规变速之后预期的发动机输出扭矩需求落在较之所述被允许发动机输出扭矩的第一常规界限而临时增大的第二被允许发动机输出扭矩界限的界限之内,和
-满足指示允许变速的非常规变速判据,其中所述判据依赖于从下述各项中选择的至少一个参数:估计燃料效率、发动机效率、预期的未来扭矩需求、超出常规发动机扭矩界限的发动机运转时间和发动机温度。
非常规变速包括允许发动机提供超过第一常规扭矩界限的发动机输出扭矩的特征,包括允许该非常规变速的控制方法包括特征:非常规变速判据包括至少发动机进入在规范扭矩曲线之外运行的条件,较之维持现有档位,这具有更高的燃料效率且同时维持所需车辆速度。因此,包括允许发动机在第一常规扭矩界限之外运转的特征可具有降低燃料消耗的目的。此特征将和例如发动机温度的其它特征一起使用。为了预测未来发动机扭矩需求,可使用车辆导航系统,如具有包括海拔信息的地图数据的全球定位系统(GPS)。
临时增大的第二被允许发动机输出扭矩界限将按照需求设置。依赖于物理结构,临时增大的第二被允许发动机输出扭矩界限的增量在不同发动机之间是不同的。通常认为40%或更多的增量对于多数发动机是不可行的,并且多少情况下发动机扭矩输出界限超出第一通常界限的的增量低于30%。通常,发动机输出扭矩界限的增量在超过常规输出扭矩界限的10%-20%之间被允许发动机输出增大的间隔内。在多数情况下发动机增大的允许扭矩将高达实际情况中的10%。界限当然可无任何困难地变得更小。然而,为了避免由于太严格地设置临时增大的第二被允许发动机输出扭矩界限而导致的若干降档和升档(随动装置)而执行换档时,为了提供一些余地,应该想到临时增大的发动机扭矩界限应该超过正常扭矩界限至少5%,优选为10%。
对于不同档位和驱动情况,临时增大的第二被允许发动机输出扭矩界限可设置成不同的。当目的为减少燃料消耗和避免以恒定高发动机转速在长斜坡或小山上行驶,此特征对于更高速档位特别有用。因此,对于比另一个档位更高速的至少一个档位,临时增大的第二发动机输出扭矩较之被允许输出扭矩的第一常规界限的输出发动机扭矩界限增量百分比会更大。该增量设置成使得此特征对于低速档位完全不被启用,而是被用于更高速档位。
因此,控制方法例如可被实现为使得当估计如果变速到更高速档位则燃料效率增加,则允许变速,同时被允许发动机输出扭矩的第一常规界限增大10%成为临时增大的第二被允许发动机输出扭矩界限。
变速可与另外的条件相关联,例如,将不指示在不久的将来,例如,由于根据被选路线的GPS和地图数据的即将出现来的小山,不久的将来预期在临时增大的被允许发动机输出扭矩界限之外的扭矩需求。再另一个约束,其单独使用或联合上述条件使用,可以是发动机温度低于阈值,使得在不久的将来增大的发动机输出扭矩不会造成在允许发动机温度之外的温度的风险。
这里参考GPS和地图数据用于预测未来发动机需求。然而,本领域已知的其它预测未来行进阻碍和据此预测发动机扭矩需求而不基于GPS的系统也可用于本发明,例如,车辆的记录工作循环的使用或其它关于车辆使用的统计数据的使用。
该控制方法可进一步包括特征:当在一定的界限内——该一定的界限例如是一定时间或一定距离——发动机扭矩需求预期在第一常规扭矩界限之内,只允许最终变速到在第一常规扭矩界限之外但在临时增大的第二扭矩界限之内的扭矩需求。根据选择性的控制策略判据,可控制变速,使得如果指示出扭矩需求将很快在临时增大的第二发动机扭矩需求之外,则不作出升档。
根据本发明的另一个特征,临时增大的第二扭矩界限是受限的,例如,仅持续一定时间或一定距离,并且过一会儿变速到第一常规扭矩界限内的能够提供所需扭矩的档位。时间约束例如被设置成一分钟和/或距离设置到一公里。约束也可以依赖于第一常规扭矩界限被超过多少,即,如果界限被超过3%,较之如果扭矩界限超过10%,超过扭矩界限的时间或距离约束可设置成更高的值。
可以实现下述特征,即在扭矩需求在第一常规扭矩界限以下达预定时间之后,第二扭矩界限被禁用。还可以使用下述控制策略,即如果扭矩需求减少到第一常规扭矩界限以下,则增大的第二扭矩界限被禁用。
