CN101424336B - 控制电动-机械变速器中的离合器工作容积的方法和设备 - Google Patents
控制电动-机械变速器中的离合器工作容积的方法和设备 Download PDFInfo
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F16D2500/00—External control of clutches by electric or electronic means
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- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/706—Strategy of control
- F16D2500/70605—Adaptive correction; Modifying control system parameters, e.g. gains, constants, look-up tables
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract
本发明涉及一种控制电动-机械变速器中的离合器工作容积的方法和设备。该变速器连接到内燃机以及电机上,内燃机和电机通过多个液压致动的扭矩传递离合器将机械功率选择性地传输给输出部件,所述方法包括:将其中一个液压离合器充填至用于实现所述离合器接触状态的基准充填容积,其中充填是在压力控制螺线管的控制下完成的;监控所述液压离合器的实际充填时间;监控所述充填过程中所使用的流量;基于所述实际充填时间和所述流量确定测量的充填容积;基于所述测量的充填容积和所述基准充填容积计算充填容积误差;基于所述充填容积误差调节基准充填容积。
Description
相关文献的交叉引用
本申请要求申请日为2007年10月27日的美国临时申请No.60/983,161的权益,其内容以引用的方式纳入其中。
技术领域
本发明涉及一种电动-机械变速器的控制系统。
背景技术
该部分的叙述仅仅为当前公开的内容提供背景信息,可能并不构成现有技术。
已知的动力系统结构包括产生扭矩的装置,包括内燃机和电机,其将转矩通过变速装置传输给输出部件。一种示例性的动力系统包括双模式、复合分裂式的电动-机械变速器,其利用输入部件从原动力源优选内燃机接收驱动力矩,并且利用输出部件。输出部件可以可操作地连接到机动车的动力传动系统上以向那里传输牵引力矩。可以作为电动机或者发电机操作的电机独立于从内燃机输入的转矩为变速器产生转矩输入。电机可以将车辆动能转化为可存储在电能存储装置中的电能,其中动能通过车辆动力传动系统传输。控制系统监控来自车辆和驾驶员的各种输入并为动力系统提供可操作的控制,包括控制变速器运转状态和齿轮换档,控制产生转矩的装置,并且对在电能存储装置和电机之间进行的电功率交换进行调节以管理包括转矩和旋转速度在内的变速器输出。在整个动力系统中为多个功能提供加压液压油的液压控制系统是公知的。
在混合动力车辆的上述装置中的运转需要管理许多转矩轴承轴或装置,它们与上述发动机、电机和动力传动系统连接。来自发动机的输入转矩和来自电机的输入转矩可以单独或共同提供输出转矩。在混合驱动系统的各种上述部件之间的各种控制方案和可操作连接是已知的,并且控制系统必须能够与变速器的各种部件结合和脱离以实现混合动力系统的各种功能。通过使用可选择操作的离合器在变速器中实现接合和脱离是已知的。
离合器是现有技术中公知的用于轴的脱离和接合的装置,其包括 对于轴之间的旋转速度和转矩差的管理。各种设计和控制方法下的离合器均是公知的。一种已知类型的离合器是机械式离合器,通过分离或接合两个连接面例如离合器盘来运转,在运转过程中,表面接合时互相施加摩擦力矩。运转这种机械式离合器的控制方法包括利用液压控制系统产生的液压来施加或释放两个连接表面之间的夹紧力,其中液压通过液压管路传输。如此操作时,离合器不是以二元方式运转的,而是可以有一系列的接合状态,从完全脱离,到同步但不接合,到仅有最小夹紧力的接合,到具有最大夹紧力的接合状态。可以施加到离合器的夹紧力在离合器打滑之前决定了离合器能传输的反作用转矩的大小。
如上所述的液压控制系统利用充满在一定液压管路压力(‘PLINE’)下的液压油的管路来选择性地激活变速器的离合器。液压开关或压力控制螺线管(‘PCS’)用于在液压控制系统中选择性地施加压力。PCS可以是电控的,例如用本领域公知的磁致动的螺线管装置。作为替代方案,PCS可以是液压控制的,例如由指令充填压力和回位弹簧致动,PCS中的特征基于PCS的致动状态选择性地引导或阻塞液压油通过。在阻塞状态下,PCS具有排出管路是已知的,其允许任意被截留的液压油排出,从而中断连接的液压回路以完成致动循环。
液压致动的离合器通过接收加压液压油进入离合器容积腔运转。众所周知的是通过离合器充填过程完成的离合器接合是在最小液压下以尽可能快的速度完成的,其中液压被维持以确保液压油迅速流入离合器容积腔中。但是,离合器的快速接合可能导致车辆的可感知的碰撞并使得缩短了相关部件的寿命。可以使用减振装置来缓冲离合器容积腔快速充填导致的作用在离合器上的力。例如,可以在缸活塞和离合器之间使用具有弹簧特征的波形板来吸收液压压力的迅速增加。
离合器容积腔中的液压油对容积腔中的特征施加压力。公知地活塞或类似结构被用来将液压压力转换成运动,例如平动或压紧力。在示例性的液压致动离合器中,加压的液压油被用于充填离合器容积腔,从而推动离合器活塞,以选择地向离合器的连接表面施加压紧力。众所周知的是例如由复位弹簧提供的回复力用于抵抗液压油的压紧力。如上所述,众所周知的是离合器通过各种接合状态接合。示例性的不具有液压压力的离合器处于释放状态。示例性的具有最大液压压力的离合器处于锁止状态。示例性的施加有部分液压力的 离合器即液压油的力与复位弹簧的力基本相等的离合器处于接触状态,其中盘彼此接触但是只施加了微小的夹紧力或者没有施加夹紧力。
基于离合器容积腔的几何设计,可以估计离合器处于接触状态时描述离合器中液压油容积的设计充填容积或工作容积。但是,需要理解的是由累计的容积估计、制造或由磨损引起的变化导致的误差将造成实际的工作容积或充填容积与设计充填容积相比有一定的偏差。利用包括较大误差的期望充填容积来实现接触状态的离合器运转策略在离合器未充满的情况下可能导致离合器打滑,而在离合器过度充填的情况下会导致驾驶性能问题。利用校正的期望充填容积来精确控制接触状态的能力对于实现离合器高效的同步运转是很有益的。
发明内容
本申请公开了一种控制包括电动-机械变速器的动力系统的方法,该变速器机械式地可操作连接到内燃机以及电机上,内燃机和电机通过多个液压致动的扭矩传递离合器将机械功率选择性地传输给输出部件,该方法包括:将其中一个液压离合器充填至用于实现离合器接触状态的基准充填容积,其中充填是在压力控制螺线管的控制下完成的,该螺线管监控液压离合器的实际充填时间,监控充填过程中所使用的流量,基于实际充填时间和流量确定测量的充填容积,基于测量的充填容积和基准充填容积计算充填容积误差,并基于充填容积误差调节基准充填容积。
附图说明
根据如下的附图对本发明一个或多个实施方式进行详细描述,其中:
图1是根据本发明的示例性的动力系统的示意图;
