WO2012174969A1 - 一种汽车变速系统的自我保护系统及其控制方法 - Google Patents

一种汽车变速系统的自我保护系统及其控制方法 Download PDF

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Publication number
WO2012174969A1
WO2012174969A1 PCT/CN2012/076007 CN2012076007W WO2012174969A1 WO 2012174969 A1 WO2012174969 A1 WO 2012174969A1 CN 2012076007 W CN2012076007 W CN 2012076007W WO 2012174969 A1 WO2012174969 A1 WO 2012174969A1
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WIPO (PCT)
Prior art keywords
protection
control
self
torque
transmission
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Ceased
Application number
PCT/CN2012/076007
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English (en)
French (fr)
Inventor
倪斌
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Wuhu Power Technology Research Co Ltd
Chery Automobile Co Ltd
Original Assignee
Wuhu Power Technology Research Co Ltd
Chery Automobile Co Ltd
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Application filed by Wuhu Power Technology Research Co Ltd, Chery Automobile Co Ltd filed Critical Wuhu Power Technology Research Co Ltd
Priority to UAA201309145A priority Critical patent/UA106941C2/uk
Priority to BR112013019704A priority patent/BR112013019704A2/pt
Publication of WO2012174969A1 publication Critical patent/WO2012174969A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/184—Preventing damage resulting from overload or excessive wear of the driveline
    • B60W30/1846—Preventing of breakage of drive line components, e.g. parts of the gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B60W10/023—Fluid clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/107—Infinitely variable gearings with endless flexible members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/0205—Diagnosing or detecting failures; Failure detection models
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/038—Limiting the input power, torque or 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
    • F16H61/66—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
    • F16H61/66272—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 characterised by means for controlling the torque transmitting capability of the gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
    • B60W2050/0044—In digital systems
    • B60W2050/0045—In digital systems using databus protocols
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1022—Input torque
    • 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
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe ; Circumventing or fixing failures

Definitions

  • the invention belongs to the field of self-protection control technology of Continuously Variable Transmission (CVT), and particularly relates to a self-protection system of a vehicle shifting system and a control method thereof.
  • CVT Continuously Variable Transmission
  • CVT is considered to be a key technology.
  • the rapid development of global technology has enabled new electronic technologies and automatic control technologies to be continuously adopted in CVTs.
  • the metal belt type continuously variable transmission is a belt-driven transmission that transmits power by friction, and its speed ratio is adjusted by automatically changing the diameters of the driving pulley and the driven pulley. Its gear ratio can be continuously changed between the minimum and maximum values, resulting in a very smooth shifting effect.
  • the continuously variable transmission control will be integrated with the engine control.
  • different driving modes such as sports, comfort and cruise control, are provided to give the user a full range of "driving pleasure".
  • the self-protection control function of the stepless speed change system must also be verified and passed the test requirements under various complicated and demanding conditions to ensure the high reliability and safety of the core shifting function of the continuously variable transmission.
  • the object of the present invention is to provide a self-protection system for a vehicle shifting system and a control method thereof for preventing a sudden shift of the working oil pressure of the shifting system, a situation in which the engine torque is out of control, and the shifting system generates a shift abnormality or a steel strip.
  • the slipping fault provides reliable and safe protection for the normal operation of the continuously variable transmission system, ensuring that the metal belt type continuously variable transmission can work normally.
  • the self-protection system of the automobile shifting system and the control method thereof relate to three main controllers: a Transmission Control Unit (TCU) and an engine management system (Engine Management) System, referred to as EMS) and Instrument Cluster Module (ICM).
  • the transmission control unit (TCU) is the main controller, which is mainly responsible for the realization of the transmission's own functions such as shift control and self-protection control; EMS performs torque output control according to the torque protection request issued by it; the instrument panel module ICM is based on The transmitted gearbox indicator requests a gearbox indicator control.
  • the self-protection system and the control method thereof for the automobile shifting system of the present invention perform comprehensive safety monitoring of the shifting system by the communication of the three controllers in the respective normal operation modes and the operation of the transmission control unit TCU shifting system self-protection control program, Real-time protection and timely alarms to prevent gear shifting or shifting of the belt.
  • the self-protection system and the control method thereof of the automobile shifting system of the invention can be fully applied to the mass production of the metal belt type continuously variable transmission.
