CN108216239B - 具有dct的车辆的控制方法 - Google Patents

具有dct的车辆的控制方法 Download PDF

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CN108216239B
CN108216239B CN201710617623.7A CN201710617623A CN108216239B CN 108216239 B CN108216239 B CN 108216239B CN 201710617623 A CN201710617623 A CN 201710617623A CN 108216239 B CN108216239 B CN 108216239B
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temperature
odd
gear
numbered stage
clutch
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CN108216239A (zh
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曹云起
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Hyundai Motor Co
Kia Corp
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Kia Motors Corp
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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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/184—Preventing damage resulting from overload or excessive wear of the driveline
    • B60W30/186—Preventing damage resulting from overload or excessive wear of the driveline excessive wear or burn out of friction elements, e.g. clutches
    • 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
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    • 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
    • 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
    • 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
    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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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
    • 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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    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
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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

本发明提供一种具有双离合变速器(DCT)的车辆的控制方法可包括以下步骤：感测步骤，其中控制器感测车辆的当前接合挡位、道路的倾斜度和车辆速度；比较步骤，其中，在感测步骤后，当当前接合挡位是第一挡、道路的倾斜度在设定范围内，且车辆速度为设定车辆速度以下时，控制器将变速器的奇数挡离合器的温度与设定温度进行比较；以及调整步骤，作为比较步骤的结果，当奇数挡离合器的温度为设定温度以上时，控制器调整换挡模式，以换到第二挡。

