CN101270809B - 用于混合变速器的离合器控制 - Google Patents

用于混合变速器的离合器控制 Download PDF

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CN101270809B
CN101270809B CN2008100873731A CN200810087373A CN101270809B CN 101270809 B CN101270809 B CN 101270809B CN 2008100873731 A CN2008100873731 A CN 2008100873731A CN 200810087373 A CN200810087373 A CN 200810087373A CN 101270809 B CN101270809 B CN 101270809B
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torque
transmission
speed changer
driving torque
generation device
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J·-J·F·萨
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GM Global Technology Operations LLC
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—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
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    • 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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Abstract

本发明涉及用于混合变速器的离合器控制。具体而言，本发明提供了一种从离合器卸载驱动扭矩以执行变速器换档的方法和系统。动力系包括可操作地连接至双模式的复合分流的混合机电变速器的扭矩产生装置。该方法包括，确定命令输出扭矩和换档命令。第一扭矩由电动机传递而来，并且由其最大扭矩所限制。补充驱动扭矩从接合的离合器传递而来。补充驱动扭矩由接合的离合器的最大扭矩所限制。对内燃机至变速器的输出扭矩调节了一定的量，该量大致等于命令输出扭矩与第一驱动扭矩及补充驱动扭矩之差。

Description

用于混合变速器的离合器控制
技术领域
本发明大致涉及混合动力系(hybrid powertrain)控制系统，更具体地涉及关于执行变速器换档的离合器控制。
背景技术
已知多种混合动力系结构用于管理混合车辆中的各种原动机的输入扭矩和输出扭矩，该原动机最通常为内燃机和电动机。一种这样的混合动力系结构包括双模式的复合分流(compound-split)的机电变速器(electro-mechanical transmission)，其采用了输入构件和输出构件，该输入构件用于从通常为内燃机的原动机动力源接收驱动扭矩，该输出构件用于将驱动扭矩从变速器传送至车辆的传动系。第一电机和第二电机可操作地连接至电能存储装置，用于在它们之间交换电力。第一电机和第二电机包括电动机/发电机，其可操作，以便将电力转换为用于变速器输入的驱动扭矩，而与来自内燃机的扭矩输入无关。第一电机和第二电机可操作，以便将通过车辆传动系传递的车辆动能转换为可存储在电能存储装置中的电能电势。设置控制单元用于调节电能存储装置与第一和第二电动机/发电机之间的电力交换。
实现包括变速器的动力系系统的工程师的任务为开发齿轮换档方案。这种变速器系统通常包括能够以多种固定齿轮模式中的一种进行操作的装置，其中齿轮之间的换档响应于预定的工作状态进行，并且不通常涉及对车辆操作者换档的显然要求。
示例性的变速器包括多个扭矩传递离合器。当控制换档变化时，必须将扭矩从与当前齿轮中的操作相关的当前操作的离合器上卸载，并且必须将其加载至与另一齿轮中的操作相关的另一离合器上。
变速器装置的设计者正在关注的是开发扭矩传递离合器，其充分地足够大以传递所需的扭矩，能够控制温度，以及满足耐用性目标，但是受到关于包装、尺寸和成本的限制。此外，工程师必须知晓在离合器滑动期间产生的热能，以及这种热能对变速器性能和耐用性的影响。
因此，需要一种方法和设备，以从与当前齿轮中的操作相关的当前操作的离合器上卸载扭矩，从而解决上文所述的所关注问题。
发明内容
为了解决上文提出的所关注问题，提供一种方法和一种制品，以从当前操作的离合器上卸载扭矩，从而准备在动力系系统的变速器中执行从初始齿轮至最终齿轮的变速器换档。
