CN109555797A - 用于控制具有自动手动变速器的车辆的离合器的方法 - Google Patents
用于控制具有自动手动变速器的车辆的离合器的方法 Download PDFInfo
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
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- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
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- B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract
本申请涉及一种用于控制具有自动手动变速器的车辆的离合器的方法,其中涉及一种提高离合器的耐久度和换挡稳定性的技术。本发明提供了一种用于控制自动手动变速器(AMT)车辆的离合器的方法,该方法通过在滑动控制之后执行离合器的完全锁定控制来学习离合器的特性曲线,从而减少微小滑动控制时间,进而提高了离合器的耐久度。此外,通过预测完全锁定控制之后再次开始换挡时的时间,并且通过重新开始微小滑动控制,该方法可以缩短用于后续换挡的接通离合器的时间。
Description
技术领域
本发明涉及一种控制装配有自动手动变速器(AMT)的车辆的离合器的方法,其在车辆移动时适当地控制离合器的微小滑动控制和完全锁定控制的时刻。
背景技术
本节中的陈述仅提供涉及本发明的背景信息,并不会构成现有技术。
为了提高燃料效率和动力传输效率,AMT系统将发动机和离合器直接地连接,但是另一方面,这种AMT系统没有阻尼因数,因此根据扭矩的改变会产生震动或者离合器的滑动。因此,会需要实时地预测离合器的传输扭矩特性的算法。
因此,通常利用干式离合器的扭矩行程曲线(T-S曲线)来预测离合器的传输扭矩特性。这里,通过将依据离合器致动器行程的干式离合器的传输扭矩特性转换成数据来获得T-S曲线。
同时,不同于双离合变速器(DCT),自动手动变速器(AMT)与常规的手动变速器具有相同的系统特性。也就是说,AMT配置为离合器通常处于接合状态的常闭类型,从而传递发动机的动力。
在AMT的结构中,如果为了学习离合器传输扭矩的特性曲线而以与DCT相同的方式来执行微小滑动控制,则恒定负载会施加至离合器膜片弹簧和释放轴承,这会导致变速器的硬件问题,例如变速器耐久度的下降。
以上技术背景的描述仅仅旨在帮助理解本发明的背景技术,而不应认为是承认该描述属于本领域技术人员公知的现有技术。
发明内容
本发明提供一种控制AMT车辆的离合器的方法,其在车辆移动时适当地控制离合器的微小滑动控制和完全锁定控制的时刻,以提高离合器的耐久度。
在本发明的一些形式中,用于控制AMT车辆的离合器的方法可以包括:当在AMT车辆工作期间完成至当前挡位的换挡时,利用控制器执行离合器的微小滑动控制,以学习离合器传输扭矩特性;基于离合器传输扭矩特性,当满足滑动释放条件时,利用控制器执行离合器的完全锁定控制;当基于包括AMT车辆的行驶状态的行驶情况而确定需要从当前挡位换挡至目标挡位时,利用控制器,在开始换挡至目标挡位前执行离合器的微小滑动控制。
在执行离合器的完全锁定控制中,当发动机扭矩与离合器扭矩之间的差的绝对值保持为低于参考值持续预定时间量时,并且当离合器的滑动量的绝对值保持为低于参考值持续预定时间量时,可以确定满足滑动释放条件。
执行离合器的完全锁定控制可以包括:利用离合器致动器控制离合器扭矩,使得离合器扭矩上升至离合器特性曲线上的最大传输扭矩;当离合器扭矩达到最大传输扭矩时,断开离合器致动器。
在开始换挡至目标挡位前执行离合器的微小滑动控制可以进一步包括:当离合器扭矩达到最大传输扭矩时,在断开离合器致动器之后,接通离合器致动器,以执行离合器的微小滑动控制。