为了预测未来发动机扭矩需求,可使用地图数据和/或GPS以预测未来行进条件。因此可用这种信息以预见在发动机输出扭矩需求将很快在临时增大的第二发动机输出扭矩需求之外的状态下是否非常规变速将很快结束,并且控制变速箱不执行变速。
本发明进一步涉及车辆的动力传动系,其中动力传动系包括机械连接到变速箱的发动机以及连接到变速箱和发动机的电子控制单元(ECU)。该ECU被编程为:
·使用被允许发动机输出扭矩的第一常规界限,
·使用变速箱要遵循的预定的变速策略,其中至少根据发动机速度定义变速的换档点,
·根据预定的变速策略计算或估计预期的发动机输出扭矩需求作为变速的结果,
·执行预期的发动机输出扭矩需求与被允许发动机输出扭矩的第一常规界限的第一扭矩比较,
·如果第一扭矩比较指示预期的发动机输出扭矩在被允许发动机输出扭矩的第一常规界限之内,向变速箱发送控制信号以执行根据所述预定的变速策略的变速。
ECU被进一步编程以使得:与非常规变速相关联,尽管第一扭矩比较指示预期的发动机输出扭矩需求超过被允许输出扭矩的第一常规界限,在满足以下条件时,可允许非常规变速:
·第二扭矩比较指示,在非常规变速之后的预期的发动机输出扭矩需求落在临时增大的第二被允许发动机输出扭矩界限的界限之内,和
·满足指示允许变速的非常规变速判据,其中所述判据依赖于从下述各项中选择的至少一个参数:估计燃料效率、发动机效率、预期的未来扭矩需求、超出常规发动机扭矩界限的发动机运转时间和发动机温度。
上述电子控制单元(ECU)可以是单一处理器或包括若干彼此连接的处理器和存储器以形成ECU。
Claims (10)
1.一种用于车辆中动力传动系的控制方法,所述动力传动系包括电子控制单元(ECU)和机械连接到变速箱的发动机,其中所述方法包括步骤:
·设置被允许发动机输出扭矩的第一常规界限,
·由所述ECU设置所述变速箱要遵循的预定的变速策略,其中至少根据发动机速度定义所述变速箱中变速的换档点,
·根据所述预定的变速策略执行预期的发动机输出扭矩需求的计算作为变速的结果,
·执行所述预期的发动机输出扭矩需求与被允许的从发动机输出扭矩的第一常规界限的第一扭矩比较,
·如果所述第一扭矩比较指示所述预期的发动机输出扭矩低于所述被允许发动机输出扭矩的第一常规界限,根据所述预定的变速策略执行变速,
其特征在于,
所述控制方法进一步包括特征:与非常规变速相关联,尽管所述第一扭矩比较指示所述预期的发动机输出扭矩需求超过所述被允许输出扭矩的第一常规界限,在满足以下条件时,允许非常规变速:
·第二扭矩比较指示在非常规变速之后预期的发动机输出扭矩需求落在较之所述被允许发动机输出扭矩的第一常规界限临时增大的第二被允许发动机输出扭矩界限的界限之内,和
·满足指示允许变速的非常规变速判据,其中所述判据依赖于从下述各项中选择的至少一个参数:估计燃料效率、发动机效率、预期的未来扭矩需求、超出常规发动机扭矩界限的发动机运转时间和发动机温度。
2.根据权利要求1所述的控制方法,其特征在于,所述非常规变速判据包括至少以下特征:较之维持目前档位,所述变速使发动机在具有更高燃料效率的条件下运转且同时维持所需车辆速度。
3.根据权利要求1或2所述的控制方法,其特征在于,所述临时增大的第二被允许发动机输出扭矩界限超过所述被允许发动机输出扭矩的第一常规界限达30%,优选在5%-20%之间。
4.根据前述任一权利要求所述的控制方法,其特征在于,对于比另一档位更高速的至少一个档位,设置所述临时增大的第二被允许发动机输出扭矩界限,使得较之所述被允许输出扭矩的第一常规界限的按百分比的界限增量更大。
5.根据前述任一权利要求所述的控制方法,其特征在于,当发动机扭矩需求预期在所述第一常规扭矩界限之内又在一定的界限——例如一定时间或一定距离——之内,只允许最终变速到在所述第一常规扭矩界限之外且在所述临时增大的第二扭矩界限之内的扭矩需求。
6.根据前述任一权利要求所述的控制方法,其特征在于,所述临时增大的第二扭矩界限是受限的,例如,在一定时间或一定距离内被禁用,并且变速到所述第一常规扭矩界限之内的能够提供所需扭矩的档位。
7.根据权利要求1-4的任一项所述的控制方法,其特征在于,在扭矩需求低于所述第一常规扭矩界限达预定时间之后,所述第二扭矩界限被禁用。
