CN101093016A - 换档过程中电子－机械变速器的控制装置和方法 - Google Patents

换档过程中电子－机械变速器的控制装置和方法 Download PDF

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Publication number
CN101093016A
CN101093016A CNA2007101042849A CN200710104284A CN101093016A CN 101093016 A CN101093016 A CN 101093016A CN A2007101042849 A CNA2007101042849 A CN A2007101042849A CN 200710104284 A CN200710104284 A CN 200710104284A CN 101093016 A CN101093016 A CN 101093016A
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speed
clutch
engaging clutch
control
input
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CN101093016B (zh
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J·-J·F·萨
A·H·希普
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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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
    • B60K6/22—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
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    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
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Abstract

一种在动力传动系统中从第一固定档到第二固定档进行换档的方法和系统，包括双模式混合－分离电子－机械变速器，可操作地接收来自发动机的速度输入被论述。其包括松开即将断开离合器，并生成基于时间的即将接合离合器的转速曲线。该速度输入根据基于时间的即将接合离合器的转速和变速器输出的曲线而控制。该即将接合离合器被启动，最好是当发动机的速度输入使即将接合离合器的转速大致同步于变速器输出轴转速乘以第二固定档的速比，最好在通常约500毫秒的经过时间后的时段。

Description

换档过程中电子-机械变速器的控制装置和方法
技术领域
本发明通常涉及包括电子-机械变速器的动力传动系统的控制系统，尤其是变速器换档控制。
背景技术
动力传动系统包括扭矩生成装置，包括内燃机和电机，其通过变速器装置传送扭矩到车辆动力传动系统。一种该变速器包括双模式混合-分离电子-机械变速器，其采用输入部件来接收来自主原动力源的，通常为内燃机，动力扭矩，和输出部件来将动力扭矩从变速器传送到车辆动力传动系统。电机可操作地连接于电能储存装置，包括可操作产生用于输入变速器动力扭矩的电机/发电机，独立于内燃机的扭矩输入。该电机还进一步可操作地通过动力传动系统将车辆动能转化传送到储存于电能储存装置的电能势。控制系统监控从车辆和操作者的多个输入，并提供动力传动系统的操作控制，包括控制变速器齿轮换档、控制扭矩生成装置，和调节在电能储存装置与电机间的电动力交换。
实现具有电子-机械变速器动力传动系统的工程师有任务，改进在多种工作模式间的换档设计，包括固定档模式和连续变化模式。在换档至固定档模式期间，在工作条件上将产生一些变化，其将影响即将接合离合器及相关动力传动系统的启动。