在开始换挡至目标挡位前执行离合器的微小滑动控制可以进一步包括:当基于当前车速的增加或者减少而预测的偏移车速值等于或大于基于当前车速与换挡后的车速之间的差来计算的速度差值时,确定需要从当前挡位换挡至目标挡位。
在开始换挡至目标挡位前执行离合器的微小滑动控制可以进一步包括:当输入轴的旋转速度小于预防失速转速时,执行离合器的微小滑动控制,通过将预定转速值与预定发动机怠速转速相加来计算所述预防失速转速。
本发明可以有助于:在离合器的滑动控制过程期间,当完成关于离合器的特性曲线的学习时,通过执行离合器的完全锁定控制,可以减少车辆移动时的微小滑动控制时间,从而提高了离合器的耐久度。此外,本发明可以有助于:通过预测在完全锁定控制之后再次开始换挡的时间,并且通过重新开始微小滑动控制,由于用于下次换挡的接通离合器的时间被缩短,使得可以减少换挡控制时间。
通过本文提供的说明,其它应用领域将变得明显。应当理解,本说明书和具体实施例仅是旨在用于说明的目的,而并不旨在限制本发明的保护范围。
附图说明
为了可以很好地理解本发明,现在参考所附附图,以给出的示例的方式来描述其各种形式,在这些附图中:
图1为示出了AMT车辆的动力系结构的示例的示意图;
图2为示出了离合器控制方法的流程图;
图3为用于解释发动机和离合器在每一个时期的行为的示意图;以及
图4为用于解释利用换挡模式和车辆速度来预测后续换挡的原理的示意图。
本文描述的附图仅用于说明的目的,而并不旨在以任何方式限制本发明的范围。
具体实施方式
下面的说明在本质上仅仅是示例性的,并非旨在限制本发明、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。
在本发明的一些形式中,控制AMT车辆离合器的方法可以配置为包括:第一滑动控制步骤、完全锁定控制步骤和第二滑动控制步骤。
将参考图1对本发明进行具体描述。首先,在第一滑动控制步骤,当在车辆移动时完成至当前挡位的换挡时,控制器1可以执行离合器(CL)的微小滑动控制,从而学习离合器的传输扭矩特性。
例如,为了学习离合器的传输扭矩特性,离合器(CL)被控制为轻微地滑动。当在车辆移动时接合变速器齿轮时,执行离合器(CL)的微小滑动控制,从而通过降低离合器的目标扭矩而将离合器转速和发动机转速控制为保持微小滑动。
换句话说,由于在微小滑动状态中发动机的角速度是恒定的,所以不需要考虑发动机的转动惯量。因此,发动机的扭矩在物理上变成与离合器的扭矩相等,因此,可以利用发动机扭矩和离合器致动器的行程,通过微小滑动控制来获得T-S曲线。
也就是说,由于干式离合器的特性实时变化,因此可以通过一直执行微小滑动控制而预测干式离合器的特性,从而确保变速器的驱动性能和可控性能。
接下来,在完全锁定控制步骤中,当在学习离合器特性的过程中满足滑动释放条件时,控制器1可以执行离合器(CL)的完全锁定控制。
例如,利用离合器致动器(CA)的操作,通过执行控制为使离合器扭矩上升至离合器特性曲线上的最大传输扭矩,可以实施离合器(CL)的完全锁定控制。
这里,如果发动机扭矩与离合器扭矩之间的差的绝对值保持为低于参考值持续预定时间量,并且如果离合器(CL)的滑动量的绝对值保持为低于参考值持续预定时间量,则可以确定满足滑动释放条件,随后可以将过程控制为进入离合器(CL)的完全锁定控制。
在第二滑动控制步骤中,当基于反映车辆的行驶状态的行驶情况而确定需要从当前挡位换挡至目标挡位时,在开始换挡至目标挡位之前,控制器1可以允许执行离合器(CL)的微小滑动控制。
作为用于确定是否需要从当前挡位换挡至目标挡位的行驶情况的示例,如果根据当前车速的增加或者降低来预测的偏移车速值等于或者大于当前车速和与其临近的换挡模式中的经改变的车速之间的差,则可以确定需要从当前挡位换挡至目标挡位。
