CN101576157A - 监测机电式变速器的流量控制阀的方法和装置 - Google Patents

监测机电式变速器的流量控制阀的方法和装置 Download PDF

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Publication number
CN101576157A
CN101576157A CNA2008101799285A CN200810179928A CN101576157A CN 101576157 A CN101576157 A CN 101576157A CN A2008101799285 A CNA2008101799285 A CN A2008101799285A CN 200810179928 A CN200810179928 A CN 200810179928A CN 101576157 A CN101576157 A CN 101576157A
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control valve
flow control
output
speed changer
grade
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CN101576157B (zh
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P·E·吴
R·D·马蒂尼
A·M·策特尔
C·J·范霍恩
T·E·马修斯
K·帕纳希
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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    • F16H2061/1264—Hydraulic parts of the controller, e.g. a sticking valve or clogged channel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
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    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
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Abstract

本发明涉及监测机电式变速器的流量控制阀的方法和装置。一种这样的方法包括：设置具有能够实现第一档的第一位置和能够实现第二档的第二位置的流量控制阀；指示所述流量控制阀从第一位置转换为第二位置并监测用于监测所述流量控制阀的压力监测装置的输出；当在一段预定时间内在所述压力监测装置的输出内检测到所述转换时，确定所述流量控制阀正确操作；以及当在所述一段预定时间内在所述压力监测装置的输出内没有检测到所述转换，确定所述流量控制阀内存在错误。

Description

监测机电式变速器的流量控制阀的方法和装置
技术领域
[0001]本发明涉及机电式变速器的控制***。
背景技术
[0002]这部分的内容仅仅是提供与本发明有关的背景技术信息，因此并不构成现有技术。
[0003]动力***结构包括转矩生成装置，所述转矩生成装置包括通过变速器装置将转矩传递到输出的内燃机和电机。一个示例性的变速器包括双模式、复合分配(compound-split)、机电式变速器，其利用输入部件从原动机动力源(例如内燃机)接收驱动转矩，并利用输出部件从变速器向车辆传动***传递致动转矩。作为电动机或发电机操作的电机可独立于来自内燃机的转矩输入而生成至变速器的转矩输入。电机可以将被传送通过车辆传动***的车辆动能转化为可储存在电能存储装置中的电势能。控制***监测来自车辆和驾驶员的各种输入，并提供动力***的操作控制，这包括控制变速器换档，控制转矩生成装置，以及调整电能存储装置与电机之间的电功率交换。
