CN101096996B - 在齿轮-齿轮换档期间控制变速器转矩输出的设备和方法 - Google Patents

在齿轮-齿轮换档期间控制变速器转矩输出的设备和方法 Download PDF

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CN101096996B
CN101096996B CN2007101273222A CN200710127322A CN101096996B CN 101096996 B CN101096996 B CN 101096996B CN 2007101273222 A CN2007101273222 A CN 2007101273222A CN 200710127322 A CN200710127322 A CN 200710127322A CN 101096996 B CN101096996 B CN 101096996B
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torque
gear
output
gear arrangement
transmitter
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CN101096996A (zh
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J·-J·F·萨
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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    • B60W20/30—Control strategies involving selection of transmission gear ratio
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    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
    • F16H2037/102—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts the input or output shaft of the transmission is connected or connectable to two or more differentials
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    • F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
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    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
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    • F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
    • F16H2037/105—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts characterised by number of modes or ranges, e.g. for compound gearing
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    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
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Abstract

提供一种用于实现一种方法的控制***，该方法用于当脱离断开的转矩传递装置时，在齿轮-齿轮的换档事件过程中控制从双模式复合分离的电动机械变速器输出的转矩。该控制***包括控制变速器操作的计算机程序。确定从变速器装置输出的预先确定的优选转矩。控制从转矩产生装置输出的转矩。根据可利用的蓄电池电源，控制和限制在选择性致动的转矩传递装置上传送的转矩。优选地在换档事件过程中根据转矩传递装置的温度来致动即将应用的转矩传递装置。根据变速器输入的旋转速度和换档经过的时间确定在换档事件过程中的温度。