因此，需要一种方法和装置，来在换档期间控制混合变速器的操作，以解决上述问题。
发明内容
为了解决所提出的上述问题，提供一种制造产品，来在换档过程中控制示例动力传动系统变速器装置的操作。
根据本发明的实施例，公开一种在动力传动系统中进行从第一固定档到第二固定档换档的方法，包括两种模式，混合-分离，电子-机械变速器，可操作地接收来自发动机的速度输入。该方法包括松开即将断开离合器，并生成基于时间的即将接合离合器的转速曲线。该来自发动机的速度输入根据基于时间的即将接合离合器的转速和变速器输出的曲线而控制。该即将接合离合器被启动，最好是当发动机的速度输入使即将接合离合器的转速大致同步于变速器输出轴转速乘以第二固定档的速比，最好在预定为500毫秒的经过时间后的时期。
根据本发明的一个方面，提供一种制造产品，包括其中具有计算机程序编码的存储介质，用于执行一方法来可选择地启动多个变速器装置的扭矩传输装置。可操作地从多个装置接收扭矩输入和可操作地产生输出扭矩。该方法还包括执行从第一固定档到第二固定档的换档操作。
在阅读和理解随后对实施例的详细论述，本发明的这些或其它方面对本领域技术人员是显然的。
附图说明
本发明将采用某些部件和部件布置的外形，其最佳实施例将在形成其一部分的附图详细论述和表示，并且其中：
附图1是根据本发明的动力传动系统的示意图；
附图2是根据本发明的动力传动系统控制模块的示例结构示意图；
附图3表示一根据本发明的示例数据图；和
附图4表示根据本发明的示例数据图。
具体实施方式
现参考附图，这里附图仅用于本发明说明目的，并非为了限定本发明，附图1和2表示一种系统，该系统包括发动机14，变速器10，控制系统，和根据本发明构造的动力传动系统。
示例变速器10的机械特性被详细公开于普通的美国专利6953409，名称为“具有两种模式，混合-分离，四个固定速比的电子-机械混合变速器”，这里可结合参考。本发明该示例两种模式，混合-分离，四个固定速比的电子-机械混合变速器的构思表示于附图1，并通常指示为标记10。该变速器10具有最好由发动机14驱动的输入轴12。瞬时扭矩缓冲器20结合于发动机14的输入轴12与变速器10的输入部件12间。该瞬时扭矩器20最好包括扭矩传输装置77，其具有缓冲机构和弹簧的特征，分别表示为78和79。该瞬时扭矩缓冲器20允许发动机14与变速器10选择结合，但应当理解该扭矩传输装置77并非用于改变或控制变速器10的工作模式。该扭矩传输装置77最好包括液压操作摩擦离合器，指示为离合器C5。
该发动机14可为各种形式的内燃机，例如火花点燃发动机或压燃发动机，易于提供动力输出到变速器10，以从怠速在或约在600转每分(RPM)到超过6000RPM的工作速度范围。不考虑发动机14连接到变速器10输入部件12的方式，输入部件12连接到变速器10中的行星齿轮组24。
现特别参照附图1，变速器10采用3个行星齿轮组24、26和28。该第一行星齿轮组24具有外齿圈部件30，其环绕内或太阳齿轮部件32。多个行星齿轮部件34转动地安装于托架36，使各行星齿轮部件34啮合于外齿轮部件30和内齿轮部件32。
该第二行星齿轮组26也包括外齿圈部件38，其环绕内太阳齿轮部件40。多个行星齿轮部件42转动地安装于托架44，使各行星齿轮部件42啮合于外齿轮部件38和内齿轮部件40。
该第三行星齿轮组28也包括外齿轮圈部件46，其环绕内太阳齿轮部件48。多个行星齿轮部件50转动地安装于托架52，使各行星齿轮部件50啮合于外齿轮部件46和内齿轮部件48。
该3个行星齿轮组24、26和28各包括单个行星齿轮组。此外，第一和第二行星齿轮组24、26是组合的，第一行星齿轮组24的内齿轮部件32通过轴套盘齿轮54结合到第二行星齿轮组26的外齿轮部件38。该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连接到包括电机/发电机56的第一电机，也指示为“MG-A”。
