CN1125737C - 变速器的起动调节方法 - Google Patents

变速器的起动调节方法 Download PDF

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CN1125737C
CN1125737C CN98103897A CN98103897A CN1125737C CN 1125737 C CN1125737 C CN 1125737C CN 98103897 A CN98103897 A CN 98103897A CN 98103897 A CN98103897 A CN 98103897A CN 1125737 C CN1125737 C CN 1125737C
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rotating speed
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CN1191817A (zh
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E·波瑟
U·欣里希森
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    • F16H—GEARING
    • 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
    • F16H61/66—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 specially adapted for continuously variable gearings
    • F16H61/662—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 specially adapted for continuously variable gearings with endless flexible members
    • F16H61/66254—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 specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling
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Abstract

本发明涉及一种具有电子控制起动离合器和CVT变速器的汽车的起动调节方法，按此方法调节离合器力矩。在每次起动时为起动调节的末尾规定一个独特的变速器传动转速，在这一转速下通过起动调节的离合器控制结束。

Description

变速器的起动调节方法
本发明涉及一种具有电子控制起动离合器和CVT变速器的汽车的起动调节的方法，按此方法调节离合器力矩。
在此类起动调节中应顾及完全不同的条件。例如不应低于一个最低转速。
此外，在汽车被刹住和全负荷时调整的转速(失速转速)应处于使发动机输出其最大扭矩的转速。在这一转速拉力最大，而为这一拉力在离合器上转变为热的能量最小。在它之上发生的转速下产生的更高的发动机功率只是在离合器中转变成热量。拉力在这里不再增大。
另一个要顾及的条件是，对于中间的加速踏板角，失速转速应是此加速踏板角的函数。
还有，在涡轮机的情况下重要的是，将发动机转速控制成能尽可能迅速地增加进气压力。
最后，应唯一性地确定起动调节与传动比调节之间的过渡过程，而不应由司机完成。
在EP 0207228B1介绍了一种调节系统，用于通过油压来操纵的无级变速器，其中，借助于通过一电磁式调节阀调节油压来调整传动比，尤其是依据额定传动比与实际传动比之间的差值，调整一个预定的传动比变化速度。
由DE 4232233A1已知一种控制器和一种方法，用于可连续变化的变速器(CVT变速器)，它用作一种汽车动力传动装置，并利用油压操纵。控制器按不同的控制模式控制供使用的油压。若控制器得知司机要求起动，则它首先维持一种停车模式，直至发动机转速达到一个能保证有足够的油压时的值为止。然后才转换到起动模式。在起动模式中离合器压紧力置于一个恰当的水准，以防发动机漏气并提供一个发动机扭矩，这一扭矩大到足以使汽车平衡地运动。然而控制器并没有为从起动模式到行驶模式的一种确定的过渡过程采取任何预防措施。此外，转速的变化过程缺乏足够的动力，以及，尤其在从起动模式向行驶模式过渡时出现一种不希望的对于CVT变速器为不典型的有级的特性。
由DE 3829262C2已知一种用于无级改变皮带传动的控制器，其中，第一个控制回路用于起动，第二个控制回路在起动后有效。第一个控制回路在确认汽车已起步时发出一个控制信号，用于瞬时减小传动装置的主动皮带轮宽度。然后，第一控制回路调整传动装置内的皮带压紧力，使皮带和主动皮带轮之间不出现打滑。最后，一旦在控制程序的一个预定步骤确定了一个大于零的速度，便立即转换至第二控制回中。可见在这里从起动调节向起动后调节完成的同样是一种硬性的过渡，并没有顾及瞬时的工作条件。这就再一次地导致一种冲击式的有级的过渡。
由于通过行驶阻力和汽车重量的变化改变了汽车的起动特性，而这些变化在起动调节中也未加考虑，所以依据时间控制转速的起动调节是有缺点的。
本发明的目的是提供一种上述类型的经改进的起动调节，按此方法克服了上述缺点，并在考虑到可连续选择传动比的情况下进行这种调节。
按本发明此目的的技术方案在于，这种具有电子控制起动离合器和CVT变速器的汽车的起动调节方法，是用于调节离合器力矩，其中，在每次起动时为起动调节的末尾规定一个独特的变速器传动转速，在这一转速下通过起动调节的离合器控制结束；当达到规定的独特的变速器传动转速时起动结束。
为此按本发明规定，在每次起动时为起动调节的末尾规定一个独特的变速器传动转速，在这一转速时离合器控制通过起动调节而被结束。
这样做的优点是，在CVT变速器中开始朝增速传动方向调整传动比后不久便结束起动或起动调节。
