CN101456347A - 用于控制混合动力车辆中离合器接合的***和方法 - Google Patents
用于控制混合动力车辆中离合器接合的***和方法 Download PDFInfo
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- CN101456347A CN101456347A CNA2008101714164A CN200810171416A CN101456347A CN 101456347 A CN101456347 A CN 101456347A CN A2008101714164 A CNA2008101714164 A CN A2008101714164A CN 200810171416 A CN200810171416 A CN 200810171416A CN 101456347 A CN101456347 A CN 101456347A
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Hybrid Electric Vehicles (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
本发明提供用于在混合动力汽车中控制离合器接合的***和方法,其中适当的离合器接合方式基于车辆状态等选择,且在离合器接合过程中离合器两部分之间的速度差和传递给车辆的扭矩通过反映由离合器接合方式改变的参数而控制,由此改善加速性能和驾驶性能、减少接合冲击,并且简单地提供各种离合器接合方式。
Description
相关申请的交叉引用
根据35U.S.C.§119(a),本申请要求2007年12月13日申请的韩国专利申请第10-2007-0130046号的优先权,其全部内容引入本文作为参考。
技术领域
本发明涉及用于控制混合动力车辆中离合器接合的***和方法,其可以改善加速性能和驾驶性能,减少接合冲击,并且以简单且方便的方式提供各种离合器接合方式。
背景技术
混合动力汽车,在广义范围内,指由至少二种不同类型动力源联合驱动的车辆。但是,通常,它指的是由燃料驱动的发动机(engine)和由电池驱动的电动机(motor)供能的车辆。该混合动力车辆指的是混合动力电动车辆。
为了满足今天社会改善燃料效率和发展更环保产品的需要,正在积极地研究和开发混合动力电动车辆。
如本领域公知的,混合动力电动车辆有各种动力传递结构。到现在为止已经研究的大多数混合动力电动车辆采用并联型结构或串联型结构。
这里,发动机和电动机串联设置的串联型具有比并联型结构更简单和控制逻辑更简单的优点。但是,因为它将来自发动机的机械能存贮在用于运转电动机和驱动车辆的电池中,它具有能量转换效率低的缺点。
相反,并联型具有比串联型结构更复杂且控制逻辑更复杂的缺点。但是,因为它可以同时使用发动机的机械能和电池的电能,它具有高效地使用能量的优点。
同时,如图1所示,典型的混合动力车辆包括集成起动器和发动器(integrated starter and generator,ISG)101、发动机103、离合器105、电动机107、和变速器(transmission)109,其中IGS 101和发动机103的位置是可变的。
ISG 101涉及能够电动和发电的电动机。它通过机械方式,例如皮带、链条、齿轮等与发动机103连接,并且它的连接比根据临时要求可变地确定。电动机107涉及能够电动和发电的电动机。变速器109是能够通过自动控制改变输入和输出之间的传动比的装置,且由一个或更多个行星齿轮装置或差动齿轮装置组成。
同时,在具有自动控制的主离合器105的混合动力电动车辆或装有手自排变速器(AMT)的车辆中,车辆的驾驶性能和持久性依赖于主离合器的接合方式,该主离合器起到中断或传递发动机动力的作用。
但是,通常地,适当的离合器接合方式不是根据各种因素选择的,并且离合器接合引起的扭矩变化不被主动控制,因此车辆的持久性、驾驶性能、加速性能和燃料效率降低。
在背景技术部分公开的上述信息仅用于加强对本发明的背景技术的理解,并因此其可包含不形成对于本国家的本领域普通技术人员已知的现有技术的信息。
发明内容
为了解决与现有技术相关的上述问题而做出本发明。
一方面,本发明提供用于在混合动力车辆中控制离合器接合的***,该混合动力型车辆包括设置在发动机和电动机之间的离合器,该***包括用于从基于车辆状态、使用者的离合器接合中断请求、和使用者的离合器滑动请求的多种离合器接合方式中选择接合方式的确定单元。
在一个优选的实施方式中,多个离合器接合方式按照发动机起动曲线(profile)、点火RPM、点火后发动机RPM命令、和摩擦起动RPM的差值来分类。
