CN101520087B - 防止混合动力***的离合器滑转的方法和设备 - Google Patents

防止混合动力***的离合器滑转的方法和设备 Download PDF

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CN101520087B
CN101520087B CN2008101911393A CN200810191139A CN101520087B CN 101520087 B CN101520087 B CN 101520087B CN 2008101911393 A CN2008101911393 A CN 2008101911393A CN 200810191139 A CN200810191139 A CN 200810191139A CN 101520087 B CN101520087 B CN 101520087B
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torque
clutch
motor
instant
reaction
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CN101520087A (zh
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A·H·希普
L·A·卡明斯基
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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    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

防止混合动力***的离合器滑转的方法和设备，用于控制包括机械可操作地连接到发动机和电机的电-机械变速器的动力系，该变速器适于通过选择性的应用多个传递转矩的离合器来选择性地向输出元件传递机械动力。该方法包括监控离合器滑转速度，使即将接合的离合器同步，以及约束用于即将接合的离合器的反应离合器转矩界限以获得小于估算的离合器转矩能力的反应离合器转矩。

Description

防止混合动力***的离合器滑转的方法和设备
相关申请的交叉引用
本申请要求申请日为2007年10月29日的美国临时申请NO.60/983259的优先权，其内容以引用的方式纳入其中。
技术领域
本发明涉及一种电-机械式变速器的控制***，用于混合动力***，在离合器即将接合期间产生拟转矩相(pseudo torque phase)以防止离合器滑转。
背景技术
这一部分仅仅提供关于本申请的背景信息，可以不构成现有技术。
已知的动力系(powertrain)机构包括转矩产生装置，包括内燃机和电机，其将转矩通过变速器传递到输出元件。一个示例性的动力系包括双模式、复合-分路式(compound-split)的电-机械式变速器，其利用输入元件和输出元件，输入元件从原动机动力源(优选内燃机)接收原动转矩。输出元件可操作地连接到机动车辆的传动***(driveline)以向其传递牵引转矩。电机(electricmachine)(可以是电动机或发电机)独立于来自内燃机的转矩输入为变速器产生转矩输入。电机可以通过车辆的传动***将车辆动能转换为电能储存在电能储存装置中。控制***监控来自车辆和操作者的各种输入，提供动力系的操作控制，包括控制变速器运转状态和齿轮换档，控制转矩产生装置，并且调节电能储存装置和电机之间的电能转换以控制包括转矩和转速的变速器的输出。
混合驱动车辆的上述装置的操作要求控制许多转矩承载轴或装置，其呈现连接到上面提到的发动机、电动机和传动***。混合驱动***各种前述构件之间的各种控制方案和操作连接是已知的，为了完成混合驱动***的功能，控制***必须能够使各种构件接合和脱离。已知的接合和脱离通过使用变速器的离合器完成。离合器是本领域的公知装置，用于使轴接合和脱离，包括控制轴与轴之间不同的转速和转矩。为了正确和平缓操作车辆，接合或锁定、脱离或解锁以及接合或锁定操作时的操作是所有必须控制的变速器状态。这些车辆操作的联系整体描述为车辆性能的一部分，称为驾驶性能。
离合器在各种设计和控制方法中是已知的。一种已知类型的离合器是通过分离或接合两个连接表面操作的机械离合器，连接表面例如离合器从动盘，操作时，应用摩擦转矩彼此接合。一个用于操作这样的机械离合器的控制方法包括应用液压控制***实现通过液压管线传递流体压力来执行或释放两个连接表面之间的夹紧力。这样操作，离合器不是在二元方式下操作，而是可具有接合状态的范围：从完全脱离和失去同步，到没有应用夹紧力下的同步，到接合但是只有极小夹紧力，到具有某个最大夹紧力接合。应用到离合器的夹紧力确定了离合器在离合器滑转之前能够接受多少反应转矩。离合器能够设计为在不同步操作中具有某种程度的受控滑转，或者离合器能够设计为在同步操作中具有几乎没有或优选没有滑转。本发明处理主要设计为同步操作的离合器。各种通过调节夹紧力对离合器的控制允许在锁止状态和未锁定状态之间的转换，以及在被锁止的变速器中控制滑转。另外，最大夹紧力能够通过液压管线施加，还能够随着车辆工作状态变化和能够基于控制策略被调节。
滑转，或离合器连接表面之间的相对旋转运动，只要通过离合器传递的反应转矩超过应用夹紧力产生的实际转矩能力就会发生。变速器中的滑转造成了变速器控制的非计划损失和对驾驶性能的不利影响。
从未锁定到锁定状态的转换要求过渡的锁定状态，通过该过渡的锁定状态，离合器开始于没有反应转矩实施在离合器上的未锁定状态，并结束于连接表面夹紧在一起的锁定的同步状态。一旦达到锁定状态，执行过渡的锁定过程或将离合器逐渐增加到想要的或要求的反应转矩的时期。很难实现通过过渡的锁定过程或状态依次地施加反应转矩，以利于没有滑转的优化的车辆驾驶性能。如上所述，只要通过离合器传递的反应转矩超过应用的夹紧力产生的实际离合器能力，就会发生滑转。由于过渡的锁定过程必须涉及快速增加的转矩，在过渡的锁定过程中来自发动机和电机或多个电机的输入转矩通过离合器产生太多的反应转矩，对驾驶性能产生危险如可能滑转。