Description

在齿轮-齿轮换档期间控制变速器转矩输出的设备和方法
技术领域
本发明一般涉及用于燃料/电动混合动力***的动力系控制***，更加特别地，涉及在变速器换档过程中的动力系控制。
背景技术
已知的各种混合动力结构用于管理混合动力车辆中各种转矩产生装置的输入转矩和输出转矩，所述转矩产生装置通常为内燃机和发电机。一种这样的混合动力结构包括双模式复合分离的电动机械变速器，它利用了从原动机动力源接收动力转矩的输入构件，典型的是内燃机，和将动力转矩从变速器传递给车辆动力传动***的输出构件。第一和第二发电机可操作地与电能存储器件连接，用于在它们之间交换电能。第一和第二发电机包括电机/发电机，该电机/发电机操作成将电能转换成动力转矩输入给变速器，而不受来自内燃机的输入转矩的限制。该第一和第二发电机还操作成将通过车辆动力传动***传递的车辆动能转换成电能电势，该电能电势存储在电能存储器件中。提供一控制单元用于调整电能存储器件和第一、第二发电机之间的电能交换。
实现包括变速器的动力***的工程师的任务是开发换档方案。这种变速器***典型地包括能够在多个固定齿轮模式之一中操作的装置，其中响应于预定的工作状况在固定齿轮之间换档，通常不涉及车辆驾驶员换档的明显(overt)要求。
在固定齿轮的操作中，内燃机通过向变速器装置提供输入速度和转矩进行操作。变速器输入速度等于初始的固定齿轮比乘以变速器输出速度。当指示换档时，转矩将从当前施加的离合器卸载。当施加即将应用的(oncoming)离合器时，来自内燃机的变速器输入速度需要匹配即将应用的齿轮比乘以变速器输出速度。当来自发动机的输入速度不匹配即将应用的齿轮比乘以变速器输出速度时，会产生令用户不满意的动力传动***冲击、离合器滑转以及其它问题。此外，诸如动力传动***冲击和离合器滑转的这些动作会影响变速器离合器的工作温度，并因此影响离合器的耐用性。在具有多个转矩产生装置的混合动力***上，存在多个影响动力系操作的附加变量和自由度，这在换档操作过程中是必须考虑和管理的。
因此，需要一种方法和装置，用来在对混合动力***执行齿轮换档动作的过程中控制动力系的操作，从而解决上面提到的问题。
发明内容
为了解决上面提到的问题，提供一种制造物品以实现一种方法，该方法用于当脱离断开的转矩传递装置时，在齿轮-齿轮换档事件过程中控制从示例性动力系的变速器装置输出的转矩。
根据本发明，示例性的动力***包括多个转矩产生装置，每个转矩产生装置操作成向变速器装置和车辆动力传动***提供动力转矩，该示例性变速器装置包括具有四个固定齿轮比的双模式复合分离的混合电动机械变速器。存在多个齿轮，这些齿***作成利用多个转矩传递装置在变速器装置和输出轴之间传送转矩。优选地，转矩产生装置包括一对发电机和内燃机。转矩传递的形式可以是通过变速器从一个转矩产生装置向车辆动力传动***传送动力转矩。
本发明的一个方面包括上述制造物品，它包括为实现该方法而在其中编码有的计算机程序的存储介质，其中该存储介质集成在电子控制***中。该方法优选作为分布式电子控制***中的计算机程序执行，该电子控制***控制变速器的操作。该方法首先包括从变速器装置输出的预先确定的优选转矩。在换档过程中，控制从操作成向变速器装置传送动力转矩的多个转矩产生装置中的每一个输出的转矩。在选择性致动的转矩传递装置上传送的转矩优选控制成大体上满足从变速器装置输出的预先确定的优选转矩。
本发明的一个方面包括具有双模式复合分离的电动机械变速器的变速器，其中转矩产生装置包括发电机。根据可利用的蓄电池电源来限制从发电机输出的动力转矩，该发电机操作成向变速器装置传送动力转矩。每个发电机操作成独立地向变速器传递动力转矩。
本发明的另一个方面包括具有四个转矩传递装置的变速器装置，该转矩传递装置操作成在具有至少四个固定齿轮模式和两种连续变化模式的工作范围中控制变速器。
本发明的另一个方面包括进一步具有内燃机的转矩产生装置。
本发明的另一个方面包括操作成向车辆动力传动***提供动力转矩的变速器。
本发明的另一个方面包括从变速器装置输出的预先确定的优选转矩，该转矩包括一系列时基值，其用于在换档事件过程中根据驾驶员的预期而导出的输出转矩。
本发明的另一个方面包括在换档事件过程中根据选择性致动的转矩传递装置的温度来控制转矩传递装置的致动。在换档事件过程中选择性致动的转矩传递装置的温度可根据传递到变速器的输入轴的旋转速度和换档经过的时间来确定。
本发明的另一个方面包括在换档事件过程中根据选择性致动的转矩传递装置的滑转来控制转矩传递装置的致动。其包括在换档事件过程中根据转矩传递装置的温度来控制在选择性致动的转矩传递装置上传送的转矩。
