CN101230909B - 控制机电变速器液压控制回路的操作的方法和设备 - Google Patents

控制机电变速器液压控制回路的操作的方法和设备 Download PDF

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CN101230909B
CN101230909B CN200710167933XA CN200710167933A CN101230909B CN 101230909 B CN101230909 B CN 101230909B CN 200710167933X A CN200710167933X A CN 200710167933XA CN 200710167933 A CN200710167933 A CN 200710167933A CN 101230909 B CN101230909 B CN 101230909B
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motor
hydraulic circuit
oil hydraulic
flow rate
confirm
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CN101230909A (zh
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J·-J·F·萨
A·科塔里
B·R·斯奈德
M·D·福斯特
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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Abstract

本发明涉及一种控制机电变速器液压控制回路的操作的方法和设备。具体地说，提供了用于控制机电变速器以有选择性地操作于多个固定传动模式和连续可变模式内的方法和设备。典型的变速器包括第一和第二电机以及液压回路，所述液压回路包括多个压力控制装置和流量管理阀。所述方法包括监测所述电机的操作温度。确定所述液压回路中可有效降低所述电机的操作温度的冷却流率。确定各所述电机的主动冷却能力。有选择性地控制所述液压回路中的液压流。

Description

控制机电变速器液压控制回路的操作的方法和设备
技术领域
本发明总地控制机电变速器的控制***，尤其涉及液压回路的控制。
背景技术
燃料/电子混合动力结构包括通过变速器装置向车辆传动系传递扭矩的扭矩发生装置，包括内燃机和电机。一个这种变速器包括双模式复合分配机电变速器，该变速器利用输入元件从内燃机接收运动扭矩，利用输出元件从变速器向车辆传动系运动扭矩。典型的机电变速器通过扭矩传递离合器的致动，可有选择地操作于固定传动模式和连续可变模式中。当变速器输出元件与发动机输入元件转速比固定时，通常由于一个或多个扭矩传递离合器的致动，出现固定传动模式。当变速器输出元件的转速基于一个或多个电机的运行速度可变时，出现连续可变模式。电机可通过离合器的致动连接到输出轴，或者直接连接。离合器致动和不起作用通常通过液压回路实施，包括电动液压流控制阀、压力控制螺线管和由控制模式控制的压力监测装置。
设计具有带液压致动离合器的机电变速器的动力***的工程师，采用变速器控制模式，以管理电机的运行温度。在下文中描述这种***。
发明内容
为了解决上述问题，根据本发明的实施例，提供了用于控制机电变速器以有选择性地操作于多个固定传动模式和连续可变模式内的、包括控制***的方法和设备。典型的机电变速器包括第一和第二电机以及液压回路，所述液压回路包括多个压力控制装置和流量管理阀。所述方法包括监测所述电机的操作温度。确定所述液压回路中可有效降低所述电机的操作温度的冷却流率。确定各所述电机的主动冷却能力。有选择性地控制所述液压回路中的液压流。
通过阅读和理解下面对实施例的详细描述，本领域的技术人员会理解本发明的这些及其它方面。
