CN1654857A - 在电气可变传动中的过中性点切换控制 - Google Patents

在电气可变传动中的过中性点切换控制 Download PDF

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CN1654857A
CN1654857A CNA2005100516425A CN200510051642A CN1654857A CN 1654857 A CN1654857 A CN 1654857A CN A2005100516425 A CNA2005100516425 A CN A2005100516425A CN 200510051642 A CN200510051642 A CN 200510051642A CN 1654857 A CN1654857 A CN 1654857A
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torque transfer
torque
mode
transfer device
speed
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CN100412419C (zh
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J·-J·F·萨
T·M·施泰因梅茨
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Motors Liquidation Co
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Motors Liquidation Co
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/105—Infinitely variable gearings of electric type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/70—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10406—Clutch position
    • F16D2500/10412—Transmission line of a vehicle
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10443—Clutch type
    • F16D2500/1045—Friction clutch
    • 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
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    • F16D2500/10—System to be controlled
    • F16D2500/106—Engine
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
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    • 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
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    • F16D2500/30—Signal inputs
    • F16D2500/308—Signal inputs from the transmission
    • F16D2500/30806—Engaged transmission ratio
    • F16D2500/30808—Detection of transmission in neutral
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70422—Clutch parameters
    • F16D2500/70426—Clutch slip
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16D2500/706—Strategy of control
    • F16D2500/70663—State analysis; Analysing potential states of the machine and developing control strategies at each state
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H—GEARING
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    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
    • F16H2037/105—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts characterised by number of modes or ranges, e.g. for compound gearing
    • F16H2037/106—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts characterised by number of modes or ranges, e.g. for compound gearing with switching means to provide two variator modes or ranges
