CN101450664A - 控制用于电-机械变速器部件润滑的液压的方法和设备 - Google Patents

控制用于电-机械变速器部件润滑的液压的方法和设备 Download PDF

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CN101450664A
CN101450664A CNA2008101778325A CN200810177832A CN101450664A CN 101450664 A CN101450664 A CN 101450664A CN A2008101778325 A CNA2008101778325 A CN A2008101778325A CN 200810177832 A CN200810177832 A CN 200810177832A CN 101450664 A CN101450664 A CN 101450664A
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motor
line pressure
minimum line
speed
control system
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CN101450664B (zh
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K·L·戴
J·-J·F·萨
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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    • B60W20/15—Control strategies specially adapted for achieving a particular effect
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    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
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    • B60W2710/0666—Engine torque
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
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    • B60W2710/083—Torque
    • 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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • 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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    • F16H3/727—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
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Abstract

本发明涉及一种控制用于电－机械变速器部件润滑的液压的方法和设备。该方法包括：监控发动机的速度和电机的速度；基于发动机的速度确定润滑发动机所需的最小管路压力；基于电机的速度确定润滑电机所需的最小管路压力；和控制液压控制系统的最小管路压力，以至少满足最小管路压力中的较大的值。

Description

控制用于电-机械变速器部件润滑的液压的方法和设备
相关文献的交叉引用
【0001】本申请要求申请日为2007年10月26日的美国临时申请No.60/982,863的权益，其内容以引用的方式纳入其中。
技术领域
【0002】本发明涉及一种电-机械变速器的控制系统。
背景技术
【0003】该部分的说明仅仅为当前公开的内容提供背景信息，并不构成现有技术。
【0004】将电能转化为转矩或将转矩转化为电能的装置以一定的效率运转。一些输入量被转化为输出。但是，在每次运转中，会失去一些输入量，主要是热量被拒绝回到装置中。
【0005】已知的动力系结构包括产生扭矩的装置，包括内燃机和电机，其将转矩通过变速器装置传输给输出部件。一种示范性的的动力系包括双模式、复合分配式的电-机械变速器，其利用输入部件从原动力源、优选从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动力传动系上以向那里传输牵引力矩。作为电动机或发电机工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传输。控制系统监控来自车辆和操作者的各种输入并为动力系提供可操作的控制，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，并且调节在电能存储装置和电机之间进行的电能交换以管理包括转矩和旋转速度在内的变速器输出。在整个动力系中为多个功能提供加压液压流体的液压控制系统是公知的。
