CN101445045B - 在稳定状态运行过程中检测模式-齿轮失配的方法和装置 - Google Patents
在稳定状态运行过程中检测模式-齿轮失配的方法和装置 Download PDFInfo
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- CN101445045B CN101445045B CN2008101769010A CN200810176901A CN101445045B CN 101445045 B CN101445045 B CN 101445045B CN 2008101769010 A CN2008101769010 A CN 2008101769010A CN 200810176901 A CN200810176901 A CN 200810176901A CN 101445045 B CN101445045 B CN 101445045B
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- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
本发明涉及在稳定状态运行过程中检测模式-齿轮失配的方法和装置。提供了对混合动力传动***运行的控制,其中通过对转矩传递离合器的选择性致动来控制传到一输出的机械动力。电机连接到一能量存储***以用于电能流动。在一无级变速运行档位工况下操作电动-机械变速器,且监控变速器的运行。确定在命令无级变速运行档位工况和变速器的实际运行工况之间不存在失配。确定在命令运行档位工况和变速器的实际运行工况之间可能存在失配。当检测出在命令运行档位工况和变速器的实际运行工况之间存在失配时,对动力传动***的运行进行修正。
Description
技术领域
本发明主要涉及用于电动-机械变速器的控制***。
背景技术
这部分的描述仅提供与本发明相关的一些背景信息,且有可能不构成现有技术。
动力传动***结构包括含有内燃机和电机的转矩发生装置,其通过一变速器装置将转矩传给一车辆传动系。这样的变速器包含一双模式、复合-分流、电动-机械变速器,其利用一输入元件接收来自于通常为内燃机的原动机动力源的驱动转矩,以及利用一输出元件将驱动转矩从变速器传递给车辆传动系和车轮。有效地连接到一电能存储装置的电机是能产生输入给变速器的驱动转矩的电动机/发电机,且与内燃机的转矩输入无关。电机还可进一步将通过车辆传动系传递的车辆动能转化为电能,存于电能存储装置中。一控制***监控来自于车辆和驾驶员的各种输入,并且提供对动力传动***的可操作控制,这包括控制变速器换档,控制转矩发生装置,以及调节电能存储装置和电机之间的电能交换。
代表性的电动-机械变速器可以通过致动转矩传递离合器而在固定齿轮运行和无级变速运行之间选择操作,通常还包括一液压回路来实现离合器致动。当变速器输出元件的转速与输入元件的转速之比为常数时,为固定齿轮运行,这通常是由于致动一个或多个转矩传递离合器而引起。当变速器输出元件的转速与输入元件的转速之比基于一个或多个电机的运转速度而变化时,为无级变速运行。电机可以通过对一个离合器的致动而被选择性地连接到输出元件上,或者直接通过固定机械连接而连接到输出元件上。离合器的致动和释放通常是通过一液压回路来实现的,该液压回路包括电驱动流量控制阀,压力控制电磁阀,以及由一控制模块控制的压力监控装置。
在运行过程中,有必要对运行进行监控,从而对命令运行档位工况与实 际运行档位工况之间的失配进行识别。在这样的情况中,可能发生模式-齿轮失配,例如当变速器实际上在固定齿轮运行下工作时,控制***却命令无级变速运行。然而,对动力传动***进行操作可能会掩盖失配的存在。当这种情况发生时,控制***就会使发动机速度尽量接近用于无级变速运行的计算最优速度。该结果可能是车辆运行过程中并不想要的改变。因此有必要有效地识别不存在失配,识别存在失配,并降低任何一种失配的影响。
发明内容
[0006]一种动力传动***,包括一电动-机械变速器,该变速器机械地-有效地连接到一内燃机和一对电机,通过选择性地致动多个转矩离合器而将机械动力传递给一输出。电机被电动地-有效地连接到一能量存储***,在它们之间实现电能传递。一种用于控制动力传动***的方法,包括:命令电动-机械变速器在无级变速运行档位工况下运行,以及监控变速器的运行。确定命令无级变速运行档位工况与变速器的实际运行工况之间不存在失配。以及,检测命令无级变速运行档位工况与变速器的实际运行工况之间存在失配。当检测出命令无级变速运行档位工况与变速器的实际运行工况之间存在失配时,对动力传动***的运行进行修正。
附图说明
