Method for controlling a powertrain to thermally regulate a hydraulic circuit
阅读说明:本技术 控制动力总成以对液压管路进行热调节的方法 (Method for controlling a powertrain to thermally regulate a hydraulic circuit ) 是由 瑞多尼·哈巴尼 埃里克·舍费尔 于 2018-04-16 设计创作,主要内容包括:本发明涉及一种用于控制机动车辆的动力总成以对液压驱动管路进行热调节的方法。该方法包括确定驱动管路的驱动流体的温度的确定步骤(52)、以及为了改变驱动流体温度而进行的联接装置的滑动状态的控制(53)。根据本发明,该方法还包括确定驱动流体的预确定温度阈值,并且当驱动流体的温度小于温度阈值时,根据滑动扭矩进行的滑动状态的控制(53)用于使驱动流体的温度高于温度阈值。(The invention relates to a method for controlling a drive train of a motor vehicle for thermally regulating a hydraulic drive line. The method comprises a determination step (52) of determining the temperature of the drive fluid of the drive line, and a control (53) of the slip state of the coupling device for varying the temperature of the drive fluid. According to the invention, the method further comprises determining a predetermined temperature threshold of the drive fluid, and when the temperature of the drive fluid is less than the temperature threshold, the controlling (53) of the slip condition according to the slip torque is used to bring the temperature of the drive fluid above the temperature threshold.)
1. Method for controlling a powertrain (1) of a motor vehicle for regulating the temperature of a driving fluid which supplies a hydraulic distribution valve (210) of a drive line (208) of the powertrain, the powertrain further comprising a coupling device (11) controlled by a transmittable torque setpoint (CS emb), the coupling device (11) being connected to a lubrication line (212) supplied by the driving fluid, the method comprising a determination step (52) of the temperature (Tcc) of the driving fluid and a control (53) of the slip state of the coupling device (11) for varying the temperature of the driving fluid, characterized in that the method further comprises determining a predetermined temperature threshold (Ts) of the driving fluid and, when the driving fluid temperature (Tcc) is less than the temperature threshold (Ts), the control (53) of the slip state as a function of the slip torque (CP _ gl) is used to bring the temperature of the drive fluid above the temperature threshold (Ts).
2. Method according to claim 1, characterized in that the predetermined temperature threshold (Ts) is configured to a value for which the response of the distribution valve (210) has the lowest degree of dispersion.
3. The method according to claim 1 or 2, characterized in that said temperature determination step (52) of said drive fluid comprises the step of measuring the temperature by means of a temperature sensor (209) of said drive line (208).
4. A method according to any one of claims 1 to 3, characterized in that the value of the slip torque (CP _ gl) is a fixed predetermined value.
5. A method according to any one of claims 1-4, characterized in that the control (53) of the slip condition comprises a control step (55; 56) such that the transferable torque (CA _ act) of the coupling device (11) is smaller than the motor torque (CA _ mth) of a first drive motor (10) of the powertrain, which first drive motor (10) is connected to the input of the coupling device (11).
6. The method according to claim 5, further comprising determining a maximum engine torque (CPmax) deliverable by at least the first drive engine (10), and allowing control (53) of the slip state if the maximum engine torque (CPmax) is greater than the engine torque deliverable by at least the first drive engine (10).
7. Method according to any of claims 5-6, characterized by controlling (53) the slip status according to a first mode (55), in which the first drive motor (10) generates the slip torque (CP _ gl) such that the transferable torque (CA _ act) of the coupling device (11) is smaller than the motor torque (CA _ mth) of the first drive motor (10).
8. A method according to claim 7, the powertrain further comprising a second drive motor (12) adapted to deliver motor torque (CA _ mel) to the wheels, characterized in that the method further comprises a step of determining (54) a control (53) for determining the slip state between the first and second modes (55, 56), and in controlling the slip state control (53) according to the second mode (56), the method further comprises decreasing the transferable torque of the coupling means (11) according to the slip torque (CP _ gl) such that the transferable torque (CA _ act) of the coupling means (11) is smaller than the motor torque (CA _ mth) of the first drive motor (10) and introducing the motor torque (CA _ mel) of the second drive motor (12), to compensate for the loss of torque due to the slip.
9. The method according to claim 8, characterized in that said determining step (54) comprises comparing the motor torque (CA _ mth) of said first drive motor (10) with a maximum torque (Cmax10) transmittable by said first drive motor (10), and controlling said slip state according to said second mode (56) when said motor torque (CA _ mth) is equal to said maximum torque (Cmax 10).
10. A motor vehicle comprising a powertrain (1) controlled by a control device, characterized in that the control device performs the method according to any one of claims 1 to 9.