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    • F16H3/72—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
    • 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
    • F16H3/728—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 with means to change ratio in the mechanical gearing
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
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  • Transportation (AREA)
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Abstract

用于电气可变传动***的切换控制通过将输出装置与传动***分离的中性切换在模式之间进行切换。正常情况下，在固定速比运行期间同步地完成模式之间的切换。极端的驱动条件可以启用过中性模式的切换。由过中性切换的切换处理特征在于一个模式在另一个模式优选的输入/输出速比范围中起作用的速比反常。相似地，由过中性切换的切换处理如果使用同步切换可能导致不希望出现的发动机转速的快速加速和减速的情况。

Description

在电气可变传动中的过中性点切换控制
技术领域
本发明涉及对多模式混合传动的控制。更具体地说，本发明涉及将传动装置从一个模式切换到另一个模式。
背景技术
已知有各种混合动力***结构用于在混合车辆中管理各种发动机的输入和输出转矩，最普通的是内燃机和电机。串联的混合结构的特征一般在于内燃机驱动发电机，发电机又给电传动***和电池组提供电功率。在串联混合结构中，内燃机在机械上不直接与传动***耦合。发电机也可以按照电动机模式运行，以给内燃机提供启动功能，而电传动***还可以通过运行在发电机模式重新回收车辆制动能量，用于给电池组再充电。并联的混合结构的特征一般在于内燃机和电动机都直接与传动***机械耦合。传动***一般包括切换传动装置，以便提供必要的齿轮比，获得大的操作范围。
已知电气可传动(EVT)通过使串联和并联的混合传动***结构二者的特性相结合，提供连续可变的速度比。EVT可以在内燃机与最终驱动单元之间的直接机械路径的情况下运行，因此能够有很高的传动效率、较低的应用成本和较小规模的电动机硬件。EVT还可以在发动机的运行在机械上相对于终级驱动独立的情况下或者在各种机械/电气分开作用的情况下运行，从而能够实现高转矩下的连续可变的速度比，电控启动，再生制动，发动机断开空转和多模式运行。
一般来说，在传动***中改变速比从而使转矩扰动最小，切换平滑并且不引起不适是理想的。此外，一般来说，以能量消耗最小并且对离合器耐久性没有负面影响的方式使离合器释放和接合是理想的。影响这些因素的主要原因是对离合器的转矩进行控制，使其可以按照加速度和车辆负载等性能要求明显变化。在某些EVT中，通过在接合或释放时离合器的零转矩或接近零转矩条件可以实现切换转矩减小，这样的条件在离合器两端的滑差基本为零时满足。
已知在EVT中，通过双离合器同步和释放处理对范围变化进行控制。其中，与当前的有效范围有关的第一离合器在接合状态中传送转矩，而与当前无效的第二范围有关的第二离合器在释放状态中不传送转矩。通过将未接合的离合器控制到零滑差转速并且合上离合器，由此使EVT处在两个离合器接合的状态中，实现从第一范围到第二范围的切换。在双离合器接合状态期间，发动机在机械上与输出直接耦合。在将第一离合器控制到零滑差转速期间，通过释放第一离合器退出双离合器接合状态并且进入第二范围。在共同未决的共同转让的序列号为10/686510(代理卷号No.GP-304171)的美国专利申请中披露了一种典型的这样的EVT和同步切换控制。
尽管通过这样的同步切换控制，许多车辆运行情况有利于它们自己在离合器之间进行平滑的转矩传输，但是，在某些情况下***的限制会导致不希望出现的结果。例如，在双离合器接合状态期间，急剧的加速度和减速度会导致发动机过载或超速。此外，会出现速比反常，其中，在一个范围中，EVT在适合于另一个范围的输入速度/输出速度点运行，希望纠正这种情况。
发明内容
因此，本发明通过在一定条件下通过中性模式实现模式切换克服了这些不希望出现的结果。过中性点切换可以在快速加速度或减速度期间，利用实际的或预期的发动机速度反常来启用。同样地，也可以通过其中正在一个模式在适合于另一个模式的输入/输出速比区域中运行的速比反常启用过中性点切换。
一旦满足过中性点切换的进入条件，可以使输出转矩减小。加速度和减速度反常的动态特性不提供减小输出转矩的合适机会。但是，速比反常的动态特性一般允许这样的转矩减小，从而减少了随切换出现的令人不快的传动***扰动。将当前模式中接合的转矩传输装置释放并且建立空挡模式。将电动机转矩用于减小建立理想速比所需要的转矩传输装置之间的滑差。当已经将滑差减小到基本为零时，将对应的转矩传输装置接合。一旦完全接合，则在准备过中性点切换时已经进行了转矩减小的情况下，可以按照非零值重新建立输出转矩。
附图说明
图1为一个特别适合于本发明的控制的双模式，复合分离，电气可变传动的一个优选形式的机械硬件示意图；
图2为用于实施本发明的控制的优选的***结构的电气和机械示意图；
图3为关于这里所披露的典型EVT的输入和输出转速的各种运行区域的图形表示；
图4为用于图1所示的典型EVT的特殊的电动机转速的图形表示，示出了正常转速比运行和转速比反常运行；
图5为在导致不希望的发动机过载的车辆快速减速期间进行同步减挡的图形表示；
图6为在导致不希望的发动机过载的车辆快速加速期间进行同步加挡的图形表示；
图7A-7D为按照本发明的，表示通过利用转速比反常条件促成并且完成的空挡加挡换挡的各种动力***参数的图形表示，其中
图7A示出了离合器的状态，
图7B示出了输入和输出转速大小，
图7C示出了输出转矩命令，并且
图7D示出了离合器的滑差转速；