[0004]示例性的机电式变速器可选择以低档和高档操作，该低档和高档表示转矩生成装置和输出(例如传动***)之间的相对输入/输出速比。低档和高档都优选包括无级变速操作和固定传动比操作，所述操作经由液压回路通过选择性地应用和释放转矩传递离合器来进行控制。根据一个或多个转矩传递离合器的应用和释放状态，当变速器输出部件的转速与来自发动机的输入部件的转速之比为固定比时，处于固定传动比操作。当变速器输出部件的转速基于一个或多个电机的运转速度而可变时，处于无级变速操作。
[0005]利用流量控制阀将变速器控制为处于低档或高档，所述流量控制阀响应于指示至低档或高档的换档操作的指令在第一位置和第二位置之间转换。液压回路或流量控制阀内造成流量控制阀不能转换的异常操作会影响变速器操作，所述异常操作包括其中一个离合器的可能的意外应用或释放。
发明内容
[0006]一种多档机电式变速器，其包括具有能够实现第一档的第一位置和能够实现第二档的第二位置的流量控制阀。所述流量控制阀从第一位置转换为第二位置，以及对用于监测该流量控制阀的压力监测装置的输出进行监测。当在一段预定时间内在所述压力监测装置的输出中检测到所述转换时，确定所述流量控制阀正确操作。当在一段预定时间内在所述压力监测装置的输出中没有检测到所述转换，检测到流量控制阀内存在错误。
附图说明
[0007]本发明对某些零件和零件布置采用实物形态，本发明的实施例被详细描述并被表示在附图中，所述附图构成本发明的一部分，其中：
[0008]图1是根据本发明的示例性动力***的示意图；
[0009]图2是根据本发明的用于控制***和动力***的示例性结构的示意图；
[0010]图3是根据本发明的图形描绘；
[0011]图4是根据本发明的液压回路的示意图；以及
[0012]图5是根据本发明的算法流程图。
具体实施方式
[0013]现在参照附图，附图中的说明仅仅是为了示出特定的示例性实施例，而不是为了限制本发明，图1和2表示的***包括发动机14、包括电机56和72的变速器10、控制***以及液压控制回路42。示例性的混合动力***配置为执行下文中结合图5描述的控制方案。在共同转让的美国专利No.6,953,409中详细地公开了示例性变速器10的机械方面。图1表示了具体体现本发明概念的示例性双模式、复合分配、机电式混合变速器。变速器10包括优选由内燃机14驱动的具有输入速度NI的输入轴12和具有输出转速NO的输出轴64。
[0014]示例性的发动机14包括多缸内燃机，该内燃机可选择性地操作在几个状态下以通过轴12向变速器传递转矩，并且所述发动机可以是点燃式或压燃式发动机。发动机14具有可操作地连接到变速器输入轴12上的曲轴，该曲轴的特征速度为NE。当转矩控制装置(未示出)设置在发动机和变速器之间时，发动机的输出(包括速度NE和输出转矩TE)不同于变速器的输入速度NI和输入转矩TI。
[0015]变速器10包括三个行星齿轮组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。电动液压控制***42用于控制离合器状态，电动液压控制***42优选由变速器控制模块(TCM)17控制。离合器C2 62和C4 75优选包括液压致动的旋转摩擦离合器。离合器C1 70和C3 73优选包括接地至变速器壳体68上的液压作用的固定装置56。每个离合器均优选为液压致动的，通过电动液压控制回路42从泵中接收压力液压流体。
[0016]第一和第二电机56、72优选包括三相AC电动机/发电机装置，被标识为MG-A 56和MG-B 72，它们通过行星齿轮可操作地连接到变速器上。每个电机都包括定子、转子和解析器总成80、82。每个电机的电机定子都接地至外部的变速器壳体68上，并包括定子铁心，该定子铁心带有从其处延伸的电绕组。MG-A 56的转子支撑在通过行星架26可操作地附接在输出轴上的毂衬齿轮(hubplate gear)上。MG-B 72的转子附接在套轴毂(sleeve shaft hub)上。电动机解析器总成80、82被适当地定位并装配在MG-A 56和MG-B 72上。每个解析器总成80、82可以是已知的可变磁阻装置，包括可操作地连接到每个电机的定子上的解析器定子和可操作地连接到上述每个电机的转子上的解析器转子。每个解析器80、82包括用于感测解析器定子相对于解析器转子的转动位置并识别该转动位置的传感装置。对从解析器输出的信号进行解释，以提供MG-A 56和MG-B 72的转动速度，被称为NA和NB。变速器输出轴64可操作地连接到车辆传动***90以向车轮提供输出转矩TO。设置有变速器输出速度传感器84，用于监测输出轴64的转速和转动方向。每个车轮均优选装备有用于监测车轮速度的传感器94，传感器94的输出被控制***的其中一个控制模块监测，以确定用于制动控制、牵引控制、以及车辆加速控制的车速以及绝对和相对的车轮速度。