[0007]图1是根据本发明一实施例的代表性动力传动***的示意图;
[0008]图2是根据本发明一实施例的用于控制***和动力传动***的代表性结构的示意图;
[0009]图3是根据本发明一实施例的图解描述;
[0010]图4是根据本发明一实施例的液压回路的结构图;以及
[0011]图5是根据本发明一实施例的算法流程图。
具体实施方式
[0012]现在参看附图,其中只是为了阐述本发明的实施例,而并不是为了限制实施例,图1和2描述了一包括一发动机14,变速器10,传动系90,控制***和液压控制回路42(图4)的***,其中液压控制回路根据本发明一个实施例而构成。代表性的混合动力传动***配置成执行下文中参照图5所描述的控制方案。机械方面代表性的变速器10已经在US6953409中详细公开了,在这里作为参考被引入。图1中示出了包含本发明构思的代表性的双模式,复合-分流, 电动-机械混合变速器。变速器10包含一具有输入速度NI的输入轴12和一具有输出转速NO的输出轴64,其中,输入轴优选由内燃机14驱动。
[0013]代表性的发动机14是一多缸内燃机,其可选择性地在多个工况下运行,通过轴12将转矩传递给变速器,并且也可以是一火花点火或者压燃发动机。发动机14具有一特性转速为NE的曲轴,该曲轴有效地连接到变速器输入轴12上。当在它们之间放置一转矩管理装置(未示出)时,包含速度NE和输出转矩TE的发动机输出可以与变速器的输入速度NI和发动机的输入转矩TI不同。
[0014]变速器10使用三组行星齿轮组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(TCM)17控制的电动-液压控制***42能够有效地控制离合器的致动和释放。离合器C2和C4优选为液压-致动旋转摩擦离合器。离合器C1和C3优选为可连接到变速器壳体68上的液压驱动固定装置。每个离合器都优选由液压致动,通过一电动-液压控制回路42接收来自于泵88的加压液压流体。
[0015]一由电动机/发电机56构成的第一电机MG-A,以及一由电动机/发电机72构成的第二电机MG-B,其可通过行星齿轮组有效地连接到变速器上。每个电机都包括一定子,一转子和一旋转变压器组件80,82。每个电机的定子都连接到外部变速器壳体68上,而且还包括带有从中穿过的电绕组的定子铁心。MG-A56的转子支撑在一毂衬齿轮(hub plate gear)上,该齿轮通过行星架26可操作地连接到输出轴60上。MG-B72的转子连接到空心轴套66(sleeve shaft hub)上。旋转变压器组件80,82被适宜地布置且装配在MG-A56和MG-B72上。每个旋转变压器组件80,82都由一公知的可变磁组装置组成,该装置包含一可操作地连接到每个电机定子的旋转变压器定子以及一可操作地连接到每个电机转子的旋转变压器转子。每个旋转变压器80,82都包括一用于感应旋转变压器定子相对于旋转变压器转子的旋转位置的,并识别该旋转位置的感应装置。对从旋转变压器输出的信号进行判断,从而为MG-A56和MG-B72提供转速,用NA和NB来表示。变速器输出轴64可操作地连接到车辆传动系90上,向车轮提供驱动输出转矩TO。还有一变速器输出速度传感器84,其能有效地用来监测输出轴64的旋转速度。每个车轮都配有一用于监测车轮速度的传感器94,其输出由控制***监控,并且用于判断绝对车轮速度和相对车轮速度,以进行制动控制,牵引控制和车辆加速控制。
[0016]变速器10接收来自包括发动机14以及MG-A56和MG-B72在内的转矩发生装置的输入转矩,分别用‘TI’,‘TA’和‘TB’表示,它们是由燃料或储存在电能存储装置(ESD)74中的电能转化而来的。ESD 74是通过直流电传递导线27连接到变速器功率变换器模块(TPIM)19的高压直流电。TPIM 19是接下来参照图2所描述的控制***的一个元件。TPIM 19通过传递导线29将电能传递给MG-A 56,及传递来自于MG-A 56的电能,类似地,TPIM 19还通过传递导线31将电能传递给MG-B 72,及传递来自于MG-B 72的电能。根据ESD 74是否被充电或者放电,将电流传递到ESD 74,及电流从ESD 74传出。TPIM 19包括一对功率变换器和相应的电动机控制模块,该电动机控制模块配置成接收电动机控制命令,并且据此来控制变换器的状态,从而提供电动机驱动或者再生功能。优选地,MG-A 56和MG-B 72是三相交流电机,每个都具有可在定子中旋转的转子,该定子被安装在变速器的壳体上。变换器为公知的互补型三相电力电子装置。