图8A-8D为按照本发明的，表示通过利用转速比反常条件促成并且完成的空挡减挡换挡的各种动力***参数的图形表示，其中
图8A示出了离合器的状态，
图8B示出了输入和输出转速大小，
图8C示出了输出转矩命令，并且
图8D示出了离合器的滑差转速；
图9A-9C为按照本发明的，表示通过利用快速减速条件促成并且完成的空挡加挡换挡的各种动力***参数的图形表示，其中
图9A示出了离合器状态，
图9B示出了输入和输出转速大小，而
图9C示出了离合器的滑差转速；
图10A-10C为按照本发明的，表示通过利用快速加速条件促成并且完成的空挡加挡换挡的各种动力***参数的图形表示，其中
图10A示出了离合器的状态，
图10B示出了输入和输出转速大小，而
图10C示出了离合器的滑差转速；
图11为说明在通过本发明的空挡控制进行各种换挡的过程中使用的某些优选步骤的高级流程图；
图12为说明在通过利用速比反常条件促成空挡控制进行加挡和减挡的过程中使用的某些优选步骤的更详细的流程图；并且
图13为说明在通过利用加速度或减速度条件促成的空挡控制进行加挡和减挡的过程中使用的某些优选步骤的更详细的流程图。
具体实施方式
首先参照图1和图2，车辆传动***用11表示。包括在传动***11中的是一个在图1和图2中用数字10表示的并且特别适合于实施本发明的控制的双模式、复合分离、电气可变传动(EVT)的有代表性的形式。下面具体参照这些附图，EVT 10具有：一个输入部件12，可以具有轴的性质，它可以由发动机14直接驱动或者，如图2所示，由在发动机14的输出部件与EVT 10的输入部件之间引入的瞬态转矩阻尼器16直接驱动。瞬态转矩阻尼器16可以并入转矩传输装置(没有示出)，或者与转矩传输装置一起使用，转矩传输装置允许有选择地使发动机14与EVT 10衔接，但必须理解，这样的转矩传输装置不是用来对EVT10运行的模式进行改变或控制的。
在图示的实施例中，发动机14可以是矿物燃料发动机如柴油机，柴油机很容易适合于在恒定的每分钟转数(RPM)提供其可用功率输出。在图1和图2所指的典型实施例中，在启动之后并且在其多数输入期间，发动机14可以运行在恒定转速或者按照理想运行点的多种恒定转速，理想运行点可以根据操作员的输入和驱动条件确定。
EVT 10利用了三个行星齿轮组24、26和28。第一行星齿轮组24具有外齿轮部件30，它一般被选定为环形齿轮，这个环形齿轮与一个内齿轮部件32相切，内齿轮部件32一般被选定为中心齿轮。将多个行星齿轮部件34可旋转地安装在托架36上，使得每个行星齿轮部件34与外齿轮部件30和内齿轮部件32同时啮合。
第二行星齿轮组26也具有外齿轮部件38，它一般被选定为环形齿轮，这个环形齿轮与一个内齿轮部件40相切，内齿轮部件40一般被选定为中心齿轮。将多个行星齿轮部件42可旋转地安装在托架44上，使得每个行星齿轮部件42与外齿轮部件38和内齿轮部件40同时啮合。
第三行星齿轮组28也具有外齿轮部件46，它一般被选定为环形齿轮，这个环形齿轮与一个内齿轮部件48相切，内齿轮部件48一般被选定为中心齿轮。将多个行星齿轮部件50可旋转地安装在托架52上，使得每个行星齿轮部件50与外齿轮部件46和内齿轮部件48同时啮合。
尽管所有三个行星齿轮组24、26和28按照它们本身的结构都是“简单的”行星齿轮组，但是，第一和第二行星齿轮组24和26被组合在一起，这是因为第一行星齿轮组24的内齿轮部件32通过毂衬齿轮54与第二行星齿轮组26的外齿轮部件38结合。结合的第一行星齿轮组24的内齿轮部件32和第二行星齿轮组26的外齿轮部件38通过套轴58继续与第一电动机/发电机56连接。这里也可以将第一电动机/发电机56称为电动机A或MA。
行星齿轮组24和26被组合在一起还因为第一行星齿轮组24的托架36通过轴60与第二行星齿轮组26的托架44结合。因此，相应地，第一和第二行星齿轮组24和26的托架36和44结合。轴60还通过转矩传输装置62有选择地与第三行星齿轮组28的托架52连接，转矩传输装置62被用来帮助选择EVT 10的运行模式，在下文中将对转矩传输装置62进行更充分的说明。这里，还可以将转矩传输装置62称为第二离合器、离合器二或者C2。
第三行星齿轮组28的托架52与传动输出部件64直接连接。当EVT10被用在陆地车辆中时，输出部件64可以与车轴(没有示出)连接，车轴终止于驱动部件(也没有示出)。驱动部件可以是车辆的使用驱动部件的前轮或后轮，或者，它们可以是轨道车辆的驱动齿轮。
第二行星齿轮组26的内齿轮部件40通过与轴60相切的套轴66与第三行星齿轮组28的内齿轮部件48连接。第三行星齿轮组28的外齿轮部件46通过转矩传输装置70有选择地接地，地线由变速箱壳68代表。转矩传输装置70也被用来帮助选择BVT 10的运行模式，在下文中也将对转矩传输装置70进行更充分的说明。这里，还可以将转矩传输装置70称为第一离合器、离合器一或者C1。
套轴66也继续与第二电动机/发电机72连接。这里也可以将第二电动机/发电机72称为电动机B或MB。所有的行星齿轮组24、26和28以及电动机A和电动机B(56，72)都是使轴线沿着轴60的方向同轴定位的。应该注意，电动机A和B都是环形结构，这允许它们与三个行星齿轮组24、26和28相切，这使得行星齿轮组24、26和28沿着半径方向布置在电动机A和B的内部。这样的结构保证了EVT 10的整体的外部轮廓，即圆周尺寸，最小。
驱动齿轮80可以从输入部件12伸出。如图所示，驱动齿轮80将输入部件12与第一行星齿轮组24的外齿轮部件30固定连接，因此，驱动齿轮80接收来自发动机14和/或电动机/发电机56和/或72的功率。驱动齿轮80与空转齿轮82啮合，接着，空转齿轮82与传动齿轮84啮合，传动齿轮84被固定到轴86的一端。轴86的另一端被固定到传动液泵88，给传动液体泵88提供来自储油槽37的传动液体，传动液体泵88给调节器39提供高压液体，调节器39使一部分液体返回储油槽37并且给管线41提供经过调节的管线压力。
在所描述的典型的机械结构中，输出部件64通过在EVT 10中的两个不同的齿轮传动链接收功率。当第一离合器C1器作用时，选择第一模式或齿轮传动链，以便将第三行星齿轮组28的外齿轮部件46“接地”。当第一离合器C1器被释放并且同时使第二离合器C2器作用时，选择第二模式或齿轮传动链，从而将轴60与第三行星齿轮组28的托架52连接。
