CN101230914A - 控制电机械变速器的操作的方法和设备 - Google Patents

控制电机械变速器的操作的方法和设备 Download PDF

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Publication number
CN101230914A
CN101230914A CNA2008100038338A CN200810003833A CN101230914A CN 101230914 A CN101230914 A CN 101230914A CN A2008100038338 A CNA2008100038338 A CN A2008100038338A CN 200810003833 A CN200810003833 A CN 200810003833A CN 101230914 A CN101230914 A CN 101230914A
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pressure
hydraulic circuit
torque
oil hydraulic
fault
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CN101230914B (zh
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P·E·吴
J·M·威廉斯
T·萨达西万
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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Abstract

一种控制电机械转矩传递装置操作的方法和装置，所述转矩传递装置可选择性地在多个固定档位模式和两个无级变速器模式中的一个下运行，并且可操作以从多个转矩产生装置传递转矩输入。所述转矩传递装置包括液压回路，并且可通过选择性致动多个液压致动转矩传递离合器中的一个在多种操作模式中的一种下运行。所述方法包括监控液压回路中的压力，并且当液压回路中的任意一个监控的液压力未对应于期望的压力值时，约束变速器的操作。在约束操作中，故障的存在被核实。

Description

控制电机械变速器的操作的方法和设备
技术领域
【0001】本发明基本涉及电机械变速器的控制***，并特别涉及在离合器变换过程中的控制。
背景技术
【0002】燃料/电力混合动力系结构包括转矩产生装置，包括内燃机和电机械，其通过变速器装置向车辆传动***传递转矩。一个这样的变速器包括双模式、复合分离、电机械变速器，该变速器采用输入元件以从内燃机接收动力转矩，采用输出元件以从变速器向车辆传动***传输动力转矩。示例的电机械变速器通过转矩传递离合器的动作在固定档位模式和无级变速模式下选择性地运行。当变速器输出元件的转速是来自发动机的输入元件的转速的固定比率时，固定档位模式发生，通常由于一个或多个转矩传递离合器的动作。当变速器输出元件的转速基于一个或多个电机械的运行速度时可变时，无级变速模式发生。电机械可通过离合器动作或通过直接连接连接到输出轴。离合器的接合和分离通常通过液压回路实现，所述液压回路包括电驱动液压流管理阀、压力控制螺线管和由控制模块控制的压力监控装置。
【0003】工程师运行具有电液变速器的动力***的难点在于在不同操作模式之间建立换档策略，包括固定档位模式和无级变速模式。换档的执行通常潜在地包括使即将退出工作的离合器解除致动和/或使即将进入工作的离合器致动。控制***通常被设定程序以在档位切换过程中执行任务从而实现车辆驾驶员基本不会察觉的平顺换挡。故障可能发生在液压回路的部件中，例如在执行换挡的过程中。
【0004】需要一种方法和设备以在检测故障存在时控制电机械变速器的操作，从而防止变速器在非预料状态下操作，并且在确认存在故障时保持车辆不易察觉的操作，并且防止太早的驾驶员提醒。
发明内容
【0005】提供一种优选在制造环节执行的方法以及装置，以控制动力系的转矩传递装置。所述转矩传递装置包括电液回路，通过液压回路流动控制装置的选择性控制，所述电液回路可操作以选择性地致动转矩传递变速器。所述方法包括监控液压回路中的压力，并且当液压回路中的任意一个监控的压力未对应于期望的压力值时，识别故障并约束转矩传递装置的操作。在约束操作中，故障的存在被核实。
【0006】在阅读并理解下述实施方式的详细描述的基础上，本发明对本领域技术人员将变得明白。
附图说明