为了执行从第一固定齿轮至第二固定齿轮的齿轮变换，通常必须脱离当前传递扭矩的第一离合器，并且接合第二离合器。脱离第一离合器优选地通过第一卸载扭矩实现。在整个操作中，为了从当前接合的离合器上卸载扭矩以实现换档，控制系统至少部分地基于操作者输入而确定命令输出扭矩(commanded output torque)。优选地包括电动机的扭矩产生装置的子组优先地接受命令，以便传递第一驱动扭矩至变速器，该第一驱动扭矩大致等于由电动机的最大扭矩所限制的命令输出扭矩。当从电动机供应的最大扭矩不足以满足命令输出扭矩时，产生补充驱动扭矩。利用第二接合(oncoming)的离合器所产生的补充扭矩优选等于命令输出扭矩与第一驱动扭矩之差。补充驱动扭矩由接合的离合器的最大扭矩所限制。当从电动机和接合的离合器供应的最大扭矩不足以达到命令输出扭矩时，从优选为发动机的扭矩产生装置的第二子组传递而来的扭矩就减少了大致等于命令输出扭矩与第一驱动扭矩及补充驱动扭矩之差的量。
示例性的动力系系统包括各自可操作而用来供应驱动扭矩至变速器装置和车辆传动系的多个扭矩产生装置，该示例性的变速器装置包括双模式的复合分流的混合机电变速器，其具有四个固定的传动比。提供了多个齿轮，其可操作，以便利用多个扭矩传输装置在变速器装置和输出轴之间传递扭矩。扭矩产生装置优选包括成对的电机和内燃机。扭矩传递可采用将驱动扭矩从其中一个扭矩产生装置通过变速器而传递至车辆传动系的形式。扭矩传递可采用将从车辆动量获得的车轮扭矩通过变速器传递至其中一个扭矩产生装置的形式，以便传递扭矩以利用其中一个电机进行发电，或者以便传递扭矩至内燃机以实现发动机制动。
因此，根据本发明，提供一种制品，该制品包括存储介质，该存储介质具有编码于其中的计算机程序，用于实现从动力系系统的变速器的多个扭矩传输装置中的一个上卸载扭矩的方法，其中，通过对多个扭矩传输装置中的至少一个的促动，扭矩从多个扭矩产生装置中的至少一个传递至变速器。该计算机程序包括这样一种方法，包括确定动力系的命令输出扭矩。第一驱动扭矩优选地传递至变速器，并且具有大致等于变速器装置的命令输出扭矩的大小。第一驱动扭矩从包括第一和第二电动机的扭矩产生装置传递，并且由第一和第二电动机的最大扭矩所限制。补充驱动扭矩优选地供应至变速器，并且具有大致等于命令输出扭矩和第一驱动扭矩之差的大小。补充驱动扭矩优选从接合的扭矩传输装置传递。补充驱动扭矩由接合的扭矩传输装置的最大扭矩所限制。将动力系的输出扭矩调节了大致等于命令输出扭矩与第一驱动扭矩及补充驱动扭矩之差的量。
本发明的一方面包括，将动力系的输出扭矩调节了大致等于命令输出扭矩与第一驱动扭矩及补充驱动扭矩之差的量，这种调节包括，减小由可操作地连接至变速器的内燃机传递而来的扭矩。这包括对内燃机减少燃料供给或延迟火花点火的正时的发动机控制方案。作为备选，调节动力系的输出扭矩可包括，增加从内燃机传递来的扭矩。
本发明的另一方面包括，通过增加第二扭矩传输装置的最大扭矩和增加第二扭矩传输装置的反作用扭矩，从而优先地将补充驱动扭矩供应至变速器。这包括，促动离合器控制螺线管，其可操作，以便促动第二扭矩传输装置。
本发明的另一方面包括，通过监控操作者对动力的需求，来确定动力系的命令输出扭矩。确定动力系的命令输出扭矩还包括，确定由控制器命令所引起的扭矩需求，以在发电模式和扭矩产生模式之间改变第一电动机和第二电动机中的一个的操作模式。
本发明的另一方面包括，每个扭矩产生装置都可操作，以便独立地供应驱动扭矩至变速器装置。变速器优选为双模式的复合分流的机电变速器，并且动力系系统可操作，以便提供驱动扭矩至车辆的传动系。
在阅读和了解实施例的以下详细说明之后，本发明的这些方面和其它方面将对本领域技术人员变得显而易见。
附图说明
本发明可在某些部分和部分的布置中采用实体的形式，将在形成本发明一部分的附图中详细地描述和显示本发明的优选实施例，其中：
图1是根据本发明的示例性动力系的示意图；
图2是根据本发明的用于控制器和动力系的示例性结构的示意图；
图3-6是根据本发明的示例性数据图表。
具体实施方式
现在参考附图，其中所显示的仅用于说明本发明而并非用于限制本发明，图1和2显示了一种系统，该系统包括发动机14、变速器10、控制系统，以及根据本发明的实施例构成的传动系。
示例性变速器10的机械方面详细地公开在2005年6月23日公布的共同转让的美国专利申请公开号No.U.S.2005/0137042 A1中，该专利申请的名称为Two-Mode，Compound-Split，Hybrid Electro-Mechanical Transmission having Four Fixed Ratios，并且该专利申请通过引用而结合于本文中。体现了本发明构思的示例性的双模式的复合分流的机电混合变速器示于图1中，并且总体上由标号10表示。混合变速器10具有输入构件12，其可具有可由发动机14直接驱动的轴的性质。瞬时扭矩阻尼器20结合在发动机14的输出轴18和混合变速器10的输入构件12之间。瞬时扭矩阻尼器20优选地包括具有阻尼机构特征的扭矩传输装置77，和分别用标号78和79表示的弹簧。瞬时扭矩阻尼器20允许发动机14与混合变速器10选择性接合，但是必须了解的是，扭矩传输装置77不用于改变或控制混合变速器10所操作的模式。扭矩传输装置77优选包括液压操作的摩擦离合器，其被称为离合器C5。
