CN1696543A - 控制电动变速传动装置中液压的方法和装置 - Google Patents

控制电动变速传动装置中液压的方法和装置 Download PDF

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CN1696543A
CN1696543A CNA2005100729385A CN200510072938A CN1696543A CN 1696543 A CN1696543 A CN 1696543A CN A2005100729385 A CNA2005100729385 A CN A2005100729385A CN 200510072938 A CN200510072938 A CN 200510072938A CN 1696543 A CN1696543 A CN 1696543A
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clutch
supercharging
hydraulic
slippage
main
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CN100406787C (zh
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T·-M·希
G·A·胡巴
M·D·福斯特
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Motors Liquidation Co
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Motors Liquidation Co
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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0268—Control of position or course in two dimensions specially adapted to land vehicles using internal positioning means
    • G05D1/0272—Control of position or course in two dimensions specially adapted to land vehicles using internal positioning means comprising means for registering the travel distance, e.g. revolutions of wheels
    • 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
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/066—Control of fluid pressure, e.g. using an accumulator
    • 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
    • F16H61/0021—Generation or control of line pressure
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0231—Control of position or course in two dimensions specially adapted to land vehicles using optical position detecting means
    • G05D1/0238—Control of position or course in two dimensions specially adapted to land vehicles using optical position detecting means using obstacle or wall sensors
    • G05D1/024—Control of position or course in two dimensions specially adapted to land vehicles using optical position detecting means using obstacle or wall sensors in combination with a laser
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0268—Control of position or course in two dimensions specially adapted to land vehicles using internal positioning means
