金属带式无级变速器夹紧力及速比控制技术研究
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摘要
金属带式无级变速器由于其良好的匹配性能以及驾驶舒适性,越来越受到市场的青睐,其关键技术包括夹紧力速比控制技术是难点,本文结合国际合作项目“新一代大功率密度无级变速器”项目开发,进一步挖掘自动变速器降低能量损耗的潜能,提出了一些创新结构及设计思想,并进行了大量的试验。结果表明：在保证变速器可靠地传递转矩的前提下,能量损失明显降低,进一步提高了整车的燃油经济性。本文主要的内容如下：
1、无级自动变速器电液系统是CVT的执行机构,夹紧力控制、速比控制都是通过液压系统实现的。为此,课题先从液压系统原理入手,围绕低损耗、高密度及高效CVT的总体要求,对CVT的创新结构和策略做了详尽的说明。(1)采用了流量自适应的用双油泵回路,可满足变工况下对不同流量的需求,大大降低了液压溢流损失；(2)选用相同的比例电磁阀作为先导阀,在满足液压控制精度和可靠性的条件下,降低了液压系统复杂性和制造成本：(3)主从动轮的液压缸采用独立液压系统,主动液压缸径不再依赖从动缸径,可以独立设计,使得变速器结构设计更加合理；(4)主／从动缸的压力可以独立控制,可降低系统的总压力,提高CVT夹紧力、速比的控制精度。最后,建立了元件模块化的数学建模,通过硬件在环仿真研究了液压系统动态特性,通过模型的仿真结果和实测数据对比,两者达到了很好的一致性。
2、传统夹紧力控制采用安全系数为1.3,变速器夹紧机构的能量损耗占很大一部分。为保证金属带传递可靠,在任何时候不出现打滑现象,进一步试验研究了不增加新的传感器的原技术方案。在搭建的专用CVT夹紧力试验台上,进行了大量的相关测试,发现了一个非常重要的关系：Fax|η=ηmax 3、极值搜索控制方法可降低夹紧力,提高CVT传动效率。但CVT在变速过程中,极值搜索控制法的动态跟踪较慢。所以为了同时兼顾在动态变速时金属带不打滑,在稳态时效率高,课题重点研究了极值搜索控制法与传统夹紧力控制法的组合控制方式。即在相对稳定的工况下,采用极值搜索控制方式,而当控制系统检测到不稳定因素时,采用传统夹紧力控制方式,同时关闭极值搜索控制方式。组合控制策略既提高了CVT变速控制的鲁棒性及抗转矩的冲击能力,又可以提高整车的燃油经济性。
4、极值搜索法和传统夹紧力组合控制方式是否完善还需通过变速器的耐久和可靠性试验验证。课题从带轮失效机理出发,为找出CVT控制失效的关键因素,开发了适合变速器耐久和可靠性测试的台架,并对测试方法和检测内容进行了分析。整车道路试验更是直接反应了CVT产品的状态,还对匹配的CVT车辆进行试验场的2.5万公里可靠性试验,并对油品进行了检测,结果表明磨损在合理的范围之内,室内试验和路面试验同时验证了组合控制方式的可靠性。
5、嵌入式控制系统是CVT重点之一,也是CVT产业化技术的瓶颈之一,只有掌握了嵌入式系统的开发,CVT才真正拥有完全的自主产权。CVT嵌入式控制系统的内容包括：动力总成的一体化控制(即发动机与变速器的协调控制)、起步离合器控制、液力变矩器控制、CVT速比控制、CVT夹紧力控制、CVT系统故障诊断与CAN通信数据网络等核心技术组成。CVT嵌入式控制系统可分为嵌入式硬件系统和嵌入式软件系统两部分。论文在CVT前期课题的基础上,进一步丰富和完善了CVT软件系统和故障诊断系统,使国产CVT嵌入式控制系统从实验室走向了市场,并经受住了国内外巨大市场的严酷的考验。
Because of the good drivability and comfort, CVT becomes more and more popular in the market, clamping force control and ratio control is one of the most difficult technologies of CVT. Based on the International Cooperation Project "New generation Continuously Variable Transmission with higher Torque Density", to decrease the CVT power consuming, in this paper some new design ideas and new structures are cited, which are evaluated bv a lot of test. The test results shows that CVT power consuming can be significantly decreased by this control method and also the vehicle economic is improved. The main research content includes:
1Hydraulic system is the actuator of CVT, clamping force control and ratio control are realized via it. So, in this paper, to meet the requirements of lower power consuming, higher torque density and higher efficiency, starting from the hydraulic principle, the creative new structure and new strategy is detailed described.(1)the dual-acting pump is used, not only meet the flow requirements under different working conditions, and also can greatly decrease the overflow power loss is decreased.(2)Taken the proportional solenoid as the pilot valve, which satisfies the precondition of control precision, the structure complexity and manufacturing cost are both reduced.(3) The primary pressure is independent, i.e, the primary pressure does not depend on the secondary pressure, so the primary cylinder can be designed more freely and the CVT structure can also be better than the dependent circuit.(4) The primary/secondary pressure can be controlled respectively without depending on each other, which can enable lower system pressure. By this method the control precision of clamping force control and ratio control can be both improved. At last, the mathematic model of hydraulic components are built up, then the dynamic performance of hydraulic system is simulated. Simulation result and test result show good consistency after comparison.
