CN111615467B - 用于控制内部变速器联接器的方法、变速器和动力传动系 - Google Patents

用于控制内部变速器联接器的方法、变速器和动力传动系 Download PDF

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CN111615467B
CN111615467B CN201980008199.3A CN201980008199A CN111615467B CN 111615467 B CN111615467 B CN 111615467B CN 201980008199 A CN201980008199 A CN 201980008199A CN 111615467 B CN111615467 B CN 111615467B
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combustion engine
transmission
coupling
gear ratio
shift actuator
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CN111615467A (zh
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C·尚特雷尔
A·沙默鲁瓦
L·勒毛
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Renault SAS
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Renault SAS
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
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    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1884—Avoiding stall or overspeed of the engine
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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  • Mechanical Engineering (AREA)
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  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种用于控制内部变速器联接器(8，12)的齿的释放的方法，该内部变速器联接器由换挡致动器(16)控制，用于在没有断开连接离合器的情况下将传动比应用于连接到该变速器的输入端的燃烧发动机提供的扭矩或从该扭矩取消该传动比，其特征在于，当该燃烧发动机进入在已接合的齿轮下进行减速期间存在失速的风险的临界情况时，根据该燃烧发动机转速(ω)来确定第一临界区域，在该第一临界区域中，该致动器(16)被强制释放该已接合的齿轮以防止失速，并且根据该发动机转速和该发动机的减速度来确定第二临界区域，在该第二临界区域中，通过阻止燃料的喷射来控制该发动机失速。

Description

用于控制内部变速器联接器的方法、变速器和动力传动系
技术领域
本发明涉及对混合动力车辆的动力传动系的控制。
更具体地，本发明的主题是一种用于控制内部变速器联接器的齿的脱离接合的控制方法，该内部变速器联接器被置于换挡致动器的控制下，用于在没有脱离联接离合器的情况下接合或脱离接合用于传递由连接到该变速器的输入端的燃烧发动机供应的扭矩的传动比。
本发明的另一主题是一种变速器和一种混合动力传动系，该混合动力传动系由以下各项构成：燃烧发动机，该燃烧发动机在没有脱离联接离合器的情况下连接到第一变速器输入轴；电动机器，该电动机器连接到第二变速器输入轴；以及至少一个联接器，该至少一个联接器具有联接到齿轮的联接齿并被置于换挡致动器的控制下。