也就是说,如图4所示,在车辆当前在第N+1挡位下行驶的情况下,能够获得通过换挡模式而换挡至第N+2挡位所需的车速,因此,可以获得当前车速与换挡至第N+2挡位时的车速之间的差值(车速差值)。
同时,当车辆加速时,可以计算并且预测偏移车速值,该偏移车速值是取决于车辆加速度的车速变化量。
因此,当通过将偏移车速值与当前车速相加得到的车速大于通过将车速差值与当前车速相加得到的车速时,可以预测需要换挡至对应于车辆的行驶情况的目标挡位。
如上所述,在本发明的一些形式中,为了学习离合器的传输扭矩特性曲线,从当前行驶挡位的实际换挡完成时开始执行离合器(CL)的微小滑动控制,当对离合器的传输扭矩特性曲线的学习完成到一定程度时,则执行完全断开离合器(CL)的控制。
也就是说,在离合器(CL)的微小滑动控制之后,通过利用完全锁定控制来减少离合器(CL)的微小滑动控制时间,从而由于离合器致动器(CA)的操作,可以缩短针对离合器膜片弹簧和释放轴承的负载施加时间,从而提高了离合器(CL)的耐久度。
此外,通过预测在完全锁定控制之后重新开始换挡的时间,可以将该过程控制为重新开始微小滑动控制。因此,由于在后续换挡时离合器扭矩过大,可以缩短接通离合器(CL)的时间,从而将传输控制的延长率最小化,进而实现换挡的稳定性。
同时,所述完全锁定控制步骤可以进一步包括关闭操作步骤,其在离合器扭矩达到最大传输扭矩时关闭离合器致动器(CA)。
也就是说,当离合器扭矩根据控制(其中,通过离合器致动器(CA)的操作,离合器(CL)在接合方向上移动)而达到最大传输扭矩时,可以通过膜片弹簧的弹性力而保持离合器(CL)的完全锁定状态,甚至不需要离合器致动器(CA)的控制。
因此,当车辆在保持离合器(CL)的完全锁定状态的情况下行驶时,可以不运行离合器致动器(CA),从而提高燃料效率。
当然,所述第二滑动控制步骤可以进一步包括接通操作步骤,其在离合器致动器(CA)的断开操作之后,通过接通离合器致动器(CA)以运行而执行离合器(CL)的微小滑动控制。
也就是说,当对换挡的再次开始进行预测时,再次需要离合器(CL)的微小滑动控制。在这时,通过运行离合器致动器(CA)来执行离合器(CL)的微小滑动控制。
同时,在第二滑动控制步骤中,当输入轴的转速变为小于预防失速(stall-prevention)转速时,可以执行离合器(CL)的微小滑动控制,通过将预定转速值与预定发动机怠速转速相加来获得所述预防失速转速。
也就是说,如果发动机的驱动力没有克服车辆的负载,则在车辆行驶时,当离合器(CL)接合时,由于发动机的驱动力经由离合器(CL)而传输至车辆,会发生发动机停顿的发动机失速现象。因此,当输入轴的旋转速度变为小于预定的预防失速转速时,可以执行离合器(CL)的滑动控制,从而防止发动机失速现象的发生。
图2示出了在本发明的一些形式中的AMT车辆的离合器控制的流程图,参见图2,当完成实际换挡至第N+1挡位,使得当前行驶挡位从第N挡位切换至第N+1挡位时(S10),从实际换挡完成时开始执行微小滑动控制,同时将离合器(CL)的滑动量保持在10~30RPM(S20)。在这种状态下,以预定的时间量来学习离合器传输扭矩特性曲线(S30)。
在上述滑动控制过程中,可以确定发动机扭矩与离合器扭矩之间的差的绝对值是否在大于B的时间内保持为小于A,并且可以确定离合器(CL)的滑动量(发动机转速-输入轴的旋转速度)的绝对值是否在大于D的时间内保持为小于C(S40)。作为确定的结果,如果满足上述条件,则增加离合器扭矩,以执行离合器(CL)的完全锁定控制(S50)。
之后,根据离合器(CL)的完全锁定控制,可以确定离合器扭矩是否已经达到离合器特性曲线上的最大传输扭矩(S60),并且作为在步骤S60中的确定结果,如果确定了离合器扭矩已经达到最大传输扭矩,则将离合器致动器(CA)断开(S70)。
