CN111356619A - 具有处于低速档的分动箱的混合动力的动力总成***和操作 - Google Patents

具有处于低速档的分动箱的混合动力的动力总成***和操作 Download PDF

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CN111356619A
CN111356619A CN201880074300.0A CN201880074300A CN111356619A CN 111356619 A CN111356619 A CN 111356619A CN 201880074300 A CN201880074300 A CN 201880074300A CN 111356619 A CN111356619 A CN 111356619A
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torque
clutch
vehicle
hybrid powertrain
speed
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R·斯密琴斯基
N·帕特尔
S·森夫特
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FCA US LLC
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FCA US LLC
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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)

Abstract

一种混合动力的动力总成，包括：扭矩提供器(18)，不具有变矩器的自动变速箱(88)，以及被配置为提供四轮驱动低速范围的分动箱(26)。控制***接收指示分动箱处于低速范围内的信号以及确定制动踏板扭矩是否指示制动踏板被释放，以及如果是，则命令变速箱的起步离合器(72)的接合以预定最大梯度高至最大蠕动扭矩容量。控制器确定扭矩提供器速度与车辆蠕动速度何时同步，以及根据这种确定，控制起步离合器在混合动力的动力总成处于低速范围内时完全接合到锁定状态以模仿手动变速箱齿轮的接合的行为，从而基本消除与具有变矩器或恒定地滑动的起步离合器的自动变速箱相关的时滞。

Description

具有处于低速档的分动箱的混合动力的动力总成***和操作
相关申请的交叉引用
本专利申请要求于2017年11月17日递交的序列号62/587,907的美国临时申请的权益和于2018年11月14日递交的序列号16/190,514的美国申请的权益。该专利申请的公开内容通过整体引用并入本文中。
技术领域
本申请总体涉及一种用于机动车辆的混合动力的动力总成，并且更具体地，涉及一种包括分动箱的混合动力的动力总成，其中，动力总成的行为模仿处于低速档或低速范围内的手动变速箱的行为。
背景技术
当今的车辆通常配备自动变速箱。许多新型车辆通常不包括手动变速箱的选项，尤其是在这类新型车辆上提供混合动力自动变速箱的情况下。在一些车辆驾驶场景中，例如低速越野驾驶和/或岩石爬行(例如，在低速范围内)，由于控制更好、时滞更短，因此，与传统的自动变速箱和混合动力自动变速箱相比，消费者通常更偏好手动变速箱，这种变速箱被已知为与变速箱换档相联系地提供。可能在这种越野驾驶场景下使用的运动型多用途车辆和其他车辆也经常在一般路上使用，并且这些车辆可能没有提供可选的手动变速箱和/或消费者可能不想要手动变速箱，因为车辆可能主要在一般路上行驶。因此，尽管当今的手动、自动和混合动力自动变速箱对于其预期目的确实很好地工作，但是在自动和混合动力自动变速箱的领域仍然需要改进，即，提供例如上面讨论的手动变速箱的益处。