  • the self-protection system of the automobile shifting system comprises a gearbox control unit TCU, an engine management system EMS, a dashboard module ICM and a CAN bus, wherein
  • the transmission control unit TCU is a main controller for performing shift control and self-protection control of the transmission;
  • the engine management system EMS is configured to perform torque output control according to a torque protection request from a transmission control unit TCU;
  • the instrument panel module ICM is used to perform gearbox indicator control according to a gearbox indicator signal sent by the transmission control unit TCU;
  • the transmission control unit TCU, the engine management system EMS and the instrument panel module ICM are communicatively connected via a CAN bus.
  • the automobile shifting system is a metal belt type continuously variable transmission system.
  • the transmission control unit TCU inputs signals according to various steps of the accelerator pedal, the brake pedal, the two-axis rotational speed, the one-axis rotational speed, the gear position handle, the one-axis pressure, and the two-axis pressure, and cooperates with the control system in the hydraulic system.
  • the two-axis main pressure control circuit and the one-axis ratio control circuit control the hydraulic pressure in the main and driven pulley cylinders to realize the axial movement of the main and driven working pulleys.
  • the power output of the engine is transmitted to the active working pulley of the shifting system via the forward/reverse clutch composed of the torque converter and the planetary gear train, and the power is transmitted to the driven working pulley through the V-shaped metal belt.
  • the main and driven working pulleys respectively move axially during the shifting process to change the working radius of the metal belt, thereby realizing the change of the speed ratio.
  • the invention also provides a control method for the self-protection system applied to the above-mentioned automobile shifting system, and the shifting system self-protection control in the gearbox control unit TCU has three protection modes: one-axis clamping protection calculation, two-axis The clamp protection calculation and the steel belt slip protection increase the protection level in turn.
  • the one-axis clamping protection calculation mode is the active pulley side clamping pressure protection control, which adopts the following steps:
  • Step 1 Calculate the input signal and characteristic parameters by the torque output and speed ratio in the engine torque management, and calculate the required clamping pressure on the active pulley side;
  • Step 2 Compare the required clamping pressure with the actual one-shaft oil pressure
  • Step 3 Calculate the additional protective oil pressure
  • Step 4 Increase the clamping pressure of one shaft by increasing the pressure on the driven pulley side.
  • the two-axis clamping protection calculation mode is a driven pulley side clamping pressure protection control, which adopts the following steps:
  • Step A Calculate the required clamping pressure on the driven pulley side at the next moment by the target torque calculation, the speed ratio calculation, the one-axis clamp protection calculation and the characteristic parameters in the engine torque management;
  • Step B The protection torque calculation calculates the maximum allowable input request torque of the transmission system at the current time according to input signals and characteristic parameters such as one-axis speed, two-axis oil pressure, and engine speed;
  • Step C Control of the requested torque is completed by the torque arbitration and torque output of the engine management system EMS.
  • the steel belt slip protection mode is a pulley transmission failure protection control, which adopts the following steps: Step a: determining the current working condition slip degree by the speed ratio calculation, the transmission request torque, and the engine torque signal;
  • Step b Perform power cut or limp home operation, and light the gearbox indicator to warn the fault. Further, in step b, through the CAN bus, the gearbox control unit TCU issues a gearbox indicator light up request, and the gearbox alarm light on the instrument panel module ICM controls the gearbox indicator to illuminate the fault.
  • the belt shifting system is the core part.
  • the shifting process when the main and driven working pulleys move axially respectively, the working radius of the metal strip is changed, thereby realizing the change of the speed ratio.
  • the axial movement of the pulley is realized by controlling the hydraulic pressure in the main and driven pulley cylinders by the CVT electro-hydraulic control system according to various system input signals. Therefore, the safety monitoring, self-protection and precise control of the oil pressure in the master-slave working pulley cylinder are the core of the shifting system algorithm.
  • the realization of the control method of the self-protection system of the metal belt type continuously variable transmission system of the present invention is mainly accomplished by communication and cooperation between the three parts of the transmission control unit TCU, the engine management system EMS and the instrument panel module ICM.
  • the self-protection control of the shifting system in the present invention is mainly divided into three protection modes: one-axis nip protection calculation, two-axis nip protection calculation, and steel belt slip protection, and the protection levels are sequentially increased.
  • the one-axis clamp protection calculation mode is the active pulley side clamping pressure protection control. Through engine torque, speed Calculate the required clamping pressure on the active pulley side by comparing the input signal and characteristic parameters, compare it with the actual one-shaft oil pressure, calculate the additional protection oil pressure, and increase the main pressure (the driven pulley side pressure) ) Increase the clamping pressure of one axis.
