CN101504067A - 监测混合动力***的辅助泵的方法 - Google Patents
监测混合动力***的辅助泵的方法 Download PDFInfo
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- CN101504067A CN101504067A CNA2008101911196A CN200810191119A CN101504067A CN 101504067 A CN101504067 A CN 101504067A CN A2008101911196 A CNA2008101911196 A CN A2008101911196A CN 200810191119 A CN200810191119 A CN 200810191119A CN 101504067 A CN101504067 A CN 101504067A
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- motor
- hydraulic pump
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- auxiliary hydraulic
- speed
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- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
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Abstract
本发明涉及监测混合动力***的辅助泵的方法。其中传动***包括与发动机连接的混合变速器和辅助液压泵。仅当符合启动标准时,辅助液压泵才以预定速度运转。辅助液压泵的指令速度和监测速度之间有差别时,发动机断开状态被禁止。
Description
参照有关申请
本申请在此结合2007年11月3日申请的美国临时申请号60/985,219文献作为参考。
技术领域
本发明披露了混合动力***的控制***。
背景技术
本小节仅仅提供与本发明有关且不构成现有技术的背景资料。
已知的混合动力机构包括转矩发生装置,所述转矩发生装置包括内燃机和电机,将转矩通过变速器输出至输出单元。一个典型的混合动力机构包括双模式复合分离的电动机械变速器,该双模式复合分离的电动机械变速器利用输入单元从原动力源和输出单元接收牵引转矩,原动力源优选为内燃机。所述输出单元可操作地连接到汽车的传动***,以向那里传送牵引转矩。由电机产生的转矩输入所述变速器,该转矩独立于由内燃机输入的转矩,电机的操作同马达或发电机。电机将汽车的动能通过汽车的传输线转变成电能,电能可储藏于电能储藏装置。控制***检测汽车和操作者的各种输入并对混合动力***进行操作控制,包括控制变速器操作状态和调档,控制转矩发生装置,调节电能储藏装置和电机之间的电源转换以便控制变速器的包括转矩和转速的输出。
发明内容
动力***包括与发动机和辅助液压泵连接的混合变速器。控制动力***的方法包括监测启动标准。只有符合所有启动标准时,辅助液压泵才接收指令以预定速度工作。辅助液压泵的工作速度被检测,辅助液压泵的指令速度和监测到的工作速度被比较。基于辅助液压泵的指令速度与监测到的工作速度之间的差别,发动机断开状态被禁止。
附图说明
参照以下附图将以事例的方式描述一个或多个实施方式:
图1是本发明的优选的混合动力***的示例图;
图2是本发明的控制***和混合动力***的典型结构的示例图;
图3是本发明的液压回路的详细说明;
图4是本发明的诊断程序流程图;
图5是本发明的曲线图;
图6是本发明的液压流体温度测试曲线图。
具体实施方式
参照附图,仅仅是为了说明某一优选实施例,并不是限制于图1、图2描述的优选混合动力***。本发明的优选混合动力***如图1所示,包括双模式复合分离的电动机械变速器10和大扭矩机械,该变速器可操作地连接于发动机14,该大扭矩机械包括第一电机(‘MG-A’)56和第二电机(‘MG-B’)72。发动机14以及包括第一和第二电机56和72的大扭矩机械都能产生动力传输给变速器10。通过所述发动机14和第一、第二电机56,72产生并传输给变速器10的动力以由此后称为TI、TA、TB的输入和马达转矩以及此后称为NI、NA、NB的速度分别表示。