图2是根据本发明的用于控制系统和动力系统的示例性的结构的示意图;
图3是根据本发明的液压回路的示意图;
图4是根据本发明的使用液压致动压力控制螺线管的示例性的离合器控制回路;
图5是根据本发明的用于在PCS中达到重叠状态的充填时间相对于指令充填压力的图表;
图6是根据本发明的在PCS中通过一系列增量式递减的指令充填压力来达到重叠状态的充填时间相对于指令充填压力的图表;
图7是根据本发明的在PCS中将预先排空的离合器充填至锁止状态所用的示例性的离合器指令充填压力的图表,包括中间接触状态的指令;和
图8-11是根据本发明的将有限权限用于系统调整的示例性的反作用模型的图表;
图8是使用固定有限权限的示例性的系统;
图9是使用快速自适应有限权限反作用模型的示例性的系统;
图10是利用中速自适应有限权限反作用模型的示例性的系统;和
图11是利用慢速自适应有限权限反作用模型的示例性的系统。
具体实施方式
现在来看附图,其中所示对象仅仅为了描述本发明特定的示例性的实施例,并不用于对其进行限制。附图1和附图2表示示例性的电动-机械混合动力系统。根据本发明的示例性的电动-机械混合动力系统在图1中示出,包括可操作连接到发动机14以及第一和第二电机(‘MG-A’)56和(‘MG-B’)72的双模式、复合分裂式电动-机械混合变速器10。发动机14以及第一和第二电机56和72每一个都产生可以传输给变速器10的功率。由发动机14以及第一和第二电机56和72产生并传输给变速器10的功率以输入转矩以及速度的形式描述,其中输入转矩分别称为TI、TA和TB,而速度则分别称为NI、NA和NB。
示例性的发动机14包括可在多种状态下选择操作来通过输入轴12向变速器10传输转矩的多缸内燃机,并且既可以是火花点火发动机,也可以是压燃式发动机。发动机14包括可操作连接到变速器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。发动机14的包括转速和输出转矩的功率输出与变速器10的输入速度NI和输入转矩TI不同,这是由发动机14和变速器10之间的输入轴12上的转矩消耗组件的布置引起的,例如液压泵(未示出)和/或转矩管理装置(未示出)。
示例性的变速器10包括三个行星齿轮组24、26和28,以及四个可选择接合的转矩传输装置,即离合器C170、C262、C373和C475。在这里所述的离合器指任何类型的摩擦转矩传输装置,包括例如单一或复合盘式制动器或片组、带式离合器和制动器。优选由变速器控制模块(此后称为‘TCM’)17 控制的液压控制回路42可以操作来控制离合器状态。离合器C262和C475优选包括应用液压的旋转摩擦离合器。离合器C170和C373优选包括液压控制的固定装置,其可以选择性地接在变速器壳68上。离合器C170、C262、C373和C475的每一个均优选施加液压,并选择性地通过液压控制回路42接收加压液压油。
第一和第二电机56和72优选包括三相交流机,而三相交流机则各包括定子(未示出)和转子(未示出)以及相应的分相器80和82。每一电机的马达定子被接到变速器壳68的外部,并且包括定子铁芯,其具有从其延伸出来的螺旋的电线圈。第一电机56的转子支撑在毂衬齿轮上,其通过第二行星齿轮组26可操作地连接到轴60。第二电机72的转子固定连接到轴套毂66。
每个分相器80和82都优选包括可变磁阻装置,其包括分相器定子(未示出)和分相器转子(未示出)。分相器80和82被准确地定位并装配在第一和第二电机56和72中相应的一个上。分相器80和82的相应定子被可操作连接到第一和第二电机56和72中的相应定子上。分相器转子可操作连接到第一和第二电机56和72的相应转子上。每一分相器80和82信号地且可操作地连接到变速器功率转换器控制模块(以后成为‘TPIM’)19,并且每一个都感应并监控分相器转子相对于分相器定子的旋转位置,从而分别监控第一和第二电机56和72之一的旋转位置。此外,来自分相器80和82的信号输出被编译以分别提供第一和第二电机56和72的旋转速度,即NA和NB。
变速器10包括输出部件64,即可操作连接到车辆(未示出)的动力传动系统90以为车轮93提供输出功率的轴,在图1中示出了其中一个车轮。输出功率的特征在于输出转速NO和输出转矩TO。变速器输出速度传感器84监控输出部件64的旋转速度和旋转方向。车轮93中的每一个都优选装配有用于监控轮速VSS-WHL的传感器94来测量车速、用于制动控制和牵引控制的绝对和相对轮速以及车辆加速管理,传感器的输出由参照附图2描述的分布式控制模块系统的控制模块监控。
来自发动机14和第一、第二电机56和72的输入转矩(分别是TI、TA和TB)作为由燃油或电能储备装置(此后称为‘ESD’)74中存储的电能进行能量转化的结果产生。ESD74通过直流传输导体27高电压直流耦合到TPIM19上。传输导体27包括接触器开关38。当接触器开关38被闭合的时候,在正常操作 下,电流可以在ESD74和TPIM19之间流动。当接触器开关38断开的时候,ESD74和TPIM19之间的电流流动被中断。TPIM19通过传输导体29向第一电机56传输电能和从第一电机56传输电功率,并且TPIM19类似地通过传输导体31向第二电机72传输电能和从第二电机72传输电功率,这响应于第一电机56和第二电机72的转矩指令来获得输入转矩TA和TB。根据ESD74是充电还是放电来向ESD74传输电流或从ESD74传输电流。
TPIM19包括一对功率转换器(未示出)以及相应的马达控制模块(未示出),该马达控制模块被设置成接收转矩指令和控制转换器状态,以提供马达驱动或回收功能来满足指令的马达转矩TA和TB。功率转换器包括已知的补充三相功率电子装置,并且每一个都包括多个用于将ESD74的直流功率转换为交流功率的绝缘栅双极型晶体管(未示出),其通过高频下的切换分别为第一电机56和第二电机72中的一个提供功率。绝缘栅双极型晶体管形成开关式电源供应,其设置为接收控制指令。对于每一三相电机的每一相都典型地具有一对绝缘栅双极型晶体管。绝缘栅双极型晶体管的状态被控制以提供马达驱动机械功率产生或电功率再生功能。三相转换器通过直流传输导体27接收或供应直流电功率,并将其传输给三相交流功率或从三相交流功率传输,此后分别通过传输导体29和31向第一和第二电机56、72传导或从第一和第二电机56、72传导以作为马达或发电机运转。
图2是分布式控制模块系统的示意性方框图。此后所述的部件包括整个车辆控制结构的子集,并提供图1所述的示例性的动力系统的协调系统控制。分布式控制模块系统将相关信息和输入合成,并执行算法来控制各种致动器来达到控制目的,其中控制目的包括与燃油经济性、排放、性能、驾驶性能和硬件保护相关的目的,而硬件包括ESD74的电池和第一、第二电机56和72。分布式控制模块系统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。混合控制模块(此后称为‘HCP’)5为ECM23、TCM17、BPCM21和TPIM19提供监督控制和协调。用户界面(‘UI’)13可操作连接到多个装置,通过这一用户界面车辆操作者控制或导引电动-机械混合动力系统的运转。该装置包括加速踏板113(‘AP’)、操作者制动踏板112(‘BP’)、变速器齿轮换档杆114(‘PRNDL’)和车速导航控制(未示出),其中通过加速踏板可以确定操作者转矩请求。变速器齿轮换档杆 114可具有离散数值的操作者可选择位置,包括输出部件64的旋转方向以实现向前和相反的方向之一。