  • the two-axis clamping protection calculation mode is the driven pulley side clamping pressure protection control. Through the engine target torque, speed ratio calculation, one-axis clamp protection calculation result and characteristic parameters, the required clamping pressure on the driven pulley side at the next moment is calculated. The protection torque is calculated to obtain the maximum allowable input request torque of the transmission system at the current time, and the torque request is completed by the engine torque management control to realize the two-axis clamping protection.
  • the steel belt slip protection mode is the pulley drive failure protection control.
  • the metal strip is the key component for the torque transfer of the main and driven pulleys.
  • the belt will slip on the main and driven working pulleys. In severe cases, the steel belt or the pulley side will be permanently damaged, and eventually the power will not be transmitted.
  • Steel belt slip protection determines the current working condition slip degree by means of speed ratio calculation, gearbox request torque, engine torque and other signals, performs necessary power cut or trip home operation, lights the gearbox indicator light, and provides fault warning for driving. Cautious driving and timely handling.
  • FIG. 1 is a working principle diagram of a vehicle shifting system and an electro-hydraulic control system according to the present invention
  • FIG. 2 is a control schematic diagram of a self-protection system of a vehicle shifting system of the present invention
  • FIG. 3 is a software flow diagram of a control module of a self-protection system of a vehicle shifting system of the present invention. detailed description
  • FIG. 1 is a working principle diagram of a self-protection system and an electro-hydraulic control system of a vehicle shifting system according to the present invention.
  • the power output of the engine 7 is transmitted to the active working pulley 29 of the shifting system via the torque converter 5 and the forward clutch 3/reverse clutch 2 composed of the planetary gear train, through the V-shaped metal belt 27
  • the power is transmitted to the driven work pulley 25, and then transmitted to the wheels 23 via the intermediate speed reducer, the final drive, and the differential 22.
  • the belt shifting system is the core part.
  • the active working pulley 29 and the driven working pulley 25 are respectively moved axially, the working radius of the metal strip is changed, thereby realizing the change of the speed ratio.
  • the axial movement amount of the pulley is based on the system input signals of the accelerator pedal 9, the brake pedal 10, the two-axis rotational speed 26, the one-axis rotational speed 1, the gear position handle 18, the one-axis pressure 21, and the two-axis pressure 20, through the gearbox.
  • the shaft main pressure control circuit 15 and a shaft speed ratio control circuit 16 are implemented to control the hydraulic pressure in the primary pulley cylinder 28 and the driven pulley cylinder 24.
  • the shifting combination of the forward/reverse clutch in the transmission is based on the input signals of one-shaft rotational speed 1, turbine rotational speed 4, gear position handle 18, etc., through the transmission control unit TCU and the forward/reverse clutch hydraulic control circuit 14 to the forward clutch. 3/ Liquid pressure control in the reverse clutch 2 is achieved.
  • the engine management system EMS 8, the transmission control unit TCU 17, and the instrument panel module ICM11 communicate via the CAN bus 12.
  • the transmission control unit TCU is the main controller, which is mainly responsible for the realization of the gearbox's own functions such as shift control and self-protection control; the engine management system EMS performs torque output control according to the torque protection request issued by it; the instrument panel module ICM is based on The gearbox indicator that it sends out requests a gearbox indicator control.
  • FIG. 2 is a control schematic diagram of the self-protection system of the automobile shifting system of the present invention, which is mainly completed by communication and cooperative work between the transmission control unit TCU, the engine management system EMS and the instrument panel module ICM.
  • Transmission Control Unit The self-protection control of the shifting system in the TCU can be divided into three protection modes: one-axis clamping protection calculation 37, two-axis clamping protection calculation 38 and steel belt slip protection 36, and the protection levels are sequentially increased.
  • the three protection modes and the functional modules of the engine management system EMS and the instrument cluster module ICM are described below.
  • the calculation mode of one-axis clamping protection is the active pulley side clamping pressure protection control. Calculate the required clamping pressure on the active pulley side by calculating the 40 input signal and characteristic parameters from the torque output 33 and the speed ratio in the engine torque management 32, and compare the required clamping pressure with the actual one-shaft oil pressure to calculate An additional protective oil pressure is applied to increase the one-axis clamping pressure by raising the main pressure (the driven pulley side pressure).
  • the calculation mode of the two-axis clamping protection is the clamping pressure protection control of the driven pulley side.
  • the protection torque calculation 39 calculates the maximum allowable input request torque of the transmission system at the current time according to the input signal and characteristic parameters of the one-axis rotational speed, the two-axis hydraulic pressure, the engine rotational speed, etc., and completes the requested torque through the EMS torque arbitration 35 and the torque output 33. control. Ensure that the shifting system has sufficient clamping pressure at all times to achieve reliable transmission of engine torque.