In the traditional control strategy, the power loss is mainly caused by the variator because of the1.3safety factor. To guarantee the torque safety and to get rid of belt slip, one control scheme without any sensor added is tested on the clamping force test rig. One importance relation is founded that Fαx|η=max 3Extreme-seeking controller can reduce the clamping force and increase the transmission efficiency. But for ratio changing process, the dynamic tracing is slower. Consideration to belt safety under dynamic condition and high efficiency under stable condition, in this paper, the comprehensive control of extreme-seeking control and traditional safety factor control is one main research content, i.e, under stable condition the extreme-seeking method will be used, while under unstable condtion the extreme-seeking will be disabled and traditional method will be used. This comprehensive control can not only increase the robustness of ratio control and the ability of anti-shock, also the vehicle economic performance can be improved.
4The comprehensive control method needs to be evaluated by fatigue test and reliability test. Starting from the variator failure mechanism, to find the key factor that causes control failure, the fatigue and reliability test rig is developed, then the test method and test data are analyzed. The road test can reflects the CVT status more directly, so the25,000kilo-meter road test is also carried out. The oil inspection result shows that the wear is of the normal level. The reliability of this comprehensive control is proved by rig test and road test.
5The embedded control system is one of the key technology in CVT, also is one bottleneck technique. Only after this technology is grasped, the CVT industrialization can be realized. The embedded system includes:the integrated control of power system(i.e, comprehensive control of engine and CVT), starting clutch control, torque convertor control, ratio control, clamping force control, failure diagnosis and the CAN bus communication, Etc. The embedded control system can be divided into hardware and software. In this paper, based on the previous working foundation, the failure diagnosis system is further perfected, which promoting the self-developed software move from test-room towards market. The software is proved can endure the market test.