背景技术
在大多数道路车辆中，通过具有多种配置的变速箱来实现从发动机至车轮的动力传递。
一些混合动力车辆在燃烧发动机与变速箱之间具有爪式或“爪形”离合器联接装置，而没有脱离联接离合器。
从公开文件WO 2014/207332中已知这种类型的混合动力变速器，该混合动力变速器具有多个电动齿轮传动比、发动机齿轮传动比以及混合动力齿轮传动比，其中，来自燃烧发动机的扭矩和来自至少一个电动机器的扭矩在车轮的方向上组合。燃烧发动机起源的扭矩以“发动机”齿轮传动比传递至车轮，并且来自主电动机器的扭矩以“电动”齿轮传动比进行传递。
燃烧发动机无法以低于一定转速操作。在常规的半自动或自动变速器中，在制动下对离合器施加了使发动机与车轮脱离联接的要求，这带来了引起发动机失速的风险。在变速器的输入侧没有脱离联接离合器的情况下，制动可能会将发动机置于不允许其正常操作的状况，并可能引起发动机失速。
在上述混合动力传动系(PT)中，爪式联接装置的接合和脱离接合通过涉及对变速器的内部致动器的管理和对车辆的扭矩致动器的管理(内燃发动机和电动机)两者的策略来实现。
为了确保变速箱齿轮的脱离接合，需要将爪式联接装置处的残余扭矩减小至低于所确定的阈值持续足够长的时间段。在突然制动的情况下，在发动机进入已降级的操作范围之前，所考虑的致动器并不总是具有实现这些目标的能力。
当发动机转速处于过低的速度范围以至于不允许正常操作时，内燃发动机会引起易于产生正扭矩并调节怠速的***。这些***会导致颠簸和振动，这会通过传动系影响整个车辆。这些颠簸和振动会使用户感到非常不适。
发明内容
本发明的目的是通过燃烧发动机的降级操作或通过燃烧发动机的失速来限制传递至传动系和车辆的颠簸和振动。
为此，当燃烧发动机进入在已接合的齿轮传动比下进行减速时存在失速的风险的临界情况时：
-根据燃烧发动机转速来确定第一临界区域，在该第一临界区域中，致动器被强制脱离接合齿轮传动比以防止失速，并且
-根据该发动机转速和减速度来确定第二临界区域，在该第二临界区域中，通过阻止燃料的喷射来管理该发动机的失速。
优选地，该第一临界区域是其中该致动器具有根据该变速器的旋转部分施加在该联接器的齿上的合扭矩来使该齿轮传动比脱离接合的能力的区域。
优选地，该第二临界区域是其中该致动器不具有根据该变速器的旋转部分施加在该联接器的齿上的合扭矩来使该齿轮传动比脱离接合的能力的区域。
在所提出的变速器和混合动力PT中，根据此策略来管理换挡致动器以及燃烧发动机的喷射。
附图说明
本发明将从其非限制性实施例的以下说明的阅读中并参照附图得到更好地理解，在附图中：
-图1示意性地描绘了混合动力PT架构，
-图2示出了爪式离合器变速箱联接器上涉及的力，
-图3展示了所提出的策略。
具体实施方式
图1的变速箱1例如是“半自动”类型的。其操作是手动变速箱的操作，但是换挡是自动的。该简图描绘了被称为HSG(混合动力起动发电动机器)2的电动机器、实心主轴4上的燃烧发动机3。另一个电动机器5安装在空心主轴6上，该另一个电动机器被称为ME、比第一个电动机器更强大。变速箱的副轴7连接到差速器(未描绘)、并且然后连接到车辆的车轮。
位于副轴7上的具有滑动齿轮和爪的第一联接器8使得可以独立于变速箱的其余部分而改变电动机器ME 5的齿轮传动比，以便具有两个可用电动齿轮传动比EV1和EV2。位于实心主轴4上的具有滑动齿轮和爪的第二联接器9使得可以与电动齿轮传动比分开地修改燃烧发动机3的齿轮传动比，以便建立独立于电动齿轮传动比的两个发动机齿轮传动比Th2和Th4。位于平行轴10上的具有滑动齿轮和爪的第三联接器11使得可以在其向简图中的右侧移动时建立第三发动机齿轮传动比Th3。可以在每个时刻独立地选择第一电动机器ME上的所希望的齿轮传动比，以及燃烧发动机单元Mth和第二电动机器HSG 2上的所希望的齿轮传动比。发动机齿轮传动比和电动齿轮传动比的组合使得可以实现混合动力齿轮传动比。