【0007】本发明采用的实体形式为一定的部分以及部分的组合，本发明的优选实施方式将被详细描述并在附图中说明，所述附图形成本发明的一部分，其中：
【0008】图1是根据本发明的示例动力系的示意性视图；
【0009】图2是根据本发明的用于控制***和动力系的示例构造的示意性视图；
【0010】图3是根据本发明的流体回路的示意性视图；
【0011】图4是根据本发明的图形描述；以及
【0012】图5是根据本发明的逻辑流程图。
具体实施方式
【0013】现在参考附图，其中所显示的内容仅用于描述本发明的目的而不是为了约束本发明，图1和2描述了一个***，该***包括发动机14、变速器10、控制***和已经按照本发明的实施方式构造的传动***。
【0014】示例性变速器10的机械方面已经在一同受让的名称为“Two-Mode，Compound-Split，Hybrid Electro-MechanicalTransmission having Four Fixed Ratios”的美国专利No.6953409中详细公开，上述文献以引用的方式结合在此。将本发明的概念具体化的示例性双模式、复合分离、电机械混合变速器在图1中被描述，并且整体以附图标记10标识。变速器10具有输入轴12，该轴12优选直接由内燃机14驱动。变速器10采用三个行星齿轮组24、26和28、以及四个转矩传递装置，即离合器C1 70、C2 62、C3 73和C4 75。优选由变速器控制模块17控制的电液控制***42可操作以控制离合器的接合和释放。离合器C2和C4优选包括液压致动转动摩擦离合器。离合器C1和C3优选包括固定到变速器壳体68上的液压致动静止装置。
【0015】三个行星齿轮组24、26和28每个包括单个行星齿轮组。并且，第一和第二行星齿轮组24和26通过下述方式复合在一起，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的外齿轮元件上，并且连接到包括电机/发电机56的第一电机械上，也可称为“MG-A”。
【0016】行星齿轮组24和26还通过下述方式复合在一起，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上。同样地，第一和第二行星齿轮组24和26的行星架36和44分别相连。轴60还通过离合器C2 62选择性地连接到第三行星齿轮组28的行星架52上。第三行星齿轮组28的行星架52直接连接到离合器输出元件64上。第二行星齿轮组26的内齿轮元件通过围绕轴60的套轴66连接到第三行星齿轮组28的内齿轮元件上，并且连接到包括电机/发电机72的第二电机械上，也可称为“MG-B”。
【0017】所有的行星齿轮组24、26和28以及MG-A和MG-B 56和72优选同轴定位，例如围绕轴60同轴布置。MG-A和MG-B 56和72都是环状结构，这使得它们可以外接于三个行星齿轮组24、26和28，从而使得行星齿轮组24、26和28径向向内布置在MG-A和MG-B 56和72内。变速器输出元件64可操作地连接在车辆传动***90上以提供动力转矩。每个离合器优选由液压致动，通过下面将参考附图4描述的电液控制回路42从泵接收加压的液压流体，下面将描述。
【0018】变速器10从转矩产生装置接收输入动力转矩，所述转矩产生装置包括发动机14和MG-A和MG-B 56和72，其结果是由燃料和电势能转换而来的能量存储在电能存储装置(ESD)74中。ESD74通常包括一个或更多的电池。也可采用其它可以存储电能并且输出电能的电能和电化学能量存储装置来代替电池而不改变本发明的概念。ESD74的尺寸优选基于下列因素确定，包括再生需求、与典型的道路坡度和温度相关的应用标准和推进需求，如排放、动力辅助和电力范围。ESD74通过DC(直流)导体27高压直流连接到变速器动力转换模块(TPIM)19。TPIM19是下文中将参考附图2描述的控制***的部件。TPIM19通过传导体29传递电能到MG-A 56，或者传递来自MG-A 56的电能，并且TPIM19通过传导体31传递电能到MG-B 72，或者传递来自MG-B 72的电能。根据ESD74是否被充电或放电，电流被传递到ESD74或从ESD74传递。TPIM19包括动力转换装置和各电机控制模块对，所述电机控制模块被配置以接收电机控制命令并且控制转换器状态，以便提供电机驱动或再生功能。