本发明的另一个方面包括在换档事件过程中根据传递到变速器的输入轴的旋转和换档经过的时间来确定转矩传递装置的温度。
当阅读和理解了下面对实施例的详细描述之后，本发明的这些和其它方面对本领域技术人员来说将变得显而易见。
附图说明
本发明在某些部件和部件的布置方面采用物理形式，并详细地在随附的附图中描述和示出了该发明的优选实施例，这些附图构成本发明的一部分，其中：
图1是根据本发明的示例性动力系的示意图；
图2是根据本发明用于控制器和动力系的示例性结构的示意图；以及
图3A、3B和3C包括了根据本发明的示例性数据曲线图。
具体实施方式
现在参考附图，其中所示出的仅仅是为了说明本发明的目的，而不是为了限制本发明，图1和2示出了包括发动机14、变速器10、控制***和动力传动***的***，该***根据本发明的一个实施例进行构造。
在2005年6月23日公开的、标题为具有四个固定速比的双模式 复合分离的混合动力电动机械变速器的、公开号为No.2005/0137042A1的共同转让的美国专利申请中详细公开了示例性变速器10的机械性质，在此将该专利引入作为参考。图1中描述了体现本发明的思想的示例性的双模式复合分离的电动机械混合变速器，其一般地用数字10表示。变速器10具有优选由发动机14直接驱动的输入轴12。瞬间转矩减震器20结合在发动机14的输出轴18和变速器10的输入构件12之间。瞬间转矩减震器20优选包括具有分别如78和79所示的制动机构和弹簧的转矩传递装置77。该瞬间转矩减震器20允许发动机14选择性地啮合变速器10，但是必须理解，可以不利用转矩传递装置77改变或控制变速器10操作的模式。转矩传递装置77优选包括液压操作的摩擦离合器，其表示为离合器C5。
发动机14可以是多种形式的内燃机中的任何一种，例如火花点火发动机或压缩点火发动机，其非常适合于在一定的工作速度范围上向变速器10提供功率输出，所述范围是处于或者接近600转每分钟(RPM)的怠速到超过6000RPM。不考虑发动机14与变速器10的输入构件12连接的方式，输入构件12与变速器10中的行星齿轮组24连接。
现在专门参考图1，变速器10利用了三个行星齿轮组24、26和28。第一行星齿轮组24具有围绕内环或中心齿轮构件32的外环齿轮构件30。多个行星齿轮构件34可转动地安装在行星架36上，使得每个行星齿轮构件34衔接地(meshingly)啮合外齿轮构件30和内齿轮构件32。
第二行星齿轮组26也具有围绕内环中心齿轮构件40的外环齿轮构件38。多个行星齿轮构件42可转动地安装在行星架44上，使得每个行星齿轮42衔接地啮合外齿轮构件38和内齿轮构件40。
第三行星齿轮组28也具有围绕内环中心齿轮构件48的外环齿轮构件46。多个行星齿轮构件50可转动地安装在行星架52上，使得每个行星齿轮50咬合地啮合外齿轮构件46和内齿轮构件48。
三个行星齿轮组24、26和28每一个都包括简单行星齿轮组。此外，第一和第二行星齿轮组24和26是复合的，因为第一行星齿轮组24的内齿轮构件32通过毂衬齿轮54与第二行星齿轮组26的外齿轮构件38连接在一起。连接在一起的第一行星齿轮组24的内齿轮构件32和第二行星齿轮组26的外齿轮构件38与包括电动机/发电机56的第一发电机连接，该第一发电机也表示为“MG-A”。
行星齿轮组24和26进一步被复合，因为第一行星齿轮组24的行星架36通过轴60与第二行星齿轮组26的行星架44连接在一起。因此，第一和第二行星齿轮组24和26的行星架36和44分别连接在一起。轴60还通过转矩传递装置62与第三行星齿轮组28的行星架52选择性地连接，该转矩传递装置将在下文中更加详细说明，其用于辅助选择变速器10的操作模式。第三行星齿轮组28的行星架52与变速器输出构件64直接连接。
在这里描述的实施例中，其中变速器10用于陆地车辆，输出构件64可操作地与动力传动***连接，该动力传动***包括将转矩输出提供给一个或多个车辆轮轴92或半轴(未示出)的变速箱90或其它转矩传递装置。接着，轮轴92在驱动构件96中终止。该驱动构件96可以是在其上被利用的车辆的前轮或后轮，或者它们可以是有轨车辆的驱动齿轮。该驱动构件96可以具有与其相关联的某种形式的轮闸94。每个驱动构件都具有速度参数NWHL，其包括通常用车轮转速传感器测量的每个车轮96的转速。
第二行星齿轮组26的内齿轮构件40通过套轴66与第三行星齿轮组28的内齿轮构件48连接，该套轴围绕在轴60周围。第三行星齿轮组28的外齿轮构件46通过转矩传递装置70与地面选择性地连接，该地面用变速箱壳68表示。转矩传递装置70也将在下文中进行说明，其也用于辅助选择变速器10的操作模式。套轴66还与包括电动机/发电机72的第二发电机连接，该第二发电机表示为MG-B。
