WO2023046058A1 - 车辆坡道起步控制方法及车辆 - Google Patents

车辆坡道起步控制方法及车辆 Download PDF

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WO2023046058A1
WO2023046058A1 PCT/CN2022/120813 CN2022120813W WO2023046058A1 WO 2023046058 A1 WO2023046058 A1 WO 2023046058A1 CN 2022120813 W CN2022120813 W CN 2022120813W WO 2023046058 A1 WO2023046058 A1 WO 2023046058A1
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engine
torque
clutch
value
control
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PCT/CN2022/120813
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English (en)
French (fr)
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吴刚
张学锋
王昊
陈国栋
杨云波
李岩
许健男
王小峰
刘治文
朱桂庆
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中国第一汽车股份有限公司
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Publication of WO2023046058A1 publication Critical patent/WO2023046058A1/zh

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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control 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
    • F16H61/04Smoothing ratio shift
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control 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
    • F16H61/04Smoothing ratio shift
    • F16H61/0403Synchronisation before shifting

Definitions

  • Dual Clutch Transmission DCT
  • the overheating problem caused by the gradeability process is an important factor restricting the development of current DCT models.
  • Dual-clutch transmissions are controlled by odd and even clutches. The sliding friction process of the clutches will generate a lot of heat. If the heat dissipation system cannot remove the heat in time, it will form a large thermal stress, easily damage the friction pair, and accumulate heat. When the allowable limit of the material is exceeded, the friction material will ablate or fall off.
  • the start-up torque required during the hill start process is relatively large, and the synchronization process between the engine speed and the clutch speed takes a long time, which will generate a large amount of friction heat.
  • the structure of the cooling system is fixed, and the maximum heat dissipation capacity It is also certain that the heat produced during the starting process is greater than the heat dissipation, which will cause the surface temperature of the clutch to gradually increase.
  • the surface temperature exceeds the limit of the clutch’s torque-limiting temperature, the vehicle will enter the torque-limiting mode and cannot complete the process. Start on a steep slope.
  • the present application provides a method for controlling the start of a vehicle on a slope, which prevents the surface temperature of the clutch from exceeding a limit value, solves the problem of overheating of the clutch surface when starting on a large slope, and improves the maximum climbing ability of the DCT model vehicle.
  • a vehicle hill start control method after entering the hill start control, comprising: calculating the predicted value of the surface temperature of the clutch once every preset period; judging whether the predicted value of the surface temperature of the clutch is less than the torque limiting temperature threshold of the engine Value, wherein, the torque limiting temperature threshold value of the engine is a calibration value; in the case that the predicted surface temperature value of the clutch is not less than the torque limiting temperature threshold value of the engine, the torque limiting temperature threshold value of the engine is executed.
  • it further includes: judging whether the predicted surface temperature of the clutch is less than The torque-limiting temperature threshold value of the engine, in response to the predicted surface temperature value of the clutch being not less than the torque-limiting temperature threshold value of the engine, the non-torque-limiting control performed on the engine is converted into torque-limiting control; The predicted surface temperature of the clutch is smaller than the torque limit temperature threshold of the engine, and the engine continues to perform non-torque control.
  • the recovery condition is: the predicted value of the surface temperature of the clutch is smaller than the difference between the torque limit temperature threshold value of the engine and the temperature safety margin value, wherein the temperature safety margin value is a calibration value .
  • the actual engine output torque takes the smaller value of the second torque limit control engine output torque value and the engine pedal map torque value, wherein the engine pedal map torque value is a calibration value .
  • PI proportional Integral
  • the DCT system of the cooling oil pump includes a main oil circuit and a lubricating oil circuit, and the lower limit of the pressure setting of the main oil circuit is 1.5-2.5 bar higher than the pressure of the clutch.
  • a vehicle comprising a clutch capable of executing the above method for controlling vehicle hill start.
  • FIG. 1 is a flow chart of a method for controlling a vehicle starting on a hill according to Embodiment 1 of the present application;
  • FIG. 2 is a flow chart of a method for controlling a vehicle starting on a hill according to Embodiment 2 of the present application.
  • a first feature being "on” or “under” a second feature may include direct contact between the first and second features, and may also include the first and second features Not in direct contact but through another characteristic contact between them.
  • “above”, “above” and/or “above” the first feature on the second feature includes that the first feature is directly above and/or obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.
  • Two features. "Below”, “beneath” and/or “beneath” the first feature includes that the first feature is directly below and/or obliquely below the second feature, or simply means that the first feature has a lower level than the second feature.
  • S101 calculating the predicted value of the surface temperature of the clutch once in each preset period; S102, judging whether the predicted value of the surface temperature of the clutch is less than the engine torque limit temperature threshold value, wherein the engine torque limit temperature threshold value is a calibration value;
  • S103 perform torque-limiting control on the engine; Execute non-limiting torque control, the torque of the engine increases;
  • S105 judge whether the engine speed is synchronized with the speed of the clutch corresponding to the gear; when the speed of the engine is synchronized with the speed of the clutch corresponding to the gear, then S106, complete the start;
  • S107 judge whether the torque limiting control of the engine meets the recovery condition according to the predicted value of the surface temperature of the clutch calculated in each preset period; if the torque limiting control of the engine meets the recovery condition, then S108, The engine executes torque limiting recovery control, and the torque of the engine increases
  • the predicted value of the surface temperature of the clutch is obtained by prediction.