【0019】在电机控制中，各转换器接收来自直流传输线的电流，并且通过传导体29和31向各电机械即MG-A和MG-B提供交流电流。在再生控制中，各转换器通过传导体29和31从电机械接收交流电流，并且传递电流到直流线27。提供给转换器或来自转换器的净直流电流决定电能存储装置74的充电或放电操作模式。优选地，MG-A 56和MG-B 72是三项交流电机械，每个具有可操作以在固定在变速器壳体上的定子内转动的转子。所述转换器包括公知的互补的三项能量电子装置。
【0020】现在参考图2，描述了包括分布式控制模块结构的控制***的示意性框图。下文中描述的元件包括整个车辆控制结构的子集，并且可操作以提供与此处所描述的动力***的相适应的***控制。所述控制***可操作以综合相关的信息和输入，并且执行算法以控制各致动器从而达到控制目标，包括这些参数如燃油经济性、排放、执行性能、驾驶性能、以及硬件保护，包括ESD74和MG-A和MG-B 56、72的电池。分布式控制模块结构包括发动机控制模块(“ECM”)23、变速器控制模块(“TCM”)23、和变速器动力转换模块(“TPIM”)19。混合控制模块(“HCP”)5提供全部控制以及上述控制模块的协调工作。用户界面(“UI”)13可操作地连接到多个装置，通过这些装置，车辆驾驶员通常通过转矩输出要求控制或指令包括变速器10的动力系的操作。到达UI13的示例性车辆驾驶员输入包括加速踏板、制动踏板、变速器档位选择器、以及车速巡航控制。前述控制模块中的每一个通过局域网(“LAN”)总线6与其它控制模块、传感器和致动器通信。LAN总线6允许控制参数和命令在各种控制模块之间进行结构化通信。所使用的特定通信协议是特定应用的。LAN总线和适当的协议在前述控制模块和其它控制模块之间提供强的信息交换和多控制模块界面接口，所述其它模块提供一定功能，如制动防抱死、牵引性能调节、和车辆稳定性。
【0021】HCP5提供混合动力***的全部控制，用于ECM23、TCM17、TPIM19和BPCM21的协同操作。基于来自UI13和动力系的各种输入信号，包括电池组，HCP5产生各种指令，包括：驾驶员转矩需求、发动机转矩指令、用于变速器10的各离合器C1、C2、C3和C4的离合器转矩指令；以及用于MG-A和MG-B的电机转矩指令。TCM可操作地连接到图1和4的电液控制回路42，以监控各种压力传感装置，并且产生和执行用于各种螺线管和包含在其中的控制阀的控制信号。
【0022】ECM23可操作地连接到发动机14，并且其功能在于通过多个离散的线从多个传感器获取数据并且分别控制变速器14的各致动器，所述多个离散的线整体地表示为合成线35。ECM23从HCP5接收发动机转矩指令，并且产生理想的车轴转矩以及输入给变速器的实际发动机转矩输入指示，其被传递给HCP5。为简单起见，ECM23整体描述为通过合成线35与发动机14具有双向接口。各种其它可被ECM23感应的参数包括发动机冷却温度、发动机向通往变速器的轴12的输入速度NI、歧管压力、环境空气温度、和环境压力。各种可由ECM23控制的致动器包括燃料喷射器、点火模块和节气门控制模块。
【0023】TCM17可操作地连接到变速器10，并且其功能在于从多个传感器获取数据并且向变速器提供指令信号。从TCM17到HCP5的输入包括用于每个离合器C1、C2、C3和C4的估计离合器转矩和输出轴64的转速NO。可使用其它致动器和传感器从TCM向HCP提供其它信息用于控制目的。TCM17监控来自压力开关(“PS”)的输入，并且选择性地致动压力控制螺线管并且切换螺线管以致动各离合器从而获得不同的变速器操作模式，下文将进行描述。
【0024】BPCM21与一个或多个可操作以监控ESD74的电流或电压参数的传感器信号相连，从而向HCP5提供关于电池状态的信息。这些信息包括电池充电状态、电池电压和可用电池能量。
【0025】变速器动力转换模块(TPIM)19包括前面提及的动力转换器和电机控制模块，所述电机控制模块被配置以接收电机控制指令并且由此控制转换器状态从而提供电机驱动或再生功能。TPIM19可操作以基于来自HCP5的输入产生用于MG-A 56和MG-B 72的转矩指令，其通过UI13由驾驶员和***运行参数驱动。用于MG-A和MG-B的电机转矩指令由包括TPIM19的控制***执行以控制MG-A和MG-B。用于MG-A和MG-B的单独的电机信号通过TPIM19得自于电机相位信息或传统的转动传感器。TPIM19确定并向HCP5传递电机速度。电能存储装置74通过直流线27以高压直流的方式与TPIM19连接。根据EDS74被充电或者放电，电流可以传输到TPIM19或者从TPIM19传出。