前述的控制模块通过局域网(此后称为‘LAN’)总线6与其它控制模块、传感器和致动器进行通信。LAN总线6允许在各种控制模块之间进行运转参数状态和致动器指令信号的结构化传输。使用的特殊通信协议为面向应用的。LAN总线6和适合的协议在前述控制模块和提供例如防抱死制动、牵引控制和车辆稳定性这样的功能的其它控制模块之间提供稳健的消息传输和多控制模块界面。多条通信总线可用于改进传输速度和提供一定等级的信号冗余度和完整性。在各个控制模块之间的通信同样可以用直接链路实现,例如串行外围接口(‘SPI’)总线(未示出)。
HCP5为动力系统提供监督控制,用于协调ECM23、TCM17、TPIM19和BPCM21的运转。基于各种来自用户界面13和动力系统包括ESD74的输入信号,HCP5分别产生各种指令,包括:操作者转矩请求(‘TO_REQ’)、传输给动力传动系统90的指令的输出转矩(‘TCMD’)、发动机输入转矩指令、变速器10的转矩传输离合器C170、C262、C373和C475的离合器转矩以及第一电机56和第二电机72的转矩指令。TCM17可操作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设备(未示出)和产生并向各种螺线管(未示出)传输控制信号,从而控制液压控制回路42中的压力开关和控制阀。
ECM23可操作连接到发动机14,并作用以在多条离散管路上从传感器获取数据以及控制发动机14的致动器,其中管路简化表示为聚集的双向接口线缆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载确定在与HCP5进行通信的那一点上及时地提供给变速器10的实际发动机输入转矩TI。ECM23监控来自转速传感器11的输入来确定输入轴12的发动机输入速度,该速度被转化为变速器输入速度NI。ECM23监控来自传感器(未示出)的输入来确定其它发动机运转参数的状态,包括例如:进气压力、发动机冷却剂温度、外界空气温度和外界压力。发动机负载可以例如通过进气压力或作为替代方案通过监控操作者对加速踏板113的输入确定得出。ECM23产生并传输指令信号以控制发动机致动器,包括例如燃油喷射器、点火模块和节气门控制模块,这些模块均未示出。
TCM17可操作连接到变速器10并监控来自传感器(未示出)的输入 来确定变速器运行参数的状态。TCM17产生并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C170、C262、C373、C475的估计的离合器转矩和输出部件64的输出转速NO。其它致动器和传感器可用于从TCM17向HCP5提供附加信息以用于控制。TCM17监控来自压力开关(未示出)的输入并选择性地致动压力控制螺线管(未示出),并移动液压控制回路42的螺线管(未示出)以选择性地致动各个离合器C170、C262、C373、C475,从而如下文所述那样获得多个变速器运转范围状态。
BPCM21信号连接到传感器(未示出)以监控ESD74,包括电流和电压参数的状态,以提供指示ESD74到HCP5的电池参数状态的信息。电池的参数状态优选包括电池充电状态、电池电压、电池温度和可用的电池功率,电池功率指的是PBAT_MIN到PBAT_MAX之间的范围。
控制模块ECM23、TCM17、TPIM19和BPCM21中的每一个优选是通用数字计算机,其包括微处理器或中央处理单元、包括只读存储器(‘ROM’)、随机存储器(‘RAM’)和电可编程只读存储器(‘EPROM’)的存储介质、高速时钟、模数(‘A/D’)电路和数模(‘D/A’)电路以及输入/输出电路和装置(‘I/O’)以及准确的信号调节电路和信号缓冲电路。每一控制模块具有一套控制算法,包括常驻程序指令和标准,其存储在其中一个存储介质中并执行以为每台计算机提供相应功能。在控制模块之间的信息传输优选利用LAN总线6和SPI总线实施。控制算法在预定的循环周期期间执行以使得每一算法在每个循环周期内至少执行一次。存储在非易失存储器装置中的算法利用中央处理单元之一执行以监控来自传感设备的输入,并利用预定标准执行控制和诊断程序以控制致动器的运转。循环周期在规律的间隔执行,例如在动力系统的进行中的操作中每3.125、6.25、12.5、25和100毫秒。作为替代方案,算法可以响应于事件的发生执行。
示例性的动力系统在多个操作范围状态之一中选择性地运行,该操作范围状态可利用包括发动机开状态(‘ON’)和发动机关状态(‘OFF’)的发动机状态来描述,还可以通过变速器状态描述,其包括多个固定齿轮和持续可变运行模式,均在下面的表1中示出。
表1
每一变速器操作范围状态在表中表示,并指示特殊的离合器C170、C262、C373、C475中的哪一个被应用于各个操作范围状态。第一持续可变模式,即EVT模式I或MI仅在为了连接第三行星齿轮组28的外部齿轮组件时通过应用离合器C170选择。发动机状态可以是ON(‘MI_Eng_On’)或OFF(‘MI_Eng_Off’)中的一种。第二持续可变模式即EVT模式II或MII仅在将轴60连接到第三行星齿轮组28的支架时通过应用离合器C262选择。发动机状态可以是ON(‘MII_Eng_On’)或OFF(‘MII_Eng_Off’)中的一种。为了叙述的需要,当发动机状态为OFF时,发动机输入转速为0转每分(‘RPM’),即发动机曲轴不旋转。固定齿轮运行使得变速器10的输入输出速度在固定比值下运行,即NI/NO。第一固定齿轮运行(‘FG1’)通过使用离合器C170和C475来选择。第二固定齿轮运行(‘FG2’)通过使用离合器C170和C262来选择。第三固定齿轮运行(‘FG3’)通过使用离合器C262和C475来选择。第四固定齿轮运行(‘FG4’)通过使用离合器C262和C373来选择。由于行星齿轮24、26和28的齿轮传动比降低,随着固定齿轮运行的增加,输入输出速度的固定传动比运行也增加。第一电机56和第二电机72的旋转速度分别为NA和NB,其依赖于由离合器限定的机械装置的内部旋转,并与输入轴12处测量的输入速度成比例。
响应于通过加速踏板113和制动踏板112的操作者输入,这些输入均由用户界面13捕捉得到,HCP5和一或多个其它控制模块确定出指令的输出转矩TCMD,用于满足操作者转矩请求TO_REQ,该操作者转矩请求在输出部件64 处执行,并传输给动力传动系统90。最终车辆加速度被其它因素影响,包括:道路负载、道路坡度和车辆质量。基于动力系统的多种运行特性为变速器10确定出操作范围状态。这包括操作者转矩请求,其如前所述通过加速踏板113和制动踏板112传输给用户界面13。操作范围状态可以基于动力系统转矩请求预测,该转矩请求由在电能产生模式或转矩产生模式下操作第一电机56和第二电机72的指令引起。操作范围状态可通过最优化算法或程序确定得出,其基于对于功率、电池充电状态、发动机14以及第一和第二电机56、72的能量效率的操作者请求确定最优化系统效率。控制系统基于执行的最优化程序的结果管理来自发动机14以及第一电机56和第二电机72的转矩输入,并且系统效率最优化以管理燃油经济性和电池充电。此外,可以基于组件或系统的错误确定操作。HCP5监控转矩产生装置,并确定变速器10的功率输出,该功率输出用于获得需要的输出转矩以满足操作者转矩要求。从上文可以显见的是,ESD74以及第一电机56和第二电机72可操作地电耦合以实现它们之间的功率流。此外,发动机14、第一电机56、第二电机72和电动-机械变速器10机械可操作地连接以在其间传输功率,从而产生到输出部件64功率流。