第一和第二行星齿轮组24、26进一步组合，第一行星齿轮组24的托架36穿过轴60结合到第二行星齿轮组26的托架44。这样，第一和第二行星齿轮组24、26的托架36、44各自结合。该轴60还可选择地通过扭矩传输装置62连接到第三行星齿轮组28的托架52，其将随后全面解释，被用于协助选择变速器10的工作模式。第三行星齿轮组28的托架52直接连接到变速器输出部件64。
在这里所述实施例中，其中变速器10被用于陆地车辆，输出部件64可操作地连接到包括变速箱或其它扭矩传输装置的传动系，其提供扭矩输出到终止于驱动部件的一个或多个车轴或半轴(未示出)。该驱动部件可以为其所使用的前后轮之一，或其可以是轨道车辆的传动装置。
第二行星齿轮组26的内齿轮部件40通过围绕轴60的套管轴66连接到第三行星齿轮组28的内齿轮部件48。第三行星齿轮组28的外齿轮部件46通过扭矩传输装置70可选择地接地，代表变速箱体68。该扭矩传输装置70，也将随后解释，也可被用于协助选择变速器10的工作模式。该套管轴66也连接到包括电机/发电机72的第二电机，指示为“MG-B”。
所有的行星齿轮组24、26和28及MG-A和MG-B 56、72均同轴布置，绕轴60轴向布置。MG-A和MG-B 56、72均为环形，这就允许其绕三个行星齿轮组24、26和28，使行星齿轮组24、26和28布置为MG-A和MG-B 56、72的径向向内。
扭矩传输装置73可选择地连接太阳齿轮40到地，例如变速箱体68。扭矩传输装置例如C4 75可操作为锁止离合器，通过可选择地连接太阳齿轮40与托架44，将行星齿轮组24、26、MG-A和MG-B 56、72和输入锁止为一组而转动。该扭矩传输装置62、70、73、75均为摩擦离合器，分别如下指示：离合器C1 70、离合器C2 62、离合器C3 73、离合器C4 75。各离合器最好为液压启动，当相应离合器控制电磁阀启动接收来自泵的受压流体。采用公知的具有多个离合器控制电磁阀的离合器管路，来实现各离合器的液压启动，这些没有在这里详细论述。
变速器10从扭矩生成装置接收输入驱动扭矩，该扭矩生成装置包括发动机14和电机56和72，结果能量从燃油或电势转化储存于电能储存装置(ESD)74。该ESD74通常包括一个或多个电池。其它具有储存电力和发送电力能力的电能或电化学能量储存装置可采用而替代电池，而不改变本发明的构思。该ESD74最好基于多个要素设置，包括再充能需求、关于通常道路坡度和温度的应用问题，和例如排放、辅助动力和电量程的动力要求。该ESD74通过DC线或传输导体27高压DC结合于变速器动力转化模块(TPIM)19。该TPIM19是随后参照附图2论述的控制系统的部件。该TPIM19通过传输导体29与第一电机56连通，并且该TPIM19同样通过传输导体31与第二电机72连通。根据该ESD74是否充电或放电，电流传输到或从ESD74传输。TPIM19包括动力转换器对，和各电机控制模块构造为接收电机控制命令和传来的控制转换器的状态，来提供电机驱动和再生功能度。
在电机控制中，各转换器接受来自DC线的电流，并提供AC电流给各电机，例如MG-A和MG-B，通过传输导体29和30。在再生控制中，各转换器通过传输导体29和31接受来自电机的AC电流，并提供电流到DC线27。提供到或从转换器提供的该DC净电流确定电能储存装置的充电或放电工作模式。最佳的，MG-A 56和MG-B 72为三相AC机，并且转换器包括辅助的三相动力电子设备。
再参照附图1，驱动齿轮80可从输入部件12中表示出。如所述，驱动齿轮80固定地将输入部件12连接到第一行星齿轮组24的外齿轮部件30，并且驱动齿轮80由此通过行星齿轮组24和/或26接受来自发动机14和/或电机56和/或72的动力。该驱动齿轮80啮合惰轮82，其依次结合于固定在轴86一端的传输齿轮84。轴86的另一端可固定在液压/传动泵88。