本领域技术人员应该理解，在每个运行模式中，EVT 10能够从相对慢到相对快提供一定范围的输出转速。两个模式在每个模式中输出转速范围从慢到快的情况下的这样的组合允许EVT 10将车辆从静止状态推进到公路速度。此外，两个离合器C1和C2同时接合的固定速比状态可用于有效地将输入部件通过固定齿轮比与输出部件耦合。此外，将两个离合器C1和C2同时释放的空挡状态可用于在机械上使输出部件与传动***分离。最后，EVT 10能够在模式之间提供同步的换挡，其中，经过两个离合器C1和C2的滑差转速实质为零。涉及典型的EVT的另外的细节可以在一般代理的序列号为5931757的美国专利中找到，这里将其内容引用为参考。
最好，发动机14是柴油机并且在电气上可以由图2中所示的发动机控制模块(engine control model，ECM)23进行控制。ECM 23是基于常规微处理器的柴油机控制器，包括一些普通元件如微处理器、只读存储器ROM、随机存取存储器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、输入/输出电路和器件(I/O)以及合适的信号调节和缓冲器电路等。ECM 23的作用在于采集来自各种传感器的数据，通过多个分离的管线对发动机14的各个调节器分别进行控制。简而言之，ECM 23一般被表示为通过集合管线35与发动机14双向接口。在各种参数中，可以被ECM 23检测的是储油槽和发动机冷却液的温度、发动机转速(Ne)、涡轮压力以及周围空气的温度和压力。可以被ECM 23控制的各种调节器包括燃料喷嘴、风扇控制器和发动机预热器，发动机预热器包括电热塞和栅格式入口空气加热器。最好，ECM响应由EVT控制***提供的转矩命令Te_cmd，对发动机14进行众所周知的基于转矩的控制。对于本领域技术人员来说，这样的电子设备、控制和定量一般是众所周知的，并且这里不需要对其进一步进行详细说明。
根据前面的描述很明显，EVT 10有选择地接收来自发动机14的功率。如下面将继续参照图2进行说明的，EVT还接收来自电存储设备如电池组模块(battery pack module，BPM)21中的一个或多个电池的功率。在不改变本发明的概念的情况下，可以用能够存储电功率并且能够分配电功率的其它电存储器件代替这些电池。BPM 21通过直流线路27将高压直流电耦合到双功率变换器模块(dual power invertermodule，DPIM)19。根据BPM 21正在充电还是放电，电流从BPM 21流出或者流向BPM 21。DPIM 19包括一对功率变换器以及相应的电动机控制器，电动机控制器被设计为接收电动机控制命令并且根据控制命令控制变换器的状态，从而提供电动机的驱动功能或再生功能。电动机控制器是基于微处理器的控制器，包括一些普通元件如微处理器、只读存储器ROM、随机存取存储器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、输入/输出电路和器件(I/O)以及合适的信号调节和缓冲器电路等。在电动机状态的控制过程中，相应的变换器接收来自直流线路的电流并且通过高压相线路29和31给相应的电动机提供交流电流。在再生状态的控制过程中，相应的变换器通过高压相线路29和31接收来自电动机的交流电流，并且给直流线路27的提供电流。提供给变换器的或者从变换器提供的净电流确定了BPM 21的充电或放电运行模式。最好，MA和MB为三相交流电机并且变换器包括辅助的三相功率电子设备。DPIM 19根据电动机的相位信号或常规的转速传感器分别获得MA和MB各自的电动机转速信号Na和Nb。对于本领域技术人员来说，这样的电动机、电子设备、控制和定量一般是众所周知的，并且这里不需要对其进一步进行详细说明。
***控制器43是基于微处理器的控制器，包括一些普通元件如微处理器、只读存储器ROM、随机存取存储器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、输入/输出电路和器件(I/O)以及合适的信号调节和缓冲器电路等。在典型实施例中，***控制器43包括一对基于微处理器的控制器，命名为车辆控制模块(vehicle control module，VCM)15和传动控制模块(transmissioncontrol module，TCM)17。例如，VCM和TCM可以提供与EVT和汽车底盘有关的各种控制和诊断功能，例如，包括按照再生制动、防锁制动和牵引控制的发动机转矩命令、输入转速控制和输出转矩控制。尤其是根据EVT功能，***控制器43起直接获得来自各种传感器的数据并且通过多个分离的线路对EVT的各个调节器分别进行直接控制的功能。简而言之，一般将***控制器43表示为通过集合管线33与EVT的双向接口。特别注意的是，***控制器43接收来自转速传感器的频率信号，将其处理为输入部件12的转速Ni和输出部件64的转速No，用于对EVT 10进行控制。***控制器43还可以接收并且处理来自压力开关(没有单独示出)压力信号，用于监控离合器C1和C2的接合室的压力。或者，可以使用用于对宽范围的压力进行监控的压力变换器。由***控制器给EVT 10提供PWM和/或二进制控制信号，用于对离合器C1和C2的充满和排空进行控制以便使离合器C1和C2接合或释放。此外，***控制器43可以接收如从常规的热电偶输入(没有单独示出)的传动液体槽37的温度数据，以便得到槽的温度Ts并且提供可以根据输入转速Ni和槽温度Ts得到的PWM信号，用于通过调节器39对管线压力进行控制。响应上面提到的PWM和二进制控制信号，利用电磁线圈控制的短管阀完成充满和排空离合器C1和C2。最好，使用调整阀，利用可变排气电磁线圈提供阀体中的绕线轴的精确位置并且相应地在接合期间提供对离合器压力的精确控制。相似地，管线压力调节器39可以是一种受控电磁线圈，用于按照所描述的PWM信号建立经过调节的管线压力。对于本领域技术人员来说，这样的管线压力控制一般是众所周知的。从输出转速No、MA的转速Na和MB的转速Nb获得经过离合器C1和C2的离合器滑差转速；具体地说，C1的滑差是No和Nb的函数，而C2的滑差是No、Na和Nb的函数。