CN106671972B - 具有双离合变速器的混合动力车的换档控制方法 - Google Patents

具有双离合变速器的混合动力车的换档控制方法 Download PDF

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CN106671972B
CN106671972B CN201610293516.9A CN201610293516A CN106671972B CN 106671972 B CN106671972 B CN 106671972B CN 201610293516 A CN201610293516 A CN 201610293516A CN 106671972 B CN106671972 B CN 106671972B
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torque
motor
clutch
reduction amount
regenerative braking
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CN106671972A (zh
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曹圣铉
南周铉
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Hyundai Motor Co
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Abstract

本发明涉及一种具有DCT的混合动力车的换档控制方法，该方法包括：换档状态确定步骤，在该步骤中，控制器确定是否已经进入无动力降档的惯性相；电动机转矩调整步骤，当控制器在换档状态确定步骤中确定已经进入惯性相时，请求将电动机的再生制动转矩减小与预定的请求减小量一样多的量；以及离合器转矩减小步骤，在控制器执行电动机转矩调整步骤时，当电动机的再生制动转矩的请求减小量小于零时，结束电动机转矩调整步骤，并减小接合离合器的转矩。

Description

具有双离合变速器的混合动力车的换档控制方法
技术领域
本发明涉及一种具有双离合变速器(DCT)的混合动力车的换档控制方法。
背景技术
本部分的陈述仅提供与本发明有关的背景信息，而不构成现有技术。
在混合动力车中，在车辆减速时，执行利用电动机的再生制动来提高燃料效率，并且将该过程中产生的电力作为电能回收。
此外，当车辆制动和减速时，车速减小，变速器执行降档，但是在具有与电动机相连的DCT的混合动力车中，要求同时执行无动力降档和再生制动。
如本文所使用的，无动力降档通常是指在不压下加速踏板的情况下转换至更低的档位。进一步地，如在本文中所使用的，重制动(heavy braking)通常是指通过以全制动冲程(即，100％制动)的至少30％压下制动踏板所执行的制动。
上文意图仅帮助理解本发明的背景，而并非意图暗示本发明落入本领域的技术人员已知的现有技术的范围。
发明内容
本发明提出一种用于具有DCT的混合动力车的换档控制方法，其可通过在具有与电动机相连的DCT的混合动力车的重制动过程中快速、平滑地执行无动力降档，来提高换档的质量，并由此提高车辆的商业价值。
因此，本发明提出一种具有DCT的混合动力车的换档控制方法，该方法包括：换档状态确定步骤，在该步骤中，控制器确定是否已经进入无动力降档的惯性相；电动机转矩调整步骤，当控制器在换档状态确定步骤中确定已经进入惯性相时，请求将电动机的再生制动转矩减小与预定的请求减小量一样多的量；以及离合器转矩减小步骤，在控制器执行电动机转矩调整步骤时，当电动机的再生制动转矩的请求减小量小于零时，结束电动机转矩调整步骤，并减小接合离合器的转矩。
在电动机转矩调整步骤中，根据接合离合器的转矩、接合离合器的滑移变化率、以及接合输入轴的速度变化率，来确定用于减小电动机的再生制动转矩的请求减小量。
可以通过以下等式来确定在电动机转矩调整步骤中用于减小电动机的再生制动转矩的请求减小量：
请求减小量＝-Tc+Jm*(dSlip/dt+dNi/dt)
其中：
Tc：接合离合器转矩
Jm：电动机的转动惯量
Slip：接合离合器的滑移量(＝Nm-Ni)
Ni：接合输入轴的速度
Nm：电动机速度。
在离合器转矩减小步骤中，可以以与在电动机转矩调整步骤中计算的请求减小量相同的方式来计算接合离合器转矩的减小量。
控制器可基于接合离合器转矩、脱离离合器转矩、电动机速度和APS信号来执行确定是否已经进入无动力降档的惯性相的换档状态确定步骤；可以在电动机转矩调整步骤中计算请求减小量，并且请求电动机控制器以将再生制动转矩减小与请求减小量一样多的量；并且可以停止请求电动机控制器减小再生制动转矩，并且通过在离合器转矩减小步骤中控制离合器致动器来减小接合离合器的转矩。
根据本发明，通过在具有与电动机连接的DCT的混合动力车的重制动中快速、平稳地执行无动力降档，可提高换档的质量，并由此提高车辆的商业价值。
通过本文的描述，本发明的更多应用领域将变得显而易见。应当理解的是，说明书的描述和特定实施例仅出于说明和示例的目的，而并非意图限制本发明的保护范围。
附图说明
为了使本发明能够被更好理解，现将参考附图描述以示例的方式给出的本发明的各种实施方式，其中：
图1是示出可应用本发明的具有DCT的混合动力车的配置的视图；
图2是示出根据本发明的具有DCT的混合动力车的换档控制方法的一个实施方式的流程图；以及
图3是示出根据本发明的具有DCT的车辆的换档控制方法的曲线图。
本文所描述的附图仅用于出于示例性的目的，而并非意图以任何方式限制本发明的范围。
具体实施方式