发明内容
根据本发明的一个示例方面，提供了一种车辆的混合动力的动力总成***。在一个示例性实施方式中，混合动力的动力总成***包括：扭矩提供器，其用于向车辆的车轮提供驱动扭矩；混合动力自动变速箱，其包括起步离合器和能够向车轮提供驱动扭矩的电动机，其中，混合动力的动力总成没有任何变矩器；分动箱，其被配置为选择性地被激活，以提供四轮驱动低速档位选择；以及控制***，其被配置为控制混合动力的动力总成，以使混合动力自动变速箱类似手动变速箱的操作。在一个实施方式中，控制***被配置为：接收指示分动箱处于四轮驱动低速档范围内的信号；基于该信号，确定制动踏板扭矩是否小于指示制动踏板被释放的阈值；基于确定制动踏板扭矩小于阈值，命令变速箱的起步离合器的接合以预定最大梯度高至最大蠕动扭矩容量；确定扭矩提供器速度与车辆蠕动速度何时同步；以及根据这种确定，当混合动力的动力总成处于低速范围时，控制起步离合器完全接合到锁定状态，以模仿手动变速箱齿轮的接合的行为，从而至少基本消除与具有变矩器或恒定地滑动的起步离合器的自动变速箱相关的时滞。
在一些实施方式中，命令变速箱的起步离合器的接合以预定最大梯度高至最大蠕动扭矩容量仅基于确定制动踏板扭矩小于该阈值。
在一些实施方式中，确定扭矩提供器速度与车辆蠕动速度何时同步包括：确定起步离合器的滑动速度何时至少基本上等于车辆蠕动速度。
在一些实施方式中，扭矩提供器是联接至混合动力自动变速箱的内燃发动机。
在一些实施方式中，扭矩提供器是电动机。
在一些实施方式中，用于使起步离合器的接合爬升至最大蠕动扭矩的预定最大梯度被校准以模仿当相关的离合器踏板被释放时的手动变速箱的选定档位的档位接合率。
在一些实施方式中，混合动力自动变速箱需要接合三个离合器以建立功率流，并且其中，当车辆静止且变速箱处于驱动档时，三个离合器中的两个离合器被控制为完全接合，并且第三个离合器是起步离合器，起步离合器被控制为在制动踏板扭矩小于阈值之前处于接触点。
在一些实施方式中，在最大蠕动扭矩容量的起步离合器的接合独立于车辆速度被保持，直到确定扭矩提供器速度至少基本等于车辆速度，起步离合器的扭矩容量则将仅增大。
在一些实施方式中，用以打开起步离合器的脱开接合速度低于车辆蠕动速度，并且不是车辆的加速器踏板的位置的函数。
在一些实施方式中，最大蠕动扭矩仅是制动扭矩的函数，并且不是起步离合器上的滑动的函数。
根据下文中提供的描述和附图，本申请的教导的其他应用领域将变得显而易见。应该理解的是，包括所公开的实施例和附图参考在内的说明书在本质上仅是示例性的，其仅出于说明的目的，并不旨在限制本公开、其应用或用途的范围。因此，不脱离本发明的主旨的变型意在落入本公开的范围内。
附图说明
图1是根据本申请的原理的包括混合动力自动变速箱和分动箱的混合动力的动力总成的示例实施方式的示意图。
图2是根据本申请的原理的图1的混合动力自动变速箱的示例示意图；
图3A-3C示出了根据本申请的原理的在电动车辆(EV)模式下从EV蠕动滑动到EV蠕动锁定场景的混合动力的动力总成的操作和控制状态特性；以及
图4A-4C示出了在EV模式下从EV蠕动滑动通过图3A-3C的图表的点4的被以传统方式控制的传统混合动力的自动动力总成的运行和控制状态特性，请注意，为了简单起见，图3A-3C和图4A-4C示出了EV模式，并且所提供的通用功能也适用于其他混合动力和仅发动机模式。
具体实施方式