发动机14可为内燃机的众多类型中的任一种，诸如火花点火发动机或压缩点火发动机，其容易地适合于在操作速度的范围内为变速器10提供动力输出，该操作速度的范围从怠速，以600转/分钟(RPM)或接近600转/分钟，至6,000转/分钟(RPM)以上。不考虑发动机14通过其连接至变速器10的输入构件12的设备，输入构件12连接至变速器10中的行星齿轮组24。
现在具体参考图1，混合变速器10利用三个行星齿轮组24，26和28。第一行星齿轮组24具有通常可表示为环形齿轮的外齿轮构件30，其外接于(circumscribe)通常表示为太阳齿轮的内齿轮构件32上。多个行星齿轮构件34可旋转地安装在托架36上，使得每个行星齿轮构件34啮合式地接合外齿轮构件30和内齿轮构件32。
第二行星齿轮组26也具有通常指定为环形齿轮的外齿轮构件38，其外接于通常指定为太阳齿轮的内齿轮构件40上。多个行星齿轮构件42可旋转地安装在托架44上，使得每个行星齿轮42啮合式地接合外齿轮构件38和内齿轮构件40。
第三行星齿轮组28也具有通常指定为环形齿轮的外齿轮构件46，其外接于通常指定为太阳齿轮的内齿轮构件48上。多个行星齿轮构件50可旋转地安装在托架52上，使得每个行星齿轮50啮合式地接合在外齿轮构件46和内齿轮构件48二者上。
环形齿轮/太阳齿轮上的齿数比通常基于熟练的专业人员已知的设计考虑，并且在本发明的范围之外。作为示例，在一个实施例中，行星齿轮组24的环形齿轮/太阳齿轮的齿数比为65/33；行星齿轮组26的环形齿轮/太阳齿轮的齿数比为65/33；行星齿轮组28的环形齿轮/太阳齿轮的齿数比为94/34。
三个行星齿轮组24，26和28各自包括简单的行星齿轮组。此外，由于第一行星齿轮组24的内齿轮构件32通过毂衬(hub plate)齿轮54结合至第二行星齿轮组26的外齿轮构件38上，故第一行星齿轮组24和第二行星齿轮组26是复合的。结合的第一行星齿轮组24的内齿轮构件32和第二行星齿轮组26的外齿轮构件38持续地连接在第一电机或电动机/发电机56(也称为“电动机A”)上。
由于第一行星齿轮组24的托架36通过轴60结合至第二行星齿轮组26的托架44，故进一步复合行星齿轮组24和26。因此，分别结合第一行星齿轮组24和第二行星齿轮组26的托架36和托架44。轴60还通过扭矩传输装置62选择性地连接至第三行星齿轮组28的托架52，该扭矩传输装置62用于帮助选择混合变速器10的操作模式，其将在下文中更全面地描述。第三行星齿轮组28的托架52直接连接至变速器输出构件64。
在此处所描述的实施例中，其中混合变速器10用于陆地车辆中，输出构件64可操作地连接至传动系，所述传动系包括用来为一个或多个车辆车轴92或半轴(未显示)提供扭矩输出的齿轮箱90或其他扭矩传输装置。车轴92又终止于驱动构件96中。驱动构件96可为驱动构件用于其上的车辆的前轮或后轮，或者可为履带式车辆的驱动齿轮。驱动构件96可具有与之相关的一些类型的车轮制动器94。驱动构件各自具有速度参数NWHL，其包括通常可由车轮速度传感器测量的各个车轮96的转速。
第二行星齿轮组26的内齿轮构件40通过限制轴60的套轴66连接至第三行星齿轮组28的内齿轮构件48。第三行星齿轮组28的外齿轮构件46通过扭矩传输装置70选择性地连接至由变速器壳68表示的地。也采用同样在下文中说明的扭矩传输装置70以帮助选择混合变速器10的操作模式。套轴66也持续地连接至第二电机或电动机/发电机72，其也称为“电动机B”。
所有的行星齿轮组24，26和28以及两个电机56和72都围绕轴向布置的轴60同轴地定向。电机56和72都具有环状构造，该环状构造允许电机56和72外接式围绕三个行星齿轮组24，26和28，使得行星齿轮组24，26和28在电机56和72内部径向地布置。该构造确保减小变速器10的整体外壳，即变速器10的圆周尺寸。
扭矩传输装置73使太阳齿轮40与变速器壳68选择性地相连接(即，选择性地接地)。通过使太阳齿轮40与托架44选择性地相连接，扭矩传输装置75就作为闭锁离合器(lock-up clutch)来操作，从而锁定行星齿轮组24，26，电机56，72和输入，以成组地旋转。扭矩传输装置62，70，73，75都为摩擦离合器，它们被分别称为：离合器C1 70，离合器C2 62，离合器C3 73，和离合器C4 75。每个离合器优选为液压促动的，从而当促动相应的离合器控制螺线管时，从泵接收加压的液压流体。利用已知的液压流体回路，来实现每个离合器的液压促动，该液压流体回路具有多个离合器控制螺线管，并且未在此对其作详细地描述。
由于从燃料或存储在电能存储装置(ESD)74中的电势而来的能量转化，混合变速器10从多个扭矩产生装置接收输入的驱动扭矩，该扭矩产生装置包括发动机14和电机56和72。ESD 74通常包括一个或多个电池。在不改变本发明构思的情况下，可使用能够存储电力和分配电力的其他电能和电化学能存储装置以代替电池。ESD 74优选地基于如下因素来设定尺寸，这些因素包括：再生需要，与通常的道路等级和温度的应用问题，和推进需要，诸如喷射、动力辅助和电气范围。ESD 74经由DC线路或传输导体27以高压直流的方式联接至变速器动力转换模块(TPIM)19。TPIM 19为在下文中参考图2描述的控制系统的元件。TPIM 19通过传输导体29与第一电机56相通信，TPIM19相似地通过传输导体31与第二电机72相通信。电流根据ESD 74是否被充电或被放电而可传输至ESD 74或从ESD 74传输。TPIM 19包括成对的动力转换器和相应的电动机控制器，其配置成接收电动机控制命令并且据此而控制转换器的转换器状态，用于提供电动机驱动或再生功能。