  • the engine is controlled without torque limit until the speed of the engine is synchronized with the speed of the clutch corresponding to the gear, and the ramp start is completed.
  • the torque limit control is performed on the engine, and there is still torque output during the process of performing torque limit control on the engine; , according to the predicted value of the surface temperature of the clutch calculated in each preset period, it is judged whether the torque limit control of the engine meets the recovery condition.
  • the predicted value of the surface temperature of the clutch is calculated once in each preset period, thereby improving the calculation accuracy of the predicted value of the surface temperature of the clutch. And calculate the predicted value of the surface temperature of the clutch in each preset period, predict whether there is a risk of overheating in the surface temperature of the clutch, and can intervene in the torque-limited control or non-torque-limited control of the engine in advance to avoid when the surface temperature of the clutch exceeds
  • the engine torque output is limited at the limit value, which solves the problem of overheating of the clutch surface when starting on a steep slope, and improves the maximum climbing ability of DCT vehicles.
  • the torque limit temperature threshold of the engine is the calibrated value.
  • the difference between the allowable limit value of the friction material temperature of the clutch and the safety margin value is taken, generally between 30°C and 50°C, and the safety margin value is the calibrated value , the allowable temperature limit of the friction material of the clutch is provided by the material supplier.
  • the current surface temperature value of the clutch and the temperature rise rate of the clutch are used to predict the predicted value of the surface temperature of the clutch, the calculation model is reasonable, and the predicted value of the surface temperature of the clutch is highly reliable.
  • the surface temperature value of the clutch and the temperature rise rate of the clutch are output by the system temperature model, and the time t is a calibration value, generally between 0.5s and 1.0s.
  • a recovery judgment is performed during the engine torque limit control process, and the recovery condition is: the predicted value of the surface temperature of the clutch is smaller than the difference between the engine torque limit temperature threshold and the temperature safety margin value.
  • the predicted value of the surface temperature of the clutch is calculated in each preset cycle, and the recovery condition is determined once in each cycle. If the predicted value of the surface temperature of the clutch is less than the difference between the torque limit temperature threshold value of the engine and the temperature safety margin value, the engine is executed. Torque limit recovery control, otherwise, continue to perform torque limit control on the engine until the predicted value of the surface temperature of the clutch is less than the difference between the engine torque limit temperature threshold and the temperature safety margin.
  • the temperature safety margin value is the calibration value, generally between 10°C and 30°C.
  • first torque limiting control engine output torque value base torque value + compensation torque value, wherein the base torque value is a calibration value determined based on oil temperature, and the compensation torque is based on clutch Calibration quantities determined by surface temperature and odd and even clutches.
  • Limiting the torque of the engine actually slows down the acceleration of the hill start in a disguised form. For a certain slope, when the starting speed and the pressure of the main oil circuit are fixed, the maximum cooling capacity of the system is fixed. Under balanced conditions, the maximum torque allowed by the engine can be inversely derived from the maximum cooling capacity.
  • the torque limit continues to exist, and a torque recovery value is added for each preset cycle, so that the engine output torque value is continuously increased until the engine speed is synchronized with the clutch speed of the corresponding gear;
  • As the starting process progresses, according to the current surface temperature value and temperature rise rate of the clutch, it is more reliable to predict the gradual recovery of torque limit control, set the torque recovery step size, and gradually reduce the torque limit of the engine according to a certain step size.
  • the exit conditions of the torque limiting control of the engine must be satisfied at the same time: 1) The predicted value of the surface temperature of the clutch is less than the difference between the torque limiting temperature threshold of the engine and the temperature safety margin value; 2) The speed of the clutch is synchronized with the speed of the engine , to complete the start process.
  • the actual output torque of the engine is the smaller value of the second torque limit control engine output torque value and the engine pedal map torque value, wherein the engine pedal map torque value is a calibration value, which belongs to the Electronic Control Unit (Electronic Control Unit) Unit, ECU) basic torque table, so that it takes a smaller value to improve reliability.
  • ECU Electronic Control Unit
  • the torque of the engine Variation the current torque of the engine - the torque of the engine in the last preset period;
  • the PI term torque of the clutch is calculated through PI closed-loop control according to the difference between the target speed of the engine and the actual speed of the engine, wherein the target speed of the engine is the preset Set the value;
  • the torque of the engine is obtained through the signal of the Controller Area Network (CAN);
  • the coefficient of the D item is a calibration value, generally between 0.5 and 1.
  • the surface temperature of the clutch is subject to the calculated value of the model.
  • the temperature module of the control system includes two parts: the heat generation and temperature rise model, the heat dissipation and temperature drop model; the heat generation power and the starting process speed The difference is proportional, the starting speed of the engine increases, and the speed difference increases during the starting process; the cooling power is proportional to the cooling flow, and for the transmission cooling system matched with the mechanical pump, the cooling flow increases with the increase of the engine speed.
  • the target speed of the engine is the speed of the engine corresponding to the maximum value of ⁇
  • L_f1 is the corresponding cooling flow rate when the engine speed is ⁇ _e1
  • L_f0 is the cooling flow rate in D gear or R gear in the idle state
  • ⁇ _e1 is the engine speed in the current state
  • ⁇ _e0 is the engine idle speed.
  • the rotational speed of the engine is obtained by the rotational speed sensor.
  • the relationship between the ⁇ value and the engine speed can be obtained from the actual test of the clutch. Based on the relationship between heating power, heat dissipation power and rotational speed, the rotational speed corresponding to the maximum value of ⁇ is taken as the target rotational speed for hill start to select a reasonable starting target rotational speed.
