• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method for controlling a switching process in a drive train (1) of a vehicle, which comprises a first (M) and a second drive machine (E), a transmission (2) connecting the drive machines (E, M) to a transmission output and at least a shiftable clutch (C1, C3), wherein in a switching operation an outgoing clutch (C3) is opened and / or an oncoming clutch (C1) is closed, and wherein the transmission (2) at least one transmission mode with fixed gear ratio (FGR) and has at least one transmission ratio (CVT) mode, wherein simultaneously a wheel drive torque is controlled to a target drive torque. In order to enable lossless and smooth switching operations in drive trains (1) with different topologies, each with two drive elements (M, E), it is provided that the outgoing clutch (C3) is relieved before opening, preferably completely, during a release phase (t1) and / or that in a synchronization phase (t2) a differential speed (ΔωC1) between the drive side and output side of the oncoming clutch (C1) is regulated to zero before closing.
    公开号:AT518861A4
    申请号:T51096/2016
    申请日:2016-12-02
    公开日:2018-02-15
    发明作者:Ing Johannes Rumetshofer Dipl；Dipl Ing Bachinger Markus
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    SUMMARY
    The invention relates to a method for controlling a switching process in a drive train (1) of a vehicle, which comprises a first (M) and a second drive machine (E), a transmission (2) connecting the drive machines (Ε, M) with a transmission output, and at least has a switchable clutch (Ci, C3), an outgoing clutch (C3) being opened and / or an on-coming clutch (Ci) being closed during a shift, and wherein the transmission (2) has at least one transmission mode with a fixed transmission ratio (FGR) and has at least one transmission mode with a variable transmission ratio (CVT), wherein at the same time a wheel drive torque is regulated to a desired drive torque.
    In order to enable loss-free and jerk-free switching processes for drive trains (1) with a wide variety of topologies, each with two drive elements (Μ, E), the outgoing clutch (C3) is relieved, preferably completely, before opening, during a relief phase (ti) / or that in a synchronization phase (t2) a differential speed (Δωοι) between the drive side and the output side of the oncoming clutch (Ci) is regulated to zero before closing.
    Fig. 4/19
    20508AT
    The invention relates to a method for controlling a shift process in a drive train of a vehicle, which has a first and a second drive machine, a transmission connecting the drive machines with a transmission output, and at least one switchable clutch, an outgoing clutch being opened and / or a shift process Approaching clutch is closed, and wherein the transmission has at least one transmission mode with a fixed transmission ratio and at least one transmission mode with a variable transmission ratio.
    Outgoing clutch is to be understood as a switchable clutch of the transmission, which is closed at the start of the switching process and is opened in the course of the switching process. An on-coming clutch is to be understood as a switchable clutch of the transmission, which is open at the start of the shift process and is closed in the course of the shift process. The term clutch also includes brakes here.
    Powertrain topologies with two drive machines and a plurality of transmission modes are known, these transmission modes can be classified as follows: (1) at least one transmission mode each has a fixed one
    Gear ratio (FGR = Fixed Gear Ratio) with an additional
    Degree of freedom to a variable power distribution between two
    Enable prime movers; (2) at least one CVT transmission mode (CVT = Continuous Variable Transmission) has a variable drive ratio between a drive machine and the transmission output. This real mechanical degree of freedom can be controlled, for example, by the other drive machine or by adjusting the torque of the two drive machines.
    Such powertrain topologies allow two mechanical degrees of freedom in a CVT transmission mode. In this way, in addition to the wheel drive torque, it is possible to control or regulate the slip speed of an on-coming clutch. In an FGR transmission mode (a mechanical degree of freedom), it is possible to control or regulate the torque transmitted on the outgoing clutch in addition to the wheel drive torque.
    2.19
    For an electrically variable transmission, US Pat. No. 7,356,398 B2 describes regulating an outgoing clutch to a speed at which no slip occurs. The method described therein is limited to hybrid drive trains with an internal combustion engine and two electric drive machines, the gear change from a first eCVT mode via a mode with a fixed gear ratio to a second eCVT mode (eCVT = electronic controlled continuous variable transmission).