附图说明
本发明在某些部分和布置中可采用自然的形式，下面结合形成其一部分的附图详细描述实施例，其中：
图1为根据本发明的典型动力系的示意图；
图2为根据本发明的控制***和动力系的典型结构的示意图；
图3为根据本发明的液压回路的示意图；以及
图4为根据本发明的算法流程图。
具体实施方式
现在参考附图，其中该描述仅仅是示出本发明的目的，而不是限制本发明，图1、2和3示出了包括发动机14、变速器10、控制***和液压控制回路42的***，其中液压控制回路42根据本发明的实施例构造而成。
在共同转让的、题为“Two-Mode，Compound-Split，Hybrid Electro-Mechanical Transmission having Four Fixed Ratios”的美国专利No.6,953,409中详细描述了典型变速器10的机械方面，这里通过参考将其并入本文。图1中示出了具有本发明的概念的典型双模式复合分配机电混合动力变速器，其总地由标记10表示。变速器10具有优选由内燃机14直接驱动的输入轴12。变速器10使用三个行星齿轮组24、26和28，以及四个扭矩传递装置，即离合器C1 70、C2 62、C3 73和C4 75。优选由变速器控制模块17控制的电动液压控制***42可操作，以通过液压流体管路132、134、136和138控制离合器的致动和不起作用。离合器C2和C4优选包括液压致动的旋转摩擦离合器。离合器C1和C3优选包括固定到变速器壳体68的液压致动的固定装置。
三个行星齿轮组24、26和28各包括简单行星齿轮组。另外，第一和第二行星齿轮组24和26为复合的，其中第一行星齿轮组24的内齿轮元件连接到第二行星齿轮组26的外齿轮元件，并且连接到包括电动机/发电机56(也称为“MG-A”)的第一电机。
行星齿轮组24和26还复合为，第一行星齿轮组24的行星架36通过轴60连接到第二行星齿轮组26的行星架44。这样，第一和第二行星齿轮组24和26的行星架36和44分别连接。轴60还通过离合器C2 62有选择地连接到第三行星齿轮组28的行星架52。第三行星齿轮组28的行星架52直接连接到变速器输出元件64。第二行星齿轮组26的内齿轮元件通过环绕轴60的套轴66连接到第三行星齿轮组28的内齿轮元件，并且连接到包括电动机/发电机72(称为“MG-B”)的第二电机。
所有的行星齿轮组24、26和28以及MG-A 56和MG-B 72同轴地定位，绕着轴60轴向布置。Mg-A 56和Mg-B 72都为环状结构，这允许其环绕三个行星齿轮组24、26和28，使得行星齿轮组24、26和28布置在Mg-A 56和Mg-B 72径向内部。变速器输出元件64可操作地连接到车辆传动系以提供运动扭矩。各离合器优选为液压致动的，通过下面参考图3所述的电动液压控制回路42从下述泵接收增压液压流体。
变速器10从扭矩发生装置(包括发动机14、Mg-A 56和Mg-B 72)接收由于燃料或电能存储装置(ESD)74内存储的电势的能量转换而产生的输入运动扭矩。ESD 74通常包括一个或多个电池。还可使用具有存储电能和分配电能的能力的其它电能和电化学能存储装置来替代电池，而不改变本发明的概念。ESD 74的大小优选基于下列因素，包括再生需求、与典型道路坡度和温度相关的应用结果和推进需要(例如，排放、动力辅助和电动范围)。ESD 74为通过DC传输导体27联接到变速器功率变速器模块(TPIM)19的高压DC。TPIM 19为下面参考图2描述的控制***的元件。TPIM 19通过传输导体29向MG-A 56输送电能和从MG-A 56摄取电能，类似地，TPIM 19通过传输导体31向MG-B 72输送电能和从MG-B 72摄取电能。根据ESD 74是在充电还是在放电，向ESD 74输送或摄取电流。TPIM 19包括一对功率变换器和各自的电机控制模块，该电机控制模块构造成从其接收电机控制指令，并控制变换状态，以提供电机驱动或再生功能。