图3示出了液压控制回路42的示意图,其在示例性的变速器中用于控制液压油的流动。主液压泵88由发动机14的输入轴12驱动,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,其在运行中向液压控制回路42提供充足的加压液压油流。液压控制回路42选择性地将液压分配给多个装置,包括转矩传输离合器C170、C262、C373、C475、第一电机56和第二电机72(未示出)的主动冷却回路以及通过管道142、144(未详细示出)冷却和润滑变速器10的基本冷却回路。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获得一种变速器操作范围状态,液压回路流动控制装置包括可变的压力控制螺线管(‘PCS’)PCS1108、PCS2114、PCS3112、PCS4116和螺线管控制的流量管理阀,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。压力控制螺线管PCS1108具有通常比较高的控制位置,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幅度。可控的压力调节器107和滑阀109与PCS1108相互作用来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。压力控制螺线管PCS3112具有通常比较高的控制位置,并且流体连接到滑阀113,其在致动的情况下可操作影响通过它的流量。滑阀113通过管路126流体连接到压力开关PS3。压力控制螺线管PCS2114具有通常比较高的控制位置,并且流体连接到滑阀115,其在致动的情况下可操作影响通过它的流量。滑阀115通过管路124流体连接到压力开关PS2。压力控制螺线管PCS4116具有通常比较低的控制位置,并且流体连接到滑阀117,其在致动的情况下可操作影响通过它的流量。滑阀117通过管路128流体连接到压力开关PS4。
在示例性的系统中,X-阀119和Y-阀121均相应地包括被螺线管118、120控制的流量管理阀,并都具有高(‘1’)和低(‘0’)的控制状态。控制状态涉及每个阀的位置,这些位置控制到液压控制回路42和变速器10中的不同装置的流量。X-阀119基于下文所述的流体输入源分别通过流体管路136、138、144和142可操作地将加压流体导入离合器C373和C475,以及将加压流体导入第一电机56和第二电机72的定子的冷却系统。Y-阀121基于下文所述的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C170和C262。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包括提供液压油以对第一电机56和第二电机72的定子进行冷却的基本冷却回路。基本冷却回路包括来自阀140的流体管路,其直接流入通往流体管路144的节流器和通往流体管路142的节流器,其中流体管路144通往第一电机56的定子的基本冷却回路,而流体管路142通往第二电机72的定子的基本冷却回路。第一电机56和第二电机72的定子的主动冷却通过压力控制螺线管PCS2114、PCS3112和PCS4116和螺线管控制的流量管理阀X-阀119、Y-阀121的选择性致动实现,其导致在被选择的定子的周围的液压油流,并允许主要通过传导在它们之间进行热量传输。
在下文的表2中给出了在一种变速器操作范围状态下实现对示例性的液压控制回路42的控制以控制变速器10的运行的示例性的逻辑表格。
表2
低范围定义成一种变速器操作范围状态,其包括第一持续可变模式以及第一和第二固定齿轮操作中的一种。高范围定义成一种变速器操作范围状态,其包括第二持续可变模式以及第三和第四固定齿轮操作中的一种。X-阀119和Y-阀121的选择性控制和螺线管PCS2112、PCS3114以及PCS4116的致动使得液压油流动以对离合器C170、C263、C373和C475的致动变得简单,并为第一电机56和第二电机72的定子提供冷却。
在操作中,变速器操作范围状态,即固定齿轮模式和持续可变模式中的一种基于动力系统的各种运行特性被选择用于示例性的变速器10。其包括操作者转矩请求,其如前所述典型地通过到UI13的输入传输。此外,基于例如包括道路坡度、路面状况或风阻在内的外部状况预测对输出转矩的需求。操作范围状态可通过动力系统转矩需求预测,该转矩需求由控制模块指令引起,以在电能产生模式或转矩产生模式下操作电机。操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系统效率。控制系统基于执行的最优化程序的结果管理发动机14以及第一电机56和第电机72的输入转矩,并且实现系统最优化以改善燃油经济性并管理电池充电。此外,该操作可以基 于组件或系统中的错误确定。
图4示意性描述了根据本发明的使用液压致动的压力控制开关的示例性的离合器控制回路。离合器控制回路200包括PCS210、液压致动的离合器230、压力开关240以及液压管路270、272、274、276、278和280。PCS210通过PCS中选择机构的转移选择性地控制流入和流出离合器230的加压液压油流,在该示例性的实施例中,该选择机构为滑阀柱塞220。柱塞220选择性地在柱塞的第一端222与柱塞的第二端224之间作用,力的平衡确定柱塞在PCS中的移动位置。柱塞220包括柱塞细节226,其包括孔、槽、通道或其它在柱塞上形成的特征,以在连接液压管路与PCS210的各种端口之间选择性地导引液压油。柱塞220在PCS210中的与上述离合器状态相应的位置选择性地将柱塞细节226对准实现目标离合器功能的液压管路。在图4的示例性的离合器中,右侧的柱塞位置对应完全充满状态,其中主液压管路272在PLINE处的液压压力通过柱塞细节226进入离合器供给管路276。进入离合器230的液压油充填离合器容积腔238,在离合器230中形成液压,并向活塞233施加一个合力。类似地,左侧的柱塞位置对应于排空状态,其中离合器230中的液压油可以离开离合器并且流过排出管路274进入液压控制系统回流管路(未示出)。选择柱塞220的位置是通过调节指令充填压力管路270的指令压力或指令充填压力实现的,该指令充填压力管路充填与第一端222接触的指令压力容积260。指令充填压力的调节受到控制模块或是受到发出指令控制离合器状态、离合器转变的模块控制,并且受基于动力系统策略的指令控制。对于本领域技术人员而言,由表面上的压力产生的力可以通过以下方程确定得出:
力=压强×作用的表面面积[1]