  • the steel belt slip protection mode is the belt drive failure protection control.
  • the metal belt is the key component for torque transmission of the main and driven pulleys.
  • the slip protection the current working condition danger level is judged by the speed ratio calculation, the transmission request torque, the engine torque and other signals, and the necessary power cut or the home operation is performed.
  • FIG. 3 is a software flow diagram of a control module of a self-protection system of a vehicle shifting system of the present invention. As shown in Figure 3, after the program starts, the current one-axis oil pressure, two-axis oil pressure, one-axis speed, two-axis speed, engine torque and other signals are read. After calculating the CVT speed ratio of the continuously variable transmission, the first step is entered.
  • One protection mode One-axis clamp protection calculation, judging whether to perform two-axis oil pressure correction by "one shaft clamping too low?"
  • the program enters the second protection mode: Two-axis clamp protection calculation, based on the protection torque calculation result, the "two-axis clamp is too low?" judgment, whether to determine the torque limit through the engine.
  • the program enters the third protection mode according to the "Torsion-Restricted Steel Belt Slip?”: Steel belt slip protection, performing fault handling to prevent the steel belt from slipping, and then performing the gearbox indicator request to complete the fault warning processing.
  • the control method of the self-protection system of the automobile shifting system of the invention can not only monitor in real time whether the required pressure in the main and driven pulley cylinders is too low, whether the steel belt slips under special working conditions, and can also perform one-axis and two-axis in real time. Pinch protection control and steel belt slip protection control.