在监控控制下，各变换器从DC传输线路接收电流，并通过传输导体29和31向各电机(即，MG-A和MG-B)提供AC电流。在再生控制下，各变换器通过传输导体29和31从电机接收AC电流，并将电流传输至DC线路27。提供给变换器或从变换器提供的净DC电流确定了电能存储装置74的充放电操作模式。变换器包括已知的互补三相功率电气装置。优选地，MG-A 56和MG-B 72为三相AC电机，各电机具有可操作以在联接于变速器壳体的定子内旋转的转子。各电机定子包括以信号方式(signally)连接至TPIM的温度传感器(未示出)，其可操作以监测定子温度。
现在参考图2，示出了控制***的示意性框图，包括分布式控制模式结构。下文所述元件包括全体车辆控制结构的集合，其可操作以提供本文所述动力***的协调***控制。控制***可操作，以综合相关信息和输入，并进行运算，以控制各种致动器来达到控制目标，包括如燃料经济性、排放、性能、操作性能、及硬件(包括ESD 74的电池、MG-A 56和MG-B 72)防护这类参数。分布式控制模式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和TPIM 19。混合控制模块(‘HCP’)5提供全部控制及上述控制模块的协调。具有可操作地连接到多个装置的用户界面(‘UI’)13，车辆操作员通常通过操作员扭矩需求经由该UI 13来控制或指令动力系(包括变速器10)的操作。车辆操作员输入的典型UI 13包括加速踏板、制动踏板、变速器传动比选择器和车速巡航控制。上述各控制模块通过局域网(‘LAN’)总线6与其它控制模块、传感器和致动器通信。LAN总线6允许各控制模块之间的控制参数和指令的标准式通信。使用的具体通信协议为专用的。LAN总线及适当的协议在上述控制模块和提供如防抱死制动、牵引控制和车辆稳定性的功能的其它控制模块之间提供了有效的通信和多控制模块接口。
HCP 5提供了混合动力***用于协调ECM 23、TCM 17、TPIM 19和BPCM 21的全部控制。基于UI 13和动力系(包括电池组)的各路输入信号，HCP 5产生各种指令，包括：操作员扭矩需求，发动机扭矩指令，变速器10的各离合器C1、C2、C3、C4的离合器扭矩指令，以及MG-A和MG-B的电机扭矩指令。TCM可操作地连接到图3中所详示的电动液压控制回路42，包括监测各种压力感测装置(未示出)、产生和执行各种压力控制螺线管的信号、以及控制其中包含的阀。
ECM 23可操作地连接到发动机14，用于从多种传感器获取数据，并通过由集合线路35总地所示的多个不同线路分别控制发动机14的多种致动器。ECM 23从HCP 5接收发动机扭矩指令，并产生所需的车轴扭矩，实际发动机扭矩的指示输入到与HCP 5通信的变速器。为简便起见，ECM 23总地表示为具有通过集合线路35与发动机14双向交互的界面。ECM 23感测的各种其它参数包括发动机冷却液温度、发动机输入通向变速器的轴12的速度NI、歧管压力、环境空气温度、以及环境压力。ECM23可控制的各种致动器包括燃料喷射器、点火模块和节流控制模块。
TCM 17可操作地连接到变速器10，用于从多种传感器获取数据，并向变速器提供信号。从TCM 17至HCP 5的输入包括对各离合器C1、C2、C3和C4估计的离合器扭矩和输出轴64的转速NO。可使用其它致动器和传感器从TCM向HCP提供另外的信息，用于控制目的。TCM 17监测压力开关的输入，并有选择地致动压力控制螺线管，将电磁阀变换为致动各种离合器，以获得各种变速器操作模式，如下所述。
BPCM 21电连接到一个或多个传感器，这些传感器可操作以监测ESD 74的电流或电压参数，从而向HCP 5提供有关电池状态的信息。该信息包括电池充电状态、电池电压和查用的电池能量。