[0017]现在参看图2,示出了控制***的示意性方块图,其为分散的控制模块结构。下文中将描述的元件是整个车辆控制结构的一个子集,且其可用来提供这里所描述的动力传动***的协同***控制。控制***用来合成有关信息和输入,并且执行算法来控制各个执行器以实现控制目标,包括如下参数,如燃油经济性,排放,性能,驱动性能,以及保护包括ESD 74,MG-A 56和MG-B 72的电池在内的硬件。分散的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)17,电池组控制模块(BPCM)21以及TPIM 19。一混合控制模块(HCP)5提供全能控制,并且对前面提到的各控制模块进行协调。用户界面(UI)13可操作地连接到多个装置,通过它,车辆驾驶员就能控制或者指挥包含变速器10在内的动力传动***的运行,该用户界面包括一驾驶员转矩请求(To_req)和驾驶员制动请求(BRAKE)。连接到UI13的代表性的车辆输入装置包括一加速踏板,一制动踏板,一变速器齿轮选择器,和一车辆速度巡航控制器。前面提到的每个控制模块都通过局域网(LAN)总线6与其它控制模块,传感器和执行器通信。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。所采用的特定的通信协议是特定应用的。LAN总线和合适的协议在前面提到的控制模块和其他控制模块之间规定了强大的通讯和多控制模块界面,所述的其他控制模块可提供如防抱死制动,牵引控制和车辆稳 定性等功能。
[0018]HCP 5能提供混合动力传动***的全能控制,对ECM 23,TCM 17,TPIM19和BPCM 21的运行进行协调。基于来自UI 13和包括电池组在内的动力传动***的各种输入信号,HCP 5能产生各种命令,包括:驾驶员转矩请求(To_req),发动机输入转矩TI,变速器10的N个不同转矩传递离合器C1,C2,C3,C4的离合器转矩(TCL_N);以及MG-A 56和MG-B 72的电动机转矩TA和TB。TCM 17有效地连接到电动-液压控制回路42,用于监控各种压力传感装置(未示出),以及产生和执行用于各种电磁阀的控制信号,从而来控制其中包含的压力继电器和控制阀。
[0019]ECM 23可操作地连接到发动机14,起到从各种传感器中获取数据,及通过多条离散的线来分别控制发动机14的各种执行器的作用,其中,多条离散的线用如图所示的总线35来表示。ECM 23接收来自于HCP 5的发动机输入转矩命令,并且产生一期望轮轴转矩和传递给变速器的实际发动机输入转矩TI信号,该信号也与HCP 5通信。为了简便起见,图示出ECM 23通常通过总线35与发动机14双向相互作用。由ECM 23检测到的各种其他参数还包括发动机冷却液温度,传到轴12的发动机输入速度NE(其转变为变速器输入速度NI),进气管压力,环境空气温度以及环境压力。由ECM 23控制的各种执行器包括燃料喷射器,点火模块和节气门控制模块。
[0020]TCM 17可操作地连接到变速器10上,起到从各种传感器中获取数据,及向变速器提供命令信号的作用。由TCM 17传给HCP 5的输入包括:N个离合器,即C1,C2,C3和C4的各估计离合器转矩(TCL_N),以及输出轴64的旋转输出速度NO。出于控制目的,其他执行器和传感器可被用来由TCM向HCP提供附加信息。TCM 17监控压力继电器的输入,并且选择性地激励压力控制电磁阀和换档电磁阀,从而来致动各离合器,以实现如下面所描述的各种变速器运行模式。
[0021]BPCM 21与一个或多个可操作地监控ESD 74电流或电压参数的传感器连接,向HCP 5提供关于电池状态的信息。这些信息包括电池充电状态,安时输出量,电池温度,电池电压和可用电量。
[0022]前面所提到的每个控制模块优选通用数字计算机,该数字计算机通常包括一微处理器或中央处理单元,存储介质和适宜的信号调节和缓冲电路。该存 储介质包括只读存储器(ROM)和随机存储器(RAM),可编程只读存储器(EPROM),高速计时器,模数(A/D)和数模(D/A)电路,以及输入/输出电路和装置(I/O)。每个控制模块包括一组控制算法,其包括存储于ROM中的内在程序指令和校准,对其进行执行,从而提供每个计算机的相应程序。在各计算机之间的信息传递优选由前面提到的LAN 6来完成。
[0023]通常在预置循环中执行各个控制模块中用于控制和状态预估的算法,从而每个算法在每个循环中至少执行一次。存储于稳定存储装置中的算法被中央处理单元之一执行,并且这些算法可操作地监控来自于传感装置的输入以及采用预置校准来执行控制和诊断程序,从而控制相应装置的运行。通常定期执行循环,例如在发动机和车辆运行期间每3.125,6.25,12.5,25和100毫秒。或者,响应于事件的发生而执行算法。
[0024]现在参看图3,代表性双模式,复合-分流,电动-机械变速器在多个运行档位工况之一下运行,这些工况包含固定齿轮运行和无级变速运行,参看下面的表1。