在电动机控制中，相应的转换器从DC线路接收电流，并且在传输导体29和31上为相应的电机提供AC电流。在再生控制中，相应的转换器在传输导体29和31上从电机接收电流，并且为DC线路27提供电流。提供至转换器或者从转换器提供的净DC电流确定电能存储装置74的充电或放电操作模式。优选地，电动机A 56和电动机B 72为三相AC电机，并且转换器包括补充的三相功率电子装置。
再次参考图1，驱动齿轮80可从输入构件12导出。如图所示，驱动齿轮80将输入构件12固定地连接至第一行星齿轮组24的外齿轮构件30，因此驱动齿轮80通过行星齿轮组24和/或26从发动机14和/或电机56和/或72接收动力。驱动齿轮80啮合式地接合惰轮82，该惰轮82又啮合式地接合传动齿轮84，传动齿轮84固定在轴86的一端上。轴86的另一端可固定在单独地或共同地表示为88的液压/传输流体泵和/或动力输出(PTO)单元，并且可包括辅助载荷。
现在参考图2，显示了包括分布的控制器结构的控制系统的示意性方框图。下文所述的元件包括整体的车辆控制结构的子组，并且可操作，以便提供在此描述的动力系系统的协调系统控制。该控制系统可操作，以便综合相关的信息和输入，并且执行算法以控制各种促动器，从而达到控制目标，包括这些参数，例如燃料经济性，排放，性能，可驱动性能，和硬件的保护，该硬件包括ESD 74的电池和电动机56，72。分布的控制器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，和变速器动力转换模块(‘TPIM’)19。混合控制模块(‘HCP’)5提供上述控制器的全部的控制和协调。存在可操作地连接至多个装置的用户接口(‘UI’)13，车辆操作者通常通过所述多个装置控制或指引包括变速器10的动力系的操作。对UI 13的示例性车辆操作者输入包括加速器踏板、制动踏板、变速器齿轮选择器、和车辆速度巡行控制。上述控制器中的每个都经由局域网络(‘LAN’)总线6与其他控制器、传感器和促动器相通信。LAN总线6允许各种控制器之间的控制参数和命令的结构化通信。所利用的具体的通信协议为专用的。作为示例，一种通信协议为汽车工程师学会标准J1939。LAN总线和适当的协议为上述控制器以及提供诸如防抱死制动、牵引控制和车辆稳定性的功能的其他控制器之间提供抗干扰的(robust)消息和多控制器接口连接。
HCP 5提供混合动力系系统的全面控制，从而用于ECM 23、TCM17、TPIM 19和BPCM 21的协调操作。基于来自UI 13和包括电池组的动力系的各种输入信号，HCP 5产生各种命令，包括：发动机扭矩命令，TE_CMD；用于混合变速器10的各个离合器C1、C2、C3、C4的离合器扭矩命令，TCL_N_CMD；和分别用于电动机A和B的电动机扭矩命令，TA_CMD和TB_CMD。
ECM 23可操作地连接至发动机14，并且用于在共同表示为集合线35的多条离散线上从各种传感器获取数据和分别控制发动机14的各种促动器。ECM 23从HCP 5接收发动机扭矩命令，TE_CMD，并且产生所期望的车轴扭矩TAXLE_DES，和通讯至HCP 5的实际的发动机扭矩TE_ACT的指示。为了简单起见，ECM 23大致显示为经由集合线35具有与发动机14的双向接口。可由ECM 23检测的各种其他参数包括发动机冷却剂温度，引导至变速器的轴的发动机输入速度(NE)，歧管压力，环境空气温度，和环境压力。可由ECM 23控制的各种促动器包括燃料喷射器，点火模块和节气门控制模块。
TCM 17可操作地连接至变速器10，并且用于从各种传感器获取数据，并且为变速器提供控制信号。从TCM 17至HCP 5的输入包括用于每个离合器C1，C2，C3和C4的估计的离合器扭矩TCL_N_EST，和输出轴64的转速NO。为了控制的目的，其他促动器和传感器可用于从TCM向HCP提供另外的信息。
BPCM 21与一个或多个传感器形成信号连接，所述一个或多个传感器可操作，以便监测ESD 74的电流和电压参数，从而为HCP 5提供关于电池的状态的信息。这种信息包括电池充电状态Bat_SOC，和电池的其他状态，其包括电压VBAT和可提供的功率PBAT_MIN和PBAT_MAX。
变速器动力转换模块(TPIM)19包括成对的动力转换器和电动机控制器，其构造为接收电动机控制命令以及控制来自转换器的转换器状态，用于提供电动机驱动或再生功能。TPIM 19可操作，以便基于来自HCP 5的输入产生用于电动机A和B的扭矩命令TA_CMD和TB_CMD，该HCP 5由通过UI 13的操作者输入和系统操作参数所驱动。利用电动机阻尼扭矩TA_DAMP和TB_DAMP调节电动机A和B的预定的扭矩命令TA_CMD和TB_CMD，以确定电动机扭矩TA和TB，其由包括TPIM 19的控制系统所执行以控制电动机A和B。电动机A和B的各自的电动机速度信号NA和NB分别由TPIM 19从电动机相位信息或常规的旋转传感器推导出。TPIM 19确定电动机速度NA和NB，并将电动机速度NA和NB通信至HCP 5。电能存储装置74经由DC线路27以高压直流的方式联接至TPIM 19。电流根据ESD 74是否被充电或被放电而可传输至TPIM 19或可从TPIM 19传输。