    • G05D1/027—Control of position or course in two dimensions specially adapted to land vehicles using internal positioning means comprising intertial navigation means, e.g. azimuth detector
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0276—Control of position or course in two dimensions specially adapted to land vehicles using signals provided by a source external to the vehicle
    • G05D1/0278—Control of position or course in two dimensions specially adapted to land vehicles using signals provided by a source external to the vehicle using satellite positioning signals, e.g. GPS
    • G—PHYSICS
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    • G05D16/00—Control of fluid pressure
    • G05D16/20—Control of fluid pressure characterised by the use of electric means
    • G05D16/2006—Control of fluid pressure characterised by the use of electric means with direct action of electric energy on controlling means
    • G05D16/2066—Control of fluid pressure characterised by the use of electric means with direct action of electric energy on controlling means using controlling means acting on the pressure source
    • 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
    • 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
    • B60K6/42—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
    • 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
    • F16D2500/102—Actuator
    • F16D2500/1026—Hydraulic
    • F16D2500/1027—Details about the hydraulic valves
    • 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
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    • F16D2500/10—System to be controlled
    • F16D2500/106—Engine
    • F16D2500/1066—Hybrid
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    • 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
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    • 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
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    • F16H2200/2035—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with two engaging means
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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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    • 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Radar, Positioning & Navigation (AREA)