发明内容
一种用于控制包括电-机械式变速器的动力系的方法包括：监控离合器滑转速度，使即将接合的离合器同步，以及约束对于该即将接合的离合器的反应离合器转矩界限(reactive clutch torque limits)来实现低于估算的离合器转矩能力的反应离合器转矩，其中该电-机械式变速器机械可操作地连接于内燃机和电机，其适于通过对多个转矩传递离合器的选择应用以选择性地向输出元件传递机械动力。
附图说明
下面将通过示例的形式，结合相关附图对一个或多个实施例进行描述，其中：
图1是根据本发明的示例性的动力系的示意图；
图2是根据本发明的示例性的控制***和动力系的结构示意图；
图3是根据本发明的液压回路的示意图；
图4是根据本发明的离合器锁定转换情况和相关的反应转矩的应用的表示图形；
图5示出了根据本发明的用于控制和处理在动力***中的转矩和动力流并且以可执行算法和标定的形式存在于控制模块内的示例性的控制***结构，其中动力***具有多个转矩产生装置；
图6是根据本发明的换挡执行中示例的数据流的示意流程图，详细描述了图5的控制***结构的示例性执行；
图7是根据本发明的示例性过程的流程图，为了防止滑转通过过渡的锁定过程可以将界限施加于发动机和电机。
具体实施方式
现在结合附图，其中图示仅仅用于描述本发明的示例性实施例，而不用于限制发明的目的，图A和B描述了示例性的电动机械混合动力传动系。根据本发明的示例性的电动机械混合动力系在图1中示出，包括可操作地连接到发动机14以及第一和第二电机(‘MG-A’)56和(‘MG-B’)72的双模式、复合-分路式的电-机械混合动力变速器10。发动机14、第一和第二电机56和72各自能够产生可传递到变速器10的功率。由发动机14、第一和第二电机56和72产生并传递到变速器10的功率以输入转矩和速度的形式描述，此处该输入转矩分别标记为TI、TA和TB，以及该速度分别标记为NI、NA和NB。
示例性的发动机14包括可在多种状态下选择地操作以通过输入轴12将转矩传递到变速器10的多缸内燃机，并且可以是火花点火式发动机或压缩点火式发动机。发动机14包括可操作地连接到变速器10的输入轴12的曲轴(未示出)。转速传感器11监控输入轴12的转速。包括转速和输出转矩的发动机14的功率输出不同于变速器10的输入速度NI和输入转矩TI，这是由于发动机14和变速器10之间的输入轴12上布置了转矩消耗构件，例如液压泵(未示出)和/或转矩控制装置(未示出)。
示例性的变速器10包括三个行星齿轮组24、26和28，和四个可选择接合的转矩传递装置，即离合器C1 70、C2 62、C3 73和C4 75。此处使用的离合器指任意类型的摩擦转矩传递装置，例如包括单盘或多盘式离合器或组件、带式离合器和制动器。优选由传送控制模块(此后称为‘TCM’)17控制的液压控制回路42可操作地控制离合器状态。离合器C2 62和C4 75优选包括液压操纵的旋转摩擦离合器。离合器C1 70和C3 73优选包括液压控制的固定装置，该装置能够被选择性地档接到(grounded to)变速器箱68。每个离合器C1 70、C2 62、C3 73和C4 75优选为液压操纵，可选择地通过液压控制回路42接受加压液压流体。
第一和第二电机56和72优选包括三相交流机以及相应的分相器80和82，每个三相交流机都包括定子(未示出)和转子(未示出)。各个电机的电动机定子被档接到变速器箱68的外部，并且包括定子铁芯，定子铁芯上延伸有螺旋电线圈。第一电机56的转子支承在毂衬齿轮上，通过第二行星齿轮组26可操作地与轴60接合。第二电机72的转子固定连接到中心轴套66。
每个分相器80和82优选包括可变磁阻装置，该装置包括分相器定子(未示出)和分相器转子(未示出)。分相器80和82合适地定位并装配在第一和第二电机56和72相应的一个上。分相器80和82中相应的定子可操作地连接到第一和第二电机56和72的相应定子上。分相器转子可操作地连接到第一和第二电机56和72的相应转子上。每个分相器80和82信号地并可操作地连接到变速器功率逆变器控制模块(此后为‘TPIM’)19，并且每个都感应和监控分相器转子相对于分相器定子的旋转位置，这样监控第一和第二电机56和72各自的旋转位置。此外，从分相器80和82输出的信号被编译以为第一和第二电机56和72提供转速，即分别为NA和NB。
变速器10包括输出元件64，即轴，其可操作地连接到车辆(未示出)的传动***90，为例如车轮93提供输出功率，车轮93之一在图1中示出。输出功率被表征为输出转速NO和输出转矩TO。变速器输出速度传感器84监控输出元件64的转速和旋转方向。每个车轮93优选配备有适于监控车轮速度VSS-WHL的传感器94，该传感器94的输出被图2所描述的分配控制模块***的控制模块监控，来确定用于制动控制、牵引控制以及车辆加速度操纵的车辆速度和绝对和相对的车轮速度。
来自发动机14和第一、第二电机56和72的输入转矩(分别为TI、TA和TB)是由燃油或储存在电能储存装置(此后为‘ESD’)74中的电能转化成的结果产生的。ESD74是通过直流传递导线27高压直流连接到TPIM19。传递导线27包括接触器开关38。当接触器开关38闭合时，在正常操作下，电流能够在ESD74和TPIM19之间流动。当接触器开关38打开时，电流在ESD74和TPIM19之间的流动中断。TPIM19与第一电机56之间通过传递导线29往返传递电能，相似地，TPIM19与第二电机72之间通过传递导线31往返传递电能，响应第一和第二电机56和72的转矩指令来获得输入转矩TA和TB。依据ESD74是充电或是放电，电流被传递到ESD74或从ESD74中传递出。
