CN110933941B - 用于在再生制动阶段期间控制挡位变化的方法 - Google Patents

用于在再生制动阶段期间控制挡位变化的方法 Download PDF

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CN110933941B
CN110933941B CN201880047200.9A CN201880047200A CN110933941B CN 110933941 B CN110933941 B CN 110933941B CN 201880047200 A CN201880047200 A CN 201880047200A CN 110933941 B CN110933941 B CN 110933941B
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A·莱弗尔
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Renault SAS
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Abstract

一种用于在再生制动阶段期间控制双离合器混合动力变速器的两个输入轴上的挡位变化的方法，该双离合器混合动力变速器在对该双离合器的控制下将燃烧发动机的扭矩、以及通过这两个输入轴之一与该双离合器相独立地连接到车轮的电动机器的扭矩传送至该车轮，其特征在于，通过选择另一个输入轴上的最优传动比(Gear_opt)来补偿由于在将该电动机器连接到这些车轮的轴上的挡位变化期间由该电动机器所传送的扭矩的中断而引起的车辆减速损失。

Description

用于在再生制动阶段期间控制挡位变化的方法
技术领域
本发明涉及控制混合动力变速器，尤其涉及双离合器混合动力变速器。
更具体地，本发明涉及一种用于在再生制动阶段期间控制双离合器混合动力变速器的两个输入轴上的挡位变化的方法，该双离合器混合动力变速器在对该双离合器的控制下将内燃发动机的扭矩、以及通过这两个输入轴之一与该双离合器相独立地连接到车轮的电动机器的扭矩传送至车轮。
本发明还涉及一种在再生制动模式下控制挡位变化的变速器、以及一种包括这样的变速器的动力传动系。
背景技术
根据图1中的简图，混合动力双离合器变速器(dual clutch transmission，DCT)使得可以通过使用永久地连接到车辆的车轮的电动机器的电功率来在车辆的某些驾驶阶段期间优化车辆的消耗和污染物排放。
此变速器具有两个输入轴和两个离合器E1、E2。电动机器ME由主要在减速阶段期间进行充电的电池进行供电，在减速阶段期间，内燃发动机ICE被关闭并且不连接到车轮，而电动机器被连接到车轮。然后，电动机器ME以“发电模式”运行，在发电模式下，电动机器将车辆的动能转换为电能。在这些减速阶段期间，需要改变传动比以使电动机器在输出方面处于其针对最小可实现扭矩等的最优运行范围。
在减速中的挡位变化期间，电动机器暂时与车轮断开联接，并且不再对车辆的动能进行再生。由于内燃发动机也与车轮断开联接，因此不会产生负扭矩或发动机制动。发动机制动的暂时缺失会引起在车辆用户的驾驶愉悦性方面的显著问题。
在减速中连接至电动机器ME的变速器的输入轴上的挡位变化阶段(X，Y，Z…)期间，由于电动机器与车轮的暂时断开联接引起暂时的发动机制动失去。可以通过应用与变速器的另一个输入轴相关联的离合器来在一定程度上对此进行补偿。当在此轴上接合挡位(A，B，C…)时，内燃发动机对该轴旋转的阻力于是产生负扭矩，该负扭矩通过(即使部分地)闭合该轴的离合器而被传送到车轮。
为了限制由于使用内燃发动机的旋转的阻力借助于变速器的未连接至电动机器及其离合器的输入轴而产生的车辆减速损失，选择此轴上的挡位是非常重要的。
发明内容
本发明的目的是选择用于对在配备有混合动力DCT(其中，电动机器连接到输入轴之一)的车辆在减速阶段期间的发动机制动失去加以补偿的最优挡位。
为此，本发明提出了通过选择另一个输入轴上的最优挡位来对由于在将电动机器连接到车轮的轴上的挡位变化期间由该电动机器所传送的扭矩的中断而引起的车辆减速损失加以补偿。
优选地，根据在该轴上的有资格的挡位上所估计的减速损失来选择最优挡位。
还从根据车辆的速度而可能的有资格的挡位中选择该挡位。
附图说明
参照附图阅读对本发明的非限制性实施例的以下说明将更清楚地理解本发明，在附图中：
-图1是展示了本发明所涉及的类型的变速器的简化架构简图，
-图2是所提出的策略的逻辑简图，并且
-图3展示了此策略的操作。
具体实施方式
图2中概述的策略被分解成几个步骤，从而引导选择最优传动比，以补偿减速阶段期间的发动机制动失去。该策略仅在内燃发动机关闭时应用。在下面的描述中，“有资格的挡位”是指变速器中的位于未连接至电动机器的输入轴上的所有挡位。
第一步骤F1包括定义有资格的挡位上所可以产生的最大补偿力F_max_comp_wheel。内燃发动机处的最大可允许扭矩Tq_max_eng_no_rot对应于在不旋转内燃发动机的情况下可以通过离合器的摩擦施加在曲轴上的扭矩。该扭矩主要根据内燃发动机油温而变化。冷油比热油意味着更高的可允许最大扭矩。该可允许最大扭矩的值由专用软件功能确定。该可允许最大扭矩被发送到变速器，以补偿发动机制动失去。所获得的最大补偿力F_max_comp_wheel对应于车轮上的由放置在未连接至电动机器的输入轴上的离合器的摩擦引起的力。根据以下公式，这些最大补偿力取决于有资格的挡位及其相关联的减速比：F_max_comp_wheel＝(Tq_max_eng_no_rot×有资格的挡位的总减速比)