典型的发动机14包括一个多缸内燃机或者火花点火发动机或者压缩式发动机,所述内燃机在多种状态下可选择地通过输入轴12向变速器10传输转矩。发动机14包括机轴(未示出),该机轴可操作地与变速器10的输入轴12连接。转速传感器11监测输入轴12的转速。发动机14的动力输出包括转速和发动机转矩,区别于变速器10的输入速度NI和输入转矩TI,因为发动机14和变速器10之间的输入轴12存在转矩消耗部件,例如,液压泵(未示出)和/或转矩管理装置(未示出)。
典型的变速器10包括三个行星齿轮组24、26和28,以及四个可选择地安装的转矩传递装置,例如,离合器C1 70、C2 62、C3 73和C4 75。此处应用的离合器包括例如单一或复合圆片离合器或叠板离合器、带式离合器、制动器的摩擦转矩传递装置的任何类型。液压控制管路(‘HYD’)42用于控制离合器状态,该液压控制管路42优选地由变速器控制模块17(此后用‘TCM’表示)控制。离合器C2 62和C4 75优选地包括液控旋转摩擦离合器。离合器C1 70和C3 73优选地包括液控固定装置,该液控固定装置可选择地安置于传动箱68。每个离合器C1 70、C2 62、C3 73和C4 75优选地由液压控制,可以通过液压控制回路42可选择地接受加压的液压流体。
第一和第二电机56和72优选地包括三相交流电机,每个三相交流电机都包含有一个定子(未示出)和一个转子(未示出),以及各自的分解器80和82。每个机器的马达定子都安置于传动箱68的外部,所述马达定子包括一个其中延伸具有缠绕的电磁线圈的定子芯。第一电机56的转子装于毂衬上,所述毂衬通过第二行星齿轮组26运转于轴60上。第二电机72的转子固定安置于套轴孔66中。
分解器80和82优选地包括一个可变的磁阻装置,所述磁阻装置包括分解器定子(未示出)和分解器转子(未示出)。分解器80和82恰当地装配于各自相应的第一和第二电机56和72上。分解器80和82各自的定子可操作地与第一和第二电机56和72的定子中的一个相连。分解器转子可操作地与第一和第二电机56和72相应的转子连接。每个分解器80和82在信号上并且可操作地连接于变速器功率变换器控制模块19(以后以‘TPIM’表示),感测并监测分解器转子相对于分解器定子的旋转定位,从而监测各自相应的第一和第二电机56和72的旋转定位。另外,分解器80和82的输出信号被解译成第一和第二电机56和72的各自的旋转速度,即NA和NB。
变速器10包括输出单元64,例如,如图1所示,可操作地与车辆(未示出)的动力传动***90连接的轴,所述轴向动力传动***90提供输出功率,所述输出功率将传输给车轮93。所述输出功率在输出单元64以输出转速NO和输出转矩TO表现。变速器输出速度传感器84监测输出单元64的转速和转动方向。每个车轮93优选地安装有传感器94,所述传感器94用于检测车轮的速度,检测到的车轮的速度由如图2所示的分布式控制模块***监测,所述分布式控制模块***决定车辆的速度,以及制动控制、牵引控制和车辆加速时的绝对和相对的车轮速度。
发动机14的输入转矩和第一和第二电机56和72(分别为TI、TA和TB)的马达转矩由储藏于电能储藏装置(以后以‘ESD’表示)74中的燃料或电能转换产生。ESD74通过直流传送导体27高压直流耦合于TPIM19。传送导体27包括电流接触器开关38。当电流接触器开关38关闭,操作正常,电流在ESD74和TPIM19之间流通。当电流接触器开关开启,电流将不能在ESD74和TPIM19之间流通。TPIM19通过传送导体27传送电能往返于第一电机56,类似地TPIM19通过传送导体31传送电能往返于第二电机72,以符合第一和第二电机56和72的马达转矩TA和TB的转矩指令。往返于ESD74的电流传输与ESD74的充电或放电相一致。