1、无级自动变速器电液系统是CVT的执行机构,夹紧力控制、速比控制都是通过液压系统实现的。为此,课题先从液压系统原理入手,围绕低损耗、高密度及高效CVT的总体要求,对CVT的创新结构和策略做了详尽的说明。(1)采用了流量自适应的用双油泵回路,可满足变工况下对不同流量的需求,大大降低了液压溢流损失；(2)选用相同的比例电磁阀作为先导阀,在满足液压控制精度和可靠性的条件下,降低了液压系统复杂性和制造成本：(3)主从动轮的液压缸采用独立液压系统,主动液压缸径不再依赖从动缸径,可以独立设计,使得变速器结构设计更加合理；(4)主／从动缸的压力可以独立控制,可降低系统的总压力,提高CVT夹紧力、速比的控制精度。最后,建立了元件模块化的数学建模,通过硬件在环仿真研究了液压系统动态特性,通过模型的仿真结果和实测数据对比,两者达到了很好的一致性。
2、传统夹紧力控制采用安全系数为1.3,变速器夹紧机构的能量损耗占很大一部分。为保证金属带传递可靠,在任何时候不出现打滑现象,进一步试验研究了不增加新的传感器的原技术方案。在搭建的专用CVT夹紧力试验台上,进行了大量的相关测试,发现了一个非常重要的关系：Fax|η=ηmax
4、极值搜索法和传统夹紧力组合控制方式是否完善还需通过变速器的耐久和可靠性试验验证。课题从带轮失效机理出发,为找出CVT控制失效的关键因素,开发了适合变速器耐久和可靠性测试的台架,并对测试方法和检测内容进行了分析。整车道路试验更是直接反应了CVT产品的状态,还对匹配的CVT车辆进行试验场的2.5万公里可靠性试验,并对油品进行了检测,结果表明磨损在合理的范围之内,室内试验和路面试验同时验证了组合控制方式的可靠性。
5、嵌入式控制系统是CVT重点之一,也是CVT产业化技术的瓶颈之一,只有掌握了嵌入式系统的开发,CVT才真正拥有完全的自主产权。CVT嵌入式控制系统的内容包括：动力总成的一体化控制(即发动机与变速器的协调控制)、起步离合器控制、液力变矩器控制、CVT速比控制、CVT夹紧力控制、CVT系统故障诊断与CAN通信数据网络等核心技术组成。CVT嵌入式控制系统可分为嵌入式硬件系统和嵌入式软件系统两部分。论文在CVT前期课题的基础上,进一步丰富和完善了CVT软件系统和故障诊断系统,使国产CVT嵌入式控制系统从实验室走向了市场,并经受住了国内外巨大市场的严酷的考验。
Because of the good drivability and comfort, CVT becomes more and more popular in the market, clamping force control and ratio control is one of the most difficult technologies of CVT. Based on the International Cooperation Project "New generation Continuously Variable Transmission with higher Torque Density", to decrease the CVT power consuming, in this paper some new design ideas and new structures are cited, which are evaluated bv a lot of test. The test results shows that CVT power consuming can be significantly decreased by this control method and also the vehicle economic is improved. The main research content includes:
1Hydraulic system is the actuator of CVT, clamping force control and ratio control are realized via it. So, in this paper, to meet the requirements of lower power consuming, higher torque density and higher efficiency, starting from the hydraulic principle, the creative new structure and new strategy is detailed described.(1)the dual-acting pump is used, not only meet the flow requirements under different working conditions, and also can greatly decrease the overflow power loss is decreased.(2)Taken the proportional solenoid as the pilot valve, which satisfies the precondition of control precision, the structure complexity and manufacturing cost are both reduced.(3) The primary pressure is independent, i.e, the primary pressure does not depend on the secondary pressure, so the primary cylinder can be designed more freely and the CVT structure can also be better than the dependent circuit.(4) The primary/secondary pressure can be controlled respectively without depending on each other, which can enable lower system pressure. By this method the control precision of clamping force control and ratio control can be both improved. At last, the mathematic model of hydraulic components are built up, then the dynamic performance of hydraulic system is simulated. Simulation result and test result show good consistency after comparison.
In the traditional control strategy, the power loss is mainly caused by the variator because of the1.3safety factor. To guarantee the torque safety and to get rid of belt slip, one control scheme without any sensor added is tested on the clamping force test rig. One importance relation is founded that Fαx|η=max
4The comprehensive control method needs to be evaluated by fatigue test and reliability test. Starting from the variator failure mechanism, to find the key factor that causes control failure, the fatigue and reliability test rig is developed, then the test method and test data are analyzed. The road test can reflects the CVT status more directly, so the25,000kilo-meter road test is also carried out. The oil inspection result shows that the wear is of the normal level. The reliability of this comprehensive control is proved by rig test and road test.
5The embedded control system is one of the key technology in CVT, also is one bottleneck technique. Only after this technology is grasped, the CVT industrialization can be realized. The embedded system includes:the integrated control of power system(i.e, comprehensive control of engine and CVT), starting clutch control, torque convertor control, ratio control, clamping force control, failure diagnosis and the CAN bus communication, Etc. The embedded control system can be divided into hardware and software. In this paper, based on the previous working foundation, the failure diagnosis system is further perfected, which promoting the self-developed software move from test-room towards market. The software is proved can endure the market test.
引文
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