CN112572448A - 用于在具有伺服辅助变速箱的动力传动系统中执行多级降档来控制道路车辆的方法 - Google Patents

用于在具有伺服辅助变速箱的动力传动系统中执行多级降档来控制道路车辆的方法 Download PDF

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CN112572448A
CN112572448A CN202011031017.5A CN202011031017A CN112572448A CN 112572448 A CN112572448 A CN 112572448A CN 202011031017 A CN202011031017 A CN 202011031017A CN 112572448 A CN112572448 A CN 112572448A
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downshift
driver
control method
road vehicle
time interval
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亚历山德罗·巴罗内
安德烈亚·南尼尼
贾科莫·森塞里尼
斯特凡诺·马尔科尼
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Ferrari SpA
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Ferrari SpA
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H61/00—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
    • 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
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    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
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    • B60Y2300/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
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Abstract

本发明涉及一种用于在具有伺服辅助变速箱(7)的动力传动系统中执行多级降档来控制道路车辆(1)的方法，所述控制方法包括以下步骤：检测道路车辆(1)减速的情况，同时检测驾驶员的多级降档请求；在道路车辆(1)正在减速的同时连续且以与驾驶员的进一步干预无关的自主方式进行多级降档；确定换档时间间隔(Δt)的持续时间；以及在第一级降档之后，当自前级降档以来已经精确经过了所述换档时间间隔(Δt)时进行每级降档。

Description

用于在具有伺服辅助变速箱的动力传动系统中执行多级降档 来控制道路车辆的方法
相关申请的交叉引用
本专利申请要求于2019年9月30日提交的意大利专利申请第102019000017507的优先权，其全部公开内容通过引用合并于此。
技术领域
本发明涉及一种用于在具有伺服辅助变速箱的动力传动系统中执行多级降档来控制道路车辆的方法。
本发明在具有双离合器式伺服辅助变速箱的动力传动系统中获得有利的应用，在下面的描述中将对此进行明确的引用，而不会因此丧失一般性。
背景技术
具有双离合器式伺服辅助变速箱的动力传动系统包括：一对主轴，它们彼此同轴，彼此独立并且彼此插入；同轴的两个离合器，每个离合器被设计为将相应的主轴连接至内燃发动机的驱动轴；以及至少一个副轴，该副轴将运动传递至驱动轮并且可以通过相应的齿轮系联接至主轴，每个齿轮系限定一个档。
