CN1293328C - 起动档的自动选择 - Google Patents

起动档的自动选择 Download PDF

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CN1293328C
CN1293328C CNB018130437A CN01813043A CN1293328C CN 1293328 C CN1293328 C CN 1293328C CN B018130437 A CNB018130437 A CN B018130437A CN 01813043 A CN01813043 A CN 01813043A CN 1293328 C CN1293328 C CN 1293328C
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speed
vehicle
processing unit
speed ratio
prime mover
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CN1443288A (zh
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M·福勒
K·赖特
A·J·理查森
R·S·惠勒
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Eaton Intelligent Power Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • 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
    • F16H61/02—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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H2059/142—Inputs being a function of torque or torque demand of driving resistance calculated from weight, slope, or the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H2059/366—Engine or motor speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • 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
    • F16H61/02—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
    • F16H2061/023—Drive-off gear selection, i.e. optimising gear ratio for drive off of a vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/24—Inputs being a function of torque or torque demand dependent on the throttle opening
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H59/40—Output shaft speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H59/42—Input shaft speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F16H59/70—Inputs being a function of gearing status dependent on the ratio established
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S475/00—Planetary gear transmission systems or components
    • Y10S475/90—Brake for input or output shaft
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S475/00—Planetary gear transmission systems or components
    • Y10S475/901—Particular material
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/20—Control lever and linkage systems
    • Y10T74/20012—Multiple controlled elements
    • Y10T74/20018—Transmission control
    • Y10T74/2003—Electrical actuator

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

一种用于将从发动机(E)的转矩传递到换档变速器的自动离合器系统与一处理单元(30)相连接，该处理单元根据各种输入参数计算车辆于其上运行的坡度及其当前重量，以确定使车辆从静止起动时离合器打滑最小化的合适的起动档。

