CN107521486B - 用于混合动力车辆的换挡控制方法 - Google Patents
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Abstract
本发明涉及一种用于混合动力车辆的换挡控制方法,其可以包括以下步骤:电机扭矩确定步骤,其中,在动力切断降挡换挡过程中,利用控制器,确定电机扭矩的状态;齿轮啮合步骤,其中,当电机扭矩为正扭矩时,利用控制器,释放释放侧的离合器并且啮合与接合侧的离合器连接的目标换挡挡位齿轮;辅助控制步骤,其中,利用控制器,将电机扭矩控制到0Nm;升高步骤,其中,在解除辅助控制之后,利用控制器,将电机转速控制为:升高和跟随预定的目标电机转速,该预定的目标电机转速至少高于接合侧的输入轴转速;接合步骤,其中,当电机转速超过接合侧的输入轴转速时,利用控制器,通过接合侧的离合器扭矩来接合接合侧的离合器。
Description
技术领域
本发明涉及这样一种用于混合动力车辆的换挡控制方法:其能够依据从电机输入至变速器的扭矩水平,通过对应于换挡情况的离合器控制策略来确保换挡感觉。
背景技术
自动手动变速器是基于手动换挡机构来自动地控制变速器的系统,并且利用干式离合器来传递发动机的扭矩,相反地,自动变速器则利用扭矩变换器和湿式多片离合器来传递发动机的扭矩。
然而,由于干式离合器具有离合器传递扭矩根据若干因素而产生很大变化的特征,这些因素包括例如:配置元件的单个部分的公差、由耐性处理引起的磨损程度、由高温引起的热变形、以及离合器片的摩擦系数的变化等等,因此在车辆行驶期间难以预期传递至干式离合器的扭矩。
因此,在控制干式离合器期间而不能识别出传递扭矩变化的情况下,由于在干式离合器中会发生过度的滑动或者会发生震动,所以需要一种用于实时地预测干式离合器的扭矩特征的算法。
所以,在现有技术中,已经通过离合器控制来预测出干式离合器的传递扭矩特征,所述离合器控制用于预测干式离合器的传递扭矩映射特性曲线(扭矩-行程曲线:T-S曲线)。这种干式离合器的传递扭矩映射特征曲线(T-S曲线)是根据离合器致动器的行程,将干式离合器的传递扭矩特征构造成数据的曲线。
此外,混合动力车辆通过利用电机来执行再生制动。即是,通过将电机直接地连接至车轮,直到混合动力车辆停止,其能够顺序地控制将要连续地传递至车轮的电机的制动力,由此最大化燃料效率的提高。
然而,如果通过再生制动,随着混合动力车辆的速度非常低时,仅在混合动力车辆停车之前的情况下执行换挡,则存在换挡稳定性降低的问题。
例如,在从第二挡位至第一挡位来执行动力切断降挡换挡的情况下,由于此时的混合动力车辆的速度非常低(大约2~3KPH),所以在形成第二挡位的释放侧的输入轴的转速与在形成第一挡位的接合侧的输入轴的转速之间的转速差很小。
因此,在该情况下接合侧和释放侧的离合器的特征曲线(扭矩-行程曲线(T-S曲线))不正确时,如果执行正常的动力切断降挡换挡,则发生互锁震动的可能性变大,这会产生降低换挡感觉的问题。
公开于本发明背景部分的信息仅仅旨在增强对本发明的总体背景的理解,而不应当被视为承认或以任何形式暗示该信息构成已为本领域技术人员所公知的现有技术。
发明内容
本发明的各个方面致力于提供这样一种用于混合动力车辆的换挡控制方法:其根据从电机输入至变速器的扭矩值,能够通过对应于换挡情况的离合器控制策略来确保换挡感觉。
根据本发明的各个方面,一种用于混合动力车辆的换挡控制方法,其可以包括以下步骤:电机扭矩确定步骤,其中,在动力切断降挡换挡过程中,利用控制器,确定电机扭矩的状态;齿轮啮合步骤,其中,当电机扭矩为正扭矩时,利用控制器,释放释放侧的离合器并且啮合与接合侧的离合器连接的目标换挡挡位齿轮;辅助控制步骤,其中,利用控制器,将电机扭矩控制到0Nm;升高步骤,其中,在解除辅助控制之后,利用控制器,将电机转速控制为:升高和跟随预定的目标电机转速,该预定的目标电机转速至少高于接合侧的输入轴转速;接合步骤,其中,当电机转速超过接合侧的输入轴转速时,利用控制器,通过接合侧的离合器扭矩来接合接合侧的离合器。