    DE 10 2010 012 259 A1 describes a method for regulating a
    Hybrid transmission known, which has three drive elements - an internal combustion engine and two electrical machines. When switching from an EVM mode (electrically adjustable transmission mode) to an ETC mode (electrical torque converter mode), the on-coming clutch is synchronized before it is closed. Relief of the outgoing clutch is not provided. It is constantly on during the switching process
    Wheel drive torque generated, but this does not represent a degree of freedom.
    A hybrid transmission with three drive elements is also described in EP 1 502 791 A2. Neither DE 10 2010 012 259 A1 nor EP 1 502 791 A2 regulates the wheel drive torque during all phases of switching operations.
    From DE 10 2005 006 371 A1 a control for shifting through a neutral operating mode in an electrically adjustable transmission is known. The slip speed of an on-coming clutch is controlled by setting the engine torque to zero. Furthermore, essentially zero torque is produced on the output element immediately before a clutch is disengaged. In order to take into account the case that a planned interruption of the output torque is not possible due to limitations, it is switched from a first to a second operating mode via a neutral operating mode, which adversely affects the gear change duration and the quality of the shift (due to interruption of the wheel drive torque ) affects.
    The object of the invention is, in drive trains with a wide variety of topologies, the at least one transmission mode with variable transmission ratio (CVT transmission mode) and at least one transmission mode with fixed transmission ratio (FGR transmission mode)
    3/19, with two drive elements each to enable loss-free and jerk-free switching operations without having to switch between two operating modes, a neutral operating mode.
    According to the invention, this object is achieved in that the outgoing clutch is relieved before opening, preferably completely, during a relief phase and / or in a synchronization phase, a differential speed between the drive side and the output side of the on-coming clutch is regulated to zero before closing, simultaneously with a Wheel drive torque is further regulated to, for example, a desired drive torque corresponding to a driver's request.
    Regardless of the gear shift state, the available degrees of freedom in the gear can be fully used. The method can be used for a wide variety of transmission topologies, which have at least one transmission mode with a variable transmission ratio, with two drive machines. This makes it possible, on the one hand, to optimally implement the specified hybrid strategy and to enable loss-free and jerk-free switching during a switching operation. The second degree of freedom enables the transmission to be operated in which the slip speed before opening or closing is zero, while the desired drive torque on the wheels, for example requested by the driver of the motor vehicle, is completely retained within the limits of the two drive machines.
    It is preferably provided that the relief of the outgoing coupling is carried out by regulating a plug-in torque of the outgoing coupling to zero. Plug-in torque is understood here to mean the torque actually applied to the coupling and transmitted via the coupling plates.
    Limitations that occur are not resolved via an intermediate neutral operating mode, but rather via the control / shift strategy of the hybrid transmission, where only freedom from dissipation is dispensed with if necessary.
    An embodiment of the invention with a mechanical degree of freedom in the transmission mode with a fixed transmission ratio (FGR transmission mode) provides that the outgoing clutch is relieved by dividing the drive torque between the first and second drive machines
    4/19 becomes that the insertion torque of the outgoing clutch is zero, wherein at the same time a wheel drive torque is still regulated to a torque corresponding to a driver's request. This can be done via a suitable strategy for relieving the outgoing clutch for a shift.
    In an embodiment of the invention with two mechanical degrees of freedom in the transmission mode with a variable transmission ratio (CVT transmission mode), an optimal operating point for a drive machine is either selected via a suitable hybrid strategy or a differential speed of the clutch plates of the clutch to be closed is regulated to zero during the shifting operation, at the same time the Wheel drive torque is regulated.
    An advantageous embodiment of the invention provides that the torque is divided between the first and second drive machines using a model-based precontrol, preferably using a trajectory. The torques of the first and second drive machines can thus be calculated on the basis of a mechanical dynamic model, the pilot values using these trajectories - for example the speed of the vehicle and the slip speed of the on-coming clutch (or the mating torque of the outgoing clutch) and their first, second and third derivatives are set. First, second and third derivation of the vehicle speed and first derivation of the slip speed are necessary here.
    It is particularly advantageous if the regulation of the plug-in torque of the outgoing clutch and the regulation of the differential speed between the drive side and the driven side of the on-coming clutch are carried out directly in succession during the relief phase or the synchronization phase of the shifting process.