在另一个优选的实施方式中,多个离合器接合方式包括:第一离合器接合方式,其中在离合器的部分彼此分离的状态,发动机侧离合器部分的速度和变速器侧离合器部分的速度是同步的,并且然后油压增加;第二离合器接合方式,其中在离合器的部分是相互滑动的状态,两个速度是同步的,并且然后油压增加;和第三离合器接合方式,其中在电动机侧离合器部分的速度高于发动机侧离合器部分的速度的状态,离合器的部分互相接合,从而对车辆实施制动力。
在又一优选的实施方式中,该***进一步包括:计算用于调节离合器两部分之间速度差的发动机扭矩命令和VFS当前命令的第一控制单元;和计算用于调整在离合器接合过程中传输给车辆的扭矩的电动机扭矩命令的第二控制单元。
在又一优选的实施方式中,第一控制单元包括:滑动量计算单元;和发动机扭矩命令计算单元,该单元用于基于由滑动量计算单元计算的滑动量计算发动机扭矩命令,其中根据该滑动量的发动机扭矩表根据离合器接合方式而变化。
在又一优选的实施方式中,第二控制单元包括:离合器模式单元,其用于通过接收滑动量、离合器设计说明、当前离合器压力、和根据油温的离合器摩擦系数而计算当前离合器传输扭矩;和电动机扭矩命令计算单元,其用于根据差值而计算电动机扭矩命令,该差值通过比较由离合器模式单元计算的当前离合器传输扭矩和驾驶员要求扭矩而获得。
另一方面,本发明提供用于在混合动力车辆中控制离合器接合的方法,该混合动力车辆包括设置在发动机和电动机之间的离合器,该方法包括基于车辆状态、离合器接合中断请求和离合器滑动请求从多种离合器接合方式中选择接合方式。
在进一步优选的实施方式中,多个离合器接合方式按照发动机起动曲线、点火RPM、点火后发动机RPM命令、和摩擦起动RPM的差值来分类。
在又一优选的实施方式中,该方法进一步包括:计算发动机扭矩命令,其用于通过反映根据离合器接合方式的参数变化而调节离合器两部分之间的速度差;和计算电动机扭矩命令,其用于在离合器接合过程中调整传输给车辆的扭矩。
可以理解,本文所使用的术语“车辆”或“车辆的”或其它类似术语一般包括机动车,例如载客汽车,包括运动型多功能车(SUV)、公共汽车、卡车、各种商用车,包括各种船和艇的水运工具,飞机,等等。
本发明的上述和其它特性和优点将从附图和以下详细说明中变得明显或在其中更详细地说明,附图结合在此说明书中并且形成此说明书的一部分,以下详细说明一起被用作通过实施例说明本发明的原理。
附图说明
本发明的上述和其它特性将参考其某些示例性的实施方式详细说明,该实施方式由附图举例说明,下文提供的附图仅仅出于举例说明的目的,因此不是对本发明的限制,其中:
图1是示出通常的混合动力电动车辆的配置的示意图;
图2是示出根据本发明优选实施方式的离合器接合控制***所使用的配置的示意图;
图3是示出根据本发明优选实施方式的离合器接合控制***的示意图;
图4是示出在第一离合器接合方式中各自命令变化的示意图;
图5是示出在第二离合器接合方式中各自命令变化的示意图;
图6是示出在第三离合器接合方式中各自命令变化的示意图;
图7是示出根据本发明的另一优选实施方式的离合器接合方式确定的示意图;
图8是示出根据本发明的第一控制单元的控制流程的流程图;
图9是示出根据本发明的第二控制单元的配置的示意图;以及
图10是示出根据本发明的第二控制单元的控制流程的流程图。
应该理解的是,附图不必然呈比例,而只是表示本发明的基本原理的各种优选特征图例的简化表示。包括例如特定尺寸、方向、位置和形状的本文所公开的本发明的特定设计特征,将通过特定应用和使用环境被部分地确定。
具体实施方式
现在将参照本发明的优选实施方式详细说明,其实施例在以下附图中举例说明,其中类似的参考数字表示类似的元件。以下说明实施方式从而通过参照附图来解释本发明。
如图2所示,根据本发明的离合器接合控制***200执行离合器接合模式选择和扭矩控制。该控制***200将可变力螺线管(VFS)电流命令传送给VFS激励电路300。根据该电流命令,激励电路300驱动VFS400来改变作用于离合器的油压。
如图3所示,控制***200包括离合器接合方式确定单元201、用于控制离合器两部分之间的速度差的第一控制单元211、和用于在离合器接合过程中控制传输给车辆的扭矩的第二控制单元251。
上述各个构件将在下面详细描述。
首先,离合器接合模式确定单元201将参考图3至7描述。
