CN1205428C - 自动变速器换高档控制 - Google Patents
自动变速器换高档控制 Download PDFInfo
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Abstract
一种用于在一个自动机械变速器系统(10)中控制换高档的方法/系统,系统10最好用于带有ECU(28)控制的发动机制动器(46)的车辆中。当需要从当前接合速比(GR)换高档时(ES>ESU/S),依次评价跨跳换高档(GRTARGET=GR+N,N>1)、然后是换高一档(GRTARGET=GR+1)。
Description
技术领域
本发明涉及一种如US5,272,939公开的控制方法/系统,用于在一个至少为半自动的机械变速器系统中控制换高档。本发明尤其涉及在车用自动机械式变速器系统中换高档的控制,其中系统感测出指示从当前啮合速比(GR)换高档的工况,并依次评价跨跳换高档及然后换高一档的可行性,并在认为合适时命令换高档。
背景技术
在现有技术中公知车辆使用的全自动或半自动机械式变速器系统,如可参见美国专利说明书No.4,361,060;4,648,290;4,722,248;4,850,236;5,389,053;5,487,004;5,435,212及5,755,639。发动机制动器(也称为压缩制动器、排气制动器或Jake制动器)的使用和利用该制动器的变速器控制在现有技术中公知,如可参见美国专利说明书No.5,409,432和5,425,689。
自动机械式变速器系统的控制,尤其是在保持主离合器接合时完成换档,对换档和/或跳档的可行性进行评价,这在现有技术中公知,如可参见美国专利说明书No.4,576,065;4,916,979;5,335,566;5,425,689;5,272,939;5,479,345;5,533,946;5,582,069;5,620,392;5,489,247;5,490,063和5,509,867,其公开的内容在此作为参考。
发明内容
本发明的控制为车用自动机械式变速器系统提供了一种控制,该系统将感测指示从当前啮合速比换高档的工况,依次评价大幅度跨跳换高档、然后单跳换高档、然后换高一档的可行性,并将发出换至第一目标速比的命令,该速比被认为在当前车辆运行工况下是理想的。
在本发明的一个优选实施例中,通过设定如下来完成上述过程:(i)一个完成换高档的最大可接受换档时间,及(ii)确定建议的换高档在当前车辆运行工况下是否可行的换高档可行性规则。换高档可行性规则包括一个两步测试:(a)换高档是否能在最小的发动机转速之上完成?及(b)当完成时,以目标速比啮合,发动机是否能在驱动轮提供足够的扭矩,以允许至少一个最小的车辆加速度?
对大幅度跨跳换高档(即从GR至GR+3的换高档)、然后对单跳换高档(即换至GR+2的换高档)进行评价,以确定是否:(i)它们能在最大的可接受换档时间内完成,及(ii)它们是可行的。如果所评价的跳档满足了这两个测试,其为理想的,并发出命令。如果跳档不可行,对换高一档(即换至GR+1的换高档)的可行性(只对这一点)进行评价,如果可行则发出命令。
因此,提供了一种用于自动机械式变速器的改进的换高档控制,其将自动地评价并命令理想的跳档及然后的换高一档。
本发明的这个和其他目标和优势,将从结合附图、阅读后附的优选实施例描述中变得明显。
附图说明
图1是一个利用本发明控制的自动机械式变速器系统的框图形式的示意性说明。
图2是图形形式的示意性说明,说明了图1中符合本发明的变速器系统的换档点曲线。
图3A和3B是本发明控制的流程图形式的示意性描述。
具体实施方式
图1中示意性地说明了一个至少为半自动的机械式变速器系统,主要用于车用。自动变速器系统10包括一个燃油控制的发动机12(如熟知的柴油发动机等)、一个多档变速器14和一个非刚性的联接装置16(如一个摩擦主离合器),其驱动地介于发动机和变速器输入轴18之间。变速器14可为组合式类型,包括一个与分级式和/或范围式类型的副变速器串联的主变速器。这种类型的变速器,尤其如重型车辆所使用的,一般带有9、10、12、13、16或18个前进档。这种变速器的例子可参见美国专利说明书No.5,390,561和5,737,978,其公开的内容在这儿作为参考。
一个变速器输出轴20从变速器14向外延伸,并驱动地连接车辆传动轴22,通常利用中央轴(prop shaft)24。所描述的主摩擦离合器16包括一个连接发动机曲轴/飞轮的驱动部分16A和一个被驱动部分16B,16B与变速器输入轴18相连并适合于与驱动部分16A进行摩擦接合。可以使用一个换高档制动器26(也称为一个输入轴制动器或惯性制动器)来选择性地降低输入轴18的转速,以更快地换高档,如已知。输入轴或换高档制动器在现有技术中公知,如可参见美国专利说明书No.5,655,407和5,713,445。