  • the DCT system of the cooling oil pump includes a main oil circuit and a lubricating oil circuit, and the lower limit of the pressure setting of the main oil circuit is 1.5-2.5 bar higher than the pressure of the clutch.
  • the lubricating oil circuit belongs to the secondary pipeline, and the main oil circuit belongs to the primary oil circuit.
  • the leakage of the hydraulic valve body increases with the pressure of the main oil circuit. The test shows that the main oil circuit is properly reduced A higher pressure value will help increase the flow rate of the lubricating oil circuit, increase the cooling flow rate, and thus improve the cooling effect.
  • the lower limit of the pressure setting of the main oil circuit is 2 bar higher than the pressure of the clutch; the pressure of the main oil circuit is obtained by a pressure sensor of the main oil circuit.
  • the hill start control Before the hill start control, it also includes judging whether the starting conditions are met, including: detecting whether the opening of the accelerator pedal is greater than the threshold value, whether the engine speed is greater than the starting threshold value, whether the system is in the driving state, and judging whether the starting control conditions are met; , the accelerator pedal opening is obtained by the accelerator pedal sensor, and the accelerator pedal opening threshold value is a calibration value, generally 1%-3%; the engine speed is obtained by the engine speed sensor; the driving state is determined by the state determination module according to the engine speed Determine the size of the torque.
  • judge whether the slope starting control condition is satisfied when judging whether the starting control condition is satisfied, it includes: detecting whether the slope value is greater than the threshold value, and judging whether to enter the slope starting control, if the slope value is greater than the threshold value value, execute step 1 to enter the ramp start control; otherwise, perform normal start control; where the ramp start slope threshold value is a calibration value, generally 15%-20%, where the slope size is acquired by the slope sensor.
  • hill start control is performed respectively, wherein the position of the gear lever is acquired by the gear lever position sensor.
  • the relevant logic for executing the oil temperature exceeding the temperature limit can refer to related technologies and is not limited.
  • the lower limit of the pressure setting of the main oil circuit is generally 1.5-2.5 bar higher than the pressure of the clutch.
  • the starting target speed is the engine speed corresponding to the maximum value of ⁇ .
  • the torque variation of the engine, the PI term torque of the clutch, and the total torque of the clutch can refer to the calculation method in the limited torque recovery control of the engine, and will not be repeated here.
  • the control method controls the pressure of the main oil circuit of the transmission and the pressure of the engine during the ramp start process at an appropriate time according to the position of the gear lever of the transmission, the size of the slope, the surface temperature of the clutch, the temperature rise rate of the surface temperature, and the oil temperature of the transmission.
  • the rotation speed and the output torque value of the engine increase the heat dissipation capacity of the system, reduce the heat production, and achieve a balance between heat production and heat dissipation under extreme working conditions.
  • the maximum climbing ability while avoiding the friction pair of the clutch from being damaged by heat.
  • This embodiment also provides a vehicle, which includes a clutch capable of performing the above-mentioned vehicle hill start control method, intervenes in advance according to the current surface temperature of the clutch and the temperature rise rate, and prevents the surface temperature of the clutch from exceeding the temperature limit, solving the problem of It solves the problem of overheating of the clutch surface when starting on a steep slope, and improves the maximum climbing ability of DCT vehicles.
  • This embodiment provides a method for controlling a vehicle starting on a hill, which is suitable for controlling a clutch component of a vehicle. After the vehicle starts to start on a slope, as shown in FIG. 2 , the method for controlling the vehicle to start on a slope includes the following steps.
  • the difference between the second embodiment and the first embodiment is that, as shown in Figure 2, when performing non-limiting torque control on the engine, it also includes: judging the surface temperature of the clutch according to the predicted value of the surface temperature of the clutch calculated in each preset cycle. Whether the temperature prediction value is less than the torque limit temperature threshold value of the engine, when the surface temperature prediction value of the clutch is not less than the torque limit temperature threshold value of the engine, the non-torque control control performed on the engine is transformed into the torque limit control; when the clutch When the surface temperature prediction value is less than the engine's torque-limiting temperature threshold, the engine continues to perform non-torque-limiting control.
  • the limited torque recovery control is performed on the engine, the torque of the engine is increased in a predetermined manner, and the process of judging whether the speed of the engine is synchronized with the speed of the clutch corresponding to the gear also includes: judging the predicted surface temperature of the clutch value is less than the torque limit temperature threshold value of the engine, if the surface temperature prediction value of the clutch is not less than the torque limit temperature threshold value of the engine, then the engine is executed to limit the torque control; if the clutch surface temperature prediction value is less than The torque limit temperature threshold value of the engine determines whether the engine speed is synchronized with the clutch speed of the corresponding gear.
  • the start is completed; If the rotation speed of the clutch in the first position is not synchronized, then the torque limit recovery control will be performed on the engine, and the torque of the engine will increase in a predetermined way, that is, the torque of the engine will no longer be limited, and the torque of the engine can be increased in a predetermined way until the start is completed. .