【0026】每个前述控制模块优选是通用数字计算机，通常包括微处理器或中央处理单元、包括只读存储器(ROM)和随机存取存储器(RAM)的存储介质、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)以及适当的信号调节和缓冲电路。每个控制模块具有一组控制算法，包括常驻程序指令和校准，这些信息存储在ROM中，并且被执行以提供每个计算机的各功能。不同计算机之间的信息传递优选使用前述的LAN6实现。
【0027】在每个控制模块中的用于控制和状态评估的算法通常在预置循环期间执行，从而使得每个循环中每个算法被执行至少一次。存储在非易失性存储装置中的算法由中央处理单元中的一个执行，并且可操作以监控来自传感装置的输入，以及使用预置校准执行控制和诊断以控制各装置的操作。循环通常以规则的间隔被执行，例如在正在进行的发动机和车辆操作过程中每3.125、6.25、12.5、25和100毫秒执行一次。可替代地，算法也可相应与事件的发生而执行。
【0028】响应于例如由UI13捕捉到的驾驶员的动作，监督的HCP控制模块5和一个或多个其它控制模块确定轴64处所需的输出转矩，也称为驾驶员转矩需求。变速器10的选择性操作的部件被适当控制和操作以响应于驾驶员命令。例如，在图1和2中描述的示例性实施方式中，当驾驶员已经选择了前进驱动范围并且操纵加速踏板或制动踏板时，HCP5确定输出转矩，该输出转矩影响车辆加速或减速的方式以及时间。最终的车辆加速度由其他因素影响，例如道路负荷、道路坡度和车重。HCP5监控转矩产生装置的参数状态，并且确定所需要以达到理想转矩输出的变速器输出。在HCP5的指导下，变速器10在从慢到快的一个范围内运行从而满足驾驶员需求。
【0029】示例的双模式、复合分离、电机械变速器以多个固定速比模式和无级变速操作模式运行，参考图1和下面的表1进行描述。
表1
变速器操作模式 致动的离合器
模式I C1 70
固定速比1(GR1)固定速比2(GR2) C1 70  C4 75C1 70  C2 62
模式II C1 62
固定速比3(GR3)固定速比4(GR4) C1 62  C4 75C1 62  C3 73
【0030】参考表1和2描述的各种变速器操作模式指出了与每种操作模式对应的离合器C1、C2、C3和C4中的特定离合器接合或者被致动情况。此外，在各种离合器操作模式中，MG-A和MG-B每个都可以操作作为电机以产生动力转矩，或者作为发电机来产生电能。当电机械56、72运行作为电机和发电机时，其他在本发明范围之外的因素本文中不讨论。
【0031】主要在图2中描述的控制***可操作以在每种操作模式内在轴64处提供从相对较慢到相对较快的变速器输出速度范围。每种模式中的具有慢到快输出速度的两种模式的组合，使得变速器10推动车辆从静止状态到高速，并且满足各种其他前述的需求。此外，控制***配合变速器10的操作从而使得在模式之间实现同步换挡。
【0032】第一和第二操作模式涉及变速器功能由一个离合器，即，离合器C1 62或C2 70控制的情况，这种情况可以称为无级变速模式。下面将描述一定的操作范围，其中通过应用附加的离合器获得固定速比模式。该附加的离合器可以是离合器C3 73或C4 75，如上表中所示。
【0033】当附加离合器被使用时，获得变速器的输入比输出速度的固定比率操作，即NI/NO。机械MG-A和MG-B 56、72的转动依赖于由离合作用确定的机械的内部转动，并且与轴12处测得的输入速度成比例。机械MG-A和MG-B起到电机或发电机的作用。它们完全独立于发动机输出功率流，由此使得两者同时作为电机、或者发电机或它们的其他组合。这使得，例如，在固定速比模式I中，轴64处的来自变速器的动力功率由来自发动机和MG-A和MG-B的能量通过从ESD74接收能量经由行星齿轮组28提供。
【0034】参考附图3，显示了示意图，对控制示例性变速器中的液压流体流的示例性电液***提供了更加详细的描述。由发动机10的输入轴驱动的主液压泵88和由TPIM19可操作地电动控制的辅助泵110通过阀140向液压回路42提供加压流体。辅助泵110优选包括电动泵，该泵具有合适的尺寸和容量以便在运行时提供足够的加压流体进入液压***。加压流体流入电液控制回路42，该回路42可操作以选择性地分配液压到多个装置，包括转矩传递离合器C1 70、C2 62、C3 73和C4 75，机械A和B的冷却回路，以及通过通道142、144(未描述细节)用于冷却和润滑变速器10的回路。如前所述，通过液压回路流动控制装置包括压力控制螺线管(“PCS”)PCS1 108、PCS2 112、PCS3 114、PCS4116和螺线管控制流动管理阀X-阀118和Y-阀120的选择性致动，TCM17优选可操作以致动各离合器以获得各种变速器操作模式。