【0006】上述装置在混合动力车辆中的运转需要管理许多转矩轴承轴或与上述发动机、电机和动力传动系连接的装置。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用于提供输出转矩。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来自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。
【0007】离合器是现有技术中公知的用于轴的脱离和接合的装置，其包括对于旋转速度和轴之间的转矩差的管理。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，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，到具有一些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滑动之前决定了离合器能达到的反转矩大小。
【0008】如上所述的液压控制系统利用充满液压流体的管路来选择性地激活变速器中的离合器。然而，液压控制系统可以在混合动力系中实施很多其它的功能也是已知的。例如，如上所述，在混合动力系中使用的电机产生热量。已知的实施例利用来自液压控制系统的液压流体在机器冷却功能中冷却电机。此外，已知的实施例利用液压流体来润滑机械装置，例如轴承。液压回路会有一定程度的内部泄漏也是已知的。
【0009】众所周知的是处于液压控制系统中的液压流体通过泵来进行加压。泵可以是电驱动或者优选地被机械驱动。众所周知的是除了第一主液压泵之外，液压控制系统还包括辅助液压泵。内部推动装置在一定速度下旋转和运行，将液压流体从回流管路抽出并为液压控制系统加压。通过泵进行的液压流体供应受到很多因素影响，包括但不局限于泵的速度、液压管路压力(PLINE)施加的背压和液压流体的温度(TOIL)。
【0010】液压控制系统中的合成或净的PLINE受很多因素影响。附图1示意性地表示出根据当前公开的内容在示范性的液压控制系统中影响液压流量的因素的模型。正如本领域技术人员意识到，质量守恒定律解释了，在稳定状态下，流入系统的流量必定等于流出系统的流量。如图1所示的那样，液压油流通过泵供应给液压控制系统。通过液压控制系统所提供的各种功能，流体从液压控制系统流出。示范性的实施例包括下列功能：液压油充满离合器装置以提供锁定上述离合器所需的夹紧力；液压油根据需要对电机和其它组件进行冷却；液压油用来对变速器的一部分进行润滑；以及液压油通过内部泄漏流回液压回路。PLINE表示的是系统中所保持的液压油的最终进液量：对于通过系统的任何流量，系统中的最终压力取决于系统中的流阻。系统中较高的流阻会导致给定流量的较高的系统压力。反过来说，系统中较低的流阻会导致给定流量的较低的系统压力。对于图1而言，PLINE或是液压控制系统中的压力基于液压控制系统的使用情况改变。例如，充满前述的未充满的变速器离合器需要消耗液压控制系统的大量流量。通往离合器的孔具有低阻力以在短的时间间隔内将大量液压油抽出。结果是，在充满离合器的过程中，在否则不发生改变的液压控制系统中的PLINE会降低。反过来说，在液压控制系统给定的功能设置中，PLINE基于泵提供的流量改变。对于与给出功能相关的给定流量限制设置，来自泵的增加的流量将导致更高的PLINE。
【0011】液压控制系统的润滑功能包括混合动力系所应用的一些流入电机的液压油流量，例如，阻止轴承由于轴承内部摩擦力而失效。这种轴承的摩擦力和导致的应力和热量随着驱动轴承的装置的速度而增大。轴承设计成以足够的润滑等级工作，以降低轴承中的摩擦力。如果这种轴承没有足够的润滑，则轴承中的力、应力和热量将迅速偏离设计等级。
【0012】已知的在混合动力系中对装置进行润滑的控制方法包括利用液压控制系统来提供通过固定孔回路的流量。在这一示范性的设计中，流入冷却剂回路的最终流量将随着PLINE的增加成比例增加。此外，使用压敏阀是已知的，其中通过增加PLINE将阀打开，降低阀所产生的孔的流阻。结果是，流量将会随着PLINE的增加非线性增加，附加的流量由PLINE的增量式的增加产生。这种机械阀非常有用，因为不需要任何传感器，并且压敏阀中的主要错误来源，延迟和迟滞性通常将不会显著偏离润滑所需的流量等级。
【0013】正如本领域所公知的以及上文所描述的那样，与电机运转相关联的轴承所需要的润滑随着电机旋转速度的增加而增加。但是，如上所述，液压油的比率并且因此通过润滑回路流入装置的液压油流量仅仅随着PLINE的增加而增加，其中润滑回路具有固定孔或压敏阀。由于PLINE经常是直接被发动机驱动，并且由于电机运转并未与发动机运转相结合，当电机速度增加的时候PLINE不必增加。结果是导致这样的情况出现：即在没有被充分润滑的电机中会出现高电机速度和低PLINE。这一状况可以通过设计冷却剂回路的流阻来为电机的所有可预知的运转状况提供充足润滑得到避免，但在电机的润滑需求不需要该设计的情况下该设计在循环期间需要过多的液压油流量。此外，阀基于控制信号调节流量也是已知的。但是这种控制信号是基于传感器读数的；并且基于变化作出反应，例如温度的变化，并且通常包括滞后时间；需要昂贵的传感器；并且屈从于传感器的错误。在液压控制系统中通过调节PLINE控制润滑流的方法是有用的，其中PLINE基于转矩产生装置的速度。
发明内容