TPIM 19包括前述功率变换器和电机控制模块，该电机控制模块构造成从其接收电机控制指令，并控制变换器状态，以提供电机驱动或再生功能。TPIM 19可操作，以基于HCP 5的输入产生用于MG-A 56和MG-B 72的扭矩指令，其由通过UI 13的操作员输入和***操作参数驱动。用于MG-A和MG-B的电机扭矩指令由包括TPIM 19的控制***执行，以控制MG-A和MG-B。MG-A和MG-B的各电机速度信号由TPIM 19从电机相位信息或传统的旋转传感器得到。TPIM 19确定电机速度，并将其传递至HCP 5。电能存储装置74为通过DC线路27联接到TPIM19的高压DC。根据ESD 74是在充电还是在放电，向TPIM 19输送或摄取电流。TPIM可操作，以监测温度传感器的信号输入，所述温度传感器可操作以监测电机的各个定子。
上述各控制模块优选为通用数字计算机，一般包括微处理器或中央处理器、存储介质(包括只读存储器(ROM)、随机存取存储器(RAM)、电可编程只读存储器(EPROM))、高速时钟、模数转换(A/D)和数模转换(D/A)电路、输入/输出电路和装置(I/O)、以及信号调节和缓冲电路。各控制模块具有一套控制算法，包括存储在ROM内、用于提供计算机各功能的常驻程序指令和标准。各种计算机之间的信息传递优选使用上述LAN总线6来实现。
各控制模块内控制和状态估计的算法通常在预定循环期间执行，使得各循环至少执行一次各算法。存储在非易失性存储装置内的算法由中央处理器中的一个执行，其可操作以监测感测装置的输入，并执行控制和诊断程序，以使用预定标准控制各装置的操作。循环通常以规则的间隔进行，例如在正运行的发动机和车辆运行期间，每3.125、6.25、12.5、25和100毫秒执行一次。可选择地，可响应于事件的发生执行该算法。
响应于操作员的动作，如UI 13所捕获的，管理HCP控制模块5及其它控制模块中的一个或多个确定轴64的操作员扭矩需求。适当地控制和操作变速器10的有选择性操作组件，以响应于操作员需求。例如，在图1和2所示的典型实施例中，当操作员选择前进档范围，并且操作加速踏板或制动踏板时，HCP 5确定输出扭矩，这影响了怎样以及何时车辆加速或减速。最终的车辆加速受其它因素影响，包括，如道路载荷、道路坡度和车辆重量。HCP 5监测扭矩发生装置的参数状态，并确定获得操作员扭矩需求所需的变速器输出。在HCP 5的指令下，变速器10在从低至高的输出速度范围内操作，以满足操作员需求。
典型的双模式复合分配机电变速器以下面参考图1和表1描述的几个固定传动操作模式和连续可变操作模式操作。
表1
变速器操作模式     致动的离合器
模式I     C1 70
固定速比(GR1)固定速比(GR2)     C1 70C1 70     C4 75C2 62
模式II     C2 62
固定速比(GR3)固定速比(GR4)     C2 62C2 62     C4 75C3 73
表格中所示的各种变速器操作模式表示对于各操作模式，离合器C1、C2、C3和C4中具体哪个接合或致动。另外，在各种变速器操作模式中，MG-A和MG-B可各自操作为产生运动扭矩的电动机，或产生电能的发电机。当为了将第三行星齿轮组28的外齿轮元件“接地”而致动离合器C1 70时，选择第一模式或齿轮系。当松开离合器C1 70，同时致动离合器C2 62以将轴60连接到第三行星齿轮组28的行星架时，选择第二模式或齿轮系。当电机56、72操作为电动机和发电机时，影响了本发明范围外的其它因素，这里不再描述。
图2中主要示出的控制***可操作，以在各操作模式内，在轴64提供多较慢至较快的变速器输出速度范围。在各模式中具有慢至快输出速度范围的双模式组合允许变速器10将车轮从稳定状态推进为调整，并且如上所述地满足各种其它需求。另外，控制***与变速器10联合操作，以允许各模式之间的同步转换。
第一和第二连接可变操作模式指的是变速器功能由一个离合器(即，或者离合器C1 62，或者离合器C2 70)及电机56与72的受控速度和扭矩控制的情形，其可称为连续可变传动模式。下面描述通过应用另外的离合器获得固定速比的特定操作范围。该另外的离合器可为离合器C3 73或C4 75，如上面表格中所述。
