CN109958756A - 用于减少离合器磨损的变速器控制方法及通过其控制的自动变速器 - Google Patents

用于减少离合器磨损的变速器控制方法及通过其控制的自动变速器 Download PDF

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CN109958756A
CN109958756A CN201811384314.0A CN201811384314A CN109958756A CN 109958756 A CN109958756 A CN 109958756A CN 201811384314 A CN201811384314 A CN 201811384314A CN 109958756 A CN109958756 A CN 109958756A
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control method
engine
hsg
state
transmission control
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CN109958756B (zh
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崔钟益
金俊亨
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Hyundai Kefico Corp
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Hyundai Autron Co Ltd
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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
    • B60K6/22—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
    • B60K6/38—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 driveline clutches
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Abstract

本发明提出一种用于减少离合器磨损的变速器控制方法及通过其控制的自动变速器。根据本发明的实施例的变速器控制方法适用于混合动力车辆，并安装有用于冷却发动机离合器的独立流量调节阀门及发动机离合器冷却流路，包括：HSG状态辨识步骤，对混合动力启动机发电机的状态进行判断；驱动马达启动执行步骤，当在HSG状态辨识步骤中HSG的状态是无法操作的状态时，利用驱动马达对发动机进行启动；以及冷却执行步骤，与所述驱动马达启动执行步骤同时进行，驱动独立流量调节阀门，从而向发动机离合器冷却流路额外供给流量。根据本发明，提供一种变速器控制方法，在HSG无法正常操作的情况下，通过驱动马达执行启动，能够降低发动机离合器的磨损。

Description

用于减少离合器磨损的变速器控制方法及通过其控制的自动 变速器
技术领域
本发明涉及一种变速器控制方法及通过其控制的自动变速器，更为详细地，涉及一种能够降低发动机离合器的磨损的变速器控制方法及通过其控制的自动变速器，在混合动力启动机发电机(HSG，Hybrid Starter Generator)无法正常操作的情况下，通过驱动马达执行启动。
背景技术
通常，车辆的变速器作为一种装置，其设置于离合器和推进轴之间，根据车辆的行驶状态的变化增减发动机的旋转力的同时，能够使得车辆后退行驶，其大致分为手动变速器和自动变速器，所述手动变速器由驾驶员直接控制变速档数，所述自动变速器通过TCU等控制器自动控制变速档数。
其中，自动变速器由制动器、液压控制装置、单向离合器等组成，所述制动器用于控制多个离合器和行星齿轮单元的操作，所述多个离合器和行星齿轮单元为了离合器操作和变速操作而内置于外壳，所述液压控制装置利用液压来控制摩擦元件，所述单向离合器用于提升变速感，所述变速感包括控制变速中的扭矩变化及缩短变速时间等。
在此，所述制动器为了从扭矩变换器接收发动机的输出，从而使其按照适当的旋转速度及扭矩变换，并使得时常处于啮合状态的多个齿轮排列，由此为了通过齿轮获取规定旋转比，使得这些齿轮被所述离合器和制动器等摩擦元件选择性操作。