该种用于混合动力车辆的换挡控制方法,其可以进一步包括:换挡确定步骤,其中,在所述电机扭矩确定步骤之前,利用控制器,确定当前换挡是否是从第二挡位至第一挡位的动力切断降挡换挡。
当在所述电机扭矩确定步骤中确定的电机扭矩为负扭矩时,可以经由扭矩切换控制来执行降挡换挡,该扭矩切换控制是接合接合侧的离合器并同时释放释放侧的离合器的控制。
在所述升高步骤中,所述目标电机转速可以为:与预定缓行扭矩相对应的电机转速。
根据经由以上问题的解决手段的用于混合动力车辆的换挡控制方法,在执行电机扭矩为+扭矩的动力切断2→1降挡换挡情况下,经由电机控制,电机转速与接合侧的输入轴转速同步,并且释放侧的离合器释放之后接合接合侧的离合器,从而能够防止在相关的换挡情况下产生的互锁震动,因此确保了换挡感觉。
应当理解的是,本文中所使用的术语“车辆”或“车辆的”或其它类似术语通常包括机动车辆,例如包括运动型多用途车辆(SUV)、大客车、大货车、各种商用车辆的乘用车辆,包括各种舟艇、船舶的船只,航空器等,并且包括混合动力车辆、电动车辆、插电式混合动力电动车辆、氢动力车辆以及其它替代性燃料车辆(例如,源于非石油能源的燃料)。正如本文所提到的,混合动力车辆是具有两种或更多种动力源的车辆,例如汽油动力和电力动力两者的车辆。
本发明的方法和装置具有其它的特性和优点,这些特性和优点从并入本文中的附图和随后的具体实施方案中将是显而易见的,或者将在并入本文中的附图和随后的具体实施方案中进行详细陈述,这些附图和具体实施方案共同用于解释本发明的特定原理。
附图说明
图1为示出了应用至本发明的各个实施方案的混合动力DCT车辆的整体配置的示意图;
图2为示出了根据本发明的各个实施方案的换挡控制过程的流程图。
应当理解的是,附图并非按比例地绘制,而是图示性地简化呈现各种特征以显示本发明的基本原理。本文所公开的本发明的具体设计特征(包括例如,具体尺寸、方向、位置和外形)将部分地由具体所要应用和使用的环境来确定。
具体实施方式
下面将详细参考本发明的各种实施方案,这些实施方案的示例示于附图中并且描述如下。尽管将结合示例性实施方案来描述本发明,但是将理解的是,本说明书并非旨在将本发明限制于那些示例性实施方案。相反,本发明旨在不但覆盖这些示例性实施方案,而且覆盖可以包括在由所附权利要求所限定的本发明的精神和范围之内的各种替选方式、修改方式、等同方式以及其它的实施方案。
根据本发明的各个实施方案的用于混合动力车辆的换挡控制方法可以主要包括:电机扭矩确定步骤、齿轮啮合步骤、辅助控制步骤、升高步骤和接合步骤。
通过参照图1和图2来具体地解释本发明的各个实施方案,首先,在电机扭矩确定步骤中,控制器C可以确定在动力切断降挡换挡过程中的电机扭矩的状态。
此时,在电机扭矩确定步骤之前可以进一步地包括换挡确定步骤,所述换挡确定步骤确定当前换挡是否为从第二挡位到第一挡位的动力切断降挡换挡。
即是,在当前换挡情况为从第二挡位到第一挡位的动力切断降挡换挡(在未踩踏加速踏板的状态下的较低挡位换挡)时,可以确定出输入至变速器的电机扭矩为正(+)扭矩还是负(-)扭矩。
考虑到该配置,本发明的各种实施方案可以应用至安装有如图1所示的双离合器变速器(Double Clutch transmission,DCT)的混合动力车辆中。参见图1,在DCT的两个离合器之中的接合侧的离合器和释放侧的离合器被分别标记成附图标记CL1和CL2。用于操作接合侧离合器CL1的接合侧的离合器致动器和用于操作释放侧的离合器CL2的释放侧的离合器致动器被分别标记成附图标记CLA1和CLA2。此外,标记“HSG”表示混合动力起动器发电机(Hybrid Starter Generator)。