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  • Automation & Control Theory (AREA)
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  • Electromagnetism (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Transmission Device (AREA)

Abstract

一种方法和设备用以通过基于由传动装置的输出载荷决定的所需的离合器能力动态控制***主液压离合器压力从而控制电动变速传动装置。包括一种调节装配了至少一个离合器的电动变速传动装置中的液压离合器压力的方法。其包括监控离合器的滑动量，并基于离合器的滑动量控制液压增压。基于离合器的滑动量控制液压增压包括监控操作者的输入，确定请求的探作者转矩命令，并确定所需的主增压。主增压基于请求的操作者转矩命令、监控的操作者输入、EVT的参数和离合器的参数。然后指令的主增压基于确定的所需主增压确定。

Description

控制电动变速传动装置中液压的方法和装置
技术领域
本发明主要涉及对传动系电动变速传动装置的控制，更特别涉及对传动系电动变速传动装置液压离合器压力的控制。
背景技术
通常期望使用在机动车中的传动系在一个大的速度和负载条件范围内运行。一种类型的传动系包括电动变速传动装置(EVT)，其通过串行和并行的混合传动系结构的联合部件提供连续的速比变化。EVTs在内燃机和最终驱动单元间是直接机械路径的情况下可操作，因而能够提高传动效率、降低应用成本并减少大的电机硬件。EVTs在发动机机械独立于最终驱动或不同的机械/电分离部分而运行的情况下也是可操作的，在上述情况下可以允许高转矩连续变速、电控起动、再生制动、发动机脱离怠速以及多模式操作。
一种电动变速传动装置包括被参考为离合器的摩擦元件，其从内燃机和EVT的电动机向最终驱动线路传递转矩。离合器典型地采用液压操作，转矩能力取决于离合器的接合压力值。高的液压离合器压力需要向液压泵的高能量输入。用以满足所需转矩能力的实际液压和所需液压之差代表了液压能量的损失。
需要一种方法和设备以基于由传动装置的输出载荷决定的所需的离合器能力动态控制电动变速传动装置的***主液压离合器压力，以便减小液压能量损失。
发明内容
本发明提供一种方法和设备以通过基于由传动装置的输出载荷决定的所需的离合器能力动态控制***主液压离合器压力从而控制电动变速传动装置。根据本发明，显示了一种调节装配了至少一个离合器的电动变速传动装置中的液压离合器压力的方法。其包括监控离合器的滑动量，并基于离合器的滑动量控制液压增压。基于离合器的滑动量控制液压增压包括监控操作者的输入，确定请求的操作者转矩命令，并确定所需的主增压。主增压基于请求的操作者转矩命令、监控的操作者输入、EVT的参数和离合器的参数。然后指令的主增压基于确定的所需主增压确定。
本发明的另一个方面包括基于计算所得的所需主增压确定指令的主增压，包括监控每个离合器的接合和滑动时间，基于离合器的接合和滑动时间确定相适应的增压项目，并且补偿计算的增压项目。通过阅读和理解下述实施例的详细描述，本领域技术人员将会明了本发明的这些和其它方面。
附图说明
本发明可以由一定的部分以及这些部分的排列实际形成，下面将会详细描述并在形成一个部分的附图中说明的本发明的优选实施例，其中：
图1是代表特别适合执行本发明的一个两状态、复式分离的电动变速传动装置的一个优选形式的机械硬件示意图；
图2A和2B是用于调节主增压的可操作的液压回路以及此处披露的混合传动系的压力的图形表示；
图3显示了根据本发明示例性步骤的一个第一流程图，所述步骤是一套由基于计算机的控制装置执行的指令，其特别与控制此处披露的混合传动系的优选液压回路的主增压相关；
图4是根据本发明的本方案的第二流程图，用于控制此处披露的混合传动系的优选液压回路的主增压；
图5是根据本发明的本方案的第三流程图，用于控制此处披露的混合传动系的优选液压回路的主增压。
具体实施方式
现在参考附图，其中展示的目的仅是为了说明本发明，而不是为了限定本发明，图1显示代表特别适合执行本发明的一种两状态、复式分离的电动变速传动装置和发动机的一个示例形式的机械硬件示意图。该示例***优选地包括带有内燃机14和电动变速传动装置(EVT)10的传动***11，***控制装置43和用户界面13。
此后描述的示例性EVT10包括关于设计和运行的细节在共同转让的美国专利US5931757中被披露，在本申请中引入上述专利的内容作为参考。关于示例性EVT进一步的控制细节，包括确定发动机速度和发动机转矩以及控制发动机速度的优选方法可以在共同转让并正在申请的申请号为US10/686,511(律师案卷号GP-304140)和US10/686,508(律师案卷号GP-304193)、US10/686,034(律师案卷号GP-304194)以及US10/799,531(律师案卷号GP-304338)的美国专利申请中查到，这几份资料以参考的方式结合在此。
