CN107487312B - 用于混合动力车辆的换挡控制方法 - Google Patents

用于混合动力车辆的换挡控制方法 Download PDF

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CN107487312B
CN107487312B CN201610989577.9A CN201610989577A CN107487312B CN 107487312 B CN107487312 B CN 107487312B CN 201610989577 A CN201610989577 A CN 201610989577A CN 107487312 B CN107487312 B CN 107487312B
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torque
target
engagement
side clutch
clutch torque
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CN107487312A (zh
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曺圣铉
南周铉
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Hyundai Motor Co
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H—GEARING
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    • F16H61/684—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 specially adapted for stepped gearings without interruption of drive
    • F16H61/688—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 specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
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    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
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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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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

本发明提供了一种用于混合动力车辆的换挡控制方法，从而减少在车辆换挡期间由于变速器的输入扭矩的过度地变化而导致的离合器释放现象的发生，该方法包括：利用控制器来执行的进入步骤，在该步骤中，响应于动力切断的换挡以进入扭矩切换控制；利用控制器来执行的上升控制步骤，在该步骤中，在扭矩切换控制期间，当变速器的输入扭矩的变化率等于或大于参考值时，接合侧离合器扭矩增加至对应于变化的变速器的输入扭矩。

Description

用于混合动力车辆的换挡控制方法
技术领域
本发明涉及一种用于混合动力车辆的换挡控制方法。
背景技术
本部分中的陈述仅提供与本发明相关的背景信息，并不会构成现有技术。
对混合动力车辆而言，通常地使用直接连接至车轮的电机来执行再生制动，从而将电机的制动力控制为连续地传递至车轮，从而改善燃料效率。
也就是说，当驾驶员在驾驶车辆时踩踏制动器时，通过电机的再生制动而产生电力来给电池进行充电。因此，将电池的充电电力用作在车辆再启动时能够输出电力的电源。所以，电机的再生制动在燃料效率方面起着重要的作用，即使同样应用在变速器的换挡部分中也是如此。