  • the present application also provides a vehicle, including a clutch capable of implementing the above method for controlling vehicle hill start.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

公开了一种车辆坡道起步控制方法及车辆,其包括:确定车辆进入坡道起步控制后,每预设周期内计算一次离合器的表面温度预测值;判断离合器的表面温度预测值是否小于发动机的限扭温度门限值,发动机的限扭温度门限值为标定值;在离合器的表面温度预测值不小于发动机的限扭温度门限值的情况下,对发动机执行限扭控制;在离合器的表面温度预测值小于发动机的限扭温度门限值的情况下,对发动机执行非限扭控制,发动机的扭矩增大,判断发动机的转速与对应挡位的离合器的转速是否同步,在发动机的转速与对应挡位的离合器的转速同步的情况下,完成起步;对发动机执行限扭控制的过程中,根据每预设周期内计算的离合器的表面温度预测值判断发动机的限扭控制是否符合恢复条件,响应于发动机的限扭控制符合恢复条件,对发动机执行限扭恢复控制,发动机的扭矩按预定方式增大,判断发动机的转速与对应挡位的离合器的转速是否同步,在发动机的转速与对应挡位的离合器的转速同步的情况下,完成起步;响应于发动机的限扭控制不符合恢复条件,继续对发动机执行限扭控制。

Description

车辆坡道起步控制方法及车辆
本申请要求在2021年09月23日提交中国专利局、申请号为202111114865.7的中国专利申请的优先权,该申请的全部内容通过引用结合在本申请中。
技术领域
本申请涉及车辆技术领域,例如涉及一种车辆坡道起步控制方法及车辆。
背景技术
最大爬坡度是汽车动力性的重要指标,对于双离合变速器(Dual Clutch Transmission,DCT)车型而言,爬坡过程带来的过热问题是制约当前DCT车型开发的重要因素。双离合变速器基于奇、偶两个离合器控制,离合器结合的滑摩过程会产生大量的热,散热系统如果不能将热量及时带走,就会形成较大的热应力,容易损坏摩擦副,热量累积超过材料许用极限时,摩擦材料就会烧蚀或者脱落。
坡道起步过程需要的起步扭矩较大,且发动机转速与离合器转速实现同步过程时间长,将产生大量的滑摩热,对于一个既定的动力总成,冷却系统的结构是固定的,最大散热能力也是确定的,起步过程的产热量大于散热量会导致离合器的表面温度逐渐升高,随着起步过程进行,当表面温度超过离合器的限扭温度的限值,车辆将进入限扭模式,无法完成大坡度起步。相关技术中,当摩擦片的表面温度超过限值,系统会限制发动机的扭矩输出,并点亮故障灯,强制用户停车冷却,随着温度降低逐渐解除对发动机的扭矩的限制,这个过程虽然有效保护了变速器硬件不受破坏,但是一定程度上限制了用户使用工况。
发明内容
本申请提供了一种车辆坡道起步控制方法,避免离合器的表面温度超过限值,解决大坡道起步离合器的表面过热问题,提高DCT车型车辆的最大爬坡能力。
一种车辆坡道起步控制方法,进入坡道起步控制后,包括:每预设周期内计算一次离合器的表面温度预测值;判断所述离合器的表面温度预测值是否小于发动机的限扭温度门限值,其中,所述发动机的限扭温度门限值为标定值;在所述离合器的表面温度预测值不小于所述发动机的限扭温度门限值的情况下,对所述发动机执行限扭控制;在所述离合器的表面温度预测值小于所述发动机的限扭温度门限值的情况下,对所述发动机执行非限扭控制,所述发动机 的扭矩增大,判断所述发动机的转速与对应挡位的所述离合器的转速是否同步,在所述发动机的转速与所述对应挡位的所述离合器的转速同步的情况下,完成起步;对所述发动机执行限扭控制的过程中,根据所述每预设周期内计算的所述离合器的表面温度预测值判断所述发动机的限扭控制是否符合恢复条件,响应于所述发动机的限扭控制符合所述恢复条件,对所述发动机执行限扭恢复控制,所述发动机的扭矩按预定方式增大,判断所述发动机的转速与对应挡位的所述离合器的转速是否同步,在所述发动机的转速与所述对应挡位的所述离合器的转速同步的情况下,完成起步;响应于所述发动机的限扭控制不符合所述恢复条件,继续对所述发动机执行限扭控制。
可选地,所述离合器的表面温度预测值为T,T=A+B×t,其中,A为所述离合器的当前表面温度值,B为所述离合器的温升速率,t为时间且为标定量。
可选地,对所述发动机执行非限扭控制的情况下,还包括:根据所述每预设周期内计算的所述离合器的表面温度预测值,判断所述离合器的表面温度预测值是否小于所述发动机的限扭温度门限值,响应于所述离合器的表面温度预测值不小于所述发动机的限扭温度门限值,对所述发动机执行的非限扭控制转变为限扭控制;所述离合器的表面温度预测值小于所述发动机的限扭温度门限值,继续对所述发动机执行非限扭控制。
可选地,所述恢复条件为:所述离合器的表面温度预测值小于所述发动机的限扭温度门限值与温度安全余量值之差,其中,所述温度安全余量值为标定量。