【0014】本申请公开了一种控制电-机械变速器中润滑组件的液压管路压力的方法，该变速器可机械操作地连接至内燃机和电机，并适于选择性地将机械功率传输给输出部件，该方法包括监控发动机速度，监控电机速度，基于发动机速度确定润滑发动机所需的最小管路压力，基于电机速度确定润滑电机所需的最小管路压力，控制液压控制系统的最小管路压力用于至少满足润滑发动机所需的最小管路压力和润滑电机所需的最小管路压力中的较大的值。
附图说明
【0015】根据如下的附图示范性地对本发明的一种或多种实施方式进行详细描述，其中：
【0016】图1示意性示出根据本发明的在示范性的液压控制系统中影响液压流量的因素的模型；
【0017】图2是根据本发明的示范性的动力系的示意图；
【0018】图3是根据本发明的用于控制系统和动力系的示范性的结构的示意图；
【0019】图4是根据本发明的液压回路的示意图；
【0020】图5是根据本发明的描述基于发动机速度和电机速度确定满足润滑需求的最小PLINE的示范性的确定过程的信息流图；和
【0021】图6是根据本发明的描述满足液压控制系统提供的功能的需求的最小PLINE的示范性的确定过程的信息流图。
具体实施方式
【0022】现在来看附图，其中所示对象仅仅为了描述某些示范性的实施例，并不用于限制实施例，附图2和附图3表示示范性的电-机械混合动力系。根据本发明的示范性的电-机械混合动力系在图2中示出，包括可操作地连接到发动机14以及第一和第二电机(‘MG-A’)56和(‘MG-B’)72的双模式、复合分配式电-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的功率以输入转矩的形式描述，分别称为TI、TA和TB，而速度则分别称为NI、NA和NB。
【0023】示范性的发动机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燃式发动机，也可以是压燃式发动机。发动机14包括可操作地连接到变速器10的输入轴12的曲轴(未示出)。旋转速度传感器11监控输入轴12的旋转速度。发动机14的包括旋转速度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)。
【0024】示范性的变速器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C1 70、C2 62、C3 73和C4 75。在这里所用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离合器或片组，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可操作控制离合器状态。离合器C2 62和C4 75优选包括应用液压的旋转摩擦离合器。离合器C1 70和C3 73优选包括液压控制的固定装置，其可以选择性地接到变速器壳68上。离合器C1 70、C2 62、C3 73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接收加压液压流体。
【0025】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，定子铁芯具有从其延伸出来的缠绕的电线圈。第一电机56的转子支撑在毂衬齿轮上，该毂衬齿轮通过第二行星齿轮组26可操作地连接到轴60。第二电机72的转子固定连接到中心轴套66。
【0026】每个分相器80和82都优选包括可变磁阻装置，该可变磁阻装置包括分相器定子(未示出)和分相器转子(未示出)。分相器80和82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地连接到第一和第二电机56和72的相应定子上。分相器转子可操作地连接到第一和第二电机56和72的相应转子上。每一分相器80和82信号地并可操作地连接到变速器功率转换器控制模块(以后称为‘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，从而相应地监控第一和第二电机56和72的旋转位置。此外，来自分相器80和82的信号输出分别被编译以提供第一和第二电机56和72的旋转速度，即NA和NB。
【0027】变速器10包括输出部件64，即可操作地连接到车辆(未示出)的动力传动系90以为车轮93提供输出功率的轴，其中一个车轮在图2中示出。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来测定车速、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控制，其中传感器的输出由参照附图3描述的分布式控制模块系统中的控制模块控制。
【0028】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)是由燃油或储存在电能储备装置(此后称为‘ESD’)74中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，在正常操作时，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传输电能，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传输电能，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。