但是，我们发现，当变速器的离合器在再生制动期间开始释放时，尽管驾驶员踩下制动器，车辆的制动力也会丧失，因此车辆处于车辆的行驶稳定性降低的危险行驶模式。
例如，我们已经发现，在动力切断的换挡期间，当再生制动扭矩突然变化时，变速器的输入扭矩会因此而过度地变化，接合侧的离合器扭矩不足，并且因此接合侧的离合器和释放侧的离合器的总扭矩变为低于变速器的输入扭矩，这会导致离合器的释放。
作为相关技术描述的内容仅用于增强对本发明的背景技术的理解，而不应被解释为本领域技术人员已知的相关技术。
通过本文提供的说明，其它应用领域将变得明显。应当理解，说明书和具体的实施例仅旨在用于说明的目的而不旨在限制本发明的保护范围。
发明内容
本发明提供了一种用于混合动力车辆的换挡控制方法，其能够防止或减少在车辆换挡期间由于变速器的输入扭矩过度地变化而导致的离合器释放现象的发生。
根据本发明的一种形式，一种用于混合动力车辆的换挡控制方法，该方法包括：利用控制器来执行的进入步骤，在该步骤中，响应于动力切断的换挡以进入扭矩切换控制；利用控制器来执行的上升控制步骤，在该步骤中，在扭矩切换控制期间，当变速器的输入扭矩的变化率等于或大于参考值时，接合侧离合器扭矩增加以对应于变速器的变化的输入扭矩。
所述上升控制步骤可以包括：第一计算步骤，其中，从控制开始时间至控制结束时间来计算第一目标接合侧离合器扭矩，该控制开始时间为：当变速器的输入扭矩的变化率上升至等于或大于参考值时的时间，该控制结束时间为：当扭矩切换控制结束的时间；并且通过从目标保持接合侧离合器扭矩中增加离合器扭矩而计算第一目标接合侧离合器扭矩，该目标保持接合侧离合器扭矩，通过反映基于控制开始时间的变速器的输入扭矩而计算出，该离合器扭矩通过反映直到控制结束时间的变速器的输入扭矩而计算出。所述上升控制步骤可以进一步包括第二计算步骤，其中，从控制开始时间至控制结束时间来计算第二目标接合侧离合器扭矩，该控制开始时间为：当变速器的输入扭矩的变化率上升至等于或大于参考值时的时间，该控制结束时间为：当扭矩切换控制结束的时间；增加和计算第二目标接合侧离合器扭矩，直至基于控制开始时间的接合侧离合器扭矩达到目标保持接合侧离合器扭矩。最后，所述上升控制步骤可以进一步包括第三计算步骤，其中，通过将在第一计算步骤中计算出的第一目标接合侧离合器扭矩和在第二计算步骤中计算出的第二目标接合侧离合器扭矩相加来计算第三目标接合侧离合器扭矩。
在所述第一计算步骤中，可以通过以下等式1来计算第一目标接合侧离合器扭矩：
等式1
第一目标接合侧离合器扭矩
＝(施加离合器目标(**)–施加离合器目标保持)
＝{(|变速器的输入扭矩|+因数×(Je(为0，除了当发动机离合器附接时)+Jm)×dNm/dt)}–施加离合器目标保持；
在上述等式1中，施加离合器目标(**)为：通过反映变速器的当前输入扭矩而计算的目标接合侧离合器扭矩；
施加离合器目标保持为：通过反映在控制开始时间时的变速器的输入扭矩而计算的为固定值的目标保持接合侧离合器扭矩；
Je为：发动机转动惯量；
Jm为：电机转动惯量；
dNm/dt为：电机角加速度；
因数为：常数。
在所述第二计算步骤中，可以通过以下等式2来计算第二目标接合侧离合器扭矩：
等式2
第二目标接合侧离合器扭矩
＝施加离合器扭矩(t–1)值保持+至目标(***)的新自动斜度
＝施加离合器扭矩(t–1)值保持+{(施加离合器目标保持–施加离合器扭矩(t–1)值保持)–至目标(t–1)的新自动斜度}/(扭矩阶段目标时间–阶段持续时间)；
在上述等式2中，施加离合器扭矩(t–1)值保持为：在控制开始时间之前的为固定值的保持接合侧离合器扭矩；
至目标(***)的新自动斜度为：接合侧离合器扭矩，直到基于控制开始时间的接合侧离合器扭矩达到目标保持接合侧离合器扭矩；
至目标(t–1)的新自动斜度为：每一周期的接合侧离合器扭矩的增量值，直到在控制开始时间之前的接合侧离合器扭矩达到目标保持接合侧离合器扭矩；
扭矩阶段目标时间为：扭矩切换控制目标时间；
阶段持续时间为：扭矩切换控制经过时间。
用于混合动力车辆的换挡控制方法可以进一步包括：在所述上升控制步骤之后执行控制结束确定步骤，其中，确定扭矩切换经过时间是否达到扭矩切换目标时间。