根据本发明的示例方面，并且如将在本文中更详细地讨论的，车辆14的混合动力的动力总成10包括发动机或原动机18、混合动力自动变速箱组件22、用于提供四轮驱动(例如，越野情形)中的低速档或者低速范围的分动箱26、以及包括最终驱动单元34和相关的后轴38的传动系30，如图1中总体所示。分动箱经由前驱动轴46和前驱动单元或差速器50选择性地联接至前轴42，同样如图1所示。
在该示例性实施方式中，混合动力的动力总成架构10可以被称为“P1f/P2”、“P0/P2”和/或“P1/P2”型动力总成架构。在一个示例性实施方式中，混合动力的动力总成架构包括输入轴60、阻尼器***64、分开的起步和分离离合器72、76、第一电机(P1f)布置/组件84和第二电机(P2)布置/组件88。本领域技术人员将理解，混合动力的动力总成包括在其整个操作中使用的其他特征和部件。还应当理解，本申请的控制***和方法还可以应用于其他架构，包括“P1r/P2”架构。
在图1所示的示例性实施方式中，Plf 84经由皮带96联接至发动机18的前部，例如在所示的皮带-起动机-发电机(BSG)***中。发动机18和P1f 84可以利用单独的分离离合器76选择性地连接至动力总成或者与动力总成脱开。对于起步操作，变速箱22内的离合器B/72用作起步离合器。如下面将要讨论的，起步离合器是图1和图2的物理变速箱中的离合器“B”/72，但是出于建模和校准的目的，该离合器被称为或可视化为虚拟起步离合器(ILE)。在物理变速箱中，由物理离合器B负责虚拟ILE离合器的功能。一般而言，与起步离合器B/72连接的P2 88负责传统自动变速箱的变矩器的功能，因此被如此校准/建模，请注意，本申请的混合动力的动力总成不包括变矩器。
在图2所示的示例性实施方式中，混合动力自动变速箱组件22包括8个前进速度/档位和倒档，并且构造成用于四轮驱动/后轮驱动车辆构造。混合动力自动变速箱22和发动机布置18构造成以各种模式运行，包括但不限于EV、发动机开启和混合动力。尽管示出了8速变速箱，但是本领域技术人员将理解，混合动力自动变速箱组件可以包括更多或更少的前进速度，例如六个前进速度。
在图2所示的示例性实施方式中，P2电机88联接到在分离离合器76的下游和起步离合器72的上游的变速箱的输入轴60，和在其离合器和齿轮箱102中的变速箱的齿轮。在该实施方式中，P2电机88直接联接至输入轴60以与其一起旋转，请注意，其他布置也是可能的并且在本发明的范围内。
在一个示例性实施方式中，离合器和齿轮箱***102包括四个行星齿轮组106、108、110、112，两个制动离合器72、118和三个旋转离合器122、126、130。在一个示例性实施方式中，四个行星齿轮组106、108、110、112是分开的、简单的行星齿轮组，其沿着混合动力自动变速箱22的纵向长度大体上彼此间隔布置。从发动机或原动机18到混合动力自动变速箱22的输入(例如，扭矩)流过阻尼器64，然后，在一个示例性实施方式中，直接流至分离离合器76。然后，在一个示例性实施方式中，输入轴60将单独的分离离合器76连接到离合器和齿轮箱布置102，例如，如图2所示。
现在结合混合动力自动变速箱组件22的一般操作，来讨论分离离合器76和起步离合器72。在一个示例性实施方式中，并且如上简略所述，起步离合器72(B离合器)和分离离合器76是由控制***或控制器150等控制的分开的离合器。在各图中示出的示例性实施方式中，控制***150可以包括一个或多个控制器等，诸如变速箱控制器和发动机控制器以及电池***控制器；或控制***可以包括一个整体动力总成控制器150，如图1中的示例实施方式中所示。如本领域中已知的，控制器150被配置为既接收输入形式的信息，又向与之进行信号通信的各组件发出输出命令，并且其包括存储器、处理器和通信模块。
