CN106246899B - 用于控制力锁合的切换元件的转矩传递的方法 - Google Patents

用于控制力锁合的切换元件的转矩传递的方法 Download PDF

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CN106246899B
CN106246899B CN201610402352.9A CN201610402352A CN106246899B CN 106246899 B CN106246899 B CN 106246899B CN 201610402352 A CN201610402352 A CN 201610402352A CN 106246899 B CN106246899 B CN 106246899B
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sys
pressure
system pressure
switching element
valve
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CN106246899A (zh
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C·科勒
F·德普雷茨
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ZF Friedrichshafen AG
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ZF Friedrichshafen AG
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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
    • F16H61/0021—Generation or control of line pressure
    • 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
    • F16H61/02—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
    • F16H61/0262—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 hydraulic
    • B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract

一种用于控制力锁合的切换元件(K0)的转矩传递的方法，该切换元件能够通过在活塞(K)上作用的闭合压力闭合，其中用于控制闭合压力的控制阀(V)设置用于根据控制单元(ECU)的控制信号通过调整阀行程(V_s)来将液压回路(K1)的系统压力(p_sys)传向活塞(K)或按需要减小该系统压力；其特征在于，在存在对切换元件(K0)的闭合要求且液压回路(K1)的当前的系统压力(p_sys)高于系统压力极限值(p_sys‑t)的情况下，与在存在对切换元件(K0)的闭合要求且当前的系统压力(p_sys)低于系统压力极限值(p_sys‑t)的情况下相比，至少暂时以不同的方式控制闭合压力。

Description

用于控制力锁合的切换元件的转矩传递的方法
技术领域
本发明涉及一种用于控制力锁合的切换元件的转矩传递的方法，该切换元件可以通过在活塞上作用的闭合压力闭合。为此设立控制阀，根据控制单元的控制信号将液压回路的系统压力传向活塞或按需要将该系统压力减小，以便这样设定闭合压力。本发明还涉及一种控制单元用以操作具有这样的切换元件的动力总成系统。
背景技术