[0017]作为源自燃料或储存在电能存储装置(‘ESD’)74中的电势的能量转化的结果，变速器10接收来自转矩生成装置(包括发动机14、MG-A 56和MG-B 72)的发动机输入转矩。ESD74通过DC输送线路27与变速器功率逆变器模块(TPIM)19高压直流耦合。
[0018]TPIM19包括功率逆变器和两个电动机控制模块，TPIM是下文中参照图2描述的控制***中的一个元件。第一电动机控制模块通过输送线路29向/从MG-A 56传递电能，第二电动机控制模块同样通过输送线路31向/从MG-B72传递电能。根据ESD74是被充电还是放电，电流被传递到ESD74或从ESD74传出。电动机控制模块接收电动机控制指令并据此控制逆变器状态，从而提供电动机驱动或再生功能。逆变器包括已知的互补型三相电力电子装置。逆变器包括绝缘栅双极晶体管(IGBT)，用于通过高频切换将来自ESD74的DC功率转换为AC功率，从而向电机MG-A 56、MG-B 72中的一个供能。通常对于三相电机MG-A 56和MG-B 72的每一相都设置有一对IGBT。
[0019]现在参照图2，示出了包括分布式控制模块结构的示例性控制***的示意框图。下文中描述的元件包括整个车辆控制结构的子集，并可操作以提供这里描述的动力***的协调***控制。该控制***可用于合成相关信息和输入，并执行算法以控制各个致动器来实现控制目标，所述目标包括诸如燃料经济性、排放物、性能、驾驶性能、和保护包括ESD74、MG-A 56和MG-B 72的电池在内的硬件的参数。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’)17、电池组控制模块(‘BPCM’)21和TPIM19。混合控制模块(‘HCP’)5监督控制并协调前述控制模块。设置有可操作地连接到多个装置的用户接口(‘UI’)13，车辆驾驶员一般通过该接口控制或指挥包括变速器10的动力***的操作。所述装置包括驾驶员转矩请求(‘TO_REQ’)、驾驶员制动(‘BRAKE’)、变速器档位选择器以及车速巡航控制。
[0020]每个前述的控制模块都通过局域网(‘LAN’)总线6与其它控制模块、传感器、以及致动器进行通信。LAN总线6允许在各控制模块之间对控制参数和指令进行结构化通信。所采用的特定通信协议是专用的。LAN总线和相应的协议用于加强在前述控制模块和其他控制模块之间的信息传递和多控制模块接口，所述的其他控制模块提供如防抱死制动、牵引控制和车辆稳定性的功能。
[0021]HCP5提供混合动力***的监督控制，用于协调ECM23、TCM 17、TPIM 19和BPCM 21的操作。根据来自UI 13和动力***(包括电池组)的各种输入信号，HCP5生成各种指令，包括：至传动***90的驾驶员转矩请求输出、发动机输入转矩TI、用于变速器10的N个不同转矩传递离合器C1 70、C262、C3 73、C475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可操作地连接到电动液压控制回路42，包括监测各个压力传感装置(未示出)并生成及执行用于各个螺线管的控制信号，以控制压力开关及控制包含在压力开关中的阀。
