CN111791876B - 基于序列式混动变速器同步器挂挡控制方法 - Google Patents

基于序列式混动变速器同步器挂挡控制方法 Download PDF

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CN111791876B
CN111791876B CN202010752940.1A CN202010752940A CN111791876B CN 111791876 B CN111791876 B CN 111791876B CN 202010752940 A CN202010752940 A CN 202010752940A CN 111791876 B CN111791876 B CN 111791876B
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speed
motor
input shaft
gear
rotating speed
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CN111791876A (zh
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谭章麒
罗会兵
刘增玥
邓涛
王毅
谭清
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Chongqing Tsingshan Industrial Co Ltd
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Abstract

本发明公开了一种基于序列式混动变速器同步器挂挡控制方法，包括以下步骤：S1，根据输入轴转速和目标输出轴转速计算同步器两端的同步转速差；S2，根据同步转速差及变速器油温，TCU判断并选择普通挂挡方式或者调速挂挡方式，当TCU选择普通挂挡方式时，直接进入挂挡控制；S3，当TCU选择调速挂挡方式时，则进入输入轴调速，在完成输入轴调速后再进入挂机挡控制；S4，所述挂挡控制为：控制P3电机和P1电机的工作模式，通过换挡电机占空比控制换挡鼓电机进行拨叉挂档。本发明使用控制策略降低挂挡时同步器同步容量需求，同时一定程度上降低挂挡时间。