力锁合的切换元件经常在机动车的动力总成系统中使用，例如在自动变速器中使用。力锁合的切换元件、例如片式离合器或盘式制动器的特征在于可变的转矩传递能力。重叠地同时打开第一力锁合的切换元件和闭合第二力锁合的切换元件能够例如实现自动变速器的动力换挡。这样的切换元件经常通过在活塞上作用的液压的闭合压力克服弹簧力或克服在活塞的另一侧面上起作用的背压而闭合。通过控制阀预定在活塞上作用的闭合压力。控制单元为此向控制阀发送控制信号，控制阀根据控制信号通过阀行程的调整将液压回路的系统压力传向活塞或将其减小。如果完全打开控制阀，则除可能出现的流动损失和泄漏损失外全部的系统压力作用在活塞上，这导致切换元件的闭合。如果完全闭合控制阀，则除了阀上的泄漏外没有闭合压力作用在活塞上。如果切换元件是通过弹簧朝向其打开位置预紧的，则弹簧力同时导致切换元件的打开。
申请人的专利申请DE 42 40 621 A1说明一种方法用于在自动化的换挡变速器中控制和调节载荷承担。对此描述重叠换挡，其中将接上的离合器在换挡结束以后控制到最大压力。
专利申请EP 0 783 079 A1描述一种方法用于自动变速器的换挡控制。然后到换挡结束打开为待闭合的切换元件配置的阀。借此最大的压力作用在闭合活塞上以便完全闭合切换元件。
将接通的切换元件控制到最大压力特别是用于为切换元件配置的液压阀的冲洗。由此可以避免液压油中存在的杂质例如在液压阀的控制棱边上的沉积。
通过液压阀的完全打开，然而在液压回路中存在的系统压力作用在活塞上，但在可能出现的流动损失和泄漏损失时而减小。但为了由切换元件可靠地传递待传递的转矩，这样高的闭合压力对于切换元件而言在个别情况下是不需要的。因此必须为这样的闭合压力相应地设计切换元件，尽管为了功能实现所需要的闭合压力是较小的。由于较高的机械载荷，不仅构件重量而且切换元件的结构空间需要升高。但液压回路的其它的使用者在某些情况下需要高的系统压力，从而系统压力的减小是不可能的。
发明内容
因此本发明的目的是提供一种用于控制力锁合的切换元件的转矩传递的方法，借其避免液压油中存在的杂质在切换元件的控制阀上的沉积，并同时可以减小切换元件的构件载荷。
通过一种用于控制力锁合的切换元件的转矩传递的方法实现该目的，该切换元件能够通过在活塞上作用的闭合压力闭合，其中用于控制闭合压力的控制阀设置用于根据控制单元的控制信号通过调整阀行程来将液压回路的系统压力传向活塞或按需要减小该系统压力；其特征在于，控制阀的阀行程能够根据控制单元的控制信号在完全打开的状态和完全闭合状态之间如此改变，使得在切换元件的活塞上形成的闭合压力提供切换元件的额定传递力矩，并且在存在对切换元件的闭合要求且液压回路的当前的系统压力高于系统压力极限值的情况下，与在存在对切换元件的闭合要求且当前的系统压力低于系统压力极限值的情况下相比，至少暂时通过控制阀以不同的方式控制闭合压力。
据此建议一种用于控制力锁合的切换元件的转矩传递的方法，该切换元件能够通过在活塞上作用的闭合压力闭合。力锁合的切换元件例如构成为湿式片式离合器。控制阀设置用于根据控制单元的控制信号通过调整阀行程来将液压回路的系统压力传向活塞或按需要将系统压力减小。控制单元优选为电子控制单元。控制阀可以构成为电磁操作的阀，其中控制单元给控制阀的电磁铁加载电流并且因此直接控制控制阀。控制阀也可以构成为液压先导控制的阀。为此可以设置附加的阀，其设计成电磁阀。控制单元控制该附加的阀的通电，该附加的阀在其出口上发出液压控制信号，并且这样控制液压先导控制的控制阀。在两种情况下根据控制单元的控制信号控制控制阀的阀行程。
如果存在闭合切换元件的要求，则按照本发明根据液压回路的当前的系统压力控制用于闭合切换元件的闭合压力。如果例如经由油泵和下游连接的系统压力阀提供的当前的系统压力处在极限值以上，则与当前的系统压力处在极限值以下的情况相比，至少暂时按不同的方式和方法控制闭合压力。通过闭合压力与当前存在的系统压力的这样的相关性有可能，在系统压力处在临界的压力以下时顾及到很好的阀冲洗，并且在系统压力高于临界值时顾及到切换元件的机械载荷。由此可以减少在控制阀上的沉积，而不将切换元件的机械结构设计成过分抗压的。
优选在系统压力高于系统压力极限值时根据由切换元件待传递的转矩控制闭合压力。为此可以在控制单元中例如存储转矩模型，其与额定传递转矩相关地预定定义的闭合压力。由于切换元件反正必须这样设计，使其经受得住待传递的转矩，因此切换元件总是被加载最小需要的压力载荷。优选闭合压力同时包含一个偏移，以便可靠地传递待传递的转矩，而不将切换元件转入打滑状态。