如图3所示,离合器接合方式确定单元201接收车辆状态信息202、用户的离合器接合中断请求203、和用户的离合器滑动请求204作为输入值来确定适当的离合器接合方式(方法)206,并传输输送中断请求205。用于本发明的离合器接合方式包括:如图4所示,第一离合器接合方式(开/关接合方式),其中在离合器的部分彼此分离的状态,发动机侧离合器部分的速度与变速器侧离合器部分的速度是同步的,并且然后油压增加;如图5所示,第二离合器接合方式(滑动接合方式),其中在离合器的部分是相互滑动的状态,两个速度是同步的,并且然后油压增加;和第三离合器接合方式(发动机被动运转的接合方式),其中在电动机侧离合器部分的速度高于发动机侧离合器部分的速度的状态,离合器的部分互相接合,从而对车辆实施制动力。
接着,将详细描述根据本发明的离合器接合。
(A)启动发动机且确定离合器接合。
(B)发出发动机起动曲线的命令且根据上述命令操作发动机RPM。当它达到点火RPM时,执行车辆点火。点火之后的发动机RPM命令用黑色线示出。
(C)在上述发动机起动过程中,离合器油压控制单元执行初始填充过程,其中工作流体适当地充入离合器的未占用空间。执行该初始填充过程是为了防止工作流体在离合器开启状态的预定时间以后不充入离合器的未占用空间,并且为了通过应用更多一点的压力使离合器开始滑动。
(D)在点火之后,如果实际的发动机RPM随着发动机RPM命令增加,并且因此落入作为目标接合RPM的电动机RPM的预定范围之内,在初始填充过程后向离合器施加油压以引起摩擦和接合。
(E)在离合器的两部分的摩擦过程中,如果两部分之间的速度差低于预定范围,施加最高压力以获得彼此完全接合,且然后终止离合器接合控制。
上述过程(A)到(E)以相同方式但仅以下述差别应用于第一至第三离合器接合方式:i)发动机起动曲线、ii)点火RPM、iii)点火后发动机RPM命令、和iv)摩擦起动RPM的差值。
特别地,在第一离合器接合方式中,发动机起动RPM以适当的斜率增加到大约800rpm,并且点火RPM设定为大约800rpm。此外,点火后的发动机RPM命令以适当斜率增加,且摩擦起动RPM的差值设定为接近0。
在第二离合器接合方式中,发动机起动RPM以与第一离合器接合方式相同的适当斜率增加到大约800rpm,但是点火RPM设定为低至大约500rpm从而快速获得发动机扭矩。此外,点火之后的发动机RPM命令以比前一个高的适当斜率增加,并且摩擦起动RPM的差值设定为其中发动机RPM比电动机RPM大的数值,例如,1000rpm。根据上述设定,在滑动过程中加速力被传输给车辆,并因此改善车辆的加速性能。
第三离合器接合方式涉及用于将制动力传送给车辆的方式,其中,在发动机起动RPM曲线中,发动机以低于普通状态的速率加速、或在离合器能够直接接合而不使发动机加速的情况下不加速。然而,因为在0至100rpm的范围内发动机产生相当大的振动,优选在上述范围中增加发动机起动RPM曲线并且此后开始接合。
接下来,当实际的发动机RPM增加到命令区域时,点火RPM设定为发动机不能达到的RPM数值,例如1000rpm,因此不引起点火。同时,当摩擦起动RPM数值设定为预定的高数值时,例如1000rpm,离合器的两部分开始摩擦,并且不进行点火。因此,仅具有摩擦阻力的发动机扭矩通过离合器摩擦传输给车辆,并由此获得发动机制动作用。
此外,在第一至第三离合器接合方式中,接合方式的各种变化都能通过改变某些命令值而实施。
图7是示出根据本发明另一个优选实施方式的离合器接合方式确定方法的示意图。
离合器接合方式确定单元210接收驾驶员要求扭矩701、车辆侧离合器速度703的传输、离合器状态(开启或锁定)705、发动机制动请求707、离合器接合中断请求、离合器滑动请求等,并确定离合器接合方式。
在该实施方式中,当请求发动机制动时,应用第三离合器接合方式,在普通状态应用第一离合器接合方式,并且在离开停车点、驾驶中快速加速、高坡度(inclination)和快速起动的情况下应用第二离合器接合方式。
特别地,当没有驾驶员要求的离合器接合中断请求和离合器滑动请求时,执行上述离合器接合方式确定。
根据上述离合器接合方式确定,发生如下参数的变化,例如在第一控制单元中的PI控制器的增益数值(gain value)216、根据时间的滑动量表214、根据滑动量的发动机扭矩表213、和接合时间点。因此,第一控制单元通过应用上述变化而执行控制操作,结果,计算在离合器接合过程中用于发动机速度控制的发动机扭矩命令221和VFS电流命令222。
图8示出根据本发明的第一控制单元的控制流程。控制单元监控离合器两部分的速度(S801)从而计算滑动量212,其是离合器两部分之间的速度差(S803)。
同时,应用由离合器接合方式改变的参数(S805)以决定其是否到达接合开始滑动量(S807)。如果是这样的话,控制单元根据滑动量执行PI控制(S808)并且根据滑动量执行发动机速度控制(S810)。
在上述控制过程中,如果滑动量低于预定值(S812),控制单元输出最大离合器接合压力(S814),将离合器接合压力保持预定时间,并且结束该离合器接合过程(S818)。