分离离合器76构造成被控制以使发动机18和P1F电机88选择性地与变速箱组件22接合和脱开接合。分离离合器76还可以用于改善噪声振动和声振粗糙度(NVH)。例如，分离离合器76可以根据需要被控制成滑动以缓和NVH输入，例如在电动车辆(EV)模式期间。起步离合器72是与分离离合器76分开的并且单独地、选择性地可接合的离合器，并且被控制以向车辆14的车轮154提供除其他模式和控制特征之外的牵引效果。
在图2所示的示例性混合动力变速箱中，需要接合三个离合器，以提供通过变速箱的功率流。在一个示例中，当变速箱在驱动中并且期望第一档时，离合器72、118和126被用于提供功率流，其中，离合器A和C在驾驶员释放制动踏板164之前被完全接合，而离合器B(起步离合器)在驾驶员释放制动踏板164之前处于触点或接触点。
如上简略提到，在车辆14的正常驾驶操作期间(例如，其中未使用分动箱26提供低速档或低速范围的高速档)，混合动力的动力总成10的操作或行为类似于具有变矩器的车辆，其功能被ILE或B离合器72模仿。这意味着：i)ILE或B离合器的蠕动扭矩(无踏板输入，但140被释放)按照ILE或B离合器上的滑动的函数减小；ii)存在稳态蠕动滑动状态；iii)变速箱控制器在蠕动期间控制ILE或B离合器，以遵循目标假设涡轮速度曲线；以及iv)在加速器踏板急踩(tip-in)时，执行重新起步(从ILE离合器的锁定状态返回至滑动状态)，以允许发动机提供更大的扭矩。总体参考图4A-4C。
然而，当分动箱26用于提供低速档或低速范围时，由控制器150控制混合动力的动力总成10以表现或模仿具有手动变速箱的车辆，与上面讨论的高速档操作相反。这包括：在一个示例性实施方式中，当在低速档时(即，当驾驶员选择4轮低速(4-Wheel-Lo)分动箱设置时)，以不同的方式使用现有的硬件来提供手动变速箱的感觉/行为。
在一个示例性实施方式中，这例如通过将手动变速箱的离合器踏板功能经由制动踏板164提供给车辆14的驾驶员/操作者来实现。在该示例性实施方式中，仅经由/基于制动踏板164将该离合器踏板功能提供给驾驶员。例如，当通过应用制动踏板164产生的制动压力减小时，ILE离合器(或物理变速箱中的离合器B)72扭矩增加(即，更少滑动)。换句话说，离合器B(起步离合器)72接合/扭矩传递是制动压力的以及因此是制动踏板164位置的函数。
在一个示例性实施方式中，在控制器150确定分动箱处于低速档或低速范围的情况下，并且当驾驶员释放制动踏板164时，变速箱控制器150使ILE离合器或离合器B 72扭矩容量增大(例如，更多接合)，其唯一目标是锁定离合器，即尽快使其爬升至最大可允许的蠕动扭矩(例如，预定最大梯度)，且一旦驾驶员释放制动踏板164即停留在那。对于该讨论，蠕动扭矩(发动机/原动机或其他扭矩提供器开启，无加速器踏板输入，制动踏板164被释放)是在车辆蠕动速度下通过ILE离合器或离合器B传递的扭矩。因此，当完全接合或锁定时，最大蠕动扭矩小于离合器的最大扭矩容量。蠕动扭矩有时被称为发动机怠速扭矩，其使车辆在行驶中以怠速状态运动。那么，蠕动速度可以是车辆怠速，或者在越野驾驶中可以更慢。
一旦驾驶员释放制动踏板164，变速箱控制器150将尽快使离合器B 72扭矩爬升到最大可允许的蠕动扭矩，然后，该蠕动扭矩独立于车速停留在那(类似于手动变速箱)并且在低速档操作的参数范围内。该动作模仿了手动变速箱车辆中离合器踏板的释放，即，离合器踏板典型地被快速释放，并且所选择的档位被相应地快速接合。在此，驾驶员可以快速释放制动踏板164，然后，变速箱控制***(模仿手动变速箱操作)将相应地快速接合相关的档位，由于已知的与变矩器相关的滞后时间，因此比传统的自动或混合动力自动变速箱更快并且具有更多控制。