在一种特别有利的实施形式中，发动机转速作为额定值用于调节离合器力矩。
为了与汽车最佳地匹配，此独特的变速器传动转速规定用于CVT变速器中一个预定的传动比。
为了在开始传动比调整的时刻准确地并对于不同的起动状况独特地结束起动调节，将发动机转速变化过程选择为，当达到预定的独特的变速器传动转速时终止起动调节，并仅仅由传动比调节来决定发动机转速。
在这种情况下，在起动开始与起动结束之间的发动机转速作为主动轴转速或从动轴转速的函数规定作为额定转速。
此函数例如是一种线性函数。
在一种实施形式中，由作为负荷和从动轴转速的函数的主动轴额定转速的特性曲线族，可以通过选择针对瞬时负荷状态的特性曲线并确定它与针对预定传动比的直线的交点而得出此独特的变速择器传动转速，其中，配属于特性曲线族中此交点的主动轴转速被选择作为独特的变速器传动转速。这样做的优点是，在起动调节末尾，额定转速准确地相应于在离合器中不打滑的转速，因此实现了从起动到正常行驶的一种柔和及直接的过渡。
交点的计算最好这样进行，即，采用两级搜索法找出特性曲线族中负荷曲线与交点相邻的支持点，由此通过内插计算出交点。
在一种特别有利的实施形式中，交点在使用过程中计算并存放在一个新的特性曲线族中。
为了能灵活地适应不同的行驶要求，合乎目的的是可针对不同的起动要求预先选择不同的特性曲线族。
例如，对于迅速均匀的起动选择一种运动车型(Sport)调整特性曲线族，而对于节能的起动则选择一种经济车型(ECO)调整特性曲线族。
合乎目的的是该特性曲线族的不同的负荷曲线通过加速踏板的偏转角选择。
由下面借助于附图对本发明的说明，给出本发明其它特征、优点和有利的设计。附图表示：
图1用曲线图表示作为时间函数的不同的额定转速变化过程；
图2用于经济型(ECO)工作的第一种调整特性曲线族；
图3用于运转车型(SPORT)工作的第二种调整特性曲线族；以及
图4失速转速特性线。
在顾及前言所提及的有关起动调节的种种条件的情况下，首先按图1的曲线10得出起动额定转速变化过程。在t＝t0时司机给气，也就是说他操纵加速踏板转动一个预定的角度α。在图1中用曲线12表示此偏转αDK1。最晚在t＝t1汽车滑行。发动机转速通过适当地调整离合器力矩调节为一个恒定值。在t＝t2时离合器内的滑动减少，起动结束。
不过这种起动没有足够的动力，并由于是一种有级的与CVT变速器的特性不相适应的转速变化过程，所以未被司机采用。
因此按本发明选择按曲线14或16的起动额定转速选择变化过程。在这里，在汽车加速时发动机转速上升，并在t＝t3时起动才结束。因此在起动时提供了一种非常良好的汽车动力特性。此外，司机感到这样的起动比较舒适便利，因为在起动时发动机转速连续增加，而不是较长时间地保持常数。
按本发明在起动期间，亦即具体在t0和t3之间，发动机转速曲线选择为主动轴转速或从动轴转速的函数。在这种情况下，起动最好在开始朝增速传动方向调整传动比后不久即终止。
为此在起动的任一时刻例如由一种调整特性曲线族已知，在哪一个转速传动比开始调整。按本发明在这一转速时结束起动调节，此时合乎目的的是在时刻t3时的发动机额定转速与离合器已接合且没有打滑情况下的发动机转速一致，以避免发动机转速的突然跳跃。至此在汽车加速时转速的变化曲线以有利的方式基本上单调上升。
按本发明在时刻t3时发动机额定转速例如确定如下：在一种用于CVT变速器的控制程序中，主动轴转速存放在一个作为负荷和从动轴转速的函数的特性曲线族中。由图2和3可见这种特性曲线族。对于不同的汽车状态，“ECO”用于经济地行驶(图2)或“Sport”用于迅速的行驶(图3)，在多种特性曲线族之间按恰当的方式另外内插。此变速器控制程序针对当前的负荷、汽车状态和汽车速度确定一个主动轴转速。这一数值作为传动比调节的额定值。
由这些特性曲线族可以确定任何时刻主动轴转速与从动轴转速之间的关系。这样就有可能对于当前的汽车状况作出预言，在哪一个主动轴转速或从动轴转速时调到规定的传动比。
起动或起动调节例如在变速器传动比＝8时结束，亦即紧挨着减速传动的传动比下方的一个传动比，以便使起动在CVT变速器调整开始后不久结束。在图2和3中画有针对这一传动比的直线并用＝8表示。由传动比直线与适用于一个给定负荷的主动轴转速的交点，人们可以读出在这里例如＝8的传动比调整在哪一点上。在图2中作为举例针对两个加速踏板角λDKL＝56％和λDKL＝100％画出了这一情况。可见在起动时司机将加速踏板踩压得越多，带打骨的起动调节的离合器力矩调节的阶段持续得便越长，以及汽车更趋向于快速的或运动车型的起动。这也能符合司机的期望，他在向下猛踏加速踏板时希望迅速和顺畅地起动。
由特性曲线族计算交点例如这样进行，即，采用一种两级搜索法通过少量步骤找到相应的特性曲线与交点相邻的支持点，并由此通过内插计算出交点。按另一种方法这一计算也可在使用过程中脱机进行，并将结果存放在一个新的特性曲线族中。
被确定的点规定了起动或起动调节应结束的主动轴转速或从动轴转速。这在图1中是时刻t3。在起动开始和起动结束之间发动机转速的变化曲线，可规定为主动轴转速或从动轴转速的函数。在这处情况下可设想是任意函数。在图1中用不同的曲线14和16表示。
对于简单的线性的情况例如适用下式： n _ mot _ soll = n _ mot _ stall + ( n _ an _ anf _ ence - n _ mot _ stall ) n _ ab _ anf _ ence + n _ ab
适用于0＜n-ab＜n-ab-anf-ende
其中
n-mot-soll     额定转速
n-mot-stall    汽车停止不动时的发动机转速(见图4)
n-an-anf-ende  起动结束时的主动轴额定转速(见图2，在交点中的n-
               an)
n-ab-anf-ende  起动结束时的从动轴额定转速(见图2，在交点中的n-
               ab)
额定转速作为额定值用于起动调节器。此调节器控制离合器力矩，后者对发动机转速有影响。因此调节回路是闭式的。
                            符号表10起动额定转速变化曲线12加速踏板偏转角αDKL变化曲线14起动额定转速变化曲线16起动额定转速变化曲线