Technical Field
Background
In general, a motor vehicle with a controlled transmission, such as a hybrid vehicle, comprises a coupling device connected to a heat engine and to a gearbox and optionally rotationally connecting a drive shaft and a main shaft of the gearbox. Typically, the gearbox and the coupling are hydraulically driven through a hydraulic drive line and a distribution network supplied with drive fluid. The distribution valve is typically a current-controlled solenoid valve for delivering fluid pressure/flow to apply driving pressure depending on the position or the desired transmittable torque, as is the case with clutches. Further, in the case of a coupling device of a multi-plate wet clutch type, an auxiliary lubricating oil line is installed to cool the friction plates.
As is well known, when the clutch is operated in a slipping state, heat energy is consumed and transferred to the lubricating oil. According to the prior art, it is known to use this phenomenon to adjust the control of the drivable torque. Document EP1320697B1 describes a control method in which the lubricating oil temperature at the friction disks is determined by calculation in order to adjust the drivable torque of the clutch. Document FR2933913B1 also describes controlling the transferable torque as a function of the temperature of the lubricating oil. Document FR2883609a1 is also known, in which the transferable torque setpoint is adjusted to regulate the temperature of the lubricating oil below a maximum temperature threshold.
These solutions deal with the problem of increased lubricating oil temperature, and the resulting change in transmittable torque. However, there is another problem still unresolved in these documents, which relates to the dispersion of the response of the hydraulic drive circuit. At low temperatures, it will be appreciated that the hydraulic distribution valve has a response lag that reduces control accuracy. Therefore, there is a need to solve such problems.
Disclosure of Invention
More specifically, the invention relates to a method for controlling a drive train of a motor vehicle to regulate the temperature of a driving fluid which supplies a hydraulic distribution valve of a driving circuit of the drive train, the drive train further comprising a coupling device controlled by a transmittable torque setpoint, the coupling device being further connected to a lubrication circuit supplied by the driving fluid. The method comprises a determination step of determining the temperature of the drive fluid, and a slip state control of the coupling device for varying the temperature of the drive fluid, and according to the invention the method further comprises determining a predetermined temperature threshold value of the drive fluid, and controlling the temperature of the drive fluid for being above the temperature threshold value in dependence of the slip state of the slip torque when the temperature of the drive fluid is less than the temperature threshold value.
More specifically, the predetermined temperature threshold is configured to be a value for which the response of the dispensing valve has the lowest dispersion.
According to a variant, the determination of the temperature of the drive fluid comprises the step of measuring the temperature by means of a temperature sensor of the drive line.
According to a variant, the value of the slip torque is a fixed predetermined value.
According to a variant, the control of the slip state comprises the step of controlling at least one drive motor of the powertrain such that the transferable torque of the coupling device is smaller than the engine torque of a first drive motor of the powertrain, which first drive motor is connected to the input of the coupling device.
According to a variant, the method further comprises determining a maximum engine torque deliverable by at least the first drive engine, and allowing control of the slip state if the maximum engine torque is greater than the engine torque deliverable by at least the first drive engine.
More specifically, the control of the slip state is controlled according to a first mode in which the first drive motor generates a slip torque such that the transmittable torque of the coupling device is smaller than the engine torque of the first drive motor.
In an embodiment of the hybrid vehicle, the powertrain further comprises a second drive engine adapted to transmit engine torque to the wheels, and the method further comprises a determining step for determining a slip state control between the first mode and the second mode, and when the slip state control is controlled according to the second mode, the method further comprises reducing the transmittable torque of the coupling device according to the slip torque so that the transmittable torque of the coupling device is smaller than the engine torque of the first drive engine, and introducing the engine torque of the second drive engine to compensate for a loss of torque caused by the slip.
More specifically, the determining step includes comparing the engine torque of the first drive engine with a maximum torque transmittable by the first drive engine, and controlling the slip state according to the second mode when the engine torque is equal to the maximum torque.
According to the present invention, there is provided a motor vehicle comprising a powertrain controlled by a control device and in which the control device executes a method according to any one of the above embodiments.
By means of the invention, the effect of heat dissipation caused by the sliding state of the coupling device is utilized to heat the drive fluid of the hydraulic distribution valve of the drive line coupled to the lubrication line. Therefore, the control accuracy of the hydraulic distribution valve and the control accuracy of the hydraulic drive apparatus are improved.
Drawings
Other features and advantages of the invention will appear more clearly on a review of the following detailed description of embodiments of the invention, including those given as non-limiting examples and illustrated in the accompanying drawings, in which:
FIG. 1 illustrates a motor vehicle powertrain in which a control method according to the present invention is implemented;
FIG. 2 shows a schematic representation of the coupling device, the hydraulic drive line of the coupling device and the lubrication line of the coupling device;
FIG. 3 illustrates a portion of a control module of a control device participating in the implementation of the powertrain of the present invention;
FIG. 4 shows a graph illustrating the dispersion of operation of a hydraulic distribution valve as a function of temperature of the drive fluid;
fig. 5 shows a flow of a control method according to the invention;
FIG. 6 shows values of control settings of the powertrain during execution of the method according to the invention in a first control mode situation;
fig. 7 shows the values of the control settings of the powertrain during the execution of the method according to the invention in the case of the second control mode.