在换档期间，当前档使副轴联接至主轴，而后续的档使副轴联接至另一个主轴；结果，通过使两个离合器交替(即，通过使与当前档相关联的离合器松开并且同时使与后续的档相关联的离合器闭合)来进行换档。
存在一种功能(被称为“顺序降档”)，其允许驾驶员在制动的同时多次降档以便在制动结束时挂上可能的最低档(取决于内燃发动机的最大转速)，从而在再次起动时具有可能的最大加速度(其实际上发生在制动结束时)。这种被称为“顺序降档”的功能由驾驶员在制动期间(即，压下制动器踏板时)通过长时间(即，超过预定时间阈值的时间)压下降档拨片换档器来启动，所述降档拨片换档器通常被短时压下以请求单级降档(即，挂上比当前档低的新档)。
换言之，为了控制双离合器式伺服辅助变速箱，驾驶员可以依靠升档拨片换档器和降档拨片换档器，所述升档拨片换档器被短时压下以请求单级升档(即，挂上比当前档高并与当前档相邻的新档)，所述降档拨片换档器被短时压下以请求单级降档(即，挂上比当前档低并与当前档相邻的新档)。在制动期间(显然，长时间)，驾驶员在压下制动器踏板的同时可以连续压下降档拨片换档器，以启动被称为“顺序降档”的功能，该功能在制动时自动多次挂上低速档，使得在制动结束时(即，释放制动器踏板时)，挂上可能的最低档。
当在赛道上赛车时，在直线路段结束时，当驾驶员选择要求该功能处理理想档的选择而他们专注于准备下一个弯道时，通常使用被称为“顺序降档”的功能。
被称为“顺序降档”的功能目前需要为内燃发动机的转速设置一系列阈值，因此，每当内燃发动机的转速达到对应的转速阈值时就自动换档。但是，生成内燃发动机的一系列转速阈值的软件需要进行长时间且复杂的调整；此外，被称为“顺序降档”的功能的运行模式尽管有效，但通常不被驾驶员认可，驾驶员往往发现它是“不自然的”(即，违背驾驶员的期望)。
在专利申请WO2013153309A1和EP2921746A1中描述了被称为“顺序降档”功能的一些实施例子。
发明内容
本发明的目的是提供一种用于在具有伺服辅助变速箱的动力传动系统中执行多级降档来控制道路车辆的方法，该方法没有上述缺点，同时实施起来容易且经济。
根据本发明，提供了一种用于在具有伺服辅助变速箱的动力传动系统中执行多级降档来控制道路车辆的方法，所述控制方法包括以下步骤：
检测道路车辆的减速情况，同时检测驾驶员的多级降档请求；以及
在道路车辆正在减速的同时连续且以与驾驶员的进一步干预无关的自主方式进行多级降档；
所述控制方法的特征在于，所述控制方法还包括以下步骤：
确定所有多级降档所共有的单个换档时间间隔的持续时间；以及
在第一级降档之后，当自前级降档以来已经精确经过了所述换档时间间隔时进行每级降档。
所附权利要求描述了本发明的优选实施方式，并且形成了描述的组成部分。
附图说明
现在将参照示出其非限制性实施方式的附图来描述本发明，其中：
·图1是根据本发明的控制方法进行控制的、具有带有双离合器式伺服辅助变速箱的动力传动系统的后轮驱动道路车辆的示意性平面图；
·图2是图1的动力传动系统的示意图；以及
·图3表示在执行多级降档期间两个离合器和驱动轴的转速的时间变化。
附图标记列表
1辆道路车；2前轮；3后轮；4发动机；5驱动轴；6动力传动系统；7变速箱；8传动轴；9差速器；10车轴；11发动机控制单元；12动力传动系统控制单元；13 BUS线；14同步电缆；15主轴；16离合器；17副轴；18主齿轮；19副齿轮；20同步器；21方向盘；22加速器踏板；23制动器踏板；24升档拨片换档器；25降档拨片换档器；ωE转速；ωA转速；ωB转速；T1时刻；T2时刻；T3时刻；T4时刻；T5时刻；Δt时间间隔。
具体实施方式
在图1中，附图标记1总体上表示道路车辆(特别是汽车)，其具有两个前从动(即，非驱动)轮2和两个后驱动轮3。在前部位置存在内燃发动机4，该内燃发动机具有驱动轴5，该驱动轴5产生转矩，该转矩通过动力传动系统6传递至驱动轮3。动力传动系统6包括设置在后轮驱动组件中的双离合器式伺服辅助变速箱7以及将驱动轴5连接至双离合器式伺服辅助变速箱7的输入端的传动轴8。双离合器式伺服辅助变速箱7以火车状方式连接至自锁差速器9，一对车轴10从该自锁差速器9开始，每根车轴与驱动轮3成一体。