并且，所述液压控制装置为了根据变速而使得相应摩擦元件操作，使得对液压油的流动进行调节的多个变速阀门设置于阀门体上，由此通过多个阀门将液压油向相应摩擦元件供给，并选择性操作摩擦元件，从而通过此摩擦元件使得所述行星齿轮单元按照相应的旋转比及扭矩对发动机驱动力进行变速输出，所述多个阀门被变速器控制单元(TCU)控制，所述变速器控制单元(TCU)设置成使得预先输入根据车辆的各种行驶状态的变速模式。
根据所述提及的现有技术的自动变速器的代表例子在图1中示出。
如在图1中可以确认的，根据现有技术的自动变速器10包括行星齿轮装置5、副轴4、单向离合器10、轮齿C”、外环11、内环12、波形弹簧20、主变速档部A、副变速档部B及壳体C’。
包括这样的构成的现有技术的自动变速器10的效果在于，因为停止后再启动时防止了变速壳体和外环的齿间冲击，所以变速冲击减小，防止变速器壳体轮齿的损坏和磨损，提升变速器的耐久性。
另外，在现有技术的混合动力车辆(Transmission mounted Electric device，安装变速器的电动装置)中，除了发动机为了充电而被启动(cranking)时以外，在发动机启动后接合发动机离合器，可通过发动机+马达的驱动力进行行驶。启动发动机的方法虽然可以通过普通的混合动力启动机发电机(HSG，Hybrid Starter Generator)来执行，但是当HSG无法被驱动时，通过驱动马达可启动发动机。
根据现有技术，在HSG故障时，为了启动发动机，在物理保持N档后，通过驱动马达启动发动机。
在所需的扭矩较高的状态下(急加速状况等)，尝试启动发动机的情况下，向发动机离合器的摩擦面施加过多的负荷，从而发生磨损。
为了解决这样的问题，也使用如下控制方法，在启动之前的状况下通过驱动马达接合发动机离合器，之后处于接合发动机离合器状态的发动机离合器以跛行模式(limphome)行驶。
但是，这样的方法也具有如下问题，向发动机离合器施加过度负荷而发生磨损。
由此，需要一种技术能够解决所述提及的现有技术的问题。
【先行技术文献】
【专利文献】
(专利文献0001)韩国登记专利第10-0569318号(2006年4月3日登记)
发明内容
要解决的技术课题
本发明的目的在于提供一种变速器控制方法及通过其控制的自动变速器，所述方法在混合动力启动机发电机(HSG，Hybrid Starter Generator)无法正常操作的情况下，通过驱动马达执行启动，从而能够使得发动机离合器的磨损降低。
课题的解决手段
为了实现这个目的，根据本发明的一方面的变速器控制方法是对自动变速器进行控制的方法，所述自动变速器适用于混合动力车辆，并安装有用于冷却发动机离合器的独立流量调节阀门及发动机离合器冷却流路，所述方法可包括如下步骤：HSG状态辨识步骤，对混合动力启动机发电机(HSG，Hybrid Starter Generator)的状态进行判断；驱动马达启动执行步骤，当在HSG状态辨识步骤中HSG的状态是无法操作的状态时，利用驱动马达对发动机进行启动(cranking)；以及冷却执行步骤，与所述驱动马达启动执行步骤同时进行，驱动独立流量调节阀门，从而向发动机离合器冷却流路额外供给流量。
在本发明的一个实施例中，所述驱动马达启动执行步骤能够在通过HSG无法启动(cranking)发动机的状态时执行。
在本发明的一个实施例中，所述变速器控制方法还可包括HSG启动执行步骤，在所述HSG状态辨识步骤中，如果HSG的状态是正常状态，通过HSG启动发动机。
在本发明的一个实施例中，所述变速器控制方法还可包括：功率增加启动辨识步骤，判断发动机是否因驾驶员要求功率增加而启动；及功率减少停止辨识步骤，判断发动机是否因驾驶员要求功率减少而停止。
此时，如果是发动机因驾驶员要求功率增加而启动的状态，能够通过峰值(peak)rpm控制方法来控制电动油泵(EOP，Electric Oil Pump)的操作，所述峰值rpm在规定时间内操作RPM急剧增加。
此外，如果是发动机因驾驶员要求功率增加而启动的状态，通过根据EOP所需流量值的RPM控制方法能够对EOP的操作进行控制，所述EOP所需流量值通过用安全系数乘以变速器油流量与能够降低发动机离合器的摩擦的流量相加的值而得到。
此外，如果是发动机因驾驶员要求功率增加而启动的状态，当传递至EOP的命令RPM值与实际EOP的驱动RPM值的差异值小于已设定的基准值时，打开独立流量调节阀门从而可执行冷却执行步骤。
此时，独立流量调节阀门的开启时间超过已设定的基准值时，能够向发动机离合器提供液压。