通过本文提供的说明，其它应用领域将变得明显。应理解说明书和具体实施例仅旨在用于说明的目的而不旨在限制本发明的范围。
附图说明
为了可以很好的理解本发明，现在将参考所附附图，通过实施例的方式，对其各个形式进行描述。
图1为示出了可以应用本发明的一种形式的混合动力双离合变速器(Dual-ClutchTransmission，DCT)车辆的整体配置的示意图；
图2为根据本发明的一种形式的换挡控制方法的流程图；以及
图3为示出了根据本发明的一种形式的换挡控制方法的操作情况的示意图。
本文描述的附图仅用于说明的目的，并不旨在以任何方式限制本发明的范围。
具体实施方式
如下描述仅为示例性的性质且并不旨在限制本发明、本发明的应用或用途。应当理解，在整个附图中，相应的附图标记表示相同或相应的部件和特征。
下面将参考附图对本发明的各种形式进行详细描述。
本发明的一种形式可以应用至混合动力车辆，其中，双离合变速器(DCT)装配为如图1所示的形式。参考图1，该DCT包括：两个离合器，即，接合侧离合器和释放侧离合器，其分别由附图标记CL1和CL2表示；接合侧离合器致动器和释放侧离合器致动器，所述致动器操作CL1和CL2，并且分别由附图标记CLA1和CLA2表示；以及接合侧输入轴和释放侧输入轴，所述输入轴分别由附图标记INPUT1和INPUT2表示。
但是，这仅是为了便于理解本发明。因此，根据哪个离合器形成当前挡位以及哪个离合器形成目标挡位，接合侧和释放侧可以相互改变。
同时，根据本发明的一个形式的用于混合动力车辆的换挡控制方法可以包括：进入步骤(S10)和上升控制步骤(S20)。
将参考图2和图3来详细描述本发明，首先，在进入步骤(S10)，响应于动力切断的换挡，控制器C可以执行控制以进入扭矩切换控制。
也就是说，在驾驶员没有踩踏加速踏板的情况下，当换挡至较低挡位时，扭矩阶段开始执行控制以进入扭矩切换控制，所述扭矩切换控制在将接合侧离合器CL1接合的同时将释放侧离合器CL2释放。
在上升控制步骤(S20)，在扭矩切换过程中，当变速器的输入扭矩的变化率等于或大于参考值时，可以将接合侧离合器扭矩控制为升高或增加至对应于由控制器C改变的变速器的输入扭矩。
例如，在根据制动踏板的操纵的完成换挡之后并且经过预定时间之前，在执行换挡或另一个动力切断的期间，当执行另一个换挡时，变速器的输入扭矩的变化率可以等于或大于参考值。此时，变速器的输入扭矩会突然地减小。
也就是说，在动力切断的换挡期间，当再生制动扭矩在扭矩切换阶段中突然地变化，并因此变速器的输入扭矩过度地变化时，感测变速器的输入扭矩的变化，以控制接合侧离合器扭矩使其增加为对应于感测到的变化，从而防止或减少由于接合侧离合器扭矩的不足而导致的离合器的释放。
因此，通过限制传递至车轮的再生制动扭矩的损失来防止制动力的不足，从而改善车辆的制动线性度，并且增加车辆的行驶稳定性。
此外，对于本发明而言，上升控制步骤(S20)可以包括：第一计算步骤、第二计算步骤和第三计算步骤。
首先，在第一计算步骤中，从控制开始时间至控制结束时间可以计算第一目标接合侧离合器扭矩，所述控制开始时间为变速器的输入扭矩的变化率增加至等于或大于参考值时的时间，所述控制结束时间为扭矩切换控制结束时的时间。
例如，通过从目标保持接合侧离合器扭矩增加离合器扭矩而可以计算第一目标接合侧离合器扭矩。该目标保持接合侧离合器扭矩通过反映(reflecting)基于控制开始时间的变速器的输入扭矩而计算出，该离合器扭矩通过反映直到控制结束时间的变速器的输入扭矩而计算出。
详细而言，可以由以下等式1来计算第一目标接合侧离合器扭矩。
等式1
第一目标接合侧离合器扭矩
＝(施加离合器目标(**)–施加离合器目标保持)
＝{(|变速器的输入扭矩|+因数×(Je(为0，除了当发动机离合器附接时)+Jm)×dNm/dt)}–施加离合器目标保持
在上述等式1中，施加离合器目标(**)为：通过反映变速器的当前输入扭矩而计算的目标接合侧离合器扭矩；施加离合器目标保持为：通过反映在控制开始时间时的变速器的输入扭矩而计算的目标保持接合侧离合器扭矩(固定值)；
Je为发动机转动惯量；
Jm为电机转动惯量；
dNm/dt为电机的角加速度；
因数为常数。
