CN113195320B - 滑行降挡控制方法和控制系统 - Google Patents

滑行降挡控制方法和控制系统 Download PDF

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Publication number
CN113195320B
CN113195320B CN201980065748.0A CN201980065748A CN113195320B CN 113195320 B CN113195320 B CN 113195320B CN 201980065748 A CN201980065748 A CN 201980065748A CN 113195320 B CN113195320 B CN 113195320B
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torque
clutch
motor
target
transmission
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CN113195320A (zh
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卢文建
柯浩
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
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    • 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
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    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
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Abstract

本发明涉及一种用于车辆的滑行降挡控制方法及控制系统。该车辆包括电机（M）、第一离合器（C1）、第二离合器（C2）、变速器和车轮，第一离合器（C1）和第二离合器（C2）并联地传动连接在电机（M）与变速器之间，变速器与车轮传动连接，该控制方法包括：在车辆滑行降挡的扭矩交替阶段（S2），控制电机（M）使电机扭矩（T Mot ）达到目标电机扭矩（T target ），其中，在车辆滑行降挡的扭矩交替阶段（S2）中，第一离合器（C1）从接合状态开始转换到分离状态，同时第二离合器（C2）从分离状态开始转换到接合状态，并且该目标电机扭矩（T target ）是在扭矩交替阶段（S2）中绝对值逐渐减小的负向扭矩，以补偿离合器转换时导致的车轮扭矩（T w ）变化。本发明的滑行降挡控制方法及控制系统能够改善滑行降挡的驾驶感受。

