CN101446342B - 控制机电变速器中的离合器压力的方法和装置 - Google Patents
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Abstract
本发明涉及控制机电变速器中的离合器压力的方法和装置。具体地,提供了减小机电变速器中离合器滑动发生的方法,机电变速器适于通过选择性应用液压致动的离合器来选择性地传递机械功率到输出元件,所述方法包括:监控所述离合器的运行,基于所述的监控所述运行识别离合器磨损的指示,基于离合器磨损的所述指示增加应用于所述离合器的最小夹紧力。
Description
相关申请的交叉参考
本申请要求2007年10月26日提交的美国临时申请No.60/982772的权益,在此以引用方式将该临时申请并入本文。
技术领域
本公开涉及机电变速器的控制系统。
背景技术
本部分中的陈述仅是为了提供与本公开有关的背景信息,可能并不构成现有技术。
已知的动力系结构包括转矩产生装置,其包括内燃机和电机,转矩产生装置经过变速器装置将转矩传递到输出元件。一个典型的动力系包括双模式、复合分配、机电变速器(其利用输入元件接收来自主动力源的动力转矩,主动力源优选为内燃机)以及输出元件。输出元件可被可操作地连接至机动车的传动系,用于将牵引转矩传递至传动系。电机(可作为电动机或发电机运行)独立于内燃机的转矩输入而产生至变速器的转矩输入。电机可以将经过车辆传动系传递的车辆动能转换为能够存储在电能储存装置中的电能。控制系统监控来自车辆和操作者的各种输入,并且提供动力系的可操作控制,包括控制变速器运行状态与换挡,控制转矩产生装置,以及调节电能储存装置和电机之间的电力交换来控制变速器的输出(包括转矩和转速)。
在混合动力驱动车辆内的以上装置的运行需要控制连接至上述发动机、电动机和传动系的大量转矩轴承轴或装置。各种控制方案以及各前述混合动力驱动系统的组件之间的可操作连接是已知的,为了执行混合动力驱动系统的功能,控制系统必须能够接合和分离各组件。接合和分离已知地通过应用离合器的变速器的使用来实现。离合器是本领域中众所周知的用于接合和分离轴的装置,包括轴之间的转速和转矩差的控制。接合或锁止、分离或解锁,接合或锁止操作时的运行,分离或解锁操作时的运行都是离合器的状态,为了车辆的适当和平稳地运行都必须进行控制。
涉及与车辆加速的明显跳跃或突然变化相关的车辆运行共同描述为驾驶性能。影响驾驶性能的明显跳跃的一个原因是滑动或离合器连接表面之间的相对旋转运动。只要通过离合器传递的作用转矩大于实际最大转矩的时候就会发生滑动。离合器可以设计成在异步运行中的可控滑动的一定级别来运行,或离合器可以设计成在同步运行中很小滑动或优选没有滑动地运行。本公开涉及主要为同步运行设计的离合器。在同步运行变速器中的滑动导致在变速器内控制的意外损失和对于驾驶性能的负面影响。
离合器已知地具有各种设计和控制方法。一种已知类型的离合器是通过分离或接合两个连接表面而运行的机械离合器,例如连接时运行以在互相之间施加摩擦转矩的离合器片。一种运行此类机械离合器的控制方法包括采用液压控制系统,使用通过液压管路传递的流体液压在两个连接表面之间施加或释放夹紧力。在典型液压致动离合器中,离合器传递作用转矩的能力是由施加的加紧力产生的,所述夹紧力压缩并产生连接表面之间的摩擦力。施加的加紧力是由作用在致动装置(例如活塞驱动缸,其通过活塞将压力转化为作用力)中的液压压力作用的。因此操作地,离合器不是在二元方式下运行,而是具有接合状态的范围,从完全分离与不同步,到没有施加夹紧力的同步,到最小夹紧力的接合,到最大夹紧力的接合。离合器的变量控制允许在锁止和解锁状态之间进行平滑转换,并且允许控制锁止变速器中的滑动。
离合器传递作用转矩的能力是施加到离合器上的夹紧力大小以及使用的连接表面之间的摩擦系数的函数。两个表面之间的摩擦系数在本领域中已知地包括静态摩擦系数和动态摩擦系数。在离合器的寿命中,磨损引起了对于给定夹紧力的离合器最大转矩的逐步退化。结果,最初足够在离合器中产生特定最大转矩的离合器压力最终不能产生同样的最大转矩。
运行动力系的方法,包括基于离合器滑动来调节离合器夹紧力,其对于调节离合器最大转矩的退化是有益的。
发明内容
减小机电变速器中离合器滑动发生的方法,机电变速器适于通过选择性应用液压致动离合器来选择性地传递机械功率到输出元件,所述方法包括监控所述离合器的运行,基于所述的监控所述运行识别离合器磨损的指示,并基于离合器磨损的所述指示来增加施加到所述离合器上的最小夹紧力。
附图说明
参照附图,通过例子的方式,现将描述一个或多个实施例,其中,
图1是根据本公开的典型动力系的示意图;