现参照附图2，表示控制系统的结构框图，包括分配控制模块结构。随后论述的部件包括整个车辆控制结构的子结构，可操作地提供这里所述传动系统坐标系统的控制。该控制系统可操作地合成相关信息和输入，并执行算法来控制多个启动器来实现控制目标，包括燃油经济性、排放、性能、操纵性能、和包括ESD74、MG-A和MG-B 56、72电池的硬件保护。该分配控制模块结构包括发动机控制模块(‘ECM’)23、变速器控制模块(‘TCM’)17、电池组控制模块(‘BPCM’)21、和变速转换器模块(‘TPIM’)19。该混合控制模块(‘HCP’)5提供拱形控制和前述控制模块的坐标。那是使用者界面(‘UI’)13可操作地连接到多个装置，其通过车辆操纵者通常控制或通过包括变速器10的扭矩需求而直接操作传动系。示例车辆操纵者输入到UI13包括加速踏板、制动踏板、变速器齿轮选择器，和车速巡行控制。各前述控制模块通过本地网络(‘LAN’)总线6与其它控制模块、传感器和启动器连通。该LAN总线6允许各控制模块间的控制参数和命令结构连通。所采用该特定通信协议是特定申请。该LAN总线和恰当的通信协议在前述控制模块间提供鲁棒信息和多控制模块界面，并且其它控制模块提供例如防抱死制动、牵引控制和车辆稳定性功能。
该HCP5提供混合传动系统的拱形控制，用于ECM23、TCM17、TPIM19和BPCM21的坐标操作。基于来自UI13和包括电池组传动系的多个输入，该HCP5产生多个命令，包括：操纵者扭矩To、发动机扭矩命令、对变速器10多个离合器C1、C2、C3、C4的离合器扭矩命令；和电机扭矩命令。
该ECM23可操作地连接到发动机14，用于从多个传感器获取数据，并分别控制发动机14的多个启动器，通过分线集中表示为总线35。该ECM23从HCP5接收发动机扭矩命令，并产生理想轴扭矩和实际发动机扭矩的指示输入到与HCP5连通的变速器。简化而言，ECM23通常表示为具有通过总线35与发动机的双向界面。可由ECM23感知的其它多个参数，包括发动机冷却温度、到轴12传至变速器的发动机输入速度(NI)、歧管压力、大气温度、大气压力。可由ECM23控制的多个启动器包括燃油喷射器、点火模块和节气门控制模块。
该TCM17可操作地连接到变速器10，用于从多个传感器获取数据，提供命令信号到变速器。从TCM17到HCP5的输入包括离合器C1、C2、C3、C4的各预期离合器扭矩和输出轴64的转速No。其它启动器和传感器可用于为了控制目的提供从TCM到HCP的附加信息。
该BPCM21信号连接一个或多个用于监控ESD74电流或电压传感器，来提供电池到HCP5的状态信息。该信息包括电池充电状态、电池电压和可获电池动力。
该变速动力转换器模块(TPIM19)包括一对转换器和电机控制模块，该电机控制模块构造为接收电机控制命令和控制转换器状态，来提供电机驱动和再生功能。该TPIM19基于从HCP5的输入可操作地产生对MG-A和MG-B的扭矩命令，其由操纵者通过UI13输入和系统操作参数驱动。该对MG-A和MG-B电机扭矩命令由包括TPIM19的控制系统来实现，以控制MG-A和MG-B。对MG-A和MG-B的单个电机速度信号分别由TPIM19从电机相位信息或通常的转动传感器生成。该TPIM19确定并将电机速度传送到HCP5。该电能储存装置74通过DC线高压DC结合到TPIM19。根据ESD74是否被充电或放电，电流被传送到或从TPIM19传送。
各上述控制模块最好为通用的数字计算机，通常包括微处理器或中央处理单元、包括只读存储器(ROM)、随机存取存储器(RAM)、电子程序只读存储器(ROM)的存储的介质、高速时钟、模拟-数字(A/D)和数字-模拟(D/A)电路，和输入/输出电路和装置(I/O)和适当的信号条件和缓冲电路。各控制模块具有一套控制算法，包括固有程序指令和校准结果存储于ROM，并执行来提供各计算机的各功能。多个计算机间的信息传输最好采用LAN6来实现。
各控制模块中控制和状态评估的算法通常在预定闭合循环中执行，使各算法至少在各闭合循环中执行一次。存储于非易失存储装置中的算法由中央处理单元之一执行，并可操作地监控来自传感装置的输入，并采用预定结果执行控制和评估程序来控制各装置的工作。闭合循环通常以规则的间隔执行，在上面的发动机和车辆工作期间例如每3.125、6.25、12.5、25和100毫秒执行。可代替的，算法响应事件发生而执行。