    The method according to the invention enables gearshift control even with complex drive train topology - the prerequisite is that the drive train topology has two drive machines and several transmission modes, which are classified as follows: (1) at least one transmission mode with a fixed gear ratio (FGR = Fixed Gear Ratio) with an additional one Degree of freedom around a variable power distribution between two
    5.19
    Enable prime movers; (2) at least one CVT transmission mode (CVT = Continuous Variable Transmission) with a variable drive ratio between a drive machine and the transmission output. This real mechanical degree of freedom can be controlled, for example, by the other drive machine or by adjusting the torque of the two drive machines.
    A variety of hybrid electric powertrain topologies with multiple modes fall under the described classification, for example. The control strategy according to the invention enables uniform (without torque disturbances) and lossless (without clutch slip) gear changes in the considered transmission topologies.
    Two different gear change phases are described in detail below:
    A) Gear change phase from an FGR transmission mode to a CVT transmission mode (opening the outgoing clutch):
    The basic control task in FGR transmission mode is to regulate the distribution of the requested drive power between the two drive machines. If there is a command for a gear change, the additional degree of freedom for power distribution is applied to the corresponding torque passed through the closed and outgoing clutch. During the preparation phase, this torque is regulated to zero, so the outgoing clutch is completely relieved. After the torque relief, the outgoing clutch can be opened without slippage and thus without loss. As soon as the outgoing clutch is fully opened, the CVT transmission mode is active. In the CVT transmission mode there is a degree of freedom to select the angular speed of a drive machine, for example to increase the energy efficiency. The CVT control regulates the initial angular speed of this drive machine to a required value based on the gear change.
    B) Gear shift phase from a CVT transmission mode to an FGR transmission mode (closing the on-coming clutch):
    6.19
    The basic control task in CVT transmission mode is to control the angular speed of one of the drive machines. If there is a gear change command, the degree of freedom is used to adjust the angular speeds of the clutch plates of the on-coming clutch. During the preparation phase, the difference between the angular speeds of the two clutch plates is regulated to zero, so the two clutch plates are synchronized. Then the approaching clutch can be closed without slippage and thus without loss. As soon as the approaching clutch is closed, the FGR transmission mode is active. In the FGR transmission mode, the torque distribution of the two drive machines is carried out in accordance with the requested drive torque on the basis of the operating strategy stored in the electrical control unit (HCU = Hybrid Control Unit).
    An interruption in tractive power during the shifting process can be avoided if the transmission is operated with a fixed transmission ratio during the relief phase of the outgoing clutch and / or the transmission is operated with a variable transmission ratio during the synchronization phase of the on-coming clutch. The torque distribution is selected so that, on the one hand, the requested drive torque is still available on the drive wheels and, on the other hand, the mating torque of the outgoing clutch is regulated to zero during the relief phase and / or during the synchronization phase, the speed of the clutch plates of the on-coming clutch is adjusted ,
    Before the relief phase of the outgoing clutch and / or after the
    Synchronization phase of the on-coming clutch, the transmission can be operated with a fixed gear ratio (FGR transmission mode) corresponding to the respective gear. Similarly, the transmission can be operated with a variable transmission ratio after the relief phase and / or before the synchronization phase.
    The strategy according to the invention allows complete access to vehicle dynamics (drive torque), which enables a smooth gear change during the entire gear change process, while fulfilling the mentioned control objectives. As the coupling or disengaging the clutch plates of the clutch
    7/19 in the unloaded state (in relation to the transmitted torque) or synchronized state (in relation to the difference in the angular speeds of the clutch plates), the clutch actuation is generally not critical.
    In principle, the method according to the invention is not based on a specific tax. Control procedures limited. The use of a feedforward control based on model inversion is only one of several possibilities. It allows the calculation of the torques necessary to achieve the defined tax goals. An additional control loop can eliminate model inaccuracies.
    The invention is explained in more detail below with reference to the non-limiting figures.
    In it show:
    1 schematically shows a hybrid drive train for carrying out the method according to the invention,
    2 shows a profile of the vehicle speed and the vehicle acceleration during a switching operation,
    3 shows a torque curve during a switching operation,
    Fig. 4 shows a clutch torque curve during a shift and
    Fig. 5 shows a speed curve of the prime movers during a
    Switching process.