表1
[0025]表中所描述的各种变速器运行档位工况表示了在每个运行档位工况中哪些特定离合器C1,C2,C3和C4被接合或致动。当为了将第三行星齿轮组28的齿圈元件“接地”而致动离合器C170时,就选择了第一无级变速运行档位工况,即模式I。发动机14可以运行,也可以关闭。当松开离合器C1 70,且同时致动离合器C2 62以将轴60连接到第三行星齿轮组28的行星架上时,就选择了第二无级变速运行档位工况,即模式II。发动机14可以运行,也可以关闭。本说明 书中,发动机关闭指的是发动机输入速度NE等于0转每分钟(RPM),即,发动机曲轴不旋转,这通常是由于发动机与变速器分离的结果。当电机56,72作为电动机和发电机运行时,本公开范围之外的其他因素会影响,在这里就不做讨论了。
[0026]模式I和模式II以使用单个离合器,即离合器C1 62或C2 70,以及电机56和72的被控速度和转矩为特征,称其为无级变速模式。下面描述了通过应用一附加离合器来实现固定齿轮比的特定运行档位工况。如上表所示的,这个附加离合器可以是离合器C3 73或C4 75。当使用附加离合器时,可获得变速器的输入比输出速度,即NI/NO的固定齿轮运行。在固定齿轮运行过程中,电机MG-A 56和MG-B 72的旋转,即NA和NB,通过离合而依赖于机构的内部旋转,与轴12处所测得的输入速度成比例。
[0027]对由UI 13所获得的驾驶员的操作做出响应,监控HCP控制模块5和一个或多个其他控制模块确定出由轴64执行的驾驶员转矩请求。最终的车辆加速由其他因素影响,包括,例如,路载,道路坡度以及车辆重量。基于动力传动***的各种运行特性确定出用于代表性变速器的变速器运行档位工况。这包括驾驶员转矩要求,通常通过如前面所述的传到UI 13的输入而实现通信。此外,输出转矩要求根据外部条件而预测,包括,例如,道路坡度,路面条件或风阻。根据动力传动***转矩要求来预测变速器运行档位工况,且该转矩要求是由使电机之一作为发电机或电动机工作的控制模块命令而引起的。变速器运行档位工况可以由一最佳算法或程序来确定,该最佳算法或程序可用来根据驾驶员动力要求,电池充电状态,以及发动机14与MG-A 56和MG-B 72的能量效率来确定最适宜的***效率。控制***根据被执行的最佳程序的结果来管理来自于发动机14以及MG-A 56和MG-B 72转矩输入,并且靠***最优化来优化***效率,从而提高燃油经济性及管理电池充电。此外,还可以根据部件或***的故障来决定操作。HCP 5监控转矩发生装置的参数状态,以及如下面将描述的,确定为达到预期转矩输出所需的变速器输出。在HCP 5的指导下,为了满足驾驶员要求,变速器10在从慢到快的输出速度范围内运行。
[0028]能量存储***以及电机MG-A 56和MG-B 72就可以电动地-有效地连接,以用于它们之间的能量转换。此外,发动机,电机以及电动-机械变速器可以被机械地-有效地连接,以在它们之间传递能量,产生传递给输出的能流。在 模式I运行工况中,变速器作为一输入-分流电动无级变速器(EVT)。在模式II运行工况中,变速器作为一复合-分流EVT。当在这两种模式中的任一种下运行时,控制***对发动机速度执行闭环控制,其在满足转矩请求和指定功率限制的同时,还能使燃油经济性最优化。然后它还能对驾驶员转矩请求做出响应,命令电动机速度以改变输入比输出的速比,从而使车辆加速。通过使用两个附加离合器,变速器还能实现四个固定齿轮比之一。当在一固定齿轮下运行时,车辆为并联混合,且电动机只用于车辆加速和制动/回收。
[0029]参看图4,示出了一示意图,其更详细地描述了用于控制代表性变速器中液压流体流动的代表性电动-液压***。将输入轴12从发动机14分离的主液压泵88,以及由TPIM 19电控制的辅助泵110,能够通过阀140向液压回路42提供加压流体。辅助泵110优选为具有合适大小和容量的,当工作时能够向液压***提供充足加压流体的电动泵。加压流体流入电动-机械控制回路42,该回路可操作地将液压选择性地分配给一系列装置,这包括转矩传递离合器C170,C2 62,C3 73和C4 75,用于电机A和B的有效冷却回路,以及用于通过通道142,144(未详细描述)对变速器10进行冷却和润滑的基础冷却回路。如前面所陈述的,TCM 17优选通过选择性致动液压回路流量控制装置来致动各种离合器以实现各种变速器运行工况,该液压回路流量控制装置包括可变压力控制电磁阀(PCS)PCS1 108,PCS2 112,PCS3 114,PCS4 116以及电磁阀-控制流量管理阀X阀119和Y阀121。回路分别通过通道124,122,126和128与压力继电器PS1,PS2,PS3和PS4流体连接。