按照本发明的一个可能的实施形式，在系统压力低于系统压力极限值时完全打开控制阀。由此系统压力除了流动损失和泄漏损失外不减小地在活塞上作用，该活塞闭合切换元件。闭合压力因此基本上等于系统压力。在此这样选择系统压力极限值，即在该压力载荷下不损坏切换元件。通过控制阀的完全打开提供最大的体积流量用于净化控制阀。优选在此只在预定的时间间隔内才完全打开控制阀。由此可以避免不必要的高的泄漏率。替代地，也可以持续地实现该不同的控制，只要存在闭合切换元件的要求。
按照本发明的另一实施形式，将控制阀的阀行程在系统压力低于系统压力极限值时调节到中间位置，在该中间位置可以形成最大允许的闭合压力。在该中间位置不完全、但至少这样程度地打开控制阀，使得为了冲走沉积物提供足够的体积流量。中间位置选择成使得可以不衰减地将系统压力传向活塞。由此得出安全储备，以便在突然产生的系统压力的压力尖峰时切换元件不受过度的载荷。优选控制阀在此只在预定的时间间隔内才调节到该中间位置，以便避免不必要地高的泄漏率。替代地，也可以持续地实现该不同的控制，只要存在闭合切换元件的要求。
优选为了确定当前实际存在的系统压力，使用压力传感器。由此总是能够以高的安全性提供当前的值。这特别是对于该实施形式(在该实施方式中在系统压力低于系统压力极限值时完全打开控制阀)具有优点，以便在出现压力尖峰时可以快速地更换到与转矩相关的闭合压力控制。
如果通过系统压力阀控制当前的系统压力，则为了确定当前的系统压力可以使用系统压力阀的额定值控制。系统压力阀连接在液压回路的压力供应的下游，并且为此设置用于根据可控的额定值将高的输入压力降到较低的额定系统压力。在此未测定实际产生的系统压力的压力尖峰，其例如由其液压系统的消耗器引起。因此当前的系统压力的这样的测定主要适用于这样的实施形式，在该实施方式中在低于系统压力极限值时将控制阀只调节到中间位置。
也可以经由压力模型确定当前的系统压力，这例如在下面的情况下是有利的：在系统压力阀下游连接的第二油泵向液压回路供给油压力，从而系统压力阀的额定值可以不在全部的运行情况下描述当前的系统压力。压力模型在此在油泵的功率容量与产生的压力之间建立关系。这样的第二油泵可以例如是电驱动的，并且例如在混合动力机动车中通常也为了即使在否则由变速器输入轴驱动的主油泵停止时确保变速器的油供应。
也有可能组合各种不同的用以确定当前的系统压力的可能性中的至少一些，以便能够实现信号的可信化。
切换元件可以是在机动车的动力总成系统中的片式离合器，优选湿运行的片式离合器。片式离合器的特征在于以其转矩传递能力的很好的可调性，并且经常在机动车动力总成系统中使用。在机动车制造中对此总是追求小的构件重量和小的尺寸。因此方法用到这样的片式离合器上是特别有利的。
优选切换元件在机动车的动力总成系统中用作为在内燃机与电机的转子之间的分离离合器。在这样的分离离合器上经常对转矩传递的调节精度提出特别高的要求，因为内燃机猛然间接合在电机上可能被机动车的司机可以视为降低舒适性。因此这样的分离离合器特别适用于基于转矩的控制。
此外，本发明涉及一种包括用于实施根据本发明的方法的装置的控制单元。这样的控制单元可以例如是机动车变速器、优选自动变速器的组成部分。机动车变速器同时也包括该切换元件。
附图说明
以下借助各附图详细描述本发明的一个实施例。
图1示意示出机动车的动力总成系统，
图2示意示出机动车的动力总成系统的液压系统，
图3示意示出按照本发明的第一实施形式的动力总成系统的液压系统的不同参数的随时间的变化曲线，
图4示意示出按照本发明的第二实施形式的动力总成系统的液压系统的不同参数的随时间的变化曲线。
具体实施方式