图2是根据本公开的控制系统和动力系的典型结构的示意图;
图3是根据本公开的典型滑动事件和相应的离合器滑动恢复事件的图示;
图4是根据本公开的滑动事件和相应的离合器滑动恢复事件的图示,包括为了调节离合器最大转矩,梯级递增POFFEST的方法;
图5根据本公开,图示地描绘了在许多滑动事件中递增最小POFFSET;
图6根据本公开,图示地描绘了在许多滑动事件和相应的典型离合器最大转矩数据中最小POFFSET的一系列递增;
图7是根据本公开的滑动事件和相应离合器滑动恢复事件的图示,包括响应于滑动的再次发生而设置POFFSET的方法;
图8根据本公开,示意性显示了计算和组合离合器压力需求的典型程序,其结合了满足离合器作用转矩需求的所需压力和POFFSET:以及
图9根据本公开,描绘了典型程序流程,其中压力补偿项在循环中被控制。
具体实施方式
现参考附图,其中的图示仅用于示出特定典型实施例,而不用于限制目的,图1和2描绘了典型的机电混合动力系。图1中描绘了根据本公开的典型机电混合动力系,其包括双模式、复合分配、机电混合变速器10,变速器10可操作地连接至发动机14及第一与第二电机(MG-A)56与(MG-B)72。发动机14及第一与第二电机56和72每个均产生可被传递至变速器10的功率。由发动机14及第一与第二电机56和72产生并传递至变速器10的功率通过输入和电动机转矩(本文中分别称为TI,TA,TB)以及速度(本文中分别称为NI,NA,NB)描述。
典型的发动机14包括多缸内燃机,其可在几种状态下选择性地运行,从而经由输入轴12将转矩传递至变速器10,并且其可以是点燃式或压燃式发动机。发动机14包括可操作地耦接至变速器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。由于将例如液压泵(未示出)和/或转矩控制装置(未示出)的转矩消耗组件放置在发动机14和变速器10之间的输入轴12上,包括转速与发动机转矩的发动机14的功率输出可不同于至变速器10的输入速度NI与输入转矩TI。
典型的变速器10包括三组行星齿轮装置24、26与28,以及四个选择性地可接合的转矩传递装置,即离合器C1 70,C2 62,C3 73以及C4 75。如本文中使用的离合器指的是任何类型的摩擦转矩传递装置,例如包括单个或复合盘式离合器或组、带式离合器,以及制动器。优选地由变速器控制模块(以下为TCM)17控制的液压控制电路42可操作用于控制离合器状态。离合器C2 62和C4 75优选地包括使用液压的旋转摩擦离合器。离合器C1 70和C3 73优选地包括液压控制的固定装置,固定装置可选择性地接地(ground)至变速箱68。每个离合器C1 70,C2 62,C3 73以及C4 75均优选地使用液压,经由液压控制电路42选择性地接收加压液压流体。
第一与第二电机56与72优选地包括三相AC电机,每个均包括定子(未示出)与转子(未示出)以及各自的旋转变压器80和82。每个电机的电动机定子接地至变速箱68的外部,并且包括定子铁心,定子铁心具有从其中延伸出来的线圈电绕组。第一电机56的转子被支撑于毂衬齿轮上,毂衬齿轮经由第二行星齿轮装置26可操作地附接至轴60。第二电机72的转子固定地附接至轴套毂66。
每个旋转变压器80和82优选地包括可变磁阻装置,可变磁阻装置包括旋转变压器定子(未示出)和旋转变压器转子(未示出)。旋转变压器80与82适当地定位并装配在相应的第一与第二电机56与72上。旋转变压器80和82的各自的定子可操作地连接第一和第二电机56和72的定子。旋转变压器转子可操作地连接相应的第一与第二电机56和72的转子。每个旋转变压器80和82信号地且可操作地连接至变速器功率变换器控制模块(以下为TPIM)19,每个TPIM 19传感并监控旋转变压器转子相对于旋转变压器定子的旋转位置,由此监控第一与第二电机56与72的各自旋转位置。此外,中断来自旋转变压器80与82的信号输出来分别提供第一与第二电机56与72的转速,即,NA和NB。
变速器10包括输出元件64,例如可操作地连接至车辆(未示出)的传动系90的轴,以提供输出功率到传动系90,所述动力传递至车轮93(其中一个车轮示于图1)。通过输出转速NO与输出转矩TO表征输出功率。变速器输出速度传感器84监控输出元件64的转速与旋转方向。每个车轮93优选地装配有适于监控轮速VSS-WHL的传感器94,轮速输出由图2中描述的分布式控制模块系统的控制模块监控来确定车速,以及制动控制、牵引控制和车辆加速度控制的绝对与相对轮速。