在本发明的一个实施例中，如果是发动机因驾驶员要求功率增加而启动的状态，当传递至EOP的命令RPM值与实际EOP的驱动RPM值的差异值大于等于已设定的基准值时，可切断独立流量调节阀门。
此时，在切断独立流量调节阀门后，能够向发动机离合器提供液压，并向EOP传递现有命令RPM值。
在本发明的一个实施例中，如果是发动机因驾驶员要求功率减少而停止的状态，在切断独立流量调节阀门后，向发动机离合器提供液压，并向EOP传递现有命令RPM值。
本发明还可提供一种通过所述变速器控制方法控制的变速器，根据本发明的一个方面的自动变速器适用于混合动力车辆，并包括用于冷却发动机离合器的独立流量调节阀门及发动机离合器冷却流路，所述自动变速器可包括：检测部，其对HSG是否正常操作进行检测，并将检测出的数据传递至控制部；控制部，其以所述检测部所检测出的数据为基础，利用驱动马达来启动发动机，与此同时，驱动独立流量调节阀门，从而能够控制向发动机离合器冷却流路供给额外的流量；存储器，其存储检测部所检测的数据，并存储有规定的程序代码和数据，所述程序代码用于控制自动变速器的全部操作，所述自动变速器通过变速器控制方法进行控制，所述数据是在利用所述程序代码执行操作时输入及输出的数据。
发明的效果
如以上所说明的，提供一种变速器控制方法，根据本发明的变速器控制方法，其包括特定结构的HSG状态辨识步骤、驱动马达启动执行步骤及冷却执行步骤，从而在HSG无法正常操作的情况下通过驱动马达执行启动，能够降低发动机离合器的磨损。
此外，根据本发明的变速器控制方法，其分为：功率增加启动辨识步骤，判断发动机是否因驾驶员要求功率增加而启动；及功率减少停止辨识步骤，判断发动机是否因驾驶员要求功率减少而停止，并控制EOP的操作，从而能够执行最适合变速器的操作状况的控制操作，进而能够实现应答性提升的EOP操作，并最终能够迅速向发动机离合器冷却流路额外提供流量，从而能够显著降低发动机离合器磨损。
此外，根据通过本发明的变速器控制方法控制的自动变速器，其在HSG无法正常操作的情况下，通过驱动马达执行启动的同时，向安装于发动机离合器的冷却流路额外提供流量，从而能够降低发动机离合器的磨损，并可实现摩擦面的负荷减少的效果，从而在车辆行驶中即使发动机重复启动和停止，也能够显著提升制动能量回收的回收效率。
附图说明
图1是示出根据现有技术的包括磨损防止装置的离合器的截面图。
图2是示出根据本发明的一个实施例的自动变速器的构成图。
图3是示出根据本发明的一个实施例的变速器控制方法的流程图。
图4是示出根据本发明的一个实施例的变速器控制方法的顺序图。
具体实施方式
以下，参照附图对本发明的优选实施例进行详细说明。在此之前，本说明书和权利要求中所使用的术语或单词不能限定解释为通常或事先定义的意思，应以符合本发明的技术思想的意思和概念来解释。
本说明书整体上，当提及某部件位于另一部件“上”时，其不仅包括某部件与另一个部件相接的情况，还包括在两个部件之间存在又另一个部件的情况。本说明书整体上，当提及某部分包括某构成要素时，其只要没有特别相反的记载，即意味着并非排除其他构成要素而还可包括其他构成要素。
图2示出了根据本发明的一个实施例的自动变速器的构成图，图3示出了根据本发明的一个实施例的变速器控制方法的流程图。
参照这些附图，根据本实施例的变速器控制方法S100是如下方法：适用于混合动力车辆，对安装有用于冷却发动机离合器101的独立流量调节阀门102及发动机离合器冷却流路103的自动变速器100进行控制。
如图3所示，根据本实施例的变速器控制方法S100，其可提供一种变速器控制方法，所述方法包括特定结构的HSG状态辨识步骤S110、驱动马达启动执行步骤S120及冷却执行步骤S130，从而在混合动力启动机发电机无法正常操作的情况下通过驱动马达来执行启动时，能够降低发动机离合器的磨损。
以下，参照附图对组成本实施例的变速器控制方法S100的构成进行详细说明。
图4是示出根据本发明的一个实施例的变速器控制方法的顺序图。
同时参照此附图以及图2和图3，根据本实施例的HSG状态辨识步骤S110是对HSG的状态进行判断的步骤。
在执行HSG状态辨识步骤S110后，如图4所示，可执行功率(power)增加启动辨识步骤S115和功率减少停止辨识步骤S116。
具体而言，功率增加启动辨识步骤S115是这样一种步骤：判断发动机是否因驾驶员要求功率增加而启动。此外，功率减少停止辨识步骤S116是这样一种步骤：判断发动机是否因驾驶员要求功率减少而停止。