当应用另外的离合器时，获得变速器输入对输出速度的固定比，即，NI/NO。电机MG-A 56和MG-B 72的旋转依赖于由离合器限定的机构的内部旋转，与在轴12检测的输入速度成比例。电机MG-A和MG-B用作电动机或发电机。它们完全独立于发动机来输出动力流，从而能够一起用作电动机、一起用作发电机、或者其任意组合。例如，这允许在固定速比1的操作期间，在轴64处从变速器输出的运动动力通过接收ESD 74的动力的行星齿轮组28，由发动机的动力和MG-A与MG-B的动力提供。
参考图3，示出了更加详细描述用于控制典型变速器内液压流体流动的典型电动液压***的示意图。由发动机10驱动输入轴的主液压泵88和由TPIM 19可操作地电控制的辅助泵110通过阀140向液压回路42提供增压流体。辅助泵110优选包括大小及容量适于在操作时向液压***提供充足增压液压流体的电动泵。增压液压流体流入电动控制回路42，该回路可操作，以将液压压力有选择地分配到一系列装置，包括：扭矩传递离合器C1 70、C2 62、C3 73和C4 75，机械A和B的主动冷却回路，通过通路142、144(未详细示出)冷却和润滑变速器10的基本冷却回路。如前所述，TCM 17优选可操作，以致动各种离合器来通过液压回路流动控制装置(包括可变压力控制螺线管(‘PCS’)PCS1 108、PCS2 112、PCS3 114、PCS4 116及电磁控制流量管理阀X-阀118和Y-阀120)的选择性致动获得各种变速器操作模式。该回路通过通路124、122、126和128分别流体连接到压力开关PS1、PS2、PS3和PS4。压力控制螺线管PCS1 108具有常高的控制位置，并且可操作，以通过与可控压力调节器109的相互作用来调节液压回路内的流体压力大小。未详细示出的可控压力调节器109与PCS1 108相互作用，以便依赖于下述操作条件在一定压力范围内调节液压回路42内的液压压力。压力控制螺线管PCS2 112具有常低的控制位置，并且流体地连接到滑阀(spool valve)113，其可操作以便在致动时影响从其通过的流量。滑阀113通过通路126流体连接到压力开关PS3。压力控制螺线管PCS3 114具有常低的控制位置，并且流体地连接到滑阀115，其可操作以便在致动时影响从其通过的流量。滑阀115通过通路124流体地连接到压力开关PS1。压力控制螺线管PCS4116具有常低的控制位置，并且流体地连接到滑阀117，其可操作以便在致动时影响从其通过的流量。滑阀117通过通路128流体地连接到压力开关PS4。
在典型***中，X-阀119和Y-阀121各包括分别由电磁线圈118、120控制的流量控制阀，并具有高(‘1’)和低(‘0’)的控制状态。控制状态指的是各阀控制流向液压回路42和变速器10内不同装置的位置。X-阀119可操作，以依赖于流体输入源，分别通过流体通路136、138、144、142将增压流体引导至离合器C3和C4以及用于MG-A和MG-B的定子的冷却***，如下所述。Y-阀121可操作，以依赖于流体输入源，分别通过流体通路132和134将增压流体至离合器C1和C2，如下所述。Y-阀121通过通路122流体地连接到压力开关PS2。在共同拥有的美国专利申请No.11/263216、代理卷号No.GP 306089、题为“A MultiplexedPressure Switch System for an Electrically Variable Hybrid Transmission”中提供了对典型电动液压控制回路42更加详细的描述，这里通过参考将其并入本文。
液压回路包括用于提供液压流体来冷却MG-A 56和MG-B 72的定子的基本冷却回路。基本冷却回路包括从阀140直接流向限流器146和148的流体管道，其中限流器146通往流体通路144，而流体通路144通往用于MG-A 56的定子的基本冷却回路，限流器148通往流体通路142，而流体通路142通往用于MG-B 72的定子的基本冷却回路。用于MG-A56和MG-B 72的定子的主动冷却由压力控制螺线管PCS2 112、PCS3114和PCS4 116以及电磁控制流量管理阀X-阀118和Y-阀120来实施，这使得液压流体绕着所选的定子流动，并允许热量在其间主要通过传导的方式传递。