然后，变速箱控制器将等待，直到接收到指示车速(例如，离合器B的滑动速度)达到发动机或P2速度的车速信号，处于蠕动速度或怠速或稍低，并且进入超压并锁定离合器B。
在这种操作场景下，最大蠕动扭矩不像在传统变速箱操作中是ILE离合器或离合器B 72的滑动的函数，而是仅制动压力/扭矩的函数。一旦踩下制动踏板164，最大蠕动扭矩将被维持并且将根据制动压力而下降。ILE离合器或离合器B在虚拟涡轮速度(ILE离合器)或离合器B速度达到怠速目标时被锁定，请注意，如本领域普通技术人员将理解的，离合器B的转速对应于车速(以及当参考图3A-3C和4A-4C时的假设涡轮转速)。将离合器B锁定在怠速以下可以使发动机熄火。
在传统的混合动力自动变速箱中，类似于离合器B的离合器总是滑动，并且在用于(受控滑动)控制车速时不会锁定。因此，由于滑动接合的离合器B，驾驶员输入到加速器踏板与变速箱反应之间存在时滞，这类似于与变矩器的使用相关的滞后。使离合器B的扭矩爬升至最大蠕动扭矩并在车速等于扭矩提供器速度时迅速锁定，从而模仿了驾驶员释放离合器时手动变速箱的行为，比方说进入第一档。
在离合器B锁定的情况下，用于打开ILE离合器或离合器B，例如由于驾驶员加速器踏板急踩的脱开接合速度低于怠速，并且不是加速器踏板位置或其等同的函数。在传统的混合动力变速箱控制布置中，脱开接合速度(请注意，离合器B不会被锁定)是加速器位置的函数，因此，控制***提高脱开接合速度，打开离合器B，增加发动机扭矩以满足需求，然后，再次关闭离合器B。如上所述，在传统的混合动力自动变速箱中，类似于离合器B的离合器总是滑动，并且在用于(受控滑动)控制车速时不会锁定。
对于本申请的控制***，脱开接合速度不是加速器踏板位置的函数，而是恒定值并且在怠速以下预定偏移量，如图3A-3C所示。此外，本申请的控制***通过使用分离离合器76提供发动机熄火保护，而非如传统混合动力的变速箱中的ILE离合器或离合器B。
当车辆处于低速范围时，模仿了手动变速箱的受控操作/行为的本申请的变速箱的受控操作/行为与传统自动变速箱的受控操作/行为的比较可以分别在将图3A-3C与图4A-4C比较时看到。在这些图中，点1代表停止状态，点2代表释放制动器，点3(在图4A-4C中未具体示出)代表车速(由虚拟涡轮速度指示)达到发动机速度，点4(在图4A-4C中未具体示出)代表发动机或原动机的起动。再次，请注意，ILE离合器是物理变速箱中的物理离合器B。
所描述的混合动力的动力总成和控制***提供了独特的特征，其中，当车辆和混合动力的动力总成使用分动箱以低速档运行时，自动混合动力变速箱被控制为模仿手动变速箱的行为。这提供了在越野驾驶场景下改善的感觉和可控性。该控制布置提供了尽快锁定起步离合器(模仿手动变速箱的行为)，还提供了减少传统的混合动力变速箱控制在低速档下所产生的热量。这是因为传统的混合动力变速箱在大多数驾驶情形下都会使起步离合器滑动，以模仿带有变矩器的自动变速箱的行为，这在高扭矩和较大滑动场景(例如，越野驾驶场景)下将热量引入***中。
本申请的***还在释放制动踏板164时控制起步离合器的锁定，从而除其他益处外，还提供了在比传统变速箱控制***更低的速度锁定。此外，提供一种控制布置，该控制布置提供了使车辆和传动系表现得像具有在蠕动速度(怠速控制)的手动变速箱的车辆，这为驾驶员提供了改善的感觉和更多的控制，尤其是在越野驾驶条件下导航时。