还有一进给滑阀107。压力控制电磁阀PCS1 108具有一常高控制位,而且其能通过与可控压力调节器109的流体相互作用而有效地调节液压回路中的流体压力。未详细示出的可控压力调节器109可以根据下面将描述的运行条件,与PCS1 108相互作用,从而在一定压力范围内控制液压回路42中的压力。压力控制电磁阀PCS2 112具有一常低控制位,其与滑阀113流体连接,且被激励时能有效地影响其中的流量。滑阀113通过通道126与压力继电器PS3流体连接。压力控制电磁阀PCS3 114具有一常低控制位,其与滑阀115流体连接,且被激励时能有效地影响其中的流量。滑阀115通过通道124与压力继电器PS1流体连接。压力控制电磁阀PCS4 116具有一常低控制位,其与滑阀117流体连接,且被激励时能有效地影响其中的流量。滑阀117通过通道128与压力继电器PS4流体连接。
[0030]在代表性***中,X阀119和Y阀121分别包含由电磁阀118,120控制的流量管理阀,且它们都具有高(1)和低(0)控制状态。控制状态指的是每个阀的位置,通过其可以控制传给液压回路42和变速器10中的不同装置的流量。依赖于接下来将描述的流体输入源,X阀119能分别通过流体通道136,138,144,142有效地将加压流体引入到离合器C3和C4以及用于MG-A 56的定子和MG-B 72的定子的冷却***。依赖于接下来将描述的流体输入源,Y阀121能分别通过流体通道132和134有效地将加压流体引入到离合器C1和C2。Y阀121通过通道122与压力继电器PS2流体连接。关于代表性电动-机械控制回路42的更详细的描述在美国专利申请11/263,216中给出了,该专利申请在此作为参考被引入。
[0031]参见下面的表2,是一实现对代表性电动-液压控制回路42控制的代表性逻辑表。
表2
[0032]对X阀和Y阀的选择控制以及对电磁阀PCS2,PCS3和PCS4的激励,方便了液压流体对离合器C1,C2,C3和C4致动,并且为MG-A56和MG-B 72定子提供冷却。
[0033]在运行过程中,基于动力传动***的各种运行参数,可以为代表性变速器选定固定齿轮和无级变速运行档位工况之一。这包括一驾驶员转矩请求,通常通过如前面所述的传到UI 13的输入来通信。此外,根据外部条件预测输出转矩要求,包括,例如,道路坡度,路面条件或风阻。根据由一控制模块指令引 起的动力传动***转矩要求,可以预测变速器运行档位工况,该控制模块指令可以操作电动机械之一以使其成为发电机或电动机。运行状态可以由一最佳算法或程序来确定,该最佳算法或程序可根据驾驶员动力要求,电池充电状态,以及发动机14与MG-A 56和MG-B 72的能量效率来确定最适宜的***效率。控制***根据被执行的最佳程序的结果来控制来自于发动机14以及MG-A 56和MG-B 72转矩输入,并且靠***最优化来优化***效率,从而提高燃油经济性及控制电池充电。此外,还可以根据部件或***的故障来决定操作。
[0034]现在参看结合图1,2,3,和4,以及表1和2所描述的变速器,这里将描述变速器以及控制***的某些特定方面。根据转矩要求,存在故障和电动机的温度,控制***可以有效地有选择地激励压力控制装置和流量管理阀。根据选择激励X阀118和Y阀120流量控制阀,控制***可以有选择地控制低-档位无级变速运行,高-档位无级变速运行,低档位工况,以及高档位工况之一。当命令低-档位无级变速运行时,控制***根据对压力控制装置PCS2,PCS3和PCS4的选择性激励,来实现对第一电机的定子冷却***(MG-A定子冷却)的激励,对第二电机的定子冷却***(MG-B定子冷却)的激励,以及对第一液压致动离合器(C1)的致动。此外,当命令高-档位无级变速运行时,控制***根据对压力控制装置的选择性激励,来实现对MG-A 56定子冷却***的激励,对MG-B72定子冷却***的激励,以及对第二液压致动离合器(C2)的致动。当命令低-档位工况时,控制***根据对压力控制装置的选择性激励,来实现对第一,第二和第四液压致动离合器(即C1,C2,C4)的致动,还包括在FG1,FG2以及模式I之一中通过有选择地致动离合器所做的操作。当命令高-档位工况时,控制***根据对压力控制装置的选择性激励,来实现对第二,第三和第四液压致动离合器(即C2,C3,C4)的致动,还包括在FG3,FG4以及模式II之一中通过有选择地致动离合器所做的操作。