上述控制器中的每个都优选为通用数字计算机，其通常包括微处理器或中央处理器；存储介质，其包括只读存储器(ROM)，随机存取存储器(RAM)，电可编程只读存储器(EPROM)；高速时钟；模数(A/D)和数模(D/A)电路；输入/输出电路和装置(I/O)，以及适当的信号处理和缓冲电路。每个控制器具有控制算法的组，该算法包括常驻程序指令和校准，其存储在ROM中并执行为提供每个计算机的相应功能。各个计算机之间的信息传输优选地利用上述的LAN 6实现。
用于每个控制器中的控制和状态估计的算法通常在预设的循环中执行，使得对于每个循环，每个算法执行至少一次。存储在非易失性存储装置中的算法由中央处理器中的一个执行，并且可操作，以便监测来自检测装置的输入并执行控制和诊断程序，以利用预设的校准来控制相应装置的操作。在正在运行的发动机和车辆操作期间，通常以规则的间隔执行该循环，例如每3.125，6.25，12.5，25和100毫秒。作为备选，可响应于事件的发生而执行算法。
响应于由UI 13所捕获的操作者的动作，监视的HCP控制器5和其他控制器中的一个或多个确定所需要的变速器输出扭矩TO。适当地控制和操纵混合变速器10的选择性操作的部件，以响应于操作者的需求。例如，在图1和2所示的示例性实施例中，当操作者选择向前驾驶范围并且操纵加速器踏板或制动踏板时，HCP 5确定变速器的输出扭矩，其影响车辆如何和何时加速或减速。最终的车辆加速度由其他因素所影响，包括，例如，道路载荷、道路等级和车辆质量。HCP 5监控扭矩产生装置的参数状态，并且确定达到所期望的扭矩输出所需的变速器的输出。在HCP 5的指导下，变速器10在从慢至快的输出速度的范围上操作，以便满足操作者的需求。
双模式的复合分流的机电混合变速器包括输出构件64，其通过变速器10内的两个不同的齿轮系来接收输出动力，并且以多种变速器操作模式进行操作，如现在参考图1和下表1所述。
                   表1
Figure S2008100873731D00111
表格中描述的各种变速器操作模式表示对于每种操作模式接合或促动特定的离合器C1，C2，C3，C4。另外地，在各种变速器操作模式中，电动机A 56或电动机B 72都可操作，以便电动机，其分别表示为MA，MB，并且如果电动机A 56作为发动机来操作，则表示为GA。当促动该扭矩传输装置70以使第三行星齿轮组28的外齿轮构件46“接地”时，选择第一模式或齿轮系。当释放扭矩传输装置70并且同时促动扭矩传输装置62以将轴60连接至第三行星齿轮组28的托架52时，选择第二模式或齿轮系。在本发明的范围之外的其他因素在电机56，72作为电动机和发电机操作时产生影响，不在此对其进行描述。
主要示于图2中的控制系统可操作，以便在每种操作模式内提供从较慢至较快的轴64的变速器输出速度NO的范围。在每种模式中具有慢-快的输出速度的两种模式的组合允许变速器10将车辆从静止状态推进至公路速度，并且满足前述的各种其他需要。另外地，控制系统协调变速器10的操作，以便允许模式之间的同步转换。
第一操作模式和第二操作模式涉及如下环境，在这些环境中，变速器的功能由一个离合器，即离合器C1 62或C2 70来控制，以及由电机56和72的控制的速度和扭矩来控制。某些操作范围在下文中描述，其中通过应用另外的离合器获得固定比。该另外的离合器可为上述的离合器C3 73或C4 75，如上表所示。
当应用另外的离合器时，获得变速器的输入-输出速度的固定比，即NI/NO。电机56，72的旋转取决于由离合所限定的机构的内旋转，并且与在轴12处确定或测量的输入速度NI成比例。电动机/发电机作为电动机或发电机。它们完全独立于发动机以输出能量流，从而使两者为电动机，使两者作为发电机，或者为它们的任意组合。这允许的是，例如，在以固定比1操作期间，通过从能量存储装置74接收动力，经过行星齿轮组28，在轴64处的来自变速器的原动力输出由来自发动机的动力和来自电动机A和B的动力所提供。
通过在模式I或模式II操作期间促动或不促动一个另外的离合器，就可在固定比操作和模式操作之间来切换变速器操作模式。由控制系统通过算法来确定是以固定比还是以模式控制来操作，并且这是在本发明的范围之外。
操作模式可使操作比重叠，并且选择再次取决于驾驶者的输入和车辆对该输入的响应。当离合器C1 70和C4 75接合时，范围1主要属于模式I操作。当离合器C2 62和C1 70接合时，范围2属于模式I和模式II。当离合器C2 62和C4 75接合时，第三固定比范围主要在模式II期间提供，当离合器C2 62和C3 73接合时，第四固定比范围在模式II期间提供。可注意到的是，模式I和模式II的操作范围通常显著地重叠。