下面参考表2，提供实现典型电动液压控制回路42的控制的典型逻辑表。
表2
操作状态  X-阀逻辑未闭锁  Y-阀逻辑C2闭锁 PCS1常高 PCS2常高 PCS3常高 PCS4常低
EVT模式I  0  0 线路调节 MG-B定子冷却 C1 MG-A定子冷却
EVT模式II  0  1 线路调节 C2 MG-B定子冷却 MG-A定子冷却
低范围高范围  11  01 线路调节线路调节 C2C2 C1C3 C4C4
X和Y阀的选择性控制以及电磁阀PCS2、PCS3和PCS4的致动利于液压流体致动离合器C1、C2、C3和C4的流动，并给MG-A和MG-B的定子提供了冷却。
在操作中，对于典型的变速器，基于动力系的多种操作特征确定操作模式，即，固定速比和连续可变模式操作之一。这包括操作员对扭矩的需求，如上所述，其通常通过对UI 13的输入来通信。另外，对于输出扭矩的需求以外部条件为基础，包括，如道路坡度、道路表面条件或风力载荷。操作模式可以控制模块指令引起的动力系扭矩需求为基础，来将电机操作于电能产生模式或扭矩产生模式。操作模式可由最优化算法或程序确定，该最优化算法或程序可操作，以便基于操作员对动力的需求、电池充电状态、发动机14及MG-A 56和MG-B 72的能量效率来确定最优的***效率。该控制***基于执行的最优化程序的结果来管理发动机14及MG-A 56和MG-B 72的扭矩输入，***最优化优化了***效率，以提高燃料经济性和管理电池充电。另外，可基于组件或***内的故障来确定操作。
现在参考对照图1、2和3及表1和2描述的变速器，这里描述变速器和控制***的具体方面。该控制***可操作，以基于对扭矩的需求、故障的存在、和电动机的温度来有选择地致动压力控制装置和流量管理阀。该控制***还基于X-阀118和Y-阀120流量管理阀的选择性致动，有选择地控制低范围连续可变操作、高范围连续可变操作、低范围状态和高范围状态之一。当指令低范围连续可变操作时，该控制***基于压力控制装置PCS2、PCS3和PCS4来实施用于第一电机的定子冷却***(MG-A定子冷却)、用于第二电机的定子冷却***(MG-B定子冷却)和第一液压致动离合器(C1)的致动。另外，当指令高范围连续可变操作时，该控制***可操作，以基于压力控制装置的选择性致动实施MG-A定子冷却***、MG-B定子冷却***和第二液压致动离合器C2的致动。当指令低范围状态(包括通过离合器的选择性致动操作于第一、第二和第三固定速比之一)时，该控制***可操作，以基于压力控制装置的选择性致动实施第一、第二和第四液压致动离合器(即，C1、C2、C4)的致动。当指令高范围状态(包括通过离合器的选择性致动操作于第三和第四固定速比之一)时，该控制***可操作，以基于压力控制装置的选择性致动实施第二、第三和第四液压致动离合器(即，C1、C2、C4)的致动。
如上所述，从各第二、第三和第四压力控制装置(即，PCS2、PCS3和PCS4)的流体输出基于第一和第二流量管理阀的指令位置，有选择地对应于四个液压致动离合器和用于MG-A及MG-B的定子冷却***中的一个。因此，当X-阀和Y-阀都指令为低时，PCS2的选择性致动实施向MG-B的定子提供冷却的液压流体流。当X-阀和Y-阀中的一个指令为高时，PCS2的选择性致动实施致动离合器C2的液压流体流。当X-阀和Y-阀都指令为低时，PCS3的选择性致动实施致动离合器C1的液压流体流。当X-阀指令为低，并且Y-阀中指令为高时，PCS3的选择性致动实施向MG-B的定子提供冷却的液压流体流。当X-阀指令为高，并且Y-阀指令为低时，PCS3的选择性致动实施致动离合器C1的液压流体流。当X-阀和Y-阀都指令为高时，PCS3的选择性致动实施致动离合器C3的液压流体流。当X-阀指令为低时，不管Y-阀指令的位置，PCS4的选择性致动都实施向MG-A的定子提供冷却的液压流体流。当X-阀指令为高时，不管Y-阀指令的位置，PCS4的选择性致动都实施致动离合器C4的液压流体流。