Description

滑行降挡控制方法和控制系统
技术领域
本发明涉及车辆技术领域。具体地，本发明涉及一种用于车辆的滑行降挡控制方法和控制系统。
背景技术
随着环境与能源问题的日益凸显，新能源汽车因其环保节能的优点而逐渐成为汽车领域的主要发展方向之一。当前的许多新能源汽车采用混合动力的设计方案并具有双离合器布局。为了在滑行或制动时回收能量，混合动力车辆的电机经常采用再生电机，因此在车辆的滑行或制动过程中，电机中会产生较大的负向扭矩。
在现有技术中，配备上述双离合变速器(DCT)的车辆的滑行降挡过程可以分为三个阶段，即准备阶段S1、扭矩交替阶段S2和调速阶段S3：
1、准备阶段S1，在该阶段中，待分离离合器保持接合状态，待接合离合器保持预接合(分离)状态；
2、扭矩交替阶段S2，在该阶段中，待分离离合器开始分离，同时待接合离合器开始接合；
3、调速阶段S3，在该阶段中，待分离离合器完全分离，同时待接合离合器完全接合，使得待接合离合器所对应的输入轴与电机转速同步。
如图2所示，现有技术的DCT车辆滑行降挡控制方法在扭矩交替阶段中一般保持电机扭矩不变，直到进入调速阶段才改变电机扭矩。在扭矩交替阶段开始的时刻t1，车辆的减车速为：
在扭矩交替阶段结束的时刻t2，车辆的减速度为：
其中，TMot为电机扭矩，rw为车轮的半径，m为车辆的质量，ioff为待分离离合器所对应的传动路径的传动比，ion为待接合离合器所对应的传动路径的传动比。当车辆滑行降挡时，由于ion大于ioff，因此驾驶者将会在扭矩交替阶段期间感到减速度明显改变。这大大降低了驾驶的舒适感。
发明内容
因此，本发明需要解决的技术问题是，提供一种能够改善滑行降挡的驾驶感受的滑行降挡控制方法和控制系统。
上述技术问题通过根据本发明的一种用于车辆的滑行降挡控制方法而得到解决。该车辆包括电机、第一离合器、第二离合器、变速器和车轮，其中，第一离合器和第二离合器并联地传动连接在电机与变速器之间，变速器与车轮传动连接，该控制方法包括：在车辆滑行降挡的扭矩交替阶段，控制电机使电机扭矩达到目标电机扭矩，其中，在车辆滑行降挡的扭矩交替阶段中，第一离合器从接合状态开始转换到分离状态，同时第二离合器从分离状态开始转换到接合状态，并且该目标电机扭矩是在扭矩交替阶段中绝对值逐渐减小的负向扭矩，以补偿离合器转换时导致的车轮扭矩变化。由于两个离合器的传动路径所对应的传动比不同，因此在DCT车辆滑行降挡的扭矩交替阶段中，变速器输出到车轮上的扭矩将会发生变化，通过调整电机扭矩来补偿这种变化，可以保证车轮扭矩的相对稳定，改善驾驶员的驾驶感受。
根据本发明的一个优选实施例，该目标电机扭矩使得车轮扭矩保持在扭矩交替阶段开始时的数值。优选地，该车轮扭矩可以根据车辆的车速、质量和车轮半径来计算。
根据本发明的另一优选实施例，在扭矩交替阶段中，目标电机扭矩由如下公式实时连续地或周期性地确定：
其中，Ttarget为目标电机扭矩，Tw为车轮扭矩，Ton为第二离合器上的实时扭矩，ioff为第一离合器对应的传动路径的传动比，ion为第二离合器对应的传动路径的传动比。通过以上公式确定的目标电机扭矩随双离合器的运行位置变化，使得输出到车轮的扭矩在扭矩交替阶段保持恒定，确保了滑行降挡过程中的良好驾驶性。
根据本发明的另一优选实施例，第一离合器对应的传动路径的传动比小于第二离合器对应的传动路径的传动比。
根据本发明的另一优选实施例，在扭矩交替阶段中，电机扭矩为再生扭矩。在这种过程中，电机在减速降挡过程中进行能量回收，因此产生较大的负向扭矩，在这种情况下扭矩交替产生的扭矩变化更加明显，因此上述控制方法的补偿效果更加显著。
根据本发明的另一优选实施例，该控制方法还包括在第一离合器完全分离并且第二离合器完全接合之后，根据变速器控制单元(TCU)的需要来调整电机扭矩。在扭矩交替阶段结束后，电机的输出扭矩完全通过第二离合器来传输，车辆进入调速阶段，可以根据变速器控制单元的需要来调整电机扭矩。
根据本发明的另一优选实施例，优选可以通过电机控制器来控制电机达到目标电机扭矩。
上述技术问题还通过根据本发明的一种用于车辆的滑行降挡控制系统而得到解决，该控制系统配置为执行上述的控制方法，该控制系统包括：扭矩检测模块，其用于检测电机扭矩；扭矩计算模块，其用于确定目标电机扭矩和/或车轮扭矩；和电机控制模块，其用于控制电机。
根据本发明的一个优选实施例，该控制系统包括控制变速器的变速器控制单元。
附图说明
以下结合附图进一步描述本发明。图中以相同的附图标记来代表功能相同的元件。其中：
图1是双离合车辆的传动系统的结构示意图；
图2是根据现有技术的滑行降挡控制方法的加速度、转速和扭矩变化示意图；和
图3是根据本发明的实施例的滑行降挡控制方法的加速度、转速和扭矩变化示意图。
具体实施方式
以下将结合附图描述根据本发明的滑行降挡控制方法和控制系统的具体实施方式。下面的详细描述和附图用于示例性地说明本发明的原理，本发明不限于所描述的优选实施例，本发明的保护范围由权利要求书限定。