由于机械和系统的限制，上述的示例性动力系系统的输出受到约束。由于在轴18处测量的发动机输出速度NE和在轴12处测量的变速器输入速度NI的限制，以及表示为+/-NA，+/-NB的电动机A和B的速度限制，故限制在轴64处测量的变速器的输出速度NO。由于发动机输入扭矩TE和在瞬时扭矩阻尼器20之后的轴12处测量的输入扭矩TI的限制，以及电动机A 56和B 72的扭矩限制(TA_MAX，TA_MIN，TB_MAX，TB_MIN)，故相似地限制变速器64的输出扭矩TO。
在操作中，在示例性变速器中产生换档，这是由于通常通过对UI 13的输入而通信的操作者对于输出扭矩需求的改变，该UI 13包括加速器踏板、制动踏板、变速器齿轮选择器、和车辆速度巡行控制系统。另外地，对于输出扭矩需求的改变，可基于外部条件的变化，该外部条件的变化例如包括道路等级、路面状况或风力负载的变化。此外，对于输出扭矩需求的改变可基于由控制器命令所引起的动力系扭矩需求的变化，以在发电模式和扭矩产生模式之间改变电气机器中的一个。分布的控制结构同步地运行，以确定对变速器操作齿轮改变的需要，并且执行前述步骤以实现齿轮转换。
现在参考图3-6，现在描述固定齿轮-固定齿轮换档事件的要素的示意图，包括从包括摩擦离合器C1 70，C2 62，C3 73和C4 75的扭矩传输装置之一中卸载传递的扭矩。该卸载动作优选地作为分布的控制结构中的一个或多个编码算法执行，以控制和管理上述动力系和传动系系统的操作。
为了执行从第一固定齿轮至第二固定齿轮的齿轮转换，通常必须脱离当前传递扭矩的第一离合器，并且接合第二离合器，如表1所示。脱离该第一离合器优选地由第一卸载扭矩完成。在整体操作中，为了从当前接合的离合器(即C1，C2，C3，C4)卸载扭矩以实现换档，上述控制系统发挥作用，以至少部分基于操作者输入而确定命令输出扭矩。优选包括电动机56，72的扭矩产生装置的子组优先受到控制，以便将第一驱动扭矩传递至变速器，该第一驱动扭矩大致等于由电动机的最大扭矩所限制的命令输出扭矩。当从电动机56，72供应的最大扭矩不足以满足命令输出扭矩时，就产生补充驱动扭矩。利用第二接合的离合器所产生的补充扭矩优选地等于命令输出扭矩和第一驱动扭矩之差。补充驱动扭矩由接合的离合器的最大扭矩所限制。当从电动机56，72和接合的离合器供应的最大扭矩不足以满足命令输出扭矩时，将从优选为发动机14的扭矩产生装置的第二子组传递的扭矩减小了大致等于命令输出扭矩与第一和补充驱动扭矩之差的量。在操作中，控制系统可优选地操作为基本同时确定第一驱动扭矩、补充驱动扭矩、和扭矩减小，以便限制变速器需要用于换档的时间量。这在下文中更加详细地描述。
在操作中，确定动力系的命令输出扭矩TO_CMD。第一驱动扭矩优选地作为输入从第一电动机56和第二电动机72供应至变速器10，并且大致等于对变速器装置的命令输出扭矩。第一驱动扭矩由第一和第二电动机的扭矩产生能力TA，TB所限制。称为TC_ON的补充驱动扭矩从接合的扭矩传输装置传递至变速器。补充驱动扭矩TC_ON大致等于命令输出扭矩TO_CMD与包括TA，TB的第一驱动扭矩之差。补充驱动扭矩TC_ON由接合的扭矩传输装置的最大扭矩，即最大TC_ON所限制。当包括TA，TB的第一驱动扭矩和补充驱动扭矩TC_ON不足以满足命令输出扭矩TO_CMD时，控制系统将变速器的输出扭矩TO减小一个等于该差的量。现在详细地描述上述情况。
基于UI 13的操作者输入和与由于电能存储装置(ESD)74的充电和放电所产生的动力需求相关的其他动力系和系统命令，确定动力系的命令输出扭矩TO_CMD。
现在参考图3，显示了电动机A，B的操作范围的数据图表，其中，x轴包括用于电动机A 56的输出扭矩参数的范围，y轴包括用于电动机B 72的扭矩值的范围。用于电动机A和B的可得到的操作扭矩参数的范围由基于称为PBAT_MIN和PBAT_MAX的最小和最大电池功率的可用功率所限制。这些限制在图表上以线显示出。为了在固定的变速器齿轮中操作，为预定的输入和输出扭矩参数TI，TO确定最大和最小的离合器反作用扭矩值TcR_MAX，TcR_MIN。
反作用扭矩被定义为通过扭矩传输装置(即离合器)传递的扭矩的大小。最大扭矩被定义为可通过离合器传递的扭矩的最大量，并且通常基于离合器压力和离合器摩擦力的大小。当离合器扭矩的大小超过最大扭矩时，就发生离合器打滑。反作用扭矩始终小于或等于最大扭矩。通过利用变速器的液压回路控制施加到离合器上的液压压力的大小，来产生离合器压力。
为了卸载具体的扭矩传递离合器，离合器的反作用扭矩已经优选地达到大致等于零的值，即没有扭矩通过具体的离合器在扭矩产生装置和车辆传动系之间传递。当TcR_MIN值为负扭矩以及TcR_MAX值为正扭矩时，可仅利用来自电动机A和电动机B的扭矩输出实现为零的净反作用扭矩。这在图3上显示为沿TcR_MAX和TcR_MIN之间的恒定(constant)TI，TO线的点。在这种情况中，控制系统控制TPIM控制器19，以传输足够量的电能至电动机A 56和B 72，使得他们的输出包含适当的操作点，以产生用于对变速器装置10的输入的输入扭矩TA，TB。当电动机A和B达到所期望的输入扭矩TA，TB时，离合器反作用扭矩为零，并且在没有另外动作的情况下可使脱离接合(off-going)的离合器不被促动。现在参考图4图示地显示出这种动作。