接下来,基于存储在车辆中的换挡模式和车速信息,确定车辆当前是否处于以下行驶状态:需要从第N+1挡位升挡到第N+2挡位,或者需要从第N+1挡位降挡到第N挡位(S80)。
作为在步骤S80中的确定结果,例如,当根据车辆的加速度确定需要升挡至第N+2挡位时,接通离合器致动器(CA)以进行运行(S90)。之后,在开始换挡至第N+2挡位前,执行离合器(CL)的微小滑动控制(S100),从而缩短了开始换挡至第N+2挡位时释放离合器所需的换挡时间。
如上所述,在离合器(CL)的滑动控制过程期间,当关于离合器(CL)的特性曲线的学习完成至一定程度时,通过执行离合器(CL)的完全锁定控制,本发明可以减少车辆移动时的微小滑动控制时间,从而提高了离合器(CL)的耐久度。
此外,通过预测在完全锁定控制之后再次开始换挡的时间,并且通过执行控制以重新开始微小滑动控制,由于在后续换挡时用于接通离合器(CL)的时间被缩短,使用本发明可以减少换挡控制时间。
本公开的说明书仅仅为示例性性质,因此不偏离本发明的实质的变体形式旨在落入本发明的范围内。这种变化不应看作对本发明的精神和范围的偏离。
Claims (6)
1.一种用于控制自动手动变速器车辆的离合器的方法,该方法包括:
当在自动手动变速器车辆工作期间完成至当前挡位的换挡时,利用控制器执行离合器的微小滑动控制,以学习离合器传输扭矩特性;
基于离合器传输扭矩特性,当满足滑动释放条件时,利用控制器执行离合器的完全锁定控制;
当基于包括自动手动变速器车辆的行驶状态的行驶情况而确定需要从当前挡位换挡至目标挡位时,利用控制器,在开始换挡至目标挡位前执行离合器的微小滑动控制。
2.根据权利要求1所述的用于控制自动手动变速器车辆的离合器的方法,其中,执行离合器的完全锁定控制包括:
当发动机扭矩与离合器扭矩之间的差的绝对值保持为低于参考值持续预定时间量时,并且当离合器的滑动量的绝对值保持为低于参考值持续预定时间量时,确定满足滑动释放条件。
3.根据权利要求1所述的用于控制自动手动变速器车辆的离合器的方法,其中,执行离合器的完全锁定控制包括:
利用离合器致动器控制离合器扭矩,使得离合器扭矩上升至离合器特性曲线上的最大传输扭矩;
当离合器扭矩达到最大传输扭矩时,关闭离合器致动器。
4.根据权利要求3所述的用于控制自动手动变速器车辆的离合器的方法,其中,在开始换挡至目标挡位前执行离合器的微小滑动控制进一步包括:
当离合器扭矩达到最大传输扭矩时,在断开离合器致动器之后,打开离合器致动器,以执行离合器的微小滑动控制。
5.根据权利要求1所述的用于控制自动手动变速器车辆的离合器的方法,其中,在开始换挡至目标挡位前执行离合器的微小滑动控制进一步包括:
当偏移车速值大于或等于速度差值时,确定需要从当前挡位换挡至目标挡位,其中,所述偏移车速值是基于当前车速的增加或者减少而预测的,所述速度差值是基于当前车速与换挡后的车速之间的差来计算的。
6.根据权利要求1所述的用于控制自动手动变速器车辆的离合器的方法,其中,在开始换挡至目标挡位前执行离合器的微小滑动控制进一步包括:
当输入轴的旋转速度小于预防失速转速时,执行离合器的微小滑动控制,通过将预定转速值与预定发动机怠速转速相加来计算所述预防失速转速。
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US10640100B2 (en) | 2020-05-05 |
KR20190034990A (ko) | 2019-04-03 |
US20190092311A1 (en) | 2019-03-28 |
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CN109555797B (zh) | 2021-10-01 |
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