在示例性的柱塞220的情形中,从左边作用于柱塞的力等于指令压力容积260内获得的液压压力乘以第一端部222的表面面积。在指令压力容积260中的压力的增加增大了从第一端部222一侧作用于柱塞220的力。阀回位弹簧250对第二端部224施加力,作为与指令压力容积260中压力的相反方向的复位力。容积260中压力产生的力以及弹簧250产生的力一起作用以使得指令压力容积260中增加的压力倾向于将柱塞220沿一个方向移动,而指令压力容积260中减少的压力倾向于将柱塞220向相反的方向移动。示例性的PCS210包括另一包括反馈管路278的特征。通过离合器回流管路276流动的液压油附加地通过反馈 管路278流动或施加压力。来自反馈管路278的液压油重新进入反馈压力容积265中的PCS210中,其中反馈压力容积265与弹簧250位于柱塞220的同一侧。作用在柱塞220上的由反馈压力容积265的液压压力产生的力与来自指令压力容积260的液压压力产生的力抵消。结果是,当来自指令压力容积260的压力产生的力与弹簧250的力达到平衡时,会引起柱塞220处于与完全充满状态相关的位置,而与离合器充满状态相关联的到达了某一级别的离合器回流管路276中的增大压力产生一个力,该力将柱塞220推离完全充满状态位置。回流管路278的校准和/或控制以及与指令压力容积260中选择的压力对应的作用于柱塞220的合力可以在柱塞行程的相反端之间形成自动校准的柱塞位置,这就形成了重叠状态。回流管路278的校准和/或控制以及与指令压力容积260中选择的压力对应的作用于柱塞220的合力可以在柱塞行程的相反端之间形成自动校准的柱塞位置,这就形成了重叠状态。由于离合器回流管路中的压力损失,离合器回流管路中的离合器充填压力与离合器容积腔中的压力可以略为不同。但是,这一差别可能很小。为了公开的需要,离合器充填压力与离合器回流管路276中的压力和离合器容积腔238中的压力都相等。这一重叠状态对于调节离合器230中的压力非常有用,例如,这样可以实现对于离合器接触状态的控制。即使在回流管路278的这样的运转下,即指令压力容积260中压力产生的对于柱塞220的力超过了弹簧250施加的力与反馈压力容积265中液压压力产生力的合力的情况下,也可以获得完全充满状态。PCS210公知地包括压力开关240,由压力开关管路280充填,PCS210以公知的控制方法指示控制PCSC210所需的压力等级。在这种情形下,PCS210可以选择性地导入液压油以实现液压致动的离合器230中的多种状态。
通过调节指令充填压力,上述示例性的结构中的PCS可以在三种状态下运行。高指令充填压力控制完全充满的状态,允许充填的离合器的PLINE值的完全公开。低或空的指令充填压力控制排空状态,阻塞PLINE到离合器的入口,并为离合器中的排出液压压力提供路径。中间或校准指令充填压力控制重叠状态。重叠状态的功能依赖于校准的指令充填压力的校准。这一重叠状态的示例性的功能是控制离合器的接触状态。
液压致动的离合器使用选择性致动的加压液压流来获得所需的运动或压缩量。示例性的离合器通过接收加压液压油进入离合器容积腔运行。液 压致动的离合器230包括离合器缸232和机械离合器231。离合器缸232包括活塞233和离合器容积腔238。在一定充填压力下的加压液压油通过离合器回流管路276进入离合器容积腔238。离合器容积腔238中的液压油对容积腔中的特征施加压力。活塞233将由液压油产生的离合器充填压力转化为力。通过活塞233传输的力被用于通过根据上述的离合器同步运转所需的各种状态接合机械离合器231。正的液压压力被用于充填离合器容积腔238并在一个方向上移动活塞233。如本领域技术人员所公知的那样,液压油从离合器容积腔238中被排空在一定程度上导致在另一个方向上移动活塞233,但气蚀限制了低压液压油有效移动活塞233的能力。结果是,复位弹簧235被用于提供力来在与加压液压油作用方向相反的方向上移动活塞233。
机械离合器231被通过活塞233传递力选择性地致动。机械离合器231包括离合器盘234形式的离合器连接表面。离合器盘234被连接到变速器(未示出)的旋转部件上。当机械离合器231没有被致动的时候,离合器盘234保持分离状态。离合器盘234的某些部分的旋转不会引起离合器盘234的其余部分的旋转。当机械离合器231被致动时,离合器盘234与相邻的盘相接触,而离合器盘234之间的足够大的摩擦力形成了锁止关系,其中所述盘一致地运动。在施加转矩的旋转物体之间,物体之间产生的转矩容量(‘TC’)可以通过下列方程确定:
其中f是旋转物体之间的摩擦系数。如本领域技术人员公知的那样,f依赖于在两个物体之间是否有相对运动而改变。FA是法向于物体的旋转方向施加的轴向力。机械离合器231中的FA由通过活塞233传输的压紧力产生。当离合器处于接触状态时,FA基本保持为0,产生的转矩容量为0。
从一个运动极限到另一个运动极限移动活塞233的过程包括三个不同的阶段。第一阶段从离合器的完全释放状态开始,其中没有液压压力施加给活塞233,并且离合器处于没有液压油的排空状态,示例性的活塞233处于完全左侧位置,如附图4所示,并且与机械离合器231或离合器盘234没有接触。当处于离合器充填压力下的加压液压油被导入离合器容积腔238时,对活塞施加力并且它开始向右移动。由于活塞233还没有与机械离合器231接触,活塞 233移动相对容易,并且进入离合器容积腔238的加压流体实现了活塞233的相对迅速的移动。在第一阶段期间,离合器容积腔238中的液压油容积迅速改变。第三阶段可以被定义为活塞233向行程的右极限移动并与机械离合器231接触,活塞233上施加的力向机械离合器231传输力并且在离合器盘234之间形成压缩压力。由于活塞传输作用力时活塞233受到来自离合器盘234的相同的力,在加压流体对活塞的作用下,活塞233移动要慢得多。在第三阶段中,由于活塞仅在机械离合器231部件的附加压力下移动,离合器容积腔238中液压油的容积的改变要慢得多。在活塞处于零接触的阶段与对离合器盘施加压紧力的阶段之间的过渡阶段,可以定义出第二阶段,其中活塞233在相对迅速移动的阶段与相对缓慢移动的阶段之间过渡。在离合器盘234上突然施加力会产生负面效果,包括损坏盘以及潜在地引起接触或是导致驾驶性能的下降。波形板236可作为机械离合器231的一部分使用以吸收突然接触形成的力的一部分,使得第一阶段和第三阶段之间的过渡平缓一些。此外,在第一阶段的最后与第二阶段的开始之间可以定义接触状态,其中活塞开始与机械离合器231和波形盘236接触并施加力。
如上所述,离合器在锁止状态与释放状态之间过渡,并且当反作用力矩通过离合器传输时,设计成同步运行或是没有相对滑动的离合器要求基本为零的相对速度。离合器同步运行的示例性的策略包括使得离合器接合表面同步,随后实现接触状态,之后施加夹紧力以锁止离合器,从而在离合器中产生离合器转矩容量,并且然后通过离合器传输反作用力矩。
连续的并且在一些情况下同时实施操作来实现离合器盘同步的离合器控制策略首先将离合器致动到接触状态,然后到完全锁止状态,并且再之后增加锁止的离合器的转矩容量。这些操作进行的顺序对于同步操作非常重要,但同样地,整个离合器的过渡必须在尽可能短的时间历程中完成,以保证驾驶性能。指令必须传给估计反应时间的各种动力系统组件,从而以尽可能小的延迟按顺序产生各种换档操作。指令和产生的动作可以是同时产生的和重叠的,需要理解的是各组件响应于指令到达特殊状态所需的时间对于调整同步离合器操作所需的顺序下的反应非常重要。对致动离合器的液压控制系统的指令和离合器中产生的动作对于上述连续的步骤非常重要。