在PI控制过程中,在产生压力命令后,该控制单元测量TM油温217和管路压力(218)从而计算适当的因数。控制单元根据这个因数,执行补偿过程(219),由此计算VFS电流命令222。
同时,与第一控制单元的控制操作相同,执行用于补偿传递给车辆变速器的扭矩的第二控制单元。
第二控制单元的配置在图9中示出,并且它的控制流程在图10中示出。
接收滑动量256、离合器设计说明257(有效半径、部分的数量、活塞面积等)、实时离合器压力252、和根据油温的离合器摩擦系数的离合器模式253,计算实时的离合器传输扭矩。在该过程中,使用本领域普通技术人员公知的传统离合器传输扭矩理论。
然后,第二控制单元计算如上计算的离合器传输扭矩之间的差值和驾驶员所要求的扭矩1009(S1013),并根据该差值增加电动机扭矩(S1015)。
如上所述,根据本发明的离合器接合控制***概括地包括用于基于包括车辆状态的变量而确定离合器接合方式的确定单元、以及用于控制当由上述接合方式执行离合器接合时所引起的扭矩变化的第一和第二控制单元。
如上所述,用于在本发明的混合动力车辆中控制离合器接合的***和方法提供了包括以下的各种效果。
第一,基于包括车辆状态、驾驶员要求扭矩、离合器接合中断请求、离合器滑动要求等的多种变量而选择适当的离合器接合方式,这样改善了加速性能、燃料效率、驾驶性能、和车辆的耐久性。
第二,根据离合器接合方式的参数变化反映在控制操作的执行中,因此容易设计并提供各种离合器接合方式。
最后,在离合器接合过程中传输给车辆的扭矩得到控制,并因此减少了接合冲击。
本发明参考其优选实施方式进行了详细地说明。然而,本领域技术人员能够理解,可以在不偏离本发明的原理和精神的情况下对这些实施方式进行改变,本发明的范围由所附的权利要求及其等价物限定。
Claims (9)
1.一种用于在混合动力车辆中控制离合器接合的***,所述混合动力车辆包括设置在发动机和电动机之间的离合器,所述***包括用于基于车辆状态、离合器接合中断请求和离合器滑动请求从多个离合器接合方式中选择接合方式的确定单元。
2.如权利要求1所述的***,其中所述的多个离合器接合方式按照发动机起动曲线、点火RPM、点火后发动机RPM命令、和摩擦起动RPM的差值来分类。
3.如权利要求1所述的***,其中所述的多个离合器接合方式包括:
第一离合器接合方式,其中在所述离合器的部分彼此分离的状态下,发动机侧离合器部分的速度与变速器侧离合器部分的速度是同步的,并且然后油压增加;
第二离合器接合方式,其中在所述离合器的部分是相互滑动的状态下,上述两个速度是同步的,并且然后油压增加;以及
第三离合器接合方式,其中在电动机侧离合器部分的速度高于发动机侧离合器部分的速度的状态下,所述离合器的部分互相接合,从而对车辆实施制动力。
4.如权利要求1所述的***,进一步包括:
第一控制单元,所述第一控制单元用于计算用于调节所述离合器两部分之间的速度差的发动机扭矩命令和VFS当前命令;和
第二控制单元,所述第二控制单元用于计算在离合器接合过程中用于调节传送给车辆的扭矩的电动机扭矩命令。
5.如权利要求4所述的***,其中所述的第一控制单元包括:
滑动量计算单元;和
发动机扭矩命令计算单元,所述发动机扭矩命令计算单元用于基于由滑动量计算单元计算的滑动量来计算发动机扭矩命令,
其中,与滑动量有关的发动机扭矩数值由所述离合器接合方式确定。
6.如权利要求4所述的***,其中所述的第二控制单元包括:
离合器模式单元,所述离合器模式单元用于通过接收滑动量、离合器设计说明、当前离合器压力、和根据油温的离合器摩擦系数而计算当前离合器传输扭矩;和
电动机扭矩命令计算单元,所述电动机扭矩命令计算单元用于根据差值而计算电动机扭矩命令,所述的差值通过比较由所述离合器模式单元计算的所述当前离合器传输扭矩和驾驶员要求扭矩而获得。
7.一种在混合动力车辆中控制离合器接合的方法,所述混合动力车辆包括设置在发动机和电动机之间的离合器,所述方法包括基于车辆状态、离合器接合中断请求、和离合器滑动请求从多个离合器接合方式中选择接合模式。
8.如权利要求7所述的方法,其中所述的多个离合器接合方式按照发动机起动曲线、点火RPM、点火后发动机RPM命令、和摩擦起动RPM的差值来分类。
9.如权利要求7所述的方法,进一步包括:
计算发动机扭矩命令,其用于通过反映根据所述离合器接合方式的参数变化而调节所述离合器的两部分之间的速度差;和
计算电动机扭矩命令,其用于在离合器接合过程中调节传输给车辆的扭矩。
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