[0022]ECM 23可操作地连接到发动机14，用于从多个传感器获取数据并通过多条离散的线来分别控制发动机14的多个致动器，这些离散的线被集中示出为集合线35。ECM 23接收来自HCP 5的发动机输入转矩指令，并生成期望的轴转矩以及至变速器的实际发动机输入转矩TI的表示，该实际发动机输入转矩被传送给HCP 5。可由ECM 23检测的各种其它参数包括发动机冷却剂温度和至轴12的发动机输入速度NE、歧管压力、环境气温和环境压力。各种可以被ECM 23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]TCM 17可操作地连接到变速器10，用于从各种传感器获取数据并为变速器提供指令信号。从TCM 17到HCP5的输入包括用于N个离合器(即，C1 70、C2 62、C3 73和C4 75)中每一个的估算离合器转矩(TCL_N)，以及输出轴64的输出转速NO。为了实现控制目的，可采用其它致动器和传感器来从TCM至HCP提供附加信息。TCM 17监测来自参照图3所示的液压开关装置PS1、PS2、PS3和PS4的输入。TCM 17选择性地致动并控制压力控制螺线管和流量控制阀，来应用和释放离合器从而控制变速器实现具体的操作范围和操作范围状态。
[0024]BPCM 21通过信号(signally)连接到可用于监测ESD 74的电流或电压参数的一个或多个传感器，以向HCP 5提供关于电池状态的信息。这种信息包括电池荷电状态、安培小时通过量、电池电压和可用电池功率。
[0025]每个前述控制模块都优选为通用数字计算机，一般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’)、电可编程序只读存储器(‘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。每个控制模块都有一套控制算法，包括将常驻程序指令和标定值(calibration)储存在ROM并执行从而实现每个计算机的相应功能。各个计算机之间的信息传递优选使用前述的LAN 6完成。
[0026]在每个控制模块内进行的用于控制和状态估算的算法一般在预先设定的循环周期内执行，以使每个算法在每个循环周期内至少执行一次。通过其中一个中央处理单元执行储存在非易失性存储器装置内的算法，该算法可用来监测来自传感装置的输入并使用预先设定的标定值执行控制和诊断程序来控制相应装置的操作。循环周期在正在进行的发动机和车辆操作过程以有规则的间隔执行，例如每3.125、6.25、12.5、25、100毫秒。可选择地，可以响应于事件的发生来执行算法。
[0027]现在参照图3，示例性的双模式复合分配机电式变速器操作在包括固定传动比操作和无级变速操作的几个操作范围状态中的一个，结合下面的表1对其进行详细描述。
表1
[0028]表内描述的各种变速器操作范围状态表明相对于每个操作范围状态应用了离合器C1 70、C2 62、C3 73、C4 75中的具体哪一个。当只有离合器C170被应用以使第三行星齿轮组28的外部齿轮部件“接地”时，选择第一模式(即，模式I)。发动机14可以运转或关闭。当只有离合器C262被应用从而将轴60连接到第三行星齿轮组28的行星架时，选择第二模式(即，模式II)。再次，发动机14可以运转或关闭。为了说明的目的，发动机关闭被定义为发动机输入速度NE等于零转每分钟(RPM)，即，发动机曲轴不转动。当电机56、72作为电动机和发电机操作时，超出本发明范围的其它因素起作用，因此在这里不作讨论。
[0029]模式I和模式II涉及这样的情况，其中通过一个应用的离合器(即，离合器C1 62或C2 70)并通过电机MG-A 56和MG-B72的被控制的速度和转矩来控制变速器功能，这可以被称为无级变速器模式。下边描述特定操作范围，其中通过应用附加离合器来实现固定传动比。如上面表1所示，这个附加离合器可以是离合器C1 70、离合器C2 62、离合器C3 73或者离合器C4 75中未被应用的那个。当应用附加离合器时，实现变速器的输入-输出速度的固定传动比操作，即NI/NO。电机MG-A56和MG-B 72的转动，即NA和NB，取决于由离合作用限定的机构的内部转动并与在轴12处测量的输入速度成正比。