道路车辆1包括：控制发动机4的发动机4的控制单元11、控制动力传动系统6的动力传动系统6的控制单元12以及BUS线13，该BUS线例如根据CAN(汽车局域网)协议而制造，扩展到整个道路车辆1，并且允许两个控制单元11和12彼此通信。换言之，发动机4的控制单元11和动力传动系统6的控制单元12连接至BUS线13，并因此可以借助于通过BUS线13发送的消息彼此通信。此外，发动机4的控制单元11和动力传动系统6的控制单元12可以通过专用同步电缆14直接彼此连接，该专用同步电缆能够直接将信号从动力传动系统6的控制单元12传输到发动机4的控制单元11，而没有由BUS线13引起的延迟。替代地，可以不存在同步电缆14，并且两个控制单元11和12之间的所有通信都可以使用BUS线13进行交换。
根据图2，双离合器式伺服辅助变速箱7包括一对主轴15，它们彼此同轴，彼此独立并且彼此插入。此外，双离合器式伺服辅助变速箱7包括同轴的两个离合器16，每个离合器被设计为通过传动轴8的插入而将相应的主轴15连接至内燃发动机4的驱动轴5；每个离合器16都是油浴离合器，因此是压力控制的(即，离合器16的松开/闭合程度由离合器16内的油的压力确定)；根据替代实施方式，每个离合器16是干式离合器，因此是位置控制的(即，离合器16的松开/闭合程度由离合器16的可动元件的位置确定)。双离合器式伺服辅助变速箱7包括连接至差速器9的单个副轴17，该副轴将运动传递至驱动轮3；根据替代和等效的实施方式，双离合器式伺服辅助变速箱7包括两个副轴17，这两个副轴均连接至差速器9。
双离合器式伺服辅助变速箱7具有用罗马数字表示的七个前进档(第一档I、第二档II、第三档III、第四档IV、第五档V、第六档VI和第七档VII)和倒车档(用R表示)。主轴15和副轴17通过多个齿轮系彼此机械联接，每个齿轮系限定相应的档并且包括装配在主轴15上的主齿轮18和装配在副轴17上的副齿轮19。为了使双离合器式伺服辅助变速箱7正确运行，所有奇数档(第一档I、第三档III、第五档V、第七档VII)都联接至同一主轴15，而所有偶数档(第二档II、第四档IV和第六档VI)均连接至另一个主轴15。
每个主齿轮18均用花键连接至相应的主轴15以便始终与主轴15以一体的方式旋转，并且与相应的副齿轮19永久地啮合；另一方面，每个副齿轮19以空转的方式安装在副轴17上。此外，双离合器式伺服辅助变速箱7包括四个同步器20，每个同步器同轴地安装在副轴17上，设置在两个副齿轮19之间，并且被设计为被操作以使相应的两个副齿轮19交替装配到副轴17上(即，交替地使相应的两个副齿轮19与副轴17在角度上成一体)。换言之，每个同步器20可以在一个方向上移动以将副齿轮19装配到副轴17上，或者可以在另一个方向上移动以将另一个副齿轮19装配到副轴17上。
双离合器式变速箱7包括连接至差速器9的单个副轴17，该副轴将运动传递至驱动轮3；根据替代和等效的实施方式，双离合器式变速箱7包括均连接至差速器9的两个副轴17。
根据图1，道路车辆1包括容纳用于驾驶员的驾驶位置的乘坐厢；驾驶位置包括座椅(未被示出)、方向盘21、加速器踏板22、制动器踏板23和两个拨片换档器24和25，这两个拨片换档器24和25控制双离合器式伺服辅助变速箱7并连接至方向盘21的相对两侧。升档拨片换档器24由驾驶员操作(借助于短压力)，以便请求升档(即，挂上比当前档高并与当前档相邻的新档)，而降档拨片换档器25由驾驶员操作(借助于短压力)，以便请求降档(即，挂上比当前档低并与当前档相邻的新档)。
当道路车辆1正在减速(由于驾驶员作用在制动器踏板23上)并且驾驶员保持长时间(即，超过预定时间阈值的时间)压下降档拨片换档器25时，由于所述降档拨片换档器通常被短时压下以请求单级降档，动力传动系统6的控制单元12启动一种功能(被称为“顺序降档”)，该功能允许驾驶员在制动的同时多次挂上低速档以便在制动结束时挂上可能的最低档(取决于内燃发动机的最大转速)，从而在再次起动时具有可能的最大加速度(其实际上发生在制动结束时)。这种被称为“顺序降档”的功能确定多级降档的连续自动执行(即，在没有驾驶员干预的情况下)，直到道路车辆1的减速被中断(即，直到驾驶员停止压下制动器踏板23)。