来自发动机14及第一与第二电机56与72的输入转矩(分别为TI,TA及TB)由燃料或存储在电能存储装置(以下为ESD)74中的电势的能量转化而生成。ESD 74经由DC传递导体27高压DC耦接至TPIM 19。传递导体27包括接触器开关38。当接触器开关38闭合时,在正常运行下,电流可以在ESD 74与TPIM 19之间流动。当接触器开关38断开时,中断在ESD 74与TPIM 19之间的电流。TPIM 19通过传递导体29将电力传递至第一电机56,并且从第一电机56传出电力,TPIM 19类似地通过传递导体31将电力传递至第二电机72,并且从第二电机72传出电力,以此来满足响应于电动机转矩TA与TB的第一与第二电机56与72的转矩指令。根据ESD 74正在充电或放电,电流传递至ESD74或从ESD 74传出。
TPIM 19包括一对功率变换器(未示出)和各自的电动机控制模块(未示出),其配置用于接收转矩指令,并且由指令控制变换器状态,以此来提供电动机驱动或再生功能来实现输入转矩TA和TB。功率变换器包括已知的补偿三相功率电子装置,并且每个补偿三相功率电子装置均包括多个绝缘栅双极晶体管(未示出),绝缘栅双极晶体管通过高频转换,将ESD 74的DC功率转换为AC功率,为相应的第一与第二电机56与72提供功率。绝缘栅双极晶体管形成配置用于接收控制指令的开关模式电源。每个三相电机的每一相均典型地存在一对绝缘栅双极晶体管。控制绝缘栅双极晶体管的状态来提供电动机驱动机械功率生成或电力再生功能。三相变换器经由DC传递导体27接收或供给DC功率,并将其转换为三相AC功率或从三相AC功率转换而来,三相AC功率分别经由传递导体29与31被传导至第一与第二电机56与72或从第一与第二电机56与72传导而来,用于第一与第二电机56与72作为电动机或发电机运行。
图2是分布式控制模块系统的示意性框图。以下描述的元件包括整车控制结构的子系统,并提供图1中描绘的典型动力系的协同系统控制。分布式控制模块系统综合相关信息和输入,并执行算法来控制各种致动器以满足控制目的(包括涉及燃油经济性、排放、性能、驾驶性能以及包括ESD 74的电池及第一与第二电机56与72的硬件保护的目的)。分布式控制模块系统包括发动机控制模块(以下为ECM)23,TCM 17,电池组控制模块(以下为BPCM)21,以及TPIM 19。混合动力控制模块(以下为HCP)5提供ECM 23,TCM 17,BPCM21与TPIM 19的监管控制与协同。用户界面(UI)13可操作地连接至多个装置,通过用户界面,车辆操作者控制或指挥机电混合动力系的运行。所述装置包括加速踏板113(AP)(由其来确定操作者转矩需求),操作者制动踏板112(BP)、变速器档位选择器114(PRNDL),以及车速巡航控制(未示出)。PRNDL 114可具有操作者可选择位置的离散数字,包括输出元件64的旋转方向,以实现前进与倒退方向之一。
前述控制模块经由局域网(以下为LAN)总线6与其它控制模块,传感器,以及致动器相通讯。LAN总线6允许各个控制模块之间的运行参数状态与致动器指令信号的结构化通讯。使用的特定通信协议为专用的。LAN总线6与适当的协议提供用于前述控制模块与其它控制模块(提供包括例如防抱死制动,牵引控制和车辆稳定性的功能)之间的稳定的信息传送及多重控制模块接口连接。多重通讯总线可用于提高通讯速度,并且提供一定级别的信号冗余度与完整性。单个控制模块之间的通讯也可使用例如串行外设接口(SPI)总线(未示出)的直接联接。
HCP 5提供动力系的监管控制,用于ECM 23,TCM 17,TPIM 19以及BPCM21的协同运行。基于来自用户界面13以及动力系(包括ESD 74)的各种输入信号,HCP 5产生各种指令,包括:操作者转矩需求(TO-REQ),至动力系90的受指令控制的输出转矩(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;以及第一与第二电机56与72的各自转矩指令。TCM 17可操作地连接至液压控制电路42,并且提供各种功能,其中包括监控各种压力传感装置(未示出),产生控制信号,将控制信号传送至各电磁线圈(未示出),从而控制包含在液压控制电路42中的压力开关和控制阀。
ECM 23可操作地连接至发动机14,并且用于从发动机14的传感器与控制致动器在多条分离的线路上获取数据,为了简化起见,多条分离的线路以集合的双向接口电缆35示出。ECM 23从HCP 5接收发动机输入转矩指令。基于监控的发动机速度与载荷,ECM 23确定当时提供至变速器10的实际发动机输入转矩TI,其被传送至HCP 5。ECM 23监控来自转速传感器11的输入来确定发动机对于输入轴12的输入速度,该速度转变为变速器输入速度NI。ECM 23监控来自传感器(未示出)的输入来确定其它发动机运行参数的状态,包括例如歧管压力、发动机冷却温度,环境空气温度以及环境压力。例如,可以由歧管压力,或可替换地由监控操作者对加速踏板113的输入而确定发动机载荷。ECM23产生并传送指令信号来控制发动机致动器,包括例如燃料喷射器、点火模块,以及节气门控制模块,这些均未示出。