Description

起动档的自动选择
技术领域
本发明涉及车辆传动系统及其改进。
背景技术
在一安装手动变速器与离合器系统的车辆上，司机操纵离合踏板选择合适的起动档。富有经验的司机将选择一合适的档位，以使车辆从静止平稳起步而没有不适当的离合器打滑，而且也不必在此后提速时进行不必要的换档。富有经验的司机将基于他对车辆重量、车辆性能、道路条件及坡度的估算选择起动档。如果所选档位对当前重量与坡度而言过高，此后便不能平滑地牵引车辆，这样司机就使离合器打滑，直到车辆速度足够高以允许离合器的完全接合。离合器打滑会导致离合器的磨损，离合器越经常打滑，则离合器的寿命就越短。
传统的自动变速器通常使用一个变矩器与一个行星齿轮系。机械式自动变速器(AMT)通常被认为是一分级齿轮变速器，并将在其与发动机之间有一个离合器装置，以选择性地连接发动机到变速器。离合器装置通常为摩擦式装置而非变矩器。AMT通常包括用于控制速比(齿轮齿数比)选择的装置。离合器的操作可以通过踩动踏板或一自动化装置完成。AMT通常设有一用于选择或保持速比的手动超越(override)控制装置。通过AMT，可以控制起动档的选择以达到最佳起动性能和最小离合器打滑时间。虽然可以一直通过在第一档起动将离合器打滑减到最少，例如，如此实施将经常导致大量的不必要的换档，将是乏味的并且对司机而言也是难以接受的。燃料效率也将受到不利的影响。
在当前的AMT实施中，起动档的选择仍然由司机通过操纵一个选择开关来完成。该开关通常是以一个安装在转向管柱之上或旁边的选档杆的形式，或者是以一个安装于仪表板之上的开关，并可被用于档位选择或超越由CPU所选择/确定的合适档位。这些开关允许司机选择一个低于用于起动的最佳档的档位，并因此而可能降低离合器寿命。通常一个AMT将会有一个程序预定的起动档，它可以预编程到AMT的控制系统之内。可选择地并经常地，它可以设置在每一行程(journey)的起始点，或在行程中重设。该系统的一个缺点是它们相对不灵活，因为它们没有考虑路况变化或因为装载或卸载而造成的车辆重量变化。
在当前AMT系统的一些应用中可以利用一个中央处理器(CPU)来计算(或用向CPU提供信息的传感器来测量)道路坡度和车辆总重量(GVW)。通过这些道路坡度和车辆重量值，可以为系统计算一个在主要/经常条件下的最佳起动档，并与司机无关地选择该档位。该系统的优点在于保护离合器和变速器在当前条件下不以过高或过低的档位起动，因此而得到一较长的离合器寿命，并减少对车辆驱动系的滥用(不适当使用)。
发明内容
本系统也针对司机进行了简化。虽然在被认为是适当的情况下一超越(override)系统可能被包含于其中，司机无需选择起动档。
根据本发明为车辆提供了一种自动变速传动系统，该传动系统包括一换档变速系统和一车辆起动装置，该起动装置可以将发动机的转矩在从零转矩传递到发动机最大可用转矩传递的范围传递到变速器，该传动系统包括至少一个处理单元和多个其输出提供给处理单元作为输入的传感器，上述处理单元利用传感器的输入确定当前车辆总重量及车辆运行于其上的坡度的值，以确定一最佳起动档速比，上述最佳起动档速比将是最大起动档，它可以提供小于一个预定值而不低于一预定最小值的起动装置打滑和一达到目标道路速度所需的最小换档次数。
附图说明
下面将参照附图对本发明作以说明，其中：
图1是示出变速器的示意图，和
图2是示出本发明的系统的详细操作流程图。
具体实施方式
传动系统10包括一有一个连接到离合器C的输出轴12的发动机E，离合器C本身又可以与换档变速器11的输入轴16相连。变速器11有一个与车辆驱动轮(未示出)相连接的输出轴20。
该系统由一个中央处理器(CPU)30控制，优选地，中央处理器是一单一处理单元，但可选地可以是多个分布的处理单元。在上述条件下，处理单元可以安装于变速器上、在车辆驾驶室里、在发动机上、在底盘上，或以上的任意组合上。变速器将通常有多个操作模式，包括手动和自动模式。还可以有附加的功能，使得可以调节换档点以适应经常/主要条件。
司机所要求的发动机功率由THL22标识，其输出信号被送往CPU30。CPU30然后将所要求的功率作为一个输出信号沿链路23送往发动机E。司机也会有一个速比换档杆34，可用于选择一个变速器速比或在变速器处于自动模式时超越CPU所作的选择(的变速比)。离合器的操作由CPU控制，其控制信号被送往一个离合器操纵机构27。通过一众所周知的机构操作该变速器，因而这不构成本发明的一部分。速比换档杆34操纵机构36内的一套接触器，以提供一输出信号给CPU30。换档杆34供司机用于选择一速比或超越由变速器CPU所选择的速比。向CPU的其它输入来自分别测量发动机速度、变速器输入轴速度与变速器输出轴速度的传感器ES、IS和OS。输出轴速度可用于以众所周知的方式决定车辆速度。
CPU将接收来自适当传感器的输入信号ES、IS和OS。变速器控制机构29也将提供关于当前所啮合的速比的信息(GR)。根据这一信息，可以按照已知的方式计算GVW(车辆总重量)。另一个获得GVW信息的途径是悬挂系统(如果它是空气悬挂类型)。
如果车辆重量已知，发动机性能特征也已知，可以测定车辆于其上运行的坡度。如果该信息已知，则可以测定一用于主要/经常条件的最佳起动速比。该最佳起动速比将会导致在车辆从静止启动到离合完全接合条件时的最小离合器打滑量。优选的是，利用一较高的可能档位来起动，通过减少后续所需换档次数而提高了燃料效率。倘若发动机不是太吃力，一减少的换档次数将是操作者所优选的，并使驾驶更为舒适。
然而，如果所选速比太高，那么在发动机通过离合器以一不打滑的方式与变速器直接连接之前的时间将相对较长。在摩擦式离合器中拖长的打滑时间导致离合器寿命缩短。在使用液力变矩器的情况下，拖长的打滑时间会导致燃料效率降低。
如果啮合时间过短，则驱动系“抓住”(snatch)一个突然的啮合，既令操作者不舒适，对车辆其它部件的寿命也不利。允许的离合器打滑的时间范围在0.25至0.5秒之间，并主要取决于车辆、当时的条件，例如，车辆总重量、坡度、所选速比和司机的要求。司机的要求将影响打滑时间，取决于该司机是否想迅速离开或更平缓一些离开。优选值在0.5至1.5秒之间。
通常所知的参数为发动机速度、车辆速度和啮合速比，但如果车辆总重量与坡度也是已知的，那么，就可以计算出一个最佳起动档值。显然，如果车辆将要沿下坡方向出发，则最佳速比将会高于当车辆在一平地或上坡的坡度时。如果处于一上坡的坡度时，将要根据坡度的陡度来选择档位。
如果一重型车辆以例如40吨或更重(大约80000lbs.)的重量运行，并安装有取决于负载与坡度的12或16个前进速比的变速器，正常的起动档将在第三档与第七档之间-取决于GVW与坡度。对一可运行时达36吨(大约72000lbs.)并安装有一个六或九速度变速器的中型车辆，正常的起动速比将在第二档与第四档之间，这同样取决于GVW与坡度。
一用于确定最佳起动档的优选的方法在图2的流程图中示出。在这个例子中，最大起动档可以编程输入CPU内存，并被选用以适合于特定的变速器类型与速比数。如以上所述，它可以为第三或第五档。测定车辆运行于其上的坡度以及负载。如以上所述，该信息可以通过所述的方法计算或从J1939数据链路读取。
其它以存贮的数据或从J1939链路读入的信息形式的信息可以用于计算牵引力。牵引力TE以一简单表示的函数计算：
TE＝f(RR+GR+GVW)
其中：RR是滚动阻力；
GR是速比；
GVW是车辆总重量。
一旦确定了牵引力，就可以计算加速打滑时间估算值，即在车辆加速到离合器将充分接合时所估算的离合器打滑时间。
如上所述，打滑时间有一优选的最大值，例如为1秒、5秒，可以编程输入CPU内存作为参考时间。如果加速打滑时间的计算结果为一比预定参考值更大的时间，那么，起动档可以减少1，而以较低档值重复计算过程。该循环可一直重复，直到加速打滑时间落于容许限度之内。那时，所得出的速比可以由自动变速器采用啮合，从而允许车辆启动。
如上所述，很短的离合器打滑时间有“变速器突然抓住”的风险，这令司机不舒适，对车辆也不利。CPU也可以被编程执行该测试，以保证打滑时间不低于预定的最小值。然而，某些例外也是允许的，例如，当车辆开始下一个陡坡时，通过离合器传送的转矩将会很低。
在某些条件下，加速打滑时间可能比预定参考值(通常允许的时间)更大，例如，当一满载的车辆需要从一陡坡上起动时。在这种情况下，就很少有选择而只能是以第一档位起动。不过，这种车辆通常备有其它离合器和传动系保护装置，可用于保证离合器不会过热并不会被损害。这种装置的例子有温度传感器和/或振动传感器。
可以看出，通过选择最佳起动速比，达到一稳定状态的速度(不必是最大值)所需的换档次数可以减少到四次之多。这种减少将减轻司机的疲劳并减少燃料消耗量。显然，它将减少离合器磨损，然而很难对离合器所能延长的寿命作出实际的估算。
可以看出，通过选择最佳起动速比，达到一稳定状态的速度(不是最大值)所需的换档次数可以减少到四次之多。这种减少将减轻司机的疲劳并减少燃料消耗量。显然，它将减少离合器磨损。

