CN106989169A - 用于控制变速器换挡的系统和方法 - Google Patents

用于控制变速器换挡的系统和方法 Download PDF

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Publication number
CN106989169A
CN106989169A CN201610974427.0A CN201610974427A CN106989169A CN 106989169 A CN106989169 A CN 106989169A CN 201610974427 A CN201610974427 A CN 201610974427A CN 106989169 A CN106989169 A CN 106989169A
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Prior art keywords
wheel torque
vehicle
transmission
friction catch
torque
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CN201610974427.0A
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CN106989169B (zh
Inventor
马克·斯蒂芬·耶马扎基
伯纳德·D·内佛西
克里斯多佛·艾伦·李尔
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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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
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • 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
    • F16H61/0202—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
    • F16H61/0204—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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
    • B60K6/20—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • B60K6/365—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
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    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
    • B60K6/20—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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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    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
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    • 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
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/32—Electric motors actuators or related electrical control means therefor
    • F16H2061/326—Actuators for range selection, i.e. actuators for controlling the range selector or the manual range valve in the transmission
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
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    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/909—Gearing
    • Y10S903/91—Orbital, e.g. planetary gears
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/93—Conjoint control of different elements

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Abstract

公开了用于控制变速器换挡的系统和方法。一种用于车辆中在制动事件期间控制变速器换挡的系统和方法，所述车辆具有均可操作以制动车辆的电动马达和摩擦制动器，所述方法包括在制动事件期间减小摩擦制动以增加车轮扭矩的步骤。制动事件包括摩擦制动和再生制动两者。减小摩擦制动以增加车轮扭矩是至少部分地基于在变速器换挡期间由阶梯传动比变速器的传动比改变而造成的车轮扭矩的减小的。

Description

用于控制变速器换挡的系统和方法
技术领域
本公开涉及用于控制车辆中变速器换挡的系统和方法。
背景技术
使用诸如电动马达的电机的电动车辆、混合动力电动车辆(HEV)、插电式混合动力电动车辆(PHEV)和其它车辆可被构造为使用电机来提供再生制动以至少辅助使车辆停止。与仅使用摩擦制动系统相比，再生制动可提供许多优点。例如，使用再生制动，由此电动马达向车辆车轮提供负扭矩，降低了摩擦制动系统的摩擦元件的磨损。此外，在再生制动期间，马达可用作发电机，产生可被立即使用或储存在储存装置(例如，电池)中的电力。
利用车辆中的阶梯传动比变速器，由于从较高挡位到较低挡位的惯性的变化，在降挡的传动比变化期间会存在扭矩孔。在传统的动力传动系统中，可通过在换挡开始时经由火花点火保留一些发动机扭矩，然后在传动比改变期间释放扭矩以补充(fill-in)惯性扭矩，来填充该扭矩孔。在HEV或PEHV动力传动系统中，通常在发动机关闭时进行的再生制动期间执行降挡，因此，这种技术方案是不可用的。在至少一些HEV和PHEV动力传动系统中，高电压马达以非常负的扭矩(即，该扭矩的绝对值很大)操作，即，其正用于为诸如电池的储电装置充电，以在换挡期间填充扭矩孔，必须使马达扭矩从低的负值朝向零增加。该动作减小了可获得的再生制动的量并降低了燃料经济性。此外，使用马达填充扭矩孔并不总是可行的。存在马达具有低净量(headroom)的时候，例如，电池满电并且不能再接受任何更多电荷的高电池荷电状态(SOC)的状况，或者如果马达或电池是热的并且为了冷却他们电气系统的极限已经下降时。在这些情况下，马达可能没有足够的容量来应对换挡的惯性改变，导致不一致的换挡操作。
发明内容
本发明的至少一些实施例包括一种用于车辆中在制动事件期间控制变速器换挡的方法，所述车辆具有均可操作以制动车辆的电动马达和摩擦制动器。所述方法包括：在包括摩擦制动和再生制动两者的制动事件期间，至少部分基于在变速器换挡期间由阶梯传动比变速器的传动比改变而造成的车轮扭矩的减小，减小摩擦制动以增加车轮扭矩的步骤。
本发明的至少一些实施例包括一种用于车辆中在制动事件期间控制变速器换挡的方法，所述车辆具有均可操作以制动车辆的电动马达和摩擦制动器。所述方法包括以下步骤：在制动事件期间，减小车辆的至少一个车桥上的摩擦制动，以使车轮扭矩增加一定量，且增加的量不大于由变速器换挡造成的车轮扭矩的减小。
根据本发明的实施例，使摩擦制动减小到实现车轮扭矩逐渐增加至大体上等于由变速器换挡造成的车轮扭矩减小的水平。
根据本发明的实施例，所述方法还包括：在制动事件期间，操作马达以增加车轮扭矩，使得由减小摩擦制动引起的车轮扭矩增加与通过操作马达使车轮扭矩增加的和基本上等于由变速器换挡造成的车轮扭矩的减小。
根据本发明的实施例，操作马达以增加车轮扭矩包括减小车辆的再生制动。
