CN102442310B - 用于车辆传动***稳定性控制的***和方法 - Google Patents
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Abstract
一种方法,用于在车辆中控制传动***稳定性,包括产生代表预定车辆操纵的启动信号,该预定车辆操纵是在具有低摩擦系数的表面上进行极限紧急制动操作。执行向空挡状态的自动快速变换并伴随将离合器压力快速不受控制地进行阻尼缓冲或放掉。防抱死制动***(ABS)的启动状态被用作启动信号的一部分。仅在当前变速器运行状态与高水平传动***惯性关联时发生向空挡状态的变换。车辆包括变速器和配置为执行上述方法的控制***。
Description
技术领域
本发明涉及一种用于车辆的传动***(driveline)稳定性控制的***和方法。
背景技术
车辆会在某些驾驶操纵下经历传动***震动或震荡。这种传动***震荡会在缺乏流体动力扭矩转换器或其他合适的传动***阻尼机构的车辆中更频繁地出现。这通常是油电混合动力车(hybrid electric vehicle)中的情况。主动传动***阻尼(active driveline damping)可以在这种车辆的某些实施例中自动地施加,以便有助于减小传动***震荡的严重性。
车辆的驱动轮会在某些车辆操纵下抱死(lock-up),例如在低摩擦表面上执行紧急制动操纵时。这又会触发防抱死***(ABS)控制器中的状态启动。为了将驱动轮解开,主动ABS控制器自动地发出一组高频制动压力脉冲命令。但是,处于活动中的ABS状态和相关的制动控制动作是传动***上的进一步负荷,且会加剧任何现存的传动***震荡的严重性。
发明内容
本文披露一种方法,用于在车辆中控制传动***稳定性。该方法包括响应于预定车辆操纵产生启动信号,该预定车辆操纵是在具有极限低摩擦系数的表面上进行极限紧急制动操作方式。该方法还包括使用控制***来响应于启动信号、与在车辆的指定输出离合器中将离合器压力快速不受控制地进行阻尼缓冲或放掉相关联地自动地执行向空挡状态的快速变换。
本文所述的车辆包括变速器和控制***,控制***响应于启动信号在预定车辆操纵过程中控制传动***稳定性。控制***配置为用于自动地执行将变速器向空挡状态的快速变换,由此在预定车辆操纵过程中控制车辆的传动***稳定性。
本发明的上述特征和优势及其他特征和优势将从接合所附附图做出的对实施本发明的较佳模式的以下详细描述中得到容易的理解。
附图说明
图1是车辆的示意性展示,其具有控制***,该控制***在预定车辆操纵中执行本发明的控制方法;和
图2是描述了方法的流程图,该方法用于在预定车辆操纵中对图1所示的车辆上的传动***震荡进行控制。
具体实施方式
车辆10如图1所示,车辆10包括分布控制***(distributed controlsystem)50,其配置为选择性地在预定的车辆操纵过程中控制传动***稳定性。控制***50经由控制信号(箭头40)通过执行方法100来实现这一功能。方法100响应于启动信号(箭头25)而执行,该启动信号表明检测到预定车辆操纵的存在,如下所述。控制信号40自动地由控制***50的各部分产生和/或处理。
预定车辆操纵可以是能触发防抱死制动***(ABS)控制器21启动的任何车辆事件,或触发存在于另一控制模块中的相当的ABS能力的任何车辆事件。例如,极限紧急制动(threshold hard braking)操纵可用作预定车辆操纵,其中,车辆10在具有低摩擦系数(μ)(即低μ表面)的道路表面上紧急制动。可能遇到的典型的低μ表面包括潮湿、冰、油或沙砾覆盖的道路表面。图2显示了本发明的方法100,该方法包括选择性地执行经过空挡状态的快速换挡以作为自动变速器控制动作的步骤。
图1实施例中的车辆10包括内燃发动机12、变速器14和一对高压牵引电动机16和18。其他车辆实施例可以使用单个牵引电动机。变速器14可以选择性地被发动机12、牵引电动机16、牵引电动机18或任何其组合提供动力,这取决于变速器运行模式或状态,如通过换挡控制算法或逻辑(未示出)决定的。车辆10包括能量存储***(energy storage system:ESS)20,例如可充电电池组,其经由牵引功率逆变模块(traction power inverter module:TPIM)22电连接到牵引电动机16和18。变速器14具有多种运行模式或状态,每种模式或状态具有相关的传动***惯性水平。控制***50及其方法100的执行可按照需要基于使用校准的具体控制逻辑来选择性地开始或停止。