    1 shows an example of a simplified mechanical diagram of a topology of a drive train 1 with a first drive machine E and a second drive machine M of a vehicle, the first drive machine E being formed by an internal combustion engine and the second drive machine M by an electric machine in the exemplary embodiment. However, the first drive machine E can also be an electrical machine. The drive train 1 has a transmission 2, which the drive machines Ε, M with a transmission output 5 and thus with drive wheels, not shown
    8/19 of a motor vehicle connects. In the exemplary embodiment, the transmission 2 has an expanded Ravigneaux planetary gear set 3 and a simple planetary gear set 4. The Ravigneaux planetary gear set 3 has a first sun gear Si, a second sun gear S2, a common planet carrier PT12 for a first planet gear Pi and a second planet gear P2, a first ring gear Ri and a second ring gear R2. The simple planetary gear set 4 has a third sun gear S3, which engages with a third planet gear P3 of a planet carrier PT3, and a third ring gear R3. Furthermore, the transmission 2 has a switchable first clutch Co, a switchable second clutch Ci, a switchable third clutch C2 and a switchable fourth clutch C3, the switchable fourth clutch C3 being designed as a brake. In the closed state, the first clutch Co establishes a drive connection between the second drive machine E and the third ring gear R3. In the closed state, the second clutch Ci establishes a drive connection between the third ring gear R3 and the common planet carrier PT12. The third clutch C2 connects the first sun gear Si to the planet carrier PT3 of the first planetary gear set 4 in the closed state. The fourth clutch C3 fixes the second sun gear S2 in the closed state.
    2 to 5 show, for example, a shift operation from a first gear Gl with a fixed gear ratio FGR to a second gear G2 with a fixed gear ratio FGR with simultaneous vehicle acceleration a (train upshift) using the method according to the invention, the third clutch C3 being opened, for example and the first clutch Ci is closed. Power is divided between the first drive machine E and the second drive machine M, the first drive machine E being operated in a stationary manner. The second drive machine M supports the switching process, the values for the power distribution being stationary in an FGR transmission mode from the electronic
    Hybrid control unit HCU are provided.
    2, the speed v and the acceleration a of the vehicle are plotted against the time t before, during and after a switching operation. As can be seen from FIG. 2, the acceleration a of the vehicle takes place over 10 seconds s, the switching time t s of the switching process is approximately 0.7 seconds (from 3.8-4.5 s).
    9.19
    This switching time t s can only be seen as an example. In the case of faster ones
    Actuators, the switching time t s can be reduced.
    In Fig. 3 the course of the clutch torque is t C3 off-going clutch C3, the clutch torque τα the zoom going clutch Ci, the drive torque τ Μ the first engine ICE and the drive torque i E of the second drive motor EM over time t for a shift operation applied. Here clutch torque is to be understood as the maximum torque to be transmitted via the clutch plates of the corresponding clutch. It can be clearly seen that the outgoing clutch C3 is fully opened at the time t = 4 s and the oncoming clutch Ci is fully closed at the time t = 4.3 s.
    4 shows the profile of the plug-in torques t SC i, t SC 3 of the outgoing clutch C3 or the oncoming clutch Ci, as well as the speed difference Acoci of the clutch plates of the clutch Ci to be closed. Plug-in torque is understood here to mean the torque actually applied to the respective coupling and transmitted via the coupling plates.
    FIG. 5 shows the course of the speeds cüe and cüm of the first drive machine E and the second drive machine M during a switching operation.
    The switching process can be divided into three time ranges ti, t 2 , tß, which can be modified separately:
    Relief phase ti: Relieve the opening (outgoing) clutch C3 (3.8-4.0 s: duration of ti; 0.2 seconds)
    In the first time period ti, the goal is to relieve the clutch C3 to be released in order to avoid grinding immediately after the breakaway. For this purpose, either the mating torque iscs at the outgoing clutch C3 can be directly controlled to zero, or the power distribution between the first and second drive machines Μ, E can be modified by the electronic hybrid control unit HCU in order to implicitly achieve the identical destination. The course of the relevant insertion torque t SC 3 is shown in FIG. 4. As soon as clutch C3 is completely relieved (time 4.0 s) clutch C3 can
    10/19 can be opened without loss (see t C3 in Fig. 3) and the synchronization phase t2 can begin.