所有行星齿轮组24、26和28以及MG-A和MG-B56和72都围绕在轴向方向布置的轴60同轴地定向。MG-A和MG-B 56和72都是环形结构，这允许它们围绕三个行星齿轮组24、26和28，从而行星齿轮组24、26和28布置在MG-A和MG-B56和72的放射状径向内部。如下文所描述的，分解器80与每个MG-A和MG-B连接。
转矩传递装置C3 73选择性地将中心齿轮40与地面连接，也就是与变速箱壳68连接。通过选择性地将中心齿轮40与行星架44连接，转矩传递装置即C4 75可作为锁定离合器、锁定的行星齿轮组24、26、MG-A和MG-B 56，72以及输入操作成作为一个组而旋转。转矩传递装置62、70、73、75都是摩擦离合器，其分别表示成下面的方式：离合器C1 70，离合器C2 62，离合器C3 73，以及离合器C4 75。优选地每个离合器都是液压致动的，当致动相应的离合器控制螺线管时，可从泵中接受增压的液压流体。利用已知的液压流体回路可以实现每一离合器的液压致动，该液压流体回路具有多个离合器控制螺线管，其在此没有详细描述。
由于来自存储于电能存储器件(ESD)74中的燃料或电势的能量转换，该变速器10从转矩产生装置接受输入动力转矩，该转矩产生装置包括发动机14和发电机56和72。典型地，该ESD74包括一个或多个电池。在不改变本发明的思想的条件下，可以使用能够存储电能并分配电能的其它电能和电气化学能存储器件代替电池。该ESD74优选根据多种因素确定尺寸，该因素包括再生要求、与典型的道路坡度和温度相关的应用问题、以及诸如排放物的推进要求、动力辅助和电灶。该ESD74通过直流电线或传递导线27与传动功率转换模块(TPIM)19高压直流耦合。该TPIM19是在下文参考图2描述的控制***的一个元件。该TPIM19通过传递导线29与第一发电机56连接，类似地，该TPIM19通过传递导线31与第二发电机72连接。电流可根据ESD74是被充电还是被放电而传递到ESD74或从ESD74传递出。TPIM19包括一对功率变换器和相应的电机控制器，该电机控制器配置成接收电机控制指令并由此控制变换器的状态，从而提供电机驱动或再生功能。
在电动机控制中，相应的变换器从直流电线接受电流，并通过传递导线29和31向相应的发电机即MG-A和MG-B提供交流电流。在再生控制中，相应的变换器通过传递导线29和31从发电机接受交流电流，并向直流电线27提供电流。提供给变换器或者从变换器提供的净直流电流确定电能存储器件74的充电或放电操作模式。优选地，MG-A 56和MG-B 72是三相交流发电机，变换器包括辅助性三相功率电子器件。
再次参考图1，驱动齿轮80可通过输入构件12表示。如所示出的，该驱动齿轮80将输入构件12与第一行星齿轮组24的外齿轮构件30固定连接，因此驱动齿轮80可通过行星齿轮组24和/或26从发动机14和/或发电机56和/或72接受功率。驱动齿轮80与内啮合齿轮82相衔接地啮合，接着，该内啮合齿轮与传动齿轮84相衔接地啮合，该传动齿轮固定在轴86的一端。轴86的另一端可以固定液压泵/传动液泵和/或动力输出(‘PTO’)单元，上述泵和/或动力输出单元可单独地或者共同地用88表示，并且包括附属负载。
现在参考图2，其示出了控制***的示意性方框图，该控制***包括分布式控制器结构。在下文中描述的部件包括整个车辆控制结构的子集，这些部件操作成对这里描述的动力***提供协调的***控制。该控制***操作成综合相关的信息和输入，然后执行算法控制各个致动器进而获得控制目标，包括一些参数，例如燃料经济性、排放物、性能、驱动性能，以及硬件保护，该硬件包括ESD74的电池和MG-A和MG-B 56、72。分布式控制器结构包括发动机控制模块(‘ECM’)23、变速器控制模块(‘TCM’)17、电池组控制模块(‘BPCM’)21，以及传动功率转换模块(‘TPIM’)19。混合动力控制模块(‘HCP’)5提供上述控制模块的拱形(overarching)控制和协调。一用户界面(‘UI’)13可操作地与多个装置连接，通常车辆驾驶员可通过这些装置控制或调整动力系的操作，该动力系包括变速器10。车辆驾驶员对用户界面13的示例性输入包括油门踏板、刹车踏板、变速齿轮选择器和车辆速度巡航控制。每一上述控制器通过局域网(‘LAN’)总线6与其他控制器、传感器和致动器通信。该LAN总线6允许控制参数和指令在各个控制器之间进行结构化通信。所采用的特殊通信协议是根据应用特定的。作为实例，一个通信协议是汽车工程师学会标准J1939。LAN总线和合适的协议在上述的控制器和其他器之间提供健壮消息交换(robust messaging)和多控制器接口，该其他控制器可提供诸如防锁刹车、牵引控制和车辆稳定性的功能