  • the control method of the self-protection system of the automobile shifting system of the present invention successfully realizes the self-protection function and the safety monitoring function of the automobile shifting system, and can be completely applied to mass production of the metal belt type continuously variable transmission product.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Human Computer Interaction (AREA)
  • Control Of Transmission Device (AREA)

Abstract

一种汽车变速系统的自我保护系统及其控制方法，该系统包括变速箱控制单元TCU、发动机管理系统EMS、仪表盘模块ICM和CAN总线，其中，所述变速箱控制单元TCU为主控制器，用于对变速箱进行变速控制、自我保护控制，所述发动机管理系统EMS用于根据变速箱控制单元TCU发出的扭矩保护请求进行扭矩输出控制，所述仪表盘模块ICM用于根据变速箱控制单元TCU发出的变速箱指示灯请求进行变速箱指示灯控制，所述变速箱控制单元TCU、发动机管理系统EMS和仪表盘模块ICM通过CAN总线通信连接；该控制方法包括三个保护模式：一轴夹压保护计算、二轴夹压保护计算和钢带打滑保护，保护等级依次升高。

Description

一种汽车变速系统的自我保护系统及其控制方法
技术领域
本发明属于无级变速箱 （Continuously Variable Transmission, 简称 CVT) 自我保 护控制技术领域， 特别涉及一种汽车变速系统的自我保护系统及其控制方法。 背景技术
进入 20世纪 90年代， 汽车界对无级变速箱 CVT技术的研究开发日益重视， 特别 是在微型车中， 无级变速箱 CVT被认为是关键技术。 全球科技的迅猛发展， 使得新的 电子技术与自动控制技术不断被采用到无级变速箱 CVT中。
金属带式无级变速箱是一种靠摩擦力传递动力的带传动式变速装置， 其速比依靠 自动改变主动带轮和从动带轮的直径进行调节。 其传动比可以在最小值和最大值之间 连续改变， 可以获得非常平滑的变速效果。 随着 CVT技术的成熟和市场的认可， 未来 的客户对无级变速箱的传动比、 速度、 压力和扭矩的控制要求更快、 更准确； 无级变 速箱控制将与发动机控制一起集成到整个动力总成系统中， 提供不同的行驶模式， 例 如运动型、 舒适型和巡航控制， 从而使用户获得全方位的 "行驶乐趣"。 同时， 无级变 速系统的自我保护控制功能也必须经过验证并通过各种复杂、苛刻工况下的试验要求， 保证无级变速箱的核心变速功能具有很高的可靠性和安全性。
无级变速系统在高温、 复杂路面等高负荷或突变工况下运行时， 由于 CVT系统冷 却、 润滑不良或液压系统泄漏过大、 阀芯卡滞等原因， 导致变速系统工作油压的突然 降低， 或发动机扭矩失控等工况出现， 从而产生换档异常或钢带打滑故障， 如此反复 可能造成金属带和带轮等关键部件不可修复性损伤。因而给顾客带来较大经济上损失， 还影响到整车行驶过程的安全性和驾驶性。 发明内容
本发明的目的在于提供一种汽车变速系统的自我保护系统及其控制方法， 用于防 止变速系统工作油压的突然降低、 发动机扭矩失控等工况出现后， 变速系统产生换档 异常或钢带打滑故障， 为无级变速系统的正常工作提供可靠、 安全的保护， 确保金属 带式无级变速箱能够正常工作。
本发明汽车变速系统的自我保护系统及其控制方法涉及三个主要控制器： 变速箱 控制单元（Transmission Control Unit,简称 TCU )、发动机管理系统（ Engine Management System, 简称 EMS ) 和仪表盘模块 ( Instrument Cluster Module, 简称 ICM)。 其中变 速箱控制单元 （TCU) 是主控制器， 主要负责变速控制、 自我保护控制等变速箱自身 功能的实现； EMS则根据其发出的扭矩保护请求进行扭矩输出控制； 仪表盘模块 ICM 则根据其发出的变速箱指示灯请求进行变速箱指示灯控制。 本发明汽车变速系统的自 我保护系统及其控制方法通过三个控制器在各自正常运行模式下的通信、 变速箱控制 单元 TCU变速系统自我保护控制程序的运行， 对变速系统进行全面的安全监控、实时 保护和及时报警， 从而防止变速系统产生换档异常或钢带打滑现象的发生。 本发明汽 车变速系统的自我保护系统及其控制方法完全可以应用于金属带式无级变速箱的大批 量化生产中。