所述回路分别经由通道124、122、126和128与压力开关PS1、PS2、PS3流体连接。压力控制螺线管PCS1 108具有中间和高的控制位置，并且可操作以在液压回路中通过与阀108的流体间的相互作用提供流体压力的调节。压力控制螺线管PCS2 112具有中间和低的控制位置，并且与随动阀113流体连接并且可操作以便当被致动时实现流体从中流过。随动阀113经由通道126与压力开关PS3流体连接。压力控制螺线管PCS3114具有中间和高的控制位置，并且与随动阀115流体连接，并且在被致动时可操作以实现流体从中流过。随动阀115经由通道124与压力开关PS1流体连接。压力控制螺线管PCS4 116具有中间和低的控制位置，并且与随动阀117流体连接，并且在被致动时可操作以实现流体从中流过。随动阀117经由通道128与压力开关PS4流体连接。
【0035】在示例的***中，X-阀119和Y-阀121每个包括分别由螺线管118、120控制的流动管理阀，并且具有受控的高(“1”)和低(“0”)运行状态。每个阀的受控运行状态参考位置使得流动控制到达液压回路42和变速器10中的不同流动控制装置。如下文中将要描述的，根据流体输入源，X-阀119可操作以分别经由流体通道136、138、144和142引导加压流体到达离合器C3和C4以及MG-A和MG-B的定子的冷却***。如下文中将要描述的，根据流体输入源，Y-阀121经由通道122于PS2流体连接，并且可操作以分别经由通道132和134引导加压流体到离合器C1和C2。示例性电液控制回路42的更加详细的描述在一同提交的名称为“A Multiplexed Pressure Switch System for an ElectricallyVariable Hybrid Transmission”的美国专利申请No.11/263216(代理所编号No.GP306089)中提供，上述文献以引用的方式结合在此。
【0036】参考下表2，提供完成示例性电液控制回路42的控制的示例性逻辑表。
表2
X-阀逻辑 Y-阀逻辑 PCS1 PCS2 PCS3 PCS4
运行状态 No闭锁 C2闭锁 中间/高 中间/高 中间/高 中间/低
模式I 0 0 LM MG-B定子冷却 C1 MG-A定子冷却
模式II 0 1 LM C2 MG-B定子冷却 MG-A定子冷却
低范围 1 0 LM C2 C1 C4
高范围 1 1 LM C2 C3 C4
【0037】X和Y阀的选择性控制以及螺线管PCS2、PCS3和PCS4的致动促使液压流体流动从而致动离合器C1、C2、C3和C4，并且为MG-A和MG-B的定子提供冷却。
【0038】现在参考附图4，对于在图1和2中描述的示例性变速器和控制***，各种变速器运行状态被设定为变速器输出速度NO和变速器输入速度NI的函数。固定速比操作对应特定的齿轮齿轮比中的每一个显示为独立的线条GR1、GR2、GR3和GR4，如参考上文中表1所描述的。无级变速模式操作显示为模式I和模式II中的每一个的操作范围。通过接合或释放特定的离合器，变速器操作模式在固定速比操作和无级变速模式之间切换。采用由控制***执行算法和标准，控制***可操作以基于各种标准确定特定的变速器操作模式，这超出本发明的范围。变速器操作模式的选择主要依赖于驾驶员输入和满足上述输入的动力系性能。
【0039】参考表1和2以及图4，低范围操作状态包括离合器C2、C1和C4的选择性致动，促使在无级变速模式I和固定档位GR1、GR2和GR3中的任意一个下运行。高范围操作状态包括离合器C2、C3和C4的选择性致动，促使在无级变速模式II和固定档位GR3和GR4中的任意一个下运行。应当可以意识到，模式I和模式II的无级变速操作范围可以重叠。
【0040】现在参考下表3，对应于各种变速器操作模式，提供包括示例性电液控制回路42中的压力开关的理想信号输出状态的表。每个压力开关PS1、PS2、PS3和PS4具有液压输出状态0＝关(Off)以及1＝开(On)，其中状态转换发生在与液压回路相适应的边界。在该实施方式中，状态转换优选发生在约140kPa(50psi)，当监控到的液压低于140kPa时意味着每个压力开关的输出状态是“0”或者关，当监控到的液压高于140kPa时，每个压力开关的输出状态为“1”或者开。
“LM”表示PCS1被使用用于管线压力调节。
表3
操作模式 X逻辑阀(N/L) Y逻辑阀(N/L) 压力开关液压状态(0-Off/1-On)PS1/PS2/PS3/PS4 PCS1N/H PCS2N/H PCS3N/H PCS4N/L
