WO2020142914A1 - Coasting downshift control method and control system - Google Patents

Coasting downshift control method and control system Download PDF

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Publication number
WO2020142914A1
WO2020142914A1 PCT/CN2019/070938 CN2019070938W WO2020142914A1 WO 2020142914 A1 WO2020142914 A1 WO 2020142914A1 CN 2019070938 W CN2019070938 W CN 2019070938W WO 2020142914 A1 WO2020142914 A1 WO 2020142914A1
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WIPO (PCT)
Prior art keywords
torque
clutch
motor
control
target
Prior art date
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PCT/CN2019/070938
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French (fr)
Chinese (zh)
Inventor
卢文建
柯浩
Original Assignee
舍弗勒技术股份两合公司
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Priority to PCT/CN2019/070938 priority Critical patent/WO2020142914A1/en
Publication of WO2020142914A1 publication Critical patent/WO2020142914A1/en

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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11Stepped gearings
    • B60W10/113Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W20/00Control systems specially adapted for hybrid vehicles
    • B60W20/10Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B60W20/14Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration

Abstract

The present invention relates to a coasting downshift control method and a control system for use in a vehicle. The vehicle comprises a motor, a first clutch, a second clutch, a transmission, and vehicle wheels, the first clutch and the second clutch having a transmission connection in parallel between the motor and the transmission, the transmission having a transmission connection to the vehicle wheels, and the control method comprising: during a vehicle coasting downshift torque alternating phase, controlling the motor to make the motor torque reach a target motor torque wherein, in the vehicle coasting downshift torque alternating phase, the first clutch starts to switch from an engaged state to a disengaged state and the second clutch simultaneously starts to switch from a disengaged state to an engaged state, and the target motor torque is a negative-trending torque that gradually decreases in absolute value in the torque alternating phase, in order to compensate the torque change of the vehicle wheels during the clutch switching. The coasting downshift control method and control system of the present invention can improve the coasting downshift driving sensation.

Description

Control method and control system for coasting downshift Technical field

The invention relates to the technical field of vehicles. Specifically, the present invention relates to a coasting downshift control method and control system for a vehicle.

Background technique

With the increasingly prominent environmental and energy issues, new energy vehicles have gradually become one of the main development directions of the automotive field due to their advantages of environmental protection and energy saving. Many current new energy vehicles adopt a hybrid design and have a dual clutch layout. In order to recover energy during coasting or braking, regenerative motors are often used for the motors of hybrid vehicles. Therefore, during the coasting or braking of the vehicle, a large negative torque will be generated in the motors.

In the prior art, the coasting downshift process of the vehicle equipped with the above-mentioned dual clutch transmission (DCT) can be divided into three stages, namely the preparation stage S1, the torque alternation stage S2 and the speed regulation stage S3:

1. Preparation stage S1, in this stage, the clutch to be disengaged remains engaged, and the clutch to be engaged remains pre-engaged (disengaged);

2. The torque alternating phase S2. In this phase, the clutch to be disengaged starts to disengage, and at the same time the clutch to be engaged begins to engage;

3. Speed regulation stage S3. In this stage, the clutch to be disengaged is completely disengaged, and at the same time the clutch to be engaged is fully engaged, so that the input shaft corresponding to the clutch to be engaged is synchronized with the motor speed.

As shown in FIG. 2, the prior art DCT vehicle coast downshift control method generally keeps the motor torque unchanged during the torque alternation phase, and does not change the motor torque until the speed regulation phase is entered. At the time t 1 at the beginning of the torque alternation phase, the vehicle decelerates

Figure PCTCN2019070938-appb-000001
for:

Figure PCTCN2019070938-appb-000002

At time t 2 when the torque alternating phase ends, the vehicle decelerates

Figure PCTCN2019070938-appb-000003
for:

Figure PCTCN2019070938-appb-000004

Where T Mot is the motor torque, r w is the radius of the wheel, m is the mass of the vehicle, i off is the transmission ratio of the transmission path corresponding to the clutch to be disengaged, i on is the transmission ratio of the transmission path corresponding to the clutch to be engaged . When the vehicle coasts down, since i on is greater than i off , the driver will feel a significant change in deceleration during the torque alternation phase. This greatly reduces the driving comfort.