可选地,对所述发动机执行限扭控制的情况下:第一限扭控制发动机输出扭矩值=基础扭矩值+补偿扭矩值,其中,所述基础扭矩值是基于油温确定的标定量,所述补偿扭矩是基于所述离合器的表面温度及奇、偶离合器确定的标定量;对所述发动机执行限扭恢复控制的情况下,所述每预设周期内计算:第二限扭控制发动机输出扭矩值=基础扭矩值+补偿扭矩值+扭矩恢复值,其中,所述扭矩恢复值为扭矩恢复步长与计算次数之积,所述扭矩恢复步长为标定值。
可选地,实际的发动机输出扭矩取所述第二限扭控制发动机输出扭矩值和发动机油门踏板特性(pedal map)扭矩值中的较小值,其中,所述发动机pedal map扭矩值为标定量。
可选地,所述离合器的总扭矩=上一预设周期所述离合器的总扭矩+所述发动机的扭矩的变化量×D项系数+所述离合器的比例积分(Proportional Integral,PI)项扭矩,其中,所述D项系数为标定量;所述发动机的扭矩的变化量=所述发动机的当前扭矩-所述上一预设周期的所述发动机的扭矩;所述离合器的PI项扭矩根据所述发动机的目标转速和所述发动机的实际转速之差通过PI闭环控 制计算得到,其中,所述发动机的目标转速为预设值。
可选地,所述发动机的目标转速为α的最大值对应的所述发动机的转速,α=((L_f1-L_f0)/L_f0)/((ω_e1-ω_e0)/ω_e0),其中,L_f1为所述发动机的转速为ω_e1的情况下对应的冷却流量,L_f0为原地怠速状态挂D挡或R挡的冷却流量,ω_e1为当前状态的所述发动机的转速,ω_e0为所述发动机的怠速转速;α值随所述发动机的转速的变化关系根据对所述离合器的实际测试获得。
可选地,冷却油泵的DCT系统中包括主油路和润滑油路,所述主油路的压力设定下限值比所述离合器的压力高1.5-2.5bar。
一种车辆,包括能够执行上述的车辆坡道起步控制方法的离合器。
附图说明
图1是本申请的实施例一提供的车辆坡道起步控制方法的流程图;
图2是本申请的实施例二提供的车辆坡道起步控制方法的流程图。
具体实施方式
下面将结合附图对本申请实施例的技术方案进行描述,显然,所描述的实施例仅仅是本申请一部分实施例,而不是全部的实施例。基于本申请中的实施例,本领域技术人员在没有做出创造性劳动前提下所获得的所有其他实施例,都属于本申请保护的范围。
在本申请的描述中,除非另有明确的规定和限定,术语“相连”、“连接”、“固定”应做广义理解,例如,可以是固定连接,也可以是可拆卸连接,或成一体;可以是机械连接,也可以是电连接;可以是直接相连,也可以通过中间媒介间接相连,可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言,可以根据情况理解上述术语在本申请中的含义。
在本申请中,除非另有明确的规定和限定,第一特征在第二特征之“上”或之“下”可以包括第一和第二特征直接接触,也可以包括第一和第二特征不是直接接触而是通过它们之间的另外的特征接触。而且,第一特征在第二特征“之上”、“上方”和/或“上面”包括第一特征在第二特征正上方和/或斜上方,或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和/或“下面”包括第一特征在第二特征正下方和/或斜下方,或仅仅表示第一特征水平高度小于第二特征。
实施例一
本实施例提供了一种车辆坡道起步控制方法,适用于控制车辆的离合器部 件。车辆在坡道开始起步后后,如图1所示,该车辆坡道起步控制方法包括以下步骤。
S101,每预设周期内计算一次离合器的表面温度预测值;S102,判断离合器的表面温度预测值是否小于发动机限扭温度门限值,其中,发动机的限扭温度门限值为标定值;离合器的表面温度预测值不小于发动机的限扭温度门限值时,则S103,对发动机执行限扭控制;离合器的表面温度预测值小于发动机的限扭温度门限值下时,则S104,对发动机执行非限扭控制,发动机的扭矩增大;S105,判断发动机的转速与对应挡位的离合器的转速是否同步;发动机的转速与对应挡位的离合器的转速同步时,则S106,完成起步;对发动机执行限扭控制的过程中,S107,根据每预设周期内计算的离合器的表面温度预测值判断发动机的限扭控制是否符合恢复条件;若发动机的限扭控制符合恢复条件,则S108,对发动机执行限扭恢复控制,发动机的扭矩按预定方式增大;S105,判断发动机的转速与对应挡位的离合器的转速是否同步;若发动机的转速与对应挡位的离合器的转速同步,则S106,完成起步,若发动机的限扭控制不符合恢复条件,则S103,继续对发动机执行限扭控制。
根据当前离合器的表面温度及温度上升速率,预测得到离合器的表面温度预测值。当离合器的表面温度小于发动机的限扭温度门限值时,对发动机进行非限扭控制,直至发动机的转速与对应挡位的离合器的转速同步,完成了坡道起步。当离合器的表面温度预测值大于或等于发动机的限扭温度门限值时,对发动机执行限扭控制,对发动机执行限扭控制的过程中依然有扭矩输出;对发动机执行限扭控制的过程中,根据每预设周期内计算的离合器的表面温度预测值判断发动机的限扭控制是否符合恢复条件,当发动机的限扭控制符合恢复条件时,发动机的扭矩按预定方式增大,直至发动机的转速与对应挡位的离合器的转速同步,完成了坡道起步。每预设周期内均计算一次离合器的表面温度预测值,提高了对离合器的表面温度预测值的计算精度。且每预设周期内计算离合器的表面温度预测值,预测离合器的表面温度是否存在温度过高的风险,能够提前对发动机的限扭控制或非限扭控制进行干预,避免在离合器的表面温度超过限值时限制发动机的扭矩输出,解决了大坡度起步情况下离合器的表面过热问题,提高了DCT车型车辆的最大爬坡能力。