换言之，为了控制双离合器式伺服辅助变速箱7，驾驶员可以依靠升档拨片换档器24和降档拨片换档器25，升档拨片换档器24被短时压下以请求单级升档(即，挂上比当前档高并与当前档相邻的新档)，降档拨片换档器25被短时压下以请求单级降档(即，挂上比当前档低并与当前档相邻的新档)。在制动期间(显然，长时间)，驾驶员在压下制动器踏板23的同时可以连续压下降档拨片换档器25，以启动被称为“顺序降档”的功能，该功能在制动时自动多次挂上低速档，使得在制动结束时(即，释放制动器踏板23时)，挂上可能的最低档。
当在赛道上赛车时，在直线路段结束时，当驾驶员选择要求该功能处理理想档的选择而他们专注于准备下一个弯道时，通常使用被称为“顺序降档”的功能。
动力传动系统6的控制单元12检测道路车辆1的减速情况(通过确定制动器踏板23的压下程度，例如通过检测制动系统的液压回路中的制动液的压力)，并同时检测驾驶员的多级降档请求(如果驾驶员保持长时间压下降档拨片换档器25)；因此，如果上述两种情况均发生，则动力传动系统6的控制单元12在道路车辆1正在减速的同时连续且以与驾驶员的进一步干预无关的自主方式进行多级降档。特别地，动力传动系统6的控制单元12确定所有多级降档所共有的单个换档时间间隔Δt(即，所述单个换档时间间隔Δt以相同的方式应用于所有多级降档的降档)的持续时间，并且在第一级降档之后，当自前级降档以来已经精确经过了所述换档时间间隔Δt时进行每级降档。
根据优选实施方式，动力传动系统6的控制单元12在检测到驾驶员的多级降档请求的相同的时刻T1(在图3中示出)执行第一级降档，并且(在第一级降档之后)每当自前级降档以来已经精确经过了换档时间间隔Δt时进行所有其他降档；以这种方式，所有降档在时间上彼此相等地间隔相同的换档时间间隔Δt(其始终是恒定的，即，始终是相同的)。即，换档时间间隔Δt的持续时间对于一个接一个进行的所有降档始终保持恒定。
显然，当道路车辆1的减速情况停止时，即当驾驶员释放制动器踏板23从而结束制动时，动力传动系统6的控制单元12确定多级降档。
应指出的是，在降档可能会引起内燃发动机4的转速ωE过度增大的情况下(即，在有可能引起内燃发动机4的转速ωE超过允许的最大速度的情况下)，动力传动系统6的控制单元12延迟降档；即，在需要时，将降档延迟，直到可以进行降档而不引起内燃发动机4的转速ωE的过度增大。
根据优选实施方式，动力传动系统6的控制单元12基于在检测到驾驶员的多级降档请求的时刻T1的内燃发动机4的转速ωE、基于在检测到驾驶员的多级降档请求的时刻T1挂在双离合器式伺服辅助变速箱7中的档位和/或基于在检测到驾驶员的多级降档请求的时刻T1制动器踏板23的压下程度，来确定换档时间间隔Δt的持续时间。
根据可行的实施方式，动力传动系统6的控制单元12可以在其存储器中具有基于内燃发动机4的转速ωE、挂在双离合器式伺服辅助变速箱7中的档位和制动器踏板23的压下程度来提供换档时间间隔Δt的持续时间的映射。
举例来说，在大程度压下制动器踏板23的情况下，换档时间间隔Δt的持续时间可以是十分之3至4秒，而在小程度压下制动器踏板23的情况下，换档时间间隔Δt的持续时间可以为十分之10至12秒。
根据优选的但非约束性的实施方式，动力传动系统6的控制单元12确定在检测到驾驶员的多级降档请求的时刻T1的舒适性指标(称为“CMFidx”)的值，因此，动力传动系统6的控制单元12基于舒适性指标的值来调节降档的执行速度；即，在舒适性指标表明驾驶员在意舒适性的情况下，降档进行得更慢(平稳)，因此触发较小的纵向振荡，而在舒适性指标表明驾驶员不在意舒适性的情况下，降档进行得更快(突然)，因此触发较大的纵向振荡。例如，动力传动系统6的控制单元12可以基于由驾驶员控制的选择器(也被称为“手柄”)的位置来确定舒适性指标的值，以指示期望的驾驶方式的类型。
图3示出了(长时间)制动期间多级降档的例子：
在T1时刻，驾驶员(已经压下制动器踏板23)压下降档拨片换档器25，并长时间保持压下该降档拨片换档器25；因此，在T1时刻，动力传动系统6的控制单元12进行第一级降档(应指出的是，从T1时刻开始，内燃发动机4的转速ωE从离合器16B的转速ωB变为离合器16A的转速ωA)，并计算换档时间间隔Δt的持续时间；
在T2时刻(与T1时刻精确地相隔换档时间间隔Δt)，动力传动系统6的控制单元12自主进行(即，无需驾驶员的进一步命令)第二级降档(应指出的是，从T2时刻开始，内燃发动机4的转速ωE从离合器16A的转速ωA变为离合器16B的转速ωB)；