ElecLow倒档空档模式IGR1GR2GR3低范围GR3高范围GR4模式II 0000111110 0000000111   1000100000001000100110100011011111100110 LMLMLMLM B定子C2(关)B定子关B定子关C2(关)C2(开)C2(开)C2(开)C2(开)C2(开) C1(开)C1(开)C1(关)C1(开)C1(开)C1(开)C1(关)C3(关)C3(开)B定子关 A定子C4(关)A定子关A定子关C4(开)C4(关)C4(开)C4(开)C4(关)A定子关
【0041】在操作中，由于动力系的各种运行特性，示例性变速器中发生切换。驾驶员转矩需求可能存在改变。这种需求通常如上所述通过输入到达UI13而进行通信。此外，输出转矩需求中的变化可以基于外部条件的变化建立，例如，道路坡度、道路表面条件、或风载的改变。换档改变可以基于由控制模块引起的动力系转矩需求中的变化建立，所述控制模块发出指令在电能产生模式和转矩产生模式之间改变电机械中的一个。换档改变可以基于优化算法或程序中的变化而建立，所述优化算法或程序可基于驾驶员对于动力、充电的电池状态、和发动机14以及MG-A和MG-B56、72的需求操作从而确定最优***效率。控制***基于所执行的最优程序的结果管理来自发动机14和MG-A以及MG-B56、72的转矩输入，并且在***优化中可以存在变化，其迫使换档改变从而达到最优***效率以便提高燃油经济性并且管理电池充电。此外，换档改变可以基于部件或***中的故障而建立。分布式控制模块构造用于确定在变速器操作模式中的变化需求，并且执行放弃以实现变速器操作中的变化。示例性***中的换档变化包括三种可能情况中的至少一种。可以从一个固定档位向第二固定档位切换。可以从固定档位向无级变速模式切换。也可以从无级变速模式中的一个向固定档位切换。
【0042】现在参考附图5，提供一种控制混合动力***的优选方法，参考图1、2和3的示例性动力系描述。本发明基本包括植入在分布式控制模块构造的一个控制模块中的算法，所述算法用于约束变速器的操作为基于故障迹象的受限模式。本发明参考换档执行过程进行描述，但是应当理解，本文中描述的动作适用于任何情况，其中离合器被接合或释放，其中在指令消除致动后存在离合器被不期望地致动或仍然保持被致动的指示。
【0043】用于执行从一种操作模式到第二操作模式切换的指令在即将进入的操作中发生(块200)。执行每种切换基本包括下述情况中的一种：使即将脱离工作(“OG”)的离合器消除致动；致动即将进入工作(“OC”)的离合器；以及使即将脱离工作(“OG”)的离合器消除致动和致动即将进入工作(“OC”)的离合器的组合(块202)。使OG离合器消除致动的结果在于从OG离合器卸载离合器转矩，并且使OG离合器消除致动的指令使整个换档执行过程中的一部分。使OG离合器消除致动并且致动OC离合器的指令通常发生在HCP5内，并且被传递给TCM17，其通过选择性地在电液回路中致动或使相关的压力控制螺线管PCS1 112、PCS2 114、PCS3 116和/或XY阀118、120消除致动来解释所述指令。致动OC离合器的指令通常包括增加到OC离合器装置的液压以实现平滑转换的作用。
【0044】通过监控所有压力开关装置(“PS”)例如图3的装置122、124、126和128，TCM监控OG离合器的消除致动以及OC离合器的致动，从而确认OG离合器已经消除致动并且OC离合器已经做好被致动的准备，并且确认没有其它动作发生，例如会引起离合器中的一个疏忽的或不期望的致动或消除致动(块204)。压力开关输出与相关压力开关的理想输出(“PSEXPECTED”)相比较，理想输出参考上表3示出(块206)。
【0045】故障通常最初由从压力开关中的一个的非期望阅读指示，对于本实施方式，参考表3显示。指示的故障被传送给TCM和HCP。当故障被检测到时，切换执行过程完成(块208)。
【0046】在换档或车辆发动的过程中，故障可在与离合器致动事件、离合器消除致动事件或离合器打滑事件相关的电液控制回路中被识别。在离合器致动事件过程中，当压力开关的输出状态中的任意一种在约150毫秒的时间过去之后不与理想状态相匹配时，在液压回路中故障优选被识别。在离合器消除致动事件过程中，当压力开关的输出状态中的任意一种在约1秒的时间过去之后不与理想状态相匹配时，在液压回路中故障优选被识别。在离合器打滑事件过程中，当压力开关的输出状态中的任意一种在约2秒的时间过去之后不与理想状态相匹配时，在液压回路中故障优选被识别。液压回路故障可以包括随动阀卡住、电磁阀故障、压力开关失效、线束故障、液压管线中有碎片，以及其它。