【0029】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并据此控制转换器状态，以提供电机驱动或回收功能来满足要求的马达转矩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晶体管(未示出)，其通过高频切换为第一电机56和第二电机72相应地提供功率。绝缘栅双极晶体管形成一种开关式能源，其设置为接收控制指令。对于每一三相电机的每一相位都典型地具有一对绝缘栅双极晶体管。绝缘栅双极晶体管的状态被控制以提供电机驱动的机械功率或电功率的再生功能。三相转换器通过直流传输导体27接收或供应直流电功率，并将其转换成三相交流功率或从三相交流功率进行转换，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传导以作为电动机或发电机运转。
【0030】图3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车控制结构的子集，并提供附图2所述的示范性的动力系的调节系统控制。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提供监督控制和调节。用户界面(‘UI’)13可操作地连接到多个装置，通过所述装置，车辆操作者控制或导引电-机械混合动力系的运转。所述装置包括加速踏板(‘AP’)113、操作者制动踏板112(‘BP’)、变速齿轮换档杆114(‘PRNDL’)和车速导航控制(未示出)，通过加速踏板确定操作者转矩请求。变速齿轮换档杆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。
【0031】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关于运转参数和致动器指令信号的状态的结构化通信。使用的特殊通信协议是应用所特有的。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定的通讯和多控制模块界面。多条通信总线可用于改进通信速度和提供一定等级的信号冗余度和完整性。在各个控制模块之间的通信同样可以受直接连接影响，例如串行外围接口(‘SPI’)总线(未示出)。
【0032】HCP5为动力系提供监督控制，并用于协调ECM23、TCM17、TPIM19和BPCM21的运转。基于各种来自用户界面13和动力系包括ESD74，HCP5的输入信号产生各种指令，相应地包括：操作者转矩请求(‘TO_REQ’)，传输给动力传动系90的要求的输出转矩(‘TCMD’)，发动机输入转矩指令，变速器10的转矩传递离合器C1 70、C2 62、C3 73、C4 75的离合器转矩；以及第一电机56和第二电机72的转矩指令。TCM17可操作地连接到液压控制回路42并提供各种功能，包括监控各种压力传感设备(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。
【0033】ECM23可操作地连接到发动机14，并作用以在多条离散线路上从传感器和发动机14的控制致动器获取数据，其中线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基于被控制的发动机速度和负载在那个点及时地确定提供给变速器10的实际发动机输入转矩TI，其被传输给HCP5。ECM23监控来自旋转速度传感器11的输入来确定输入轴12的发动机输入速度，该发动机输入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：歧管压力、发动机冷却剂温度、环境空气温度和环境压力。发动机负载可以例如通过歧管压力或作为替代方案通过对加速踏板113的操作者输入的监控确定得出。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，它们均未示出。
【0034】TCM17可操作地连接到变速器10并监控来自传感器(未示出)的输入来确定变速器运行参数的状态。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C1 70、C2 62、C3 73和C4 75的估计离合器转矩以及输出部件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)和液压控制回路42的换档螺线管(未示出)以选择性地致动各个离合器C1 70、C2 62、C3 73、C4 75，从而如下文所述那样获得多个变速器运转范围状态。
【0035】BPCM21信号连接到传感器(未示出)以监控ESD74，包括电流状态和电压参数，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，处于范围PBAT_MIN到PBAT_MAX之间。
【0036】控制模块ECM23、TCM17、TPIM19和BPCM21中的每一个优选是通用的数字计算机，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’)、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总线实现。控制算法在预设的循环期间执行以使得每一算法在每个循环内执行至少一次。存储在永久性存储器装置中的算法利用一个中央处理单元执行以监控传感设备的输入，并利用预设的标准执行控制和诊断程序以控制致动器的运转。循环以规则的间隔执行，例如在动力系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，算法可以响应于发生的事件执行。