图1示出了DCT车辆的传动系统的示意图。如图1所示，传动系统包括发动机E、电机M和变速器，变速器的输出端与车轮传动连接，从而将发动机E和电机M的输出扭矩传递至车轮。电机M为再生电机(regeneration motor)，当车辆滑行降挡或制动时，车轮的制动扭矩可以被再生电机M回收，作为电能储存起来。电机E通过两个离合器与变速器传动连接，这两个离合器分别对应具有不同传动比的不同传动路径，其中的第一离合器C1为待分离离合器，第二离合器C2为待接合离合器。第一离合器C1和第二离合器C2选择性地将电机M的输出端与变速器中的不同传动路径传动连接。发动机E与电机M之间可以连接有第三离合器C0，用于选择性地将发动机E与电机M连接或断开。需要注意的是，虽然本实施例中将车辆示出为具有发动机E和电机M的混合动力车辆，但应当理解，本发明也适用于仅具有电机M的纯电动车辆。
图2和图3分别示出了根据现有技术和根据本发明的实施例的滑行降挡控制方法的参数变化示意图。以减速降挡的控制过程为例，如图所示，本发明实施例的滑行降挡控制方法与现有技术一样分为三个阶段：准备阶段S1、扭矩交替阶段S2和调速阶段S3。为了便于分析，可以假设在整个降挡过程中，第三离合器C0处于分离状态，使得发动机E与电机M之间没有扭矩传递。在准备阶段S1中，待分离离合器C1接合而待接合离合器C2分离，电机M保持恒定的再生扭矩(负向扭矩)。在准备阶段S1中，电机扭矩TMot按照如下公式计算：
其中，Tw为车轮扭矩，其数值可以根据车辆的质量和车轮半径来估计计算，ioff为待分离离合器对应的传动路径的传动比。
图中的t1时刻至t2时刻之间为扭矩交替阶段S2。在扭矩交替阶段S2中，待分离离合器C1开始分离，其传递的扭矩Toff随离合器分离位置变化而减小，同时待接合离合器C2开始接合，其传递的扭矩Ton随离合器接合位置变化而增大，电机M回收制动能量并产生负向的再生扭矩。扭矩交替阶段S2是变速器中传递扭矩的路径从待分离离合器C1向待接合离合器C2转换的过程。现有技术的电机扭矩TMot在扭矩交替阶段S2中保持不变，由于在滑行降挡过程中，待分离离合器C1对应的传动路径的传动比ioff小于待接合离合器C2对应的传动路径的传动比ion，因此输出到车轮上的扭矩Tw将会发生明显变化。具体而言，由于在滑行降挡过程中的电机扭矩TMot为负向的再生扭矩，因此输出到车轮上的扭矩Tw将会明显变小，即输出更大的负向扭矩，这意味着驾驶员将会感觉到车辆的减速度增大。而在本发明的实施例中，在扭矩交替阶段S2期间控制电机扭矩TMot达到目标电机扭矩Ttarget，该目标电机扭矩Ttarget在扭矩交替阶段S2中逐渐增大，以补偿离合器转换时导致的车轮扭矩Tw的变化。由于电机扭矩TMot是负向扭矩，这意味着目标电机扭矩Ttarget是在扭矩交替阶段S2中绝对值逐渐减小的负向扭矩。具体地，使传递到车轮上的扭矩在扭矩交替阶段S2期间保持大致不变或缓慢变化。优选地，目标电机扭矩Ttarget可以确定为使得车轮扭矩Tw保持在扭矩交替阶段S2开始时的数值，该数值可以根据车辆的车速、质量和车轮半径来计算。而电机扭矩TMot对车轮扭矩Tw的贡献等于待分离离合器扭矩Toff乘相应传动比以及待接合离合器扭矩Ton乘相应传动比之和。扭矩交替阶段S2期间的实时目标电机扭矩Ttarget可以表达为：
在上述过程中，可以通过电机控制器来控制电机扭矩TMot达到目标电机扭矩Ttarget，并根据上述计算结果进行实时连续的或周期性的调整。
根据本发明的替代实施例，扭矩交替阶段S2期间的目标电机扭矩Ttarget也可以根据车辆的实时速度通过预置的查找表来进行实时的匹配查询。查找表中车辆速度与目标电机扭矩之间的对应关系可以通过实验得到，并存储在车辆的电机控制器或其他设备中。
在调速阶段S3中，待分离离合器C1完全分离而待接合离合器C2完全接合，此时，电机M的扭矩全部通过待接合离合器C2的传动路径传递至车轮。在调速阶段S3期间，可以根据TCU的实际需要来确定电机扭矩TMot。
另外，根据本发明的另一实施例，还提供用于执行根据上述实施例的滑行降挡控制方法的控制系统。该控制系统包括：用于检测电机扭矩TMot的扭矩检测模块；用于确定目标电机扭矩Ttarget和/或车轮扭矩Tw的扭矩计算模块；和用于控制电机M的电机控制模块。其中，电机控制模块包括上述电机控制器，以使电机扭矩TMot达到目标电机扭矩Ttarget。优选地，该控制系统还可以包括控制变速器的变速器控制单元TCU。
虽然在上述说明中示例性地描述了可能的实施例，但是应当理解到，仍然通过所有已知的和此外技术人员容易想到的技术特征和实施方式的组合存在大量实施例的变化。此外还应该理解到，示例性的实施方式仅仅作为一个例子，这种实施例绝不以任何形式限制本发明的保护范围、应用和构造。通过前述说明更多地是向技术人员提供一种用于转化至少一个示例性实施方式的技术指导，其中，只要不脱离权利要求书的保护范围，便可以进行各种改变，尤其是关于所述部件的功能和结构方面的改变。
附图标记表
E 发动机
M 电机
C1 第一离合器/待分离离合器
C2 第二离合器/待接合离合器
C0 第三离合器
TMot 电机扭矩
Tw 车轮扭矩
Toff 第一离合器扭矩
Ton 第二离合器扭矩
ioff 第一离合器对应的传动路径的传动比
ion 第二离合器对应的传动路径的传动比
S1 准备阶段
S2 扭矩交替阶段
S3 调速阶段
t1 扭矩交替阶段开始时刻
t2 扭矩交替阶段结束时刻