根据本发明的实施例，使摩擦制动减小到使车轮扭矩的增加量小于由变速器换挡造成的车轮扭矩减小的水平。
根据本发明的实施例，所述车辆包括位于至少一个车桥上的差速器齿轮传动机构，由变速器换挡造成的车轮扭矩的减小至少部分地由以下项中的至少一种造成：变速器传动比改变、由差速器齿轮传动机构限定的车桥速比以及差速器齿轮传动机构和变速器中的摩擦损失。
根据本发明的实施例，所述车辆包括驱动桥和非驱动桥，其中，摩擦制动仅在驱动桥处减小。
根据本发明的实施例，所述方法还包括：当减小摩擦制动使车轮扭矩仅增加由变速器换挡造成的车轮扭矩减小的一部分的量时，在制动事件期间减小再生制动以增加车轮扭矩。
本发明的至少一些实施例包括一种用于车辆中在制动事件期间控制变速器换挡的系统，所述车辆具有均可操作以制动车辆的电动马达和摩擦制动器。所述系统包括：具有至少一个控制器的控制系统，所示至少一个控制器被配置为：在制动事件期间，至少部分基于在变速器换挡期间由传动比改变而造成的车轮扭矩的减小，减小摩擦制动以增加车轮扭矩。
根据本发明的实施例，所述至少一个控制器还被配置为：在制动事件期间，当用于减小摩擦制动的所述至少一个控制器没有使车轮扭矩至少增加由变速器换挡造成的车轮扭矩减小的量时，减小再生制动以增加车轮扭矩。
根据本发明的实施例，所述至少一个控制器还被配置为：当用于减小摩擦制动的所述至少一个控制器使车轮扭矩至少增加由变速器换挡造成的车轮扭矩减小的量时，在整个制动事件期间维持再生制动的水平。
根据本发明的实施例，所述车辆包括位于至少一个车桥上的差速器齿轮传动机构，所述至少一个控制器还被配置为：在制动事件期间，至少部分地基于由差速器齿轮传动机构限定的车桥速比造成的车轮扭矩的减小，减小摩擦制动。
根据本发明的实施例，所述至少一个控制器还被配置为：在制动事件期间，至少部分地基于由差速器齿轮传动机构和变速器中的摩擦损失造成的轮扭矩的减小，减小摩擦制动。
根据本发明的实施例，所述车辆包括驱动桥和非驱动桥，其中，所述至少一个控制器还被配置为：在制动事件期间，仅在驱动桥处减小摩擦制动以增加车轮扭矩。
附图说明
图1是混合动力电动车辆的具有能够实现根据本发明的实施例的方法的控制系统的一部分的示意图；
图2是根据本发明的实施例的控制系统架构的示意图；
图3是示出了根据本发明的实施例的控制系统和方法的流程图；
图4是示出了各种车辆参数改变的曲线图，其中，车辆包括实现根据本发明的实施例的方法的控制系统。
具体实施方式
根据需要，在此公开本发明的详细的实施例；然而，应理解，公开的实施例仅为本发明的可以采用各种和替代的形式实施的示例。附图无需按比例绘制；可放大或缩小一些特征以显示特定部件的细节。因此，在此公开的具体结构和功能细节不应解释为限制，而仅为用于教导本领域技术人员以多种形式使用本发明的代表性基础。
图1示出了车辆10的包括能够实现根据本发明的实施例的方法的控制系统的一部分(在下文中更详细地描述)。车辆10包括发动机12和电机14，电机14可作为马达运转以输出扭矩，并且可作为发电机运转以接收扭矩并输出电能。分离离合器16设置在发动机12和马达14之间。变速器泵18(在本实施例中是机械泵)连接到马达14并被马达14驱动。泵18(可以仅是变速器泵或者可结合辅助泵来工作)提供液压输出以操作分离离合器16以及变矩器旁通离合器20(与变矩器22结合工作)。
车辆10还包括变速器齿轮箱24，变速器齿轮箱24从变矩器22接收输出。旁通离合器20、变矩器22和变速器齿轮箱24可构成阶梯传动比变速器，阶梯传动比变速器不同于无级变速器(continuous variable transmission，CVT)。变速器齿轮箱24提供输出至主减速器齿轮传动机构26(可以是差速器)并提供扭矩至驱动桥28(或者更具体地，半轴30和32)和车辆驱动轮34和36或从驱动桥28(或者更具体地，半轴30、32)和车辆驱动轮34和36接收扭矩。车辆电气系统的一部分包括高电压电池38，高电压电池38可用于(例如)向马达14提供电力。在低电压方面，低电压电池40连接到低电压起动机42，低电压起动机42可用于起动发动机12。应理解的是高电压电池38和低电压电池40是更大的电气系统的一部分并且可向车辆10中的各种电负载提供电力。