由此，根据本实施例，分为功率增加启动辨识步骤和功率减少停止辨识步骤，从而控制EOP的操作，进而能够执行最适合变速器的操作状况的控制操作，并能够实现应答性提升的EOP操作，并最终能够迅速向发动机离合器冷却流路提供额外的流量，从而能够显著降低发动机离合器的磨损，所述功率增加启动辨识步骤用于判断发动机是否因驾驶员要求功率增加而启动，所述功率减少停止辨识步骤用于判断发动机是否因驾驶员要求功率减少而停止。
此时，如果是发动机因驾驶员要求功率增加而启动的状态，能够通过峰值(peak)rpm控制方法来控制电动油泵(EOP，Electric Oil Pump)的操作，所述峰值rpm在规定时间内操作RPM急剧增加。此外，通过根据EOP所需流量值的RPM控制方法能够对EOP的操作进行控制，所述EOP所需流量值通过用安全系数乘以变速器油流量与能够降低发动机离合器的摩擦的流量相加的值而得到。
此外，如果是发动机因驾驶员要求功率增加而启动的状态，当传递至EOP的命令RPM值与实际EOP的驱动RPM值的差异值小于已设定的基准值时，如图4所示，打开独立流量调节阀门从而可执行冷却执行步骤。此时，独立流量调节阀门102的开启时间超过已设定的基准值时，能够向发动机离合器提供液压。
相反地，如果是发动机因驾驶员要求功率增加而启动的状态，当传递至EOP的命令RPM值与实际EOP的驱动RPM值的差异值大于等于已设定的基准值时，可切断独立流量调节阀门。此时，在切断独立流量调节阀门102后，能够向发动机离合器101提供液压，并向EOP传递现有命令RPM值。
另外，如果是发动机因驾驶员要求功率减少而停止的状态，在切断独立流量调节阀门102后，向发动机离合器101提供液压，并向EOP传递现有命令RPM值。
如以上做出的说明，根据本发明的变速器控制方法S100，其可提供一种变速器控制方法，所述方法包括特定结构的HSG状态辨识步骤S110、驱动马达启动执行步骤S120及冷却执行步骤S130，从而在混合动力启动机发电机(HSG，Hybrid Starter Generator)无法正常操作的情况下通过驱动马达来执行启动，能够降低发动机离合器的磨损。
本发明还可提供被所述变速器控制方法S100控制的自动变速器100，根据本实施例的自动变速器100适用于混合动力车辆，并包括用于冷却发动机离合器101的独立流量调节阀门102及发动机离合器冷却流路103。
具体而言，如图2所示，根据本实施例的自动变速器100包括执行特定作用的检测部110，控制部120及存储器130，从而能够降低发动机离合器的磨损，并可实现摩擦面的负荷减少的效果，从而在车辆行驶中即使发动机重复启动和停止，也能够显著提升制动能量回收的回收效率。
具体而言，根据本实施例的检测部110对HSG是否正常操作进行检测，并将检测出的数据传递至控制部120。
控制部120以检测部110所检测出的数据为基础，利用驱动马达104来启动(cranking)发动机，与此同时，驱动独立流量调节阀门102，从而能够控制成向发动机离合器冷却流路103额外供给流量。
此外，根据本实施例的存储器130存储检测部110所检测的数据，并存储有规定的程序代码和数据，所述程序代码用于控制自动变速器的全部操作，所述自动变速器通过变速器控制方法控制，所述数据是在利用所述程序代码执行操作时输入及输出的数据。
根据本实施例的存储器130是存储有数据等的空间或存储区域的总称，可以是电可擦可编程只读存储器(EEPROM，Electrically Erasable and Programmable Read OnlyMemory)、闪存存储器(FM，Flash Memory)、硬盘驱动器(Hard Disk Drive)等形态。
所述提及的根据本发明的变速器控制方法S100可以制作为在计算机中运行的程序，从而存储于计算机能够读取的记录媒介中，计算机可读取的记录媒介的例子有：ROM、RAM、CD-ROM、磁带、软盘、光学数据存储装置等，并也包括以载波(例如通过互联网传送)形态实现。
计算机能够读取的记录媒介分散于通过互联网连接的计算机系统中，计算机可读取的代码能够通过分散方式得到存储和执行。并且用于实现所述方法的功能性(function)程序、代码及代码段可轻易被实施例所属的技术领域内的编程人员推导。
在以上的本发明的详细说明中，对其的特别实施例进行了记述。但是，应理解本发明不限定于详细说明中所提及的特别的形态，而应理解为包括在被所附的权利要求书所定义的本发明的精神和范围内的全部变形物、均等物及替代物。
换句话说，本发明并非限定于所述的特定实施例及说明，在不脱离权利要求书中请求的本发明的要旨的情况下，本发明所属技术领域内具有通常知识的任何人员可实施多种变形，与其相同的变形属于本发明的保护范围内。