ESS20可以在车辆10运行过程中经由再生制动而被充电,或可以在配置为插电式混合动力电动车(plug-in hybrid electric vehicle)时在车辆空转时经由离车电源(未示出)选择性地充电。如本领域所理解的,功率逆变器将电功率从交流(AC)逆变为直流(DC),或反之亦然,以能使用多相AC永磁体或感应装置(即牵引电动机16和18)和DC电池(例如ESS20)。
控制***50用在车辆10上,以在发动机12、变速器14和每个牵引电机16和18上保持控制。控制信号(箭头40)在需要时例如经由控制器局域网(Controller Area Network:CAN)、串行总线、数据路由器和/或其他合适的器件通讯到受影响的车辆***。控制***50可以按照需要包括许多不同的车辆控制模块,以维持优化的控制,包括ABS控制器21、制动控制模块(braking control module:BCM)24、电动机控制处理器(motor controlprocessor:MCP)26和28、混合动力控制模块(hybrid control module:HCM)30、发动机控制模块(engine control module:ECM)32和电池或ESS控制模块34。为了简单和清楚,控制***50在图1中显示为单个装置,尽管在本发明的范围内在功能性或结构上可以使用分开的控制器。
图1的分布控制***50的硬件可以包括一个或多个数字计算机,每个具有微处理器或中央处理单元、只读存储器(ROM)、随机访问存储器(RAM)、电可编程只读存储器(EPROM)、高速时钟、模拟-数字(A/D)和数字-模拟(D/A)电路和输入/输出电路和装置(I/O)以及合适的信号调制和缓冲电路。存在于控制***50中或易于被***访问的每组算法或代码(包括参照图2说明如下的用于执行本方法100所需的任何算法或计算机代码)可存储在有形/非瞬时计算机可读存储器36中,并按照需要通过控制***50的任何主机或其他硬件部分执行,以提供所述的功能。
发动机12能选择性地产生足够量或水平的发动机扭矩,用于使驱动轴15旋转。输入组件11可以用于将发动机12连接到变速器14的输入构件13。输入组件11的具体构造可以随着车辆的设计改变。例如,输入组件11可以是离合器和阻尼器组件,其按照需要选择性地将发动机12与车辆传动***连接和断开,或其可以是接地离合器(grounding clutch)或制动器,其在发动机不运行时选择性地对驱动轴15制动。
每个牵引电动机16和18具有各自的电动机输出轴17和19。由此,到变速器14的输入扭矩可以作为发动机扭矩由发动机12产生和传递和/或作为电动机扭矩由牵引电动机16、18产生和传递。来自变速器14的输出扭矩可以经由输出构件23传递到一组驱动车轮39。变速器14的实际构造可以根据车辆10的设计变化,且可以包括一个或多个行星齿轮组、电可变变速器、旋转离合器、制动离合器、液压或电机械启动部件等。
如上所述,图1所示的分布控制***50配置为执行方法100(图2),以在ABS控制器21进入启动状态的极限车辆操纵中改善传动***稳定性,例如减小传动***震荡。这种操纵可以实施为低μ表面上的紧急制动、撞击诸如深坑这样的障碍物时的车轮抱死或使ABS控制器21变为启动的任何其他事件。车轮打滑可用作确定这种操纵的一种可行方法,如本领域所理解的。通过合适的器件检测操纵会导致启动信号(箭头25)的产生,不论来自ABS控制器21或另一控制模块中的哪一个。
典型的ABS***的主要部件包括定位为非常靠近每个驱动轮39的车轮速度传感器54,和任何需要的液压、电动和/或电机械的制动部件48。在一个可行实施例中,制动部件48可以包括制动盘、制动钳、制动鼓、制动垫、转子等,如本领域所理解的,以及任何流体或电机械启动装置。车轮速度传感器54共同地提供车轮速度信号(箭头52)到BCM24。当驱动车轮39的任一个接近抱死状态时,制动部件48被自动地控制,以独立地调制施加到每个车轮的制动压力,由此防止车轮抱死或解锁任何抱死的车轮。
图1所示的分布控制***50还可以接收并处理各种其他输入信号,包括但不限于发动机12的输出扭矩和旋转速度,牵引电动机16和18的电动机扭矩、扭矩方向、旋转速度,油门或加速器的位置等。控制***50以及具体地HCM30随后通过以取决于当前变速器运行策略的方式调谐发动机速度和电动机速度从而以最有效的方式启动作为目标的齿轮比或变速器运行模式或状态。