8.根据权利要求5所述的控制方法,其特征在于,如果扭矩需求降低至所述第一常规扭矩界限以下,则所述增大的第二扭矩界限被禁用。
9.根据前述任一权利要求所述的控制方法,其特征在于,为了预测未来发动机扭矩需求,使用地图数据和/或GPS以预测未来行进条件。
10.一种车辆的动力传动系,所述动力传动系包括电子控制单元(ECU)和机械连接到变速箱的发动机,所述ECU被编程为:
·使用被允许发动机输出扭矩的第一常规界限,
·使用所述变速箱要遵循的预定的变速策略,其中至少根据发动机速度定义变速的换档点,
·根据所述预定的变速策略执行预期的发动机输出扭矩需求的计算作为变速的结果,
·执行所述预期的发动机输出扭矩需求与被允许的从发动机输出扭矩的第一常规界限的第一扭矩比较,
·如果所述第一扭矩比较指示所述预期的发动机输出扭矩在所述被允许发动机输出扭矩的第一常规界限之内,向所述变速箱传输控制信号使得根据所述预定的变速策略执行变速,
其特征在于
所述ECU被进一步编程以使得:与非常规变速相关联,尽管所述第一扭矩比较指示预期的发动机输出扭矩需求超过所述被允许输出扭矩的第一常规界限,在满足以下条件时,允许非常规变速:
·第二扭矩比较指示在非常规变速之后所述预期的发动机输出扭矩需求落在较之所述被允许发动机输出扭矩的第一常规界限临时增大的第二被允许发动机输出扭矩界限的界限之内,和
·满足指示允许变速的非常规变速判据,其中所述判据依赖于从下述各项中选择的至少一个参数:估计燃料效率、发动机效率、预期的未来扭矩需求、超出常规发动机扭矩界限的发动机运转时间和发动机温度。
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CN1910389A (zh) * | 2004-01-30 | 2007-02-07 | 沃尔沃拉斯特瓦格纳公司 | 在预定车况下阻止不适当的手动换挡的方法和装置 |
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CN101675276A (zh) * | 2008-02-28 | 2010-03-17 | 三菱重工业株式会社 | 车辆控制单元和搭载该单元的车辆 |
CN102803040A (zh) * | 2009-06-10 | 2012-11-28 | 斯堪尼亚商用车有限公司 | 用于确定车辆控制系统的参考值的方法和模块 |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
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CN110234553A (zh) * | 2017-01-31 | 2019-09-13 | 沃尔沃卡车集团 | 用于控制车辆的方法 |
CN110234553B (zh) * | 2017-01-31 | 2022-07-08 | 沃尔沃卡车集团 | 用于控制车辆的方法 |
Also Published As
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JP6235694B2 (ja) | 2017-11-22 |
EP2979010A1 (en) | 2016-02-03 |
WO2014154228A1 (en) | 2014-10-02 |
US20160047467A1 (en) | 2016-02-18 |
EP2979010B1 (en) | 2017-06-21 |
CN105556183B (zh) | 2018-05-29 |
BR112015024902B1 (pt) | 2021-07-20 |
US9714705B2 (en) | 2017-07-25 |
BR112015024902A2 (pt) | 2017-07-18 |
JP2016516165A (ja) | 2016-06-02 |
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