也就是说，基于通过反映在控制开始时间时的变速器的输入扭矩而计算的控制的早期阶段的目标保持接合侧离合器扭矩，通过反映变速器的输入扭矩的绝对值而计算的目标接合侧离合器扭矩持续地增加，结果是，可以计算具有预定斜率(slope)的第一目标接合侧离合器扭矩。
接下来，在第二计算步骤中，从控制开始时间至控制结束时间可以计算第二目标接合侧离合器扭矩，所述控制开始时间为：变速器的输入扭矩的变化率增加到等于或大于参考值时的时间，所述控制结束时间为扭矩切换控制结束时的时间。
例如，通过从控制开始时间开始增加，直到接合侧离合器扭矩达到目标保持接合侧离合器扭矩，可以计算第二目标接合侧离合器扭矩。
详细而言，可以由以下等式2来计算第二目标接合侧离合器扭矩。
等式2
第二目标接合侧离合器扭矩
＝施加离合器扭矩(t–1)值保持+至目标(***)的新自动斜度
＝施加离合器扭矩(t–1)值保持+{(施加离合器目标保持–施加离合器扭矩(t–1)值保持)–至目标(t–1)的新自动斜度}/(扭矩阶段目标时间–阶段持续时间)。
在上述等式2中，施加离合器扭矩(t–1)值保持是：在控制开始时间之前的保持接合侧离合器扭矩(固定值)；
至目标(***)的新自动斜度(Ramp)是：基于控制开始时间的接合侧离合器扭矩直到达到目标保持接合侧离合器扭矩的接合侧离合器扭矩；
至目标(t–1)的新自动斜度是：接合侧离合器扭矩在控制开始时间之前直到达到目标保持接合侧离合器扭矩的每一周期的接合侧离合器扭矩增量值；
扭矩阶段目标时间是：扭矩切换控制目标时间；
阶段持续时间是：扭矩切换控制经过时间。
也就是说，基于在控制开始时间时的接合侧离合器扭矩，离合器扭矩持续地增加，直至在控制结束时间处达到目标保持接合侧离合器扭矩，结果是，可以计算具有预定斜率的第二目标接合侧离合器扭矩。
在第三计算步骤，可以将第一计算步骤和第二计算步骤中计算的值相加，从而计算最终目标接合侧离合器扭矩。
也就是说，第一目标接合侧离合器扭矩和第二目标接合侧离合器扭矩可以相加，以计算最终目标接合侧离合器扭矩，并且可以依据计算出的最终目标接合侧离合器扭矩的曲线来对接合侧离合器扭矩进行控制，从而防止由于接合侧离合器扭矩的不足而导致的离合器释放的现象。
另外，本发明可以进一步包括控制结束确定步骤(S30)，在上升控制步骤(S20)后，该控制结束确定步骤(S30)确定扭矩切换经过时间是否达到扭矩切换目标时间。
也就是说，在执行扭矩切换控制时，当经过的时间达到扭矩切换目标时间时，逻辑控制结束并且惯性阶段开始，以执行剩余的换挡过程。
如上所述，在动力切断的换挡期间，当变速器的输入扭矩过度地变化时，本发明响应于变速器的输入扭矩的变化，控制接合侧离合器扭矩增加。因此，避免了由于接合侧离合器扭矩的不足而导致的离合器释放现象的发生，因此，避免了制动力的不足现象，或者减小了制动力的不足现象，从而改善了车辆的制动线性度并且提高了车辆的行驶稳定性。
同时，根据本发明，在扭矩切换过程期间，当变速器的输入扭矩的变化率小于参考值时，控制器C可以将接合侧离合器扭矩控制为对应于变速器的输入扭矩(S40)。
另外，在步骤S40后，可以确定扭矩切换经过时间是否达到扭矩切换目标时间(S50)。
例如，从扭矩切换控制开始时的控制开始时间至扭矩切换控制结束时的控制结束时间来执行计算，并且基于控制开始时间，从通过反映变速器的输入扭矩而计算的目标接合侧离合器扭矩中，直至控制结束时间，可以增加通过反映变速器的输入扭矩而计算的离合器扭矩，以计算目标接合侧离合器扭矩。
详细而言，可以由以下等式3来计算目标接合侧离合器扭矩。
等式3
目标接合侧离合器扭矩(施加离合器扭矩(t))
＝施加离合器扭矩(t–1)+至目标(*)的自动斜度
＝施加离合器扭矩(t–1)+{(施加离合器目标(**)–施加离合器扭矩(t–1))/(扭矩阶段目标时间–阶段持续时间)}。
在上述等式3中，(施加离合器目标(**)＝{(|变速器的输入扭矩|+因数×(Je(为0，除非当发动机离合器附接时)+Jm)×dNm/dt)}–施加离合器目标保持)；
施加离合器扭矩(t–1)是：在扭矩切换控制开始时间之前的接合侧离合器扭矩；
至目标(*)的自动斜度是：接合侧离合器扭矩从扭矩切换控制开始时间开始直到接合侧离合器扭矩达到扭矩切换控制结束时间；