另外示出的是用户接口(user interface，UI)块13，该块包括到***控制器43的这样的输入，如汽车的油门位置、用于可用驱动范围选择的按钮换挡选择器(push button shift selector，PBSS)、制动器作用力以及其它方面的快速空转请求。***控制器43确定转矩命令Te_cmd并且将它提供给ECM 23。当由***控制器确定转矩命令Te_cmd时，转矩命令Te_cmd代表希望发动机的提供的EVT转矩。
所描述的各个模块(即，***控制器43、DPIM 19、BPM 21、ECM 23等)通过控制器区域网络(control area network，CAN)总线25进行通信。CAN总线25允许在各个模块之间进行控制参数和控制命令的通信。利用的特定的通信协议将是应用说明。例如，对于重负载应用来说，优选的协议是汽车工程师协会(Society of AutomotiveEngineers)的标准J1939。CAN总线和适当的协议在***控制器、ECM、DPIM、BPIM以及其它控制器如防锁制动和牵引控制器之间提供了可靠的信息传递和多控制器接口。
参照图3，示出了用于EVT 10的，沿着水平轴的输出转速No与沿着垂直轴的输入转速Ni之间的曲线。线91表示同步运行，即，在经过离合器C1和C2的滑差转速实质为零的情况下，离合器C1和C2同时运行时的输入转速与输出转速的关系。因此，它实质上表示在可以发生模式之间的同步换挡时或者在可以通过直接接合两个离合器C1和C2实现从输入到输出的直接机械耦合时的输入和输出转速的关系，也称为固定速比。在图3中，由线91表示的能够产生同步运行的一个特殊的齿轮组关系是这样的：外齿轮部件30有91个齿，内齿轮部件32有49个齿，行星齿轮部件34有21个齿；外齿轮部件38有91个齿，内齿轮部件40有49个齿，行星齿轮部件42有21个齿；外齿轮部件46有89个齿，内齿轮部件48有31个齿，行星齿轮部件50有29个齿。这里，线91也可以称为同步线、换挡速比线或固定速比线。
换挡速比线91的左边是第一模式的优选运行区域93，其中，C1接合并且C2释放。换挡速比线91的右边是第二模式的优选运行区域95，其中，C1释放并且C2接合。当针对离合器C1和C2使用时，术语接合的表示通过相应的离合器能够实际进行转矩传递，而术语释放的表示通过相应的离合器实际上不能进行转矩传递。由于一般优先选择使从一个模式到另一个模式的换挡同步进行，因此，通过两个离合器吸合的固定速比，使得出现从一个模式到另一个模式的转矩传递，其中，在将目前接合的离合器释放之前，经过有限时间，将目前释放的离合器接合。并且，当退出固定速比时，通过继续接合与正在进入的模式有关的离合器并且释放与正在退出的模式有关的离合器来完成模式转换。尽管一般将运行区域93优选为EVT在MODE 1中运行，但这不表示意味着该区域中不能或者不出现EVT的MODE 2运行。但是，一般情况下，由于MODE 1更适宜地使用在各个方面(例如质量、尺寸、成本和惯性容量等)特别适合于区域93的高推进转矩的齿轮组和电动机硬件，因此，在MODE 1中优先选择运行在区域93中。相似地，尽管一般将运行区域95优选为EVT在MODE 2中运行，但这不表示意味着该区域中不能或者不出现EVT的MODE 1运行。但是，一般情况下，由于MODE 2更适宜地使用在各个方面(例如质量、尺寸、成本和惯性容量等)特别适合于区域93的高转速的齿轮组和电动机硬件，因此，在MODE 2中优先选择运行在区域95中。MODE 1一般优先运行的区域93可以认为是低速区域，而MODE 2一般优先运行的区域95可以认为是高速区域。将进入MODE 1的换挡认为是减挡，并且按照Ni/No的关系与较高的齿轮齿数比有关。同样，将进入MODE 2的换挡认为是加挡，并且按照Ni/No的关系与较低的齿轮齿数比有关。
在MODE 1或第一范围以内，控制***的主要目的是保持C1啮合以运行在低速范围并且控制输入转速以使***的性能参数最优化。因此，给C1施加最大压力以保持该离合器全啮合。另一方面，给C2施加最小压力以保持该离合器全分离。在MODE 2或第二范围以内，控制***的主要目的是保持C2啮合以运行在低速范围并且控制输入转速以使***的性能参数最优化。因此，给C2施加最大压力以保持该离合器全接合。另一方面，给C1施加最小压力以保持该离合器全分离。在共同未决的一般代理的序列号为10/686510的美国专利申请(AttorneyDocket No.GP-304171)中披露了优选的同步换挡控制，这里将其引用为参考，该专利描述了同步发生从一个模式到另一个模式的换挡，就是说，在C1和C2同时接合并且传递转矩的情况下，使经过C1和C2的滑差转速实质为零维持一段时间，实现输入到输出的直接机械耦合。当两个离合器都接合并且传递转矩时，例如在传动运行在与模式换挡结合在一起的情况下或者在传动独立于模式换挡运行的情况下，经过C1和C2的滑差可以同时为零。固定速比模式的特征在于，通过固定速比为GR的传动***使输入和输出在机械上耦合，其中，Ni等于输出转速乘以速比，即，Ni＝No*GR。这个固定速比GR也是在经过两个离合器的滑差转速为零的任何时候的有效齿轮齿数比，包括当通过电动机转矩控制将经过一个或多个离合器的滑差控制为零时。在共同未决的一般代理的序列号为10/686511的美国专利申请(AttorneyDocket No.GP-304140)中披露了通过电动机控制有效地用于控制离合器的滑差的典型的转速控制，这里引用为参考。当经过两个离合器的滑差转速为零时，称传动是同步的。当在两个离合器接合的情况下同步运行时，称传动运行于固定速比模式。