在图1中，还示出了各种车辆系统的输出和输入。例如，发动机12输出扭矩(teng)和转速(ωeng)两者，在分离离合器16的另一侧上，输入扭矩(tmot)和输入转速(ωmot)提供输入至马达14。或者，马达扭矩和转速可表示输出而不是输入，在这种情况下，马达14可向发动机12提供输入扭矩，(例如)作为低电压起动机42的替代。当马达14作为发电机运转时，其可提供电力为高电压电池38充电。变速器齿轮箱24接收扭矩(tin)输入和转速(ωin)输入两者，扭矩输入(tin)和转速输入(ωin)将是发动机12的输出、分离离合器16的位置、马达14的输出以及旁通离合器20和变矩器22的操作的函数。来自变速器齿轮箱24的输出(tout)和(ωout)被差速器齿轮传动机构26接收并被通过车桥28传递至驱动轮34和36，并表示最终扭矩(tfinal)输出和最终转速(ωfinal)输出。或者，在再生制动期间，驱动轮34和36通过齿轮传动机构将扭矩回供至马达14。
图2示出了根据本发明的实施例的控制系统44的示意图。在图2中所示出的是车辆系统控制器46，车辆系统控制器46可包括单个车辆系统控制器(VSC)或相互连接的多个单独的硬件和软件控制器。在图2中示出的实施例中，车辆系统控制器46向控制系统44中的其它控制器发送各种信号并从这些控制器接收各种信号。这种通信可(例如)通过控制器局域网(CAN)发生。电池控制器48向车辆系统控制器46提供特定的电池极限作为输入，这对于控制电池38和40的充电和放电会是有用的。变速器控制器50向车辆系统控制器46提供扭矩比和传动比以及输入转速和输出转速。如下文更详细讨论的，例如，对于确定在变速器换挡过程中如何控制车轮扭矩以避免“扭矩孔”或其它传动系扰动，这是重要的。
图2中还示出了马达子系统52，马达子系统52包括马达14和马达控制器54。此外，马达控制器54从车辆系统控制器46接收再生扭矩请求，并将马达扭矩极限回传至车辆系统控制器46。制动器子系统56包括制动器控制器58，制动器控制器58与驱动桥(见图1的驱动桥28)上的制动器60通信，并且还与非驱动桥上的制动器62通信。制动器控制器58与车辆系统控制器46通信而输出总的制动扭矩并接收再生扭矩极限。最后，示出的制动踏板64向制动器控制器58提供制动请求。虽然在图2中以示意图示出了某些输入和输出，但是应理解的是其它信号和信息可在控制系统44中示出的一些控制器或所有控制器之间进行通信。此外，一些车辆可包括不同配置的控制器，然而仍然提供系统管理用于执行根据本发明的实施例的方法。
如上所述，本发明的实施例包括用于在车辆(诸如图1所示的车辆10)的制动事件期间控制变速器换挡的系统和方法。更具体地，本发明的实施例可提供降低或消除由变速器换挡引起的扭矩孔或其它传动系扰动的机制。参照图1中所示的车辆10和图2中所示的控制系统44，现描述多个示例。车辆10的制动事件可包括使用摩擦制动器、使用再生制动或使用两者。当车辆10的速度由于制动而下降时，会发生变速器换挡；特别地，这会是从较高挡位降挡到较低挡位。在发动机12正在运转的情况下，控制发动机以避免降挡引起的任何传动系扰动是可能的；然而，当分离离合器16断开并且发动机12不运转时，必须采用其它系统和方法。
变速器换挡(即，在本示例中降挡)可基于多个因素提供扭矩孔或其它传动系扰动。例如，在阶梯传动比变速器(例如，变速器齿轮箱24)中的传动比改变会造成驱动轮34和36的车轮扭矩的显著下降。本发明的实施例可减小摩擦制动，以增加车轮扭矩来补偿由传动比改变引起的车轮扭矩的减小。如结合图3更详细解释的，摩擦制动减小可至少部分地基于由传动比改变而引起的车轮扭矩的减小。
差速器齿轮传动机构26限定车桥速比(axle ratio)，车桥速比可以是(例如)变速器齿轮箱24的输出扭矩与差速器齿轮传动机构26的输出扭矩的比，即，(tout)/(tfinal)，该车桥速比也会影响在变速器换挡期间出现的车轮扭矩的减小。类似地，变速器齿轮箱24和差速器齿轮传动机构26中的摩擦损失也会影响在变速器换挡期间出现的车轮扭矩的减小。因此，有多种因素造成变速器换挡时(特别是在降挡期间)的车轮扭矩减小。结果，摩擦制动减小以增加车轮扭矩可至少部分地基于由传动比、车桥速比、摩擦损失的改变或其组合而引起的车轮扭矩的减小。
至少一个控制器(例如，制动器控制器58)单独或与控制系统44中的其它控制器结合可用于影响摩擦制动的减小。摩擦制动可在与驱动桥28关联的制动器60处减小、在与非驱动桥关联的制动器62处减小，或在两者处均减小。在制动事件期间，可控制摩擦制动减小以使车轮扭矩增加一定量，增加的量不大于由变速器换挡引起的车轮扭矩的减小，如上文详细解释的，由变速器换挡引起的车轮扭矩的减小可由多个影响因素引起。