TPIM19包括一对功率逆变器(未示出)和各自的用来接收转矩指令和控制逆变器状态的电动机控制模块(未示出)，以便提供电动机驱动或再生功能以满足指令的马达转矩TA和TB。功率逆变器包括已知的互补三相功率电子装置，每个都包括多个绝缘栅双级晶体管(未示出)用于通过高频转换将ESD74的直流功率转换为用第一和第二电机56和72中相应的一个的交流功率。绝缘栅双级晶体管形成设置为接收控制指令的转换模式功率供应源。用于三相电机中的每个相位通常都具有一对绝缘栅双级晶体管。绝缘栅双级晶体管的状态被控制以提供电动机驱动产生的机械能或再生电能的功能。三相逆变器通过直流传递导线27接收直流电能并将该直流电能转换为三相交流电能，该三相交流电能通过传递导线29和31传导到用作电动机操作的第一和第二电机56和72；或着，三相交流电能通过传递导线29和31从用作发电机操作的第一和第二电机56和72被传导到三相逆变器，该三相逆变器将三相交流电能转换为直流电能，并通过直流传递导线27供应该直流电能。
图2是分配控制模块***的示意方框图。在下文中描述的元件包括整个车辆控制机构的子设备，和提供图1中描述的示例性的动力系的协调的***控制。分配控制模块***综合相关信息和输入，执行算法以控制各种致动器完成控制目的，包括燃油经济性、排放、性能、驾驶性能和硬件保护的目的，硬件包括ESD74和第一和第二电机56和72的电池。分配控制模块***包括发动机控制模块(此后称为‘ECM’)23、TCM17、电池组控制模块(此后称为‘BPCM’)21和TPIM19。混合动力控制模块(此后称为‘HCP’)5对ECM23、TCM17、BPCM21和TPIM19提供监控和协调。用户界面(‘UI’)13可操作地连接到多个装置，车辆驾驶者通过用户界面控制或指令电动机械混合动力系的操作。这些装置包括确定操作者转矩请求的加速踏板113(‘AP’)、操作者制动踏板112(‘BP’)、变速器档位选择器114(‘PRNDL’)和车速巡航控制(未示出)。变速器档位选择器114可以具有操作者可选择位置的离散数值，包括输出元件64的旋转方向使得能够向前和倒退。
上述控制模块通过局域网(此后称为‘LAN’)总线6与其它控制模块、传感器和致动器之间进行通信。LAN总线6允许在各个控制模块之间进行操作参数状态和致动器指令信号的结构通信。所使用的特定通信协议是特定应用。LAN总线6和正当协议在上述控制模块和其它提供例如防抱死制动、牵引控制和车辆稳定性能的功能的控制模块之间提供鲁棒通信和多重控制模块界面。多条通信总线可以用于改进通信速度和提供一定等级的信号冗余度和完整性。各个控制模块之间的通信也能够使用直接链接，例如串行***接口(‘SPI’)总线(未示出)来实现。
HCP5提供动力系的监控，服务于ECM23、TCM17、TPIM19和BPCM21的协调操作。基于来自使用界面13和动力系(包括ESD74)的各种输入信号，HCP5产生各种指令，包括：操作者转矩请求(‘TO-REQ’)，到传动***90的指令输出转矩(‘TCMD’)，发动机输入转矩指令，变速器10的转矩传递离合器C1 70、C2 62、C3 73、C4 75的离合器转矩，以及第一和第二电机56和72各自的转矩指令。TCM17可操作地连接到液压控制回路42并提供各种功能，包括监控各种压力传感装置(未示出)和产生控制信号并将该控制信号传送到各种电磁线圈(未示出)，由此控制液压控制回路42中的压力开关和控制阀。
ECM23可操作地连接到发动机14，并用作通过多个离散线路从传感器和发动机14的控制致动器获得数据，简单显示为集合双向接口电缆35。ECM23从HCP5接收发动机输入转矩指令。ECM23基于被监控的发动机速度和负荷确定在某时间点处被提供到变速器10的实际发动机输入转矩TI，并将该实际发动机输入转矩传送至HCP5。ECM23监控来自转速传感器11的输入以确定发动机向输入轴12的输入速度，其转换为变速器的输入速度NI。ECM23监控来自传感器(未示出)的输入，以确定其它发动机操作参数的状态，包括例如歧管压力、发动机冷却剂温度、周围空气温度和外界压力。发动机负荷能够由例如管线压力或可选择地监控由操作者对加速踏板113的输入来确定。ECM23发出和传输指令信号来控制发动机致动器，包括，例如燃油喷射器、点火模块和节气门控制模块，所有这些都未示出。
TCM17可操作地连接到变速器10并监控来自传感器(未示出)的输入来确定变速器操作参数的状态。TCM17发出和传输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的输入包括每个离合器，即C1 70、C2 62、C3 73和C4 75的估算的离合器转矩和输出元件64的输出转速NO。其它致动器和传感器可以用来提供用于控制目的的从TCM17到HCP5的附加信息。TCM17监控来自压力开关(未示出)的输入并可选择的致动液压控制回路42的压力控制电磁线圈(未示出)和换档电磁线圈(未示出)来选择性地致动各种离合器C1 70、C2 62、C3 73和C4 75以实现各种变速器工作范围状态，如以下的描述。
BPCM21信号地连接到传感器(未示出)以监控ESD74，包括电流和电压参数的状态，以提供ESD74到HCP5的电池参数状态的指示信息。电池参数状态优选包括电池充电状态、电池电压、电池温度和用范围PBAT-MIN到PBAT-MAX表示的可用电池功率。
每个控制模块ECM23、TCM17、TPIM19和BPCM21优选为多用途的数字计算机，其包括微处理器或中央处理单元、存储介质(包括只读存储器(‘ROM’)，随机存储器(‘RAM’)，电可编程只读存储器(‘EPROM’))、高速时钟、模数(‘A/D’)和数模(‘D/A’)电路和输入/输出电路和装置(‘I/O’)和合适的信号调节和缓冲电路。每个控制模块具有一组控制算法，包括储存在存储介质中的一个中的固有程序指令和标定并被执行来为每个计算机提供各自的功能。在控制模块之间的信息转换优选使用LAN总线6和SPI总线实现。控制算法在预先设置的循环中执行使得每个算法在每个循环中至少执行一次。储存在非易失性存储装置中的算法被中央处理单元之一执行以监控来自传感装置的输入并使用预先设置的标定执行控制和诊断程序来控制致动器的操作。循环以规则间隔被执行，例如在正在进行的动力系操作中以每3.125、6.25、12.5、25和100毫秒被执行。或者，算法可以在响应情况发生时执行。