/车辆车轮半径。
第二步骤F2包括估计由于在减速阶段中电动机器的挡位变化而引起的减速损失Accel_loss_esti。这些值是根据在步骤F1中计算出的在有资格的挡位上所可以产生的最大补偿力F_max_comp_wheel、和由动力传动系(GMP)仅以电动机器所产生的力F_gmp_wheel计算出的：
Accel_loss_esti＝(F_gmp_wheel+F_max_comp_wheel)/车辆重量。
第三步骤F3包括计算用于在步骤F6中建立最优补偿挡位设定点的减速损失Accel_loss_esti_arb。在此步骤中，将减速变化范围Accel_loss_acp添加至在步骤F2中获得的减速损失Accel_loss_esti。软件控制偏差Accel_loss_acp在物理上对应于在减速中电动机器的挡位变化阶段期间用户在驾驶愉悦性方面可以忍受的减速变化：
Accel_loss_esti_arb＝Accel_loss_esti-Accel_loss_acp
第四步骤F4包括根据在有资格的挡位上授权的最大发动机速度N_max_gear来确定用于选择有资格的挡位的可能的最大速度VS_max_gear，以便防止变速器的部件(轴承等)发生将导致机械损坏的超速。这些速度是在速度高于其时就不能将有资格的挡位选择为最优补偿挡位的速度：
VS_max_gear＝N_max_gear×有资格的挡位的总减速比×3.6×PI/30
×车轮半径。
第五步骤F5包括根据当前车辆速度Veh_speed和在步骤F4中计算出的有资格的挡位的可能的最大速度VS_max_gear来确定可能的有资格的挡位Gear_vs_ena。如果车辆的速度Veh_speed低于可能的最大速度Vs_max_gear，则这些挡位是可允许的。
第六步骤F6包括选择用于补偿减速损失的最优挡位Gear_opt。在该阶段，仅考虑作为车辆速度的函数的可能的有资格的挡位Gear_vs_ena。
-如果若干可允许的挡位Gear_vs_ena导致大于零的减速损失(意味着将完成补偿)，则选择具有最低的减速比的挡位，
-如果Gear_vs_ena列表上有单个有资格的挡位导致大于零的减速损失，则将选择该挡位。
-如果没有一个可允许的挡位Gear_vs_ena导致大于零的减速损失(意味着补偿只可能是部分的)，则选择具有最高减速比的挡位。
然后，可以将所选的挡位Gear_opt发送给变速器，该变速器负责挡位变化期间的补偿、使每个挡位接合、并且根据所选的补偿挡位Gear_opt和内燃发动机处的在不旋转的情况下的最大可允许扭矩Tq_max_eng_no_rot应用离合器以产生补偿所需的扭矩。
在图3中，在配备有七速变速器的车辆的情况下通过示例展示了该策略，其中，挡位1、3、5和7位于未连接至电动机器的轴上，而挡位2、4和6在连接至电动机器的轴上。
在该示例中，内燃发动机处的在不旋转的情况下的最大可允许扭矩Tq_max_eng_no_rot具有35Nm的值。
步骤F1用于基于该值(Tq_max_eng_no_rot＝35Nm)来确定针对每个有资格的挡位可以由未连接至电动机器的轴的离合器的摩擦而在车轮处产生的补偿力F_max_comp_wheel：
-1档时2109N
-3档时770N
-5档时404N
-7档时258N。
在步骤F2中，基于先前的值F_max_comp_wheel和由电动机器在车轮处产生的力F_gmp_wheel(其值为-1000N)来估计在电动机器的挡位变化期间每个有资格的补偿挡位的减速损失。该损失为：
-1档时0.72m/s2
-3挡时-0.15m/s2
-5挡时-0.39m/s2
-7挡时-0.48m/s2。
步骤F3基于每个挡位的所估计的减速损失Accel_loss_esti和减速损失可接受水平Accel_loss_acp来确定用于选择最优补偿挡位的减速损失值Accel_loss_esti_arb：
-1档时0.92m/s2
-3档时0.05m/s2
-5挡时-0.19m/s2
-7挡时-0.28m/s2。
在步骤F4中，基于在内燃发动机上授权的最大发动机速度N_max_gear针对每个可能的补偿挡位确定最大车辆速度Vs_max_gear以用于授权补偿挡位：N_max_gear＝
-1档时5000rpm
-3档时5500rpm
-5档时4800rpm
-7档时5200rpm。
由此，得出最大速度VS_max_gear＝
-1档时30km/h
-3档时70km/h
-5档时160km/h
-7挡时250km/h。
步骤F5继续根据车辆速度Veh_speed(60km/h)和在每个有资格的挡位上授权的最大速度VS_max_gear确定可能的有资格的挡位Gear_vs_ena：
-当Veh_speed>30km/h时，挡位1不可用
-当Veh_speed<[70 160 250]km/h时，挡位3、5和7可用。
在步骤F6中，获得最优补偿挡位Gear_opt：在所有可能的有资格的挡位Gear_vs_ena中，只有挡位3具有大于0的减速损失值Accel_loss_esti_arb。因此，该挡位被采用为最优补偿挡位。
本发明提出了双离合器混合动力变速器包括两个输入轴，这两个输入轴在对该双离合器的控制下将内燃发动机的扭矩、以及通过这两个输入轴之一与该双离合器相独立地连接到车轮的电动机器的扭矩传送至车轮。在该变速器上，根据上文所描述的方法来补偿由于在将电动机器连接到车轮的轴上的挡位变化期间由该电动机器所传送的扭矩的中断而引起的车辆减速损失。
本发明还涉及的混合动力传动系(GMP)包括内燃发动机和电动机器，该内燃发动机和该电动机器各自的扭矩通过这样的变速器被传送至车轮。