在一些情况下，可使摩擦制动减小到使车轮扭矩增加的水平，车轮扭矩的增加量通常等于由变速器降挡引起的车轮扭矩的减小量。当这种情况出现时，在整个制动事件期间维持正在发生的再生制动的水平。如在前一句中所用的，再生制动被“维持”不一定意味着保持恒定，更确切地，对再生制动的控制与由变速器换挡引起的车轮扭矩补偿无关，这可包括保持再生制动恒定或可不包括保持再生制动恒定。在其它情况下，减小摩擦制动来完全补偿由变速器换挡导致的车轮扭矩减小是不可能的或是不期望的。在这种情况下，也可减小再生制动以进一步增加车轮扭矩来补偿由变速器换挡导致的车轮扭矩的减小。在车辆系统方面，可使马达14运转来增加车轮扭矩，使得由减小摩擦制动产生的车轮扭矩增加和操作马达14产生的车轮扭矩增加的总和大体上等于由变速器换挡造成的车轮扭矩减小。
图3A和图3B示出了流程图66，流程图66示出了根据本发明的实施例的方法。如上所述，可(例如)通过控制系统(例如，图2中所示的控制系统44)中的一个或更多个控制器执行该方法。方法在步骤68处开始，在步骤70处，确定制动事件是否发生。如果是，则方法进行到步骤72。在步骤72处，计算期望的总制动扭矩(Tbrk_tot)。如流程图66所示，例如，这可以是制动踏板64的输入和车速的函数。在图3中所示的实施例中，所述方法仅应用到车辆10的驱动桥28，虽然如上所述，但是所述方法也可应用到非驱动桥，或者替代地应用到非驱动桥。
在步骤74处，通过(例如)对在步骤72中计算的期望的总制动扭矩和非驱动桥的制动扭矩(Tbrk_non_driven)求差来计算驱动桥的期望的制动扭矩(Tbrk_driven)。如流程图66所示，驱动桥的制动扭矩和非驱动桥的制动扭矩是稳定控制的函数。稳定控制系统可考虑任意数量的变量，例如，车辆的速度、车辆的重量和重量分布、路面的摩擦系数等。在步骤76处，计算驱动桥上的电制动容量(Tbrk_elec_max)。例如，这可以是电池极限、马达极限、电损失、传动比、车桥速比等的函数。更具体地，与SOC已经处于非常接近其高极限时相比，如果诸如高电压电池38的电池处于低SOC，则电制动容量或再生制动容量会更高。类似地，电力电子器件和其它马达控制器中的电损失可至少部分指示驱动桥上的电制动容量。例如，变速器齿轮箱24中的传动比和以上讨论的车桥速比也可以是确定电制动容量的因素。
然后，所述方法进行到步骤78，在步骤78处，计算在驱动桥上的摩擦制动器的贡献(Tbrk_friction)。如流程图66中所示，计算摩擦制动器的贡献的一种方法是在步骤74中计算的驱动桥的期望的制动扭矩和电制动扭矩(Tbrk_elec)之间求差。如步骤78所示，电制动扭矩是零和在步骤76中计算的电制动容量之间的值，并且在制动事件期间可通过控制马达14来控制电制动扭矩。由于通常期望收集最大量的可用的再生制动扭矩，所以包括步骤80，并且可通过将最大量的电制动扭矩与摩擦制动器对制动扭矩的贡献相加来计算驱动桥处的制动扭矩。
在确定框82处，确定是否请求降挡。如果是，则所述方法进行到步骤84，在步骤84处，计算驱动桥处的换挡(扭矩/惯性)阶段补偿。上文通过减小制动来增加车轮扭矩以补偿由变速器换挡造成的车轮扭矩减小的方面描述了换挡阶段补偿。如步骤84所示，换挡阶段补偿(Tmod_axle)可根据扭矩值限定，并且换挡阶段补偿可以是(例如)包括如上所述的当前传动比、下一个传动比、车桥速比和摩擦损失的多个参数的函数。
在确定框86处，确定在步骤84处计算的换挡阶段补偿(扭矩)的绝对值是否小于例如在步骤78中计算的摩擦制动扭矩的绝对值。如果是，那么方法进行到步骤88，在步骤88处，通过将驱动桥上的摩擦制动器释放请求的量来执行换挡阶段补偿。然后，如上所述，在整个制动事件中维持再生制动。例如，这可包括使马达运转以停留在最大制动值，以收集最大量的再生制动能量。如果在确定框86处确定的结果为否，即，对车轮扭矩的期望的修正量不能仅从摩擦制动扭矩得到，然后方法进行到步骤90，在步骤90处，摩擦制动和再生制动均减小，使得摩擦制动和再生制动的组合使车轮扭矩增加期望的量。在步骤88或步骤90之后，方法在步骤92处结束。值得注意的是，如果在步骤82处没有请求降挡，或者如果在步骤70处没有出现制动事件，则所述方法也可进行至步骤92结束。