图2示意性地描绘了变速箱的带齿的联接装置或具有直爪(也称为爪形件)的联接装置，如图1的联接器8和11。联接器8、11具有联接齿12，该联接齿被固定到滑动齿轮14，该滑动齿轮可旋转地连接到轴1a(在简图中以虚线表示)、并在换挡致动器16(未描绘)的拨叉15的控制下在该轴上滑动。滑动齿轮14的轴向移动通过将其爪12相对于在轴1a上旋转的齿轮(未描绘)的爪13进行联接/脱离联接来确定齿轮传动比的接合或脱离接合。滑动齿轮14旋转地固定在轴1a上。其轴向移动是在拨叉15的作用下实现的，该拨叉被置于换挡致动器16的控制下。直箭头f表示致动器16使齿轮传动比脱离接合的力。旋转箭头C1展示了施加在滑动齿轮上的在驱动轴处的扭矩。旋转箭头C2展示了施加在怠速小齿轮上的在传动轴(未描绘)上的扭矩。怠速小齿轮的爪上的扭矩C1和C2的合力具有切向分量T和纵向分量，这导致在爪12与13之间产生摩擦力l。力l与致动器16的力相反，并且可能会延迟或减慢齿轮传动比的脱离接合。为了确保爪的脱离接合，致动器16向具有相对于传动轴1a滑动的自由度的滑动齿轮14施加力。
变速箱致动器的能力有限，这意味着必须尽可能地限制所施加的扭矩C1、C2的合成，或者最好将其消除，以确保在最佳条件下使爪脱离接合。然而，PT的电动机器和燃烧发动机实现扭矩设定点的能力本身在幅值方面受到这些部件的固有性能的限制。最后，产品认可的约束条件和动态性能也限制了扭矩设定点的实现。
在这种情况下，存在无法实现爪的脱离接合的情况：
-在某些实例中，扭矩的合成未被充分地减小至允许滑动齿轮移动，
-在其他实例中，扭矩的合成被充分地减小，但是在扭矩反向并再次在相反方向上增大之前，该合成值允许滑动齿轮移动持续的时段过短。
本发明的方法在于：控制内部变速器联接器8、12的齿的脱离接合，该内部变速器联接器被置于换挡致动器16的控制下，用于在没有脱离联接离合器的情况下接合或脱离接合用于传递由连接到该变速器的输入端的燃烧发动机供应的扭矩的传动比。所提出的方法基于对临界情况的检测。检测依赖于观测发动机转速及其导数。在不脱离本发明的范围的情况下，对临界情况的检测还可以基于来自制动***的警报。
当燃烧发动机进入在已接合的齿轮传动比下进行减速时存在失速的风险的临界情况时，
-根据燃烧发动机转速ω来确定第一临界区域，在该第一临界区域中，致动器16被强制脱离接合齿轮传动比以防止失速，并且
-根据该发动机转速和减速度来确定第二临界区域，在该第二临界区域中，通过阻止燃料的喷射来管理该发动机的失速。
发动机的减速度可以由其转速的导数(dω/dt)的值或由车辆制动***来确定。
一般原则是根据发动机转速和减速度的观测结果来检测这两个不同的临界区域：
-第一临界区域，其中存在失速的风险，并且其中该***具有使发动机与车轮脱离联接的能力，以及
-第二临界区域，其中存在失速风险，并且其中该***不具有使发动机与车轮脱离联接的能力。
在第一区域中，给出的响应是通过超过一般传动系状态设定点来强制脱离联接：在该区域中，致动器16具有根据变速器的旋转部分施加在联接器的齿上的合扭矩来使齿轮传动比脱离接合的能力。
在第二区域中，此响应在于通过阻止燃料的喷射来管理燃烧发动机的失速：在该区域中，致动器不具有根据变速器的旋转部分施加在联接器的齿上的合扭矩来使齿轮传动比脱离接合的能力。
在混合动力PT在变速器的输入侧没有脱离联接离合器的特定情况(如图1中的情况)下，变速器将来自燃烧发动机的扭矩和至少一个电动机器的扭矩组合到多个不同的变速器齿轮传动比上。在这种情况下，本发明预期启用所描述的双重策略：取决于所遇到的状况，第一策略称为“防失速策略”，并且第二策略称为“失速策略”。如上文所指示的，这两种策略的应用区域可以由发动机转速ω的值的范围及其随时间的变化(优选地，进行滤波)来确定。根据图3中的图示，如此根据燃烧发动机转速ω及其导数dω/dt来识别以下三个操作区域：
-其中未应用特定策略的第一区域A，被认为处于标称操作或“标称模式”，
-启用“防失速策略”的中间第二区域B，以及
-启用“失速策略”的第三区域C。
图1中展示的所提出的变速器包括至少一个内部联接器8、11，该至少一个内部变速器联接器被置于换挡致动器16的控制下，用于在没有脱离联接离合器的情况下接合或脱离接合用于传递由连接到该变速器的输入侧的燃烧发动机供应的扭矩的传动比。
根据本发明，根据上文描述的方法来管理换挡致动器16以及燃烧发动机的喷射。
在一个特定实施例中，所讨论的联接器8、11是具有滑动齿轮14和爪12的类型。