响应操纵者的动作，如UI13所获得，该监控HCP控制模块5和一个或多个其它控制模块确定所要求的变速输出扭矩，轴64上的To，也指示为所要求的操纵者扭矩。可选择地操作变速器10的部件被恰当地控制和操纵，以响应操纵者的指令。例如，如附图1和2所示，当操纵者选择向前驱动档并操作加速踏板或制动踏板，该HCP5确定变速器输出扭矩，其影响车辆如何和何时加速或减速。最后车辆加速还受其它因素影响，包括例如，道路负荷、道路坡度和车辆质量。该HCP5监控扭矩产生装置的参数状态，并确定所需变速器输出，来达到理想的扭矩输出。在HCP5的指示下，变速器10以慢到快的输出速度范围工作，以符合操作者的指令。
该两种模式、混合-分离\电-机械变速器包括输出部件64，其通过变速器中两个不同的齿轮组接受输出动力，并在多个变速器工作模式下工作，如附图1和下面的表1所述
表1
变速器工作模式            启动离合器
模式I                     C1  70
固定比(GR1)               C1  70    C4    75
固定比(GR2)               C1  70    C2    62
模式II
固定比(GR3)    C2  62    C4  75
固定比(GR4)    C2  62    C3  73
表1所述该多个变速器工作模式表示对各变速器工作模式特定离合器C1、C2、C3、C4中哪个被结合或启动。此外，在多个变速器工作模式中，MG-A和MG-B可均作为电机来产生目标扭矩，或作为发电机来产生电能。当扭矩传输装置70被启动来“接地”第三行星齿轮组28的外齿轮部件46，选择第一模式，或齿轮组。当扭矩传输装置70被放开，并且扭矩传输装置62同时启动将轴60连接到第三行星齿轮组28的托架52，选择第二模式或齿轮组。当电机56、72以电机和发电机来工作，本发明范围外的其它因素的影响这里没有讨论。
该控制系统，主要如附图2所示，在各工作模式下可操作地提供由相对慢到相对快轴64的变速器输出速度档No。在各模式下，具有由慢到快输出速度档的两种模式的混合，允许变速器10将车辆由静止驱动到高速路速度，并符合前述各其它要求。此外，该控制系统调节变速器10工作，以允许各模式间轴的同步。
第一和第二模式的操作指变速器功能由一个离合器控制的情形，例如离合器C1 62或C2 70，并且由受控速度和电机56、72的扭矩，其指连续变化的变速器模式。某档的工作将随后论述，其中采用附加离合器来实现固定速比。该附加离合器可以为C3 73或C4 75，如上表所示。
当采用附加离合器，能够实现变速器的输入到输出固定速比，例如NI/No。电机MG-A和MG-B56、72的转动取决于由离合限定的机械内转并与在轴12上确定或测量的输入速度NI成比例。电机MG-A和MG-B起电机或发电机功能。其完全独立于发动机输出动力流，这样，能够使两个都成为电机，两个都起发电机功能，或任何组合。这允许，例如，在固定比GR1时，接受从能量储存装置74的动力，通过行星齿轮组28，变速器轴64输出的目标动力输出由发动机和MG-A和MG-B提供。
现参照附图3，可变的变速工作模式被绘制为如附图1和2所示变速及控制系统的例子变速输出速度No和变速输入速度NI的函数。参照表1所述，对各特定齿轮速比GR1、GR2、GR3和GR4，该固定速比工作被绘制为单个直线。对各模式I和II，该连续可变的工作模式表现为工作范围。通过启动或松开特定离合器，该变速工作模式在固定速比工作模式和连续可变的工作模式间转换。基于多个标准，采用在本发明范围外的由该控制系统执行的算法和评估，该控制系统可操作地确定特定变速工作模式。
变速器工作模式的选择主要取决于操纵者的输入和传动系满足该输入的能力。再参照附图3和表1，当离合器C1 70和C4 75结合，第一范围主要落入工作模式I中。当离合器C2 62和C1 70结合，第二范围落入工作模式I和II中。当工作模式I中离合器C1和C4结合，可实现固定档速比。当工作模式I中离合器C1和C2结合，可实现第二固定档速比。当工作模式II中离合器C2 62和C4 75结合，可实现第三固定档速比，当工作模式II中离合器C2 62和C3 73结合，可实现第四固定档速比。可以认识到，连续可变模式I和II的第一和第二范围可重合。