EVT具有从动力系14来的输入元件12，和可运转地连接在传动***(图中未示出)上的输出元件64。EVT还包括一对摩擦离合器C1 70和C2 62，其由***控制装置43控制的液压回路促动。离合器C1和C2影响转矩从动力系和电动机56，72到传动***(未示出)的传递。
***控制装置43优选地是基于微处理器的传统控制器，包括这些普通元件如微处理器、只读存储器ROM、随机存取存储器RAM、电子可编程只读存储器(EPROM)、高速时钟、模数(A/D)和数模(D/A)转换电路、和输入/输出电路及装置(I/O)以及适当的信号调节和缓冲电路，这些对于本领域技术人员都是已知的。在示例性的实施例中，***控制装置43可以提供例如多种与动力系、EVT和车辆底盘相关的控制和诊断功能，包括例如与再生制动、防抱死制动和牵引控制相关的发动机转矩和速度命令、输入速度控制和输出转矩控制。控制器从多种传感器获取数据并通过多条分离的线路控制***的多种致动器。为了简单起见，控制器43整体显示与***双向界面联系。用户界面(UI)模块13包括向***控制装置43的输入，其中有车辆节气门位置、用于可用的驱动范围选择的按钮式换档选择器(PBSS)、制动力和高速空转请求等。这种发动机电子、控制和参量对于本领域技术人员而言都是已知的，此处不需要详述。
***控制装置43从转动传感器(图中未单独示出)处接收频率信号以处理成输入元件12的速度Ni和输出元件64的速度No以便在EVT10的控制中使用。***控制装置43能够确定输入元件12的速度Ni和加速度Ni_dot和输出元件64的速度No和加速度No_dot，以便在EVT10的控制中使用。***控制装置43还可以从压力开关(图中未单独示出)处接收和处理压力信号，用以监控离合器C1和C2接合腔的压力。作为另一种选择，可以采用适于大范围的压力监控的压力变换器。***控制装置向EVT10提供调制的脉冲宽度(PWM)和/或二元控制信号以控制离合器C1和C2的注入和排出，以便接合或释放它们。并且，***控制装置43可以接收传动装置流体槽37的温度数据，例如从常规的热电偶输入(图中未单独示出)得到槽温度Ts并提供可能得自输入速度Ni和槽温度Ts的PWM信号以便通过调节器39控制管线压力。如前面间接提及的，离合器C1和C2的注入和排出是通过响应于PWM和二元控制信号的电磁线圈控制滑阀完成的。最好使用可变的分压电磁线圈来使用缓冲阀(图中未示出)，以便提供在阀体内精确的滑柱位移和相应的在离合器接合过程中离合器压力的精确控制。
示例性EVT***的液压回路包括最好是容积式回转泵的液压泵88，其与压力调节器39流体连通，而压力调节器39又与EVT摩擦离合器C1 70和C2 62的接合腔流体连通。槽37包括流体储存装置以使流体汲入泵88并通过压力调节器39排出液压液体。如将在下面描述的那样，液压回路能够以调整的离合器压力Pc向EVT离合器62和70提供大量加压流体。C1和C2的接合程度由提供给离合器C1和C2的调整的离合器压力Pc的值决定。
离合器C1和C2中的离合器滑动速度由输出速度No、以速度Na运行的EVT第一电机/发电机56MA和以速度Nb运行的第二电机/发电机72MB得到。明确地，离合器C1的滑动量是No和Nb的函数，而C2的滑动量是No、Na和Nb的函数。
参考图2A，附图标记39整体指示机动车辆传动装置的液压调节回路，包括液压促动压力调节阀(PRV)112和电动增压阀(BPV)114。PRV112通过管线16向冷却器回路(CC)提供液压流体并为至少一个液压接合离合器CL调节管线18中的离合器压力(Pc)。BPV114通过管线20向PRV112提供增压Pb。增压Pb来自于经过限流管线22提供给BPV114的基准压力，而冷却器回路流体和离合器压力Pc来自于在管线24中的泵供给压力Ps。当然，如果希望，PRV112和BPV114可以合并成一个阀。
BPV114包括阀体26，电枢28，电磁线圈30以及管线20和22通入其中的阀腔32。电磁线圈30通过导线34通电以将电枢28定位在阀体26中，从而经由管线22进入阀腔32的部分或全部液压流体通过滤网38和与电枢28轴向对齐的阀体孔40被导向输出端口36。输出端口36通过管线44与排流装置42相连。围绕阀体26的小柱体48布置的弹簧46将电枢28偏压向孔40，而电磁线圈30通电后产生对抗弹簧力的电磁力以移动电枢28远离孔40。电磁线圈的电流值决定了得到的电磁力的大小，仅通过控制线圈的电流，电枢就可以在阀体26中被移动到理想的位置。
电枢28在阀体26中的直线位置决定了在阀腔32和管线20中的增压Pb。当电枢28布置得如图2A中所示，其内向端28a被压靠在由阀体26与孔40临近的表面部分形成的座50上时，没有经由管线22供给到阀腔32的流体传递到输出端口36，Pb基本与基准压力Pr相等。当没有电流提供给电磁线圈30时上述情况会发生。当向电磁线圈30提供最大电流以使电枢28从孔40处完全缩回时，相反的情况会发生。在这种情况下，基本所有经由管线22供给到阀腔32中的流体都会通过孔40排出，Pb的值基本为零。当向电磁线圈30提供中等水平的电流时，电枢28部分地阻止流体通过孔40，Pb可以被控制在零和Pr间的任意值上。