TCM 17可操作地连接至变速器10,并且监控来自传感器(未示出)的输入来确定变速器运行参数的状态。TCM 17生成并传送指令信号来控制变速器10,包括控制液压控制电路42。从TCM 17至HCP 5的输入包括估算的每个离合器(即,C1 70,C2 62,C3 73以及C4 75)的离合器转矩以及输出元件64的输出转速NO。为了控制目的,可使用其它致动器与传感器将附加信息从TCM 17提供至HCP 5。TCM 17监控来自压力开关(未示出)的输入,并且选择性地致动压力控制电磁线圈(未示出)和液压电路42的切换电磁线圈(未示出),以此来选择性地致动各种离合器C1 70,C2 62,C3 73,以及C4 75,从而达到如下文所述的各种变速运行范围状态。
BPCM 21信号地连接至传感器(未示出)来监控ESD 74(包括电流与电压参数的状态)来将ESD 74的电池的参数状态的指示信息提供至HCP 5。电池的参数状态优选地包括电池充电状态、电池电压、电池温度,以及有效电池功率(指的是PBAT_MIN至PBAT_MAX的范围)。
每个控制模块ECM 23,TCM 17,TPIM 19与BPCM 21优选地为通用数字计算机,其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),随机存取储存器(RAM),电子可编程只读存储器(EPROM),高速时钟,模数(A/D)与数模(D/A)电路,输入/输出电路与装置(I/O),以及适当的信号调节与缓冲电路。每个控制模块都具有一组控制算法,包括存储在存储介质之一中并被执行来提供每个计算机各自功能的驻存程序指令和校准。控制模块之间的信息传递优选地使用LAN总线6和SPI总线来完成。在预设循环周期期间执行控制算法使得每个算法在每个循环周期中执行至少一次。存储在非易失存储装置中的算法由中央处理器之一执行来监控来自传感装置的输入,并且执行控制与诊断程序来通过使用预设校准控制致动器的运行。以规则时间间隔执行循环周期,例如在动力系实时运行过程中每隔3.125、6.25、12.5、25和100毫秒。可替换地,可响应于事件的发生而执行算法。
典型动力系选择性地以几种运行范围状态之一运行,运行范围状态可通过发动机状态与变速器状态描述,其中发动机状态包括发动机工作状态(ON)与发动机停止状态(OFF)之一,变速器状态包括多个固定档位和连续变量运行模式,以下参照表1描述。
表1
描述 | 发动机状态 | 变速器运行范围状态 | 使用的离合器 |
MI_Eng_OffMI_Eng_OnFG1FG2 | OFFONONON | EVT模式IEVT模式I固定齿轮比1固定齿轮比2 | C1 70C1 70C1 70 C4 75C1 70 C2 62 |
MII_Eng_OffMII_Eng_OnFG3FG4 | OFFONONON | EVT模式IIEVT模式II固定齿轮比3固定齿轮比4 | C2 62C2 62C2 62 C4 75C2 62 C3 73 |
表中描述了每个变速器运行范围状态并指示每个运行范围状态中使用的是特定离合器C1 70,C2 62,C3 73以及C4 75中的哪个。为了“接地”第三行星齿轮装置28的外部齿轮元件,仅通过使用离合器C1 70来选择第一连续变量模式,即EVT模式I或MI。发动机状态可以为ON(MI-Eng-On)或OFF(MI-Eng-Off)之一。仅通过使用离合器C2 62来选择第二连续变量模式,即EVT模式II或MII,以此来将轴60连接至第三行星齿轮装置28的承载件。发动机状态可以为ON(MII-Eng-On)或OFF(MII-Eng-Off)之一。为了本说明书的目的,当发动机状态为OFF时,发动机输入速度等于每分钟零转(RPM),即发动机曲轴不旋转。固定档位运行提供变速器10的输入/输出速度的固定比率运行,即NI/NO。通过使用离合器C1 70,C4 75来选择第一固定档位运行(FG1)。通过使用离合器C1 70和C2 62来选择第二固定档位运行(FG2)。通过使用离合器C2 62和C4 75来选择第三固定档位运行(FG3)。通过使用离合器C2 62和C3 73来选择第四固定档位运行(FG4)。由于行星齿轮24、26及28中降低的传动比,因此输入/输出速度的固定比率运行随着升高的固定档位运行而提高。第一与第二电机56与72各自的转速NA和NB取决于由离合器限定的机构内部旋转,并且与输入轴12处测量的输入速度成比例。