Summary of the invention

Therefore, the technical problem to be solved by the present invention is to provide a coasting downshift control method and control system that can improve the driving experience of coasting downshift.

The above technical problem is solved by a coast downshift control method for a vehicle according to the present invention. The vehicle includes a motor, a first clutch, a second clutch, a transmission, and wheels. The first clutch and the second clutch are connected in parallel between the motor and the transmission. The transmission is connected to the wheels. The control method includes: During the alternating torque phase of coasting downshift, the motor is controlled so that the motor torque reaches the target motor torque. In the alternating torque phase of coasting downshift of the vehicle, the first clutch is switched from the engaged state to the disengaged state, while the second clutch is switched from the disengaged state The transition to the engaged state is started, and the target motor torque is a negative torque whose absolute value gradually decreases in the torque alternating phase to compensate for wheel torque changes caused when the clutch is switched. Due to the different transmission ratios of the transmission paths of the two clutches, the torque output from the transmission to the wheels will change during the alternating torque phase of coasting downshifts in DCT vehicles. By adjusting the motor torque to compensate for this change, you can Ensure the relative stability of wheel torque and improve the driver's driving experience.

According to a preferred embodiment of the present invention, the target motor torque keeps the wheel torque at the value at the beginning of the torque alternation phase. Preferably, the wheel torque can be calculated based on the vehicle speed, mass, and wheel radius.

According to another preferred embodiment of the present invention, in the torque alternating phase, the target motor torque is continuously or periodically determined in real time by the following formula:

Figure PCTCN2019070938-appb-000005

Where T target is the target motor torque, T w is the wheel torque, T on is the real-time torque on the second clutch, i off is the transmission ratio of the transmission path corresponding to the first clutch, and i on is the transmission path corresponding to the second clutch Gear ratio. The target motor torque determined by the above formula changes with the operating position of the dual clutch, so that the torque output to the wheels remains constant during the torque alternation phase, ensuring good drivability during the coast downshift.

According to another preferred embodiment of the present invention, the transmission ratio of the transmission path corresponding to the first clutch is smaller than the transmission ratio of the transmission path corresponding to the second clutch.

According to another preferred embodiment of the present invention, in the torque alternating phase, the motor torque is regenerative torque. In this process, the motor recovers energy during deceleration and downshifting, so it generates a large negative torque. In this case, the torque change caused by the alternating torque is more obvious, so the compensation effect of the above control method is more significant.

According to another preferred embodiment of the present invention, the control method further includes adjusting the motor torque according to the needs of the transmission control unit (TCU) after the first clutch is completely disengaged and the second clutch is fully engaged. After the end of the torque alternation phase, the output torque of the motor is completely transmitted through the second clutch, the vehicle enters the speed regulation phase, and the motor torque can be adjusted according to the needs of the transmission control unit.

According to another preferred embodiment of the present invention, the motor may be controlled by the motor controller to achieve the target motor torque.

The above technical problem is also solved by a coast downshift control system for a vehicle according to the present invention, the control system configured to perform the above control method, the control system including: a torque detection module for detecting motor torque A torque calculation module, which is used to determine the target motor torque and/or wheel torque; and a motor control module, which is used to control the motor.

According to a preferred embodiment of the present invention, the control system includes a transmission control unit that controls the transmission.

BRIEF DESCRIPTION

The present invention is further described below with reference to the drawings. In the drawings, the same reference numerals are used to represent elements with the same function. among them:

FIG. 1 is a schematic structural diagram of a transmission system of a dual-clutch vehicle;

2 is a schematic diagram of acceleration, rotation speed and torque changes according to the prior art coast downshift control method; and

3 is a schematic diagram of changes in acceleration, rotation speed, and torque according to the coast downshift control method according to an embodiment of the present invention.

detailed description

The specific embodiments of the coast downshift control method and control system according to the present invention will be described below with reference to the drawings. The following detailed description and drawings are used to exemplify the principles of the present invention. The present invention is not limited to the described preferred embodiments, and the protection scope of the present invention is defined by the claims.