PRV112包括阀体156和具有间隔导向带60、162和164的滑柱类阀元件58。导向带60和162之间的流体经由管线16和18供向冷却器回路CC和离合器CL，导向带162和164之间的流体被导向排流装置66。管线24内的泵供给压力Ps与输入端口68相连，并经由限流管线172与偏压腔170相连。偏压腔170内的压力Ps作用在阀元件58的端部74上，产生一个与阀腔80内围绕小柱体78布置的弹簧76的向上的力相反的向下的力。弹簧76设计成在管线20中不存在增压Pb的情况下，阀元件58所处的位置能够调节管线18中的离合器压力Pc到一个预定的最小值，该最小值命名为Pc_min。当向管线24提供的流量相对较低时(即低泵速)，阀元件58的位置基本如图2A中所示，此时通过变化通过管线16流向冷却器回路CC的流量调节离合器压力Pc。当向管线24提供的流量相对较高时(即高泵速)，冷却器回路CC达到流动极限，结果导致偏压腔170中的压力升高推动阀元件58向下运动；这使得供向输入端口68的一部分流体通入排流装置66，因此离合器压力Pc仍然被调节为预定值Pc_min。管线20中的增压Pb被导入其中布置有弹簧76的阀腔80，并且有效增加了弹簧力以提高调节的离合器压力Pc。图2中以图形的方式描述了这种关系，其中显示离合器压力Pc为增压Pb的函数。当向BPV114的电磁线圈30通以最大电流因此增压Pb为零时，Pc被调节为预定最小值Pc_min。当电磁线圈30不通电流因此Pb基本等于Pr时，Pc被调节达到最大值，基本等于泵供给压力Ps。当向电磁线圈30通以部分电流因此Pb的值处于零和Pr之间时，如图2中所示Pc被调节为Pc_min和Ps间的相应中间值。
图2A另外还显示了用于执行不同的传动装置控制功能的***控制装置43，包括BPV114的电磁线圈30的适当的通电。总体而言，所需的离合器压力Pc被确定，转而使用Pc并应用如图2B所显示的储存的关系确定所需的增压Pb。在另外的情况中增压Pb液可以直接确定。无论如何，***控制装置43能够确定与所需Pb值相应的电磁线圈电流，并且据此采用PWM或线性电流控制向电磁线圈30通电。
为了获得示例性EVT的理想转矩，离合器压力按照如下方式确定。使用下列矩阵方程计算估计的动转矩To_Dyn：
[To-Dyn]＝[A1]*[Ta Tb Ni_dot No_dot]T
[To_Dyn]＝[A2]*[Ta Tb Ni_dot No_dot]T
其中Ni_dot是传动装置输入轴15的加速度，No_dot是传动装置输出轴64的加速度，Ta是电动机A56的外部应用转矩，Tb是电动机B72的外部应用转矩，A1和A2每一个都包括一个取决于离合器硬件特定设计特征包括惯量的参数值矩阵。A1是用于模式1即低范围运行的矩阵，A2是用于模式2即高范围运行的矩阵。操作者需要的转矩值To_req由控制装置43确定，作为由UI13输入的节气门位置和制动请求(通常表示为最大制动力的百分数)以及传动装置输出速度No的函数。
绝对转矩To_abs包括用于确定保持各离合器C1和C2在预定范围内所必须的离合器转矩的输出转矩值，其按照如下公式确定：
To_abs＝Max[abs(To_dyn)，abs(To_req)]
对于离合器1(模式1)和2(模式2)，计算的所需离合器转矩Tc分别由下述公式确定：
Tc＝B1*To_abs
Tc＝B2*To_abs
其中B1和B2是在低速度范围的模式1和高速度范围的模式2下向离合器转矩比的输出。
计算的离合器压力Pc由下式确定：
Pc＝Tc/(N*A*C*R)
其中N是离合器副中离合器盘的数量，A是离合器活塞的工作区域，C是离合器静摩擦系数，以及R是离合器平均摩擦半径(图中未示出)。参数N，A，C，R被总体引用作为每个离合器的参数。图2B中显示了增压Pb和离合器压力Pc间关系的示例图。液压增压Pb被调节以便获得保证输出转矩的产生与离合器接合适于滑动自由转矩传递通过离合器相一致的离合器压力Pc。
现在参考图3，4和5，其中详细描述了用于在装备有离合器C1和C2的电动变速传动装置10中调节液压离合器压力的方法。调节液压压力包括如上所述的监控离合器C1和C2的滑动量，以及基于离合器C1和C2的滑动量控制EVT10中的液压增压。
现在特别参考图3，其中描述了包括用于控制EVT10中的液压增压方法的主增压控制(MAIN BOOST CONTROL)算法。在示例性控制装置43中，主增压控制(MAIN BOOST CONTROL)算法被有规则地执行作为一个或多个逻辑算法。主增压控制(MAIN BOOST CONTROL)算法用于调节主增压Pb并因此控制离合器压力Pc。在主增压控制(MAIN BOOSTCONTROL)算法的每次执行过程中，控制装置43监控运行以决定是否进行进一步的换档或已经请求了E-burn(块110)，其指示对于完全主增压的希望。示例性传动装置中的换档最好在两个离合器C1和C2中的滑动速度为零时同时进行。在进一步换档的过程中期望的到完全压力，以保证足够的能力和在换档过程中在正在分离和即将接合的离合器中的零滑动。E-burn代表一个烟炱过滤器再生事件。柴油发动机的排放装置包括一个微粒过滤器，其通过提高排气温度燃烧收集的微粒物(主要是指炭化的烟炱)可控地再生。这种温度的升高可以借助于向发动机加载。指示完全主增压导致相对液压回路的需求达到最大发动机负载，并因此客观上帮助升高了排气温度以促使过滤器再生。当进行进一步的换档或需要E-burn时，控制装置43通过命令BPV114到达完全关闭点来将指令的主增压Pb设为FULL(模块113)。增压Pb施加在参考压力Pr上，强制PRV15到达关闭位置，并将离合器压力Pc控制到***压力Ps。以下提到的其它项目按照如下方式设置：软件标记TRIGGER设为FALSE，标记Pb_FULL设置为True，工作变量W_ADAPTIVE设置为ZERO(模块113)。