TPIM19包括一对功率变换器(未示出)和各自的马达控制模块(未示出),所述马达控制模块用于接收转矩指令并控制变换器的状态,提供马达驱动或者重设功能以符合马达转矩TA和TB的指令。功率变换器包括已知的补充的三相功率电子装置,且每个功率变换器都包括多个绝缘栅双极晶体管(未示出),所述绝缘栅双极晶体管通过高频转换,将直流功率从ESD74转换成第一和第二电机56和72各自的交流功率。所述绝缘栅双极晶体管构成一个开关式电源用于接收控制指令。每个三相电机的每一相都有一对绝缘栅双极晶体管。控制绝缘栅双极晶体管的状态以给电机提供机械能驱动或电能重设。三相变换器通过直流传送导体27接收或提供直流功率,并与三相交流功率相互转换,所述三相直流功率分别通过传送导体29和31传导至或传导出第一和第二电机56和72,以作为马达或发电机运行。
图2是分布式控制模块***的框图。下文将描述的部件包括整体车辆控制结构子集,并提供坐标制控制如图1所示的典型混合动力***。分布式控制模块***合成相关信息和输入,并执行算法以控制各种执行构件以实现控制目标,所述目标包括燃料燃烧效率、排放物、性能、操纵灵活性以及包括ESD74的电池和第一和第二电机56和72在内的硬件的保护。分布式控制模块***包括发动机控制模块23(以后用‘ECM’表示)、TCM17、电池组控制模块21(以后用‘BPCM’表示)以及TPIM19。混合控制模块5(以后用‘HCP’表示)对ECM23、TCM17、BPCM21以及TPIM19进行管理控制并调和。用户界面13(‘UI’)可操作地与多个装置连接,通过这些装置驾驶员控制或直接操控电动机械混合动力***。这些装置包括油门踏板113(‘AP’)、驾驶员刹车踏板112(‘BP’)、传动装置选择器114(‘PRNDL’)以及车速控制(未示出)。传动装置选择器114供给操控者可选择的各方位可以是非连续的,包括可使车辆向前和相反方向行驶的输出单元64的旋转方向。
前述控制模块通过局域网线6(以后用‘LAN’表示)与其他控制模块,传感器和执行构件相通。LAN线6在各个不同的控制模块之间构建了操控参数和执行指令信号的状态通信。利用的具体通信协议是特定施加。LAN线6和适当的协议在前述控制模块和其他控制模块提供强大的信息和多控制模块界面连接,所述其他控制模块包括例如涉及反锁制动,牵引控制和车辆稳定性。应用多通信信息转移通路可以提高通信速度,提供多种信号冗余度和信号完整性。直达线可实现单个控制模块之间的通信,例如,串联***接口(‘SPT’)线(未示出)。
HCP5对混合动力***进行管理控制,调整ECM23、TCM17、TPIM19和BPCM21。基于用户界面13和混合动力***的各种输入信号决定操作者的转矩需求、输出转矩指令、发动机输入转矩指令、离合器转矩和马达转矩TA和TB,所述混合动力***包括ESD74和HCP5,所述离合器转矩应用于变速器10的转矩传输离合器C1 70、C2 62、C3 73和C4 75,所述马达转矩TA和TB是第一和第二电机56和72的转矩。TCM17与液压控制回路42可操作地相连,并提供很多功能,包括检测各种压力传感装置(未示出)以及向螺线管(未示出)生成和传输控制信号,从而控制液压控制回路42的压力开关和操纵阀。
ECM23与发动机14可操作地相连,其作用是通过多个非连续线从传感器和发动机14的控制执行机构获取信号,简化为双向接口电缆35的集合。ECM23从HCP5处接收发动机输入转矩指令。ECM23决定发动机的实际输入转矩TI,基于检测到的发动机速度和载荷及时地将该实际输入转矩TI传输给变速器10,该实际输入转矩传达给HCP5。ECM23检测转速传感器11的输入并确定发动机传输至输入轴12的输入速度。该输入速度将转变成变速器输入速度NI。ECM23检测传感器(未示出)的输入并确定其他发动机的操控参数的状态,所述操控参数包括,例如,一个歧管压力、冷却液温度、周围空气温度和周围压力。例如,通过歧管压力,或可供选择地,通过检测加速踏板113的操作输入,确定发动机载荷。ECM23产生和传达指令信号以控制发动机执行机构,所述发动机执行机构包括,例如燃料喷射器、点火模块及调速汽门,以上均未示出。