Description

基于序列式混动变速器同步器挂挡控制方法
技术领域
本发明专利属于汽车变速器控制领域，特别是涉及一种基于序列式混动变速器同步器挂挡控制方法。
背景技术
随着世界制造业的腾飞，人类生存环境面临着挑战，以化石燃油为能源的传统汽车行业必定面临变革和挑战。而未来以新能源为支持的混合动力环保汽车将逐渐成为支撑汽车行业发展的重要组成部分和重大突破口。
混合动力汽车是在同一辆车辆上装有两种不同的储能装置和动力装置，并通过控制系统使两套动力系统及储能装置相互协调工作，使两套驱动装置进行互补，达到节能减排的目的。但是在基于序列式单离合器变速器结构的P1及P3混动专用变速器，受结构和控制方式限制，同步器所需同步容量大、挂挡同步时间长。
发明内容
本发明提供一种基于序列式混动变速器同步器挂挡控制方法，本发明使用控制策略降低挂挡时同步器同步容量需求，同时一定程度上降低挂挡时间。
基于序列式混动变速器同步器挂挡控制方法，包括以下步骤：
S1，根据输入轴转速和目标输出轴转速计算同步器两端的同步转速差；
S2，根据同步转速差及变速器油温，TCU判断并选择普通挂挡方式或者调速挂挡方式，当TCU选择普通挂挡方式时，直接进入挂挡控制；
S3，当TCU选择调速挂挡方式时，则进入输入轴调速以减小同步器挂挡时的同步转速差，在完成输入轴调速后再进入挂机挡控制；
S4，所述挂挡控制为：控制P3电机和P1电机的工作模式，通过换挡电机占空比控制换挡鼓电机进行拨叉挂档。
进一步地，步骤S1中计算同步转速差的过程为：
S10，TCU通过输入轴传感器获取实际输入轴转速信号，将该输入轴转速记为转速M1；
S11，通过输出轴转速传感器或者驱动轮轮速传感器及目标挡位速比，获得输入轴目标转速，该输入轴目标转速记为转速M2，即 M2=输出轴转速/目标挡位速比；
S12，实际输入轴转速与输入轴目标转速差即为同步转速差，即同步转速差=M1-M2。
进一步地，步骤S2中，当同步转速差小于TCU中设置的同步转速差的阈值时，TCU选择普通挂挡方式，当同步转速差大于TCU中设置的同步转速差的阈值时，TCU选择调速挂挡方式。
进一步地，在步骤S3中的输入轴调速包括：
S30，通过CAN信号控制P3电机模式为扭矩模式，P3电机扭矩为驾驶员需求扭矩/P3电机速比；
S31，通过CAN信号控制P1电机为转速模式，P1电机目标转速为输出轴转速计算到输入轴转速M1加上转速偏移值D；
S32，控制离合器扭矩在半联动点附近，拉升输入轴转速M1，当输入轴转速大于输入轴目标转速M2时，控制离合器脱开到半联动点以下，输入轴调速完成。
进一步地，步骤S4中通过以下过程控制P3电机和P1电机的工作模式：
通过CAN信号控制P3电机模式为扭矩模式，P3电机扭矩为驾驶员需求扭矩/P3电机速比；
通过CAN信号控制P1电机为转速模式，P1电机目标转速为由输出轴转速计算到输入轴目标转速M2。
进一步地，P1电机目标转速=输出轴转速×当前档位速比。
本发明的优点为：
（1）、降低对变速器同步器同步容量的需求，同时降低变速器硬件成本及设计难度。由于调速挂挡可以减小同步器挂挡时的同步转速差，所以在相同挂挡时间的边界条件下，可以降低对同步器同步容量的需求，降低同步容量的同时，同步器可以减少摩擦环的数量，降低变速器轴向尺寸。
（2）、降低在大转速差下拨叉挂挡时间。由于在一定同步容量，同步力的作用下，同步转速差越小，同步时间越短，所以可以缩短挂挡时间。
（3）、一定程度上增加同步器使用寿命。由于同步转速差小，每次挂挡同步器同步摩擦就少，可以延长同步器使用寿命。
附图说明
图1为混动动力汽车动力总成；
图2为混动变速器同步器挂挡控制方法的流程图；
图3为计算同步转速差的流程图；
图4为输入轴调速的流程图。
附图中的标记：
1为发动机，2为电池，3为P1电机，4为离合器，5为变速器，6为减速器，7为差速器，8为车轮，9为P3电机。
具体实施方式
下面结合附图对本发明进行详细说明：
混动动力汽车动力总成如图1所示，其中包括发动机1、电池2、P1电机3、离合器4、变速器5、减速器6、差速器7、车轮8、P3电机9；P1电机3的转子与发动机1的曲轴输出端通过齿轮或者花键进行连接，离合器4的主动盘与P1电机3的转子通过花键进行连接，从结构上看，可以认为发动机1的曲轴输出端、P1电机3转子、离合器4主动盘是纯机械耦合。离合器4的从动盘通过花键与变速器5耦合，P3电机9通过一对齿轮耦合到变速器主减速器6上，主减速器6将动力通过差速器7传递到车轮8，电池2通过高压线与P1电机3、P3电机9电连接。
如图2所示，是实施本发明所述基于序列式混动变速器同步器挂挡控制方法的控制逻辑示意图，实施本发明所述的双电机混动系统调速挂挡控制方法的计算机程序运行于TCU中。实施本发明所述的双电机混动系统调速挂挡控制方法的计算程序的功能模块架构由同步转速计算模块、挂挡方式选择模块、离合器控制模块、P1电机及发动机控制模块、P3电机控制模块、换挡电机控制模块组成。下面对控制方法进行说明：
基于序列式混动变速器同步器挂挡控制方法，包括以下步骤：
S1，根据输入轴转速和目标输出轴转速计算同步器两端的同步转速差。同步转速差计算通常指计算同步器两端的转速差，由于存在不同挡位的速比不同，每个挡位计算方式会有所差异，为了方便计算及判断，将每个挡位的转速通过速比换算到输入轴转速进行计算。
步骤S1中计算同步转速差的优选过程为：
S10，TCU（自动变速箱控制单元）通过输入轴传感器获取实际输入轴转速信号，将该输入轴转速记为转速M1；
S11，通过输出轴转速传感器或者驱动轮轮速传感器及目标挡位速比，获得输入轴目标转速，该输入轴目标转速记为转速M2，即M2=输出轴转速/目标挡位速比；
S12，实际输入轴转速与输入轴目标转速差即为同步转速差，即同步转速差=M1-M2。
S2，根据同步转速差及变速器油温，TCU判断并选择普通挂挡方式或者调速挂挡方式，当TCU选择普通挂挡方式时，直接进入挂挡控制。
挂挡方式选择由于同步转速差及变速器油温决定，变速器油温由TCU通过温度传感器采集，同步转速差由上步骤中同步转速计算获得。同步转速差为M1-M2的绝对值，同步转速差是一个可变值，其值由变速器油温决定。
步骤S2中，TCU判断并选择普通挂挡方式或者调速挂挡方式的依据为：当同步转速差小于TCU中设置的同步转速差的阈值（Arpm）时，TCU选择普通挂挡方式，当同步转速差大于TCU中设置的同步转速差的阈值（Arpm）时，TCU选择调速挂挡方式。
S3，当TCU选择调速挂挡方式时，则进入输入轴调速则进入输入轴调速以减小同步器挂挡时的同步转速差，在完成输入轴调速后再进入挂机挡控制。在步骤S3中的输入轴调速包括：
S30，通过CAN信号控制P3电机模式为扭矩模式，P3电机扭矩为驾驶员需求扭矩/P3电机速比；
S31，通过CAN信号控制P1电机为转速模式，P1电机目标转速为输出轴转速计算到输入轴转速M1加上转速偏移值D；
S32，控制离合器扭矩在半联动点附近，拉升输入轴转速M1，当输入轴转速大于输入轴目标转速M2时，控制离合器脱开到半联动点以下，输入轴调速完成。
S4，所述挂挡控制为：控制P3电机和P1电机的工作模式，通过换挡电机占空比控制换挡鼓电机进行拨叉挂档。
步骤S4中通过以下过程控制P3电机和P1电机的工作模式：
通过CAN信号控制P3电机模式为扭矩模式，P3电机扭矩为驾驶员需求扭矩/P3电机速比；
通过CAN信号控制P1电机为转速模式，P1电机目标转速为由输出轴转速计算到输入轴目标转速M2。
P1电机目标转速=输出轴转速×当前档位速比。
以上所述仅为本发明的优选实施例，并不用于限制本发明，显然，本领域的技术人员可以对本发明进行各种改动和变型而不脱离本发明的精神和范围。这样，倘若本发明的这些修改和变型属于本发明权利要求及其等同技术的范围之内，则本发明也意图包含这些改动和变型在内。