    Synchronization phase t2: synchronization of the clutch plates of the closing (approaching) clutch Ci (4.0-4.3 s: duration of t2: 0.3 seconds)
    The aim is to synchronize the clutch plate speeds or to eliminate the speed difference Δωοι of the clutch plates of the clutch Ci to be closed (see FIG. 4). As soon as there is no speed difference Δωοι between the clutch plates he clutch Ci to be closed (time 4.3), the clutch Ci in question can be closed without loss (see insertion torque t SC i of the approaching clutch Ci in FIG. 4). As soon as the synchronization is complete, the restoration of the power distribution required by the electronic hybrid control unit HCU can begin.
    Recovery phase t3: recovery of the power distribution (by HCU)
    The aim of the third phase tß is to restore the power distribution required by the HCU between the first drive machine E and the second drive machine M. This transition is also carried out gently in order to avoid unrealistic loads on the actuators (eg torque jumps). This process corresponds to a gentle loading of the clutch Ci just closed (see insertion torque t SC i of the approaching clutch Ci in FIG. 4).
    During the shifting operation shown from the first gear Gl driven in the FGR mode, a change to the CVT mode and then back to the FGR mode of the second gear G2 takes place in the first time range ti and second time range t2.
    Compared to the prior art, the method according to the invention has the following advantages:
    • Shift strategy is not dependent on the shift process (e.g.
    Train upshift) • The shifting process can be carried out without loss since there are no sliding clutches. With real clutch actuation (finite rise times), only the differential speed of the closing one must
    11/19
    Clutch are kept at zero for the duration of the clutch actuation or an additional phase is inserted after phase 1, in which the differential speed of the opened clutch for the duration of
    Clutch actuation is kept at zero. The strategy is therefore also robust against inaccuracies in clutch actuation. This results in the possibility of replacing friction clutches in a drive train topology with much cheaper and more robust claw clutches.
    • The switching process can be carried out completely smoothly: There is no effect of the switching process on the desired vehicle acceleration, even if the clutches are suddenly activated.
    • It is not necessary to adapt the switching process to changes in the target drive torque (driver) during the switching process.
    • The chronological sequence of the switching process does not have to be divided into the torque transfer and speed phases.
    • The method can be implemented with a simple control effort: for example, a simple pilot control principle can be used, which is based on two actuators fulfilling two wishes at the same time.
    The basic idea of the pilot control is that control signals for the switching process are calculated in such a way that a certain behavior is achieved for degrees of freedom; for this, trajectories (for example the vehicle speed) are specified. To solve this problem, the system must be inverted. This generally leads to problems of causality. This limitation can be remedied if the derivations of the trajectories are assumed to be known. The control signals are then calculated from a filtered linear combination of these derivatives, the filter and the linear combination containing the inverse model behavior. The linear combination results from the counter polynomials of the inverse transmission matrix of the system. The transmission matrix defines the model input-output behavior in the frequency range, here the behavior of the wheel drive torque and slip speed of the on-coming clutch (in the case of CVT transmission mode) or wheel drive torque and
    12/19
    Mating torque of the outgoing coupling (in the case of FGR transmission mode). The filters result from the denominator polynomials of this inverse transmission matrix. The number of derivations required corresponds to the relative degrees of the individual transmission paths. The relative degrees are given by the order differences (difference degrees) in the transmission matrix.
    The described method is suitable for all drive train topologies with two drive machines Ε, M and a transmission 2, which has at least one transmission mode with a fixed transmission ratio FGR and at least one transmission mode with a variable transmission ratio CVT, with at least two switchable clutches Ci, C3. It is not restricted to a specific number of gears or gear type.