TCM17与变速器10可操作地相连并监测传感器(未示出)的输入以确定变速器操作参数的状态。TCM17产生和传达指令信号以控制变速器10,包括控制液压控制回路42。从TCM17到HCP5的输入包括估算每个离合器,即C1 70、C2 62、C3 73和C4 75,的离合器转矩和输出单元64的旋转输出速度NO。其他执行机构和传感器用于提供从TCM17到HCP5的附加信息实现控制目的。TCM17检测从压力开关(未示出)和可选地感应式压力控制螺线管(未示出)和液压控制回路42的移位螺线管(未示出)到可选择地启动各种离合器C1 70、C2 62、C3 73和C4 75的输入,从而实现如下文描述的多种变速器工作范围状态。
BPCM21与传感器在信号上相连(未示出)以监测ESD74,包括监测电流和电压参数的状态,以向HCP5提供ESD74的电池参数统计的信息指示。电池的参数状态统计优选地包括电池的充电状态,电池电压,电池温度和可用的电池能量,所述电池能量在PBAT_MIN至PBAT_MAX之间。
制动控制模块22(以后以‘BrCM’表示)与每个车轮93上的摩擦制动器(未示出)可操作地相连。BrCM22监测制动踏板112的操作输入并生成控制摩擦制动器的控制信号以控制摩擦制动,并向HCP5发送控制信号以此操作第一和第二电机56和72。
每个控制模块ECM23、TCM17、TPIM19、BPCM21和BrCM22优选地是一般用途的数字计算机,包括微处理器或中央处理器,存储介质和适当的信号调节和缓冲电路,所述存储介质包括只读存贮器(‘ROM’)、随机存取存储器(‘RAM’)、电可编程序只读存储器(‘EPROM’)、快速时钟、模拟到数字(‘A/D’)和数字到模拟(‘D/A’)电路,以及输入/输出电路和装置(‘I/O’)。每个控制模块都有一组控制算法,包括存储于某一存储介质中的常驻程序指令和校准,执行控制算法就可实现每个计算机各自的功能。优选地通过LAN线6和SPI线传输控制模块之间的信息。在预置周期内执行控制算法,这样每个算法都可以至少在每个周期内执行一次。一个中央处理器应用预置校准执行存储于长时间存储器内的算法以监测传感器装置的输入并执行控制和诊断程序,以控制执行机构。周期以规则的间隔设置,例如混合动力***进行过程中的每3.125、6.25、12.5、25和100毫秒。可选择地,可对应于某一事件执行算法。
所述典型的混合动力***选择地可在某一操作范围内运转,所述操作范围根据发动机状态而定,所述发动机状态包括发动机接通状态(ON)、发动机停止状态(OFF)和传输状态,所述传输状态包括许多固定的传动装置和连续变化的运转模式,下面将参照表1进行描述。
表1
表中描述了每个变速器的运转范围状态,显示了每个运转范围状态应用特定离合器C1 70、C2 62、C3 73和C4 75的情况。为了将外部传动部件安置于第三行星齿轮组28,第一个连续变化模式,即EVT模式1,或M1,可选择地仅应用离合器C1 70。发动机状态可以是开(‘M1_Eng_On’)或停(‘M1_Eng_Off’)。为了将轴60与第三行星齿轮组28的框架相连,第二连续变化模式,即EVT模式2,或者M2,可选择地仅应用离合器C262。发动机状态可以是开(‘M2_Eng_On’)或停(‘M2_Eng_Off’)。为了描述,当发动机状态为停,发动机的输入速度为每分钟零转(‘RPM’),即发动机的机轴未旋转。固定齿轮运转确保了变速器10按输入和输出速度固定比率操作,即NI/NO,第一个固定齿轮运转(‘G1’)可选择应用离合器C1 70和C4 75。第二个固定齿轮运转(‘G2’)可选择应用离合器C1 70和C2 62。第三个固定齿轮运转(‘G3’)可选择应用离合器C2 62和C4 75。第四个固定齿轮运转(‘G4’)可选择应用离合器C2 62和C3 73。由于降低了行星齿轮24、26和28的齿轮比,所述输入和输出速度的固定运转比率随着固定齿轮运转的增加而增加。第一和第二电机56和72各自的转速NA和NB由离合器限定的机器的内旋转决定,并与输入轴12上测量的输入速度成比例。