Claims (10)

1.一种用于车辆的滑行降挡控制方法，所述车辆包括电机(M)、第一离合器(C1)、第二离合器(C2)、变速器和车轮，其中，所述第一离合器(C1)和所述第二离合器(C2)并联地传动连接在所述电机(M)与所述变速器之间，所述变速器与所述车轮传动连接，
其特征在于，所述控制方法包括：
在所述车辆滑行降挡的扭矩交替阶段(S2)，控制所述电机(M)使电机扭矩(TMot)达到目标电机扭矩(Ttarget)，其中，在所述扭矩交替阶段(S2)中，所述第一离合器(C1)从接合状态开始转换到分离状态，同时所述第二离合器(C2)从分离状态开始转换到接合状态，并且所述目标电机扭矩(Ttarget)是在所述扭矩交替阶段(S2)中绝对值逐渐减小的负向扭矩，以补偿离合器转换时导致的车轮扭矩(Tw)变化。
2.根据权利要求1所述的滑行降挡控制方法，其特征在于，所述目标电机扭矩(Ttarget)使得所述车轮扭矩(Tw)保持在所述扭矩交替阶段(S2)开始时的数值。
3.根据权利要求2所述的滑行降挡控制方法，其特征在于，所述车轮扭矩(Tw)根据所述车辆的车速、质量和车轮半径来计算。
4.根据权利要求2所述的滑行降挡控制方法，其特征在于，在所述扭矩交替阶段(S2)中，所述目标电机扭矩(Ttarget)由如下公式实时连续地或周期性地确定：
其中，Ttarget为所述目标电机扭矩，Tw为所述车轮扭矩，Ton为所述第二离合器(C2)上的实时扭矩，ioff为所述第一离合器(C1)对应的传动路径的传动比，ion为所述第二离合器(C2)对应的传动路径的传动比。
5.根据权利要求1所述的滑行降挡控制方法，其特征在于，所述第一离合器(C1)对应的传动路径的传动比(ioff)小于所述第二离合器(C2)对应的传动路径的传动比(ion)。
6.根据权利要求5所述的滑行降挡控制方法，其特征在于，在所述扭矩交替阶段(S2)中，所述电机扭矩(TMot)为再生扭矩。
7.根据权利要求1所述的滑行降挡控制方法，其特征在于，所述控制方法还包括在所述第一离合器(C1)完全分离并且所述第二离合器(C2)完全接合之后，根据变速器控制单元的需要来调整所述电机扭矩(TMot)。
8.根据权利要求1至7之一所述的滑行降挡控制方法，其特征在于，通过电机控制器来控制所述电机(M)达到所述目标电机扭矩(Ttarget)。
9.一种用于车辆的滑行降挡控制系统，所述控制系统配置为执行根据权利要求1至8之一所述的滑行降挡控制方法，所述控制系统包括：
扭矩检测模块，其用于检测所述电机扭矩(TMot)；
扭矩计算模块，其用于确定所述目标电机扭矩(Ttarget)和/或所述车轮扭矩(Tw)；和
电机控制模块，其用于控制所述电机(M)。
10.根据权利要求9所述的滑行降挡控制系统，其特征在于，所述控制系统包括控制所述变速器的变速器控制单元。
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