CN102818007B - 在给油事件中控制车辆变速器的输入离合器的方法 - Google Patents

在给油事件中控制车辆变速器的输入离合器的方法 Download PDF

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CN102818007B
CN102818007B CN201210182383.XA CN201210182383A CN102818007B CN 102818007 B CN102818007 B CN 102818007B CN 201210182383 A CN201210182383 A CN 201210182383A CN 102818007 B CN102818007 B CN 102818007B
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CN102818007A (zh
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姜洪
马修·J·谢尔顿
戴征宇
达沃尔·D·赫罗瓦特
布拉德利·D·里德勒
亚历山大·P·麦克唐纳
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    • 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
    • F16H61/68—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 stepped gearings
    • F16H61/684—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 stepped gearings without interruption of drive
    • F16H61/688—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 stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
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    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/064—Control of electrically or electromagnetically actuated clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/46—Signals to a clutch outside the gearbox
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/18—Propelling the vehicle
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    • B60Y2300/207—Reducing vibrations in the driveline related to drive shaft torsion, e.g. driveline oscillations
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    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
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    • F16D2500/30415—Speed of the input shaft
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    • F16D2500/00—External control of clutches by electric or electronic means
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    • F16D2500/00—External control of clutches by electric or electronic means
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    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
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    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
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    • F16D2500/00—External control of clutches by electric or electronic means
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    • F16D2500/00—External control of clutches by electric or electronic means
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    • F16D2500/00—External control of clutches by electric or electronic means
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    • F16D2500/00—External control of clutches by electric or electronic means
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    • F16D2500/00—External control of clutches by electric or electronic means
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    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
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    • F16D2500/00—External control of clutches by electric or electronic means
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    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70422—Clutch parameters
    • F16D2500/70438—From the output shaft
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    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
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Abstract

一种在给油期间控制车辆变速器的输入离合器的方法，其利用当前的挡位和变速器输入速度的变化速率来确定第一扭矩调节因子，如果输入速度出现峰值或谷值，利用当前挡位以及实测输入速度和期望输入速度之间的差异来确定第二扭矩调节因子，并利用上述调节因子改变所述离合器的最大扭矩。