响应于由用户界面13获取的经由加速踏板113与制动踏板112的操作者输入,HCP 5及一个或多个其它控制模式确定受指令控制的输出转矩TCMD来满足在输出元件64执行并传递至传动系90的操作者转矩需求TO-REQ。最终车辆加速度会受其它因素的影响,包括例如道路载荷、道路坡度以及车辆重量。基于动力系的各种运行特征,确定变速器10的运行范围状态。这包括操作者转矩需求,其如前所述通过加速踏板113和制动踏板112传送至用户界面13。运行范围状态能够基于由指令产生的动力系转矩需求,在电能生成模式或转矩生成模式中运行第一与第二电机56与72。运行范围状态可以由最佳算法或程序确定,其基于操作者对功率、电池充电状态、发动机14及第一与第二电机56与72的能量效率的要求而确定最佳系统效率。控制系统基于执行最佳程序的结果来控制发动机14及第一与第二电机56与72的转矩输入,并因此最佳化系统效率来控制燃油经济性与电池充电。而且,可以基于组件或系统中的故障确定运行。HCP 5监控转矩产生装置,并且确定变速器10的功率输出,需要所述功率输出来达到满足操作者转矩需求的所需输出转矩。如从以上描述中显而易见的,ESD 74及第一与第二电机56与72电动可操作地耦接,用于传递它们之间的功率流。而且,发动机14,第一与第二电机56与72,以及机电变速器10机械可操作地耦接来传递它们之间的功率,从而产生至输出元件64的功率流。
离合器最大转矩是施加到离合器上的夹紧力和离合器连接表面的相对摩擦系数的函数。当离合器连接表面是同步并锁止的,意味着连接表面相接触并以零相对角速度运动,静态摩擦系数表示由于夹紧力导致的离合器最大转矩。当离合器连接表面没有锁止且离合器滑动时,动态摩擦系数小于静态摩擦系数,描述了连接表面之间抵抗滑动的转矩。如果抵抗滑动的转矩大于经过离合器传递的转矩,于是滑动速度将减小。如果抵抗滑动的转矩小于经过离合器传递的转矩,于是滑动速度将增加。因此,在滑动离合器中恢复锁止状态的方法就是增加夹紧力来增加抵抗滑动的转矩。控制逻辑的许多方法可以设想来提高夹紧力。一种实现这种增加的典型方法就是将满足离合器作用转矩需求所需的压力(PCL-REQ)和为控制滑动而校准的补偿压力(POFFSET)加和。为了方便起见,本文描述的方法论述了通过调节POFFSET来对液压管路压力进行调节。然而,应当领会的是,POFFSET仅仅是一种有效的方法,其讨论了在考虑离合器作用转矩的情况下调节最小液压管路压力。在更广泛的意义上,本公开可相等地讨论以调节PCL-REQ来代替增加POFFSET,从而保持最小液压管路压力,但是作为典型实施例,POFFSET提供了利用递增的明确图示。
图3是根据本公开的典型滑动事件和相应的离合器滑动恢复事件的图示。两条曲线共用一个时间轴。图的顶部描绘了离合器连接表面之间的滑动速度或相对角速度。同步离合器的一些实施例可以在性能不明显退化或无损害风险的情况下,保持较低水平的滑动或滑动的短暂发生。描述了一种方法,其将超出一定阈值滑动量的时间大于阈值持续时间的滑动发生划分为明显滑动事件。滑动最初从零开始增加直至超过阈值滑动量。如果小于阈值滑动持续时间内滑动很快减小到阈值之下,那么滑动事件就可以忽略为不明显。但是,如果检测到超过阈值滑动量的时间大于阈值滑动持续时间,那么滑动事件就被划分为明显,将启动滑动补救措施。如上所述,施加到离合器连接表面的夹紧力的增加会增加离合器中抵抗滑动的转矩。作为在控制夹紧力增加的典型方法,在图的底部描绘了POFFSET。
液压管路压力由液压泵的作用。一个已知的动力系结构包括由发动机机械驱动的主液压泵,其中发动机旋转直接驱动液压泵并向液压控制系统提供液压压力。在混合动力系应用中或利用发动机启动/停止策略应用中,发动机的停用或怠速会减小或去除从主液压泵中可获得的液压压力。已知地还使用辅助液压泵,利用例如电动机来提供可替换或额外的液压压力。尤其与辅助泵相联系,控制液压压力,其中当不需要最大液压压力时,辅助泵并不满负荷运行。然而,与最大有效液压管路压力(PMAX)的认识到的需求相联系,辅助泵可以被控制来提供额外压力。辅助液压泵的控制已知地通过辅助液压泵控制模块处理输入并发送辅助泵速度指令来实现。通过控制消耗加压液压流体的功能中的液压流的消耗而关于主液压泵或辅助液压泵额外地控制液压压力。