HCP5提供混合动力***的拱形控制，用于ECM23、TCM17、TPIM19以及BPCM21的协调工作。根据来自用户界面13和动力系的各种输入信号，该动力系包括电池组，HCP5产生各种指令，包括：发动机转矩指令，用于变速器10的各离合器C1、C2、C3、C4的离合器转矩指令TCL_N；以及分别用于MG-A和MG-B的电动机转矩指令TA和TB。
ECM23可操作地与发动机14连接，其功能是从各个传感器获取数据，和通过多个离散的电线控制发动机14的各相应的致动器，该电线共同地示出为集合线35。ECM23从HCP5接受发动机转矩指令TE_CMD，并产生期望的轴向转矩和实际发动机转矩的指示，即输入到变速器的TI，该变速器与HCP5通信连接。为了简单起见，示出的ECM23通常具有经由集合线35的和发动机14双向接口。利用ECM23检测到的各种其它参数包括发动机冷却液温度、经由轴12传递给变速器的发动机输入速度(NI)、歧管压力、环境温度和环境压力。利用ECM23进行控制的各个致动器包括燃料喷射器、点火模块和风门控制模块。
TCM17可操作地与变速器10连接，其功能是从各个传感器获取数据，和向变速器提供指令信号。从TCM17传给HCP5的输入包括为每一离合器C1、C2、C3和C4估计的离合器转矩TCL_N_EST和输出轴64的旋转速度No。其它致动器和传感器用来从TCM向HCP提供用于控制目的的附加信息。
BPCM21与操作成监控ESD74的电流或电压参数的一个或多个传感器信号连接，以向HCP5提供有关电池状态的信息。该信息包括电池的电荷状态、电池电压VBAT和可获得的蓄电池电源PBAT_MIN和PBAT_MAX。
传动功率转换模块(TPIM)19包括一对功率变换器和电动机控制器，该电动机控制器配置成接受电动机控制指令并由此控制变换器的状态，从而提供电动机驱动或再生功能。TPIM19可操作成根据来自HCP5的输入产生用于MG-A 56和MG-B72的转矩指令TA和TB，该HCP5由驾驶员通过UI 13的输入和***操作参数驱动。MG-A和MG-B的电动机转矩即TA和TB由包括TPIM19的控制***实现，以控制MG-A和MG-B。MG-A和MG-B的单个电动机速度信号NA和NB分别由TPIM19从电动机相位信息或传统的转动传感器导出。该TPIM19确定和传送电动机速度NA和NB给HCP5。电能存储器件74通过直流电线27与TPIM19高压直流耦合。电流可根据ESD74是被充电还是被放电而传递到TPIM19或从TPIM19传递出。
每一上述控制模块优选是通用的数字计算机，其通常包括微处理器或中央处理单元，包括只读存储器(ROM)、随机存储器(RAM)、电可编程序只读存储器(EPROM)的存储介质，高速时钟，模数转换(A/D)和数模转换(D/A)电路，输入/输出电路和设备(I/O)以及合适的信号调节和缓冲电路。每一控制器具有一组控制算法，包括常驻程序指令和校准，其存储在ROM中并被执行以提供每一计算机的相应功能。各个计算机之间的信息传递优选利用上述的LAN6实现。
典型地，在每一控制模块中用于控制和状态估计的算法在预置的循环中执行，使得每一算法在每一循环中执行至少一次。利用预置的校准，存储在非易失性存储器件中的算法由一个中央处理单元执行，并操作成监控来自传感器的输入以及执行控制和诊断程序，从而控制相应设备的操作。典型地以规则的间隔执行循环，例如在前进的发动机和车辆使用过程中为每隔3.125、6.25、12.5、25和100毫秒。可替换地，响应于发生的动作执行算法。
响应于通过UI13捕获的驾驶员的动作，HCP的监控控制器5和一个或多个其它控制其可确定轴64所需的传动输出转矩T0。变速器10的选择性操纵的部件是适当受控的，并操纵成响应于驾驶员的要求。例如，在图1和2示出的示例性实施例中，当驾驶员已经选择了前进的换档位置并操控油门踏板或刹车踏板时，HCP5可确定变速器的输出转矩T0，该输出转矩T0影响车辆如何以及何时加速或减速。最终的车辆加速度受其它因素影响，例如包括道路负载、道路坡度和车辆质量。HCP5监控转矩产生装置的参数状态，并确定实现期望转矩输出所需的变速器输出。在HCP5的控制下，变速器10在从慢到快的输出速度范围上操作以满足驾驶员的要求。
双模式复合分离的电动机械变速器包括输出构件64，该输出构件通过变速器10内的两个不同的齿轮系接收输出功率，并以几种变速器操作模式操作，现在参考图1和下表1进行描述。