发动机的限扭温度门限值为标定值,一般取离合器的摩擦材料温度许用极限值与安全余量值之差,一般在30℃~50℃之间,其中的安全余量值为标定值,离合器的摩擦材料温度许用极限值由材料供应商提供。
可选地,离合器的表面温度预测值为T,T=A+B×t,其中,A为离合器的当前表面温度值,B为离合器的温升速率,t为时间且为标定量,根据离合器的 当前表面温度值以及离合器的温升速率预测离合器的表面温度预测值,计算模型合理,离合器的表面温度预测值可靠性高。离合器的表面温度值及离合器的温升速率由系统温度模型输出,时间t为标定量,一般取0.5s-1.0s之间。
可选地,对发动机执行限扭控制的过程中进行恢复判断,恢复条件为:离合器的表面温度预测值小于发动机的限扭温度门限值与温度安全余量值之差。每预设周期内计算一次离合器的表面温度预测值,每周期判定一次恢复条件,若离合器的表面温度预测值小于发动机的限扭温度门限值与温度安全余量值之差,则对发动机执行限扭恢复控制,否则,继续对发动机执行限扭控制,直到离合器的表面温度预测值小于发动机的限扭温度门限值与温度安全余量值之差为止。温度安全余量值为标定量,一般取10℃-30℃之间。
可选地,对发动机执行限扭控制时:第一限扭控制发动机输出扭矩值=基础扭矩值+补偿扭矩值,其中,基础扭矩值是基于油温确定的标定量,补偿扭矩是基于离合器的表面温度及奇、偶离合器确定的标定量。限制发动机的扭矩,实际是变相减慢了坡道起步的加速度,对一个确定的坡度,起步转速、主油路压力固定的情况下,系统的最大冷却能力是固定的,在维持产热、散热平衡的条件下,通过最大冷却能力能反向推导出发动机允许输出的最大扭矩的。
当发动机的限扭控制满足恢复条件时,对发动机执行限扭恢复控制时,每预设周期内计算一次离合器的表面温度预测值:得到当前限扭控制下发动机的输出扭矩值,即:第二限扭控制发动机输出扭矩值=基础扭矩值+补偿扭矩值+扭矩恢复值,其中,扭矩恢复值为扭矩恢复步长与计算次数之积,扭矩恢复步长为标定值,一般50N·m/s;对发动机执行限扭恢复控制的过程中,限扭持续存在,每个预设周期增加一个扭矩恢复值,使发动机输出扭矩值不断提高,直至发动机的转速与对应挡位的离合器的转速同步;随着起步过程进行,根据离合器的当前表面温度值及温升速率,预测逐步恢复限扭控制,设置扭矩恢复步长,并按照一定步长逐渐减小对发动机的扭矩的限制,更加可靠。
对发动机的限扭控制的退出条件需同时满足:1)离合器的表面温度预测值小于发动机的限扭温度门限值与温度安全余量值之差;2)离合器的转速与发动机的转速实现同步,完成起步过程。
可选地,实际的发动机的输出扭矩取第二限扭控制发动机输出扭矩值和发动机pedal map扭矩值中的较小值,其中,发动机pedal map扭矩值为标定量,属于电子控制单元(Electronic Control Unit,ECU)基本扭矩表,使其取较小值,提高可靠性。
可选地,离合器的总扭矩=上一预设周期的离合器的总扭矩+发动机的扭矩的变化量×D项系数+离合器的PI项扭矩,其中,D项系数为标定量;发动机的 扭矩的变化量=发动机的当前扭矩-上一预设周期的发动机的扭矩;离合器的PI项扭矩根据发动机的目标转速和发动机的实际转速之差通过PI闭环控制计算得到,其中,发动机的目标转速为预设值;发动机的扭矩通过控制器域网(Controller Area Network,CAN)信号获取;D项系数为标定量,一般取值0.5~1之间。
双离合自动变速器控制过程中,离合器的表面温度均以模型计算值为准,本实施例中,控制系统的温度模块包括两部分:产热升温模型、散热降温模型;产热功率与起步过程速差成正比,发动机的起步转速增加,起步过程速差增加;散热功率与冷却流量成正比,对于匹配机械泵的变速器冷却系统,冷却流量随发动机的转速升高而升高。可选地,发动机的目标转速为α的最大值对应的发动机的转速,定义α为流量增益与转速增益的比值,α=((L_f1-L_f0)/L_f0)/((ω_e1-ω_e0)/ω_e0)
L_f1为发动机的转速为ω_e1时对应的冷却流量,L_f0为原地怠速状态挂D挡或R挡的冷却流量,ω_e1为当前状态的发动机的转速,ω_e0为发动机的怠速转速。
发动机的转速由转速传感器获取。α值随发动机的转速的变化关系可根据对离合器的实际测试获得。基于发热功率、散热功率与转速的变化关系,通过取α的最大值对应的转速作为坡道起步的目标转速,以选择合理的起步目标转速。
可选地,冷却油泵的DCT系统中包括主油路和润滑油路,主油路的压力设定下限值比离合器的压力高1.5-2.5bar。配置机械式冷却油泵的DCT系统中润滑油路属于二级管路,主油路属于一级油路,液压阀体泄露量随主油路的压力升高而增加,试验表明适当降低主油路的压力值,将有利于增大润滑油路的流量,提升了冷却流量,从而提高冷却效果。可选地,主油路的压力设定下限值比离合器的压力高2bar;主油路的压力由主油路的压力传感器获得。