下文的描述本质上仅是示例性的，并非意图限制本发明，其应用或用途。应当理解的是，在所有附图中，相应的附图标记可指代相同或对应的部件和特征。
图1是示出可应用本发明的具有DCT的混合动力车的配置的视图，其中发动机离合器EC布置在发动机E和电动机M之间，电动机M通过DCT连接至驱动轮W，DCT包括两个离合器1、用于操作离合器1的离合器致动器3、以及用于选择档位的换档致动器4，控制器5控制离合器致动器3和换档致动器4
DCT的离合器1分别连接于输入轴6，因此在换档中，连接到当前转换的档位的输入轴和离合器是脱离输入轴和脱离离合器，而连接于预期档位的输入轴和离合器是接合输入轴和接合离合器。
电动机M通过单独的电动机控制器MC进行控制，因此，能够响应于来自控制器5的请求，控制电动机M的再生制动转矩，下文将描述。
作为参考，为了区分，在本文中简述的术语“控制器”是指控制离合器致动器3和换档致动器4的变速器控制器。控制器可包括被编程或被布置成控制离合器致动器的计算机、处理器和/或电路。
控制器5和电动机控制器MC是独立的部件，但是它们可被实施为一个控制器。
控制器5能够控制发动机离合器EC，并且从APS(加速踏板传感器7)接收信号。
图2是示出根据本发明的具有DCT的混合动力车的换档控制方法的一个实施方式的流程图。该方法包括：换档状态确定步骤，其中控制器5确定是否已经进入无动力降档的惯性相(inertia phase)(S10)；电动机转矩调整步骤，当控制器5在换档状态确定步骤中确定出已经进入惯性相时，请求将电动机M的再生制动转矩减小与预定请求的减小量一样多的量(S20)；以及离合器转矩减小步骤，在控制器5执行电动机转矩调整步骤(S20)时，当电动机M的再生制动转矩的请求减小量小于零时，结束电动机转矩调整步骤(S20)，并且减小接合离合器的转矩(S30)。
事实上，请求减小量小于零，是指通过用于计算请求减小量的下述等式获得的值小于零。
即，如图3所示，当无动力降档的转矩相(torque phase)结束，并且在换档状态确定步骤(S10)中进入惯性相时，通过电动机M减小再生制动转矩，从而通过电动机转矩调整步骤(S20)使电动机M的速度相对较快地增加至接合输入轴的速度。当电动机的速度增大到接近接合输入轴的速度时，接合离合器的滑移量减小，并且再生制动转矩的请求减小量变为小于零，停止电动机的再生制动转矩的减小，并且减小接合离合器的转矩，从而使电动机的速度与接合输入轴的速度平稳地同步，从而能够实现快速平稳地换档。
控制器5基于接合离合器转矩、脱离离合器转矩、电动机速度以及APS信号，来执行确定是否已进入无动力降档的惯性相的换档状态确定步骤(S10)，在电动机转矩调整步骤(S20)中计算请求的减小量，并且请求电动机控制器MC以将再生制动转矩减小与请求减小量一样多的量。
用于在电动机转矩调整步骤(S20)中减小电动机的再生制动转矩的请求减小量，是根据接合离合器转矩、接合离合器的滑移变化率以及接合输入轴的速度变化率进行确定的。
即，在电动机转矩调整步骤(S20)中，通过以下等式确定用于减小电动机的再生制动转矩的请求减小量：
请求减小量＝-Tc+Jm*(dSlip/dt+dNi/dt)
其中：
Tc：接合离合器转矩
Jm：电动机的转动惯量
Slip：接合离合器的滑移量(＝Nm-Ni)
Ni：接合输入轴的速度
Nm：电动机速度。
在另一方面，在离合器转矩减小步骤(S30)中，接合离合器转矩的减小量可以以与在电动机转矩调整步骤(S20)中计算请求减小量相同的方式计算。
即，当进入离合器转矩减小步骤(S30)时，控制器5停止请求电动机控制器MC将再生转矩减小与请求减小量一样多，而是通过离合器致动器3将由等式计算出的转矩作为减小量，通过从初始的接合离合器转矩中减去该减小量来控制离合器致动器3。
即，在进入惯性相之后，在电动机转矩调整步骤(S20)中，通过以下等式确定和控制接合离合器转矩：
Tc＝-Tm+Jm*dNm/dt
此后，当开始离合器转矩减小步骤(S30)之后，通过以下等式来确定和控制接合离合器转矩：
Tc＝-Tm+Jm*dNm/dt–请求减小量
参考图3，在无动力降档中，通常根据驾驶者对制动踏板的加压量，将电动机的再生制动转矩控制到例如恒定的预期再生制动转矩。在该实施方式中，当进入惯性相时，为了减小换档时间，将电动机的再生制动转矩减小与请求减小量一样多的量，使得在惯性相的早期阶段中，电动机的速度更快地增大到接合输入轴的速度。此外，在接合离合器的滑移量减小的惯性相的后期阶段中，从接合离合器转矩中减去与电动机的再生制动转矩的请求减小量相对应的转矩，从而，通过接合离合器转矩的减小，使增加到接合输入轴速度的电动机速度相对减小，因此，电动机速度和接合输入轴的速度相对平稳地同步。因此，可抑制或防止换档震动，并实现平稳的换档。
也就是说，根据本发明，为了通过快速平稳的换档来提高换档质量，可通过在无动力降档的惯性相的早期阶段减小电动机的再生制动转矩来进行快速地换档，同时减小接合离合器转矩，以便在惯性相的后期阶段中，使电动机的速度和接合输入轴的速度平稳地同步。
作为参考，在图3中，预期的电动机的再生制动转矩基本上是施加在车辆驱动方向的相反方向上的负转矩，即使转矩已被增加请求减小量，也仍然保持负转矩，因此会保持再生制动。
在图3中，面积A是在离合器转矩减小步骤中从请求的减小量的等式中计算的转矩，并且该转矩会被转换成接合离合器的减小量，即面积B。
在图3中，在上述的本发明的控制下，通过在惯性相的早期阶段减小电动机的再生制动转矩，电动机的速度增加高于现有技术，但是在惯性相的后期阶段，电动机的速度更平稳地与接合输入轴的速度同步。
尽管已参考附图中所示的特定实施方式对本发明进行描述，但是对于本领域的技术人员而言，显而易见的是，在不违背本发明的范围的情况下，本发明可以各种方式进行变化和修改。