Claims (7)

1.一种用于在再生制动阶段期间控制双离合器式混合动力变速器的两个输入轴上的挡位变化的方法，该双离合器式混合动力变速器在对该双离合器的控制下将内燃发动机的扭矩、以及通过这两个输入轴之一与该双离合器相独立地连接到车轮的电动机器的扭矩传送至该车轮，其中，在该发动机被关闭的情况下的再生制动阶段期间，通过应用该变速器的这些离合器来补偿由于在将该电动机器连接到这些车轮的轴上的挡位变化期间由该电动机器所传送的扭矩的中断而引起的车辆减速损失，其特征在于，根据在另一个输入轴上有资格的挡位上的所估计的减速损失(Accel_loss_esti_arb)来在该另一个轴上选择用于该补偿的最优挡位(Gear_opt)，其中，这些有资格的挡位上的减速损失(Accel_loss_esti_arb)是由于该电动机器的挡位变化引起的减速损失(Accel_loss_esti)与表示对用户而言可接受的减速损失的范围(Accel_loss_acp)之和，以及其中，基于可以由这些有资格的挡位上的摩擦产生的最大补偿力(F_max_comp_wheel)和来自该电动机器的通过该变速器在这些车轮处供应的力(F_gmp_wheel)来计算由于将该电动机器连接到这些车轮的该输入轴上的挡位变化而引起的该减速损失(Accel_loss_esti)。
2.如权利要求1所述的方法，其特征在于，从根据车辆速度而可能的有资格的挡位(Gear_vs_ena)中选择该最优挡位。
3.如权利要求2所述的方法，其特征在于，根据该车辆的当前速度(Veh_speed)和这些有资格的挡位的可能的最大速度(Vs_max_gear)来确定这些可能的有资格的挡位(Gear_vs_ena)。
4.如权利要求3所述的方法，其特征在于，根据这些挡位上的最大速度(N_max_gear)来确定这些有资格的挡位的可能的最大速度(Vs_max_gear)，以使得能够保护该变速器的部件。
5.如权利要求1所述的方法，其特征在于，基于在不旋转该内燃发动机的情况下所能够施加给曲轴的最大扭矩(Tq_max_eng_no_rot)来计算在这些有资格的挡位上能够产生的这些最大补偿力(F_max_comp_wheel)。
6.一种具有两个输入轴的双离合器式混合动力变速器，这两个输入轴在对该双离合器的控制下将内燃发动机的扭矩、以及通过这两个输入轴之一与该双离合器相独立地连接到车轮的电动机器的扭矩传送至该车轮，其中，在该发动机被关闭的情况下的再生制动阶段期间，通过该变速器的这些离合器的摩擦和对在另一个输入轴上的挡位(Gear_opt)的选择来补偿由于在将该电动机器连接到这些车轮的轴上的挡位变化期间由该电动机器所传送的扭矩的中断而引起的车辆减速损失，其特征在于，在该另一个输入轴上选择的挡位是根据在该另一个轴上有资格的这些挡位上的所估计的减速损失(Accel_loss_esti_arb)用于该补偿的最优挡位，其中，这些有资格的挡位上的减速损失(Accel_loss_esti_arb)是由于该电动机器的挡位变化引起的减速损失(Accel_loss_esti)与表示对用户而言可接受的减速损失的范围(Accel_loss_acp)之和，以及其中，基于可以由这些有资格的挡位上的摩擦产生的最大补偿力(F_max_comp_wheel)和来自该电动机器的通过该变速器在这些车轮处供应的力(F_gmp_wheel)来计算由于将该电动机器连接到这些车轮的该输入轴上的挡位变化而引起的该减速损失(Accel_loss_esti)。
7.一种混合动力传动系，包括内燃发动机和电动机器，其特征在于，通过如权利要求6所述的变速器将该内燃发动机和该电动机器的扭矩传送至该车轮。
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