示例性的动力系可在几个工作范围状态中的一个进行选择地操作，所述工作范围状态可以描述为包括发动机工作状态(‘ON’)和发动机停止状态(‘OFF’)之一的发动机状态和包括多个固定档和连续可变的操作模式的变速器状态，下面参考表1进行描述。表1
Figure G2008101911393D00081
每个变速器工作范围状态在表中描述并显示了离合器C1 70、C2 62、C3 73和C4 75中的哪个应用于各个工作范围状态中。通过仅应用离合器C1 70以便“档接”第三行星齿轮组28的外齿轮部件，选择第一持续可变模式，即EVT模式I或MI。发动机状态可以为ON(‘MI-Eng-On’)或OFF(‘MI-Eng-Off’)中之一。通过仅应用离合器C2 62以便将轴60连接到第三行星齿轮组28的行星齿轮架，选择第二持续可变模式，即EVT模式II或MII。发动机状态可以为ON(‘MII-Eng-On’)或OFF(‘MII-Eng-Off’)中之一。为了描述的目的，当发动机状态为OFF时，发动机输入速度等于0转每分钟(‘RPM’)，即发动机曲轴不旋转。固定档位操作提供变速器10的输入-输出速度的固定比值操作，即获得NI/NO。第一固定档位操作(‘FG1’)通过应用离合器C1 70和C4 75来选择。第二固定档位操作(‘FG2’)通过应用离合器C1 70和C2 62来选择。第三固定档位操作(‘FG3’)通过应用离合器C2 62和C4 75来选择。第四固定档位操作(‘FG4’)通过应用离合器C2 62和C3 73来选择。随着由于行星齿轮24、26和28的传动比降低而增加的固定档位，输入-输出速度的固定比值也增加。第一和第二电机56和72的转速分别为NA和NB，依靠于由离合操作确定的机构的内部转动，并与输入轴12处测量的输入速度成比例。
响应由用户界面13获得的操作者通过加速踏板113和制动踏板112的输入，HCP5和一个或多个其它控制模块确定指令输出转矩TCMD以满足操作者的转矩请求TO-REQ，该指令输出转矩在输出元件64处被执行并传递到传动***90。车辆最终加速度被其它因素影响，例如道路载荷、道路等级和车辆重量。基于动力系的各种操作特征为变速器10确定工作范围状态。这包括操作者的转矩请求，如上所述通过加速踏板113和制动踏板112与用户界面13通信。在电能产生模式或转矩产生模式中，工作范围状态可以基于由操作第一和第二电机56和72的指令所生成的动力系转矩要求。工作范围状态能够由最佳算法或程序被确定，该最佳算法或程序基于操作者对功率的要求、电池充电状态、发动机14和第一和第二电机56和72的能量效率确定最佳***效率。控制***基于执行的最佳程序的结果控制从发动机14和第一和第二电机56和72的转矩输入，从而***效率被最优化，由此管理燃油经济性和电池充电。此外，可以基于构件或***的错误确定操作。HCP5监控转矩产生装置，并确定达到期望输出转矩以满足操作者的转矩请求所需的从变速器10的功率输出。从上面的描述可以看到，ESD74和第一和第二电机56和72是电操作连接的，它们之间有能量流。此外，发动机14，第一和第二电机56和72，以及电动-机械变速器10是机械操作连接的，以在它们之间传递功率以产生到输出元件64的能量流。
图3示出了液压控制回路42的示意图，其在示例性变速器中用于控制液压流体的流动。主液压泵88被驱动分离于(drive off)发动机14的输入轴12，而辅助泵110被TPIM19控制以通过阀140向液压控制回路42提供加压流体。辅助泵110优选包括具有适合尺寸和容量的电动泵，以在运行中向液压控制回路42提供充足的加压液压流体流。液压控制回路42选择性地将液压分配给多个装置，包括转矩传递离合器C1 70、C2 62、C3 73和C4 75，用于第一电机56和第二电机72的主动冷却回路(未示出)以及通过管道142、144用于冷却和润滑变速器10的基体冷却回路(未详细示出)。如前所述，TCM17致动各种离合器以通过对液压回路流动控制装置的选择性致动以实现所述变速器工作范围状态之一，液压回路流动控制装置包括可变压力控制电磁线圈(PCS)PCS1 108、PCS2 114、PCS3 112、PCS4 116和电磁线圈控制的流动控制阀，X-阀119和Y-阀121。液压控制回路42分别通过管路122、124、126和128流体连接到压力开关PS1、PS2、PS3和PS4。压力控制电磁线圈PCS1 108具有通常较高的控制位置，并且可操作地通过与可控压力调节器107和滑阀109之间的流体作用调节液压回路中流体压力的大小。可控的压力调节器107和滑阀109与PCS1 108相互作用以在一定的压力范围内控制液压控制回路42中的液压，并且可以为液压控制回路42提供额外的功能。压力控制电磁线圈PCS3 112具有通常较高的控制位置，并且流体连接到滑阀113，并在被致动的情况下可操作地影响通过它的流动。滑阀113通过管路126流体连接到压力开关PS3。压力控制电磁线圈PCS2 114具有通常较高的控制位置，并且流体连接到滑阀115，并在被致动的情况下可操作地影响通过它的流动。滑阀115通过管路124流体连接到压力开关PS2。压力控制电磁线圈PCS4 116具有通常较低的控制位置，并且流体连接到滑阀117，并在被致动的情况下可操作地影响通过它的流动。滑阀117通过管路128流体连接到压力开关PS4。
在示例性***中，X-阀119和Y-阀121各自分别包括被电磁线圈118、120控制的流动控制阀，并具有高(‘1’)和低(‘0’)的控制状态。控制状态涉及每个阀的位置，这些位置控制在液压控制回路42和变速器10的不同装置中的流动。如下文所述，X-阀119依赖于流体输入源分别通过液压管路136、138、144和142可操作地将加压流体导入离合器C3 73和C4 75，以及第一电机56和第二电机72的定子的冷却***。如下文所述，Y-阀121依赖于流体输入源可操作地分别通过流体管路132和134将加压流体导入离合器C1 70和C2 62。Y-阀121通过管路122流体连接到压力开关PS1。