Description

在给油事件中控制车辆变速器的输入离合器的方法
技术领域
本发明总体上涉及一种在给油(tip-in)事件中采用主动减震对变速器输入离合器的控制，所述主动减震监控双离合器自动变速器的输入轴速度。
背景技术
在双离合器自动变速器的正常操作中，驱动输入通过齿轮连接到变速器的输出轴。双离合器自动变速器有时也被称为动力换挡变速器。
由于缺少变矩器作为减震装置，动力换挡变速器在给油状况下对于齿轮的咔嗒噪声是敏感的。在给油事件中，由于动力传动***扭矩和输入速度波动在变速器组件上引起速度和扭矩逆转，动力传动***的波动在这种变速器中引起可听见的声音是可能的。
由每一个输入离合器传递的扭矩的大小，有时也称为输入离合器的最大扭矩，必须要认真控制以达到可接受的给油。如果在给油期间离合器扭矩增长过快，那么输入轴速度就会开始波动，可能导致咔嗒噪声。但是，如果离合器扭矩增长过慢，就不能满足给油的性能标准，这样就会使驾驶者不满。
发明内容
一种在给油期间控制车辆变速器的输入离合器的方法，其利用当前的挡位和变速器输入速度的变化速率来确定第一扭矩调节因子；如果输入速度出现波峰或波谷，利用当前挡位以及实测输入速度和期望输入速度之间的差异来确定第二扭矩调节因子；并利用所述调节因子改变所述离合器的最大扭矩。
所述给油主动减震策略实现了这样的目标，即在给油期间，在最小化输入轴速度波动的同时，使离合器最大扭矩快速增加。
从以下详细说明和附图中容易得知优选实施例的适用范围。应该理解，本说明和具体实例虽然代表本发明的优选实施例，但其仅用于说明本发明。所属领域的技术人员可容易得知所述实施例的不同变化和变型。
附图说明
结合附图参照以下说明会更容易理解本发明，其中：
图1为显示车辆动力传动***的细节的示意图，所述车辆动力传动***包括双离合器动力换挡自动变速器和用于控制输入离合器的***；
图2表示在给油期间油门踏板位移和输入速度的图表；
图3为给油期间控制图1所示变速器中离合器性能的算法的逻辑流程图；
图4为包含由变速器挡位和输入速度变化速率表示的扭矩调节因子的数值的表格；以及
图5为包含由变速器挡位以及输入速度与期望输入速度间差异表示的另一扭矩调节因子的数值的表格。
具体实施方式
参照附图，如图1所示，
给油减震策略力图在最小化输入轴速度波动的同时，使离合器扭矩在给油期间实现最快的增加。监测输入轴速度并将其与源自车轮速度的预计输入轴速度对比。如果实际输入轴速度与预计速度相差很大，那么给油主动减震策略就会调节离合器扭矩的变化速率。主动减震离合器扭矩速率基于实际和预计输入轴速度的最大差异。离合器扭矩速率还基于输入轴速度的加速度。当实际和预计输入轴速度的差异增大到必需加以干涉的程度时，输入轴速度的加速度被用于调节离合器扭矩速率。所述基于加速度的方法作为实际和预计速度之间的总体差异的主导指标。
图1表示了动力换挡变速器10的细节，所述动力换挡变速器10包括第一输入离合器12和第二输入离合器20，所述第一输入离合器12选择性地将变速器的输入14间隔地连接到与第一副轴18相关联的偶数挡位16，所述第二输入离合器20，选择性地将输入14间隔地连接到与第二副轴24相关联的奇数挡位22。动力源，例如引擎，持续地可驱动地连接到输入14。车辆路面车轮通过动力传动***持续地可驱动地连接到输出54，所述动力传动***可以包括减速器传动机构，传动轴，差速器机构和导向外侧的驱动轴，每一个驱动轴由差速器延伸到路面车轮中的一个。
副轴18支承小齿轮26、28、30和耦合器32、34，所述每一个齿轮都安装在轴18上，耦合器32、34固定在轴18上。小齿轮26、28、30分别与第二、第四和第六挡位相关联。耦合器32包括套筒36，该套筒36能够向左移动至与小齿轮26接合并且使小齿轮26可驱动地连接至轴18。耦合器34包括套筒38，该套筒38能够向左移动至与小齿轮28接合并且使小齿轮28可驱动地连接至轴18，套筒38也可以向右移动至与小齿轮30接合并且使小齿轮30可驱动地连接至轴18。
副轴24支承小齿轮40、42、44和耦合器46、48，所述每一个小齿轮都安装在轴24上，耦合器46、48固定在轴24上。小齿轮40、42、44分别与第一、第三和第五挡位相关联。耦合器46包括套筒50，该套筒50能够向左移动至与小齿轮40接合并且使小齿轮40可驱动地连接至轴24。耦合器48包括套筒52，该套筒52能够向左移动至与小齿轮42接合并且使小齿轮42可驱动地连接至轴24，套筒52也可以向右移动至与小齿轮44接合并且使小齿轮44可驱动地连接至轴24。
变速器输出54支承齿轮56、58、60，所述每一个齿轮都固定在轴54上。齿轮56与小齿轮26和40啮合。齿轮58与小齿轮28和42啮合。齿轮60与小齿轮30和44啮合。
耦合器32、34、46、52可以是同步装置，或者是齿式离合器或二者的组合。
动力源，例如引擎62，持续地可驱动地连接到输入14。车辆的路面车轮64、65通过传动轴66持续地可驱动地连接到输出54。在正扭矩状态下扭矩从引擎通过差速器装置68和导向外侧的半轴70、71传送到路面车轮64、65。在负扭矩状态下，扭矩由车轮64、65传送到引擎62。
控制器72包括微处理器，该微处理器能够访问包含如图3所示的算法100的电子存储器，所述控制器72接收来自引擎控制器的输入信号67，该信号67表示引擎62产生的扭矩，所述控制器72还接收来自变速器控制器的输入信号69，该信号69表示对应于当前变速器挡位的变速器输入离合器12、20产生的扭矩。控制器72产生表示指示的引擎扭矩的输出电子信号73，以及表示指示的离合器12、20的最大扭矩的输出信号74。控制器72还接收表示半轴70、71分别在外侧端和内侧端的速度的输入信号75、76；表示变速器输入14的速度的信号77；表示副轴18的速度的信号78；以及表示副轴24速度的信号79。传达到控制器72的输入信号69表示车辆油门踏板130的位置。控制器72在每次执行算法时都对输入信号重复取样。
图2表示引起给油事件发生的油门踏板130的位移80。在给油期间增加的预计或期望的输入速度82由提升上限84和提升下限86所限定。
图2表示作为期望输入速度82和当前输入速度88之间的速度差异的变量noc_osc_delta。变量noc_osc_delta_upbnd是期望输入速度82和输入速度限值84之间的可接受或目标速度差异。变量pssm_tipin_rate_ff，即离合器扭矩上升速率调节因子，是变速器10所运转的当前挡位及实测输入速度88的变化速率的函数，并且能够通过查找表确定，该查找表储存于控制器72在给油期间如90、91、92这几个点可访问的电子存储器中。类似地，变量pssm_tipin_osc_ff，即离合器扭矩上升速率调节因子，是变速器10所运转的当前挡位及实测输入速度88和期望输入速度82的差异的函数，并且能够通过查找表确定，该查找表储存于控制器72在给油期间如94、95、96这几个点可访问的电子存储器中。
在给油期间控制输入离合器最大扭矩的算法100始于步骤102。期望输入速度82由驱动轮64、65和当前齿数比108的平均速度106确定。
在步骤110，实测输入速度88和期望输入速度82用于确定实测输入速度88和期望速度82之间的差异noc_osc_delta，其目的是为了评估输入速度的波动。
在步骤112，当前挡位114和引擎转速116用于从控制器72可访问查询表确定实测输入速度88和期望输入速度82之间的可接受的、目标差异noc_osc_delta_upbnd。
在步骤118，将所有的给油主动减震离合器扭矩前馈调节因子pssm_tipin_osc_ff和pssm_tipin_rate_ff都重置为零。
在120执行测试，以确定实测输入速度88和期望输入速度82之间的差异noc_osc_delta是否小于或等于实测输入速度88和期望输入速度82之间的可接受差异noc_osc_delta_upbnd。
如果测试120的结果在逻辑上为真，在步骤122中终止给油主动减震算法100，离合器扭矩前馈调节因子保持为零，并且不调节输入离合器最大扭矩。
之后，在步骤124中，将给油主动减震离合器扭矩前馈调节因子添加到基本给油离合器扭矩，产生更新的离合器最大扭矩，然后控制返回到步骤110。
如果测试120结果为假，就在步骤126执行测试，以确定在最后一次执行算法100时，给油主动减震是否运行。
如果测试126结果为真，控制就进行到步骤136。
如果测试126结果为假，就在步骤128运行给油主动减震。
在步骤130，当前挡位114和当前输入速度的变化速率134被用来从控制器72可访问的查询表中确定离合器最大扭矩前馈调节因子(pssm_tipin_rate_ff)。
在136执行测试，利用输入速度的变化速率来确定在输入速度波动中是否出现波峰或波谷。当输入速度变化的速率降至零然后增长时就会出现上述的波峰或波谷。
如果测试136的结果为假，控制转移至步骤124.。
如果测试136的结果为真，在步骤138，当前挡位114以及实测输入速度88和期望输入速度82之间的当前差异noc_osc_delta用于设置离合器扭矩前馈调节因子(pssm_tipin_osc_ff)。
在步骤124，给油主动减震离合器扭矩前馈调节因子(pssm_tipin_ose_ff)和(pssm_tipin_rate_ff)被添加到基础给油离合器扭矩中，以产生更新的离合器最大扭矩，之后控制返回到步骤110，并再次执行算法100。
图4为包含由变速器挡位和输入速度变化速率表示的扭矩调节因子(pssm_tipin_rate_ff)的数值的表格；以及
图5为包含由变速器挡位以及输入速度与期望输入速度间差异表示的另一扭矩调节因子(noc_osc_delta)的数值的表格。
依照专利法的规定，优选实施方式已经阐述。但是，应该注意到的是，不同于已详细阐述和说明的其他可替代实施方式同样能够实施。