Description

具有DCT的车辆的控制方法
技术领域
本发明涉及一种减少或防止双离合器变速器(DCT)的离合器过热的控制方法。
背景技术
本部分中的说明仅提供与本发明有关的背景信息，且其可能不构成现有技术。
与使用液力变矩器和湿式多片离合器的常规的自动变速器不同，作为自动控制手动变速器的机构的系统，双离合器变速器(DCT)使用干式离合器将发动机转矩传递给换挡机构。
在使用干式离合器的这种DCT中，在动力通过盘的摩擦材料的摩擦进行传递时由离合器的滑动产生的转矩的损耗被转换成热能并发热，但是由于系统中没有冷却机构，因此与湿式DCT不同，上述DCT易受到热的影响。
我们已经发现，当驾驶员在平缓的斜坡以第一挡重复停止和起动的车辆时，对于奇数挡，热量集中在离合器上，因此与常规换挡不同，离合器可能容易过热。
发明内容
本发明提供了一种具有DCT的车辆的控制方法，当驾驶员在缓坡上以第一挡重复停止和起动具有DCT的车辆时，特别地，根据对于奇数挡齿轮的离合器的温度，通过直接换到第二档，该方法减少或防止奇数档挡齿轮的齿轮过热。
为了实现本发明的目标，一种用于具有双离合变速器(DCT)的车辆的控制方法包括：感测步骤，其中控制器感测车辆的当前接合的挡位、道路的倾斜度和车辆速度；比较步骤，其中在感测步骤后，当当前接合的挡位是第一挡、道路的倾斜度在设定范围内，且车辆速度为设定车辆速度以下时，控制器将变速器的奇数挡离合器的温度与设定温度进行比较；以及调整步骤，作为比较步骤的结果，当奇数挡离合器的温度为设定温度以上时，控制器调整换挡模式，以换到第二挡。
调整步骤包括以下步骤：通过控制器，调低升挡模式，从而相对于先前换挡模式，以低的车辆速度换到更高的挡位。
调整步骤可包括以下步骤：通过控制器增加转矩映射图的增益，以增加取决于加速器踏板的踏下程度的发动机转矩。
控制器还可在感测步骤中另外地感测奇数挡离合器的温度的斜率，并且仅当奇数挡离合器的温度的斜率等于或大于设定斜率时，可执行比较步骤。
该方法还可包括标准化步骤，其中，在调整步骤后，当奇数挡离合器的温度低于设定温度或者偶数挡离合器的温度等于或大于设定温度时，控制器将换挡模式标准化，使其成为基准换挡模式。
该方法还可包括标准化步骤，其中，在调整步骤后，当奇数挡离合器的温度低于设定温度或者偶数挡离合器的温度等于或高于设定温度时，控制器将换挡模式标准化，使其成为基准换挡模式，并且将转矩映射图标准化，使其成为基准转矩映射图。
根据用于具有DCT的车辆的控制方法，当车辆在缓坡上以第一挡重复且交替地停止和起动时，可以减少或防止奇数挡离合器的过热，从而可以提高变速器的耐久性。
根据本文所提供的描述，进一步的应用范围将变得显而易见。应当理解的是，下文描述和具体示例仅旨在用于说明的目的，并不旨在限制本发明的范围。
附图说明
为了能良好地理解本发明，现将参考附图描述以示例方式给出的本发明的各种实施方式，其中：
图1是示出具有DCT的车辆的结构的视图；
图2是示出在本发明的一种实施方式中具有DCT的车辆的控制方法的流程图；
图3是示出在本发明的一种实施方式中换挡模式的变化的曲线图；以及
图4是示出本在本发明的一种实施方式中转矩映射图的变化的曲线图。
此处描述的附图仅用于说明的目的，并不意图以任何方式限制本发明的范围。
具体实施方式
下文描述本质上仅仅是示例性的，并不意图限制本发明、及其应用或用途。应当理解的是，贯穿附图，相应的附图标记表示相似或相应的部件和特征。
图1是示出在本发明的一种实施方式中具有DCT的车辆的结构的图。参考图1，在具有DCT的车辆中，来自发动机10的动力通过变速器20中的多个离合器选择性地传递到差速齿轮。变速器是包括奇数挡离合器和偶数挡离合器的双离合变速器(DCT)，其中奇数挡离合器将具有奇数挡的齿轮箱与发动机连接，且偶数挡离合器将具有偶数挡的齿轮箱与发动机连接。
车辆中的控制器50通过电子控制单元(ECU)30控制发动机RPM和发动机转矩，并且通过变速器控制单元(TCU)40估计变速器20中的齿轮控制和离合器温度。此外，在一种实施方式中，控制器50感测车辆行驶时道路的倾斜度和车辆速度的信息。下面将对具有DCT的车辆中的部件的详细操作进行描述。
图2是示出本发明的一种实施方式中的具有DCT的车辆的控制方法的流程图。参考图2，具有DCT的车辆的控制方法可包括：感测步骤(S100)，其中控制器50感测车辆的当前接合的挡位，道路的倾斜度和车辆速度；比较步骤(S110)，其中，在在感测步骤(S100)后，当当前接合的挡位是第一挡、道路的倾斜度在设定范围内、且车辆速度等于或小于设定车辆速度时，控制器50将变速器20的奇数挡离合器的温度与设定温度进行比较。以及调整步骤(S120)，其中作为比较步骤(S110)的结果，当奇数挡离合器的温度等于或高于设定温度时，控制器50调整换挡模式使其为第二挡。
执行感测步骤(S100)以确定驾驶员是否在缓坡上交替地重复停止车辆和以第一挡起动车辆。在这种情况下，与第一挡的连接奇数挡离合器因重复接合/脱离/滑动而产生热量，因此热仅集中在奇数挡离合器上并且可能会过热。因此，需要一种用于减少或防止奇数挡离合器过热的控制逻辑。
例如，假设将范围设定成在与相对于水平地面具有5～15％的倾斜度的上坡对应的倾斜度内，并确定设定的车辆速度为30kph，当控制器50确定当前接合挡位是第一挡时，道路的倾斜度在5～15％的范围内，且通过感测步骤(S100)车辆速度为30kph以下时，确定车辆处于缓坡重复加油门情况，其中车辆在缓坡上在以第一挡重复并交替地停止和起动，随后可以执行以下逻辑来减少或防止奇数挡离合器过热。
通过测试确定的设定范围和设定车辆速度可以根据车辆或设计者而变化，因此不应受限于具体值。
如下文逻辑，控制器50通过TCT 40估计奇数挡离合器的温度，并执行将估计温度与设定温度进行比较的比较步骤(S100)，从而检验由奇数挡离合器产生的热的程度。
当奇数挡离合器的温度是设定温度以上时，控制器50调整换挡模式以换挡成第二挡。在执行换挡到第二挡后，奇数挡离合器通过因旋转而产生的强制对流进行冷却，并且偶数挡离合器在开始运行时因滑动而产生热量。因此，集中在奇数挡离合器上的产生的热可被分散到偶数挡离合器，因此可以抑制或防止奇数挡离合器的过热。
详细地，在调整步骤中(S120)，控制器50可调低升挡模式，从而相对于之前换挡模式，以低的车辆速度换到更高的挡位。
图3是示出本发明的一种实施方式的换挡模式的变化的曲线图。参考图3，在调整步骤(S120)前的升挡模式中的第一挡-先前换挡模式如虚线所示。然而，当执行调整步骤(S120)时，如箭头端的实线所示，调低第一挡-升挡模式，从而能够引发以较低的车辆速度换挡到第二挡。
因此，当车辆处于缓坡重复加油门的情况下时，可通过快速换到第二挡来减少或防止奇数挡离合器上的热集中。
此外，在调整步骤(S120)中，控制器50可以增加转矩映射图的增益，以增加取决于加速器踏板的踏下程度的发动机转矩。
图4是示出在本发明的一种实施方式中转矩映射图的变化的曲线图。参照图4，虚线表示调整步骤(S120)前的转矩映射图，且实线表示调整步骤(S120)后的转矩映射图。
即，转矩映射图的增益基于作为加速器踏板的踏下量的APS值而增加，因此即使能够快速执行换挡至第二挡，也能够将动力保持在与车辆以第一挡驱动时相同的水平。
再次参考图2，控制器50还可在感测步骤(S100)中感测奇数挡离合器的温度的斜率，并且仅当奇数挡离合器的温度的斜率为设定斜率以上时，才可执行比较步骤(S110)。
此处，控制器50通过TCU 40估计根据奇数挡离合器的温度变化的斜率，并且当确定奇数挡离合器的温度的斜率大时，控制器50确定过热的可能性高，并执行比较步骤(S110)。
在另一方面，该方法还可包括标准化(normalizing)步骤(S130)，其中，在调整步骤(S120)后，当奇数挡离合器的温度小于设定温度或偶数挡离合器的温度为设定温度以上时，控制器50将换挡模式标准化，使其成为基准换挡模式。
即，当确定奇数挡离合器的温度被标准化或偶数挡离合器过热时，可调高第一挡换挡模式，使其成为先前的换挡模式，从而换到第一挡。
因此，可以保持车辆的最高的行车稳定性，并抑制或防止偶数挡离合器的过热。
在调整步骤(S120)后，当奇数挡离合器的温度小于设定温度或偶数挡离合器的温度为设定温度以上时，如果在调整步骤(S120)中向上调整转矩映射图(S120)，则该方法还可包括标准化步骤(S130)，其中控制器50将换挡模式标准化，使其成为基准换挡模式，并将转矩映射图标准化，使其成为基准转矩映射图。即，将转矩映射图标准化以对应于换到第一挡，从而确保车辆的先前的行车稳定性。
根据用于具有DCT的车辆的控制方法，当车辆在缓坡上以第一挡重复且交替地停止和起动时，可减少或防止奇数挡离合器的过热，因此可提高变速器的耐久性。
尽管参考在附图中示出的具体实施方式描述了本发明，但对于本领域技术人员显而易见的是，在不违背本发明的范围的情况下，本发明可以各种方式进行变化和修改。