液压控制回路42包括提供液压流体以对第一电机56和第二电机72的定子进行冷却的基体冷却回路。基体冷却回路包括从阀140直接流到通往流路144的限流器和直接流到通往流路142的限流器的流体管路，其中流路144通往第一电机56的定子的基体冷却回路，流路142通往第二电机72的定子的基体冷却回路。第一电机56和第二电机72的定子的主动冷却受到压力控制电磁线圈PCS2 114、PCS3 112和PCS4 116和电磁线圈控制的流动控制阀X-阀119、Y-阀121的选择性致动的影响，这导致在被选择的定子周围液压流体的流动，并允许主要通过传热将热量在它们之间传递。
在下文的表2中给出了在一种变速器工作范围状态下实现对示例性液压控制回路42的控制以控制变速器10的运行的示例性逻辑表格。表2
Figure G2008101911393D00111
低档范围(Low Range)定义为包括第一连续可变模式和第一和第二固定档位操作中的一种的变速器工作范围状态。高档范围(High Range)定义成包括第二连续可变模式和第三、第四固定档位操作中的一种的变速器工作范围状态。X-阀119和Y-阀121的选择性控制和电磁线圈PCS2 112、PCS3 114以及PCS4 116的致动有助于液压流体的流动对离合器C1 70、C2 63、C3 73和C4 75的致动，并为第一电机56和第二电机72的定子提供冷却。
在操作中，基于动力传动系的各种运行特性选择一种变速器工作范围状态，即固定档位模式和连续可变模式中的一种，用于示例性变速器10。这包括操作者转矩请求，其如前所述通常通过输入传输到UI 13。此外，基于包括道路等级、路面状况或风阻在内的外部状况预测输出转矩的要求。在电能产生模式或转矩产生模式下，工作范围状态可依据于动力系转矩要求，该动力系转矩要求由用以操作电机的控制模块指令引起。工作范围状态可通过最优化算法或程序确定，其可操作地基于操作者转矩请求、电池充电状态、发动机14与第一电机56和第二电机72的能量效率确定最优化的***效率。控制***基于执行的最优化程序的结果控制发动机14、第一电机56和第二电机72的输入转矩，并且实现***最优化以改善燃油经济性并控制电池充电过程。此外，该操作可以基于元件或***的错误确定。
如上所述，离合器滑转是在当通过离合器传递的负荷或转矩或反应转矩超过离合器的实际转矩能力时发生的。应用的转矩克服离合器连接表面之间的静摩擦力，连接表面相对彼此旋转。稳定的离合器操作中避免滑转的一个方法是调节离合控制装置的可用夹紧力，较大的夹紧力产生较大的实际转矩能力。尽管如此，例如通过加大液压离合控制***的推进压力增加可用夹紧力是有限制的。例如，瞬时操作中，输入转矩的变化比液压升压要快得多，短时间阶段的应用的反应转矩的巨大变化会造成转矩超过在现有液压下的实际转矩能力。在过渡的离合器锁定情况中，未锁定的离合器首先经历锁定状态，其中为了产生穿过离合器的要求转矩，离合器连接表面在基本上没有任何反应转矩的情况下被同步并且接合，夹紧力逐渐加到离合器上，并且应用反应转矩。锁定过程的滑转，尤其是设计为同步操作的变速器中的滑转，由于干扰了预定输出转矩，对驾驶性能有不利影响，因此影响了施加到传动系的动力。公开了一种方法，能够在过渡的锁定情况下限制来自各种动力源的输入转矩，维持低于离合器的估算的转矩能力的反应转矩，以避免出现滑转情况。
图4是根据本发明的示例性的过渡锁定情况和相关的将反应转矩施加到离合器的图表表示。图表包括由共同时间轴同步的经过过渡锁定情况的两部分。上方的图形描绘了与过渡锁定情况相关的转矩项，下方的图形描绘了离合器滑转速度。由于高的离合器滑转速度和反应转矩项为0表明了离合器开始于不同步状态，发动机和电机或多个电机独立于离合器操作。对于来自TCM或其它前述控制***的指令，离合器通过过渡锁定状态来实现同步，并且离合器内的连接表面协调在基本上共同的转速。一旦达到同步，认为离合器处于锁定状态，尽管如此，不滑转的情况下离合器不具有任何承担反应转矩的能力。如上所述，离合器的离合器转矩能力依靠施加在离合器上的夹紧力。一旦离合器被锁定，夹紧力能够被增加，造成离合器转矩能力增加。维持反应转矩低于离合器转矩能力，不产生任何滑转的情况下反应转矩能够被施加在离合器上并增加。
由于夹紧力的作用和在没有滑转的状况下的离合器传递转矩的能力是依赖于时间的，其中离合器转矩能力必须是当前的以应对施加的转矩载荷，处理混合驱动部件对指令变化的反应时间对于在瞬变状态下降低可能的滑转是非常重要的。如本领域技术人员所知，任何控制***都具有反应时间。过渡的锁定情况要求控制在夹紧力增加时离合器内的反应以及发动机和在输入转矩增加时电机或多个电机内的反应，为了保持离合器的转矩能力大于施加的反应转矩，由此避免滑转，过渡的锁定过程必须平衡这些部件的反应时间，同时在尽可能短的时间内执行离合器换档指令。离合器的转矩能力的增加是由来自离合器控制***的指令离合器转矩控制的。离合器对被指令的转矩的变化的反应时间被多个因素影响，包括离合器设计的特点和离合器控制***的控制方法。在上述离合器控制***的示例实施例中，利用液压***施加离合器内的夹紧力，涉及的反应时间包括启动电磁线圈和控制液压的阀所要求的时间以及通过连接回路传送的液压介质压力变化所要求的时间。发动机提供的输入转矩的变化由设置发动机的转矩输出的发动机转矩指令控制，例如通过ECM控制。发动机对指令转矩的变化的反应时间被多个本领域公知的因素所影响，发动机运行变化的特点严重依赖于所用的发动机的特点和所用的燃烧模式。许多情况下，发动机对控制指令的反应时间是混合驱动***的部件中最长的反应时间。从电机提供的输入转矩的变化通常由产生转矩涉及的电机或多个电机的电信号控制。电机和电机控制回路内的反应时间包括启动任何必须的开关、继电器或其它控制器的时间以及根据供应电能的变化启动或断开电机的时间。