为了响通过应用户界面13捕获的经由油门踏板113和刹车踏板112的操作者输入,所述HCP5和一个或多个其他的控制模块确定控制转矩发生装置的转矩指令,使转矩发生装置符合输出单元64的操作转矩要求,并将该转矩指令传输至动力传动***90,所述转矩发生装置包括发动机14和第一和第二电机56和72。基于用户界面13的输入信号和包括ESD74的混合动力***,所述HCP5确定操作转矩要求,从变速器10到动力传动***90的预定输出转矩,发动机14的输入转矩,变速器10的转矩传递离合器C1 70、C2 62、C3 73和C4 75的离合器转矩以及第一和第二电机56和72的马达转矩,下面将分别进行描述。
最终的车辆加速度可能受其他因素的影响,例如,道路载荷、道路坡度和车辆质量。基于混合动力***的多种特性确定变速器10的运转范围状态。如前描述,这包括在油门踏板113和刹车踏板112与用户界面13之间传达的操作转矩要求。在电能产生模式或转矩产生模式下操作第一和第二电机56和72的指令引起的混合动力***转矩要求上可以检测运转范围状态。所述运转范围状态可以由一种优化算法或程序确定,所述优化算法或程序根据操作者对能量的需求,电池的充电状态以及发动机14和第一和第二电机56和72的能量效率决定最优***效率。所述控制***根据执行优化程序的结果和因此优化的***效率控制发动机14以及第一和第二电机56和72的转矩输入,从而控制燃料燃烧效率和蓄电池充电。进一步地,基于部件或***的故障确定操作,所述HCP5监测转矩发生装置并确定变速器10的功率输出,所述功率输出与理想的满足操作者转矩需求的输出单元64的输出转矩相适应。由上述描述可知,所述ESD74与第一和第二电机56和72是通过功率通量电操作连接的。而且,发动机14、第一和第二电机56和72以及电动机械变速器10是可机械操作地连接的,并相互之间传递功率向输出单元64产生功率通量。
图3给出了液压控制回路42的更详细的示意图,所述液压控制回路控制图1和2中所述典型变速器的液压流体的流量。主液压泵88从发动机14由输入轴12驱动,辅助液压泵110在TPIM19的控制下通过控制阀140向液压回路42提供高压液体。辅助液压泵110优选地包括一个尺寸合适并能够向液压回路42提供足够流量高压液压流体的电动泵,操作时,所述足够流量高压液压流体能够保证应用一个或多个转矩传递离合器。所述TPIM19优选地向辅助泵控制模块130(‘APCM’)产生一个输出,所述辅助泵控制模块包括脉冲宽度调节(以后用‘PWM’表示)信号,所述脉冲宽度调节信号具有理想辅助泵速度的频率校正。所述APCM30产生的输出信号传递给TPIM19,所述TPIM19优选地包括带频率校正的脉冲宽度调节信号以监测辅助泵速度和负载周期,所述负载周期根据预定故障信号由低值到高值变化。
操作期间,辅助泵110从TPIM19处接收信号并以与预定PWM负载周期相一致的转速运转,使液压流体流入液压控制回路42并最终流向控制阀140。控制阀140优选地控制来自辅助泵110的液压流体,而主泵88允许高压液体流向液压控制回路42。液压控制回路42选择地将液压分布给多个装置,包括转矩传递离合器C1 70、C2 62、C3 73和C4 75,第一和第二电机56和72的有效冷却回路(‘MG-A冷却’,‘MG-B冷却’)以及变速器10的冷却和润滑单元的基本冷却回路(‘变速器冷却和润滑’)。前述每个装置和回路的液压流体流量受液压控制回路42的液体控制阀控制,而液压控制回路42的液体控制阀受TCM17控制。
在一个实施例中,压力监测装置78用于监测液压控制回路42的主压力。
所述压力监测装置78与TCM17直接连接。所述压力监测装置78向TCM17产生输出信号,该输出信号与液压控制回路42的压力的大小相关。液压控制回路42的压力与根据液压流体温度调节的辅助泵110的转速相关。可选择地所述压力监测装置78包括一个具有离散输出的压力开关装置,所述离散输出根据实际压力大于或者小于预定阈值压力而输出数字‘1’或‘0’。所述阈值压力与泵速相关。这样,所述PWM负载周期和辅助泵110的预定转速可以增量式增加,所述TCM17能够确保PCM负载周期与压力开关装置的输出相一致,从数字‘0’跳转到数字‘1’。