具体技术方案如下：
本发明提供的一种汽车变速系统的自我保护系统包括变速箱控制单元 TCU、 发动 机管理系统 EMS、 仪表盘模块 ICM和 CAN总线， 其中，
所述变速箱控制单元 TCU为主控制器， 用于对变速箱进行变速控制、 自我保护控 制；
所述发动机管理系统 EMS用于根据变速箱控制单元 TCU发出的扭矩保护请求进 行扭矩输出控制；
所述仪表盘模块 ICM用于根据变速箱控制单元 TCU发出的变速箱指示灯请求进 行变速箱指示灯控制；
所述变速箱控制单元 TCU、 发动机管理系统 EMS和仪表盘模块 ICM通过 CAN 总线通信连接。
进一步地， 所述汽车变速系统为金属带式无级变速系统。
进一步地， 所述变速箱控制单元 TCU根据油门踏板、 刹车踏板、 二轴转速、 一轴 转速、 档位手柄、 一轴压力和二轴压力等各系统输入信号， 并配合液压系统控制回路 中的二轴主压力控制回路和一轴速比控制回路对主、从动带轮油缸中的液压力的控制， 来实现主、 从动工作带轮的轴向移动量。
进一步地， 发动机的动力输出经液力变矩器、 行星轮系所组成的前进 /倒档离合器 传至变速系统的主动工作带轮， 通过 V型金属带将动力传递给从动工作带轮， 再经中 间减速器、 主减速器与差速器传递至汽车车轮， 主、 从动工作带轮在变速过程中分别 作轴向移动改变金属带的工作半径， 从而实现速比的改变。
本发明还提供一种应用于上述汽车变速系统的自我保护系统的控制方法， 变速箱 控制单元 TCU中的变速系统自我保护控制有三个保护模式： 一轴夹压保护计算、二轴 夹压保护计算和钢带打滑保护， 保护等级依次升高。
进一步地， 所述一轴夹压保护计算模式为主动带轮侧夹紧压力保护控制， 其采用 如下步骤：
步骤 1 : 通过发动机扭矩管理中的扭矩输出和速比计算输入信号及特性参数， 计 算出主动带轮侧所需夹紧压力；
步骤 2: 将所需夹紧压力和实际一轴油压进行对比判断；
步骤 3 : 计算出附加的保护油压；
步骤 4: 通过提升从动带轮侧压力提高一轴夹紧压力。
进一步地， 所述二轴夹压保护计算模式为从动带轮侧夹紧压力保护控制， 其采用 如下步骤：
步骤 A: 通过发动机扭矩管理中目标扭矩计算、 速比计算、 一轴夹压保护计算及 特性参数， 计算下一时刻从动带轮侧所需夹紧压力；
步骤 B: 保护扭矩计算根据一轴转速、 二轴油压、 发动机转速等输入信号及特性 参数， 计算当前时刻的变速系统的最大允许输入请求扭矩；
步骤 C: 经发动机管理系统 EMS的扭矩仲裁和扭矩输出完成请求扭矩的控制。 进一步地， 所述钢带打滑保护模式为带轮传动失效保护控制， 其采用如下步骤： 步骤 a: 通过速比计算、 变速箱请求扭矩、 发动机扭矩信号判断当前工况打滑程 度；
步骤 b: 进行动力切断或跛行回家操作， 同时点亮变速箱指示灯， 进行故障预警。 进一步地， 步骤 b中通过 CAN总线， 变速箱控制单元 TCU发出变速箱指示灯点 亮请求， 仪表盘模块 ICM上的变速箱报警灯控制点亮变速箱指示灯， 进行故障预警。
在变速箱中， 带轮变速系统是其核心部分。 变速过程中， 主、 从动工作带轮分别 作轴向移动时， 改变了金属带的工作半径， 从而实现速比的改变。 而带轮的轴向移动 量是根据各种系统输入信号， 通过 CVT电液控制系统对主、从动带轮油缸中的液压力 的控制来实现的。 因此主从动工作带轮油缸中油压的安全监控、 自我保护和精确控制 是变速系统算法的核心。
本发明金属带式无级变速系统的自我保护系统的控制方法的实现主要由变速箱控 制单元 TCU、 发动机管理系统 EMS和仪表盘模块 ICM三个部分之间的通信和协同工 作来完成。 本发明中的变速系统自我保护控制主要分为三个保护模式： 一轴夹压保护 计算、 二轴夹压保护计算和钢带打滑保护， 保护等级依次升高。
一轴夹压保护计算模式就是主动带轮侧夹紧压力保护控制。 通过发动机扭矩、 速 比等输入信号及特性参数， 计算主动带轮侧所需夹紧压力， 将其与实际一轴油压进行 对比判断， 计算出附加的保护油压， 通过提升主压力 （从动带轮侧压力） 提高一轴夹 紧压力。
二轴夹压保护计算模式就是从动带轮侧夹紧压力保护控制。通过发动机目标扭矩、 速比计算、 一轴夹压保护计算结果及特性参数， 计算下一时刻从动带轮侧所需夹紧压 力。 保护扭矩计算得出当前时刻的变速系统的最大允许输入请求扭矩， 经发动机扭矩 管理控制完成扭矩请求， 实现二轴的夹压保护。
钢带打滑保护模式就是带轮传动失效保护控制。 金属带是主、 从动带轮进行扭矩 传递的关键零件。 当变速系统从动带轮中主压力突然过低、 限扭失效等工况出现后， 变速系统中主、 从动带轮侧轴向夹紧力在一段时间内无法满足当前扭矩的传递， 钢带 就会在主、 从动工作带轮上打滑， 严重时可造成钢带或带轮侧面永久性损伤， 最终导 致动力无法传递。 钢带打滑保护通过速比计算、 变速箱请求扭矩、 发动机扭矩等信号 判断当前工况打滑程度， 进行必要的动力切断或跛行回家操作， 同时点亮变速箱指示 灯， 进行故障预警， 以便驾驶员谨慎驾驶和及时处理。 附图说明