虽然能够利用方法以便按顺序完成与过渡的锁定情况相关的增加，作为第一参数的转矩能力被增加之后跟随着反应转矩的增加，不过锁定过渡中包含的时间对于驾驶性能也是重要的。因此，并行完成相关的增加同时防止滑转是很有利的。旨在尽可能短的时间间隔内实现与过渡的锁定过程相关的各增加同时仍然防止滑转的这样的控制改变的并行执行，必须制定用于各种增加的指令正时的时间表，同时说明涉及的各种混合驱动部件的反应时间。
图4示出了能够用于过渡锁定情况期间的正时因素的示例性执行。如上所述，在TCM或另一个示例性控制***确定离合器要从未锁定状态转换到锁定状态之后首先实现离合器的同步，导致锁定状态。一旦离合器被认为进入锁定状态，以离合器转矩指令的形式的要求转矩可通过控制***传递到离合器。该离合器转矩指令的启动要求将已同步但未加载的离合器转换到完全操作状态所必须的一连串的下级指令，例如包括液压致动***的充注指令，基于离合器和相关***的物理特征限制离合器传递的反应转矩。如上所述，公开的方法能够在过渡的锁定情况期间限制来自各种动力源的输入转矩，保持反应转矩低于估算的离合器转矩能力，使得避免滑转情况。关于过渡锁定情况期间的指令的启动，离合器(转矩)能力的增加必须在传到离合器的反应转矩增加之前。因此，由于离合器能力对于完成将反应转矩加载到离合器是第一先决条件，所以离合器能力的增加能够被预先指令以便与离合器到达锁定状态的同时实现离合器能力的初始增加。考虑到反应时间，反应转矩在增加离合器转矩能力之后短时间延迟地被适时指令。图4示出了指令反应转矩增加的示例的方法，由输入和电机转矩产生的估算的反应转矩，被作为电机转矩指令约束的离合器反应转矩即时最大值所限制，在从启动离合器转矩指令的标定即时延迟之后开始并以标定斜率上升。延迟和斜率是可选择数值，这些所选值很可能使反应转矩快速达到正常水平，同时保持低于增加的估算离合器转矩能力。尽管如此，如示例的图表中所示，估算离合器转矩能力可与离合器反应转矩即时最大值指令相比较，如果估算离合器转矩能力侵入反应转矩指令的倾斜增加，转矩指令的倾斜增加能够被调整。应该注意的是，在示例的方法中，要求通过离合器反应转矩即时最大值来增加输入转矩的指令仅仅是增加转矩的指令。通过确保对电机的反应转矩指令延迟离合器转矩能力的增加，电机对反应转矩指令的反应时间会进一步延迟反应转矩的实际应用，由此防止滑转的发生。如上所述，发动机的输入转矩对指令变化的反应时间通常比其它混合驱动部件的反应时间长。类似于对电机的指令，对发动机的指令必须造成向离合器的反应转矩的增加滞后于离合器转矩能力的增加。该示例的方法因此以离合器反应转矩提前即时最大值(clutch reactive torque lead immediate maximum)的形式提供对发动机的指令，提前被标定以在相关指令被发送到电机之前将指令发送到发动机，通过标定提前即时延迟设定正时，以及利用与离合器反应转矩即时最大值相同的标定斜率，使得从两种动力源得到的输入转矩以基本上相同的时间和相同的比率增加。本领域技术人员可知混合驱动***的发动机和电机一起运转以为动力系提供转矩。图4示出的发动机和电机的输入转矩值不是相加的，而是描述了提供整个输入转矩的一部分的各个组件允许的最大值。因此通过相比离合器转矩指令的启动以及相应的增加离合器转矩能力的已知动作对电机的离合器反应转矩即时最大值指令进行正时，以及通过相比离合器反应转矩即时最大值对发动机的离合器反应转矩提前即时最大值指令进行正时，通过离合器的传递的反应转矩的增加能够平行于离合器转矩能力的增加，同时防止滑转。
虽然图4描述的上述方法描述了一种平行于增加的离合器转矩能力增加反应转矩的方法，该描述的方法不过利用一个示例性的过程。该方法的其它实施例可以被预见。例如，代替选择离合器反应转矩即时最大值指令以轻微延迟所估算的离合器转矩能力，一种可替换的方法可以选择离合器反应转矩提前即时指令以对应于估算的离合器转矩能力，例如，通过以小于发动机反应时间的某一小量提前估算的离合器转矩能力，以及，如果诊断出反常的估算离合器转矩能力增加，恢复到防止滑转。可替换地，离合器反应转矩提前即时最大值和离合器反应转矩即时最大值可以被选择并且执行以实现反应转矩的增加，该反应转矩的增加以某量落后于增加的估算转矩能力。可替换地，代替使用设定的标定延迟和倾斜值，算法诊断的或预测的夹紧力或其它在整个过渡锁定过程中基于一些初始值的估算离合器转矩能力能够被实时使用，基于预测而不是通过标定倾斜和延迟值来启动和控制反应转矩指令的增加。可替换地，多个标定的倾斜和延迟值可以被储存在存储装置中或者其它方法中以储存列表数据，并且根据混合驱动***对特定性能(例如温度或保养历史)的反应，这些数值能够被查找并利用。此处描述的特定实施例与上述方法是示例性的说明，本发明不旨在以任何方式被限制。【0001】图5示出了用于控制和管理动力***的转矩和动力流并以可执行的算法和标定的形式存在于前述控制模块中的控制***结构，该动力***具有多个转矩产生装置，下面将结合图1和2所示的混合动力***进行描述。控制***结构能够应用于任何具有多个转矩产生装置的动力***，包括例如具有单个电机的混合动力***、具有多个电机的混合动力***和非混合动力***。【0002】图5的控制***结构示出了控制模块中相关信号的流动。操作中，操作者对加速踏板113和制动踏板112进行的输入被监控以确定操作者的转矩请求(‘TO-REQ’)。发动机14和变速器10的操作被监控以确定输入速度(‘NI’)和输出速度(‘NO’)。战略最优控制图块(‘战略控制’)310基于输出速度和操作者的转矩请求确定优选的输入速度(‘NI-DES’)以及优选的发动机状态和变速器工作范围状态(‘混合动力范围状态Des’)，并且基于混合动力系的其它操作参数，包括电池电能界限和发动机14、变速器10以及第一和第二电机56和72的响应界限，最优化该控制图块。战略最优控制图块310优选由HCP5在每100ms循环和每25ms循环期间执行。【0003】战略最优控制图块310的输出被用于换档执行和发动机起动/停止控制图块(‘换档执行和发动机起动/停止’)320来指令包括改变工作范围状态的变速器操作的变化(‘变速器指令’)。这包括如果优选的工作范围状态不同于当前的工作范围状态，通过指令离合器C1 70、C2 62、C3 73和C4 75中的一个或多个的应用的变化来指令执行工作范围状态的变化，以及其它变速器指令。