【0037】示范性的动力系在多个运行范围状态之一中选择性地运行，该状态可利用包括发动机开状态(‘ON’)和发动机关闭状态(‘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，参照下面的表1来进行描述。
表1
Figure A200810177832D00131
【0038】每一变速器运行范围状态在表中表示，并指示离合器C1 70、C2 62、C3 73、C4 75中的哪一个专门的离合器被应用于各个运行范围状态。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使用离合器C1 70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的支架时通过使用离合器C2 62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，发动机输入速度为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，即获得NI/NO。第一固定齿轮运行(‘FG1’)通过使用离合器C1 70和C4 75来选择。第二固定齿轮运行(‘FG2’)通过使用离合器C1 70和C2 62来选择。第三固定齿轮运行(‘FG3’)通过使用离合器C2 62和C4 75来选择。第四固定齿轮运行(‘FG4’)通过使用离合器C2 62和C3 73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比值也增加。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构的内部旋转，并与在输入轴12处测量的输入速度成比例。
【0039】响应于通过加速踏板113和制动踏板112的操作者输入，这些操作者输入由用户界面13捕捉，HCP5和一或多个其它控制模块确定要求的输出转矩TCMD，以用于满足操作者的转矩请求TO_REQ，用于在输出部件64处执行，并传输给动力传动系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。基于动力系的多种运行特性为变速器10确定运行范围状态。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。运行范围状态可以基于动力系转矩需求预测，该需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。运行范围状态可通过最优化算法或程序确定，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需要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、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监控产生转矩的装置，并确定来自变速器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的转矩要求。从上文可以显见的是，ESD74和第一电机56、第二电机72可电操作地耦合以实现它们之间的能流。此外，发动机14、第一电机56、第二电机72和电-机械变速器10可机械操作地连接以在其间传输功率，从而产生到输出部件64的能流。
【0040】附图4示出了液压控制回路42的示意图，其在示范性的变速器中用于控制液压流体的流量。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流体流。液压控制回路42选择性地将液压分配给多个装置，包括转矩传输离合器C1 70、C2 62、C3 73、C4 75、第一电机56和第二电机72的主动冷却回路(未示出)以及通过管道142、144冷却和润滑变速器10的基本冷却回路(未详细示出)。如前所述，TCM17致动各种离合器以通过对液压回路流量控制装置的选择性致动获得一种变速器运行范围状态，液压回路流量控制装置包括可变的压力控制螺线管(‘PCS’)PCS1 108、PCS2 114、PCS3 112、PCS4 116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PCS1 108具有通常比较高的控制位置，并且可操作地通过与可控的压力调节器107和滑阀109之间的流体作用调节液压回路中的流体压力的幅度。可控的压力调节器107和滑阀109与PCS1 108相互作用，从而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PCS3 112具有通常比较高的控制位置，并且流体连接到滑阀113，并且在致动的情况下可操作地影响通过它的流量。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PCS2 114具有通常比较高的控制位置，并且流体连接到滑阀115，并且在致动的情况下可操作地影响通过它的流量。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，并且在致动的情况下可操作地影响通过它的流量。滑阀117通过管路128流体连接到压力开关PS4。