提供一个基于微处理器的电控单元(或ECU)28,以接收输入信号30、根据预设逻辑规则来处理该输入信号,以给多个系统促动器或类似装置发出命令输出信号32。熟知这种类型的基于微处理器的控制器,一个例子可参见美国专利说明书No.4,595,986。
系统10包括转速传感器34、36和38,传感器34用于感测发动机转速并提供一个指示该转速的输出信号(ES),传感器36用于感测输入轴16的转速并提供一个指示该转速的输出信号(IS),传感器38用于感测输出轴20的转速并提供一个指示该转速的输出信号(OS)。可提供一个传感器40,用于感测油门踏板的位移并提供一个指示该位移的输出信号(THL)。可提供一个换档控制的控制板42,以允许操作员选择一个变速器系统的操作模式,并提供一个指示该模式的输出信号(GRT)。
如已知,如果离合器接合,发动机转速可从输入轴转速和/或输出轴转速以及接合速比得出(ES=IS=OS*GR)。
作为另一种选择,对于通过手动换档杆43来控制至少部分换档的系统,可提供一个传感器,用于提供一个指示换档杆位置的输入信号(SL)。该类型的系统将包括带有一个手动换档的主变速器和一个自动分级式变速器的系统。该基本类型的传感器可参见美国专利说明书No.5,743,143。
系统10也可包括传感器44和46,分别用于感测车辆脚制动器(也称为脚刹)和发动机制动器的操作,并分别提供指示其操作的信号FB和EB。
可通过一个离合器踏板48,或通过一个响应ECU28输出信号的离合器促动器50,来控制主离合器16。作为另一种选择,可提供一个响应控制输出信号的促动器,其可被手动离合器踏板的操作所覆盖。在优选实施例中,离合器是手动控制的,并只在起动车辆时使用(参见美国专利说明书No.4,850,236;5,272,939和5,425,689)。变速器14可包括一个变速器促动器52,其响应ECU28的输出信号,和/或给ECU28发送指示所选择位置的输入信号。该类型的换档机构,通常是所谓的X-Y换档类型,在现有技术中公知,如可参见美国专利说明书No.5,305,240和5,219,391。促动器52可对变速器14的主和/或副变速器进行换档。离合器16的接合和脱开状况可由位置传感器(未示)来感测,或可通过比较发动机转速(ES)和输入轴转速(IS)来确定。
发动机的供油最好通过一个电子发动机控制器54来控制,其从ECU28接收命令信号,和/或为ECU28提供输入信号。更有利的是,发动机控制器54将与一个工业标准的数据链DL进行通讯,该数据链符合熟知的工业协议,如SAE J1922,SAE 1939和/或ISO 11898。ECU28可合并入发动机控制器54内。
如已知,对于自动换档,ECU28必须确定:何时需要换高档和换低档,及单跳换档或跨跳换档是否可行(参见美国专利说明书No.4,361,060;4,576,065;4,916,979和4,947,331)。
图2是换档点曲线的图示,用来决定:ECU28应该何时给换档促动器52发出换档命令。实线60是缺省的换高档曲线,而实线62是缺省的换低档曲线。如已知,如果车辆运行在换高档曲线60的右侧,应该命令变速器14换高档,如果车辆运行在换低档曲线62的左侧,应该命令换低档。如果车辆运行在曲线60和62之间,则变速器不需要换档。
换档曲线60是发动机转速的图示,指示了在油门位移(即要求)的多个角度下,从当前啮合速比(GR)换高档的发动机转速(ESU/S)。
根据本发明优选实施例的控制,如果需要从当前啮合速比(GR)换高档(即,在换档点曲线60上,如果在当前油门位移时,发动机转速(ES)大于换高档发动机转速(ESU/S)),开始一系列对换高档目标速比(GRTARGET)可行性的判断,如果存在的话。该控制将依次评价跳档、然后评价换高一档的可行性,并命令换高档至第一个认为理想的可能目标速比。
基于换档质量、车辆性能等,设定一个完成换高档的最大时间。比如,对于重型卡车,该时间值约为1.0至2.0秒。
建立一个两步可行性测试:
(1)在给定的当前/假定发动机和车辆减速率的情况下,是否发动机转速为一个高于预选最小发动机转速ESMIN的同步值?比如,选择ESMIN为约1100至1300rpm,对于一个典型的重型柴油机来说,这等于或接近其峰值扭矩的转速。发动机减速率可在使用或不使用发动机制动的情况下来评价。可参见美国专利说明书No.5,335,566和5,425,689来理解该逻辑,其公开的内容在此作为参考。已知使用发动机制动器(也称为排气制动器和Jake制动器)来改善换高档,如可参见美国专利说明书No.5,409,432;及