Claims (13)

1.具有电子控制起动离合器和CVT变速器的汽车的起动调节方法，按此方法调节离合器力矩，其特征为：在每次起动时为起动调节的末尾规定一个独特的变速器传动转速，在这一转速下通过起动调节的离合器控制结束；当达到规定的独特的变速器传动转速时起动结束。
2.按照权利要求1所述的方法，其特征为：发动机转速作为额定值用于调节离合器力矩。
3.按照权利要求1或2所述的方法，其特征为：此独特的变速器传动转速规定用于CVT变速器中一个预定的传动比。
4.按照前述权利要求之一所述的方法，其特征为：在直至达到起动调节末尾独特的变速器传动转速前，这样调节离合器力矩，即，按预定的函数关系调整发动机转速。
5.按照权利要求4所述的方法，其特征为：此函数是一种线性上升的函数。
6.按照权利要求4或5之一所述的方法，其特征为：在行驶开始与起动结束之间的发动机转速，作为主动轴转速或从动轴转速的函数规定作为额定转速。
7.按照前述权利要求之一所述的方法，其特征为：由主动轴额定转速作为负荷和从动轴额定转速的函数的特性曲线族，通过选择针对瞬时负荷状态的负荷特性曲线并确定它与针对预定传动比的直线的交点，得出此独特的变速器传动转速，其中，配属于此特性曲线族中此交点的主动轴转速被选择作为独特的变速器传动转速。
8.按照权利要求7所述的方法，其特征为：交点的计算这样进行，即，通过两级搜索找出特性曲线族中负荷曲线与交点相邻的支持点，由此通过内插计算出交点。
9.按照权利要求7和8之一所述的方法，其特征为：在使用过程中计算交点并存放在一个新的特性曲线族中。
10.按照权利要求7至9之一所述的方法，其特征为：针对不同的起动要求可预先选择不同的特性曲线族。
11.按照权利要求7至10之一所述的方法，其特征为：对于迅速均匀的起动选择一种运动车型(Sport)调整特性曲线族。
12.按照权利要求7至10之一所述的方法，其特征为：对于节能的起动选择一种经济车型(ECO)调整特性曲线族。
13.按照权利要求7至12之一所述的方法，其特征为：该特性曲线族不同的负荷曲线通过司机的操作来选择。
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