返回到图3,POFFSET描述了为了补救探测到的滑动事件而增加受指令控制的液压管路压力。一旦滑动补救启动,为了提供最快和最有效的控制滑动可能的方法,POFFSET受指令控制达到PMAX。一旦滑动速度减小到阈值滑动量以下,POFFSET可以减小到PMAX以下并恢复到正常水平。POFFSET的恢复可以一步完成,立即将POFFSET恢复为零。但是,为了避免滑动的再次发生,阶梯地减小POFFSET的方法显示是有益的。递增次数,POFFSET的递减,在下一个减小前的每个递减的保持时间可以通过建模或足以精确预测离合器和液压控制系统运行的其它技术来实验地、经验地、预测地得到,POFFSET减小量策略可被相同的动力系用于不同离合器和不同条件或运行范围。上述方法中描述的阈值滑动量和阈值滑动持续时间可以是简单的值,或是基于车辆条件的变量。这些值可以通过建模或足以精确预测离合器运行的其它技术来实验地、经验地、预测地得到。
图3中描述的方法通过在滑动事件过程中增加夹紧力来补救明显的滑动事件。但是每个滑动事件是分开处理的,没有措施考虑到离合器中的变化行为。如上所述,离合器中的磨损趋于增加达到给定离合器最大转矩所需的夹紧力。图4是根据本公开的滑动事件和相应的离合器滑动恢复事件的图示,包括为了调节离合器最大转矩而梯级递增POFFSET的方法。类似于图3,图4包括描绘滑动速度的顶部曲线,以及在共用时间轴上描绘POFFSET的底部曲线,所述POFFSET作为控制滑动补救事件的典型方法。如上所述,在检测到滑动超过阈值滑动量大于阈值滑动持续时间的事件中,启动滑动补救,其中POFFSET增加到PMAX。一旦滑动速度减小到阈值滑动量之下,POFFSET就以图3所示的递减。但是,POFFSET不是返回到初始的POFFSET水平(在典型数据中为零),而是减小到一定的增加的最小POFFSET。这个增加的POFFSET在离合器上产生递增的夹紧力。通过在离合器上增加夹紧力,离合器可以施加增加的离合器最大转矩,其比在最小POFFSET增加之前施加的要大。这个响应于滑动事件的离合器最大转矩的递增用于补偿离合器中的逐步退化。
设想其它增加POFFSET或增加离合器上施加的力的方法。例如,可利用查询表,或者基于时间或使用的离合器磨损估算函数来逐步使用增加的夹紧力而补偿离合器磨损。但是,查询表和函数估算容易有误差。这样的误差可导致不必要的高液压管路压力,在辅助液压泵上产生无效需求。基于例如滑动事件指示的反馈信号的夹紧力调节提供基于指示的夹紧力必要增加,所述指示为离合器最大转矩对于给定的夹紧力已经减小到预期水平之下。设想的控制夹紧力增加的其它方法包括为了估算和预测离合器磨损率而对一组滑动事件进行统计分析。此类预测的离合器磨损率如果被确定满足一定的最小置信水平,可用于预期地在离合器寿命中增加夹紧力。此外,本领域的一个普通技术人员应领会的是,上述方法中的离合器滑动被用作估算离合器磨损的方法。任何估算离合器上磨损的方法(例如在车辆起步测试模式中以异步旋转运行离合器,触发离合器的连接表面离合器状态估算,离合器磨损健康估算)可以用于上面指示的明显离合器滑动事件的地方。本公开设想了多种方法来估算离合器上的磨损,并不限于本文描述的特定典型实施例。
图5根据本公开,图示地描绘了在许多滑动事件中最小POFFSET的递增。POFFSET通过许多滑动事件来描绘,每个滑动事件启动一个相应的滑动补救。对于如上所述的每个补救,POFFSET返回到递增的最小值。最小POFFSET中每次递增量的大小可为一组增量,或者可以基于对数函数或比例函数,或者该大小可以根据一些监控到的变量(例如目标滑动事件的滑动量)或离合器保养状态而改变。
图6根据本公开,图示地示出了一系列在许多滑动事件中最小POFFSET的递增和相应的典型离合器最大转矩数据。最小POFFSET描绘了上述最小POFFSET项的增加。如上所述,离合器最大转矩由在离合器连接表面上施加夹紧力的管路压力产生。在不将磨损作为最终离合器最大转矩的因子的情况下,离合器最大转矩可表达为施加到离合器上的管路压力的函数。为了考虑磨损,对离合器压力关于离合器最大转矩的函数修正可以编程,包括例如POFFSET的考虑到磨损影响的修正因子。但是,由于最终计算的简化,基于施加到离合器的管路压力,保持离合器最大转矩计算为简单等式是有益的。离合器最大转矩用于整个动力系中的许多模块和计算,离合器最大转矩的简化计算使得每个这些后续使用受益。公开了优选的方法,其中至离合器的管路压力由POFFSET项调节,而离合器最大转矩计算假设在离合器连接表面上为零磨损。在图6中,描绘了参考离合器最大转矩,示出了离合器最大转矩,其可以为施加到离合器上的给定管路压力而估算。描绘了未修正的离合器最大转矩,显示了对于给定的管路压力和离合器寿命中经历的正常磨损的离合器的典型行为,其中,在离合器寿命中没有使用最小POFFSET的增加。如上所述,由于管路压力造成的特定夹紧力的应用导致磨损逐步减小了离合器最大转矩。因为,在典型数据中,没有补偿用于增加夹紧力,对于给定作用转矩输入的未修正离合器最大转矩随着时间推移而减小。描绘了递增的离合器最大转矩,显示了相应于POFFSET中的增加,对于给定作用转矩输入的离合器最大转矩的周期增加。当磨损在离合器寿命中继续降低离合器传递作用转矩的能力的时候,如数据中大体向下的趋势所描绘,POFFSET的增加对于给定输入保持了离合器最大转矩。