(2)在建议的换高档完成后,作用于驱动轮的扭矩是否提供了足够的扭矩以实现至少是最小的车辆加速度?(参见美国专利说明书No.5,272,939和5,479,345,其公开的内容在此作为参考。)
如果两步可行性测试中有一步或两步都不能满足,则换高档至一个评价的目标速比(GR+1,2,3...)不可行,将不发出命令。
根据本发明的逻辑,在感测到指示(ES>ESU/S)换高档时,依次进行:
(1)评价从当前接合速比GR大幅度跨跳高档至GR+3(不使用发动机制动器),如果换高档至GR+3是(i)可行的,及(ii)其能在最大时间内完成,这是理想的,将开始换高档至GR+3。如果不是,
(2)再评价单跳高档至GR+2(不使用发动机制动器),如果换高档至GR+2是(i)可行的,及(ii)其能在最大时间内完成,这是理想的,将开始换高档至GR+2。如果不是,
(3)再评价换高一档至GR+1(不使用发动机制动器),如果换高档至GR+1(不使用发动机制动器)是可行的,将命令换高档至GR+1(不使用发动机制动器)。如果不是,
(4)再评价使用发动机制动器时换高一档至GR+1,如果使用发动机制动器时换高档至GR+1是可行的,将命令使用发动机制动器时换高档至GR+1。如果不是,
(5)将不开始换高档。
本发明的控制以流程图形式显示于图3A和3B中。本发明的控制逻辑将导致换高档至速比,使发动机转速接近、但不低于标定值ESMIN,其为或接近发动机的峰值扭矩转速。虽然只说明了跨跳两个速比的换档,本发明也适用于跨跳三个或更多个速比。
在本发明的另一个实施例中,如果发现所评价的跨跳高档(不使用发动机制动器)不可行,则对使用发动机制动器换相同的高档进行评价并发出命令。
在本发明的另一个实施例中,当评价使用发动机制动器换高一档至GR+1时,最小发动机转速参考值(ESMIN)可降低至一个比用来评价其他换高档的1100-1300rpm低100-200rpm的转速。无论如何,这种换档将是低质量的换档,最好是增加换档被确定为可行的可能性。
因此可看到:提供了一种控制换档的改进的控制系统/方法,用于车辆中一个至少为半自动的机械式变速器系统,其带有一个手工操作的发动机制动器。
虽然较具体地描述了本发明,但应理解:只是通过例子描述了优选实施例,在不超出下文的权利要求书所确定的本发明精神实质及范围的情况下,对本发明可以在形式和细节方面作出多种变动。
Claims (19)
1.一种控制车辆中车用自动机械式变速器系统(10)自动换高档的方法,该系统包括一个燃油控制的发动机(12)、一个多档机械式变速器(14)和一个控制器(28),其中在发动机(12)和变速器(14)之间是一个起传动作用的非刚性的联接装置,所述控制器接收输入信号(30),该信号包括一个或多个指示发动机转速(ES)、啮合速比(GR)和车速(OS)的信号,并根据逻辑规则来处理所述输入信号,给变速器系统促动器发出命令输出信号(32),促动器包括有效地对所述变速器进行换档的变速器促动器(52),所述方法的特征在于:
(i)建立一个完成跨跳换高档的最大可接受时间(TMAX);
(ii)建立一个换高档可行性的标准,在感测的车辆运行工况下,只有满足以下条件,换高档至一个目标速比才认为是可行的:
(a)在预设发动机转速之上可达到基本同步,及
(b)在接合目标速比时,车辆将有一个至少为预设的加速度(dOS/dt);
(iii)在感测到需要从一个已啮合速比(GR)换高档(ES>ESU/S)时,依次进行:
(a)确定在一个不超出所述最大可接受时间的时间内、从当前接合速比跨跳至高两个速比的高档(GRTARGET=GR+2)是否可行,如果可行,命令从当前接合速比向上跨跳两个速比换档;如果不可行,
(b)再确定不使用发动机制动器时、换至高一档(GRTARGET=GR+1)是否可行,如果可行,命令从当前接合速比在不使用发动机制动器的情况下换至高一档。
2.根据权利要求1所述的方法,其特征在于,所述车辆包括一个发动机制动器,可由所述控制器的命令输出信号所操作,并在步骤(iii)(b)之后进一步包括如下步骤:
(c)如果不使用发动机制动器换至高一档不可行,则确定使用发动机制动器时换至高一档是否可行,如果可行,命令从当前接合速比使用发动机制动器换至高一档,如果不可行,
(d)则保持变速器以当前接合速比啮合。
3.根据权利要求1所述的方法,在步骤(iii)(a)之前,其进一步包括如下步骤:
(e)确定在一个不超出所述最大可按受时间的时间内、从当前接合速比跨跳至高三个速比的高档(GRTARGET=GR+3)是否可行,如果可行,命令从所述当前接合速比向上跨跳三个速比换档,如果不可行,再进行步骤(iii)(a)。