[0035]如前面所陈述的,根据第一和第二流量控制阀的命令位置,来自于第二,第三和第四压力控制装置(即,PCS2,PCS3和PCS4)的流体输出被选择性地转换到四个液压致动离合器之一以及MG-A 56和MG-B 72的定子冷却***。因此,当X阀和Y阀都命令为低位时,选择激励PCS2就可以促使液压流体向MG-B 72的定子提供冷却液。当X阀和Y阀之一命令为高位时,选择激励PCS2就可以使液压流体致动离合器C2。当X阀和Y阀都命令为低位时,选择激励 PCS3就可以使液压流体致动离合器C1。当X阀命令为低位,Y阀命令为高位时,选择激励PCS3就可以促使液压流体的流动向MG-B 72的定子提供冷却液。当X阀命令为高位,Y阀命令为低位时,选择激励PCS3就可以使液压流体致动离合器C1。当X阀和Y阀都命令为高位时,选择激励PCS3就可以促使液压流体致动离合器C3。当X阀命令为低位,且不考虑Y阀的命令位置时,选择激励PCS4就可以促使液压流体向MG-A 56的定子提供冷却液。当X阀命令为高位,且不考虑Y阀的命令位置时,选择激励PCS4就可以使液压流体致动离合器C4。
[0036]结合图1,2,3和4,以及表1和2所描述的代表性变速器,参看图5所示的流程图400,描述了控制代表性变速器的运行工况以及控制***的某些特定方面。在运行中,通过选择性地致动离合器C1或者离合器C2,由控制模块之一来命令电动-机械变速器,使其在无级变速运行档位工况之一下运行(步骤410),即模式I或者模式II。监控变速器的运行,包括:包含特定变速器速度NO,NA,和NB的各元件的旋转速度(步骤412)。对***运行所需的其他元件进行监控,例如,NE,TA和TB。根据监测到的变速器运行状况,确定在命令运行档位工况和变速器的实际运行工况之间不存在失配(步骤414)。根据监测到的变速器运行状况,包括存在额外发动机转矩和离合器打滑,可以检测出在命令运行档位工况和变速器的实际运行工况之间存在失配(步骤416,418)。当检测到在命令运行档位工况和变速器的实际运行工况之间存在失配时,对内燃机的预定运行工况进行修正(步骤420)。现在对其进行详细描述。
[0037]潜在的动力传动***故障包括命令运行档位工况和变速器的实际运行工况之间的失配。这包括:控制***发出在无级变速运行档位工况之一下运行的命令,而变速器实际上却在固定齿轮运行档位工况之一下运行。这被称为模式-齿轮失配。在进行中的运行过程中,控制***指定如表2所示的无级变速运行档位工况之一,模式I和模式II。在代表性实施例中,在每种模式运行下,只有一个离合器响应于处于液压高状态的一个压力控制电磁阀(PCS)而被接合。液压***这样设计,使得当运行在模式I或者模式II下时,如果发生影响两个剩余压力控制电磁阀之一的硬件故障,那么唯一的结果就是电机定子冷却。
[0038]可见,在模式I或模式II中,X阀119处于液压低位。如果X阀发生故障使得其仍处于液压高位,那么PCS装置之一中的单个故障就会导致不令人满 意的运行状况。例如,假如X阀发生故障,使得其保持在“高位”,那么通过在“低档位”工况下运行以及命令PCS3为液压高位,而使车辆继续在模式I下运行。然而,任何PCS2处于高位的故障,都可能导致离合器C2接合,出现相应的失配,即命令模式I,但变速器却执行FG2。
[0039]用于检测模式-齿轮失配的第一种策略包括通过监测离合器滑动量而很肯定地确定不存在任何模式-齿轮失配。这种检测策略包括在模式I和II之一的稳定工况运行过程中监测和检测离合器滑动量,其中只有单个离合器被接合,即命令其被致动。在运行过程中,在某一给定时间段内,只有单个离合器,即C1或C2,是需要证实其离合器滑动量为0或者接近0。当在某一时间段内,离合器上存在明显的滑动量时,就可以确定该特定离合器没有被致动,且不存在模式-齿轮失配。因此,在模式I中,离合器C1被命令致动,且在离合器C2,C3和C4上都发生打滑。而在模式II中,离合器C2被命令致动,且在离合器C1,C3和C4上都发生打滑。当确定了没有被命令致动的离合器是这样的打滑情况后,控制策略就可以确定不存在模式-齿轮失配。然而,如果发生一种情况,即判断出在一最小时间段内,未被致动的离合器之一的滑动量为0或接近0打滑速度,那么就存在离合器被致动的可能,以及模式-齿轮失配的可能。依赖各种测量旋转速度NE,NO,NA和NB来确定每个离合器的滑动量。
[0040]用于检测模式-齿轮失配的第二种策略包括通过监测发动机输入速度而很肯定地确定不存在模式-齿轮失配。在模式I或II的运行过程中,控制***将输入速度NI控制在一计算最优发动机速度Ni_opt上。在围绕最优输入速度Ni_opt的闭环控制中,希望输入速度能够跟随一最优速度曲线,该曲线是根据运行状况和驾驶员输入而确定的。在上面描述的***中,各种速度之间的关系是由硬件确定的,为(NA+NB)/2=NI。在这种策略中,电动机速度NA和NB是用旋转变压器80,82测得的,且据此计算出输入速度NI。如果发生模式-齿轮失配,那么在当前发动机转速NI和最优输入转速Ni_opt之间就会存在明显差值,这被认为是发动机和***运行的一部分。因此,当输入速度NI跟随最优输入速度Ni_opt时,控制策略可以很肯定不存在模式-齿轮失配,当输入速度NI与最优输入速度Ni_opt存在差异时,则有可能存在模式-齿轮失配。