执行监测和诊断辅助泵110的故障的控制方案优选地应用HCP5、TCM17和/或TPIM19中的一个或多个算法。当符合启动标准(400)时,所述控制方案包括执行诊断程序425和测试液压流体温度。基于启动标准(400),诊断程序(425)和液压流体温度测试,控制方案确定辅助泵110是可用或不可用。当诊断程序425或液压流体温度测试确定辅助泵110不可用,所述控制方案对发动机断开状态进行约束,从而使得控制***对发动机14在开机状态进行操作。
控制方案的启动标准包括确定辅助泵110是否被激活(‘Aux_Pump_Enabled’),确定液压流体温度(‘Temp_Hyd_Fluid’)是否在预定允许的温度范围内,确定发动机是否处于发动机断开状态(‘Engine_Off’),确定辅助泵110(‘Aux_Pump_Available’)是否可用,以及确定传动***是否开机运行(‘Key_ON’)。优选地所有前述启动标准的启动早于辅助泵110和诊断程序425的激活。当其中一个控制模块,例如TPIM19,控制辅助泵110运转时,辅助泵110的控制方案启动辅助泵110。关于液压流体温度标准,控制方案确定液压流体温度是否在操作温度范围内,所述操作温度在最高预定温度和最低预定温度之间。如果液压流体温度在预定的允许温度范围内,将激活启动标准。选择地,下面将参照图6描述基于液压流体温度测试确定液压流体温度标准。当控制***控制发动机14停机时将激活停机标准。辅助泵110假定可用,且相关标准默认为可用,直到诊断程序425和/或液压流体温度测试归为不可用状态。传动***处于接通状态时,接通标准被激活。当所有启动标准被激活,控制方案启动诊断程序425。接通状态时,执行液压流体温度测试。
图4所示为诊断程序425。所述诊断程序425包括监测辅助泵速度(405)。将监测的辅助泵速度与预定辅助泵速度(412)相比,辅助泵速度与预定辅助泵速度的差别超过一个阈值(414)时,将显示速度性能故障。所述预定辅助泵速度优选地由TPIM19控制。本领域技术人员应该知道,此处,辅助泵速度由辅助泵110或APCM130的传感器监测。可选择地,辅助泵速度由如上所述基于液压力确定。
当发生辅助泵出现故障时,控制方案将约束传动***的停机模式,因而促使HCP5控制传动***转动发动机14并使传动***在发动机14(422,424)的开启的状态下运转。确定辅助泵故障后,辅助泵110被指示可用之前,发动机14处于开启状态,控制方案将等待一个预定时间。另外,控制方案确定辅助泵110不可用直到下一个传动***接通(422)。例如,在一个传动***接通周期中,当发生预定数量的辅助泵故障时,控制方案将指示辅助泵110不可用直到下一个接通出现。
所述诊断程序425优选地连续进行多组辅助泵速度故障测试,所述辅助泵速度故障测试组包括速度故障测试的预定次数,例如,10次速度故障测试。当应用故障成熟算法发现速度故障的预定次数超出速度故障测试范围,所述诊断程序425测定辅助泵故障已经发生。一个故障成熟算法可以包括,例如,Y的X程序(418),其中当发现X故障超出先前观测的Y信号时,检测出整个故障。一个例子是先前10次的观测中有8次发现故障时检测出整个故障。
在确定辅助泵110不可用之前,所述典型的诊断程序425调节三次辅助泵故障(‘n=3’),直到下一个接通(420)出现。每个辅助泵故障导致次数n增加。当次数n达到3次,即n=3,控制方案指示辅助泵110不可用,并指示辅助泵110不可用直到下一个开机运行(422)。当次数n小于3,控制方案指示辅助泵110在某一特定时间内不可用并在该特定时间(424)后指示辅助泵110可用。辅助泵110的可用性是启动标准之一。