Claims (4)

1.基于序列式混动变速器同步器挂挡控制方法，其特征在于，包括以下步骤：
S1，根据输入轴转速和目标输出轴转速计算同步器两端的同步转速差；
S2，根据同步转速差及变速器油温，TCU判断并选择普通挂挡方式或者调速挂挡方式，当同步转速差小于TCU中设置的同步转速差的阈值时，TCU选择普通挂挡方式，当同步转速差大于TCU中设置的同步转速差的阈值时，TCU选择调速挂挡方式；当TCU选择普通挂挡方式时，直接进入挂挡控制；
S3，当TCU选择调速挂挡方式时，则进入输入轴调速以减小同步器挂挡时的同步转速差，输入轴调速包括：
S30，通过CAN信号控制P3电机模式为扭矩模式，P3电机扭矩为驾驶员需求扭矩/P3电机速比；
S31，通过CAN信号控制P1电机为转速模式，P1电机目标转速为输出轴转速计算到输入轴转速M1加上转速偏移值D；
S32，控制离合器扭矩在半联动点附近，拉升输入轴转速M1，当输入轴转速大于输入轴目标转速M2时，控制离合器脱开到半联动点以下，输入轴调速完成；在完成输入轴调速后再进入挂机挡控制；
S4，所述挂挡控制为：控制P3电机和P1电机的工作模式，通过换挡电机占空比控制换挡鼓电机进行拨叉挂档。
2.根据权利要求1所述基于序列式混动变速器同步器挂挡控制方法，其特征在于，步骤S1中计算同步转速差的过程为：
S10，TCU通过输入轴传感器获取实际输入轴转速信号，将该输入轴转速记为转速M1；
S11，通过输出轴转速传感器或者驱动轮轮速传感器及目标挡位速比，获得输入轴目标转速，该输入轴目标转速记为转速M2，即 M2=输出轴转速/目标挡位速比；
S12，实际输入轴转速与输入轴目标转速差即为同步转速差，即同步转速差=M1-M2。
3.根据权利要求1所述基于序列式混动变速器同步器挂挡控制方法，其特征在于，步骤S4中通过以下过程控制P3电机和P1电机的工作模式：
通过CAN信号控制P3电机模式为扭矩模式，P3电机扭矩为驾驶员需求扭矩/P3电机速比；
通过CAN信号控制P1电机为转速模式，P1电机目标转速为由输出轴转速计算到输入轴目标转速M2。
4.根据权利要求1或3所述基于序列式混动变速器同步器挂挡控制方法，其特征在于，P1电机目标转速=输出轴转速×当前档位速比。
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