【0041】在示范性的系统中，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液压管路136、138、144和142可操作地将加压流体导向离合器C3 73和C4 75以及用于第一电机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将加压流体导向离合器C1 70和C2 62。Y-阀121通过管路122流体连接到压力开关PS1。
【0042】液压控制回路42包括提供液压流体以对第一电机56和第二电机72的定子进行冷却的基本冷却回路。基本冷却回路包括来自阀140的流体管路，其直接流向通往流体管路144的限流器和通往流体管路142的限流器，其中流体管路144通往第一电机56的定子的基本冷却回路，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的定子的主动冷却受到压力控制螺线管PCS2 114、PCS3 112和PCS4 116和螺线管控制的流量管理阀X-阀119、Y-阀121的选择性致动的影响，其导致在被选择的定子周围液压流体的流量，并允许主要通过传导在它们之间传输热量。
【0043】在下文的表2中给出了在一种变速器运行范围状态下实现对示范性的液压控制回路42进行控制以控制变速器10的运行的示范性的逻辑表格。
表2
Figure A200810177832D00161
【0044】低范围定义成一种变速器运行范围状态，其包括第一持续可变模式以及第一和第二固定齿轮运行中的一种。高范围定义成一种变速器运行范围状态，其包括第二持续可变模式以及第三和第四固定齿轮运行中的一种。X-阀119和Y-阀121的选择性控制和螺线管PCS2 112、PCS3 114以及PCS4 116的致动利于液压流体流动以对离合器C1 70、C2 63、C3 73和C4 75进行致动，并为第一电机56和第二电机72的定子提供冷却。
【0045】在操作中，变速器运行范围状态，即固定齿轮运行和持续可变模式运行中的一种基于动力系的各种运行特性被选择用于示范性的变速器10。其包括操作者转矩请求，其如前所述典型地通过到UI 13的输入传输。此外，基于包括例如道路坡度、路面状况或风力载荷在内的外部状况预测输出转矩需求。运转范围状态可按照动力系转矩需求预测，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。运转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的的能量效率确定最优化的系统效率。控制系统基于执行的最优化程序的结果管理发动机14、第一电机56和第二电机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。
【0046】如上所述，附图1描述了进入和流出液压控制系统的流体。其中描述了带有流入和流出的液压控制系统200。最终的压力PLINE确定了液压控制系统提供的功能容量。例如，可以施加给离合器的夹紧力与能施加的PLINE直接相关。电机冷却是液压控制系统的功能之一。如上所述，孔或压敏阀作为控制到冷却剂回路的流量的方法很有用。但是，在PLINE与电机运行所需的冷却负载或冷却容量之间没有直接联系，其中PLINE是冷却剂回路中流量的决定性因素。结果是，优选基于电机的冷却需求控制通过冷却剂回路的流量。这里公开了一种基于电机冷却需求调节PLINE以对电机冷却进行控制的方法，其中冷却需求由电机速度估计得出。
【0047】附图5是根据本发明的描述基于发动机速度和电机速度确定满足润滑需求的最小PLINE的示范性的确定过程的信息流图。控制系统200包括到最小压力转化模块210、220、230和最大模块240的输入速度。用图形表示的系统对于监控由发动机、第一电机和第二电机组成的混合动力系而言是有用的，发动机、第一和第二电机均需要液压控制系统提供润滑。但是，输入的数量可为使用单一电机或多于两台电机的系统进行调节是有利的，并且该公开的内容并不是对这里所述的特殊实施例进行限制。最小压力转化模块210、220、230分别监控输入NI、NA和NB。每一转化模块利用查找表格或算法来确定为每一相应的转矩产生装置提供润滑所需要的最小PLINE或PMIN。这些PMIN值被作为对最大模块240的输入，而最大PMIN用于得出提供充足润滑所需的最小PLINE或PMINLUBE。
【0048】如上所述，液压控制系统向多个功能提供液压油流。上述的方法为控制系统提供PMINLUBE，该控制系统操作液压泵并调节到各个功能的流量，以维持需要的PLINE。附图6描述了根据本发明的描述最小PLINE的示范性的确定过程的信息流图，该最小PLINE满足液压控制系统提供的功能需求。作为对PMINLUBE的补充，为其它每一功能提供PMIN项，在示范性的实施例中包括离合器操作、基本冷却循环和主动冷却循环。现在回到附图6，控制系统300包括最大模块302和最大模块304。最大模块304以上文所述的方法操作并给出PMINLUBE。通过本领域中其它已知的方式，额外地提供PMIN CLUTCH、PMIN BASE COOLING、PMIN ACTIVE COOLING作为到最大模块302的输入。在作为到最大模块302的输入接收的各种PMIN项中，选择出最高值并用于控制液压控制系统和所包括的液压泵。