这里上述的示例传动系统的输出由于机械和系统的限制而受限。在轴64测量的变速器输出速度No由于发动机输出速度的限制而受限，在轴12测量的变速器输入速度NI由于MG-A和MG-B的限制而受限。变速器64的输出扭矩同样I由于发动机输出扭矩和在瞬间扭矩缓冲器后在轴12测量的输出扭矩和MG-A和MG-B56、72的扭矩限制而受限。
在操作中，由于传动系工作特性的变化，示例变速器产生换档。操纵者对扭矩要求的指令将存在变化。该指令通常通过输入传送到如前所述的UI13。此外，输出扭矩的指令变化可基于外部条件的改变而预测，外部条件包括道路坡度、道路表面条件或风负荷。换档变化可基于传动系扭矩指令的变化而预测，该扭矩指令的变化由改变电能产生模式和扭矩产生模式之一的控制模块指令导致。换档变化可基于优化算法和程序的变化而预测，以根据操纵者对动力的要求、电池充电状态和发动机和MG-A和MG-B56、72的效率来确定优化系统效率。该控制系统基于优化程序的执行结果调节从发动机和MG-A和MG-B56的扭矩输入，这在系统优化中产生促使换档的变化，以优化系统效率来提高燃油经济性和调节电池充电。换档变化可基于部件或系统的故障而预测。
该分配控制结构一起作用来确定变速器操作状态改变的需要，并执行前述来进行换档。示例系统中的换档变化包括至少三种可能的情形。可从一个固定档换到第二固定档。可从一个固定档换到连续可变模式之一。可从连续可变模式之一换到固定档。
当从一个固定档换到第二固定档，换档过程包括松开即将断开离合器并启动即将接合离合器。通过例子，从GR1换到GR2，即将断开离合器C4 75被松开，即将接合离合器C2 62被启动，允许其传递扭矩。离合器C1 70在该过程中始终启动。通过控制扭矩生成装置和，如果必要控制即将接合离合器的滑动，启动即将接合离合器最好包括同步即将接合离合器元件的速度。离合器速度通常确定为离合器元件的速度差。
任何固定档工作模式外的换档可为多步骤过程，其中通过开始离合器传递扭矩最好在其松开前卸载。通过开始离合器卸载扭矩包括通过其它扭矩传送途径调整扭矩传送，例如采用MG-A或MG-B和即将接合离合器。松开即将断开离合器包括通过控制前述电磁阀之一来降低液压从而减小即将断开离合器的扭矩传送能力。
为了换档至固定档，扭矩从开始离合器卸载，并且其被松开。即将接合离合器的输入侧的速度最好与即将接合离合器的输出侧同步，并且控制滑动来使即将接合离合器的热量产生最小化，从而防止和减小动力传动系统受冲击或摆动。该即将接合离合器被启动，通过控制施加于离合器的液压来达到足够的量以保持具有越过离合器元件零滑动的离合器。不考虑进行换档的类型，换档需要确定量的时间来进行，通常目标为不超过1秒，并在可监控的特定环境中可由在上文所述控制系统中判定和控制。
现参照附图4，本发明通常包括存储于控制系统模块中的一个中并执行的算法，其起作用来执行一方法来控制传动系统的工作，例如变速器10和扭矩生成装置14、56、72，在第一工作模式期间，最好为固定档之一，转换到固定档之一的第二工作模式。当转换被指令，该控制系统可操作地确定该扭矩转换离合器被卸载并断开，并且基于以上表1中包含信息的内容标准，该特定扭矩转换离合器被启动。该即将断开离合器被断开，该变速器进入速度阶段，其中变速器的输出基于电机MG-A和MG-B的工作而确定。形成即将接合离合器基于时间的速度曲线。变速器的输出No被监控，并且从发动机输入速度NI根据即将接合离合器基于时间的速度曲线和变速器的输出而被控制，最好位于有限的经过时间内而不考虑变速器输出的变化。该操作将在此详述。
再参照附图4，表示一系列与时间关联的数据图，论述示例换档，从第一固定档，在该例子中GR1，到第二固定档，在该例子中GR2。该第一数据图表示输入速度NI的测量，绘作示例换档过程时间的函数。在点B前，变速器工作于第一固定档GR1，特征在于启动离合器C1 70和C4 75。在点B，离合器C4 75被断开，并且变速器工作于连续可变模式I，并仅有离合器C1 70接合，称为速度阶段。在点G，离合器C2 62被启动，并且变速器开始工作于第二固定档GR2，速度阶段结束。在速度阶段期间，离合器C2 62的部件大致同步，来允许即将接合离合器C2启动而没有传动系的扰动。离合器C2 62部件的同步过程包括根据预定控制方案来控制输入速度NI，如下所述。该输入速度NI决定即将接合离合器C2的速度，其产生即将接合离合器部件的速度。该即将接合离合器其它部件的速度是直接连接于变速器输出部件64的第三行星齿轮组28托架52的速度。该托架52的速度可将输出轴64的速度No乘以速比GR2或No*GR2而计算。从第一固定档到第二固定档进行换档的经过时间最好在约500毫秒的范围，从松开即将断开离合器到启动即将接合离合器。