当软件标记TRIGGER设为TRUE时，表示控制装置43在主增压控制(MAIN BOOST CONTROL)算法的后续执行过程中，控制装置43命令主增压Pb设为FULL，并且相适应的项目A_ADAPTIVE需要被修改。相适应的项目A_ADAPTIVE存储相适应的主增压。其是一个单向变量，仅当项目W_ADAPTIVE大于A_ADAPTIVE时修改，下面将会进一步描述。当软件标记Pb_FULL设为TRUE时，触发控制装置以命令主增压Pb达到完全(FULL)压力。
当不进行进一步的换档并且不需要E_burn时，控制装置43决定EVT是否被设在空档范围内(模块115)。当EVT设在空档范围内时，控制装置通过命令BPV114到达完全打开位置来设定指令的主增压Pb为ZERO(模块116)。当控制装置43命令BPV114到达完全打开位置时，BPV114允许流体排出，增压Pb降到ZERO并且离合器压力Pc被控制达到最小压力Pc_min。以下描述的其它项目按照如下方式设置：TRIGGER标记设为FALSE，PB_FULL标记设为FALSE，W_ADAPTIVE设为ZER0(模块116)。
当控制装置43确定EVT并非设置在空挡范围内时(模块115)，控制装置43基于EVT电动机的指令电机转矩Ta和Tb、操作者所需转矩To_req、输入速度Ni和加速度Ni_dot、输出速度No和加速度No_dot、传动机构的参数和离合器C1和C2的参数计算所需主增压Pb(模块118)。
另一个项目CAL_Pb_PLUS通过加和所需主增压CAL_Pb和偏移值CAL_Pb_OFFSET(模块120)来计算。偏移值CAL_Pb_OFFSET是一个预校准值，包括基于***参数和运行特征的安全极限，以防止离合器滑动直到与本发明充分选址滑动相一致的相应的信息的时间。CAL_Pb_PLUS项目在称为主增压适应性控制(MAIN BOOST ADAPTIVECONTROL)算法的第二算法(模块122，参考图4)中使用。控制装置确定基于执行主增压适应性控制(MAIN BOOST ADAPTIVE CONTROL)算法结果的指令的主增压Pb。通过命令BPV114达到一个部分打开位置，指令的主增压Pb被设置为适当的值。当控制装置43命令BPV114到达一个部分打开开位置时，BPV114允许部分流量排出，并且增压Pb降低且离合器压力Pc被控制在一个压力水平。
现在参考图4，现在详细描述主增压适应性控制(MAIN BOOSTADAPTIVE CONTROL)算法。控制装置43监控离合器C1和C2的接合时间，并确定离合器C1或C2的接合时间是否超过了预定义的校准时间(模块130)。当离合器C1或C2的接合时间未超过预定义校准时间时，软件标记TRIGGER标记被设为FALSE，Pb_FULL被设为FALSE并且W_ADAPTIVE被设为ZERO(模块132)。指令的主增压Pb被设为与CAL_Pb_PLUS和项目A-ADAPTIVE的最大值以及W_ADAPTIVE(模块144)之和相等。主增压适应性控制(MAIN BOOST ADAPTIVE CONTROL)算法接着返回主增压控制(MAIN BOOST CONTROL)算法(模块150)。
当离合器C1或C2的接合时间超过预定义校准时间(模块130)时，通过执行另一个完全主增压滞后(FULL MAIN BOOST HYSTERESIS)算法(模块134)，所述算法决定离合器C1或C2的滑程是否超过滞后值，以下将会进一步描述该算法。
现在参考图5，完全主增压滞后(FULL MAIN BOOST HYSTERESIS)算法(横块134)包括如上面描述的监控离合器的滑程。该算法的目的在于在如图4中所示的主增压适应性控制(MAIN BOOST ADAPTIVECONTROL)算法的计算中引入滞后。当离合器滑程大于或等于最大校准值时，SLIP_LIM_HI(见模块160)，标记Pb_FULL被设为TRUE(模块168)以在稍后实现完全主压力。当离合器滑程小于或等于最小校准值时，SLIP_LIM_LO(见模块163)，标记Pb_FULL被设为FALSE(模块165)以在稍后实现压力适应性调节。当离合器滑程介于SLIP_LIM_LO和SLIP_LIM_HI之间时，标记Pb_FULL不会改变其先前的状态(模块166)以在稍后实现持续的完全主压力或压力适应性调节。
再次参考图4，当标记Pb_FULL为TRUE(模块136)时，指示离合器滑动已经超过上限并且还没有返回到低于下限，接着到达模块148，其中指令的主增压Pb被设为完全(FULL)压力，标记TRIGGER被设为TRUE，并且W_ADAPTIVE被设为ZERO或FULL减去CAL_Pb_PLUS中的最大值(模块148)。然后主增压适应性控制(MAIN BOOST ADAPTIVECONTROL)算法返回主增压控制(MAIN BOOST CONTROL)算法(模块148)。