Claims (5)

1.一种用于控制具有双离合变速器的混合动力车换档的方法，其中，所述双离合变速器包括分别连接于输入轴的两个离合器，并且
其中，在换档中，连接到当前转换的档位的输入轴和离合器是脱离输入轴和脱离离合器，而连接于预期档位的输入轴和离合器是接合输入轴和接合离合器，
所述方法包括：
换档状态确定步骤，在该步骤中，控制器确定是否已经进入无动力降档的惯性相；
电动机转矩调整步骤，当所述控制器在所述换档状态确定步骤中确定已经进入惯性相时，请求将电动机的再生制动转矩减小与预定的请求减小量一样多的量；以及
离合器转矩减小步骤，在所述控制器执行所述电动机转矩调整步骤时，当所述电动机的再生制动转矩的请求减小量小于零时，结束所述电动机转矩调整步骤，并减小接合离合器的转矩。
2.根据权利要求1所述的方法，其中在所述电动机转矩调整步骤中，根据接合离合器的转矩、接合离合器的滑移变化率、以及接合输入轴的速度变化率，来确定所述电动机的再生制动转矩的请求减小量。
3.根据权利要求2所述的方法，其中通过以下等式来确定在所述电动机转矩调整步骤中用于减小所述电动机的再生制动转矩的请求减小量：
请求减小量＝-Tc+Jm*(dSlip/dt+dNi/dt)
其中：
Tc：接合离合器转矩
Jm：电动机的转动惯量
Slip：接合离合器的滑移量，其中Slip＝Nm-Ni
Ni：接合输入轴的速度
Nm：电动机速度。
4.根据权利要求3所述的方法，其中在所述离合器转矩减小步骤中，以与在所述电动机转矩调整步骤中计算的请求减小量相同的方式来计算接合离合器转矩的减小量。
5.根据权利要求1所述的方法，其中所述控制器基于接合离合器转矩、脱离离合器转矩、电动机速度和加速踏板传感器信号来执行确定是否已经进入无动力降档的惯性相的换档状态确定步骤；在电动机转矩调整步骤中计算请求减小量，并且请求电动机控制器以将再生制动转矩减小与请求减小量一样多的量；并且停止请求所述电动机控制器减小再生制动转矩，并且通过在所述离合器转矩减小步骤中控制离合器致动器来减小接合离合器的转矩。
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