坡道起步控制之前还包括判断是否满足起步条件,包括:检测加速踏板开度是否大于门限值,发动机的转速是否大于起步门限值,系统是否处于驱动状态,判断是否满足起步控制条件;其中,加速踏板开度由加速踏板传感器获取,加速踏板开度门限值为标定值,一般为1%-3%;发动机的转速由发动机的转速传感器获取;驱动状态是由状态判定模块根据发动机的扭矩大小进行判定。
当满足起步控制条件时,再判断是否满足坡道起步控制条件;判断是否满足起步控制条件时,包括:检测坡度值是否大于门限值,判断是否进入坡道起步控制,如果坡度值大于门限值则执行步骤一,进入坡道起步控制;否则,进行正常起步控制;其中,坡道起步坡度门限值为标定值,一般为15%-20%,其中,坡度大小由坡度传感器获取。
根据档杆位置为D挡或R挡,分别进行坡道起步控制,其中,挡杆位置由挡杆位置传感器获取。
正常起步控制可参照相关技术,不进行限定。
反复长时间坡道起步可能会导致油温超过温度限值,执行油温超过温度限值的相关逻辑可参照相关技术,不进行限定。
对发动机执行非限扭控制时,主油路的压力设定下限值一般比离合器的压力高1.5-2.5bar。对发动机执行非限扭控制时,起步目标转速为α的最大值对应的发动机的转速。发动机的扭矩的变化量、离合器的PI项扭矩以及离合器的总扭矩均可参照发动机的限扭恢复控制中的计算方法,不再赘述。
该控制方法根据变速器的挡杆位置、坡度大小、离合器的表面温度、表面温度温升速率、变速器的油温等,在合适的时机控制坡道起步过程中变速器的主油路的压力、发动机的转速、发动机的输出扭矩值,增加系统散热能力,减小产热量,极限工况下实现产热、散热平衡,解决了大坡度起步过程中离合器的表面过热问题,提高搭载双离合器自动变速器的车辆的最大爬坡能力,同时避免离合器的摩擦副受热损坏。
本实施例还提供了一种车辆,其包括能够执行上述的车辆坡道起步控制方法的离合器,根据离合器的当前表面温度及温度上升速率提前进行干预,避免离合器的表面温度超过温度限值,解决了大坡度起步离合器表面过热问题,提高了DCT车型车辆的最大爬坡能力。
实施例二
本实施例提供了一种车辆坡道起步控制方法,适用于控制车辆的离合器部件。车辆在坡道开始起步后,如图2所示,该车辆坡道起步控制方法包括以下步骤。
S201,每预设周期内计算一次离合器的表面温度预测值;S202,判断离合器的表面温度预测值是否小于发动机限扭温度门限值,其中,发动机的限扭温度门限值为标定值;离合器的表面温度预测值不小于发动机的限扭温度门限值时,则S203,对发动机执行限扭控制;离合器的表面温度预测值小于发动机的限扭温度门限值下时,则S204,对发动机执行非限扭控制,发动机的扭矩增大;此时,S209,根据每预设周期内计算的离合器的表面温度预测值,判断离合器的表面温度预测值是否小于发动机的限扭温度门限值;当离合器的表面温度预测值不小于发动机的限扭温度门限值不小于时,则S203,对发动机执行的非限扭控制转变为限扭控制;当离合器的表面温度预测值小于发动机的限扭温度门限值时,则S204,继续对发动机执行非限扭控制,直至离合器的表面温度预测 值不小于发动机的限扭温度门限值;S207,根据每预设周期内计算的离合器的表面温度预测值判断发动机的限扭控制是否符合恢复条件;若发动机的限扭控制符合恢复条件,则S208,对发动机执行限扭恢复控制,发动机的扭矩按预定方式增大;此时再次执行S202,判断离合器的表面温度预测值是否小于发动机限扭温度门限值;若离合器的表面温度预测值不小于发动机的限扭温度门限值,执行S203;若离合器的表面温度预测值小于发动机的限扭温度门限值,S205,判断发动机的转速与对应挡位的离合器的转速是否同步;若发动机的转速与对应挡位的离合器的转速同步,则S206,完成起步;若发动机的转速与对应挡位的离合器的转速不同步,则执行S208;若发动机的限扭控制不符合恢复条件,则S203,继续对发动机执行限扭控制。
本实施例二与实施例一的区别之处在于,如图2所示,对发动机执行非限扭控制时还包括:根据每预设周期内计算的离合器的表面温度预测值,判断离合器的表面温度预测值是否小于发动机的限扭温度门限值,当离合器的表面温度预测值不小于发动机的限扭温度门限值时,对发动机执行的非限扭控制转变为限扭控制;当离合器的表面温度预测值小于发动机的限扭温度门限值时,则继续对发动机执行非限扭控制。
可选地,对发动机执行限扭恢复控制,发动机的扭矩按预定方式增大,判断发动机的转速与对应挡位的离合器的转速是否同步的过程中,还包括:判断所述离合器的表面温度预测值是否小于发动机的限扭温度门限值,若所述离合器的表面温度预测值不小于发动机的限扭温度门限值,则对发动机执行限扭控制;若所述离合器的表面温度预测值小于发动机的限扭温度门限值,则判断发动机的转速与对应挡位的离合器的转速是否同步,若发动机的转速与对应挡位的离合器的转速同步,则完成起步;若发动机的转速与对应挡位的离合器的转速不同步,则对发动机执行限扭恢复控制,且发动机的扭矩按预定方式增大,即不再对发动机的扭矩进行限制,发动机的扭矩可以按预定方式增大,直到完成起步。