表1
Figure G2007101273222D00091
在上表中描述的各个变速器操作模式指明每个操作模式参与或致动了哪个特定的离合器C1、C2、C3、C4。附加地，在各个变速器操作模式中，MG-A和MG-B都作为电动机操作成产生动力转矩，或者都作为发电机操作成产生电能。当致动转矩传递装置70使第三行星齿轮组28的外齿轮构件46“接地”时，选择第一模式或齿轮系。当释放转矩传递装置70同时致动转矩传递装置62将轴60连接到第三行星齿轮组28的行星架52时，选择第二模式或齿轮系。当MG-A和MG-B 56，72作为电动机和发电机操作时，本发明范围之外的其他因素也会有影响，这里不再论述。
主要在图2中示出的控制***操作成在每一操作模式中提供一定范围的轴64的变速器输出速度No，其从相对慢变成相对快。在每一模式中具有从慢到快的输出速度范围的两种模式的组合允许变速器10将车辆从静止状态推进到高速公路速度，并满足如前所述的各种其它要求。附加地，控制***协调变速器10的操作，从而允许在各个模式之间进行同步换档。
操作的第一和第二模式是指变速器的功能由一个离合器即C1 62或C2 70中的任一离合器控制以及由发电机MG-A和MG-B 56和72的受控速度和转矩控制的情况，上述模式也可以称为连续变化的变速器模式。下面描述某些范围的操作，其中通过施加附加的离合器可实现固定速比。该附加的离合器可以是离合器C3 73或C4 75，如上表所示。
当施加附加离合器时，可获得变速器的输入-输出速度的固定速比即NI/No。发电机MG-A和MG-B56，72的旋转取决于由离合器限定的机构的内旋转，并与在轴12上确定或测量的输入速度NI成比例。机械MG-A和MG-B作为电动机或发电机操作。它们完全与发动机的输出功率流无关，由此能够使其都作为电动机，都用作发电机，或者其任意组合。例如，这允许在固定速比1的操作过程中，在轴64上从变速器输出的动力功率可通过行星齿轮组28由来自发动机的功率和来自MG-A和MG-B的功率提供，该行星齿轮组可接受来自能量存储器件74的功率。
通过在模式I或模式II的操作过程中激活或减活附加的离合器，变速器的操作模式可以在固定速比操作和连续变化模式操作之间切换。通过由控制***执行算法，可以确定在固定速比模式或连续变化模式中的操作，这一点在本发明的范围之外。
操作模式可以重叠操作的速比，并且该选择还取决于驾驶员的输入和车辆对该输入的响应。当啮合离合器C1 70和C4 75时，RANGE1主要处于模式I的操作中。当啮合离合器C2 62和C1 70时，RANGE2处于模式I和模式II的操作中。当啮合离合器C2 62和C4 75时，可在模式II中主要获得第三固定速比范围，以及当啮合离合器C2 62和C373时，可在模式II中获得第四固定速比范围。应该注意，模式I和模式II的工作范围典型地显著重叠。
在上文描述的示例性动力***的输出由于机械和***限制而受到限制。在轴64上测量的变速器的输出速度No由于在轴18上测量的发动机输出速度NE和在轴12上测量的变速器输入速度NI的限制以及表示为+/-NA，+/-NB的MG-A和MG-B的速度限制而受限制。变速器64的输出转矩To由于发动机输入转矩TB和在瞬间转矩减震器20后面的轴12上测量的输入转矩TI的限制以及MG-A和MG-B 56，72的转矩限制(TA_MAX，TA_MIN，TB_MAX，TB_MIN)而同样受到限制。
在操作中，在示例性的变速器中由于驾驶员对输出转矩要求的变化而进行换档，典型地是通过传递给UI13的输入进行通信，该输入包括油门踏板、刹车踏板、变速齿轮选择器和车辆速度巡航控制***。附加地，对输出转矩要求的变化可以根据外部条件的变化进行预测，例如包括道路坡度、道路表面情况或者风载荷的变化。此外，对输出转矩要求的变化可以根据因控制器指令导致的动力系转矩要求的变化进行预测，该控制器指令用于在电能产生模式和转矩产生模式之间改变两个发电机中的一个。分布式控制结构可协调地用于确定变速器操纵齿轮的变化的要求，并执行上述步骤以实现齿轮变换。
现在参考图3，描述固定齿轮-固定齿轮的换档操作的元件的示意图，包括控制各个机械的操作和上述动力***的致动器。特别地参考图3A，输入速度NI的曲线图，该输入速度NI是时间的函数，该曲线图示出示例性动力***的操作。线A包括对输入速度NI的描绘，其示出了与之前参考表1描述的第一齿轮比GR1乘以变速器输出No的关系。线B包括对输入速度NI的描述，其示出了与之前参考表1描述的第二齿轮比GR2乘以变速器输出No的关系。线C包括在换档事件过程中对输入速度NI的描述，其中从第一齿轮比GR1中的操作到第二齿轮比GR2中的操作存在受控过渡，其在时间点110开始，在时间点120结束。