Detailed Description
The invention is applicable to motor vehicles in which the drive train 1 comprises at least a
In a variant, the traction motor is mounted on a wheel axle different from the wheel axle to which the heat engine is connected. It is also contemplated to apply the control method to a powertrain having only thermal traction. In this case, the powertrain is not equipped with the
The
The
In fig. 2, a principle schematic of the wet
The drive device includes: a drive interface 207, the drive interface 207 introducing a pressure-controlled or flow-controlled drive fluid such as oil into a drive chamber of the
The hydraulic pump 214 also supplies oil to the lubrication line 212 of the
Preferably, to improve control and accuracy of the drive line of the clutch 11, it is considered to minimize the length of the drive line 208 and the lubrication line 212. For this purpose, the hydraulic pump 214 exclusively supplies oil to the drive line 208 and the lubrication line 212. Therefore, in the process of temperature-regulating the driving fluid in a slipping state by the
In fig. 3, a control module implemented by the
The
Furthermore, according to the invention, in order to improve the control accuracy of the distribution valve 210, the
In a variant, the temperature Tcc of the driving fluid is determined according to a temperature estimation calculated by software means on the basis of the instantaneous transmission characteristics of the
Furthermore, the
The set value CS _ gl1 controls the slip torque that can be generated by the
Further, it is considered that the set value CS _ gl2 further includes a drive set value of the drive line 208 of the
The predetermined temperature threshold Ts depends on the type and size of the distribution valve 210. For example, the threshold value is selected at a temperature of about 20 ℃. More generally, the predetermined temperature threshold Ts is configured to be a value for which the response of the distribution valve 210 to the transferable torque setpoint CS _ emb has a minimum dispersion level, which is indicated by data provided by the manufacturer of the distribution valve 210. It is known that the dispersion of the operation of solenoid valves is due to the viscosity of the driving fluid and the expansion characteristics of its components. The control current causes a displacement of the spool of the solenoid valve, which causes the line to open more or less. This opening has an opening portion that can cause a pressure loss that is sensitive to the drive fluid temperature.
Fig. 4 shows this dispersion effect. Two dispersion lags in the response of the dispensing valve 210 are shown in terms of the temperature of the drive fluid supplied to the dispensing valve 210. The control current of the distribution valve 210 is shown on the abscissa and the pressure or flow response is shown on the ordinate. The response curve C1 corresponds to a temperature of the drive fluid that is lower than the temperature of curve C2. It can be seen that the linear operating range PLI of curve C1 is smaller than the linear operating range PL2 of curve C2. The linear operating range of the dispensing valve and the extension of the control trigger threshold improve the control accuracy. The invention allows the temperature of the fluid driving the line to be directed to a temperature for which the response dispersion curve has minimal hysteresis.
Fig. 5 shows a control method according to the invention for improving the control accuracy of the drive circuit, and fig. 6 and 7 show the values of the control set-points of the drive train during the execution of the method according to the invention. In a
In
In the event that the powertrain 1 is unable to increase its engine load, the method proceeds to step 57, which includes maintaining the clutch device in a locked state or in a non-slipping state to avoid worsening vehicle conditions.
In
Then, in
For this purpose, a
During a
In a variant, it is foreseen that the method only executes one of the two control modes of the slip state.
According to the first mode shown in fig. 6, an increase in torque of the
Therefore, in
As seen in fig. 6, initially the temperature Tcc of the drive fluid is less than the threshold value Ts and the clutch device is in a lockup state. During the control slip state, when the temperature Tcc of the driving fluid is less than the threshold value Ts, the set value CS _ mth is increased to slip torque CP _ gl. It should be noted that in this case, the total engine torque CS _ cvc transmitted to the wheels in response to the driver's intention is produced only by the
According to the second mode shown in fig. 7, a decrease in the transmittable torque control CA _ act of the
Then, in
Therefore, as seen in fig. 7, the transmittable torque control of the
In fig. 6 and 7, specific cases of torque set points are described. Other situations causing a sliding condition are possible without departing from the framework of the invention. For example, the torque value of the slip torque CP _ gl may be different from the compensation torque of the motor. In fact, it is common to control the lock-up state of the clutch device by a transferable torque control with a predetermined torque difference greater than the engine torque to be transferred. Therefore, a slip torque value that should take this torque difference into account is generated.
An embodiment has been described in which the drive line 208 controls the
The method is also applicable to vehicles with only hot traction. In this case, the slip condition is controlled by the heat engine by controlling an engine torque that is greater than the torque transferable by the clutch device, and therefore,
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