上述方法描述了响应于滑动事件的补救,包括将POFFSET增加到PMAX,然后在滑动事件已经被抑制之后逐步减小POFFSET到增加的最小POFFSET。然而,最小POFFSET递增的选择(取决于增量有多小)不能为补救事件及时抵抗滑动。图7是根据本公开的滑动事件和相应的离合器滑动恢复事件的图示,包括响应于滑动的再次发生而设置POFFSET的方法。如上所述,检测明显滑动事件,并且启动补救事件。在滑动事件最初被抑制后,POFFSET向预定递增的最小POFFSET以递减,所述最小POFFSET在可预见的将来被预期来随后制止滑动。但是,在新的POFFSET到达与预期增加一致之前,超过阈值滑动量的滑动就会发生。许多反应(包括滑动再次发生恢复循环)响应于滑动的再次发生而被考虑。一种典型的方法是将POFFSET马上返回到PMAX并将以新的滑动事件处理新的滑动。在对滑动再次发生做出反应的另一典型方法中,处于滑动发生水平的POFFSET是由恢复POFFSET的增加而提高的。在阈值恢复持续时间内监控滑动来估算恢复POFFSET增加对于抑制第二次滑动事件是否有效。图7描绘了两条曲线,其中一条曲线是第二次滑动事件被抑制,另一条曲线是第二次滑动事件在阈值恢复持续时间内没有被抑制。在阈值恢复持续时间后滑动被减小到阈值滑动量或低于阈值滑动量的情况下,恢复POFFSET增加可被确定已经补救了第二次滑动事件。在这种情况下,新的最小POFFSET可被设为由恢复POFFSET增加设置的水平。在阈值恢复持续时间后滑动不被减小到阈值滑动量或低于阈值滑动量,恢复POFFSET增加可被确定没有补救第二次滑动事件。在这种情况下,第二次滑动事件可被作为新情况处理,POFFSET可增加到PMAX,且本文描述的方法(例如有关图4描述的方法)可用于补救滑动现象。新POFFSET项可随后被选择超过由不能恢复第二次滑动事件的恢复POFFSET增加指示的水平。
图8根据本公开,示意性地显示了计算和组合离合器压力需求的典型程序,结合了满足离合器作用转矩需求所需的压力和POFFSET。程序300包括离合器作用转矩压力模块310,补偿压力模块320以及加和模块330。如上所述,动力系控制机构(例如HCP)确定动力系中每个离合器上施加多大转矩。离合器作用转矩压力模块310输入所需的离合器作用转矩并应用编程(包括基于离合器规格的因子)来确定达到能够传递所需的离合器作用转矩的离合器最大转矩所需的离合器压力。离合器作用转矩压力模块310输出PCL-REQ。补偿压力模块320根据本文公开的方法输入离合器滑动数据并输出POFFSET。加和模块330将PCL-REQ和POFFSET加和并输出最小有效压力(PMIN-EFF),所需最小有效压力(PMIN-EFF)满足传递所需的离合器作用转矩的所需离合器最大转矩并由于离合器退化而补偿离合器能力的离合器最大转矩。
图9根据本公开,描绘了典型程序流程,其中压力补偿项在循环中被控制。典型程序400在步骤410处启动并在步骤420处初始地进行到适用状态。程序在步骤420处等待直到检测到明显滑动事件。一旦检测到明显滑动事件,程序进行到步骤430,其中为了抑制滑动事件,根据本文描述的方法,POFFSET梯级增加到PMAX。在步骤440,在滑动事件已经被抑制之后,程序经过一系列等待和减小措施(逐步减小POFFSET)适配POFFSET。如果在步骤440中没有检测到滑动的再次发生,那么在步骤450中新的最小POFFSET基于本文描述的方法被限定,程序反复到步骤420。如果在步骤440检测到了滑动的再次发生,于是程序反复到步骤430,其中POFFSET增加到PMAX,且抑制程序重新启动。
应当理解在本公开的范围内允许进行修改。本公开已经具体参考优选实施例和其修改进行了描述。基于阅读和理解本说明书可做出进一步的修改和替换。其旨在包括进入本公开范围内的所有此类修改和替换。
Claims (1)
1.一种减小机电变速器中离合器滑动发生的方法,所述机电变速器适于通过选择性地应用液压致动离合器来选择性地传递机械功率到输出元件,所述方法包括:
监控所述离合器的滑动速度;
基于监控的滑动速度超过了阈值滑动量,识别明显的离合器滑动事件;以及