参照图4，示出了电动机A和电动机B的正常速比情况和速比反常情况。在假设输入转速固定时，示出了电动机输出转速的关系。当EVT在第一范围时，电动机B的转速Nb将随着输出转速No的增加而继续增加，而电动机A的转速Na将继续减小。当在第二范围时，电动机B的转速将随着输出转速的减小而继续增加，而电动机A的转速将继续减小。正常情况下，在范围之间同步地进行EVT换挡意味着两个离合器C1和C2具有零滑差。这种零滑差情况实质上对应于沿着图3的线91的输入和输出转速关系以及图4中的正常换挡点线101。无论换挡是加挡还是减挡，换挡之后，电动机B的转速Nb将开始减小，而电动机A的转速将开始增加。注意，电动机A的转速实际上过零并且改变方向，即变负，靠近正常换挡点线101。如这里对电动机A的转速Na所使用的，减小电动机转速包括使负转速越来越大，增加电动机转速包括使负转速越来越小。如果由于例如极端的运行情况而导致不发生换挡，则EVT受称为齿轮齿数比反常的情况的支配，因此，模式保持不变，但输入/输出转速关系处在处在适合于另一个模式的范围中，并且电动机A的转速进行增加，例如Nb_1和Nb_2。当固定在MODE 1中时，EVT***限制最大输出转速以防止电动机B超速(Nb_1＞Nb_max)。当固定在MODE 2中时，EVT***将限制输入转速以避免电动机B超速(Nb_2＞Nb_max)。但是，通常不希望出现这样的速比反常，并且本发明的目的在于按照通过如以下结合图7、8、11和12描述的空挡控制进行的换挡，提供到适当范围的换挡来解决这样的运行。
接着参照图5，示出了在汽车快速减速期间不希望出现的，从MODE2到MODE 1的同步减挡的发动机过载的情况。这里，乘以速比的输出转速No*GR用虚线103表示，而输入转速Ni用实线105表示。最好，按照在共同未决的一般代理的序列号为10/686511的美国专利申请(Attorney Docket No.GP-304140)中披露的方法对输入转速进行控制。注意，在发动机与前面描述的EVT补偿直接耦合的情况下，发动机转速与输入转速相等，并且可以同样参照另一种情况来阅读这里提到的情况。点划线111表示经过调节的低发动机转速。由乘以速比的输出转速线103的快速下降的负斜坡代表汽车的减速度，这是由于它本质上对应于与输出转速的成比例的测量值。当乘以速比的输出转速与输入转速Ni 105会聚到一起时，按照在共同未决的一般代理的序列号为10/686510的美国专利申请(Attorney Docket No.GP-304171)中披露的同步换挡控制开始进行从MODE 2到MODE 1的换挡。因此，达到转速同步，离合器C1和C2全接合，并且在实质上与线107A对应的点启用固定速比模式107AB。通过使输出与输入机械耦合，固定速比模式导致输入转速Ni(发动机转速)下降。像这样的由乘以速比的输出转速代表的急剧的减速度会导致在充分进行换挡，从而在线107B退出固定速比模式而进入机械耦合不再起作用的模式1之前，使输入转速下降到低于经过调节的低发动机转速111。实质上对应于线109A的输入转速下降到低于经过调节的低发动机转速111的点标志着发动机过载情况109AB的开始。不太急剧的减速度应该具有对应的乘以速比的输出转速线103的较浅的斜坡，并且不会导致在充分进行换挡，从而在线107B退出固定速比模式而进入机械耦合不再起作用的模式1之前，输入转速下降到低于经过调节的低发动机转速111。但是，在本例中，在固定速比模式在线107B退出之前，大致在线109A出现发动机过载情况。在线107B之后，输入转速在线109B至少恢复到经过调节的低发动机转速111并且上升到更高的受控输入转速。在线109B，发动机过载情况结束。但是，一般不希望出现这样的发动机过载情况，并且本发明的目的在于按照通过以下结合图9、11和13描述的空挡控制进行的换挡，提供到适当范围的换挡，以解决这样的运行。
接着参照图6，示出了在汽车快速加速期间，不希望出现的从MODE1到MODE 2的同步加挡的发动机超速的情况。这里，乘以速比的输出转速No*GR再次用虚线103表示，输入转速Ni再次用实线105表示。最好，按照在共同未决的一般代理的序列号为10/686511的美国专利申请(Attorney Docket No.GP-304140)中披露的方法对输入转速进行控制。点划线111表示经过调节的高发动机转速。由乘以速比的输出转速线103的快速上升的正斜坡代表汽车的加速度，这是由于它本质上对应于与输出转速的成比例的测量值。当乘以速比的输出转速与输入转速Ni 105会聚到一起时，按照在共同未决的一般代理的序列号为10/686510的美国专利申请(Attorney Docket No.GP-304171)中披露的同步换挡控制开始进行从MODE 1到MODE 1的换挡。因此，达到转速同步，离合器C1和C2全接合，并且在实质上与线107A对应的点启用固定速比模式107AB。通过使输出与输入机械耦合，固定速比模式导致输入转速Ni(发动机转速)上升。像这样的由乘以速比的输出转速代表的急剧的加速度会导致在充分进行换挡，从而在线107B退出固定速比模式而进入机械耦合不再起作用的模式2之前，输入转速上升到高于经过调节的高发动机转速111。实质上对应于线109A的输入转速上升到高于经过调节的高发动机转速111的点标志着发动机超速情况109AB的开始。不太急剧的加速度应该具有对应的乘以速比的输出转速线103的较浅的斜坡，并且不会导致在充分进行换挡，从而在线107B退出固定速比模式而进入机械耦合不再起作用的模式2之前，输入转速上升到高于经过调节的高发动机转速111。但是，在本例中，在固定速比模式在线107B退出之前，大致在线109A出现发动机超速情况。在线107B之后，输入转速在线109B至少恢复到经过调节的高发动机转速111并且下降到更低的受控输入转速。在线109B，发动机超速情况结束。但是，一般不希望出现这样的发动机超速情况，并且本发明的目的在于按照通过如以下结合图10、11和13描述的空挡控制进行的换挡，提供到适当范围的换挡，以解决这样的运行。
转到图11，示出了一般可应用于处理以上描述的各种不希望出现的速比反常、发动机过载和超速情况的流程图。在步骤121，根据预先定义的表示希望能够执行通过空挡换挡的换挡(shift throughneutral shift，STN换挡)的进入条件，确定是否进入程序。结合图12和13的流程图，分别讨论和描述对于速比反常以及加速度/减速度反常的各种进入条件。如果不需要通过空挡的换挡，则在不采取与STN换挡有关的动作的情况下，仅退出程序。
假设在步骤121确定需要STN换挡，则接着遇到步骤123。但是，步骤123仅可应用于速比反常并且仅结合图12对这种情况进一步进行描述。一般情况下，步骤123使命令的输出转矩To_des减小，为释放目前接合的离合器做准备，以便通过转矩间断来减小不利的驱动***扰动。在加速度或减速度反常的情况下，在这样迅速的情况下出现到零的斜坡转矩的情况是不实际的。此外，较多的加速度和减速度反常的瞬态特性使得转矩扰动实际上较少引起注意。