多种PCS物理结构是已知的。如上所述的一种示例性的PCS结构 利用圆柱形外壳中的圆柱形柱塞。但是,多种形状、结构、致动方法和校准策略在本领域中均是公知的,并且这一公开内容并不被限制到这里所述的特殊的示例性的实施例中。
压力开关240被校准用来指示到达一定标准的压力。在图4所示的特殊实施例中,当PCS处于完全充填状态时,压力开关可例如用于仅指示正的信号。在这一示例性的应用中,压力开关指示的校准并不需要与它所承受的实际压力例如指令压力容积260中的压力等级相对应,但当压力开关被置于加压液压油中时,它可以指示压力超出的某种标称等级。
如上所述,离合器的操作与控制对于操作复杂的动力系统例如混合动力系统非常重要。驾驶性能、燃油经济性和组件寿命均被系统中离合器的操作影响。如果接触状态所期望的离合器缸中的充填容积过低,其中期望充填容积比实际充填容积要低,为产生离合器转矩容量在离合器中随后施加的离合器充填压力将基于充填容积中的亏空量滞后一定的程度。依赖于滞后的尺度和反作用力矩以怎样的速度通过离合器传输,在离合器中会发生滑动。滑动可以直接通过离合器盘测量,其中相应的输入和输出部件直接被传感器监控以判断较低的充填容积。在替代实施例中,其中部件没有被直接监控,已知的或被监控的部件速度传递之间的关系可用于推断或确定部件没有直接被监控的速度。如果用于接触状态的离合器中的实际充填容积过高,会发生非计划中的离合器盘的接触并导致驾驶性能的问题。如上所述,离合器盘的同步在离合器盘到达接触状态之前出现。如果实际的充填容积比期望的充填容积高,活塞会比期望的情况更近地接合离合器盘。如果在盘同步之前离合器盘接触,则随后在离合器盘之间会出现滑动和转矩的传递。此外,如图1和表1中所述的示例性的离合器操作,任何在离合器盘意外接触时通过离合器传输的转矩可在动力系统操作中产生可感知的冲击,或在变速器的操作范围状态下产生离合器逻辑错误。已知的利用查找表来控制离合器致动装置例如PCS的方法是不精确和不高效的。基于对可获得的输入的分析可在液压控制系统中确定出很多内容。这里披露的估计和更正充填容积的方法对于在液压致动的离合器中产生接触状态是有效的。
压力开关循环时间是反应时间的尺度,其中反应时间是由液压致动的离合器的液压流动的开始到某些感兴趣的离合器状态的离合器充填操作的 反应时间,其由控制离合器操作的PCS的结构得到。测量从完全充满状态到重叠状态的PCS开关时间的压力开关循环时间可用于通过时间分析诊断离合器到达接触状态的时间,其中重叠状态被用于实现相关离合器中的接触状态。利用压力开关循环时间的示例性的方法是首先追踪与初始化完全充满状态并超过压力开关的校准的压力的指令充填压力相对应的压力开关信号,然后第二步追踪与感测的压力降低相对应的压力开关信号,例如如果通过到达重叠状态的PCS柱塞切断压力传感器的指令充填压力。这两个压力开关信号之间的时间间隔可以作为压力开关循环时间追踪,其测量在PCS中实现重叠状态所需的时间。图5示出了根据本发明的在PCS中到达重叠状态所需的充填时间相对于指令充填压力的图表。
图5中的示例性的数据描述了压力开关循环时间中的整个趋势。离合器回流管路中和离合器容积腔中的离合器充填压力是施加给PCS的PLINE减去通过PCS和相关管路的流动导致的任何压力损失所得到的结果。由流动导致的压力损失可由以下方程计算得出:
压力损失=流量×流阻 [3]
流阻在给定设置下对于PCS的固定几何特性是固定的项。压力损失因此与流量成比例。当离合器活塞被移动时通过PCS到离合器的流量很高,例如在上述的第一阶段中。当离合器活塞相对固定时通过PCS到离合器的流量较低,例如在上述的第三阶段中,此时活塞主动压住离合器盘。由于离合器充填过程通过PCS的流率的变化导致PCS中压力的可感知变化。应用到图5的数据趋势中,低的指令充填压力对应于低的压力开关循环时间。低的指令充填压力可以容易地被在完全充满状态下应用PLINE在PCS中引起的反馈压力计量。离合器中的最终离合器充填压力仅在PCS设置到重叠状态时开始增加,其阻止了任何离合器缸中进一步的压力增加,这样如上所述当离合器仍然处于第一阶段中时PCS到达重叠状态。当指令充填压力增加时,压力开关循环时间也迅速增加。由于离合器还处于上述的第一阶段,其中活塞迅速地被液压流体移动,最终的高流量还是导致高的压力损失。结果是,离合器充填压力和反馈回路中的最终压力缓慢上升,导致了在指令充填压力的每次增量式增加的情况下显著长的递增的压力开关循环时间。一旦活塞已经被移动并且离合器到达第三阶段时,如上所述,通过应用离合器充填压力施加给活塞的附加的力产生与波形盘和离合器盘的压缩 量相应的更少的位移量,离合器容积腔的容积缓慢改变,而流入缸内的液压流体减少。结果是,由流动导致的压力损失减少,并且离合器充填压力迅速接近静压或PLINE。由于第三阶段中的离合器充填压力迅速增加,所以增量式增加离合器充填压力所需的时间间隔减小。更高指令充填压力下的指令充填压力的增加仅仅导致压力开关循环时间少量的增加。
作为上述特性的结果,PCS的低指令充填压力与低压力开关循环时间相对应。当指令充填压力增加时,在PCS中达到重叠状态的递增次数首先迅速增加,随后当离合器盘开始压紧时更为缓慢。压力开关循环时间特性的两个区域之间的过渡区域描述了第一阶段和第三阶段或第二阶段之间的过渡。如上所述,在第一阶段的末尾和第二阶段的开始之间出现接触状态。
如上所述,在曲线的较陡部分中的指令充填压力与获得连接的离合器的接触状态之前中止完全充满状态操作的PCS相对应。在需要高效获得接触状态的离合器换档过程中,达到接触状态之前使PCS过渡到重叠状态并不优选。但是,高的指令充填压力超越了离合器的接触状态并可能导致驾驶性能问题。通过利用一系列指令充填压力分析压力开关循环时间的例子,指令充填压力中增量式增加的循环时间的差异可用于校准或确定优选的指令充填压力以迅速而精确地实现接触状态。
图6是根据本发明的通过一系列增量式减少的指令充填压力在PCS中达到重叠状态所需的充填时间相对于指令充填压力的图表。如上文关于图5所述,在连接离合器中获得接触状态之前,曲线较陡的部分中的指令充填压力与PCS的中止完全充填状态操作相对应。由于这种操作的结果并不是优选的,以及由于可以预计到过高的指令充填压力并进行调整,如果需要的话,在递增的压力开关循环时间下以略微高的指令充填压力开始探测过渡的方法是优选的。指令充填压力被作为增量式减少的例子P1到P6示出。相对应的压力开关循环时间示为T1到T6。在压力开关循环时间之间的变化被示为D1到D5。对D数值进行比较得出D1与D3之间较小的变化,其中这些数值属于D数值在压力开关循环时间下的最小变化的子集。但是,D4比D3要大得多。这个变化表示压力开关循环时间的过渡在P4和P5之间表示。通过选择处于P4或大于P4的优选的指令充填压力,指令充填压力将不会在达到接触状态之前停止完全充满状态。一种保证优选的指令充填压力明显高于图6指示过渡点的优选方法是将指令充 填压力的调整量加到指示增加的D值的第一P值上。示例性的指令充填压力增加量是标定样例中所使用的增量式减少量的数值的1.5倍。在示例性的数据中,将得出优选的指令充填压力,其位于P4和P3之间。在这种情况下,可以通过一系列指令充填压力来比较压力开关循环时间以标定或确定优选的指令充填压力,从而高效地实现接触状态。