图1示意示出机动车的动力总成系统。内燃机VKM能经由切换元件K0连接于电机EM。电机EM和切换元件K0是机动车变速器G的部分。为切换元件配置活塞K。通过活塞K的压力加载，可以闭合切换元件，从而切换元件可以传递转矩。机动车变速器G具有换挡单元GW，换挡单元设置用于在机动车变速器G的输入轴与输出轴之间转换不同的传动比。机动车变速器G的输出轴与轴减速器AG驱动连接，经由轴减速器将输出轴的功率分配到机动车的各车轮DW上。机动车变速器G的换挡单元GW为了提供其功能而需要液压系统压力。为此机动车变速器G包括电驱动的第一油泵IEP。此外机动车变速器G包括第二油泵FZP，其被机动车变速器G的输入轴驱动并且连接在系统压力阀DR的下游。两个油泵IEP、FZP向液压回路K1中输送液压流体，其中为液压回路K1配置各个不同的控制阀，其中一个控制阀V用于调整在活塞K上的用于闭合切换元件K0的闭合压力。其余的未示出的液压回路K1的阀例如用于闭合其它的为换挡单元GW配置的切换元件。机动车变速器G还包括控制单元ECU，其用于接收不同的信号和发出控制指令。控制单元ECU总是可以控制控制阀V，以便影响液压回路K1向切换元件K0的活塞K的压力传送。控制单元ECU也可以控制系统压力阀DR，以便在液压回路K1中设定期望的系统压力p_sys。
图2示意示出机动车变速器G的液压系统。第二油泵FZP从油池向压力调节器DR输送液压流体。如果第二油泵FZP产生足够的压力，则在压力调节器DR的输出口上存在尽可能地恒定的压力。这样经由第二油泵FZP和压力调节器DR经由止流阀RV(retention valve)将油输入液压回路K1中。第一油泵IEP从油池中将液压流体经由止回阀RSV直接输入液压回路K1中。压力调节器DR还设置用于将油导向次级液压回路K2。
图3示意示出按照本发明的第一实施形式在液压回路K1中的系统压力p_sys的和控制阀V的阀行程V_s的随时间的变化曲线。对此阀行程V_s可以在数值V_s0与V_s1之间改变。在具有数值V_s0的阀行程V_s时，控制阀V完全闭合，从而除泄漏外没有油可以从液压回路K1流向活塞K。在具有数值V_s1的阀行程时，控制阀V完全打开。在时刻t0时系统压力p_sys处在极限值p_sys-t以上。阀行程V_s在此通过控制单元ECU这样调节，从而在切换元件K0的活塞K上形成的闭合压力能够实现切换元件K0的额定传递力矩。在时刻t0以后，系统压力p_sys下降，直到系统压力在时刻t1时达到极限值p_sys-t。然后完全打开控制阀V，其方式为，将阀行程V_s提升到数值V_s1。只要系统压力p_sys保持在极限值p_sys-t以下，控制阀V就停留在其打开位置。在时刻t2时系统压力p_sys超过极限值p_sys_1。然后减小阀行程V_s，并且通过控制单元ECU重新这样调节，即在切换元件K0的活塞K上形成的闭合压力能够实现切换元件K0的额定传递力矩。在时刻t3时系统压力p_sys重新低于极限值p_sys-t，从而重新完全打开控制阀V。在时刻t0与t3之间在此始终存在对于切换元件K0的闭合要求。
图4示意示出按照本发明的第二实施形式在液压回路K1中的系统压力p_sys的和控制阀V的阀行程V_s的随时间的变化曲线。在时刻t0时系统压力p_sys处在极限值p_sys-t以上。阀行程V_s在此通过控制单元ECU这样调节，从而在切换元件K0的活塞K上形成的闭合压力能够实现切换元件K0的额定传递力矩。在时刻t0以后，系统压力p_sys下降，直到系统压力在时刻t1时达到极限值p_sys-t。然后将控制阀V的阀行程V_s调节到中间值V_sm。中间值V_sm同时处在最大的阀行程V_s1以下，在该最大的阀行程时完全打开控制阀V。只要系统压力p_sys保持在极限值p_sys-t以下并且存在对切换元件的闭合要求，阀行程V_S就停留在中间位置V_sm。在时刻t2时系统压力p_sys超过极限值p_sys-t。然后减小阀行程V_s，并且通过控制单元ECU重新这样调节，使得在切换元件K0的活塞K上形成的闭合压力能够实现切换元件K0的额定传递力矩。在时刻t3时系统压力p_sys重新低于极限值p_sys-t，从而将控制阀重新调节到中间位置v_sm。在时刻t0与t3之间在此对切换元件K0总是存在闭合要求。
在两种实施形式中在超过系统压力极限值p_sys-t时也只可以暂时地在预定的时间间隔内实现阀行程V_s的增加。在该预定的时间间隔之间可以以如在系统压力p_sys低于极限值p_sys-t时相同的方式实现阀行程V_s的控制。