本申请还提供了一种车辆,包括能够执行上述的车辆坡道起步控制方法的离合器。

Claims (10)

  1. 一种车辆坡道起步控制方法,包括:
    确定车辆进入坡道起步控制后,每预设周期内计算一次离合器的表面温度预测值;
    判断所述离合器的表面温度预测值是否小于发动机的限扭温度门限值,其中,所述发动机的限扭温度门限值为标定值;在所述离合器的表面温度预测值不小于所述发动机的限扭温度门限值的情况下,对所述发动机执行限扭控制;在所述离合器的表面温度预测值小于所述发动机的限扭温度门限值的情况下,对所述发动机执行非限扭控制,所述发动机的扭矩增大;判断所述发动机的转速与对应挡位的所述离合器的转速是否同步;在所述发动机的转速与所述对应挡位的所述离合器的转速同步的情况下,完成起步;
    对所述发动机执行限扭控制的过程中,根据所述每预设周期内计算的所述离合器的表面温度预测值判断所述发动机的限扭控制是否符合恢复条件,响应于所述发动机的限扭控制符合所述恢复条件,对所述发动机执行限扭恢复控制,所述发动机的扭矩按预定方式增大,判断所述发动机的转速与对应挡位的所述离合器的转速是否同步,在所述发动机的转速与所述对应挡位的所述离合器的转速同步的情况下,完成起步;响应于所述发动机的限扭控制不符合所述恢复条件,继续对所述发动机执行所述限扭控制。
  2. 根据权利要求1所述的方法,其中,所述离合器的表面温度预测值为T,T=A+B×t,其中,A为所述离合器的当前表面温度值,B为所述离合器的温升速率,t为时间且为标定量。
  3. 根据权利要求1所述的方法,其中,对所述发动机执行非限扭控制的情况下,还包括:
    继续根据每预设周期内计算的所述离合器的表面温度预测值,判断所述离合器的表面温度预测值是否小于所述发动机的限扭温度门限值,响应于所述离合器的表面温度预测值不小于所述发动机的限扭温度门限值,将对所述发动机执行的非限扭控制转变为限扭控制;响应于所述离合器的表面温度预测值小于所述发动机的限扭温度门限值,继续对所述发动机执行非限扭控制。
  4. 根据权利要求1所述的方法,其中,所述恢复条件为:
    所述离合器的表面温度预测值小于所述发动机的限扭温度门限值与温度安全余量值之差,其中,所述温度安全余量值为标定量。
  5. 根据权利要求1所述的方法,其中,
    对所述发动机执行限扭控制的情况下:
    第一限扭控制发动机输出扭矩值=基础扭矩值+补偿扭矩值,其中,所述基础扭矩值是基于油温确定的标定量,所述补偿扭矩是基于所述离合器的表面温度及奇、偶离合器确定的标定量;
    对所述发动机执行限扭恢复控制的情况下,所述每预设周期内计算:
    第二限扭控制发动机输出扭矩值=基础扭矩值+补偿扭矩值+扭矩恢复值,其中,所述扭矩恢复值为扭矩恢复步长与计算次数之积,所述扭矩恢复步长为标定值。
  6. 根据权利要求5所述的方法,其中,实际的发动机输出扭矩取所述第二限扭控制发动机输出扭矩值和发动机油门踏板特性(pedal map)扭矩值中的较小值,其中,所述发动机pedal map扭矩值为标定量。
  7. 根据权利要求1所述的方法,其中,所述离合器的总扭矩=上一预设周期的所述离合器的总扭矩+所述发动机的扭矩的变化量×D项系数+所述离合器的比例积分(Proportional Integral,PI)项扭矩,其中,
    所述D项系数为标定量;
    所述发动机的扭矩的变化量=所述发动机的当前扭矩-所述上一预设周期的所述发动机的扭矩;
    所述离合器的PI项扭矩根据所述发动机的目标转速和所述发动机的实际转速之差通过PI闭环控制计算得到,其中,所述发动机的目标转速为预设值。
  8. 根据权利要求7所述的方法,其中,所述发动机的目标转速为α的最大值对应的所述发动机的转速,
    α=((L_f1-L_f0)/L_f0)/((ω_e1-ω_e0)/ω_e0),其中,
    L_f1为所述发动机的转速为ω_e1的情况下对应的冷却流量,L_f0为原地怠速状态挂D挡或R挡的冷却流量,ω_e1为当前状态的所述发动机的转速,ω_e0为所述发动机的怠速转速;
    α值随所述发动机的转速的变化关系根据对所述离合器的实际测试获得。
  9. 根据权利要求1-8任一项所述的方法,其中,冷却油泵的双离合变速器(Dual Clutch Transmission,DCT)系统中包括主油路和润滑油路,所述主油路的压力设定下限值比所述离合器的压力高1.5-2.5bar。
  10. 一种车辆,包括能够执行权利要求1-9任一项所述的车辆坡道起步控制方法的离合器。
PCT/CN2022/120813 2021-09-23 2022-09-23 车辆坡道起步控制方法及车辆 WO2023046058A1 (zh)

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CN114291091B (zh) * 2022-01-24 2023-07-25 一汽解放汽车有限公司 一种车辆的蠕动模式的控制方法
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