此外,接合侧的输入轴和释放侧的输入轴被分别标记成附图标记INPUT1和INPUT2。将设置在接合侧的输入轴和释放侧的输入轴的换挡挡位齿轮进行彼此啮合的第一齿轮致动器和第二齿轮致动器被分别标记成附图标记GA1和GA2。
然而,这仅是便于理解本发明的各个实施方案,接合侧和释放侧可以根据形成当前换挡挡位的离合器和形成目标挡位的离合器是否是任意其中一种离合器来彼此交替地改变。
此外,当在电机扭矩确定步骤确定出电机扭矩为正扭矩时,释放侧的离合器CL2释放,并且连接至接合侧的离合器CL1的目标挡位齿轮可以在齿轮啮合步骤中啮合。
例如,当输入至变速器的电机扭矩为正扭矩时,随着逐步地释放释放侧的离合器扭矩来释放释放侧的离合器CL2,能够经由第一齿轮致动器来开始进行第一挡位的接合。
在辅助控制步骤,控制器C可以将电机扭矩控制至0Nm。
即是,通过将电机扭矩控制到0Nm来控制电机转速朝向正方向(+方向)。
在升高步骤,其能够控制电机转速升高,以跟随目标电机转速,所述目标电机转速至少高于在辅助控制之后释放的接合侧输入轴的转速。
此时,目标电机转速可以为与预定的缓行扭矩相对应的电机转速。
即是,通过第一挡位的啮合,利用第一挡位的传动比,接合侧的输入轴转速增加。此时,与缓行扭矩相对应的电机转速会高于接合侧的输入轴转速。因而,能够控制电机转速进行增加,以对应于缓行扭矩。
在接合步骤,当电机转速超过接合侧的输入轴转速时,通过施加接合侧的离合器扭矩,能够接合接合侧的离合器CL1。
即是,当电机转速随着目标电机转速要增大时,如果电机转速超过作为同步转速的接合侧的输入轴转速,则通过施加接合侧的离合器扭矩而能够接合接合侧的离合器CL1,使得能够执行从第二挡位至第一挡位的降挡换挡。
根据以上配置,如果在低速行驶的情况下(例如,2~3KPH)执行降挡换挡,则会发生由于扭矩-行程(T-S)的不准确而引起的离合器接合失败的情况。
此时,由于电机扭矩为正扭矩,所以电机转速在正方向也有提高的因素。因而,如果经由扭矩切换控制来执行换挡,则在通过接合侧的离合器扭矩施加的同时,朝向正方向的电机转速因素会遭受震动,由此引起了换挡震动。
因此,在电机扭矩为正扭矩的换挡情况下,通过首先释放释放侧的离合器CL2之后接合接合侧的离合器CL1,然后通过电机M的控制将电机转速与接合侧的输入轴转速同步,能够防止在相关的换挡情况下发生互锁震动,且因而确保了换挡感觉。
此外,在本发明的各个实施方案中,当在电机扭矩确定步骤确定出电机扭矩为负扭矩时,能够经由接合接合侧的离合器CL1并且同时释放释放侧的离合器CL2的扭矩切换控制来执行降挡换挡。
即是,由于电机扭矩为负扭矩,如果由于T-S曲线的不准确而离合器接合失败,则电机的转速朝向0RPM。此时,施加离合器扭矩至用于形成第一挡位的接合侧的离合器CL1,电机转速被控制为变换至与第一档位传动比相对应的输入轴转速。
因此,即使经由扭矩切换来执行换挡,随着通过第一档位传动比而稍微地改变,电机转速也可以快速地稳定,使得能够确保稳定的换挡感觉。
在下文中,将描述根据本发明的各个实施方案的换挡控制过程。
参见图2,在步骤S10,在进入从第二挡位至第一挡位的动力切断降挡换挡的情况下,确定出输入至变速器的电机扭矩状态。
当确定出电机扭矩大于A(0Nm)时,在步骤20,形成第二换挡挡位的释放侧的离合器CL2被释放,并且开始第一挡位齿轮的啮合。
另一方面,当电机扭矩小于A(0Nm)时,在步骤90,可以经由扭矩切换控制来执行释放换挡。