4.根据权利要求2所述的方法,在步骤(iii)(a)之前,其进一步包括如下步骤:
(e)确定在一个不超出所述最大可接受时间的时间内、从当前接合速比跨跳至高三个速比的高档(GRTARGET=GR+3)是否可行,如果可行,命令从所述当前接合速比向上跨跳三个速比换档,如果不可行,再进行步骤(iii)(a)。
5.根据权利要求1所述的方法,其特征在于,所述非刚性的联接装置是一个手工控制的离合器(16)。
6.根据权利要求1所述的方法,其特征在于,所述最大可接受时间约为1.0至2.0秒。
7.根据权利要求1所述的方法,其特征在于,所述发动机是一个柴油机,且所述预设发动机转速为约1100至1300rpm。
8.根据权利要求1所述的方法,其特征在于,确定换高档至一个目标速比的可行性包括:
作为至少包括当前接合速比和指示(i)当前发动机扭矩、及(ii)当前车辆加速度的所述输入信号的函数,去确定预期所需的驱动轮扭矩(T0),以在当前车辆运行工况下,维持至少所述最小车辆加速度(A0);
作为以下参数的函数:(i)预期所需的驱动轮扭矩(T0),以在当前车辆运行工况下,维持至少所述最小车辆加速度(A0),(ii)所选目标速比的速比,及(iii)在目标变速器速比(206)下预期最大可用的驱动轮扭矩,去确定如果完成了所选的换档、以目标变速器速比接合时,是否所述预期最大可用扭矩将至少等于所述预期所需的驱动轮扭矩,及
在以目标变速器速比接合时,只有确定所述最大可用扭矩将至少等于所述预期所需的驱动轮扭矩时,开始所选的换档。
9.根据权利要求1所述的方法,其特征在于,确定换高档至一个目标速比的可行性包括:
作为至少包括指示(i)当前发动机扭矩、及(ii)当前车辆加速度的所述输入信号的函数,在当前车辆运行工况和零发动机扭矩施加于驱动轮时,去确定预期车辆加速度(A0);
按照以下参数的函数:(i)在当前车辆运行工况和零发动机扭矩施加于驱动轮时的预期车辆加速度(A0),(ii)所选目标速比的速比,及(iii)在换档至目标速比过程中的预期输入轴加速度,确定如果完成了所选的换档、以目标速比接合时,实现基本同步工况的可行性或不可行性。
10.根据权利要求1所述的方法,其特征在于,所述发动机有一个最大扭矩转速,所述预设发动机转速基本等于所述最大扭矩转速。
11.根据权利要求1所述的方法,其特征在于,所述车辆包括一个发动机制动器,可由所述控制器的命令输出信号所操作,且步骤(iii)(a)包括:
(a-1)确定在一个不超出所述最大可接受时间的时间内、不使用发动机制动器而从当前接合速比跨跳至高两个速比的高档(GRTARGET=GR+2)是否可行,如果可行,命令从当前接合速比向上跨跳两个速比换档;如果不可行,
(a-2)确定在一个不超出所述最大可接受时间的时间内、使用发动机制动器从当前接合速比跨跳至高两个速比的高档(GRTARGET=GR+2)是否可行,如果可行,命令从当前接合速比向上跨跳两个速比换档。
12.一种控制车辆中车用自动机械式变速器系统(10)自动换高档的控制系统,系统(10)包括一个燃油控制的发动机(12)、一个多档机械式变速器(14)和一个控制器(28),其中在发动机(12)和变速器(14)之间是一个起传动作用的非刚性的联接装置,控制器接收输入信号(30),该信号包括一个或多个指示发动机转速(ES)、啮合速比(GR)和车速(OS)的信号,并根据逻辑规则来处理所述输入信号,给变速器系统促动器发出命令输出信号(32),促动器包括有效地对所述变速器进行换档的变速器促动器(52),所述控制系统包括的逻辑规则用于:
(i)建立一个完成跨跳换高档的最大可接受时间(TMAX);
(ii)建立一个换高档可行性的标准,在感测的车辆运行工况下,只有满足以下条件,换高档至一个目标速比才认为是可行的:
(a)在预设发动机转速之上可达到基本同步,及
(b)在接合目标速比时,车辆将有一个至少为预设的加速度(dOS/dt);
(iii)在感测到需要从一个已啮合速比(GR)换高档(ES>ESU/S)时,依次进行:
(a)确定在一个不超出所述最大可接受时间的时间内、从当前接合速比跨跳至高两个速比的高档(GRTARGET=GR+2)是否可行,如果可行,命令从当前接合速比向上跨跳两个速比换档;如果不可行,
(b)再确定不使用发动机制动器时、换至高一档(GRTARGET=GR+1)是否可行,如果可行,命令从当前接合速比在不使用发动机制动器的情况下换至高一档。
13.根据权利要求12所述的控制系统,其特征在于,所述车辆包括一个发动机制动器,可由所述控制器的命令输出信号所操作,并在步骤(iii)(b)之后进一步包括逻辑规则,用于:
(c)如果不使用发动机制动器换至高一档不可行,则确定使用发动机制动器时换至高一档是否可行,如果可行,命令从当前接合速比使用发动机制动器换至高一档,如果不可行,
(d)则保持变速器以当前接合速比啮合。
14.根据权利要求12所述的控制系统,在步骤(iii)(a)之前,其进一步包括逻辑规则,用于:
(e)确定在一个不超出所述最大可按受时间的时间内、从当前接合速比跨跳至高三个速比的高档(GRTARGET=GR+3)是否可行,如果可行,命令从所述当前接合速比向上跨跳三个速比换档,如果不可行,再进行步骤(iii)(a)。
15.根据权利要求13所述的控制系统,在步骤(iii)(a)之前,其进一步包括逻辑规则,用于:
(e)确定在一个不超出所述最大可接受时间的时间内、从当前接合速比跨跳至高三个速比的高档(GRTARGET=GR+3)是否可行,如果可行,命令从所述当前接合速比向上跨跳三个速比换档,如果不可行,再进行步骤(iii)(a)。
16.根据权利要求12所述的控制系统,其特征在于,所述非刚性的联接装置是一个手工控制的离合器(16)。
17.根据权利要求12所述的控制系统,其特征在于,所述最大可接受时间约为1.0至2.0秒。
18.根据权利要求12所述的控制系统,其特征在于,所述发动机是一个柴油机,且所述预设发动机转速为约1100至1300rpm。
19.根据权利要求12所述的控制系统,其特征在于,所述发动机有一个最大扭矩转速,所述预设发动机转速基本等于所述最大扭矩转速。
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- 1999-01-14 US US09/232,252 patent/US6149545A/en not_active Expired - Lifetime
-
2000
- 2000-01-07 EP EP00100140A patent/EP1020663B1/en not_active Expired - Lifetime
- 2000-01-07 ES ES00100140T patent/ES2209687T3/es not_active Expired - Lifetime
- 2000-01-07 DE DE60006430T patent/DE60006430T2/de not_active Expired - Lifetime
- 2000-01-13 KR KR10-2000-0001557A patent/KR100512195B1/ko not_active IP Right Cessation
- 2000-01-13 BR BR0000278-0A patent/BR0000278A/pt not_active IP Right Cessation
- 2000-01-14 CN CNB001010786A patent/CN1205428C/zh not_active Expired - Fee Related
- 2000-01-14 JP JP2000006587A patent/JP2000205400A/ja active Pending
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN101907164B (zh) * | 2009-12-22 | 2012-11-28 | 浙江吉利汽车研究院有限公司 | 一种基于时间的自动挂挡规律制定方法 |
Also Published As
Publication number | Publication date |
---|---|
US6149545A (en) | 2000-11-21 |
EP1020663A3 (en) | 2002-02-27 |
EP1020663B1 (en) | 2003-11-12 |
DE60006430T2 (de) | 2004-08-26 |
CN1260292A (zh) | 2000-07-19 |
EP1020663A2 (en) | 2000-07-19 |
ES2209687T3 (es) | 2004-07-01 |
DE60006430D1 (de) | 2003-12-18 |
JP2000205400A (ja) | 2000-07-25 |
KR20000053484A (ko) | 2000-08-25 |
BR0000278A (pt) | 2001-08-14 |
KR100512195B1 (ko) | 2005-09-02 |
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