接着，在步骤123使转矩减小之后，在速比反常的情况下，步骤125使两个离合器OFF(断开)，使得两个离合器都失去转矩传递能力，并且有效地使输出与EVT分离。这也称为空挡模式。在建立了空挡模式之后，接着遇到步骤127。步骤127控制对应于希望的范围的要接合的离合器的滑差转速实质为零转速，为接合该离合器做准备。在步骤129，对对应于希望的范围的要接合的离合器的离合器滑差转速进行检测。这样的监控持续到离合器的滑差转速实质为零为止，此后，控制进行到步骤131。在步骤131，将对应于希望的范围的离合器接合，从而完成STN换挡。
现在参照图12的详细流程图以及与第一和第二速比反常对应的分别用于STN加挡和减挡的对应的图7和8。步骤133首先确定是否已经出现速比反常。用于确定转速比反常是在第一还是第二范围中的优选的测试是比较乘以输出转速与输入转速。在第一范围的速比反常的情况下，参照图7，如果No*GR大于Ni的量超过预定偏差，则假设为第一范围的速比反常。正常情况下，希望No*GR在第一范围中小于Ni。在第二范围的速比反常的情况下，参照图8，如果No*GR小于Ni的量超过预定偏差，则假设为第二范围的速比反常。正常情况下，希望No*GR在第二范围中大于Ni。这两种情况参照相应的图7和8在时刻A时的图A。如果没有出现反常，则立刻退出程序。但是，如果已经发生了速比反常，则控制进行到步骤137。
如果在步骤137判断当前范围是第二范围，则最好在步骤135对输出转速No进行附加测试。超过预定校准阈值K的输出转速旁路过其它步骤并且程序退出。在高于校准输出转速时，EVT将更可能通过换到第二模式优选的输入转速/输出转速关系的范围，从速比反常恢复。例如，在减速度并且接近零输出转速期间，最可能出现EVT保持在MODE 2中的速比反常。越接近零转速，汽车越可能停并且越适合换挡到MODE1。出现停车时由STN换挡引起的输出转矩中断的令人不快的感觉较小。K的典型校准值可以设置为约5mph，该值允许汽车明显减速并且随后在保持在MODE 2中时从低速加速，由此避免由STN换挡引起的其它不希望出现的输出转矩中断。但是，在汽车速度低于5mph时，更可能出现汽车停车并且因此使STN不产生很大影响。另一方面，在速比反常期间，当目前范围是第一范围时，汽车最可能加速。STN换挡完成得越迅速，即随着汽车加速汽车速度达到得越早，则完成换挡需要的时间越短，因此STN换挡越不引起注意并且令人不快的感觉越小。
图8示出了在时刻B，乘以速比的输出转速下降到低于乘以速比的校准阈值K。当前范围是第二范围或输出转速测试为负，步骤139计算转矩减小速率或转矩斜坡。最好，该斜坡一直到零并且按照以下关系进行计算：
Torque_Ramp＝To_des/(STN_prep-TR_delay-STN_delay)
式中，To_des为；
STN_prep为STN换挡开始之前的时间；
TR_delay为转矩斜坡开始之前的时间；并且
STN_delay为转矩斜坡结束与STN换挡开始之间的时间。
接着，步骤141和143开始按照目前命令的输出转矩To_des或者用于计算Torque_Ramp的启动转矩，使输出转矩下降到零。在图7和8中，示出了转矩下降分别在时刻B和C开始。如图7和8所示，当在时刻C和D已经使转矩分别下降到零时，接着步骤145在延迟STN_delay之后开始STN换挡。在图7和8中，分别在时间C-D和D-E示出了时间延迟。在步骤145，命令两个离合器断开，从而进入空挡模式。在第一范围的反常的情况下，如图7所示，在时刻D命令离合器C1断开。在第二范围的反常的情况下，如图8所示，在时刻E命令离合器C2断开。接着在步骤147确定希望的范围，此后，在步骤149和151控制与希望的范围有关的离合器的滑差转速到零(Nc1或Nc2)。最好，通过按照在共同未决的一般代理的序列号为10/686511的美国专利申请(Attorney Docket No.GP-304140)中披露的方法对电动机进行控制，来控制空挡模式中离合器的滑差转速。一旦已经达到实质为零的滑差转速，步骤153使对应的离合器接合，从而建立转矩容量并且完成STN换挡。在图7和8中示出了相应的离合器分别在时刻E和F接合。在完成了STN换挡之后，如可以用相应的接合的离合器的压力开关表示，按照正常的EVT控制，输出转矩开始恢复到理想的调整点。在图7和8中，分别在时刻F和G示出了这种情况。
现在参照图13的详细流程图以及与过度加速度和减速度对应的分别用于STN加挡和减挡的对应的图9和10。步骤155和156首先确定是否已经发生了加速度或减速度反常。步骤155对照相应的校准阈值检查加速度或减速度的大小。如果输出转速以不可接受的高速率增大或减小，则可能分别导致发动机超速或过载，步骤155得到肯定的答复并且处理进行到步骤157的检测。否则，立即退出程序。参照图9和10，时刻A分别对应于这样的过度减速度或加速度情况。
在步骤157，判断输入转速(发动机转速)是否超过经过校准的阈值转速。在减速度的情况下，检测输入转速是否低于预定输入转速阈值Ni_min。在加速度的情况下，检测输入转速是否高于预定输入转速阈值Ni_max。在步骤157的肯定性的结果确定出现了由加速度或减速度引起STN换挡的条件并且处理进行到步骤159。否则，立即退出程序。图9和10在时刻B分别示出了减速度和加速度反常的相应的输入转速阈值。或者，在步骤157中可以按照下面的关系使用用于减速度的突出的输入速度反常：
Ni+Decel_Rate*Time＜Ni_min
式中，Decel_Rate为计算的输出转速的减速度值；而
Time为判断反常发生的时间。
相似地，在步骤157中可以按照下面的关系使用用于加速度的突出的输入速度反常：
Ni+Accel_Rate*Time＜Ni_min
式中，Accel_Rate为计算的输出转速的加速度值；而
Time为判断反常发生的时间。