上述导致在离合器中接触状态下可预测地压力开关指示的校准优选指令充填压力的方法可执行一次,并且不确定地维持以用于充填离合器。但是,当系统温度和磨损量随时间变化时,充填过程中的离合器特性会发生改变。离合器充填过程的特性例如与期望压力开关循环时间相比的测量的压力开关循环时间可用于连续地或周期性地验证优选指令充填压力。在测量值与期望值的差值大于极限值的情况下,可以重新开始校准过程以确定新的优选指令充填压力。这一过程在动力系统的寿命内可以发生多次以维持在离合器充填过程中精确指示接触状态的能力。
图7以图表的形式描述了在PCS中使用的示例性的指令充填压力来将先前排空的离合器充填到锁止状态,包括根据本发明的中间接触状态的指令。例如通过指令充填压力管路270所导引的离合器指令充填压力是关于时间绘制的。如上所述,离合器的同步操作需要离合器盘首先同步,离合器盘随后进入接触状态,然后离合器盘被锁止,接着施加到离合器盘的夹紧力增加以在离合器中产生离合器转矩容量。在图表中的左端,被致动的离合器的离合器容积腔首先没有液压流体。充填离合器的指令启动,然后进行在充填离合器指令后的指令延迟,指令充填压力逐渐提升到充填脉冲压力。如上所述的,指令充填压力用来将PCS中的柱塞装置移动到完全充满状态。由于通过校准的脉冲时间,离合器可假定成还没有达到所需的接触状态,在某些高的指令充填压力下的充填脉冲可用于迅速驱动柱塞至完全充满状态并将PCS维持在这一状态。通过校准的脉冲时间进入离合器的流量以及离合器中最终的充填体积可基于PLINE和充填脉冲过程的流动的期望特性进行估计。在从充填脉冲指令开始的校准的脉冲时间,指令充填压力被降低到校准的指令充填压力,例如图6中确定的优选指令充填压力。充填过程在校准的指令充填压力下继续直到实现重叠状态,并且如上所述实现接触状态。校准的充填时间可以在充填离合器的指令初始化时开始确定以及基于在PCS中实现重叠状态的点时开始确定。如上所述,图4 的示例性的PCS包括反馈管路,其基于校准的反馈压力提供自校准柱塞位置。图7中的校准的指令充填压力被选择以在指令充填压力与校准的反馈压力之间实现平衡,从而在离合器充填管路和离合器容积腔中的离合器充填压力达到与接触状态相应的某一优选充填压力时在PCS中实现重叠状态。当PCS处于完全充满状态时离合器供给管路中的离合器充填压力将增加。在重叠状态下离合器供给管路中的离合器充填压力将保持稳定或是略为减少。PCS可在短时间内操作,并在完全供给状态和重叠状态之间振荡,其中在振荡中离合器供给管路中的平均压力维持一定的离合器充填压力。将指令充填压力设置成导致可预测的重叠状态的校准的指令充填压力会在离合器充填管路和离合器容积腔中产生所需的等级的离合器充填压力。在离合器容积腔中的所需压力在离合器中形成可预测的充填过程。此外,校准的指令充填压力在校准的充填时间内维持以通过持续时间在离合器中维持可预测的充填过程,该持续时间对于在离合器中形成充填体积的液压油并且在离合器中形成接触状态是有效的。通过在校准的充填时间内在离合器容积腔中给出可估计的充填压力特性,可以估计出离合器实际充填容积。
这里公开了一种在最终的接触状态下基于离合器的测量特性维持和调节基准充填容积的方法,其调节期望用于在离合器中产生接触状态的离合器充填容积与产生接触状态的实际充填容积之间的误差。期望用于产生接触状态的充填容积或者基准充填容积可以首先在设计位置接触状态下设置成离合器容积腔的设计容积。利用充填容积,以下的方程可用于设置充填时间:
当充填先前已经排空的离合器的指令开始时校准的充填时间开始,并且当离合器处于接触状态以及离合器的完全充填结束时校准的充填时间结束。确定的流量作为PLINE和TOIL的函数计算。PLINE可以直接测量,可以通过液压控制系统和液压泵操作的计算估计,或者基于对于液压控制系统的近似操作足够的模型确定,例如,确定流入控制系统和流出控制系统的液压流的最终结果的模型。校准的充填时间可用于在离合器中形成接触状态。校准的充填时间可用于核实充填容积。实际的充填容积或测量的充填容积可通过以下方程计算:
测量的充填容积=流量×校准的充填时间 [5]
这个测量的充填容积可用于与在先的或基准充填容积比较来通过以下方程得出充填容积误差(‘ε’)
ε=测量的充填容积-基准充填容积 [6]
该误差项可用于调整或更正基准充填容积,其允许对例如充填时间这样的项进行调整以准确地获得接触状态。依赖于用来充填离合器的特殊方法,校准的充填时间或更正后的基准充填容积可用于获取接触状态作为离合器接合过程的一个步骤。
改变权限指的是控制系统调整测量值到可接受误差的能力。监控系统的信号在信号中有一些偏差。应用到例如液压致动的离合器的系统,偏差源例如油温或PLINE的差别会影响离合器特性和通过监控离合器产生的最终信号。与期望值的偏差或误差中的一些仅仅出现一次并且并不指示信号的趋势。监控信号的精确度不会通过调整偏差得到改善,并且监控信号的系统的输出优选不会受到信号中的随机偏差或离散偏差的影响。其余偏差或误差形成一种趋势并指出在监控过程中不正确的假设或是所研究的系统或装置中的变化。例如,如果离合器的实际充填容积与离合器的期望充填容积不同,则对充填容积的监控将趋向于显示信号中的常差(consistent error)。对于信号数据趋势的调节是适当的。
改变权限描述了基于单一误差测量系统可以对信号监控过程实施多少改变。如果示例性的系统测量容器的容积,在测量中发现四个单位的误差,并拥有完全改变的权限,则系统可以通过四个单位的偏置对测量误差进行调整。如果同样的系统仅具有一半改变的权限,则在测量中感知了四个单位误差的系统可以通过两个单位的偏置调整测量误差。有限的改变权限在系统中允许逐步调节,而数据的有限变化会在系统输出中产生可变的结果,但不会使得系统的整个操作无效。输出误差的整个趋势可被调节,但单独的误差或变化将不会在系统中产生大的调节。有限的权限可在静态方式下使用,而所有的变化被限制在特殊权限下,或者可以改变有限权限的比例,以使得在一个方向上重复出现的误差最终产生更大的调整权限。
图8到11以图表的形式描述了根据本发明的对系统调整施加有限权限的示例性的反作用模型。对感受到的输出误差进行更正的系统可以将任何与可接受的数值或范围的偏差作为可能的调整。其它系统可以应用显著的误差 极限,其需要范围之外的偏差来考虑系统更正的误差。图8到11绘制出了改变权限与显著误差之间的关系,其使用上述的示例性的显著误差极限值,但这里公开的内容并不限制于选择误差的特殊方法。图8示出了使用固定有限权限的示例性的系统。对于任何显著误差,将比例因素用于误差以在系统更正时降低误差的作用。这一比例因素具有减少或抑制感知误差对系统影响的作用。周期性或单独的误差与随着时间变化没有错误的信号的平均作用相比对系统具有有限的作用。
图9示出了使用快速自适应有限权限反作用模型的示例性的系统。如上所述,显示信号数据趋势的重复误差可基于显著误差的感知用于调节系统。仅仅出现少数几次的误差或是以中心值为中心的误差不应用于显著地调节系统。图9示出了调节误差的方法,其中在一个方向上恒定的误差迅速接收完全的权限来调整系统以适应误差,但随机的或交替的误差趋向于被标准化到中心点,其授予对于改变的稳定递减的有限权限。一旦系统初始化,任何误差在误差方向接收完全权限。在图表中随意地选定正的和负的误差,并且指示与正常值或期望值的一致方向上的误差。一旦在其它方向探测到误差,开始对权限进行限制,并且以实际正常值为中心的误差发生率趋向于将系统朝向图9所示反作用模型的中心驱动。