特别地参考图3B，其示出了在换档过渡操作的过程中输入速度NI_dot的变化轮廓，其中在输入速度NI_dot方面存在三个不同的变化工作区域。该三个工作区域优选包括：区域D，其中NI_dot在减小，这表示传递给变速器的发动机输入在减速；区域E，其中NI_dot是恒定值；以及，区域F，其中NI_dot在增加，这表示传递给变速器的发动机输入在加速。NI_dot的轮廓优选是预定的轮廓，该预定的轮廓存储在控制***中，并被执行以在换档事件过程中控制发动机的工作。
特别地参考图3C，其示出了在从第一固定齿轮(这里示出为GR1)换档到第二固定齿轮(这里示出为GR2)的过程中的多个转矩输出图。线G包括一转矩轮廓，其具有在GR1和GR2之间的输出转矩的理想的线性时基插值，其中不用考虑***动量和惯性，以及对转矩产生装置的输出的限制。线H包括用于输出转矩的转矩轮廓，该转矩轮廓以发电机MG-A 56和MG-B 72的最大转矩产生能力为基础，其受电池组或ESD74的输出的进一步限制。线H不包括由即将应用的离合器(在此是情况是离合器C2)产生的转矩。线I包括输出转矩To的校准时基值，其可根据在换档事件过程中传递给车辆动力传动***的输出转矩的驾驶员预期而导出。线I是用于从变速器优选地传递到轴64的转矩输出的预定轮廓，其存储在控制***的一个控制模块中。该转矩输出有必要根据***的转矩产生能力进行限制，包括即将应用的离合器(在此是C2)的工作极限。
即将应用的离合器的工作极限主要是通过离合器能量上的限制来驱动。离合器能量通过因离合器滑转导致的离合器温度升高来驱动，这将在下文中描述。线J包括用于操作变速器的最大执行转矩输出，其优选地根据所有上述约束导出，这些约束包括输入速度NI_dot的变化轮廓，输出转矩To在GR1和GR2之间的理想的线性时基插值，基于发电机的最大转矩产生能力的输出转矩，根据对转矩输出的驾驶员预期而导出的输出转矩To的校准时基值，以及即将应用的离合器的工作极限。在此将描述该操作。
在数学上描述参考图3论述的关系，然后将其简化到可在上面描述的控制***中执行的算法。下面示出了控制方程，在方程式1中：
T I T o = C 11 C 12 C 21 C 22 * T A T B + D 11 D 12 D 21 D 22 * Ni _ dot No _ dot + K I K o * Tc _ on - - - [ 1 ]
其中
TI和To分别是变速器的输入和输出转矩；
TA和TB分别是MG-A和MG-B的输出转矩；
TC_ON在该实例中是即将应用的离合器如用于G2的C2的转矩以及
C11、C12、C21、C22、D11、D12、D21、D22、KI和Ko包括通过经验导出的标量值。
方程式1可简化为：
T I T o = T I M T o M + T I N T o N + T I C T o C - - - [ 2 ]
其中：
TIM、ToM表示输入和输出的电机转矩；
TIN、ToN表示输入和输出的变速器转矩；以及
TIC和ToC表示即将应用的离合器转矩。
方程式2可简化为：
T I T o = T I X T o X + T I C T o C - - - [ 3 ]
对于方程式3来说，一个重要的有实际意义的值包括用图3C中的线H表示的ToX因数的最大值。
再次参考图3和方程式1、2和3，NI_dot的值是已知的校准，No_dot是容易在输出轴64上测量到的测量值。TA和TB的值是通过测量流过TPIM到每一MG-A和MG-B上的电流而得到的已知测量值。因此，即将应用的离合器转矩TC_ON的所需值的范围是可确定和计算的。
当确定了即将应用的离合器转矩TC_ON的所需值的范围时，就能够导出基于离合器转矩能量的限制，从而获得再次参考图3C的线I示出的期望输出转矩。由于离合器滑转导致的离合器温度升高，因此即将应用的离合器(在此是C2)的工作极限可按以下方式确定，并主要由离合器能量上的限制来驱动。现在作为实例描述这种可容许能量的确定。示例性的离合器C2在20千焦(kJ)的相关热容量上的最大可容许工作温度的范围是80℃至250℃。离合器温度可以根据变速器的工作温度和其它因素进行估算。为了方便计算，在这种情况下其估算为150℃，这意味着其余的离合器能量是20*(100/170)或大约12kJ。假定换档操作需要半秒或者500毫秒的时间。在进行换档的这段时间内，根据NI_dot的轮廓、输出速度和即将应用的齿轮比No*GR2可确定离合器滑转。利用功率、能量和时间之间的已知关系，能够容易地确定在该实例中形式为滑转，和离合器摩擦的离合器能量必须不超过160N-m的最大值，从而保持离合器装置的物理完整性。于是能够据此确定即将应用的离合器转矩Tc_on。