[0041]当第一种和第二种策略的结果不能肯定不存在模式-齿轮失配时,就执行附加策略来检测模式-齿轮失配的存在。例如,在稳定工况运行过程中,可能发 生模式-齿轮失配,这对于车辆驾驶员来说是察觉不到的,或者其可能导致一轻微加速。用于检测模式-齿轮失配的第三种策略包括通过监测来自于两个电机的电动机转矩而很肯定地检测出存在模式-齿轮失配。在模式I或模式II的运行过程中,控制***计算为达到最优闭环发动机速度控制Ni_opt所需的来自于两个电机的电动机转矩。基于其传递的电能来确定来自于电机的当前电动机转矩。基于当前电动机转矩和计算电动机转矩的差值,计算每个电动机的额外转矩。计算结果表示由电机之一施加到离合器之一的额外转矩量,其也意味着存在模式-齿轮失配。
[0042]用于检测模式-齿轮失配的第四种策略包括通过监测离合器滑动量来检测零滑移情况,从而很肯定地检测出存在模式-齿轮失配。在模式I或模式II的运行过程中,没有被致动的离合器应该是打滑的。通过监测离合器打滑,可以确定一零滑移情况。即使在模式-齿轮失配过程中,如果输出速度没有减慢,那么即将接合的离合器的滑移速度最终也会达到接近0的速度(稳定状态)。因此,当在未接合的离合器中不存在离合器打滑时,控制策略能够检测出模式-齿轮失配。
[0043]当经历并检测出模式-齿轮失配时,最好及时修正动力传动***的运行。对动力传动***运行的修正包括最好在检测的200兆秒内,使闭环发动机速度控制不起作用,从而阻止控制***改变发动机输入速度。这包括向控制***发出一软件控制标记,使闭环发动机控制不起作用,以及紧接着通过点亮仪表板灯来通知驾驶员。若随后检测出合格(affirmative pass),即第一或第二策略的执行结果导致在一校准的时间长度内是合格状况,那么倾向于使闭环发动机控制重新起作用。
[0044]还有很多不同的情况可以肯定地确定不存在模式-齿轮失配,以及肯定地确定存在模式-齿轮失配。因此,有这样一种情况,其中车辆能够同时确定不存在和存在模式-齿轮失配。当由于即将接合的离合器仍具有一高于合格标准极限的滑移速度,而使得车辆经历一急剧减速时,在短的时间窗内可能发生上述情况。对于这种原因,使闭环速度控制不起作用的操作会继续,直到在一校准的时间,通常少于4秒钟的时间内,满足合格条件。如果继续接合离合器,那么在校准的时间内,离合器滑移速度就会降低到合格条件极限之下,且发动机闭环仍不起作用。如果不再接合离合器,且继续通过检测,那么就可以使发动机 闭环控制重新起作用。
[0045]在这里,参考公开的实施例和变型对本发明进行了描述。在阅读和理解了说明书后,可以得到更多变型和改变。因此包括本发明范围内的所有这样的变型和改变。
Claims (17)
1.用于运行包括电动-机械变速器的动力传动***的方法,该变速器机械地-有效地连接到内燃机和一对电机,用于通过选择性地致动多个转矩传递离合器而将机械动力传递给输出元件,所述电机电动-机械地连接到能量存储***,用于它们之间的电能传递,该方法包括:
命令电动-机械变速器在无级变速运行档位工况下运行;
监测变速器的运行;
肯定地确定命令无级变速运行档位工况和变速器的实际运行工况之间不存在模式-齿轮失配;
通过监测离合器滑动量检测命令无级变速运行档位工况和变速器的实际运行工况之间存在模式-齿轮失配;以及,
当检测到无级变速运行档位工况和变速器的实际运行工况之间存在模式-齿轮失配时,就对动力传动***的运行进行修正,其中对动力传动***的运行进行修正包括:对内燃机的指令运行情况进行修正。
2.如权利要求1所述的方法,其特征在于命令电动-机械变速器在无级变速运行档位工况下运行,包括选择性地致动转矩传递离合器中的单个离合器。
3.如权利要求2所述的方法,其特征在于监测变速器的运行,包括监测变速器的输入元件和输出元件的转速,以及监测由电机输出的转矩。
4.如权利要求3所述的方法,其特征在于肯定地确定命令无级变速运行档位工况和变速器的实际运行工况之间不存在模式-齿轮失配,包括:
基于监测到的变速器的输入元件和输出元件的转速和电机的转速来确定每个离合器的滑动量;以及,
对于每个没有被选择致动的转矩传递离合器,确定其离合器滑动量大于零。
5.如权利要求4所述的方法,其特征在于肯定地确定命令无级变速运行档位工况和变速器的实际运行工况之间不存在模式-齿轮失配,还进一步包括:
确定输入元件的最优输入速度,以及,