【0047】当基于来自压力开关中的一个的信号输出检测出故障时，变速器被指令以受限的操作模式运行，称为“安全庇护”，优选在最初探测到故障之后的150毫秒时间内(块210)。安全庇护模式包括仅允许变速器在特定的操作模式下运行，并且，因此禁止的其他模式的操作。至少有三种允许的安全庇护模式。第一安全庇护模式包括仅允许在GR1、GR2和模式I下的操作，并且当与离合器C3或PCS3的致动相关的故障发生时可选择。第二安全模式包括仅允许在GR3、GR4和模式II下的操作，并且当与离合器C1相关的故障发生时可选择。第三安全模式包括仅允许在模式I和模式II下的操作，并且当与离合器C3或C4相关的故障发生时可选择。对于当前操作循环中的剩余部分，HCP优选控制操作在安全庇护模式下进行，即，直到车辆停止或重新启动。
【0048】在以安全庇护模式运行的过程中，HCP控制发动机和机械MG-A、MG-B的操作从而保持变速器的转矩输出到车辆传动系。在该实施方式中，“安全庇护”模式优选通过选择性地将X阀螺线管118的控制状态从高(“1”)改变到低(“0”)而实现，或者反之亦然。
【0049】在变速器以安全庇护模式运行的过程中，控制***校验故障的存在(块212)。通过监控输入速度NI和输出速度NO之间的关系，离合器消除致动可被校验，尽管在一段时间延迟之后。故障校验可以包括在故障庇护操作期间与故障相关的PCS装置的选择性致动，并且监控期望的结果。
【0050】当在受限模式操作期间故障未被校验出(块214)，即没有再次产生故障时，使变速器在受限模式下操作的指令失效(块216)，并且控制***恢复变速器的正常操作，包括继续换挡执行过程(块218)。当故障存在被校验出时，控制***继续指令变速器在受限模式下操作(块220)，并且提醒车辆驾驶员存在故障，包括点亮车辆仪表板上的指示灯(块222)。
【0051】采取示例的方式，当示例性变速器以GR1运行时，离合器C1和C4被致动。当切换到GR2的指令被执行时，通过对螺线管PCS4消除致动离合器C4被指令消除致动。当PCS4被消除致动时，当压力开关PS4的输出指示压力下降时，换挡执行过程继续。然而，当PCS4被消除致动时，当压力开关PS4未指示压力下降时，那么X-阀118被指令为低状态或“0”，因此导致在无级变速模式II下运行，如参考上表2所示。在变速器以模式II运行的过程中，基于可操作以监控MG-A的定子温度的温度传感器的反馈，通过选择性致动PCS4并且确定定子MG-A的冷却指令是否发生，控制***校验在PCS4中故障的存在。
【0052】当在受限模式操作过程中故障存在未被校验出时，即未再次产生故障时，使变速器在模式II下操作的指令失效，并且控制***恢复变速器的正常操作。当故障存在被校验出时，控制***继续指令变速器在模式II下操作，并且提醒车辆驾驶员存在故障，包括点亮车辆仪表板上的指示灯。
【0053】应当理解在本发明的范围内，变速器硬件改变是允许的。本发明参考特定的优选实施方式及其改进进行描述。在阅读和理解说明书的基础上，其他人可进行进一步的改进和变更。对于在本发明范围内的所有这些改进和变更都被包括在本申请中。

Claims (28)

1.一种控制转矩传递装置的方法，所述转矩传递装置包括多个转矩传递离合器，通过选择性控制液压回路，每个转矩传递离合器可被致动，所述液压回路包括多个流动控制装置和压力监控装置，该方法包括：
监控液压回路中的压力；
当监控到的任一液压回路中的压力不与期望压力相符时，确认故障存在并且约束转矩传递装置的操作；以及
在约束操作过程中校验故障的存在。
2.如权利要求1所述的方法，其中，监控液压回路中的压力包括监控压力监控装置的输出。
3.如权利要求2所述的方法，其中，确认故障还包括确定何时压力监控装置中的任意一个输出不与期望输出相匹配。
4.如权利要求2所述的方法，其中，监控压力还包括在即将进入工作的离合器致动的过程中以及在即将脱离工作的离合器消除致动的过程中，监控压力监控装置的输出。
5.如权利要求4所述的方法，其中，确认故障还包括在即将进入工作的离合器致动的过程中，在约150毫秒的时间过去后，检测何时压力监控装置的输出中的任意一个不与期望输出相匹配。
6.如权利要求4所述的方法，其中，确认故障还包括在即将脱离工作的离合器消除致动的过程中，在约1秒的时间过去后，检测何时压力监控装置的输出中的任意一个不与期望输出相匹配。
7.如权利要求2所述的方法，其中，监控压力还包括在离合器滑动事件过程中监控压力监控装置的输出。