现在参考图4中所示的流程图，参考对照图1、2和3及表1和2所述的典型变速器，描述典型变速器和控制***的控制操作的具体方面，包括用于有选择性地控制压力控制装置(即，PCS2、PCS3和PCS4)和流量管理阀X-阀118和Y-阀120，以便提供实施MG-A和MG-B的定子冷却的液压流体流的控制模式。
控制***使用定子温度传感器的信号输入监测定子的操作温度(方框210)。当传感器在MG-A和MG-B的任一定子检测的温度超过预定阈值时，控制***就高潮通过向定子增加液压流体流来提高电机冷却(方框212)。对于该实施例，预定的阈值温度标定在200C的范围内，优选包括基于定子和转子组件以及其它周围组件的材料特性确定的温度，以防止产生组件故障。
为了通过向定子增加液压流体流来提高电机冷却(方框212)，确定有效冷却定子所需的总液压流体流率(方框214)。增加液压流体流包括增加通过基本冷却管道中的一个的流量、以及当条件允许时使得流过主动冷却管道中的一个。
所需的总液压流体流率包括足以获得所需离合器容量来通过变速器传递运动扭矩的流量，以及定子冷却流量。定子冷却流量包括通过基本冷却管道的流量，以及当可以时，通过主动冷却管道的流量。其目的是提供足以将定子温度通过从定子至液压流体的热交换，有效降低至低于阈值温度的液压流率，其液压流体随后可通过已知的液压变速器流体冷却装置来冷却。
然后确定流量管理阀118、120是否处于允许通过主动冷却管道来主动冷却电机的位置(方框216)。允许主动电机冷却的流量管理阀位置包括模式I、模式II和中间中的任意一个，如参考表2所述的。当允许主动电机冷却时，确定获得起动主动冷却所需总流量的主压力最小值，包括保持离合器致动的压力(方框218)。主动冷却优选包括操作所选的压力控制螺线管‘PCSn’(即，PCS2、PCS3和PCS4)至全开位置，以实施冷却定子的最大液压流体流(方框220)。主动冷却还包括确定液压***所需的总液压流量，考虑了通过全开的致动压力控制螺线管的液压流量、获得可传递运动扭矩的离合器扭矩容量所需压力所必要的液压流量、以及变速器操作通常必需的任何其它流量(方框226)。该控制***使用PCS1 108调节通过阀107的流量，以获得以所需压力流入液压管道的充足液压流体流，其中所需压力使用调节器109来控制(方框228)。
当不允许主动电机冷却，并且定子温度超过阈值时，保留使用通过基本冷却管道的流量来冷却定子的需求。确定基本冷却流率(方框222)。确定获得通过基本冷却管道来有效冷却定子所需总流量的主压力最小值(方框224)。确定获得实现传递运动扭矩的离合器扭矩容量所需压力的基本冷却、以及变速器操作通常必需的任何其它流量的总液压流率(再次，方框226)。该控制***使用PCS1 108调节通过阀107的流量，以获得以所需压力流入液压管道的充足液压流体流(再次，方框228)。
当定子温度不超过阈值时，使用基准冷却管道来冷却定子(方框212)。基于定子温度确定基本冷却流率(方框222)，并确定获得通过基本冷却流量的最小主压力(方框224)。确定液压***所需的总流量，考虑实现传递运动扭矩的离合器扭矩容量的压力所必需的液压率、以及变速器操作通常必需的任何其它流量的总流量(方框226)。该控制***使用PCS1 108和调节器109调节通过阀107的流量，以获得流入液压管道所必需的液压流体流和获得所需的压力(方框228)。
应当理解，在本发明的范围内可允许修改。具体参考优选实施例和其修改描述了本发明。通过阅读和理解说明书，可做出其它修改和变化。所有这种修改和变化都包含在本发明的范围内。

Claims (14)

1.控制机电变速器的方法，所述变速器包括第一和第二电机以及液压回路，所述液压回路包括多个压力控制装置和流量管理阀，所述方法包括：