现参照附图4的第二个图，表示速度阶段期间基于时间的即将接合离合器转动速度曲线示例图，其获得的单元作为控制系统中的校准值。基于时间的速度曲线，如第三数据图所示并包括固定量时间中即将接合离合器的速度变化Nc_DoT，其从中产生并在换档的速度阶段期间用于控制输入速度NI。该即将接合离合器最初以一已知的速度工作Nc_INT，其基于输入速度NI、输出速度No和即将接合的速比。该图的Y轴是对即将接合离合器速度变化的衡量，称为Nc_DoT。对于即将接合离合器的各初始速度Nc_INT，固定量时间中的即将接合离合器速度变化的工作曲线根据变速器输出速度No确定。
该工作曲线生成如下，参照第三数据图，该图表示对基于时间的即将接合离合器速度变化Nc_DoT预校准格式，最好储存于控制模块之一的非易失存储器中。该基于时间的即将接合离合器速度变化的预校准格式最好包括三步，表示为时间步骤T1、T2和T3，并且各时间步骤最好为换档总的经过时间的预定百分比。总的时间T1+T2+T3包括从点B到点G的经过时间。该第一时间步骤T1包括过渡期，其中离合器速度有一初始倾斜上升。该第二时间步骤T2包括离合器速度的稳定状态变化期。该第三时间步骤T3包括同步发生时离合器速度倾斜下降。
再参照附图4的数据图，在整个工作中，各离合器C1、C2、C3和C4的转速基于输入速度NI、输出速度No。执行换档的经过时间是固定的。基于时间的即将接合离合器速度变化Nc_DoT格式被预校准，并且理想的固定档被确定，这样来识别哪个离合器即将接合。因此，在点B当即将断开离合器被松开，控制模块之一被操作来确定即将接合离合器的初始速度Nc_INT和即将接合离合器的最终速度，其被固定在零，由于离合器速度是基于相对离合器部件的相对速度来计算。根据基于时间的即将接合离合器速度变化Nc_DoT的预校准格式和所测得的变速器输出速度，产生输入速度NI的特定基于时间的速度曲线。该输入速度NI由发动机14通过ECM23的控制操作来控制。当输入速度NI同步于输出轴64速度No乘以速比GR2或No*GR2，该即将接合离合器启动，并且固定档开始工作。
再参照附图4，速度阶段换档执行的特征被详细表示。线元素A包括表示为输出速度乘以第一速比GR1，No*GR1的函数。在时间点B，换档开始，具有换档到第二齿轮的意向，表示为线元素D。在第一示例换档过程中，线段C和F代表换档过程的输入速度NI，其中换档速度阶段期间变速器的输出速度没有变化。在时间点G，当输入速度NI同步于输出速度No乘以第二速比GR2或No*GR2，该即将接合离合器C2 62启动。从该点向前，变速器在第二固定档GR2工作。从点B到点G经过时间为固定量时间，通常约500毫秒。
在第二示例换档过程中，线段C和F’代表换档过程的输入速度NI，其中换档速度阶段期间变速器的输出速度具有变化。在时间点E，变速器的输出速度No变为No’，进一步由线段F’表示。该监控输出速度No的控制系统，可操作地重新计算即将接合离合器基于时间的速度曲线，并调节发动机输入速度NI，来实现离合器速度的变化以同步改变输出速度No’。在时间点G’，当输入速度NI同步于输出速度No’乘以第二速比，No’*GR2，该即将接合离合器C2 62启动。从点B到点G’经过时间为固定量时间，通常约500毫秒。
在工作中，即将接合离合器的转速最好同步于输出速度No乘以即将接合速比，No*GR2，以进行换档到即将接合固定档，而不引起动力传动系统动态。例如响声、冲击和离合器滑动。在示例变速器10，当输出速度No和即将接合速比已知，在例子C2即将接合离合器的同步速度可基于输出速度和即将接合速比计算，例如Nc2＝No*GR2。该控制系统控制通过已知的发动机控制算法来控制输入速度NI，包括输出速度的随后变化，来同步即将接合离合器的速度和在经过时间量中启动离合器。