8.如权利要求7所述的方法，其中，确认故障还包括在离合器滑动事件过程中，在约2秒的时间过去后，检测何时压力监控装置的输出中的任意一个不与期望输出相匹配。
9.如权利要求2所述的方法，其中，约束转矩传递装置的操作包括当监测到的压力中的一个不与其期望压力相符时，仅以特定的操作模式操作所述变速器。
10.如权利要求9所述的方法，其中，所述特定操作模式包括第一固定档位、第二固定档位和第一无级变速模式中的一个。
11.如权利要求9所述的方法，其中，所述特定操作模式包括第三固定档位、第四固定档位和第二无级变速模式中的一个。
12.如权利要求9所述的方法，其中，所述特定操作模式包括第一无级变速模式和第二无级变速模式中的一个。
13.如权利要求1所述的方法，进一步包括：
通过选择性地在两个无级变速模式中的一个下操作变速器，约束变速器的运行；以及
通过选择性地致动监控到的压力不与期望压力相符的液压回路流动控制装置中的一个并监控其输出，在约束操作的过程中，校验故障的存在。
14.如权利要求13所述的方法，其中，选择性致动液压回路流动控制装置中的一个包括改变液压回路流动控制阀的操作状态。
15.如权利要求13所述的方法，其中，选择性致动液压回路流动控制装置中的一个包括选择性致动压力控制螺线管，所述压力控制螺线管可操作以在检测到的压力不与期望压力相符时实现液压回路中的致动。
16.如权利要求13所述的方法，其中，在约束操作过程中校验故障存在包括：选择性致动压力控制螺线管，并且监控可操作以将运动转矩传递给电机械变速器的电机械的定子的温度。
17.如权利要求13所述的方法，进一步包括当在约束操作过程中故障存在未被校验到时，中断变速器的约束操作。
18.如权利要求13所述的方法，进一步包括当校验到故障存在时，使变速器的约束操作继续。
19.一种制造物品，包括内部编码有计算机程序的存储介质，所述程序用于实现控制转矩传递装置的方法，所述转矩传递装置包括多个转矩传递离合器，通过选择性控制液压回路，每个转矩传递离合器可被致动，所述液压回路包括多个流动控制装置和压力监控装置，所述计算机程序包括：
监控液压回路中的压力的代码；
当监控到的任一液压回路中的压力不与期望压力相符时，确认故障存在并且约束转矩传递装置操作的代码；以及
在约束操作过程中校验故障存在的代码。
20.如权利要求19所述的制造物品，其中，监控液压回路中压力的代码包括监控来自各自基本在转矩传递离合器之一的附近的压力传感装置的信号输出的代码。
21.如权利要求19所述的制造物品，其中，约束转矩传递装置操作的代码包括在两个无级变速模式中的一个下选择性操作所述变速器的代码。
22.如权利要求21所述的制造物品，进一步包括改变液压回路的流动管理阀的操作状态以便选择性地在两个无级变速模式中的一个下操作所述变速器的代码。
23.一种设备，包括：
内燃机、第一和第二电机械、以及可选择性操作以在它们之间传递转矩的电机械变速器；
所述变速器包括：电液控制回路，其包括多个压力监控装置和多个可选择性控制的流动控制装置，以及多个转矩传递离合器；所述变速器可选择性地在多个操作模式中的一个下操作，所述多个操作模式包括固定齿轮比模式和两个无级变速模式；
以及控制***：
适于控制电液控制回路的流动控制装置；以及
适于执行计算机程序以在换挡执行过程中选择性控制所述电液控制回路的流动控制装置，所述程序包括：
监控液压回路中的液压力的代码；
当监控到的任一液压回路中的液压力不与期望压力相符时，确认故障存在并且约束变速器操作的代码；以及
在约束操作过程中校验液压回路中的故障存在的代码。
24.如权利要求23所述的设备，其中，可选择性控制的流动控制装置包括多个压力控制螺线管和两个流动管理随动阀，它们可操作以选择性致动转矩传递离合器从而实现在包括固定齿轮比模式和两个无级变速模式的多个操作模式的一个下操作。
25.如权利要求23所述的设备，其中，所述压力监控装置每个包括压力监控开关。
26.如权利要求23所述的设备，其中，所述控制***适于执行计算机程序，所述计算机程序包括在约束操作过程中校验故障存在的代码，还包括选择性致动压力控制螺线管中的一个的代码，以及监控变速器操作的代码。
27.如权利要求23所述的设备，其中，所述电机械变速器还包括双模式、复合分离、电机械装置，其可操作以响应于驾驶员的转矩输出需求在内燃机、第一电机械和传动系之间传递转矩。
28.如权利要求23所述的设备，其中，液压回路中的故障可包括下述中的任意一个：流动控制装置卡住、螺线管装置故障、压力监控装置失效、线束故障、以及液压管线中有碎片。
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