监测所述电机的操作温度；
确定所述液压回路中可有效降低所述电机的操作温度的冷却流率；
确定各所述电机的主动冷却能力；以及
有选择性地控制所述液压回路中的液压流。
2.如权利要求1所述的方法，其中有选择性地控制所述液压回路中的液压流包括：
确定可有效冷却所述电机的基本冷却流率；以及
控制液压流，以获得所述基本冷却流率。
3.如权利要求2所述的方法，还包括确定获得所述基本冷却流率的最小主压力。
4.如权利要求3所述的方法，还包括确定所述液压回路的总流率，并且有选择性地致动所述压力控制装置中的一个，以便以所述最小主压力实现所述总流率。
5.如权利要求1所述的方法，其中有选择性地控制所述液压回路中的液压流包括：
确定可主动冷却所述电机中的一个时最小主压力；
有选择性的致动所述压力控制装置中的一个，以实施主动冷却；
确定所述液压回路的总流率；以及
有选择性地致动所述压力控制装置中的一个，以便以所述最小主压力实现所述总流率。
6.如权利要求1所述的方法，其中确定所述液压回路中可有效降低所述电机的操作温度的冷却流率包括：
确定当所述电机的操作温度高于阈值温度时所需的冷却流率。
7.如权利要求6所述的方法，其中确定可有效降低所述电机的操作温度的所需冷却流率还包括：
确定可有效降低定子温度的流向所述电机中一个的定子的流率。
8.如权利要求1所述的方法，其中确定各所述电机的主动冷却能力包括：
确定所述流量管理阀实施所述机电变速器操作于第一连续可变操作模式和第二连续可变操作模式之一的位置。
9.一种采用计算机程序来控制机电变速器的方法，所述机电变速器包括第一和第二电机以及液压回路，所述液压回路包括多个压力控制装置和流量管理阀，所述方法包括：
监测所述电机的操作温度；
确定所述液压回路中可有效降低所述电机的操作温度的冷却流率；
确定各所述电机的主动冷却能力；以及
有选择性地控制所述液压回路中的液压流。
10.如权利要求9所述的方法，其中有选择性地控制所述液压回路中的液压流包括：
确定可有效冷却所述电机的基本冷却流率；以及
控制液压流以获得所述基本冷却流率。
11.如权利要求9所述的方法，其中有选择性地控制所述液压回路中的液压流包括：
确定可主动冷却所述电机中的一个时最小主压力；
有选择性的致动所述压力控制装置中的一个，以实施主动冷却；
确定所述液压回路的总流率；以及
有选择性地致动所述压力控制装置中的一个，以便以所述最小主压力实现所述总流率。
12.向传动系传递扭矩的装置，包括：
第一和第二电机以及绕着轴同轴定位的多个行星齿轮组；
可通过液压回路有选择性致动的多个扭矩传递装置，所述液压回路包括多个压力控制装置和第一与第二流量管理阀，以及多个压力监测装置；以及
控制***，该控制***适于：
i)监测所述电机的操作温度；
ii)确定所述液压回路中可有效降低所述电机的操作温度的冷却流率；
iii)确定各所述电机的主动冷却能力；以及
iv)有选择性地控制所述液压回路中的液压流。
13.如权利要求12所述的装置，其中适于有选择性地控制所述液压回路中的液压流的所述控制***包括这样的控制***，所述控制***适于：
确定可有效冷却所述电机的基本冷却流率；以及
控制液压流，以获得所述基本冷却流率。
14.如权利要求12所述的装置，其中适于有选择性地控制所述液压回路中的液压流的控制***包括这样的控制***，所述控制***适于：
确定可主动冷却所述电机中的一个时最小主压力；
有选择性地致动所述压力控制装置中的一个，以实施主动冷却；
确定所述液压回路的总流率；以及
有选择性地致动所述压力控制装置中的一个，以便以最小主压力实现所述总流率。
CN200710167933XA 2006-10-26 2007-10-26 控制机电变速器液压控制回路的操作的方法和设备 Expired - Fee Related CN101230909B (zh)

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