所提出的混合动力PT由以下各项构成：燃烧发动机，该燃烧发动机在没有脱离联接离合器的情况下连接到第一变速器输入轴4；电动机器(ME)，该电动机器连接到第二变速器输入轴；以及至少一个联接器8、11，该至少一个联接器具有联接到齿轮的联接齿并被置于换挡致动器的控制下。根据本发明，根据上文描述的方法来管理燃烧发动机和联接器致动器。
除了燃烧发动机和主电动机器ME之外，这种混合动力PT还可以包括以发动机齿轮传动比提供扭矩的补充电动机器HSG。然后，所描述的策略将在以下条件下适用：
-接合了“发动机齿轮传动比”，这意味着无论燃烧发动机的状态如何，燃烧发动机均以传动比机械地联接到车轮，尤其是在燃烧发动机脱离联接的情况下使用补充电动机器来补偿在Z1与Z2之间换挡期间扭矩的空洞(hole)时，以及
-补充电动机器HSG的转速的导数dω/dt在第一启用区域中。
“失速策略”在以下情况下适用：
-接合了“发动机齿轮传动比”，即，无论燃烧发动机的状态如何，当燃烧发动机以传动比机械地联接到车轮时，尤其是在燃烧发动机脱离联接的情况下使用补充电动机器HSG来补偿在两个电动齿轮传动比之间换挡期间扭矩的空洞时，以及
-补充电动机器HSG的转速的导数dω/dt在第二启用区域中，在该区域中，防抱死制动***(ABS)是启用的。
本发明使得可以限制颠簸对传动系的影响(这可能对传动系的可靠性有影响)，并且可以限制由这些颠簸对乘客造成的不适感。

Claims (10)

1.一种用于控制内部变速器联接器(8，12)的齿的脱离接合的控制方法，该内部变速器联接器被置于换挡致动器(16)的控制下，用于在没有脱离联接离合器的情况下接合或脱离接合用于传递由连接到该变速器的输入端的燃烧发动机供应的扭矩的传动比，其特征在于，当该燃烧发动机进入在已接合的齿轮传动比下进行减速时存在失速的风险的临界情况时，
-根据燃烧发动机的转速(ω)来确定第一临界区域，在该第一临界区域中，该换挡致动器(16)被强制脱离接合该齿轮传动比以防止失速，并且
-根据该燃烧发动机的转速和减速度来确定第二临界区域，在该第二临界区域中，通过阻止燃料的喷射来管理该燃烧发动机的失速。
2.如权利要求1所述的控制方法，其特征在于，该第一临界区域是其中该换挡致动器(16)具有根据该变速器的旋转部分施加在该联接器的齿上的合扭矩来使该齿轮传动比脱离接合的能力的区域。
3.如权利要求1或2所述的控制方法，其特征在于，该第二临界区域是其中该换挡致动器(16)不具有根据该变速器的旋转部分施加在该联接器的齿上的合扭矩来使该齿轮传动比脱离接合的能力的区域。
4.如权利要求1或2所述的控制方法，其特征在于，该燃烧发动机的减速度由其转速的导数(dω/dt)的值来确定。
5.如权利要求1或2所述的控制方法，其特征在于，该燃烧发动机的减速度由车辆制动***确定。
6.如权利要求1或2所述的控制方法，其特征在于，该第二临界区域是其中该换挡致动器(16)具有使该齿轮传动比脱离接合的能力的时间过短的区域。
7.如权利要求4所述的控制方法，其特征在于，根据该燃烧发动机的转速(ω)及其导数(dω/dt)来识别以下三个操作区域：
-其中未应用特定策略的第一区域(A)，
-启用防失速策略的第二区域(B)，以及
-启用失速策略的第三区域(c)。
8.一种用于混合动力传动系的变速器，该变速器包括至少一个内部变速器联接器(8，11)，该至少一个内部变速器联接器被置于换挡致动器(16)的控制下，用于在没有脱离联接离合器的情况下接合或脱离接合用于传递由连接到该变速器的输入端的燃烧发动机供应的扭矩的传动比，其特征在于，利用根据前述权利要求之一所述的控制方法来管理该换挡致动器(16)以及该燃烧发动机的喷射。
9.如权利要求8所述的变速器，其特征在于，所考虑的联接器(8、11)是涉及滑动齿轮(14)和爪(12)的联接器。
10.一种混合动力传动系，该混合动力传动系由以下各项构成：燃烧发动机(Mth)，该燃烧发动机在没有脱离联接离合器的情况下连接到第一变速器输入轴(4)；电动机器(ME)，该电动机器连接到第二变速器输入轴；以及至少一个联接器(8，11)，该至少一个联接器具有联接到齿轮的联接齿并被置于换挡致动器的控制下，其特征在于，利用根据权利要求1至7之一所述的控制方法来管理该燃烧发动机和所述联接器的换挡致动器。
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