【0049】确定上述各项所需的测量和计算是循环进行的，其在循环或循环的组合中运行。对于本领域技术人员而言，采样率可以变化并受到计算机处理器的速度、对PLINE精确控制所需的采样率和各种其它因素的影响。
【0050】需要理解的是在本发明公开的范围内可以进行各种变型。公开的内容通过优选实施例和其变型进行描述。但是在阅读和理解说明书的过程中可以进行进一步的变型和改变。这里包括所有落入本发明的保护范围的变型和改变。

Claims (11)

1、控制电-机械变速器中润滑组件的液压管路压力的方法，该变速器可机械操作地连接至内燃机和电机，并适于选择性地将机械功率传输给输出部件，该方法包括：
监控所述发动机的速度；
监控所述电机的速度；
基于所述发动机的所述速度确定润滑所述发动机所需的最小管路压力；
基于所述电机的所述速度确定润滑所述电机所需的最小管路压力；和
控制液压控制系统的最小管路压力用于至少满足润滑所述发动机所需的最小管路压力和润滑所述电机所需的所述最小管路压力中的较大的值。
2、根据权利要求1所述的方法，进一步包括：监控第二电机的速度；
基于所述第二电机的所述速度确定润滑所述第二电机所需的最小管路压力；和
控制液压控制系统的最小管路压力用于至少满足润滑所述发动机所需的所述最小管路压力、润滑所述电机所需的所述最小管路压力和润滑所述第二电机所需的所述最小管路压力中的最大值。
3、根据权利要求2所述的方法，其中，控制液压控制系统的所述最小管路压力，包括：
监控在所述变速器中操作离合器所需的最小管路压力；
监控冷却所述电机和所述第二电机所需的最小管路压力；和
基于润滑所述发动机、润滑所述电机和润滑所述第二电机、操作所述变速器中的离合器和冷却所述电机和所述第二电机所需的所述最小管路压力中的最大值选择液压控制系统的所述最小管路压力。
4、根据权利要求1所述的方法，其中，控制液压控制系统的所述最小管路压力，包括：
监控在所述变速器中操作离合器所需的最小管路压力；
监控冷却所述电机和所述第二电机所需的最小管路压力；和
基于润滑所述发动机、润滑所述电机、操作所述变速器中的离合器和冷却所述电机和所述第二电机所需的所述最小管路压力中的最大值选择液压控制系统的所述最小管路压力。
5、维持混合动力系中润滑组件的最小液压管路压力的方法，所述混合动力系包括将机械功率传输给输出部件的内燃机和电机，该方法包括：
监控所述发动机的速度；
监控所述电机的速度；
基于所述发动机的所述速度确定润滑所述发动机所需的最小管路压力；
基于所述电机的所述速度确定润滑所述电机所需的最小管路压力；
将润滑所述发动机所需的所述最小管路压力与润滑所述电机所需的所述最小管路压力相比较来找出所述最小管路压力中的较大值；
基于所述比较选择用于润滑的最小管路压力；和
基于用于润滑的所述最小管路压力控制液压控制系统的最小管路压力。
6、根据权利要求5所述的方法，进一步包括：
监控第二电机的速度；和
基于所述第二电机的所述速度确定润滑所述第二电机所需的最小管路压力；和
其中，所述比较进一步包括比较所述的最小管路压力来找出润滑所述发动机、润滑所述电机和润滑所述第二电机所需的所述最小管路压力中的最大值。
7、根据权利要求6所述的方法，其中，控制液压控制系统的所述最小管路压力，包括：
监控实施所述液压控制系统提供的其它功能所需的最小管路压力；和
基于用于润滑的所述最小管路压力和实施所述液压控制系统提供的其它功能所需的所述最小管路压力中的较大压力选择液压控制系统的所述最小管路压力。
8、根据权利要求5所述的方法，其中，控制液压控制系统的所述最小管路压力，包括：
监控实施所述液压控制系统提供的其它功能所需的最小管路压力；和
基于用于润滑的所述最小管路压力和实施所述液压控制系统提供的其它功能所需的所述最小管路压力中的较大压力选择液压控制系统的所述最小管路压力。
9、控制电-机械变速器中润滑组件的液压管路压力的装置，该变速器机械可操作地连接至内燃机以及第一和第二电机，并适于选择性地将机械功率传输给输出部件，所述装置包括：
机械连接至所述发动机的主液压泵；
由电能提供功率的辅助液压泵；和
液压控制系统，其可操作地连接至所述主液压泵、所述辅助液压泵以及向所述发动机、所述第一电机和所述第二电机提供液压油流的润滑回路；
其中，所述液压控制系统包括逻辑电路，其监控所述发动机的速度、所述第一电机的速度和第二电机的速度，基于所述速度确定润滑所需的最小管路压力，并基于润滑所需的所述最小管路压力控制所述主液压泵和所述辅助液压泵。
10、根据权利要求9所述的装置，其中，液压控制系统包括回路，其在与所述润滑回路连接处提供基本固定的流阻。
11、根据权利要求9所述的装置，其中，液压控制系统进一步包括逻辑电路，其基于润滑所需的所述最小管路压力控制所述液压控制系统提供的功能。
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CN103842226A (zh) * 2011-10-06 2014-06-04 丰田自动车株式会社 混合动力车辆的控制装置
CN102537314A (zh) * 2011-11-04 2012-07-04 浙江吉利汽车研究院有限公司 自动变速器的主油压控制方法
CN102537314B (zh) * 2011-11-04 2014-10-15 浙江吉利汽车研究院有限公司 自动变速器的主油压控制方法

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