[0030]响应于被UI13捕获的驾驶员的动作，HCP控制5以及一个或多个其它控制模块确定将在轴64处执行的驾驶员转矩请求。最终的车辆加速度受其它因素所影响，包括例如道路行驶载荷、道路坡度以及车辆质量。根据动力***的各种操作特性确定用于示例性变速器的操作模式。这包括驾驶员对转矩的要求，通常通过至前述的UI 13的输入被传送。此外，对输出转矩的要求根据外界条件确定，包括，例如，道路坡度、路面状况、或者风力载荷。操作模式可以根据动力***的转矩要求来确定，所述转矩要求是由控制模块指示电机以电能生成模式或转矩生成模式操作引起的。操作模式可以通过最优化算法或程序来确定，该算法或程序可用来根据驾驶员对功率的要求、电池荷电状态、以及发动机14、MG-A56和MG-B72的能效率确定最优的***效率。控制***根据所执行的最优化程序的结果控制来自发动机14、MG-A 56和MG-B 72的转矩输入，且进行***优化以优化***效率，从而提高燃料经济性并控制电池充电。而且，可以根据部件或***内的错误控制操作过程。HCP5监测转矩生成装置的参数状态，确定要达到期望的转矩输出所需的变速器输出，这将在下文中描述。在HCP 5的引导下，变速器10以从慢到快的输出速度范围操作，以满足操作员要求。
[0031]从上面的描述可以明显看出，储能***与电机MG-A 56和MG-B72电操作地连接以在它们之间进行功率流动。而且，发动机、电机和机电式变速器机械操作地连接以便在它们之间传递功率从而生成至输出的功率流。在模式I的操作状态下，变速器作为输入分配EVT操作。在模式II的操作状态下，变速器作为复合分配EVT操作。当操作在这两种模式的任一中时，控制***对发动机速度执行闭环控制，这优化了燃料经济性同时仍然满足转矩请求和给定的功率限制。然后响应于驾驶员的转矩请求，控制电动机速度以改变输入-输出的传动比，从而使车辆加速。通过使用两个附加离合器，变速器也能实现四个固定传动比中的一个。当以固定传动比操作时，车辆作为并联混合车辆运行，而电动机仅用于车辆加速和制动/再生。
[0032]参照图4，示出了更详细说明在示例性变速器内用于控制液压流体流量的示例性电动液压***的示意图。由发动机14的输入轴12驱动的主液压泵88以及由TPIM 19电操作控制的辅助泵110通过阀140向液压控制回路42提供加压流体。辅助泵110优选包括具有适当尺寸的电动泵，其在操作时能向液压***提供足够流量的加压液压流体。加压的液压流体流进液压控制回路42，该液压控制回路可用于选择性地向一系列装置分配液压，这些装置包括转矩传递离合器C1 70、C2 62、C3 73和C4 75，用于MG-A 56和MG-B 72的主动冷却回路，以及用于通过通道142、144(包括未详细示出的限流器148、146)冷却和润滑变速器10的基础冷却回路。如上所述，TCM 17通过选择性控制压力控制螺线管(‘PCS’)PCS1 108、PCS2 112、PCS3 114、PCS4 116以及螺线管控制的流量控制阀X-阀119和Y-阀121，来控制不同离合器以实现不同的变速器操作模式。回路分别通过通道124、122、126和128与压力开关PS1、PS2、PS3和PS4流体连通。设置有入口短管阀(inlet spool valve)107。压力控制螺线管PCS 1108具有通常高的控制位置，且可操作地通过与可控制的压力调节器109的流体相互作用来调节液压回路内流体压力的大小。根据将在下文中描述的操作条件，未详细示出的可控制的压力调节器109与PCS1 108相互作用，以将液压回路42内的液压控制为一定范围的压力。压力控制螺线管PCS2 112具有通常低的控制位置，且与短管阀113流体连通从而在被致动时实现流动通过。短管阀113通过通道126与压力开关PS3流体连通。压力控制螺线管PCS3 114具有通常低的控制位置，且与短管阀115流体连通从而在被致动时实现流动通过。短管阀115通过通道124与压力开关PS1流体连通。压力控制螺线管PCS4116具有通常低的控制位置，且与短管阀117流体连通从而在被致动时实现流体通过。短管阀117通过通道128与压力开关PS4流体连通。
[0033]在示例性的***内，X-阀119和Y-阀121每个都包括分别被螺线管118、120控制的流量控制阀，并具有高(‘1’)控制状态和低(‘0’)控制状态。控制状态是指控制至液压回路42和变速器10内的不同装置的流量的每个阀的位置。根据将在下文中描述的流体输入源，X-阀119可操作地将加压流体分别通过流体通道136、138、144、142引导至离合器C373和C475以及用于MG-A56和MG-B 72的定子的冷却***。根据将在下文中描述的流体输入源，Y-阀121可操作地将加压流体分别通过流体通道132和134引导至离合器C1 70和C2 62。Y-阀121通过通道122与压力开关PS2流体连通。