图5所示为传动***操作期间显示典型诊断程序425结果的数据图。监测辅助泵速度(405)期间,所述诊断程序425将监测的辅助泵速度(‘实际速度’)与理想的辅助泵速度(‘理想速度’)相比,以确定理想的辅助泵速度和监测的辅助泵速度(412)的辅助泵速度差。如图5所示,将理想的辅助泵速度与监测的辅助泵速度的辅助泵速度差(‘Aux Pump Speed Difference’)与阈值差(‘KtTAPD_Spd_AuxPmpTol’)相比。阈值差基于液压流体温度确定,所述诊断程序425确定液压流体温度并将相应的阈值差存储在一个预先设置的查找表中。当辅助泵速度差大于阈值差时,诊断程序425检测速度性能故障已经发生,并设置故障标记(‘Fault Flag’)和故障计数增量(‘Fault Count’)。当样本计数(‘Sample Count’)即,一组速度故障测试,增加到预定次数,例如,如图4中框416中的典型诊断程序所示10次,故障计数重置为零。
图5所示为辅助泵速度故障测试组(‘Sample Count Number-‘Y”)。当故障标记(‘Fault Flag’)指示出现速度故障将监测性能故障。性能故障可能在速度故障测试区域(‘setA’)的中间发生,因此速度故障测试组的速度性能故障达不到预定次数时,将发生辅助泵故障。如图所示,下一个速度性能测试(‘SetB’)有足够的性能故障确定发生了辅助泵故障,诊断程序425用辅助泵故障标记(‘VeTAPD_b_PmpPerfFltDtct’)指示辅助泵故障。
如图6所示为液压流体温度与时间图,图中包括许多液压流体温度测试的阈值。液压流体温度测试包括监测液压流体温度,确定液压流体温度是否在允许的温度范围内,以及确定辅助泵110是否可用。允许的温度范围包括最大液压流体温度阈值(‘Max_Tmp_Thr’)和最小液压流体温度阈值(‘Min_Tmp_Thr’)。最大液压流体温度阈值和最小液压流体温度阈值都包括关阈和开阈以允许滞后。
接通状态下,当液压流体温度超过最小液压流体温度阈值的开阈(‘Min_On’)时,即第一个最小温度阈值,启动辅助泵110。液压流体温度超过最小液压流体温度阈值的开阈后,液压流体温度降低至小于最小液压流体温度阈值的关阈(‘Min_Off’)后,即第二最小温度阈值,液压流体温度测试能够测定辅助泵110不可用。当液压流体温度超过最大液压流体温度阈值的关阈(‘Max_Off’)时,即第一最大温度阈值,液压流体温度测试测定辅助液压泵不可用。当液压流体温度降低至小于最大液压流体温度阈值的开阈(‘Max_On’)时,即第二最大温度阈值,液压流体温度测试测定超过最大液压流体温度阈值后,辅助泵110可用。滞后是在最小液压流体温度阈值的开阈和关阈之间和最大液压流体温度阈值的开阈和关阈之间允许运转辅助泵110和最小化辅助泵110的开关周期。如图6所示,指示液压流体温度测试的信号确定将输出运转范围内的液压流体温度(‘VeTAPD_b_BoundChkPass’),并作为指示液压流体温度(‘Temp_Hyd_Fluid’)在预定允许温度范围(400)内的启动标准输入给诊断程序425。
第一最小温度阈值和第二最小温度阈值优选地比最小液压流体温度阈值超出一个预定温度值。第一最大温度阈值和第二最大温度阈值优选地比最大液压流体温度阈值超出一个预定温度值。最大和最小液压流体温度阈值可以是固定的预定温度或者可以由与周围环境温度相应的查找表中的预先存储温度确定。这样,液压流体温度测试可以用来启动和停止辅助泵110,启动和终止诊断程序425。
可以理解的是,允许在本发明范围内作出改动,可以是同时应用主液压泵和电动辅助液压泵的其他***,给传动装置的液压回路提供高压,传动装置与车辆的内燃机可操作的连接。例如,混合动力***应用了带式高频启动器,在车辆运行中可以应用带式高频启动器关掉内燃机。参照优选实施例和其中的变化对本发明进行了描述。在阅读和理解说明书的基础上可以进行变化和替换。各种类似变化和替换均包含在本发明范围内。
Claims (20)
1.一种检测传动***的方法,所述传动***包括与发动机连接的混合变速器和辅助液压泵,所述发动机在传动***工作期间在发动机接通状态或者发动机断开状态下有选择地操作,所述辅助液压泵有选择地操作以便泵送混合变速器的液压回路里的液压流体,该方法包括:
监测多个启动标准;
仅当符合所有启动标准时,指令辅助液压泵以预定速度工作;
监测辅助液压泵的工作速度;
比较辅助液压泵的指令速度和被监测工作速度;
根据辅助液压泵的指令速度和被监测工作速度的差别禁止发动机断开状态。