    13/19
    权利要求:
    Claims (9)
    [1]
    1. Method for controlling a switching process in a drive train (1) of a vehicle, which has a first (E) and a second drive machine (M), a transmission (2) connecting the drive machines (E, M) with a transmission output, and at least one - preferably has two-shiftable clutch (Ci, C3), with an outgoing clutch (C3) being opened and / or an on-coming clutch (Ci) being closed during a shift, and wherein the transmission (2) has at least one transmission mode with a fixed transmission ratio (FGR ) and at least one transmission mode with variable transmission ratio (CVT), characterized in that during a relief phase (ti) the outgoing clutch (C3) is relieved - preferably completely - before opening and / or in a synchronization phase (t2) a differential speed (Acüci) between the drive side and the driven side of the approaching clutch (Ci) is regulated to zero before closing, whereby eq At the same time, a wheel drive torque is still regulated to a target drive torque.
    [2]
    2. The method according to claim 1, characterized in that the relief of the outgoing coupling (C3) is carried out by regulating a plug-in torque (tscs) of the outgoing coupling (C3) to zero.
    [3]
    3. The method according to claim 1 or 2, characterized in that the relief of the outgoing clutch (C3) is carried out by the torque between the first (E) and the second drive machine (M) is divided so that the insertion torque of the outgoing clutch (C3 ) Is zero.
    [4]
    4. The method according to claim 3, characterized in that the division of the torque between the first (E) and the second drive machine (M) is carried out by means of model-based pilot control, preferably by means of at least one trajectory.
    [5]
    5. The method according to any one of claims 1 to 4, characterized in that the regulation of the differential speed (Δωοι) between the drive side and the output side of the approaching clutch (Ci) before closing to zero
    14/19 is carried out by means of model-based feedforward control, preferably by means of at least one trajectory.
    [6]
    6. The method according to any one of claims 1 to 5, characterized in that the regulation of the insertion torque (tscs) of the outgoing clutch (C3) and the regulation of the differential speed (Acoci) between the drive side and output side of the oncoming clutch (Ci) during the relief phase ( ti) or the synchronization phase (t 2 ) of the switching process can be carried out immediately one after the other.
    [7]
    7. The method according to any one of claims 1 to 6, characterized in that during the relief phase (ti) of the outgoing clutch (C3) the transmission (2) is operated with a fixed gear ratio (FGR).
    [8]
    8. The method according to any one of claims 1 to 7, characterized in that during the synchronization phase (t 2 ) of the on-coming clutch (Ci) the transmission (2) is operated with a variable transmission ratio (CVT).
    [9]
    9. The method according to any one of claims 1 to 8, characterized in that before the relief phase (ti) of the outgoing clutch (C3) and / or after the synchronization phase (t 2 ) of the on-coming clutch (Ci) the transmission (2) with a fixed Gear ratio (FGR) is operated.
    2016 12 02
    FU
    15/19
    16/19
    [Rad / s]
    17/19
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    LAST DRAWINGS t [s] t [s]
    19/19
    LAST DRAWINGS
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    同族专利:
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    CN110168255A|2019-08-23|
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE102011080677A1|2011-08-09|2013-02-14|Zf Friedrichshafen Ag|Transmission device with several switching elements|
    DE102012219125A1|2012-10-19|2014-04-24|Zf Friedrichshafen Ag|Planetary gear for a hybrid drive of a motor vehicle|
    US8412426B2|2009-03-06|2013-04-02|GM Global Technology Operations LLC|Multi-mode hybrid transmission and method for performing a quasi-asynchronous shift in a hybrid transmission|
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    DE102014208795A1|2014-05-09|2015-11-12|Zf Friedrichshafen Ag|Transmission device with at least one transmission input shaft, at least one transmission output shaft and a plurality of planetary gear sets|DE102019204294A1|2019-03-27|2020-10-01|Vitesco Technologies Germany Gmbh|Method for controlling a dog clutch|
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    DE112017006091.5T| DE112017006091A5|2016-12-02|2017-12-04|A method of controlling a shift in a drive train of a vehicle|
    US16/465,447| US20200001860A1|2016-12-02|2017-12-04|Method for controlling a shifting process in a powertrain of a vehicle|
    CN201780082975.5A| CN110168255B|2016-12-02|2017-12-04|Method for controlling a gear shift process in a powertrain of a vehicle|
    PCT/AT2017/060319| WO2018098515A1|2016-12-02|2017-12-04|Method for controlling a shifting process in a powertrain of a vehicle|
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