当TcR_MAX，TcR_MIN值都为负扭矩或者TcR_MAX，TcR_MIN值都为正扭矩时，仅利用来自电动机A和电动机B的扭矩输出不能实现为零的净反作用扭矩。现在参考图5显示出上述情况。在该情况中，优选地供应补充驱动扭矩，其包括从接合的扭矩传输装置传递的扭矩，该扭矩传输装置即为摩擦离合器C1 70，C2 62，C3 73，和C4 75中的一个。补充驱动扭矩的大小大致等于命令输出扭矩和第一驱动扭矩之差，并且由接合的扭矩传输装置的最大扭矩所限制。
为了产生补充驱动扭矩，当可再次参考图3的数据图所示的结果确定的电动机扭矩值TA，TB都为正扭矩时，电动机A和B接受命令，以便产生可在当前的操作点实现的最小扭矩值TcR_MIN。作为备选，当电动机扭矩值TA，TB都为负扭矩时，电动机A和B可接受命令，以便产生可在当前的操作点实现的最大扭矩值TcR_MAX。这是意图将电动机扭矩TA，TB被控制为最小的绝对值。
当电动机扭矩TA，TB被控制为最小的绝对值或者将要达到最小的绝对值时，对于接合的离合器，执行离合器注入(fill)命令，接合的离合器接受到命令而处于工作状态。接合的离合器产生补充驱动扭矩TC_ON，其增加至等于脱离接合的离合器的反作用扭矩的值，其中上限为离合器最大扭矩的最大值，称为TC_ON_MAX。
当与补充驱动扭矩TC_ON相结合的来自电动机A和B的输入扭矩TA，TB等于命令输出扭矩时，脱离接合的离合器的反作用扭矩为零，并且在没有另外的动作的情况下可使脱离接合的离合器不被促动。
当脱离接合的离合器的反作用扭矩超过与补充驱动扭矩TC_ON相结合的来自电动机A和B的输入扭矩TA，TB时，需要减小动力系的输出扭矩TO，以便实现离合器的卸载，从而允许换档至另一个齿轮。动力系的输出扭矩TO的减小大致包括将输入扭矩TI减小等于剩余的反作用扭矩的量，以达到所期望的输出扭矩TO，该剩余的反作用扭矩在来自电动机A和B的输入扭矩TA，TB和补充驱动扭矩TC_ON的组合之后确定。减小输入扭矩TI大致包括，将发动机扭矩TE减小一个等于所计算的差的量。优选地，以匀变(ramped)的方式减小发动机扭矩，以减小对操作者感觉的影响，以及减小操作者采取与卸载事件相抵触的校正动作。这在T5和T6之间的TO线上示出，并且以图6中的字母“J”表示。通过执行诸如减少发动机的燃料或延迟点火的已知动作，或者通过调节燃料供给时间，可由控制系统在具有这种性能的车辆系统上减小发动机扭矩。
再次参考图6，详细描述了作为时间之函数的整体操作。响应于对扭矩进行卸载的命令，就存在利用电动机A和B通过卸载离合器反作用扭矩而减小离合器反作用扭矩的命令。第一驱动扭矩受到命令控制，以便从电动机A和B输出，其包括在时间T1示出的输出扭矩TA，TB。在时间T2时达到电动机A和B的最大扭矩，其中显示出的是，在该示例中实际的离合器扭矩仍大于零。因此，在时间T3开始，从接合的离合器传递补充驱动扭矩TC_ON。在时间T4，接合的离合器扭矩TC_ON优选地匀变至等于接合的离合器的最大扭矩的最大值TC_ON_MAX。在该示例中显示出的是，在该示例中实际的离合器扭矩仍然大于零。因此，在该示例中，对变速器的输入扭矩Ti在时间T5开始以匀变减小的方式减小，直到在时间T6示出的离合器扭矩基本上等于通过脱离接合的离合器所传递的零扭矩。通常，利用包括减少发动机的燃料或延迟点火的已知的发动机输出扭矩管理技术，通过减小发动机扭矩TE，来减小输入扭矩Ti。
可以理解，传动系的针对应用场合的特定质量、惯性、摩擦系数、和其他特征和参数影响各种动力系和传动系的操作状态，因此，响应时间和幅值意图为示例性的，但是其仍然说明动力系系统的整体操作。
如前所述，变速器装置10包括可操作，以便在扭矩产生装置14，56，72和传动系的输出轴64和驱动轮96之间传递扭矩的多个齿轮和扭矩传输装置。扭矩传递可包括，将驱动扭矩从扭矩产生装置14，56，72中的一个或多个传输至传动系。由于通常称为发动机制动的过程，故扭矩传递可包括，将扭矩从驱动轮96经由传动系和变速器传输至扭矩产生装置14，56，72中的一个或多个。在该构造中，发动机制动包括通过扭矩传输装置，即离合器C1，C2，C3，C4，将从车辆动量获得的至少一部分传动系扭矩从输出轴64传递至扭矩产生装置14，56，72。传递的扭矩以通过电动机/发电机56，72发电的形式和以通过内燃机14来进行发动机制动的形式被动力系所吸收。
应理解的是，在本发明的范围内，对变速器硬件的修改是允许的。已经具体参考优选实施例和优选实施例的修改描述了本发明。在阅读和了解说明书之后，他人可想到其他的修改和变化。本发明旨在包括所有这些修改和变化，只要这些修改和变化在本发明的范围之内。

Claims (22)

1.一种制品，包括存储介质，所述存储介质具有编码于其中的计算机程序，用于执行对变速器的扭矩传输装置进行扭矩卸载的方法，所述扭矩从多个扭矩产生装置中的一个传递，所述计算机程序包括：
用于确定所述变速器的命令输出扭矩的代码；
用于优先地将第一驱动扭矩从所述扭矩产生装置的第一子组传递至所述变速器的代码；