参见图2,本方法100可以实施在有形介质(tangible media)上作为计算机可读代码并自动地被图1的控制***50执行,以应对预定车辆操纵使得车轮39抱死的情况,这又会启动ABS控制器21。大的电动机惯性会使得分布控制***50的任何ABS相关部分解锁车轮39的能力复杂化。该方法100由此被执行以减小这种车辆操纵中传动***震荡的严重程度。
以步骤102开始,并参照图1所示和如上所述的车辆10的结构,控制***50收集最初的一组车辆信息。步骤102可以包括处理制动信号、车辆速度、经由车轮速度信号52处理车轮速度或打滑、确定ABS控制器21的启动状态、变速器输出速度等。方法100随后前进到步骤104。
在步骤104,控制***50判断在步骤102收集的信息是否对应于预定的车辆操纵,如在低μ表面上执行的极限紧急制动操纵。步骤104可以发生在BCM24中或其他合适的控制模块中,且可以包括将来自步骤102的信息与校准阈值比较。可在步骤104处被评估的其他因素包括与车辆速度和/或车轮速度相关联地快速减速变速器14的输入构件13,其中所述车辆速度和/或车轮速度在校准范围内其保持恒定或不会以这种快速制动表明的速率下降。
如果预定的车辆操纵没有在步骤104处被检测,则方法100重复步骤102。否则,方法100包括将步骤104的结果在串行数据链接上或其他合适的高速通讯通道上从BCM24或其他控制模块(如果使用的话)传递到HCM30。方法100随后前进到步骤106。
在步骤106,HCM30判断是否存在可忽略量的司机预期车轴扭矩请求,该扭矩请求表明车辆10的司机使用常规的单脚驾驶方式。即,在正常的驾驶操纵中,司机首先从加速器踏板(未示出)上抬起惯用的驾驶用脚(通常是司机的右脚),这是在使用同一只脚压下制动器踏板之前。由此,当施加这种请求的脚不再位于加速器踏板上时,在常规单脚驾驶方式中存在可忽略量的司机预期车轴扭矩请求。
但是,一些司机惯用一只脚来控制加速器踏板而用另一只脚控制制动踏板,由此造成同时踏下加速器踏板和制动踏板的风险。这种情况下司机预期车轴扭矩请求的量是显著的。如果有小于司机预期车轴扭矩请求的阈值量的情况,即可忽略量的司机预期车轴扭矩请求,则方法100前进到步骤108。否则,方法结束。
在步骤108,HCM30延迟了一校准间隔,以充分获得来自步骤108的信号。HCM30随后查看当前变速器运行模式或状态,以鉴于当前车辆状况(如输入速度、输出速度、车轮速度等)判断该模式或状态是否关联于高水平的传动***惯性。例如,较低的档位通常与较低的惯性水平关联。术语“低”和“高”由此是相对的,且可以相对于校准值和/或当前模式或状态来确定。如果当前变速器运行模式与高水平惯性关联,则方法100前进到步骤110。否则方法100完成,或其可以前进到执行图3的第二方法200。
在步骤110,HCM30启动预定的空挡变换事件(neutral shift event)。如在本文使用的,空挡变换事件是指在空挡变换过程中向空挡状态的快速变换伴随着在变速器14的正在使用的任何输出离合器中(由控制***50识别出)将离合器压力快速不受控制地进行阻尼缓冲或放掉的情况。识别指定的输出离合器(一个或多个)可以被包括在步骤110中或作为单独的步骤执行。方法100随后前进到步骤112。
在步骤112,HCM30判断ABS控制器21的当前状态或任何其他ABS功能性是否保持启动。如果是,则方法100保持在步骤112,有效地保持在空挡状态下直到ABS状态为未启动。当ABS状态变为未启动时,方法100前进到步骤114。
在步骤114,HCM30从空挡变换回到驾驶状态,如HCM所示。方法100结束。
虽然用于实施本发明的较佳模式已被详细描述,但是熟悉本发明涉及的领域的人将会得知用于在所附的权利要求的范围内实践本发明的各种可替换的设计和实施例。
本申请要求于2010年10月6日提交的美国临时专利申请序号No.61/390,353以及于2011年2月10日递交的美国专利申请No.13/024,407的优先权和利益,且通过引用将它们的全部内容合并于此。
Claims (7)
1.一种用于控制混合动力电动车辆中传动***稳定性的方法,该车辆具有自动变速器和控制***,该方法包括:
判断变速器的当前变速器运行状态是否与阈值高水平的传动***惯性对应,包括经由控制***处理变速器的输入速度和输出速度;
响应于预定车辆操纵产生启动信号,其中,预定车辆操纵包括在具有极限低摩擦系数的表面上进行极限紧急制动操作方式;和
仅在当前变速器运行状态与阈值高水平的传动***惯性关联,且司机预期车轴扭矩的量为零时,使用控制***来自动地响应于启动信号执行向空挡状态的快速变换,包括在变速器的指定输出离合器中将离合器压力快速进行阻尼缓冲或放掉。
2.如权利要求1所述的方法,其中,控制***包括防抱死制动***(ABS)控制器,该方法还包括:
至少部分响应于对ABS控制器启动状态的检测来产生启动信号。
3.如权利要求2所述的方法,还包括:
当ABS控制器不再处于启动状态时经由控制***自动地从空挡状态变换出来。
4.如权利要求1所述的方法,其中,控制***包括制动控制模块(BCM)、多个驱动轮和相同的多个车轮速度传感器,且其中,检测预定车辆操纵包括经由BCM使用来自车轮速度传感器的速度信号来计算每个驱动轮的打滑速度。
5.一种混合动力电动车辆,包括:
自动变速器;和
控制***,其在预定车辆操纵中响应于启动信号控制传动***稳定性,其中,预定车辆操纵是在具有低摩擦系数的表面上的极限紧急制动操纵;
其中,控制***配置为:
判断变速器的当前变速器运行状态是否与阈值高水平的传动***惯性对应,包括经由控制***处理变速器的输入速度和输出速度;以及
仅在当前变速器运行状态与阈值高水平的传动***惯性关联,且司机预期车轴扭矩的量为零时,响应于启动信号自动地执行向空挡状态的快速变换,包括在变速器的指定输出离合器中对离合器压力快速进行阻尼缓冲或放掉。
6.如权利要求5所述的车辆,其中,控制***包括防抱死制动***(ABS)控制器,并仅在ABS控制器处于启动状态时开始经过空挡状态的变换。
7.如权利要求5所述的车辆,其中,控制***包括制动控制模块(BCM)和混合动力控制模块(HCM)每一个,该制动控制模块配置为检测预定车辆操纵,且该混合动力控制模块配置为开始从空挡状态进行变换和变换到空挡状态。
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US39035310P | 2010-10-06 | 2010-10-06 | |
US61/390,353 | 2010-10-06 | ||
US13/024,407 US8494702B2 (en) | 2010-10-06 | 2011-02-10 | Method and driveline stability control system for a vehicle |
US13/024,407 | 2011-02-10 |
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US8821341B2 (en) * | 2012-10-05 | 2014-09-02 | GM Global Technology Operations LLC | Output torque error mitigation for strong hybrid PRNDL neutral operation |
US9352737B2 (en) * | 2012-10-08 | 2016-05-31 | Ford Global Technologies, Llc | Method and system for operating a hybrid powertrain |
US9067599B2 (en) * | 2013-03-05 | 2015-06-30 | GM Global Technology Operations LLC | Transmission oil pressure control during engine autostart |
KR101459475B1 (ko) * | 2013-07-01 | 2014-11-20 | 현대자동차 주식회사 | 변속 제어 시스템 및 방법 |
DE102013220769A1 (de) * | 2013-10-15 | 2015-04-16 | Robert Bosch Gmbh | Verfahren zur Festlegung eines Zeitraumes zur Betätigung einer Antiruckeldämpfung |
DE102017202291A1 (de) * | 2017-02-14 | 2018-08-16 | Zf Friedrichshafen Ag | Verfahren zum Betreiben eines Antriebssystems eines Fahrzeugs in einem Sportstart-Betriebsmodus |
CN111559362A (zh) * | 2020-05-12 | 2020-08-21 | 格陆博科技有限公司 | 一种基于epb的防抱死***及其防抱死方法 |
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