在T3时刻(与T2时刻精确地相隔换档时间间隔Δt)，动力传动系统6的控制单元12自主进行(即，无需驾驶员的进一步命令)第三级降档(应指出的是，从T3时刻开始，内燃发动机4的转速ωE从离合器16B的转速ωB变为离合器16A的转速ωA)。
在T4时刻(与T3时刻精确地相隔换档时间间隔Δt)，动力传动系统6的控制单元12自主进行(即，无需驾驶员的进一步命令)第四级降档(应指出的是，从T4时刻开始，内燃发动机4的转速ωE从离合器16A的转速ωA变为离合器16B的转速ωB)；
在T5时刻(与T4时刻相隔小于换档时间间隔Δt，因此对于降档来说太早，实际上不会发生降档)，驾驶员释放制动器踏板23(即，结束制动阶段)，因此，由于道路车辆1的减速情况停止，因此动力传动系统6的控制单元12结束多级降档。
即使道路车辆1的动力传动系统6具有单离合器式伺服辅助变速箱，上面公开的内容也可以在没有显著变化的情况下适用。
在此描述的实施方式可以彼此组合，而不会因此超出本发明的保护范围。
上述控制方法具有不同的优点。
首先，由于可以以相对简单且快速的方式确定和建立提供换档时间间隔Δt的持续时间的定律，因此上述控制方法允许在显著的程度上减少和简化调节阶段。
此外，上述控制方法以通常被驾驶员认为是“自然的”(即，对应于驾驶员的期望)的驾驶员所理解的方式来控制双离合器式伺服辅助变速箱7。
最后，上述控制方法的实施容易且经济，因为其执行需要的存储空间有限并且计算能力降低。

Claims (11)

1.一种用于在具有伺服辅助变速箱(7)的动力传动系统中执行多级降档来控制道路车辆(1)的方法，所述控制方法包括以下步骤：
检测所述道路车辆(1)的减速情况，同时检测驾驶员的多级降档请求；以及
在所述道路车辆(1)正在减速的同时连续且以与所述驾驶员的进一步干预无关的自主方式进行多级降档；
所述控制方法的特征在于，所述控制方法还包括以下步骤：
确定所有多级降档所共有的单个换档时间间隔(Δt)的持续时间；以及
在第一级降档之后，当自前级降档以来已经精确经过了所述换档时间间隔(Δt)时进行每级降档。
2.根据权利要求1所述的控制方法，其特征在于，所述第一级降档在检测到所述驾驶员的多级降档请求的相同的时刻(T1)进行。
3.根据权利要求1所述的控制方法，其特征在于，在降档会引起与所述动力传动系统(6)连接的内燃发动机(4)的转速(ωe)过度增大的情况下，延迟降档。
4.根据权利要求1所述的控制方法，其特征在于，基于在检测到所述驾驶员的多级降档请求的时刻(T1)的内燃发动机(4)的转速(ωe)来确定所述换档时间间隔(Δt)的持续时间。
5.根据权利要求1所述的控制方法，其特征在于，基于在检测到所述驾驶员的多级降档请求的时刻(T1)挂在所述伺服辅助变速箱(7)中的档位来确定所述换档时间间隔(Δt)的持续时间。
6.根据权利要求1所述的控制方法，其特征在于，基于在检测到所述驾驶员的多级降档请求的时刻(T1)制动器踏板(23)的压下程度来确定所述换档时间间隔(Δt)的持续时间。
7.根据权利要求1所述的控制方法，其特征在于，所述换档时间间隔(Δt)的持续时间对于所有降档始终保持恒定。
8.根据权利要求1所述的控制方法，其特征在于，当所述道路车辆(1)的减速情况停止时，所述多级降档结束。
9.根据权利要求1所述的控制方法，其特征在于，所述道路车辆(1)的减速情况通过确定致动器踏板(23)的压下程度来检测。
10.根据权利要求1所述的控制方法，其特征在于，在所述驾驶员长时间保持压下降档拨片换档器(25)的情况下，检测所述驾驶员的多级降档请求。
11.根据权利要求1所述的控制方法，其特征在于，所述控制方法还包括以下步骤：
确定在检测到所述驾驶员的多级降档请求的时刻(T1)的舒适性指标的值；以及
基于所述舒适性指标来调节所述降档的执行速度。
CN202011031017.5A 2019-09-30 2020-09-27 用于在具有伺服辅助变速箱的动力传动系统中执行多级降档来控制道路车辆的方法 Pending CN112572448A (zh)

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