Claims (6)

1.一种具有双离合变速器(DCT)的车辆的控制方法，所述方法包括以下步骤：
感测步骤，其中控制器感测车辆的当前接合的挡位、道路的倾斜度和车辆速度；
比较步骤，其中在所述感测步骤后，当所述当前接合的挡位是第一挡、所述道路的倾斜度在设定范围内，且所述车辆速度等于或小于设定的车辆速度时，所述控制器将变速器的奇数挡离合器的温度与设定温度进行比较；以及
调整步骤，作为所述比较步骤的结果，当所述奇数挡离合器的温度等于或高于设定温度时，所述控制器调整换挡模式，以换到第二挡。
2.根据权利要求1所述的方法，其中，所述调整步骤包括：通过所述控制器，调低升挡模式，从而相对于先前换挡模式，以低的车辆速度换到更高的挡位。
3.根据权利要求1所述的方法，其中所述调整步骤包括：通过所述控制器增加转矩映射图的增益，以增加取决于加速器踏板的踏下程度的发动机转矩。
4.根据权利要求3所述的方法，所述方法还包括以下步骤：
标准化步骤，其中，在所述调整步骤后，当所述奇数挡离合器的温度低于设定温度或者偶数挡离合器的温度等于或大于设定温度时，所述控制器将换挡模式标准化，使其成为基准换挡模式，并且将转矩映射图标准化，使其成为基准转矩映射图。
5.根据权利要求1所述的方法，所述方法还包括以下步骤：
在所述感测步骤中，通过所述控制器感测所述奇数挡离合器的温度的斜率，并且仅当所述奇数挡离合器的温度的斜率等于或大于设定斜率时，执行所述比较步骤。
6.根据权利要求1所述的方法，所述方法还包括以下步骤：
标准化步骤，其中，在所述调整步骤后，当所述奇数挡离合器的温度低于设定温度或偶数挡离合器的温度等于或高于设定温度时，所述控制器将换挡模式标准化，使其成为基准换挡模式。
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