Claims (5)

1.一种用于车辆的自动传动系统(10)，它可安装于原动机(E)与车辆驱动轮之间，包括一换档变速器(11)和一离合器装置(C)，该离合器装置可以将来自于原动机的转矩在从零转矩到原动机最大转矩的范围传递到变速器，该传动系统包括：
至少一个处理单元，
多个其输出作为处理单元的输入的传感器，处理单元确定以下值：(1)当前车辆总重量，和(2)车辆于其上运行的坡度，以确定最佳起动速比，上述最佳起动速比为可以提供一小于预定时间值而不低于一预定最小值的离合器打滑的最大起动档。
2.根据权利要求1所述的自动变速系统，其特征在于，传感器为节气门位置(THL)、发动机速度、输入轴速度(IS)、输出轴速度(OS)和速比(GR)传感器中的任意一个或多个。
3.根据任一上述权利要求的自动变速系统，其特征在于，由CPU测定的速比规定小于预定最大值的离合器打滑时间，并提供达到目标道路速度所需的最小换档次数。
4.根据权利要求1所述的自动变速系统，其特征在于，起动装置为一摩擦式离合器。
5.一种为安装有自动传动系统(10)的车辆计算最佳起动速比的方法，所述变速系统可安装在原动机(E)与车辆驱动轮之间，包括一变速器(11)和一离合器装置(C)，该离合器装置可以将原动机的转矩以从零转矩到原动机最大转矩的范围传递到变速器，该传动系统包括：
至少一个处理单元(30)，
多个其输出作为处理单元的输入的传感器(25，28，30)；
该方法包括测量以下值：(1)当前车辆总重量，和(2)车辆于其上运行的坡度，
上述处理单元用上述值确定最佳起动速比，上述最佳起动速比为可以提供一小于预定时间值而不低于一预定最小值的离合器的打滑的最大起动档。
CNB018130437A 2000-07-26 2001-07-24 起动档的自动选择 Expired - Lifetime CN1293328C (zh)

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