[0034]参照下面的表2，提供了用于完成示例性的电动液压控制回路42的控制的示例性逻辑表。
表2
Figure A20081017992800131
[0035]X-阀119和Y-阀121的选择控制以及螺线管PCS2 112、PCS3 114和PCS4 116的致动便于液压流体流动，从而选择性地应用离合器C1 70、C2 62、C3 73、C4 75并为MG-A56和MG-B 72的定子提供冷却。
[0036]X-阀119根据操作位置来控制操作为固定传动比或无级变速操作范围状态。
[0037]根据操作位置，Y阀121控制变速器的操作为低档或高档。因此，在低档状态下，Y-阀121处于低位置，或‘0’，并且根据离合器螺线管的致动，变速器选择性地以模式I、第一传动比(FG1)和第二传动比(FG2)操作。在高档状态下，Y-阀121处于高位置，或‘1’，根据离合器螺线管的致动，变速器选择性地以模式II、第三传动比(FG3)和第四传动比(FG4)操作。如参照图3所述，变速器以低档操作会导致相对于输入速度NI较低的输出速度NO，而变速器以高档操作会导致相对于输入速度NI较高的输出速度NO。Y-阀121的位置转换使得低档和高档之间的变速器输出改变，所述改变取决于转换的方向。
[0038]在操作中，根据动力***的各种操作特性，确定用于示例性变速器的操作模式，即，固定传动比和无级变速操作范围状态中的一个。前述操作特性包括驾驶员转矩请求，该请求通常通过至前述UI 13的输入而被传送。另外，对输出转矩的要求根据外界条件被确定，包括例如道路坡度、路面状况、或者风力载荷。操作模式可以根据动力***的转矩要求来确定，所述转矩要求是由控制模块指示电机以电能生成模式或转矩生成模式操作而引起的。操作模式可以通过最优化算法或程序来确定，该算法或程序可用来根据驾驶员对功率的要求、电池荷电状态、以及发动机14、MG-A56和MG-B72的能效率确定最优的***效率。控制***根据所执行的最优化程序的结果控制来自发动机14、MG-A56和MG-B 72的转矩输入，且进行***优化以优化***效率，从而提高燃料经济性并控制电池充电。而且，可以根据部件或***内的错误控制操作过程。
[0039]现在参照基于图1至图4以及表1和表2描述的变速器，将描述变速器和控制***的具体方面。控制***根据对转矩的要求、存在的错误和电机的温度选择性地致动压力控制装置和流量控制阀。通过选择性地致动Y-阀121流量控制阀为低(‘0’)状态或高(‘1’)状态，控制***选择性地指示其中一个操作范围状态为低档或高档。其它操作状态可以被指示和控制，包括致动用于电机的定子冷却***和根据选择性地致动压力控制装置致动离合器C1 70、C2 62、C3 73和C4 75。
[0040]如前所述，来自第二、第三和第四压力控制装置(例如PCS2 112、PCS3 114和PCS4 116)中每一个的流体输出根据第一和第二流量控制阀的指示位置选择性地与四个液压致动离合器以及MG-A 56和MG-B 72的定子冷却***中的一个映射。因此，当X-阀119和Y-阀121均被指示为低位置时，选择性致动PCS2 112以实现液压流体的流动，从而为MG-B 72的定子提供冷却。当X-阀119或Y-阀121被指示为高位置时，选择性致动PCS2 112以实现液压流体的流动，从而致动离合器C2 62。当X-阀119和Y-阀121都被指示为低位置时，选择性致动PCS3 114以实现液压流体的流动，从而致动离合器C170。当X-阀119被指示为低位置而Y-阀121被指示为高位置时，选择性致动PCS3 114以实现液压流体的流动，从而为MG-B 72的定子提供冷却。当X-阀119被指示为高位置而Y-阀121被指示为低位置时，选择性致动PCS3 114以实现液压流体的流动，从而致动离合器C1 70。当X-阀119和Y-阀121都被指示为高位置时，选择性致动PCS3 114以实现液压流体的流动，从而致动离合器C3 73。当X-阀119被指示为低位置而不考虑Y-阀121被指示的位置时，选择性致动PCS4 116以实现液压流体的流动，从而为MG-A 56的定子提供冷却。当X-阀119被指示为高位置而不考虑Y-阀121被指示的位置时，选择性致动PCS4116以实现液压流体的流动，从而致动离合器C4 75。