用于优先地将补充驱动扭矩传递至所述变速器的代码，所述补充驱动扭矩大致等于所述命令输出扭矩和所述第一驱动扭矩之差，所述补充驱动扭矩从接合的扭矩传输装置传递来；和
用于将从所述扭矩产生装置的第二子组传递来的扭矩调节了一个大致等于所述命令输出扭矩与所述第一驱动扭矩及所述补充驱动扭矩之差的量的代码。
2.根据权利要求1所述的制品，其特征在于，用于优先地将第一驱动扭矩从所述扭矩产生装置的第一子组传递至所述变速器的代码还包括，所述第一驱动扭矩大致等于所述变速器的命令输出扭矩。
3.根据权利要求2所述的制品，其特征在于，所述第一驱动扭矩受到所述扭矩产生装置的第一子组的扭矩产生能力的限制。
4.根据权利要求3所述的制品，其特征在于，所述扭矩产生装置的第一子组包括第一电机和第二电机。
5.根据权利要求1所述的制品，还包括：所述补充驱动扭矩受到所述接合的扭矩传输装置的最大扭矩的限制。
6.根据权利要求5所述的制品，其特征在于，用于优先地将从所述接合的扭矩传输装置传递来的补充驱动扭矩传递至所述变速器的所述代码还包括：
用于增加第二扭矩传输装置的最大扭矩的代码；和
用于增加第二扭矩传输装置的反作用扭矩的代码。
7.根据权利要求6所述的制品，其特征在于，用于增加所述第二扭矩传输装置的最大扭矩的所述代码包括用于促动离合器控制螺线管的代码，所述离合器控制螺线管可操作，以便促动所述第二扭矩传输装置。
8.根据权利要求1所述的制品，其特征在于，用于将从所述多个扭矩产生装置的第二子组传递来的扭矩调节一个大致等于所述命令输出扭矩与所述第一驱动扭矩及所述补充驱动扭矩之差的量的所述代码包括用于减小从内燃机传递来的扭矩的代码，所述内燃机可操作地连接至所述变速器。
9.根据权利要求8所述的制品，还包括用于减少输送至所述内燃机的燃料的代码。
10.根据权利要求8所述的制品，还包括用于延迟所述内燃机的火花点火的正时的代码。
11.根据权利要求1所述的制品，其特征在于，用于将从所述多个扭矩产生装置的第二子组传递的扭矩调节一个大致等于所述命令输出扭矩与所述第一驱动扭矩及所述补充驱动扭矩之差的量的所述代码包括用于增加从内燃机传递来的扭矩的代码，所述内燃机可操作地连接到所述变速器。
12.根据权利要求11所述的制品，其特征在于，用于确定所述变速器的命令输出扭矩的代码包括用于监控操作者对动力的需求的代码。
13.根据权利要求1所述的制品，其特征在于，每个所述扭矩产生装置都可操作，以便独立地供应驱动扭矩至所述变速器。
14.根据权利要求1所述的制品，其特征在于，所述变速器包括双模式的复合分流的机电变速器。
15.根据权利要求14所述的制品，其特征在于，所述双模式的复合分流的机电变速器包括这样的变速器，所述变速器包括四个扭矩传输装置，所述四个扭矩传输装置可操作，以便在至少四种固定齿轮模式和两种模式的操作范围内控制所述变速器。
16.根据权利要求15所述的制品，其特征在于，所述变速器和多个扭矩产生装置可操作，以便提供驱动扭矩至车辆的传动系。
17.一种对变速器的扭矩传输装置进行扭矩卸载的方法，所述扭矩从多个扭矩产生装置中的一个传递至所述变速器，所述方法包括：
确定所述变速器的命令输出扭矩；
优先地将第一驱动扭矩从扭矩产生装置的第一子组传递至所述变速器；
优先地将补充驱动扭矩传递至所述变速器，所述补充驱动扭矩大致等于所述命令输出扭矩和所述第一驱动扭矩之差，所述补充驱动扭矩从接合的扭矩传输装置传递而来；和
将从所述扭矩产生装置的第二子组传递来的扭矩调节一个量，所述量大致等于所述命令输出扭矩与所述第一驱动扭矩及所述补充驱动扭矩之差。
18.根据权利要求17所述的方法，所述方法包括，通过所述扭矩产生装置的第一子组的扭矩产生能力，来限制来自所述扭矩产生装置的第一子组的所述第一驱动扭矩。
19.根据权利要求17所述的方法，其特征在于，优先地将从所述接合的扭矩传输装置传递来的补充驱动扭矩传递至所述变速器还包括：
增加第二扭矩传输装置的最大扭矩；和
增加第二扭矩传输装置的反作用扭矩。
20.一种用于动力系的控制系统，所述动力系包括多个扭矩产生装置和变速器装置，所述变速器装置具有多个扭矩传输装置，以执行对通过所述扭矩传输装置中的一个传递来的扭矩进行卸载的方法，所述控制系统的控制器可操作，以便：
确定命令输出扭矩；
优先地控制所述扭矩产生装置的第一子组，以将大致等于所述命令输出扭矩的第一驱动扭矩传递至所述变速器装置，所述第一驱动扭矩由所述扭矩产生装置的第一子组的最大扭矩来限制；
优先地控制接合的扭矩传输装置，以执行将补充驱动扭矩传递至所述变速器装置，所述补充驱动扭矩大致等于所述命令输出扭矩和所述第一驱动扭矩之差，所述补充驱动扭矩由所述接合的扭矩传输装置的最大扭矩来限制；和
将从所述扭矩产生装置的第二子组传递来的输出扭矩调节一个量，所述量大致等于所述命令输出扭矩与所述第一驱动扭矩及所述补充驱动扭矩之差。
21.根据权利要求20所述的控制系统，其特征在于，所述控制系统的控制器可操作，以便在所述变速器装置中从第一固定齿轮换档至第二固定齿轮。
22.根据权利要求20所述的控制系统，还包括，所述控制系统可操作，以便基本同时地确定所述第一驱动扭矩、所述补充驱动扭矩以及扭矩减小。
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