将理解的是，本文中可以明确地构想各种示例之间的特征、元素、方法和/或功能的混合和匹配，从而本领域技术人员将从本教导中理解到，除非上面另外描述，否则一个示例的特征、元素和/或功能可以酌情结合到另一示例中。

Claims (13)

1.一种车辆的混合动力的动力总成***，所述混合动力的动力总成***包括：
扭矩提供器，其用于向所述车辆的车轮提供驱动扭矩；
混合动力自动变速箱，其包括起步离合器和能够向所述车轮提供驱动扭矩的电动机，所述混合动力的动力总成没有变矩器；
分动箱，其被配置为选择性地被激活，以提供四轮驱动低速档位选择；以及
控制***，其被配置为控制所述混合动力的动力总成，以使所述混合动力自动变速箱模仿手动变速箱的操作行为，所述控制***被配置为：
接收指示分动箱处于四轮驱动低速范围内的信号；
基于所述信号，确定制动踏板扭矩是否小于指示制动踏板被释放的阈值；
基于确定所述制动踏板扭矩小于所述阈值，命令起步离合器的接合以预定最大梯度高至最大蠕动扭矩容量；
确定扭矩提供器速度与车辆蠕动速度何时同步；以及
根据这种确定，控制起步离合器在混合动力的动力总成处于低速范围时完全接合到锁定状态，以模仿手动变速箱齿轮的接合的行为，从而基本消除与具有变矩器或恒定地滑动的起步离合器的自动变速箱相关的时滞。
2.根据权利要求1所述的混合动力的动力总成***，其中，命令所述起步离合器的接合以所述预定最大梯度高至最大蠕动扭矩容量仅基于确定所述制动踏板扭矩小于所述阈值。
3.根据权利要求1所述的混合动力的动力总成***，还包括将所述最大蠕动扭矩作为扭矩请求传达至所述扭矩提供器和所述电动机中的一个或两者，以使所述车辆运动至所述车辆蠕动速度。
4.根据权利要求1所述的混合动力的动力总成***，其中，确定所述扭矩提供器速度与车辆蠕动速度何时同步包括：确定所述起步离合器的滑动速度何时至少基本上等于所述车辆蠕动速度。
5.根据权利要求4所述的混合动力的动力总成***，其中，所述扭矩提供器是联接至所述混合动力自动变速箱的内燃发动机。
6.根据权利要求4所述的混合动力的动力总成***，其中，所述扭矩提供器是所述电动机。
7.根据权利要求1所述的混合动力的动力总成***，其中，用于使所述起步离合器的接合爬升至最大蠕动扭矩的所述预定最大梯度被校准以模仿当相关的离合器踏板被释放时的手动变速箱的选定档位的档位接合率。
8.根据权利要求1所述的混合动力的动力总成***，其中，所述混合动力自动变速箱需要接合三个离合器以建立功率流，并且其中，当所述车辆静止且所述变速箱处于驱动档时，所述三个离合器中的两个离合器被控制为完全接合，并且第三个离合器是所述起步离合器，所述起步离合器被控制为在所述制动踏板扭矩小于所述阈值之前处于接触点。
9.根据权利要求8所述的混合动力的动力总成***，其中，所述车辆最初是静止的，并且所述起步离合器被控制为接合所述混合动力自动变速箱的第一档。
10.根据权利要求1所述的混合动力的动力总成***，其中，在最大蠕动扭矩容量的所述起步离合器的接合独立于车辆速度被保持，直到确定所述扭矩提供器速度至少基本等于所述车辆蠕动速度，所述起步离合器的扭矩容量则将仅被增大。
11.根据权利要求1所述的混合动力的动力总成***，其中，所述最大蠕动扭矩仅是制动扭矩的函数，并且不是所述起步离合器上的滑动的函数。
12.根据权利要求1所述的混合动力的动力总成***，其中，用以打开所述起步离合器的脱开接合速度低于车辆蠕动速度，并且不是所述车辆的加速器踏板的位置的函数。
13.根据权利要求1所述的混合动力的动力总成***，其中，所述车辆最初处于静止状态，并且所述混合动力自动变速箱被控制为接合第一档。
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