[0041]现在参照图5中示出的流程图500，并参照基于图1至图4以及表1和表2所述的示例性变速器10，描述Y-阀121的控制和监测操作。Y-阀121流量控制阀可操作用于将变速器控制为处于低档和高档中之一。所述操作包括指示流量控制阀从第一位置转换为第二位置，以及监测其中一个压力监测装置(具体为PS2)的输出。当所监测的压力监测装置的输出在指示转换后一段预定时间内检测到流体压力中的相应转变时，则检测到Y-阀121的正确操作状态。当在指示转换后的一段预定时间内在压力监测装置的输出中没有检测到转变时，则检测到错误。
[0042]监测Y-阀121优选包括在正在进行的操作过程中在控制模块内执行一个或多个算法。监测变速器的操作，包括液压回路内的液压。在正在进行的操作过程中，通过Y-阀121的位置控制(步骤502)，通过其中一个控制模块指示机电式变速器在低档操作和高档操作之间切换操作。监测压力开关PS2的输出(步骤504)，从而在指示的Y-阀121的位置改变后的一段时间内检测输出的改变。所述一段时间取决于与响应时间有关的因素，包括，例如环境温度、变速器操作时间和变速器流体温度。当在一段时间内存在有与指示的Y-阀121位置改变相对应的PS2的输出改变时，认为Y-阀121功能正常(步骤506)，且变速器被指示为正常操作(步骤507)。当在一段时间内PS2的输出与所指示的Y-阀121位置改变不对应时，确定Y-阀121内有错误(步骤508)。根据所指示的操作变化是从高到低或是从低到高，将Y-阀121分别识别为固定高错误(Stuck-High fault)(步骤510)或固定低错误(Stuck-Low fault)(步骤520)。
[0043]当Y-阀121错误被识别为固定高错误(步骤510)时，变速器的操作被限制，包括特别禁止致动PCS2 112以防止不注意地和非故意地致动离合器C2 62，和特别禁止致动PCS3 114以防止不注意地和非故意地致动离合器C1 70，以及防止当指示以无级变速模式操作时以固定传动比(例如，FG1)操作，并防止当指示FG4操作(离合器C2 62和C3 73被致动)时却以FG2(离合器C1 70和C2 62被致动)操作。因此，在这个操作中，MG-B 72的定子的冷却被禁止(步骤512)。随后执行重复测试指令，其中阀被指示为低位置且PS2的输出被监测，以确定PS2的输出是否转换为低位置(步骤514)。优选在正在进行的操作过程中反复执行重复测试指令，以试图迫使短管阀变得不固定。当PS2的输出没有转换为低位置时，识别出错误。当在正在进行的操作过程中或者在车辆连续操作过程中发生的重复测试过程中，对于预定数量的测试迭代连续检测到错误时(步骤516)，在控制模块中设置错误代码，并通过点亮故障指示灯(‘MIL’)来通知车辆驾驶员(步骤518)。当Y-阀121重复测试的结果表明错误不再发生时，即，当Y-阀121被指示为低时PS2的输出转换为低位置，控制模块指示***恢复正常操作(步骤530)，这包括中断前述的限制操作。
[0044]当Y-阀121错误被识别为固定低错误(步骤520)时，变速器的操作被限制，包括特别禁止致动PCS3 114以防止不注意地致动离合器C1 70，以及防止当想要操作在高档时却操作在低档。这包括特别禁止致动PCS4 116以防止不注意地和非故意地致动离合器C4 75，以及防止当指示无级变速模式操作时却以其中一个固定传动比(即，FG4)操作。因此，在这个操作中，MG-A56的定子的冷却被禁止。随后执行重复指令，其中阀被指示为高位置且PS2的输出被监测，以确定PS2的输出是否转换为高位置(步骤524)。再次，优选在正在进行的操作过程中反复执行重复测试指令，以试图迫使短管阀变得不固定。当PS2的输出没有转换为高位置时，识别出错误。当在正在进行的操作过程中或者在车辆连续操作过程中发生的重复测试过程中，对于预定数量的测试迭代连续检测到错误时(步骤526)，在控制模块中设置错误代码，并通过点亮故障指示灯(‘MIL’)来通知车辆驾驶员(步骤528)。当随后的Y-阀121重复测试的其中一个的结果表明错误不再发生时，即，当Y-阀121被指示为高时PS2的输出转换为高位置，控制模块指示***恢复正常操作(步骤530)，这包括中断所述限制操作。