图 1为本发明汽车变速系统和电液控制系统工作原理图；
图 2为本发明的汽车变速系统的自我保护系统的控制原理图；
图 3为本发明的汽车变速系统的自我保护系统的控制模块软件流程图。 具体实施方式
下面根据附图对本发明进行详细描述， 其为本发明多种实施方式中的一种优选实 施例。
图 1为本发明汽车变速系统的自我保护系统和电液控制系统工作原理图。 如图 1 所示， 发动机 7的动力输出经液力变矩器 5、 行星轮系所组成的前进离合器 3/倒档离 合器 2传至变速系统的主动工作带轮 29， 通过 V型金属带 27将动力传递给从动工作 带轮 25， 再经中间减速器、 主减速器与差速器 22传递至车轮 23。 在变速箱中， 带轮 变速系统是其核心部分。 变速过程中， 主动工作带轮 29、 从动工作带轮 25分别作轴 向移动时， 改变了金属带的工作半径， 从而实现速比的改变。 而带轮的轴向移动量是 根据油门踏板 9、刹车踏板 10、二轴转速 26、一轴转速 1、档位手柄 18、一轴压力 21、 二轴压力 20等系统输入信号， 通过变速箱控制单元 17、 液压系统控制回路 19中的二 轴主压力控制回路 15和一轴速比控制回路 16对主动带轮油缸 28和 从动带轮油缸 24 中的液压力的控制来实现。 变速箱中前进 /倒档离合器的换档结合则根据一轴转速 1、 涡轮转速 4、 档位手柄 18等输入信号， 通过变速箱控制单元 TCU和前进 /倒档离合器 液压控制回路 14对前进离合器 3/倒档离合器 2中的液压力控制来实现。发动机管理系 统 EMS 8、变速箱控制单元 TCU 17和仪表盘模块 ICM11通过 CAN总线 12进行通信。 其中变速箱控制单元 TCU是主控制器， 主要负责变速控制、 自我保护控制等变速箱自 身功能的实现； 发动机管理系统 EMS 则根据其发出的扭矩保护请求进行扭矩输出控 制； 仪表盘模块 ICM则根据其发出的变速箱指示灯请求进行变速箱指示灯控制。
图 2为本发明汽车变速系统的自我保护系统的控制原理图， 主要由变速箱控制单 元 TCU、发动机管理系统 EMS和仪表盘模块 ICM三者之间的通信和协同工作来完成。 变速箱控制单元 TCU中变速系统自我保护控制 31可分为三个保护模式： 一轴夹压保 护计算 37、 二轴夹压保护计算 38和钢带打滑保护 36， 保护等级依次升高。 下面将对 这三个保护模式及所涉及的发动机管理系统 EMS和仪表盘模块 ICM的功能模块进行 描述。
1、 一轴夹压保护计算模式就是主动带轮侧夹紧压力保护控制。 通过发动机扭矩 管理 32中的扭矩输出 33和速比计算 40输入信号及特性参数，计算出主动带轮侧所需 夹紧压力， 将所需夹紧压力和实际一轴油压进行对比判断， 计算出附加的保护油压， 通过提升主压力 （从动带轮侧压力） 来提高一轴夹紧压力。
2、 二轴夹压保护计算模式就是从动带轮侧夹紧压力保护控制。 通过发动机扭矩 管理中目标扭矩计算 34、 速比计算、 一轴夹压保护计算及特性参数， 计算下一时刻从 动带轮侧所需夹紧压力。 保护扭矩计算 39根据一轴转速、 二轴油压、 发动机转速等输 入信号及特性参数， 计算当前时刻的变速系统的最大允许输入请求扭矩， 经 EMS的扭 矩仲裁 35和扭矩输出 33完成请求扭矩的控制。 确保变速系统在任意时刻都有足够的 夹紧压力来实现发动机扭矩的可靠传递。
3、 钢带打滑保护模式就是带轮传动失效保护控制。 金属带是主、 从动带轮进行 扭矩传递的关键零件。 当变速系统从动带轮中主压力突然过低、 限扭失效等工况出现 后， 变速系统中主、 从动带轮侧轴向夹紧力在一段时间内无法满足当前扭矩的传递， 钢带打滑保护通过速比计算、 变速箱请求扭矩、 发动机扭矩等信号判断当前工况危险 程度， 进行必要的动力切断或跛行回家操作。 通过 CAN总线， TCU发出变速箱指示 灯点亮请求， ICM变速箱指示灯 41 控制点亮变速箱指示灯， 进行故障预警， 以便驾 驶员谨慎驾驶和及时处理。 图 3为本发明的汽车变速系统的自我保护系统的控制模块软件流程图。 如图 3所 示， 程序开始后先读入当前一轴油压、 二轴油压、 一轴转速、 二轴转速、 发动机扭矩 等信号，计算无级变速箱 CVT速比后，开始进入第一个保护模式：一轴夹压保护计算， 通过 "一轴夹压过低？ "判断， 决定是否进行二轴油压修正。 接下来， 程序进入第二 个保护模式： 二轴夹压保护计算， 根据保护扭矩计算结果， 进行 "二轴夹压过低？ " 判断， 决定是否通过发动机进行扭矩限制。 最后， 程序根据 "限扭失效钢带打滑？ " 判断， 进入第三个保护模式： 钢带打滑保护， 执行防止钢带打滑的故障处理， 接着进 行变速箱指示灯请求， 完成故障预警处理。