FIG. 1 shows a schematic diagram of the transmission system of a DCT vehicle. As shown in FIG. 1, the transmission system includes an engine E, a motor M, and a transmission. The output of the transmission is drivingly connected to the wheels, thereby transmitting the output torque of the engine E and the motor M to the wheels. The motor M is a regeneration motor. When the vehicle coasts down or brakes, the braking torque of the wheels can be recovered by the regeneration motor M and stored as electrical energy. The motor E is drivingly connected to the transmission through two clutches. The two clutches respectively correspond to different transmission paths with different transmission ratios. The first clutch C1 is a clutch to be disengaged and the second clutch C2 is a clutch to be engaged. The first clutch C1 and the second clutch C2 selectively connect the output of the motor M with different transmission paths in the transmission. A third clutch C0 may be connected between the engine E and the motor M for selectively connecting or disconnecting the engine E and the motor M. It should be noted that although the vehicle is shown as a hybrid vehicle having the engine E and the motor M in this embodiment, it should be understood that the present invention is also applicable to a pure electric vehicle having only the motor M.

2 and 3 respectively show schematic diagrams of parameter changes of the coast downshift control method according to the prior art and according to the embodiments of the present invention. Taking the control process of deceleration and downshifting as an example, as shown in the figure, the coasting and downshifting control method of the embodiment of the present invention is divided into three phases as in the prior art: a preparation phase S1, a torque alternation phase S2, and a speed regulation phase S3. For the convenience of analysis, it can be assumed that the third clutch C0 is in a disengaged state during the entire downshift, so that no torque is transmitted between the engine E and the motor M. In the preparation phase S1, the oncoming clutch C1 is engaged and the oncoming clutch C2 is disengaged, and the motor M maintains a constant regenerative torque (negative torque). In the preparation phase S1, the motor torque T Mot is calculated according to the following formula:

Figure PCTCN2019070938-appb-000006

Where, T w is wheel torque, its value can be estimated and calculated according to the mass of the vehicle and the wheel radius, and i off is the transmission ratio of the transmission path corresponding to the clutch to be disengaged.

In the figure, from time t 1 to time t 2 is the torque alternating phase S2. In the torque alternating phase S2, the off-going clutch C1 starts to disengage, and the torque T off it transmits decreases with the clutch disengagement position changes, while the on-coming clutch C2 starts to engage, its transmitted torque T on increases with the clutch engagement position change Larger, the motor M recovers braking energy and generates negative regenerative torque. The torque alternating phase S2 is a process in which the path for transmitting torque in the transmission is switched from the clutch C1 to the clutch C2 to be disengaged. The motor torque T Mot of the prior art remains unchanged during the torque alternating phase S2, because during the coast downshift, the transmission ratio i off of the transmission path corresponding to the clutch C1 to be disengaged is smaller than that of the transmission path corresponding to the clutch C2 to be engaged Than i on , so the torque T w output to the wheels will change significantly. Specifically, since the motor torque T Mot during the coast downshift is a regenerative torque in the negative direction, the torque T w output to the wheels will be significantly smaller, that is, a larger negative torque is output, which means The driver will feel an increase in the deceleration of the vehicle. In an embodiment of the present invention, during the torque phase alternating torque T Mot S2 controls the motor reaches the target motor torque T target, the target motor torque T target torque gradually increases stage S2, alternately, to cause transition of the clutch to compensate Changes in wheel torque T w . Since the motor torque T Mot is a negative torque, this means that the target motor torque T target is a negative torque whose absolute value gradually decreases in the torque alternating phase S2. Specifically, the torque transmitted to the wheels is kept substantially unchanged or slowly changed during the torque alternating phase S2. Preferably, the target motor torque T target may be determined such that the wheel torque T w is maintained at a value at the beginning of the torque alternation phase S2, which may be calculated based on the vehicle speed, mass, and wheel radius of the vehicle. The contribution of the motor torque T Mot to the wheel torque T w is equal to the sum of the to-be-disengaged clutch torque T off times the corresponding transmission ratio and the to-be-engaged clutch torque T on times the corresponding transmission ratio. The real-time target motor torque T target during the torque alternating phase S2 can be expressed as:

Figure PCTCN2019070938-appb-000007

In the above process, the motor torque T Mot can be controlled by the motor controller to reach the target motor torque T target , and real-time continuous or periodic adjustment can be performed according to the above calculation result.

According to an alternative embodiment of the present invention, the target motor torque T target during the torque alternation phase S2 can also be used to perform real-time matching query through a preset look-up table according to the real-time speed of the vehicle. The correspondence between the vehicle speed and the target motor torque in the look-up table can be obtained through experiments and stored in the motor controller or other equipment of the vehicle.

In the speed regulation phase S3, the clutch C1 to be disengaged is fully disengaged and the clutch C2 to be disengaged is fully engaged. At this time, the torque of the motor M is all transmitted to the wheels through the transmission path of the clutch C2 to be engaged. During the speed regulation phase S3, the motor torque T Mot can be determined according to the actual needs of the TCU.

In addition, according to another embodiment of the present invention, a control system for executing the coast downshift control method according to the above-described embodiment is also provided. The control system includes: a torque detection module for detecting the motor torque T Mot ; a torque calculation module for determining the target motor torque T target and/or wheel torque T w ; and a motor control module for controlling the motor M. Wherein, the motor control module includes the above motor controller, so that the motor torque T Mot reaches the target motor torque T target . Preferably, the control system may further include a transmission control unit TCU that controls the transmission.

Although possible embodiments have been exemplarily described in the above description, it should be understood that there are still a large number of changes in the embodiments through all known and further combinations of technical features and implementations that are easily conceived by a skilled person. In addition, it should also be understood that the exemplary embodiment is only an example, and such an embodiment in no way limits the protection scope, application, and configuration of the present invention. The foregoing description provides more technical guidance to technical personnel for transforming at least one exemplary embodiment, wherein various changes can be made without departing from the scope of protection of the claims, especially regarding the Changes in the function and structure of components.

Reference Table

E Engine

M Motor

C1 First clutch/off clutch

C2 Second clutch / clutch to be engaged

C0 Third clutch

T Mot motor torque

T w wheel torque

T off first clutch torque

T on second clutch torque

i off the transmission ratio of the transmission path corresponding to the first clutch

i on the transmission ratio of the transmission path corresponding to the second clutch

S1 Preparation stage

S2 Torque alternating phase

S3 Speed regulation stage

t 1 Start time of torque alternating phase

t 2 End of the torque alternating phase

Claims (10)