【标号说明】
100：自动变速器
101：发动机离合器
102：独立流量调节阀门
103：发动机离合器冷却流路
104：驱动马达
110：检测部
120：控制部
130：存储器
S100：变速器控制方法
S110：HSG状态辨识步骤
S115：功率增加启动辨识步骤
S116：功率减少停止辨识步骤
S120：驱动马达启动执行步骤
S130：冷却执行步骤
S140：HSG启动执行步骤。

Claims (12)

1.一种变速器控制方法，其是对自动变速器(100)进行控制的方法，所述自动变速器(100)适用于混合动力车辆，并安装有用于冷却发动机离合器(101)的独立流量调节阀门(102)及发动机离合器冷却流路(103)，其特征在于，所述方法包括：
HSG状态辨识步骤(S110)，对混合动力启动机发电机HSG的状态进行判断；
驱动马达启动执行步骤(S120)，当在HSG状态辨识步骤(S110)中HSG的状态是无法操作的状态时，利用驱动马达(104)对发动机进行启动；以及
冷却执行步骤(S130)，与所述驱动马达启动执行步骤(S120)同时进行，驱动独立流量调节阀门(102)，从而向发动机离合器冷却流路(103)额外供给流量。
2.根据权利要求1所述的变速器控制方法，其特征在于，
所述驱动马达启动执行步骤(S120)在通过HSG无法启动发动机的状态时执行。
3.根据权利要求1所述的变速器控制方法，其特征在于，
所述变速器控制方法(S100)还包括HSG启动执行步骤(S140)，在所述HSG状态辨识步骤(S110)中，如果HSG的状态是正常状态，通过HSG启动发动机。
4.根据权利要求1所述的变速器控制方法，其特征在于，
所述变速器控制方法(S100)还包括：
功率增加启动辨识步骤(S115)，判断发动机是否因驾驶员要求功率增加而启动；及
功率减少停止辨识步骤(S116)，判断发动机是否因驾驶员要求功率减少而停止。
5.根据权利要求4所述的变速器控制方法，其特征在于，
如果是发动机因驾驶员要求功率增加而启动的状态，通过峰值rpm控制方法来控制EOP的操作，所述峰值rpm在规定时间内操作RPM急剧增加。
6.根据权利要求4所述的变速器控制方法，其特征在于，
如果是发动机因驾驶员要求功率增加而启动的状态，通过根据EOP所需流量值的RPM控制方法对EOP的操作进行控制，所述EOP所需流量值通过用安全系数乘以变速器油流量与能够降低发动机离合器的摩擦的流量相加的值而得到。
7.根据权利要求4所述的变速器控制方法，其特征在于，
如果是发动机因驾驶员要求功率增加而启动的状态，当传递至EOP的命令RPM值与实际EOP的驱动RPM值的差异值小于已设定的基准值时，打开独立流量调节阀门从而执行冷却执行步骤。
8.根据权利要求7所述的变速器控制方法，其特征在于，
独立流量调节阀门(102)的开启时间超过已设定的基准值时，向发动机离合器提供液压。
9.根据权利要求4所述的变速器控制方法，其特征在于，
如果是发动机因驾驶员要求功率增加而启动的状态，当传递至EOP的命令RPM值与实际EOP的驱动RPM值的差异值大于等于已设定的基准值时，切断独立流量调节阀门。
10.根据权利要求9所述的变速器控制方法，其特征在于，
在切断独立流量调节阀门(102)后，向发动机离合器(101)提供液压，并向EOP传递现有命令RPM值。
11.根据权利要求4所述的变速器控制方法，其特征在于，
如果是发动机因驾驶员要求功率减少而停止的状态，在切断独立流量调节阀门(102)后，向发动机离合器(101)提供液压，并向EOP传递现有命令RPM值。
12.一种自动变速器，其适用于混合动力车辆，并包括用于冷却发动机离合器(101)的独立流量调节阀门(102)及发动机离合器冷却流路(103)，其特征在于，所述自动变速器包括：
检测部(110)，其对HSG是否正常操作进行检测，并将检测出的数据传递至控制部(120)；
控制部(120)，其以所述检测部所检测出的数据为基础，利用驱动马达(104)来启动发动机，与此同时，驱动独立流量调节阀门(102)，控制向发动机离合器冷却流路(103)供给额外的流量；以及
存储器(130)，其存储所述检测部(110)所检测的数据，并存储有规定的程序代码和数据，所述程序代码用于控制自动变速器的全部操作，所述自动变速器通过变速器控制方法进行控制，所述数据是在利用所述程序代码执行操作时输入及输出的数据。
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