也就是说，基于在扭矩切换控制开始时间处的接合侧离合器扭矩，离合器扭矩持续地增加至扭矩切换控制结束时间，从而计算具有预定斜率的目标接合侧离合器扭矩。
根据本发明的各种形式，在动力切断的换挡期间，当变速器的输入扭矩的过度地变化时，控制接合侧离合器扭矩增加以响应于变速器的输入扭矩的变化，从而防止或减小由于接合侧离合器扭矩的不足而导致的离合器释放现象的发生，并且防止制动力不足现象，从而改善车辆的制动线性度，并且提高车辆的行驶稳定性。
同时，尽管上文已经详细描述了本发明的具体示例，但是，对于本领域技术人员而言显而易见的是，可以做出各种变型和替代形式，而不脱离本发明的精神和范围。
本发明的描述仅为示例性的性质，因此不偏离本发明的实质的变型旨在落入本发明的范围内。这些变型不被视为偏离本发明的精神和范围。

Claims (4)

1.一种用于混合动力车辆的换挡控制方法，该方法包括：
利用控制器来执行的进入步骤，在该步骤中，响应于动力切断的换挡以进入扭矩切换控制；
利用控制器来执行的上升控制步骤，在该步骤中，在扭矩切换控制期间，当变速器的输入扭矩的变化率等于或大于参考值时，接合侧离合器扭矩增加以对应于变速器的变化的输入扭矩，
其中，所述上升控制步骤包括：
第一计算步骤，其中，从控制开始时间至控制结束时间来计算第一目标接合侧离合器扭矩，该控制开始时间为：当变速器的输入扭矩的变化率上升至等于或大于参考值时的时间，该控制结束时间为：当扭矩切换控制结束的时间；并且通过从目标保持接合侧离合器扭矩中增加离合器扭矩而计算第一目标接合侧离合器扭矩，该目标保持接合侧离合器扭矩通过反映基于控制开始时间的变速器的输入扭矩而计算出，该离合器扭矩通过反映直到控制结束时间的变速器的输入扭矩而计算出；
第二计算步骤，其中，从控制开始时间至控制结束时间来计算第二目标接合侧离合器扭矩，该控制开始时间为：当变速器的输入扭矩的变化率上升至等于或大于参考值时的时间，该控制结束时间为：当扭矩切换控制结束的时间；增加和计算第二目标接合侧离合器扭矩，直至基于控制开始时间的接合侧离合器扭矩达到目标保持接合侧离合器扭矩；
第三计算步骤，其中，通过将在第一计算步骤中计算出的第一目标接合侧离合器扭矩和在第二计算步骤中计算出的第二目标接合侧离合器扭矩相加来计算第三目标接合侧离合器扭矩。
2.根据权利要求1所述的用于混合动力车辆的换挡控制方法，其中，在所述第一计算步骤中，通过以下等式来计算第一目标接合侧离合器扭矩：
第一目标接合侧离合器扭矩
＝(施加离合器目标–施加离合器目标保持)
＝{(|变速器的输入扭矩|+因数×(Je+Jm)×dNm/dt)}–施加离合器目标保持；
其中，施加离合器目标为：通过反映变速器的当前输入扭矩而计算的目标接合侧离合器扭矩；
施加离合器目标保持为：通过反映在控制开始时间时的变速器的输入扭矩而计算的为固定值的目标保持接合侧离合器扭矩；
Je为：发动机转动惯量，该值为0，但当发动机离合器附接时该值不为0；
Jm为：电机转动惯量；
dNm/dt为：电机角加速度；
因数为：常数。
3.根据权利要求2所述的用于混合动力车辆的换挡控制方法，其中，在所述第二计算步骤中，通过以下等式来计算第二目标接合侧离合器扭矩：
第二目标接合侧离合器扭矩
＝施加离合器扭矩(t–1)值保持+至目标的新自动斜度
＝施加离合器扭矩(t–1)值保持+{(施加离合器目标保持–施加离合器扭矩(t–1)值保持)–至目标(t–1)的新自动斜度}/(扭矩阶段目标时间–阶段持续时间)；
其中，施加离合器扭矩(t–1)值保持为：在控制开始时间之前的为固定值的保持接合侧离合器扭矩；
至目标的新自动斜度为：接合侧离合器扭矩，直到基于控制开始时间的接合侧离合器扭矩达到目标保持接合侧离合器扭矩；
至目标(t–1)的新自动斜度为：每一周期的接合侧离合器扭矩的增量值，直到在控制开始时间之前的接合侧离合器扭矩达到目标保持接合侧离合器扭矩；
扭矩阶段目标时间为：扭矩切换控制目标时间；
阶段持续时间为：扭矩切换控制经过时间。
4.根据权利要求1所述的用于混合动力车辆的换挡控制方法，进一步包括：
在所述上升控制步骤之后执行控制结束确定步骤，其中，确定扭矩切换经过时间是否达到扭矩切换目标时间。
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