图4示出了两个曲线图94和96。每个曲线图示出了与执行本发明的至少一些实施例相关的不同参数。如曲线图94和96中所示的，第一条竖线表示已经命令挡位改变的点。在示例中，挡位改变是从2挡降到1挡。后面的两条竖线限定挡位改变实际发生的范围。虽然从曲线图中显示的是在已经命令挡位改变之后相当长的时间才出现传动比变化，然而事实上，曲线图仅仅是为了清楚而沿时间轴展开。从命令挡位改变到传动比改变完成时的实际时间可以是(例如)大约800毫秒。
在曲线图94中最上面的曲线98示出了变速器齿轮箱24的输入轴的转速(ωin)。如曲线98所示，输入转速逐渐减小直到实际的传动比改变开始发生，在实际的传动比改变开始发生之后，输入转速在传动比改变实际发生的整个范围内增加，直到输入转速在传动比改变完成之后开始再次逐渐减小。相反，曲线100示出的变速器扭矩比基本上保持不变直到传动比改变差不多完成，然后，变速器扭矩比增加并在增加后再次变为恒定。如曲线98所示，变速器扭矩比改变滞后于输入轴转速的改变。曲线102表示马达输入轴扭矩，其指示再生制动的量。如曲线图94左侧所示，马达扭矩开始接近零，但是一旦应用了制动器，扭矩变得非常负(即，该扭矩的绝对值很大)，表明获得了大量的再生制动能量。在某一时刻，再生制动的量达到其极限，这通过曲线102变为水平并保持不变来指示。
曲线图96中所示的曲线包括曲线104，曲线104表示摩擦制动扭矩改变的量，摩擦制动扭矩改变的量被实施以控制由换挡引起的扭矩孔或其它传动系扰动。曲线106表示用于驱动轮的制动扭矩请求，曲线108表示实际的车轮扭矩，例如，实际的车轮扭矩可以是马达扭矩和变速器传动比的乘积与摩擦制动扭矩的和。虽然曲线104、106和108为了更清楚是分开的。应该指出的是，当这三条曲线在纵轴开始时，它们均在零扭矩开始。虽然曲线104不久后偏离曲线106和108，但是曲线106和108在曲线图96所示的整个时间范围内实际上是一致的。
如曲线图96所示，实际的车轮扭矩匹配制动扭矩请求，这有助于以车辆操作者期望的方式控制车辆。更重要的是，为了驾驶舒适，曲线108或许在从命令挡位改变时开始到实际挡位改变的范围的整个时间保持不变。这通过在曲线104所示的实际传动比改变期间减小摩擦制动扭矩而被促进。如果没有减小摩擦制动来提供车轮扭矩增加而使由传动比改变而引起的车轮扭矩下降偏移，那么曲线108不会保持不变；更确切地，在传动比改变完成之后恢复到恒定水平之前，曲线108会在传动比改变的至少一部分期间下降，即，这会如上所述的在车轮扭矩上显示出“扭矩孔”。
如曲线104总体上示出的，如在此描述的对摩擦制动的操控有助于确保不出现扭矩孔。以这种方式控制摩擦扭矩的另一个优点是：至少在一些情况下，如曲线102所示，可继续获得最大量的再生制动。因此，本发明的实施例能够有助于降低或消除由变速器换挡引起的传动系扰动而不牺牲获得最大量的可用的再生制动能量的燃料经济性。
虽然上文描述了示例性实施例，但是并不意味着这些实施例描述了所公开的装置和方法的所有可能的形式。进一步地，说明书中使用的词语为描述性词语而非限制，并且应理解，在不脱离如权利要求的本公开的精神和范围的情况下可以作出各种改变。

Claims (6)

1.一种用于车辆中在制动事件期间控制变速器换挡的方法，所述车辆具有均可操作以制动车辆的电动马达和摩擦制动器，所述方法包括：
在包括摩擦制动和再生制动两者的制动事件期间，至少部分地基于在阶梯传动比变速器换挡期间由所述变速器的传动比改变而造成的车轮扭矩的减小，减小摩擦制动以增加车轮扭矩。
2.根据权利要求1所述的方法，还包括：在制动事件期间，当减小摩擦制动的步骤没有使车轮扭矩至少增加由变速器换挡造成的车轮扭矩减小的量时，减小再生制动以增加车轮扭矩。
3.根据权利要求1所述的方法，还包括：当减小摩擦制动的步骤使车轮扭矩至少增加由变速器换挡造成的车轮扭矩减小的量时，在整个制动事件期间维持再生制动的水平。
4.根据权利要求1所述的方法，其中，所述车辆包括位于至少一个车桥上的差速器齿轮传动机构，所述减小摩擦制动的步骤还至少部分地基于由差速器齿轮传动机构限定的车桥速比造成的车轮扭矩的减小。
5.根据权利要求4所述的方法，其中，所述减小摩擦制动的步骤还至少部分地基于由差速器齿轮传动机构和变速器中的摩擦损失造成的车轮扭矩的减小。
6.根据权利要求1所述的方法，其中，所述车辆包括驱动桥和非驱动桥，其中，所述减小摩擦制动以增加车轮扭矩的步骤包括仅减小驱动桥处的摩擦制动。
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