能够确定实际的工作范围状态(‘实际混合动力范围状态’)和输入速度曲线(‘NI-PROF’)。输入速度曲线是对即将到来的输入速度的估算并优选包括标量参数值，该标量参数值是即将来临的循环的目标输入速度。发动机操作指令和操作者的转矩请求基于变速器的工作范围状态转换期间的输入速度曲线。【0004】战术控制图块(‘战术控制和操作’)330在控制循环之一中被重复执行以基于输出速度、输入速度以及操作者的转矩请求和变速器的当前工作范围状态确定操作发动机的发动机指令(‘发动机指令’)，包括从发动机14到变速器10的优选输入转矩。发动机指令还包括：包括全缸工作状态和气缸停用工作状态之一的发动机状态，以及包括燃油供应状态和燃油断供状态之一的发动机状态。在所述气缸停用工作状态中，发动机气缸的一部分被停用并且没有被供给燃料。【0005】每个离合器的离合器转矩(‘TCL’)在TCM17中被估算，包括当前应用的离合器和非应用的离合器，与输入元件12反应的当前发动机输入转矩(‘TI’)在ECM23内确定。执行马达转矩控制图块(‘输出和马达转矩确定’)340来确定动力系(‘TO-CMD’)的优选输出转矩，其包括本实施例中用于控制第一和第二电机56和72的马达转矩指令(‘TA’，‘TB’)。优选输出转矩基于各个离合器的估算离合器转矩、发动机14的当前输入转矩、当前工作范围状态、输入速度、操作者的转矩请求和输入速度曲线。基于优选输出转矩通过TPIM19控制第一和第二电机56和72以满足优选的马达转矩指令。马达转矩控制图块340包括为确定优选马达转矩指令在6.25ms和12.5ms循环期间规律执行的算法编码。
图6是换挡执行中示例的数据流的示意流程图，详细描述了根据本发明的例如图5中的***的示例性控制***结构的执行。示出了包括几个混合驱动元件的动力系控制***400，包括发动机410、电机420和离合器液压装置430。示出了战略控制模块310、换挡执行模块450、离合器能力控制模块460、战术控制和操作模块330、输出和马达转矩确定模块340和离合器控制模块490，处理信息和向发动机410、电机420以及离合器液压装置430发出的控制指令。这些控制模块能够物理上地分开，能够整合在多个不同控制装置中或者能够在单个物理的控制装置中全部完成。如图5所示，战略控制模块310执行相关的最优动力系操作点和优选工作范围状态的确定。换挡执行模块450接收来自战略控制模块310和关于换挡启动的其它来源的输入。模块450处理关于通过离合器传递的当前反应转矩和将要转换到的优选工作范围状态的输入。然后模块450运行程序，确定换档执行的参数，包括描述平衡转矩提供装置要求的输入转矩的混合动力范围状态参数，细化关于执行转换到优选工作范围状态所需的预定的提前目标输入速度和输入加速度，前述的即时提前输入加速度和前述的即时提前离合反应转矩最小值和最大值以及即时离合反应转矩最小值和最大值。从模块450，离合反应转矩参数和混合动力范围状态信息被反馈到离合能力控制模块460，提前控制参数和信号被反馈到战术控制和操作模块330，即时控制参数和信号被反馈到输出和马达转矩确定模块340。根据本发明的方法，离合能力控制模块460处理反应转矩和混合动力范围状态信息并生成记述离合反应转矩界限的逻辑，该逻辑通过模块330能够实现发动机控制，通过模块340能够实现电机控制，通过模块490能够实现离合器控制。战术控制和操作模块330包括发出转矩请求和执行限制发动机410供应的输入转矩的装置，以及供给、另外描述从发动机供给的输入转矩到用于控制电机420的模块340的装置。输出和马达转矩确定模块340也接收和处理信息以向电机420发出电机转矩请求。另外，模块340产生由离合器控制模块490使用的离合器反应转矩指令。为了达到操作变速器所需的要求的离合器转矩能力，模块490处理来自模块460和340的信息并发出液压指令。这个数据流的特定实施例示出了一个可能示例过程，通过该示例过程，车用转矩产生装置并且相关离合器能够被根据本发明的方法被控制。本领域技术人员应当理解，所用的特定过程能够变化，本发明不局限于描述的特定示例性的实施例。
图7是根据本发明的示例性过程的流程图，为了防止滑转通过过渡锁定过程在发动机和电机上施加界限。如图示，通过过程200离合器反应转矩提前即时最大值和离合器反应转矩即时最大值被确定，并且在各自的延迟时期之后倾斜上升。该过程是重复的并且在多个循环中运行以便启动并逐渐增加选定的离合器的反应转矩。在步骤202，过程开始。步骤204，检查离合器的状态，看离合器是否锁定。如上所述，优选的是，在施加夹紧力之前使离合器同步，以便开始离合器转矩能力和反应转矩的逐渐增加。如果离合器没有被锁定，则过程向下继续并在步骤230结束。如果离合器是锁定的，过程继续到步骤206。在步骤206，检查过程的状态，如果过程200的重复是自从离合器到达锁定状态的第一次重复，则过程进入步骤208，其中提前即时延迟计时器和即时延迟计时器复位。从步骤206或步骤208，过程进入步骤210。如上所述，提前即时延迟用于对离合器反应转矩提前即时最大值的倾斜上升的开始正时。步骤210基于在步骤208复位的计时器评估提前即时延迟是否终止。如果指示延迟时期的计时器已终止，则过程进入步骤214。如果显示延迟时期的计时器没有终止，则过程进入步骤212。在步骤212，过程仍旧在提前即时延迟时期，离合器反应转矩提前即时最大值设为0，并且过程进入步骤220。或者，在步骤214中，离合器反应转矩提前即时最大值是以标定斜率递增地增加，并且过程进入步骤216。在步骤216，在步骤214增加的离合器反应转矩提前即时最大值与标定或估算的可获得的转矩能力相比较，指明能够由离合器控制***控制的最大转矩能力，包括增加离合器夹紧力的任何推进能力。如果确定了离合器反应转矩提前即时最大值超出了离合器的可获得能力，然后，在步骤218，离合器反应转矩提前最大值被设定为离合器的可获得能力。从步骤212、216或218的任意一个，过程进入步骤220。如上所述，即时延迟被用于对离合器反应转矩即时最大值的倾斜上升的初始定时。