  1. A coasting downshift control method for a vehicle including a motor (M), a first clutch (C1), a second clutch (C2), a transmission, and wheels, wherein the first clutch (C1) and The second clutch (C2) is drive-connected in parallel between the motor (M) and the transmission, and the transmission is drive-connected with the wheels,
    It is characterized in that the control method includes:
    During the torque alternating phase (S2) of the vehicle coasting downshift, the motor (M) is controlled so that the motor torque (T Mot ) reaches the target motor torque (T target ), wherein, in the torque alternating phase (S2) , The first clutch (C1) transitions from the engaged state to the disengaged state, while the second clutch (C2) transitions from the disengaged state to the engaged state, and the target motor torque (T target ) is at the Negative torque whose absolute value gradually decreases in the torque alternation phase (S2) to compensate for the change in wheel torque (T w ) caused by the clutch transition.
  2. The coast downshift control method according to claim 1, wherein the target motor torque (T target ) maintains the wheel torque (T w ) at the value at the beginning of the torque alternation phase (S2).
  3. The coast downshift control method according to claim 2, wherein the wheel torque ( Tw ) is calculated based on the vehicle speed, mass, and wheel radius of the vehicle.
  4. The coast downshift control method according to claim 2, characterized in that, in the torque alternating phase (S2), the target motor torque (T target ) is determined continuously or periodically in real time by the following formula:
    Figure PCTCN2019070938-appb-100001
    Where T target is the target motor torque, T w is the wheel torque, T on is the real-time torque on the second clutch (C2), and i off is the transmission path corresponding to the first clutch (C1) , I on is the transmission ratio of the transmission path corresponding to the second clutch (C2).
  5. The coast downshift control method according to claim 1, characterized in that the transmission ratio (i off ) of the transmission path corresponding to the first clutch (C1) is smaller than that of the transmission path corresponding to the second clutch (C2) Transmission ratio (i on ).
  6. The coast downshift control method according to claim 5, characterized in that, in the torque alternating phase (S2), the motor torque (T Mot ) is a regenerative torque.
  7. The coast downshift control method according to claim 1, characterized in that the control method further comprises after the first clutch (C1) is completely disengaged and the second clutch (C2) is fully engaged, according to the transmission control The unit needs to adjust the motor torque (T Mot ).
  8. The coasting downshift control method according to any one of claims 1 to 7, wherein the motor (M) is controlled to reach the target motor torque (T target ) by a motor controller.
  9. A coasting downshift control system for a vehicle, the control system being configured to execute the coasting downshift control method according to any one of claims 1 to 8, the control system comprising:
    A torque detection module, which is used to detect the motor torque (T Mot );
    A torque calculation module for determining the target motor torque (T target ) and/or the wheel torque (T w ); and
    A motor control module, which is used to control the motor (M).
  10. The coast downshift control system of claim 9, wherein the control system includes a transmission control unit that controls the transmission.
PCT/CN2019/070938 2019-01-09 2019-01-09 Coasting downshift control method and control system WO2020142914A1 (en)

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PCT/CN2019/070938 WO2020142914A1 (en) 2019-01-09 2019-01-09 Coasting downshift control method and control system

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PCT/CN2019/070938 WO2020142914A1 (en) 2019-01-09 2019-01-09 Coasting downshift control method and control system

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2067680A2 (en) * 2007-12-06 2009-06-10 Hitachi Ltd. Vehicle control apparatus and vehicle equipped with the control apparatus
CN104309607A (en) * 2013-06-14 2015-01-28 大众汽车有限公司 Method and device for controlling transmission
CN106560362A (en) * 2015-10-01 2017-04-12 现代自动车株式会社 Control Method Of Dual Clutch Transmission For Hybrid Electric Vehicle And Control System For The Same
US20170101101A1 (en) * 2015-10-08 2017-04-13 Hyundai Motor Company Control method of dual clutch transmission for hybrid electric vehicle and control system for the same
CN107567554A (en) * 2015-05-04 2018-01-09 沃尔沃卡车集团 For making the method and corresponding speed changer that the inactive gear of double-clutch speed changer departs from

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2067680A2 (en) * 2007-12-06 2009-06-10 Hitachi Ltd. Vehicle control apparatus and vehicle equipped with the control apparatus
CN104309607A (en) * 2013-06-14 2015-01-28 大众汽车有限公司 Method and device for controlling transmission
CN107567554A (en) * 2015-05-04 2018-01-09 沃尔沃卡车集团 For making the method and corresponding speed changer that the inactive gear of double-clutch speed changer departs from
CN106560362A (en) * 2015-10-01 2017-04-12 现代自动车株式会社 Control Method Of Dual Clutch Transmission For Hybrid Electric Vehicle And Control System For The Same
US20170101101A1 (en) * 2015-10-08 2017-04-13 Hyundai Motor Company Control method of dual clutch transmission for hybrid electric vehicle and control system for the same

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