此外,在步骤30,确定释放侧的离合器CL2在步骤20之后是否完全地释放。当释放侧的离合器CL2完全释放时,在步骤40,执行将电机扭矩置0Nm的辅助控制。可替选地,当释放侧的离合器CL2未完全释放时,形成第二换挡挡位的释放侧的离合器CL2被释放,并且再次开始第一挡位齿轮的啮合。
随后,在步骤50,确定第一挡位齿轮接合是否完成。当完成了第一挡位齿轮的接合时,在步骤60,电机扭矩的辅助控制解除,并且电机扭矩被控制为根据预定的缓行扭矩来升高。可替选地,当第一挡位齿轮接合未完成时,在步骤40,再次执行将电机扭矩置0Nm的辅助控制。
此后,在步骤70,确定电机转速是否超过接合侧的输入轴转速。当电机转速超过接合侧的输入轴转速时,在步骤80,通过施加接合侧的离合器扭矩而将电机转速限制为接合侧的输入轴转速,使得能够通过接合接合侧的离合器CL1来执行相关的换挡。可替选地,当电机转速未超过接合侧的输入轴转速时,电机扭矩的辅助控制再次解除,并且电机扭矩被控制为根据预定的缓行扭矩来升高。
如上所述,在电机扭矩为正扭矩的动力切断2→1降挡换挡的情况下,首先经由电机M的控制来将电机转速与输入轴转速同步,并且在释放释放侧的离合器CL2之后接合接合侧的离合器CL1,本发明的各个实施方案可以防止在相关的换挡情况下发生互锁震动,从而确保换挡感觉。
前面对本发明具体示例性实施方案所呈现的描述出于说明和描述的目的。前面的描述并非旨在穷举,或者将本发明限制为公开的精确形式,且显然的是,根据以上教导若干修改和变化都是可能的。选择示例性实施方案并进行描述以解释本发明的特定原理及其实际应用,由此使得本领域的其它技术人员能够利用并实现本发明的各种示例性实施方案及其各种可替选方式和修改方式。本发明的范围旨在通过所附权利要求及其等同形式来限定。
Claims (4)
1.一种用于混合动力车辆的换挡控制方法,其包括以下步骤:
电机扭矩确定步骤,其中,在动力切断降挡换挡过程中,利用控制器,确定电机扭矩的状态;
齿轮啮合步骤,其中,当电机扭矩为正扭矩时,利用控制器,释放释放侧的离合器并且啮合与接合侧的离合器连接的目标换挡挡位齿轮;
辅助控制步骤,其中,利用控制器,将电机扭矩控制到0Nm;
升高步骤,其中,在解除辅助控制之后,利用控制器,将电机转速控制为:升高和跟随预定的目标电机转速,该预定的目标电机转速至少高于接合侧的输入轴转速;
接合步骤,其中,当电机转速超过接合侧的输入轴转速时,利用控制器,通过接合侧的离合器扭矩来接合接合侧的离合器。
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,其进一步包括:换挡确定步骤,其中,在所述电机扭矩确定步骤之前,利用控制器,确定当前换挡是否是从第二挡位至第一挡位的动力切断降挡换挡。
3.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,当在所述电机扭矩确定步骤中确定的电机扭矩为负扭矩时,经由扭矩切换控制来执行降挡换挡,该扭矩切换控制是接合接合侧的离合器并同时释放释放侧的离合器的控制。
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,其中,在所述升高步骤中,所述目标电机转速包括:与预定缓行扭矩相对应的电机转速。
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KR101756026B1 (ko) | 2017-07-10 |
US10166967B2 (en) | 2019-01-01 |
US20170361830A1 (en) | 2017-12-21 |
CN107521486A (zh) | 2017-12-29 |
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