基于识别的明显的离合器滑动事件,增加应用于所述离合器的最小夹紧力。
2. 如权利要求1所述的方法,其特征在于,识别所述明显的离合器滑动事件包括:
基于所述滑动速度在整个阈值滑动持续时间内保持超过所述阈值滑动量,则识别明显的离合器滑动事件。
3. 如权利要求1所述的方法,其特征在于,增加施加到所述离合器的最小夹紧力包括保持增加的最小液压管路压力。
4. 如权利要求3所述的方法,其特征在于,增加所述最小液压管路压力包括通过递增来增加最小补偿液压管路压力。
5. 如权利要求3所述的方法,其特征在于,
进一步包括当所述明显的离合器滑动事件被识别时,启动补救事件,补救事件包括:
增加液压管路压力到最大压力,以及
当所述滑动速度小于阈值滑动量的时候,减小所述液压管路压力到所述增加的最小液压管路压力。
6. 如权利要求5所述的方法,其特征在于,减小所述液压管路压力包括在所述液压管路压力中应用一系列梯级向下的递减。
7.如权利要求6所述的方法,其特征在于,启动所述补救事件进一步包括:
如果所述滑动速度在减小所述液压管路压力过程中超过了所述阈值滑动量,那么启动滑动再次发生恢复循环包括:
通过恢复增加来增加所述液压管路压力;
在递增了所述液压管路压力后,在阈值恢复持续时间内监控滑动速度;
如果对滑动速度的监控指示所述滑动速度在所述阈值恢复持续时间结束之前减小至低于所述阈值滑动量,则保持所述液压管路压力至少处于由所述恢复增加设定的水平;以及
如果对滑动速度的监控指示所述滑动速度在所述阈值恢复持续时间结束之前未减小至低于所述阈值滑动量,则重新启动所述补救事件。
8. 一种控制机电变速器中液压管路压力的方法,所述机电变速器适于通过选择性地应用液压致动离合器来选择性地传递机械功率到输出元件,所述方法包括:
监控所述离合器中的滑动速度;
基于对所述滑动速度超过了阈值滑动量的监控,识别明显的离合器滑动事件;以及
基于对明显离合器滑动事件的识别,保持增加的最小补偿液压管路压力。
9. 如权利要求8所述的方法,其特征在于,识别所述明显的离合器滑动事件包括:
如果所述滑动速度在整个阈值滑动持续时间内保持超过所述阈值滑动量,则识别所述离合器滑动事件为明显的。
10. 如权利要求8所述的方法,其特征在于,保持增加的最小补偿液压管路压力包括固定的递增。
11. 如权利要求8所述的方法,其特征在于,保持增加的最小补偿液压管路压力包括按明显离合器滑动事件的大小成比例地增加。
12. 如权利要求8所述的方法,其特征在于,进一步包括:
当所述明显的离合器滑动事件被识别时,启动补救事件,补救事件包括
增加补偿液压管路压力到最大压力,以及
当所述滑动速度小于阈值滑动量时,减小所述补偿液压管路压力到所述增加的最小液压管路压力。
13. 如权利要求12所述的方法,其特征在于,减小所述补偿液压管路压力包括在所述补偿液压管路压力中使用一系列梯级向下的递减。
14. 如权利要求13所述的方法,其特征在于,启动所述补救事件进一步包括:
如果所述滑动速度在减小所述补偿液压管路压力过程中超过了所述阈值滑动量,则重新启动所述补救事件。
15. 一种减小机电变速器中离合器滑动发生的装置,所述机电变速器适于通过选择性地应用液压致动的离合器来选择性传递机械功率到输出元件,所述装置包括:
所述离合器,包括监控离合器滑动的装置;
电动辅助液压泵;
辅助液压泵控制模块;以及
补偿压力模块,提供对所述辅助液压泵控制模块的输入,其中所述补偿压力模块被编程为具有如下逻辑:
监控所述离合器的滑动,
基于所述滑动速度超过了阈值滑动量来指示明显的离合器滑动事件,以及
调节液压管路压力,包括基于对明显离合器滑动事件指示增加的最小液压管路压力。
16. 如权利要求15所述的装置,其特征在于,调节管路压力进一步包括:
将所述液压管路压力增加到最大管路压力;以及
在所述离合器滑动明显减小之后,所述液压管路压力以梯级增量的形式减少到所述增加的最小液压管路压力。
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EP2053279A3 (en) | 2012-03-21 |
EP2053279A2 (en) | 2009-04-29 |
US8560191B2 (en) | 2013-10-15 |
US20090112429A1 (en) | 2009-04-30 |
EP2053279B1 (en) | 2013-11-20 |
CN101446342A (zh) | 2009-06-03 |
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