可以通过未示出的压力传感器确定系统压力p_sys，其测量在液压回路K1中存在的压力，并且相应地连接于控制单元ECU。替代地或附加地也可以借助系统压力阀DR的额定值预定来确定系统压力p_sys，特别是当只通过第二油泵FZP实现液压回路K1的压力供应时。也可以使用液压回路K1的压力模型以确定系统压力p_sys。
图1中所示动力总成系统的构成只应当看成是示例性的。切换元件K0也可以例如在机动车变速器G外部构成为单独部件。控制单元ECU也可以处在机动车变速器G外部。
附图标记清单
G 机动车变速器 V 控制阀
IEP 第一油泵 K 活塞
FZP 第二油泵 V_s 阀行程
ECU 控制单元 V_s0 最小阀行程
GW 换挡单元 V_s1 最大阀行程
VKM 内燃机 V_sm 中间位置
EM 电机 DR 压力调节器
S 定子 RV 止流阀
R 转子 RSV 止回阀
K1 液压回路 t0_t3 时刻
p_sys 系统压力 AG 轴减速装置
p_sys-t 极限值 DW 驱动轮
K2 次级液压回路

Claims (13)

1.一种用于控制力锁合的切换元件(K0)的转矩传递的方法，该切换元件能够通过在活塞(K)上作用的闭合压力闭合，其中用于控制闭合压力的控制阀(V)设置用于根据控制单元(ECU)的控制信号通过调整阀行程(V_s)来将液压回路(K1)的系统压力(p_sys)传向活塞(K)或按需要减小该系统压力；其特征在于，控制阀(V)的阀行程能够根据控制单元的控制信号在完全打开的状态和完全闭合状态之间如此改变，使得在切换元件(K0)的活塞(K)上形成的闭合压力提供切换元件(K0)的额定传递力矩，并且
在存在对切换元件(K0)的闭合要求且液压回路(K1)的当前的系统压力(p_sys)高于系统压力极限值(p_sys-t)的情况下，与在存在对切换元件(K0)的闭合要求且当前的系统压力(p_sys)低于系统压力极限值(p_sys-t)的情况下相比，至少暂时通过控制阀(V)以不同的方式控制闭合压力。
2.按照权利要求1所述的方法，其特征在于，在当前的系统压力(p_sys)高于系统压力极限值(p_sys-t)的情况下根据由切换元件(K0)待传递的转矩来控制闭合压力。
3.按照权利要求1或2所述的方法，其特征在于，在当前的系统压力(p_sys)低于系统压力极限值(p_sys-t)的情况下完全打开控制阀(V)。
4.按照权利要求3所述的方法，其特征在于，在当前的系统压力(p_sys)低于系统压力极限值(p_sys-t)的情况下，只在预定的时间间隔内实现控制阀(V)的完全打开。
5.按照权利要求1或2所述的方法，其特征在于，在当前的系统压力(p_sys)低于系统压力极限值(p_sys-t)的情况下，将阀行程(V_s)调节到中间位置(V_sm)，在该中间位置能够形成最大允许的闭合压力。
6.按照权利要求5所述的方法，其特征在于，在当前的系统压力(p_sys)低于系统压力极限值(p_sys-t)的情况下，只在预定的时间间隔内实现将阀行程(V_s)调节到中间位置(V_sm)。
7.按照权利要求1或2所述的方法，其特征在于，使用压力传感器的信号来确定当前的系统压力(p_sys)。
8.按照权利要求1或2所述的方法，其特征在于，通过系统压力阀(DR)控制当前的系统压力(p_sys)，其中使用系统压力阀(DR)的额定值控制来确定当前的系统压力(p_sys)。
9.按照权利要求1或2所述的方法，其特征在于，通过压力模型确定当前的系统压力(p_sys)。
10.按照权利要求1或2所述的方法，其特征在于，切换元件(K0)是在机动车的动力总成系统中的湿式片式离合器。
11.按照权利要求10所述的方法，其特征在于，切换元件(K0)用作为在内燃机(VKM)与电机(EM)的转子(R)之间的分离离合器。
12.一种用于操作动力总成系统的控制单元(ECU)，其特征在于，设有用于实施按照权利要求1至11中任一项所述的方法的装置。
13.按照权利要求12所述的控制单元(ECU)，其特征在于，控制单元(ECU)和切换元件(K0)是机动车变速器(G)的组成部分。
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