图10示出了使用中速自适应有限权限反作用模型的示例性的系统。仅仅出现少数几次的误差或是以中心值为中心的误差不应用于显著地调节系统。图10示出了调节误差的方法,其中在一个方向上恒定的误差迅速接收完全的权限来调整系统以适应误差,但随机的或交替的误差趋向于被标准化到中心区域,其仅仅授予对于改变的有限权限。图10中的反作用模型与图9中所示的反作用模型类似地起作用,区别在于模型中心的一些偏差被认为是正常的,并且在中心区域施加固定减少的权限直到误差在单一方向上稳定移动。
图11示出了使用慢速自适应有限权限反作用模型的示例性的系统。图11描述了授予模型中心区域固定权限的反作用模型,其与图10的反作用模型类似,区别在于固定权限的区域被加宽。根据该反作用模型,误差必须在同一方向上重复出现以接收完全的改变权限,并且在其它方向上出现误差时快速失去完全改变权限。
使用根据上述方法开发的有限改变权限因素来调节充填容积,充填容 积可以根据以下方程设置。
新的充填容积=基准充填容积+ε×有限权限因素 [7]
这种新的充填容积可以基于方程4中的关系用于确定新的充填时间。然后这一新的充填容积可作为用于之后的更正迭代的基准充填容积。
需要注意的是,图9至11所示的模型在反作用模型中心处没有降低到零权限,而是将改变权限降低到完全改变权限的一部分。上述模型中心的改变权限可基于被监控的信号特性降低一点或降低到零。所使用的反作用模型的特性包括降低权限的等级和使用的特殊模型可通过足以精确预测被监控信号特性的模型或其它技术根据试验和经验可预见地发展,并且大量的反作用模型可被同样的系统在不同状况或操作范围内使用。应用到充填容积,期望充填容积可以通过离合器特性的解释与测量或估计的充填容积进行比较,并且可以对充填容积中的显著错误进行评估并将其用于更正期望充填容积。使用各种改变权限值的不同反作用模型可用于基于与这些源变化的偏差调整期望充填容积,源变化可以是离合器中设计几何参数或期望特性的变化、瞬态的作用或变化状况的效果例如TOIL或PLINE以及磨损对离合器特性的作用。
需要理解的是可以在发明范围内作出改变。对于发明的描述是通过优选实施例和其变型进行的。通过阅读和理解可以作出进一步的变型和改变。这些变型和改变都落入本发明的范围之中。
Claims (12)
1.控制包括电动-机械变速器的动力系统的方法,该变速器机械式地可操作连接到内燃机以及电机上,内燃机和电机通过多个液压致动的扭矩传递离合器将机械功率选择性地传输给输出部件,所述方法包括:
将其中一个液压离合器充填至用于实现所述离合器接触状态的基准充填容积,其中充填是在压力控制螺线管的控制下完成的;
监控所述液压离合器的实际充填时间;
监控所述充填所使用的流量;
基于所述实际充填时间和所述流量确定测量的充填容积;
基于所述测量的充填容积和所述基准充填容积计算充填容积误差;
基于所述充填容积误差调节所述基准充填容积;和
在所述离合器的后来的操作中利用所述被调节的基准充填容积;
其中,基于所述充填容积误差调整所述基准充填容积包括通过由有限改变权限因素修正的所述充填容积误差更正所述基准充填容积;
其中有限改变权限因素用于描述基于单一误差测量系统可以对信号监控过程实施有限改变。
2.根据权利要求1所述的方法,进一步包括监控所述压力控制螺线管的压力开关循环时间,该压力控制螺线管追踪所述充填过程,其中对所述实际充填时间的所述监控是基于所述压力开关循环时间进行的。
3.根据权利要求1所述的方法,进一步包括:
监控用于所述充填过程的液压管路压力;和
监控液压油温;
其中对在所述充填过程中使用的所述流量的监控包括基于所述液压管路压力和所述液压油温进行的流量计算。
4.根据权利要求1所述的方法,其中,基于所述充填容积误差对所述基准充填容积的调整包括通过所述充填容积误差更正所述基准充填容积。
5.根据权利要求1所述的方法,其中,所述有限改变权限因素包括快速自适应有限改变权限反作用模型。
6.根据权利要求1所述的方法,其中,所述有限改变权限因素包括中速自适应有限改变权限反作用模型。
7.根据权利要求1所述的方法,其中,所述有限改变权限因素包括慢速自适应有限改变权限反作用模型。
8.根据权利要求1所述的方法,其中,基于所述充填容积误差对所述基准充填容积的所述调整包括:
将所述充填容积误差与显著误差极限比较;
基于所述比较确定显著误差的出现;和
基于所述显著误差的出现通过由有限改变权限因素修正的所述充填容积误差更正所述基准充填容积。
9.控制包括电动-机械变速器的动力系统的方法,该变速器机械式地可操作连接到内燃机以及电机上,内燃机和电机通过液压致动的扭矩传递离合器的选择性应用将机械功率选择性地传输给输出部件,所述方法包括:
将所述液压离合器充填至基准充填容积,该基准充填容积被校准用于在所述离合器中实现接触状态,其中所述充填过程包括在校准的充填时间内将加压的液压油施加至处于预先排空状态的所述离合器中;
基于压力开关的操作监控所述液压离合器的所述充填过程,其中压力开关位于压力控制螺线管中,而压力控制螺线管控制所述充填过程和进入所述液压离合器的估计液压流量;
基于对所述充填过程的所述监控计算测量的充填容积;
基于所述测量的充填容积和所述基准充填容积评估所述离合器的期望的充填容积的显著误差;
基于所述显著误差通过应用有限改变权限反作用模型调整所述基准充填容积;和
在所述离合器的随后的充填过程中利用所述被调整后的基准充填容积;
其中有限改变权限反作用模型用于描述基于单一误差测量系统可以对信号监控过程实施有限改变。
10.控制包括电动-机械变速器的动力系统的装置,该变速器机械式地可操作连接到内燃机以及电机上,内燃机和电机通过液压致动的扭矩传递离合器的选择性应用将机械功率选择性地传输给输出部件,所述装置包括:
选择性地将加压液压油导入所述离合器的压力控制螺线管;和
控制模块,其包括如下指令:
基于基准填充容积和所述压力控制螺线管的压力开关的操作监控所述离合器到接触状态的充填过程,
估计到所述离合器中的液压流量,
基于对所述充填过程和所述估计的液压流量的所述监控计算测量的充填容积,
基于所述基准充填容积和所述测量的充填容积计算充填容积误差,和
基于所述充填容积误差调整所述基准充填容积,其中将所述充填容积误差与显著误差极限比较;基于所述比较确定显著误差的出现;和基于所述显著误差的出现通过乘以有限改变权限因素的所述充填容积误差更正所述基准充填容积;
其中有限改变权限因素用于描述基于单一误差测量系统可以对信号监控过程实施多少改变。
11.根据权利要求10所述的装置,其中,所述控制模块进一步包括在所述离合器的随后充填过程中利用所述被调整的基准充填容积的指令。
12.根据权利要求10所述的装置,进一步包括离合器,该离合器包括:
连接到一对旋转部件的离合器盘;和
基于所述加压液压油选择性地施加压紧力以选择性地连接所述离合器盘的离合器缸。
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