本发明汽车变速系统的自我保护系统的控制方法不仅可以实时监测主、 从动带轮 油缸内所需压力是否过低， 特殊工况下钢带是否打滑， 还可实时进行一轴、 二轴的夹 压保护控制及钢带打滑保护控制。 本发明汽车变速系统的自我保护系统的控制方法成 功实现了汽车变速系统的自我保护功能和安全监控功能， 完全可以应用于金属带式无 级变速箱产品的大批量化生产中。
上面结合附图对本发明进行了示例性描述， 显然本发明具体实现并不受上述方式 的限制， 只要采用了本发明的方法构思和技术方案进行的各种改进， 或未经改进直接 应用于其它场合的， 均在本发明的保护范围之内。

Claims

权利要求书
1、 一种汽车变速系统的自我保护系统， 其特征在于， 包括变速箱控制单元 TCU、 发动机管理系统 EMS、 仪表盘模块 ICM和 CAN总线， 其中，
所述变速箱控制单元 TCU为主控制器， 用于对变速箱进行变速控制、 自我保护控 制；
所述发动机管理系统 EMS用于根据变速箱控制单元 TCU发出的扭矩保护请求进 行扭矩输出控制；
所述仪表盘模块 ICM用于根据变速箱控制单元 TCU发出的变速箱指示灯请求进 行变速箱指示灯控制；
所述变速箱控制单元 TCU、 发动机管理系统 EMS和仪表盘模块 ICM通过 CAN 总线通信连接。
2、 如权利要求 1所述的汽车变速系统的自我保护系统， 其特征在于， 所述汽车变 速系统为金属带式无级变速系统。
3、 如权利要求 1或 2所述的汽车变速系统的自我保护系统， 其特征在于， 所述变 速箱控制单元 TCU根据油门踏板、 刹车踏板、 二轴转速、 一轴转速、 档位手柄、 一轴 压力和二轴压力各系统输入信号， 并配合液压系统控制回路中的二轴主压力控制回路 和一轴速比控制回路对主、 从动带轮油缸中的液压力的控制， 实现主、 从动工作带轮 的轴向移动量。
4、 如权利要求 3所述的汽车变速系统的自我保护系统， 其特征在于， 发动机的动 力输出经液力变矩器、行星轮系所组成的前进 /倒档离合器传至变速系统的主动工作带 轮， 通过 V型金属带将动力传递给从动工作带轮， 再经中间减速器、 主减速器与差速 器传递至汽车车轮， 主、 从动工作带轮在变速过程中分别作轴向移动改变金属带的工 作半径， 实现速比的改变。
5、 一种应用于权利要求 1-4所述汽车变速系统的自我保护系统的控制方法， 其特 征在于， 变速箱控制单元 TCU中的变速系统自我保护控制有三个保护模式： 一轴夹压 保护计算、 二轴夹压保护计算和钢带打滑保护， 保护等级依次升高。
6、 如权利要求 5所述汽车变速系统的自我保护系统的控制方法， 其特征在于， 所 述一轴夹压保护计算模式为主动带轮侧夹紧压力保护控制， 其采用如下步骤：
步骤 1 : 通过发动机扭矩管理中的扭矩输出和速比计算输入信号及特性参数， 计 算出主动带轮侧所需夹紧压力；
步骤 2: 将所需夹紧压力和实际一轴油压进行对比判断；
步骤 3: 计算出附加的保护油压；
步骤 4: 通过提升从动带轮侧压力提高一轴夹紧压力。
7、 如权利要求 5或 6所述汽车变速系统的自我保护系统的控制方法， 其特征在 于， 所述二轴夹压计算保护模式为从动带轮侧夹紧压力保护控制， 其采用如下步骤： 步骤 A: 通过发动机扭矩管理中目标扭矩计算、 速比计算、 一轴夹压保护计算及 特性参数， 计算下一时刻从动带轮侧所需夹紧压力；
步骤 B: 保护扭矩计算， 根据一轴转速、 二轴油压、 发动机转速等输入信号及特 性参数， 计算当前时刻的变速系统的最大允许输入请求扭矩；
步骤 C: 经发动机管理系统 EMS的扭矩仲裁和扭矩输出， 完成请求扭矩的控制。
8、如权利要求 5或 6所述汽车变速系统的自我保护系统的控制方法，其特征在于， 所述钢带打滑保护模式为带轮传动失效保护控制， 其采用如下步骤：
步骤 a:通过速比计算、变速箱请求扭矩、发动机扭矩信号判断当前工况打滑程度； 步骤 b:进行动力切断或跛行回家操作， 同时点亮变速箱指示灯， 进行故障预警。
9、 如权利要求 8所述汽车变速系统的自我保护系统的控制方法， 其特征在于， 步 骤 b中通过 CAN总线， 变速箱控制单元 TCU发出变速箱指示灯点亮请求， 仪表盘模 块 ICM上的变速箱报警灯控制点亮变速箱指示灯， 进行故障预警。
PCT/CN2012/076007 2011-06-20 2012-05-24 一种汽车变速系统的自我保护系统及其控制方法 Ceased WO2012174969A1 (zh)

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