在步骤159，命令两个离合器断开，进入空挡模式。在加速度反常的情况下，如图10所示，命令离合器C1断开。在减速度反常的情况下，如图10所示，命令离合器C2断开。接着，步骤161和163将与理想范围有关的离合器的滑差转速控制为零(Nc1或Nc2)。最好，按照在共同未决的一般代理的序列号为10/686511的美国专利申请(Attorney Docket No.GP-304140)中披露的方法，通过电动机控制，对空挡模式中的离合器的滑差转速进行控制。一旦已经实质达到零滑差转速，步骤165将对应的离合器接合，从而建立转矩容量并且完成STN换挡。在图9和10中，示出了相应的离合器在时刻C接合。在完成了STN换挡之后，如可以由相应的接合的离合器的压力开关表示，返回正常的EVT控制。
在对各种实施的情况已经进行了这样的描述的情况下，可以理解，STN换挡成功地解决了由极端的驱动情况引起的速比反常、发动机过载以及发动机超速等情况。
尽管已经参照某些优选实施例对本发明进行了描述，但应该理解，可以在所描述的本发明的概念的精神和范围以内进行许多修改。因此，意图不在于将本发明限制于所披露的实施例，而是本发明具有由下面的权利要求的语言所允许的全部范围。

Claims (12)

1.一种用于对在多模式、机电传动***中从第一模式到第二模式的切换进行控制的方法，该机电传动***包括输入部件和输出部件、第一和第二转矩传输装置以及至少一台电动机，第一模式运行的特征在于使第一转矩传输装置接合和第二转矩传输装置释放同时进行；第二模式运行的特征在于使第一转矩传输装置释放和第二转矩传输装置接合同时进行；中性模式运行的特征在于使第一和第二转矩传输装置同时释放，其中，传动输出部件在机械上与传动***分离；并且固定速比运行的特征在于使第一和第二转矩传输装置同时接合，其中，通过固定速比使传动输出部件在机械上与传动***耦合，该方法包括：
当在所述第一和第二模式中的一个模式中时，将所述第一和第二转矩传输装置中被接合的转矩传输装置释放，从而建立中性模式的运行；
将所述第一和第二转矩传输装置中的一个转矩传输装置两端的滑差转速控制到基本为零；并且
当所述第一和第二转矩传输装置中的其两端滑差正在被控制的一个转矩传输装置的滑差基本为零时，将该转矩传输装置接合。
2.如权利要求1所述的用于对切换进行控制的方法，其中，通过调节电动机转矩实现对所述第一和第二转矩传输装置中的一个转矩传输装置两端的滑差转速的控制。
3.如权利要求2所述的用于对切换进行控制的方法，其中，当所述第一和第二转矩传输装置中的其两端的滑差正在被控制的转矩传输装置完全接合时，对滑差转速的控制结束。
4.如权利要求1所述的用于对切换进行控制的方法，还包括：
在释放所述第一和第二转矩传输装置中的一个转矩传输装置之前，立即在所述输出部件建立基本为零的转矩。
5.如权利要求4所述的用于对切换进行控制的方法，还包括：
在所述将第一和第二转矩传输装置中的一个转矩传输装置接合之后，立即在所述输出部件建立基本为非零的转矩。
6.如权利要求1所述的用于对切换进行控制的方法，其中，响应速比反常开始切换。
7.如权利要求1所述的用于对切换进行控制的方法，其中，响应输出部件转速的变化率超过预定值开始切换。
8.一种用于对在多模式、机电传动***中从第一模式到第二模式的切换进行控制的方法，该机电传动***包括输入部件和输出部件、第一和第二转矩传输装置以及至少一台电动机，第一模式运行的特征在于使第一转矩传输装置接合和第二转矩传输装置释放同时进行；第二模式运行的特征在于使第一转矩传输装置释放和第二转矩传输装置接合同时进行；中性模式运行的特征在于使第一和第二转矩传输装置同时释放，其中，使传动输出部件在机械上与传动***分离；并且固定速比运行的特征在于使第一和第二转矩传输装置同时接合，其中，通过固定速比使传动输出部件在机械上与传动***耦合，并且，第一模式运行的优选运行区域在所述固定速比的一侧，第二模式运行的优选运行区域在所述固定速比的另一侧，该方法包括：
当所述第一和第二运行模式中的一个运行模式在第一和第二运行模式中的另一个运行模式优选的运行区域中起作用时，执行过中性模式的切换，过中性模式的切换包括；
将输出部件的转矩减小到基本为零，
将所述第一和第二转矩传输装置中的接合的转矩传输装置释放，
判断所述第一和第二运行模式中哪一个运行模式是理想的，
将所述第一和第二转矩传输装置中的当时接合的转矩传输装置两端的滑差转速控制到基本为零，建立所述第一和第二运行模式中理想的运行模式，
将所述第一和第二转矩传输装置中的将建立所述第一和第二运行模式中理想的运行模式的转矩传输装置接合，并且
将输出部件的转矩增加到非零。
9.如权利要求8所述的方法，其中，将输出转矩减小到基本为零包括按照预定速率使输出转矩下降。
10.如权利要求8所述的用于对切换进行控制的方法，其中，通过调节电动机转矩实现对滑差转速的控制。
11.一种用于对在多模式、机电传动***中的从第一模式到第二模式的切换进行控制的方法，该机电传动***包括输入部件和输出部件、第一和第二转矩传输装置以及至少一台电动机，第一模式运行的特征在于使第一转矩传输装置接合和第二转矩传输装置释放同时进行；第二模式运行的特征在于使第一转矩传输装置释放和第二转矩传输装置接合同时进行；中性模式运行的特征在于使第一和第二转矩传输装置同时释放，其中，使传动输出部件在机械上与传动***分离；并且固定速比运行的特征在于使第一和第二转矩传输装置同时接合，其中，通过固定速比使传动输出部件在机械上与传动***耦合，并且，第一模式运行的优选运行区域在所述固定速比的一侧，第二模式运行的优选运行区域在所述固定速比的另一侧，该方法包括：
当所述第一运行模式在第一运行模式优选的运行区域中起作并且所述输出部件的转速变化率超过当前阈值时，执行过中性模式的切换，过中性模式的切换包括；
释放所述第一转矩传输装置，
将经过所述第二转矩传输装置的滑差转速控制到基本为零，并且
当所述第二转矩传输装置的滑差转速基本为零时，接合该转矩传输装置。
12.如权利要求11所述的用于对切换进行控制的方法，其中，通过调节电动机转矩实现对经过所述第二转矩传输装置的滑差转速的控制。
CNB2005100516425A 2004-02-14 2005-02-08 在电气可变传动中的过中性点切换控制 Expired - Fee Related CN100412419C (zh)

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