2.如权利要求1所述的方法,其特征在于,所述启动标准包括发动机处于发动机断开状态、传动***处于工作状态、辅助液压泵处于发动机接通状态、辅助液压泵处于可用状态以及液压流体的温度在预定范围内。
3.如权利要求2所述的方法,其特征在于,包括液压流体温度在预定范围内的所述启动标准包括最小温度阈值和最大温度阈值。
4.如权利要求3所述的方法,其特征在于,所述最小温度阈值和最大温度阈值各自包括温度滞后。
5.如权利要求1所述的方法,其特征在于,包括当辅助液压泵的指令速度和监测工作速度的差别超过预定阈值时,禁止发动机断开状态。
6.如权利要求5所述的方法,其特征在于,还包括当在辅助液压泵的指令速度和检测工作速度之间的差别超过预定阈值时,确定速度性能故障。
7.如权利要求6所述的方法,其特征在于,监测速度性能故障,并在速度性能故障发生预定次数时,检测辅助泵故障。
8.如权利要求7所述的方法,其特征在于,还包括当已经检测道辅助泵故障时,禁止发动机在发动机断开状态运转。
9.如权利要求1所述的方法,其特征在于,还包括在禁止发动机断开状态一段经过预定时间后,允许发动机断开状态。
10.如权利要求9所述的方法,其特征在于,还包括禁止发动机断开状态,直至在预定数量的允许和禁止发动机断开状态的周期后的接通事件。
11.一种监测传动***的方法,所述传动***包括与发动机连接的混合变速器和辅助液压泵,所述发动机在传动***工作期间在发动机接通状态或者发动机断开状态下有选择地操作,所述辅助液压泵有选择地操作以便泵送混合变速器的液压回路里的液压流体,该方法包括:
监测多个启动标准;
仅当符合所有启动标准时,指令辅助液压泵以预定速度工作;
执行辅助液压泵的速度性能测试;
当辅助液压泵的速度性能测试指示辅助液压泵出现故障时,使辅助液压泵不可用。
12.如权利要求11所述的方法,其特征在于,还包括当辅助液压泵的速度性能测试指示辅助液压泵出现故障时,禁止发动机断开状态。
13.如权利要求11所述的方法,其特征在于,所述辅助液压泵的速度性能测试的执行包括确定辅助液压泵的指令速度和监测工作速度之间的差别。
14.如权利要求13所述的方法,其特征在于,包括当辅助液压泵的指令速度和监测工作速度之间的差别大于阈值时,检测到速度性能测试中存在故障。
15.如权利要求12所述的方法,其特征在于,还包括在禁止发动机断开状态经过一段时间后允许发动机断开状态。
16.如权利要求15所述的方法,其特征在于,还包括禁止发动机断开状态直至一个随后的接通事件。
17.如权利要求15所述的方法,其特征在于,包括将监测作为一个启动标准的液压流体温度,并当液压流体温度在预定范围外时,禁止发动机断开状态。
18、一种监测传动***的方法,所述传动***包括与发动机连接的混合变速器和辅助液压泵,所述发动机在传动***工作期间在发动机接通状态或者发动机断开状态下有选择地操作,所述辅助液压泵有选择地操作以便泵送混合变速器的液压流体,该方法包括:
监测发动机状态;
当发动机处于发动机断开状态,指令辅助液压泵以预定速度工作;
监测混合变速器的液压压力;
根据监测的液压压力确定辅助液压泵的工作速度;
比较辅助液压泵的指令速度和确定的工作速度;
当辅助液压泵的指令速度与确定的工作速度之间的差别大于预定阈值时,禁止发动机断开状态。
19.如权利要求18所述的方法,其特征在于,包括根据液压流体温度确定预定阈值。
20.如权利要求18所述的方法,其特征在于,还包括经过一段时间后允许发动机断开状态。
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EP2055608B1 (en) | 2013-02-13 |
CN101504067B (zh) | 2013-03-27 |
US20090118954A1 (en) | 2009-05-07 |
EP2055608A3 (en) | 2012-02-22 |
EP2055608A2 (en) | 2009-05-06 |
US8068966B2 (en) | 2011-11-29 |
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