确定监测到的输入元件的转速充分接近最优输入速度。
6.如权利要求5所述的方法,其特征在于检测命令无级变速运行档位工况和变速器的实际运行工况之间存在模式-齿轮失配,还进一步包括:
计算为达到最优输入速度所需的来自于电机的电机转矩;以及,
确定在离合器上作用来自电机之一的额外电机转矩。
7.如权利要求6所述的方法,其特征在于检测命令无级变速运行档位工况和变速器的实际运行工况之间存在模式-齿轮失配,包括只对转矩传递离合器中被选择致动的单个离合器,确定离合器滑动量实质上接近零。
8.如权利要求1所述的方法,其特征在于肯定地确定命令无级变速运行档位工况和变速器的实际运行工况之间不存在模式-齿轮失配,包括:
确定输入元件的最优输入速度,以及,
确定被监测的输入元件的转速充分接近最优输入速度。
9.如权利要求1所述的方法,其特征在于确定命令无级变速运行档位工况和变速器的实际运行工况之间不存在模式-齿轮失配,包括:
基于监测到的变速器的输入元件和输出元件的转速和电机的转速来确定每个离合器的滑动量;以及,
对于每个没有被选择致动的转矩传递离合器,确定其离合器滑动量大于零。
10.如权利要求1所述的方法,其特征在于肯定地确定命令无级变速运行档位工况和变速器的实际运行工况之间不存在模式-齿轮失配,包括:
基于监测到的变速器的输入元件和输出元件的转速和电机的转速来确定每个离合器的滑动量;
对于每个没有被选择致动的转矩传递离合器,确定其离合器滑动量大于零;以及,
只对转矩传递离合器中被选择致动的单个离合器,确定其离合器滑动量实质上为零。
11.用于运行包括电动-机械变速器的动力传动***的方法,该变速器机械地-有效地连接到内燃机和一对电机,用于通过选择性地致动多个转矩传递离合器而将机械动力传递给输出元件,所述电机电动地-有效地连接到能量存储***,用于它们之间的电能传递,该方法包括:
命令电动-机械变速器在无级变速运行档位工况下运行;
基于最优发动机速度来控制内燃机处于闭环发动机速度控制;
监测变速器的运行;
肯定地确定电动-机械变速器的命令运行和电动-机械变速器的实际运行之间不存在模式-齿轮失配;
通过监测离合器滑动量检测电动-机械变速器的命令运行和电动-机械变速器的实际运行之间存在模式-齿轮失配;以及,
当检测到电动-机械变速器的命令运行和电动-机械变速器的实际运行之间存在模式-齿轮失配时,使闭环发动机速度控制不起作用。
12.如权利要求11所述的方法,还进一步包括:当检测到的电动-机械变速器的命令运行和电动-机械变速器的实际运行之间的模式-齿轮失配随后确定不存在时,使闭环发动机速度控制重新起作用。
13.用于运行包括电动-机械变速器的动力传动***的方法,该变速器机械地-有效地连接到内燃机和一对电机,用于通过选择性地致动多个转矩传递离合器而将机械动力传递给输出元件,所述电机电的-有效地连接到能量存储***,用于它们之间的电能传递,该方法包括:
选择性地命令对转矩传递离合器中的单个离合器进行致动;
肯定地确定在对转矩传递离合器中的单个离合器的命令致动和变速器的实际运行工况之间不存在模式-齿轮失配;
通过监测离合器滑动量检测在对转矩传递离合器中的单个离合器的命令致动和变速器的实际运行工况之间存在模式-齿轮失配;以及,
当在对转矩传递离合器中的单个离合器的命令致动和变速器的实际运行工况之间存在模式-齿轮失配时,就对动力传动***的运行进行修正,其中对动力传动***的运行进行修正包括:对内燃机的指令运行情况进行修正。
14.如权利要求13所述的方法,其特征在于肯定地确定在对转矩传递离合器中的单个离合器的命令致动和变速器的实际运行工况之间不存在模式-齿轮失配,包括:
基于监测到的变速器输入元件和电机的转速来确定每个离合器的滑动量;以及,
对于每个没有被选择致动的转矩传递离合器,确定其离合器滑动量大于零。
15.如权利要求13所述的方法,其特征在于肯定地确定在对转矩传递离合器中的单个离合器的命令致动和变速器的实际运行工况之间不存在模式-齿轮失配,包括:
确定传到变速器的最优输入速度,以及,
确定输入速度充分接近传到变速器的最优输入速度。
16.如权利要求13所述的方法,其特征在于检测在对转矩传递离合器中的单个离合器的命令致动和变速器的实际运行工况之间存在模式-齿轮失配,还进一步包括:
计算为达到最优输入速度所需的来自于电机的电机转矩;以及,
确定在任一个离合器上作用来自电机的额外电机转矩。
17.如权利要求13所述的方法,其特征在于检测在对转矩传递离合器中的单个离合器的命令致动和变速器的实际运行工况之间存在模式-齿轮失配,包括只对转矩传递离合器中被选择致动的单个离合器,确定其离合器滑动量实质上接近零。
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