应该理解，特定应用的质量、惯性、摩擦因数以及动力传动***的其它特性和参数会影响各种动力系和动力传动***的工作状态，因此响应时间和幅度旨在是示例性的，而且对动力***的总体操作的描述也是示例性的。
如前所述，变速器装置10包括多个齿轮和操作成在转矩产生装置14、56、72和输出轴64以及动力传动***的驱动轮96之间传递转矩的转矩传递装置。转矩传递可包括从一个或多个转矩产生装置14、56、72向动力传动***传递动力转矩。作为通常称为发动机制动过程的结果，转矩传递可包括通过动力传动***和变速器从驱动轮96向一个或多个转矩产生装置14、56、72传递转矩。在这种结构中，发动机制动包括通过转矩传递装置即离合器C1、C2、C3、C4向转矩产生装置14、56、72传递因来自输出轴64的车辆动量导致的至少部分动力传动***的转矩。所传递的转矩以通过MG-A和MG-B产生电能的形式、以及以通过内燃机14进行发动机制动的形式被动力系吸收。
应该理解，在本发明的范围内，对变速器硬件的修改是允许的。已经具体参考了优选的实施例和其变型描述了本发明。在阅读和理解了说明书时可以对其作进一步的修改和替换。期望的是包括所有这样的修改和替换，只要它们属于本发明的范围。

Claims (13)

1.一种用于当脱离断开的转矩传递装置时，在齿轮-齿轮的换档事件过程中控制从变速器装置输出的转矩的设备，该设备包括：
用于预先确定从变速器装置输出的转矩的装置；
用于控制从多个转矩产生装置中的每一个输出的转矩的装置，该转矩产生装置操作成向变速器装置传递动力转矩；以及
用于控制在选择性致动的转矩传递装置上传送的转矩以满足所述预先确定的从变速器装置输出的转矩的装置，
其中用于控制在选择性致动转矩传递装置上传送的转矩以满足所述预先确定的从变速器装置输出的转矩的装置还包括：用于在换档事件过程中根据选择性致动的转矩传递装置的温度来控制转矩传递装置致动的装置，
其中在换档事件过程中选择性致动的转矩传递装置的温度是根据变速器输入轴的旋转速度和执行换档事件所经过的时间而确定的。
2.如权利要求1所述的设备，其中用于控制在选择性致动的转矩传递装置上传送的转矩以满足所述预先确定的从变速器装置输出的转矩的装置还包括：用于控制从每一转矩产生装置输出的转矩以匹配从变速器装置输出的预先确定的转矩的装置。
3.如权利要求2所述的设备，其中变速器包括双模式复合分离的电动机械变速器。
4.如权利要求3所述的设备，其中转矩产生装置包括发电机。
5.如权利要求4所述的设备，还包括多个操作成向变速器装置传送动力转矩的转矩产生装置，其中动力转矩根据蓄电池电源而被限制。
6.如权利要求5所述的设备，其中每个发电机都操作成向变速器装置独立地传送动力转矩。
7.如权利要求6所述的设备，其中转矩产生装置还包括内燃机。
8.如权利要求3所述的设备，其中双模式复合分离的电动机械变速器包括具有四个转矩传递装置的变速器，该转矩传递装置操作成在包括四个固定齿轮模式和两个连续变化的模式的工作范围中控制变速器。
9.如权利要求8所述的设备，其中动力***操作成向车辆的动力传动***提供动力转矩。
10.如权利要求1所述的设备，其中用于预先确定从变速器装置输出的转矩的装置包括一系列时基值，其用于在换档事件过程中根据驾驶员的预期所导出的输出转矩。
11.如权利要求1所述的设备，其中用于控制在选择性致动的转矩传递装置上传送的转矩以满足所述预先确定的从变速器装置输出的转矩的装置还包括：用于在换档事件过程中根据选择性致动的转矩传递装置的滑转来控制转矩传递装置致动的装置。
12.一种用于当脱离断开的转矩传递装置时在齿轮-齿轮的换档事件过程中控制从变速器装置输出的转矩的方法，该方法包括：
预先确定从变速器装置输出的转矩；
控制从多个转矩产生装置的每一个输出的转矩，该转矩产生装置操作成向变速器装置传送动力转矩；
控制在选择性致动的转矩传递装置上传送的转矩以满足所述预先确定的从变速器装置输出的转矩，其中控制在选择性致动的转矩传递装置上传送的转矩还包括在换档事件过程中根据转矩传递装置的温度来控制转矩传递装置的致动，以及
根据变速器输入轴的旋转和换档经过的时间来确定在换档事件过程中转矩传递装置的温度。
13.如权利要求12所述的方法，其中控制从操作成向变速器装置传送动力转矩的多个转矩产生装置的每一个输出的转矩还包括，当转矩产生装置包括发电机时，根据可利用的蓄电池电源来限制从每一转矩产生装置输出的转矩。
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