步骤220基于步骤208复位的计时器评价即时延迟是否终止。如果显示延迟时期的计时器已经终止，则过程进入步骤224。如果显示延迟时期的计时器没有终止，过程进入步骤222。在步骤222，过程仍旧在即时延迟时期，离合器反应转矩即时最大值设为0，并且过程进入步骤230。或者，在步骤224中，离合器反应转矩即时最大值以与用于步骤214中相同的标定斜率递增地增加，并且过程进入步骤226。在步骤226，在步骤224增加的离合器反应转矩即时最大值与基于当前操作能力的标定或估算的转矩能力相比较。如果确定离合器反应转矩即时最大值超出了当前估算的离合器能力，然后，在步骤228，离合器反应转矩即时最大值设定为离合器的估算能力。从步骤222、226或228的任意一个，过程前进至步骤230结束。如上所述，为了逐渐增加地实现对反应转矩指令的变化，过程200进行重复。本领域技术人员将理解，过程可以独立地或作为更广的控制循环的一部分进行重复。
上面的方法描述了用于单个离合器从未锁定状态到锁定状态的转换的方法，该离合器在该锁定状态下传递反应转矩。相关的方法是可预见的，其中多个离合器能够基本上同时被转换，其中所有离合器转矩能力与各种输入转矩协调以防止滑转，例如，如果车辆从一个极端的设置到另一个的转换。之前传递0或低反应转矩载荷的多个离合器能够同步转换到传递高或最大值反应转矩载荷。上述方法的示例性实施中，不同的离合器能够面对反应转矩增加的不同范围中潜在的滑转。例如，第一离合器可以需要在低转矩范围中约束的输入转矩，同时第二离合器可以需要在较高范围内约束的输入转矩。根据该实施例，可预见到一种方法，其中标定斜率和相关的延迟时期能够结合第一离合器而实现，并且在阈值转矩下或当估算的第二离合器的离合器转矩能力侵入增加的反应转矩指令时，能够利用相应于第二离合器的第二标定斜率。这样的方法能够用于协调同时穿过多个离合器的增加的反应转矩指令和估算的离合器转矩能力。
上面的方法和图4描述了作为正值比较的转矩管理过程。本领域技术人员应该知道，离合器转矩是描述为正值和负值转矩，表示转矩在一个旋转方向或另一个方向被施加。上面的方法能够被用于正值或负值转矩的应用中，转矩的大小以这样的方式调整，即应用的反应转矩的大小没有超出特定离合器转矩能力的大小。
应该理解为在本发明公开的范围内可以进行各种变形。公开的内容通过优选实施例和其变形进行描述。但是在阅读和理解的说明书后可以进行进一步的变形和改变。旨在包括所有落入本发明的保护范围的所述变形和改变。

Claims (8)

1.一种用于控制包括电-机械变速器的动力系的方法，该变速器机械可操作地连接到内燃发动机和电机，其适于通过选择性的应用多个转矩传递离合器来选择性地向输出元件传递机械动力，该方法包括：
监控离合器滑转速度；
使即将接合的离合器同步；和
约束用于所述即将接合的离合器的反应离合器转矩界限以获得比估算的离合器转矩能力低的反应离合器转矩。
2.根据权利要求1所述的方法，其中约束反应离合器转矩界限包括：
施加离合器反应转矩即时最大值于电机转矩指令，其中所述施加所述离合器反应转矩即时最大值保持所述电机转矩指令小于所述估算的离合器能力：以及
施加离合器反应转矩提前即时最大值于发动机转矩指令，其中所述施加所述离合器反应转矩提前即时最大值是基于实现与所述施加所述离合器反应转矩即时最大值基本上相同的所述反应转矩界限。
3.根据权利要求2所述的方法，其中施加所述离合器反应转矩即时最大值于电机转矩指令包括：
施加即时延迟和标定斜率于所述电机转矩指令，其中所述即时延迟和所述标定斜率计算为实现所述保持所述电机转矩指令小于所述估算的离合器能力；
其中所述施加所述离合器反应转矩即时最大值于电机转矩指令包括；施加提前即时延迟和所述标定斜率于所述电机转矩指令，其中所述提前即时延迟基于估算的发动机指令反应时间和估算的电机指令反应时间被计算并产生所述实现与所述施加所述离合器反应转矩即时最大值基本上相同的所述反应转矩界限。
4.根据权利要求1所述的方法，其中约束用于即将接合的离合器的反应离合器转矩界限包括：
计算所述估算的离合器转矩能力；
基于所述估算的离合器转矩能力设制离合器转矩能力曲线；和
基于所述设制和基于估算的发动机指令反应时间和估算的电机指令反应时间实现所述约束反应离合器转矩界限。
5.一种用于通过过渡的锁定过程控制包括电-机械变速器的动力系的方法，该变速器包括选择性致动的传递转矩的离合器，离合器可机械操作地连接到内燃发动机和电机，其适于选择性地向输出元件传递机械动力，该方法包括：
通过离合器同步过程监控离合器滑转速度；
基于所述监控诊断已锁定的离合器状态；
通过所述诊断所述已锁定的离合器状态，增加离合器转矩能力；
通过在所述诊断所述已锁定的离合器状态之后运行标定提前即时延迟，以控制的斜率增加离合器反应转矩提前即时最大值指令；以及
通过在所述诊断所述已锁定的离合器状态之后运行标定即时延迟，以所述控制的斜率增加离合器反应转矩即时最大值指令；
其中所述增加所述离合器反应转矩提前即时最大值指令和所述增加所述离合器反应转矩即时最大值指令实现在整个所述过渡的锁定过程中反应转矩低于所述增加的离合器转矩能力。
6.根据权利要求5所述的方法，其中运行所述标定即时延迟和所述以所述控制的斜率增加所述离合器反应转矩即时最大值指令，实现所述离合器反应转矩即时最大值指令紧接地滞后于所述增加的离合器转矩能力。
7.根据权利要求6所述的方法，其中运行所述标定提前即时延迟实现所述离合器反应转矩提前即时最大值指令，使得来自所述发动机的输入转矩与来自所述电机的输入转矩初始基本一致地增加。
8.根据权利要求5所述的方法，还包括：
估算所述离合器转矩能力；
设制用于所述过渡的锁定过程的其它离合器的离合器转矩能力曲线；和
基于所述估算调节所述控制的斜率。
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US20090111645A1 (en) 2009-04-30

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