可以理解，变速器硬件的变形可位于本发明的范围中。本发明特别参照其最佳实施例和变形来论述。其他人在阅读和理解说明书可作出进一步的变形和改进。本发明可包括所有这些位于本发明范围内的变形和改进。

Claims (14)

1.一种在动力传动系统中进行从第一固定档到第二固定档换档的方法，包括双模式混合-分离电子-机械变速器，变速器可操作地接收来自发动机的速度输入，该方法包括：
松开即将断开离合器；
生成基于时间的即将接合离合器的转速曲线；
根据基于时间的即将接合离合器的转速和变速器输出的曲线而控制来自发动机的速度输入；和
启动即将接合离合器。
2.如权利要求1所述的方法，其特征在于生成基于时间的即将接合离合器的转速的曲线包括：
在换档开始时确定即将接合离合器的转速；和
将换档开始时的即将接合离合器的确定转速用于基于时间的即将接合离合器的转速变化的预校准格式。
3.如权利要求2所述的方法，其特征在于该基于时间的即将接合离合器的转速变化的预校准格式包括三步的格式，其中第一步包括速度的倾斜上升，第二步包括速度的稳定状态变化，第三步包括即将接合离合器速度倾斜下降。
4.如权利要求1所述的方法，其特征在于基于时间的即将接合离合器的转速和变速器输出的曲线而对来自发动机速度输入的控制，包括
有效控制发动机速度输入，使即将接合离合器的转速大致同步于变速器输出轴转速乘以第二固定档的速比。
5.如权利要求4所述的方法，其特征在于，进一步包括在经过预定时间期间后，控制发动机速度输入，使即将接合离合器的转速大致同步于变速器输出轴转速乘以第二固定档的速比。
6.如权利要求5所述的方法，其特征在于，从松开即将断开离合器到启动即将接合离合器，所经过预定时间期间包括约500毫秒的时段。
7.一种制造产品，包括具有计算机程序编码的存储介质，可操作地用于在变速器装置中执行从第一固定档到第二固定档的换档，变速器装置可操作地接收来自发动机轴的速度输入，该计算机程序包括：
松开即将断开离合器的编码；
生成基于时间的即将接合离合器转速曲线的编码；
根据基于时间的即将接合离合器的转速和变速器输出的曲线而控制来自发动机轴的速度输入的编码；和
启动即将接合离合器的编码。
8.如权利要求7所述的制造产品，其特征在于，该变速器包括双模式混合-分离电子-机械变速器，其具有四个扭矩传递离合器并可工作于四个固定档模式之一和两个连续可变模式。
9.如权利要求8所述的制造产品，其特征在于，该双模式混合-分离电子-机械变速器可操作地接收来自第一和第二电机的扭矩输入。
10.如权利要求8所述的制造产品，其特征在于，在四个固定档模式之一变速器的工作通过启动预先选定的成对扭矩传递离合器而起作用。
11.如权利要求7所述的制造产品，其特征在于，根据基于时间的即将接合的扭矩传递离合器的转速和变速器输出的曲线而控制来自发动机轴的速度输入的编码，包括控制发动机速度输入的编码，使在经过一时段后即将接合离合器的转速大致同步于变速器输出轴转速乘以第二固定档的速比。
12.动力传动系统，包括：
A)可操作地连接于电子-机械变速器装置的内燃机，以有效地通过四个可选择启动的离合器来工作于四个固定档之一；并且
B)控制系统：
i)用于监控从发动机到变速器的输入速度，和监控变速器输出轴的速度；和
ii)用于控制发动机的输入速度并用于可选择地启动四个离合器；并且
iii)包括具有计算机程序编码的存储介质，可操作地用于在变速器装置中执行从第一固定档到第二固定档的换档，该计算机程序包括：
松开即将断开离合器的编码；
生成基于时间的即将接合离合器转速曲线的编码；
根据基于时间的即将接合离合器的转速和变速器输出轴速度的曲线而控制来自发动机的速度输入的编码；和
启动即将接合离合器的编码。
13.如权利要求12所述的传动系统，进一步包括控制发动机速度输入的编码，使在经过一预定时段后即将接合离合器的转速大致同步于变速器输出轴转速乘以第二固定档的速比。
14.如权利要求12所述的传动系统，其特征在于该控制系统包括用于调整动力传动系统控制的分配控制模块结构。
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