当标记Pb_FULL不是TRUE(模块136)时，下一步确定TRIGGER标记是否为TRUE(模块138)。仅在离合器滑动低于下限(图5，模块163和165)后，Pb_FULL将会被设为FALSE。当TRI GGER标记为FALSE时，已经不存在离合器滑动。因此，通过旁路所有的压力调整，指令的主增压Pb被设为与CAL_Pb_PLUS以及项目A_ADAPTIVE和W_ADAPTIVE中的最大值之和相等(模块144)。然后，主增压适应性控制(MAIN BOOST ADAPTIVE CONTROL)算法返回到主增压控制(MAINBOOST CONTROL)算法(模块150)。
当TRIGGER标记为TRUE时，指示离合器滑动，接下来确定离合器滑动是否小于或等于预校准值SLIP_LIM_LO加一个偏移值OFFSET2(模块140)。当离合器滑动小于或等于预校准值SLIP_LIM_LO加一个偏移值OFFSET2时，W_ADAPTIVE被设为等于ZERO和W_ADAPTIVE减去一个增压常量K_Boos中的最大值(模块146)以实现增加的压力降低。指令的主增压Pb接着被设为与CAL_Pb_PLUS以及项目A_ADAPTIVE和W_ADAPTIVE中的最大值之和相等(模块144)。然后，主增压适应性控制(MAIN BOOST ADAPTIVE CONTROL)算法返回到主增压控制(MAINBOOST CONTROL)算法(模块150)。
当离合器滑动不小于或等于预校准值SLIP_LIM_LO加偏移值OFFSET2时，W_ADAPTIVE被设为等于ZERO，TRIGGER标记被设为FALSE，并且A_ADAPTIVE被设为等于W_ADAPTIVE加增压常量K_Boost或A_ADAPTIVE中的最大值(模块142)。模块142紧接着降压调整循环而执行，其中最小滑动(高于下限)被探测到。模块142实现向W_ADAPTIVE增加一个正的增量以使得所述项目升高到原来不会导致滑动(滑动低于下限)的压力。又一次，指令的主增压Pb被设为与CAL_Pb_PLUS以及项目A_ADAPTIVE和W_ADAPTIVE中的最大值之和相等(模块144)。然后，主增压适应性控制(MAIN BOOST ADAPTIVECONTROL)算法返回到主增压控制(MAIN BOOST CONTROL)算法(模块150)。
特别参考最佳实施例及其修正对本发明做了描述。基于阅读和理解本说明书可以进行进一步的修改和变更。本发明包括所有落入其保护范围之内的修改和变更。

Claims (12)

1.一种调节在装配了至少一个离合器的电动变速传动装置中的液压离合器压力的方法，包括：
监控所述至少一个离合器的滑动量；并且
基于离合器滑动量控制液压增压。
2.如权利要求1所述的方法，其特征在于，基于离合器滑动量控制液压增压包括：
监控操作者的输入；
确定请求的操作者转矩命令；
基于请求的操作者转矩命令、监控的操作者输入、EVT的运行特性和所述至少一个离合器的特性确定所需的主增压；并且
基于所确定的所需的主增压确定指令的主增压。
3.如权利要求2所述的方法，其特征在于，基于计算的所需主增压确定指令的主增压包括：
监控所述至少一个离合器中的每一个的接合时间；
监控所述至少一个离合器中的每一个的滑动量；
基于多个离合器中的每个的接合时间和离合器中的每个的滑动量确定至少一个相适应的增压项目；并且
以所确定的至少一个相适应的增压项目中的一个补偿所述计算的所需主增压。
4.如权利要求3所述的方法，其特征在于，还包括当进行进一步的换档时设置指令的主增压为零。
5.如权利要求3所述的方法，其特征在于，还包括当请求E-burn时设置指令的主增压为零。
6.如权利要求3所述的方法，其特征在于，还包括当用于电动变速传动装置的换档选择器处于空挡时，设置指令的主增压为零。
7.如权利要求3所述的方法，其特征在于，还包括当离合器中的一个接合时间超过预定时间量并且所述离合器的滑动量超过预定值时，设置指令的主增压为最大值。
8.如权利要求3所述的方法，其特征在于，还包括当离合器中的至少一个的滑动量超过预定值时，设置指令的主增压为最大值。
9.如权利要求3所述的方法，其特征在于，基于多个离合器中的每个的接合时间和离合器中的每一个的滑动量确定至少一个相适应的增压项目包括基于离合器滑动量在一个相适应的增压项目的确定过程中引入滞后。
10.一种控制装配有至少一个离合器的电动变速传动装置的离合器滑动量的方法，包括：
监控所述至少一个离合器的滑动量；并且
基于所述离合器的滑动量控制液压增压。
11.一种用于控制在电动变速传动装置中的液压的***，包括：
所述电动变速传动装置包括至少一个液压控制离合器，和带有压力调节装置的液压***；
***控制装置可操作：
控制电动变速传动装置，
确定至少一个液压控制离合器的滑动量，和
控制压力调节装置的液压增压；
其中，***控制装置基于确定的至少一个液压控制离合器的滑动量控制压力调节装置的液压增压。
12.一种包括用于控制液压的***的电动变速传动装置，包括：
所述电动变速传动装置包括至少一个液压控制离合器，和带有压力调节装置的液压***；
***控制装置可操作：
控制电动变速传动装置，
确定至少一个液压控制离合器的滑动量，和
控制压力调节装置的液压增压；
其中，***控制装置基于确定的至少一个液压控制离合器的滑动量控制压力调节装置的液压增压。
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