[0045]本发明描述了一些优选实施方式及其变形。通过阅读和理解本发明的技术方案可以想到更多的变形和修改。因此，本发明不限制于作为实现本发明的最佳模式而公开的具体实施方式，相反本发明包括落在所附权利要求范围内的所有实施方式。

Claims (17)

1、一种用于在多档机电式变速器内监测流量控制阀的方法，所述方法包括：
设置具有能够实现第一档的第一位置和能够实现第二档的第二位置的流量控制阀；
指示所述流量控制阀从第一位置转换为第二位置并监测用于监测所述流量控制阀的压力监测装置的输出；
当在一段预定时间内在所述压力监测装置的输出内检测到所述转换时，确定所述流量控制阀正确操作；以及
当在所述一段预定时间内在所述压力监测装置的输出内没有检测到所述转换，确定所述流量控制阀内存在错误。
2、根据权利要求1所述的方法，还包括当在所述流量控制阀内检测到错误时限制所述变速器的操作。
3、根据权利要求2所述的方法，还包括通过指示所述流量控制阀从所述第一位置转换为所述第二位置以及监测所述压力监测装置的输出来重复检测所述流量控制阀。
4、根据权利要求3所述的方法，还包括当在之后的所述一段预定时间内所述压力监测装置检测到从所述第一位置到所述第二位置的转换时，恢复所述变速器的正常操作。
5、根据权利要求1所述的方法，还包括当在所述流量控制阀内检测到错误时禁止致动机电式变速器的液压回路的特定压力控制螺线管。
6、根据权利要求5所述的方法，其中禁止致动所述特定压力控制螺线管包括禁止致动通过液压回路实现电动机冷却的压力控制螺线管。
7、根据权利要求5所述的方法，其中禁止致动所述特定压力控制螺线管包括禁止致动通过液压回路实现离合器致动的压力控制螺线管。
8、根据权利要求1所述的方法，其中指示所述流量控制阀从所述第一位置转换为所述第二位置包括指示变速器在第一档和第二档的操作之间切换。
9、根据权利要求8所述的方法，还包括指示所述变速器在第一无级变速操作范围状态和第二无级变速操作范围状态之间切换。
10、根据权利要求8所述的方法，其中第一档包括固定传动比和无级变速传动比中的一个。
11、根据权利要求8所述的方法，其中第二档包括固定传动比和无级变速传动比中的一个。
12、一种用于操作机电式变速器的液压回路的流量控制阀的方法，所述流量控制阀可操作以控制变速器处于低档和高档中的一个，所述方法包括：
指示所述流量控制阀从第一位置转换为第二位置从而实现低档和高档之间的转换；
监测与所述流量控制阀流体连通的压力监测装置的输出；
当在指示所述流量控制阀进行转换之后的一段预定时间内，所述压力监测装置的输出没有检测到压力转换时，检测到所述流量控制阀内的错误；以及
在检测到错误之后，重复检测所述流量控制阀。
13、根据权利要求12所述的方法，其中重复检测所述流量控制阀包括：
指示所述流量控制阀从所述第一位置转换为所述第二位置，监测所述压力监测装置的输出；以及
通过防止致动压力控制螺线管来禁止所述变速器的正常操作，该压力控制螺线管可操作以致动扭矩传递离合器。
14、根据权利要求13所述的方法，还包括当所监测的所述压力监测装置的输出表示从所述第一位置转换为所述第二位置时，恢复所述变速器的正常操作。
15、一种操作机电式变速器的方法，所述变速器通过控制流量控制阀可选择地操作在低档和高档中的一个，所述方法包括：
采用压力监测装置来监测所述流量控制阀；
指示所述流量控制阀从第一位置转换为第二位置，从而实现低档和高档之间的转换；
监测所述压力监测装置的输出；
当在一段预定时间内所述压力监测装置的输出检测到压力转换时，检测到所述流量控制阀正确操作；以及
当在所述一段预定时间内所述压力监测装置的输出没有检测到所述压力转换，检测到所述流量控制阀内的错误。
16、根据权利要求15所述的方法，还包括当没有检测到所述流量控制阀内的错误时限制所述变速器的操作。
17、根据权利要求16所述的方法，其中限制所述变速器的操作包括禁止致动压力控制螺线管，该压力控制螺线管可操作以选择地致动变速器的转矩传递离合器。
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