Claims (6)

1.一种在给油事件中控制车辆变速器的输入离合器的方法，其特征在于，包含以下步骤：
(a)利用当前挡位和变速器实测输入速度的变化速率来确定第一扭矩调节因子；
(b)当实测输入速度出现波峰或波谷时，利用当前挡位以及实测输入速度和期望输入速度之间的差异来确定第二扭矩调节因子；
(c)利用所述第一扭矩调节因子和所述第二扭矩调节因子改变所述离合器的最大扭矩。
2.如权利要求1所述的方法，其特征在于，所述步骤(a)进一步包含：
确定实测输入速度和期望输入速度之间的差异大于期望输入速度和限定输入速度之间的目标差异。
3.如权利要求2所述的方法，其特征在于，所述步骤(a)进一步包含：
利用车轮速度和变速器所运行的当前挡位来确定期望输入速度；
测量当前输入速度；
比较实测输入速度和期望输入速度。
4.如权利要求1所述的方法，其特征在于，所述步骤(a)进一步包含：
按照当前挡位和变速器实测输入速度的变化速率将第一扭矩调节因子的值储存在表格中；
从表格的值中确定当前第一扭矩调节因子，该表格由当前挡位和变速器实测输入速度的当前变化速率表示。
5.如权利要求1所述的方法，其特征在于，步骤(b)进一步包含：
按照由变速器产生的当前挡位以及实测输入速度和期望输入速度之间的差异将第二扭矩调节因子的值储存在表格中；
从表格的值中确定当前第二扭矩调节因子，该表格由当前挡位以及实测输入速度和期望输入速度之间的当前差异表示。
6.如权利要求1所述的方法，其特征在于，步骤(b)进一步包含：
利用实测输入速度的变化速率的改变来确定实测输入速度是否出现波峰或波谷。
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