CN101457834A - 用于基于模型的离合器控制和扭矩估计的方法 - Google Patents

用于基于模型的离合器控制和扭矩估计的方法 Download PDF

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Publication number
CN101457834A
CN101457834A CNA2008101887623A CN200810188762A CN101457834A CN 101457834 A CN101457834 A CN 101457834A CN A2008101887623 A CNA2008101887623 A CN A2008101887623A CN 200810188762 A CN200810188762 A CN 200810188762A CN 101457834 A CN101457834 A CN 101457834A
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clutch
pressure
full
hydraulic
monitoring
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CN101457834B (zh
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J·-J·F·萨
B·R·斯奈德
A·K·纳奇
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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  • Fluid Mechanics (AREA)
  • Automation & Control Theory (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Transmission Device (AREA)

Abstract

本发明提供一种用于基于模型的离合器控制和扭矩估计的方法。用于通过选择性地接合液压致动离合器以操作动力传动系的方法，包括监控运转地连接到离合器上的压力控制开关的状态，监控被压力控制开关利用以充满离合器的液压管道压力，基于压力控制开关的状态和液压管道压力来确定流向离合器的液压流速，基于液压流速追踪离合器的离合器充满容量，以及基于离合器充满容量控制离合器的操作。

Description

用于基于模型的离合器控制和扭矩估计的方法
相关申请的交叉引用
本申请要求2007年10月23日提交的美国临时申请NO.60/981893的优先权，其在这里作为参考被引入。
技术领域
本发明公开的内容涉及用于机电变速器的控制系统。
背景技术
该部分中叙述的内容仅提供了与本发明公开的内容相关的背景信息，并且可以不构成现有技术。
公知的动力传动系结构包括扭矩产生装置，包括内燃机和电动机，其通过变速器装置将扭矩传递到输出构件上。一个示例性的动力传动系包括双模式、复合分流、机电变速器和输出构件，该机电变速器利用输入构件接收来自于优选为内燃机的原动机动力源的驱动扭矩。输出构件可运转地连接到用于传递牵引扭矩的电动车辆的传动系上。可作为电动机或发电机运转的电机，独立于来自内燃机的扭矩输入，向变速器产生扭矩输入。电机可以将通过车辆传动系传输的车辆动能转化为可贮存在电能贮存装置中的电能。控制系统监控来自车辆和操作者的各种输入，并提供对动力传动系的可操作的控制，包括控制变速器操作状态和换档、控制扭矩产生装置以及调节电能贮存装置和电机之间的电能交换，以控制变速器的输出，包括扭矩和转速。液压控制系统在传动系中提供用于多个功能的加压的液压油是公知的。
混合动力传动系车辆中的上述装置的操作需要控制多个扭矩承载轴或装置，其提供与上面提到的发动机、电机和传动系的连接。来自发动机的输入扭矩和来自电机或多个电机的输入扭矩可以单独地或共同地施加以提供输出扭矩。在混合驱动系统的各个上述部件之间的各种控制方法和操作性连接是公知的，控制系统必须能够使多个部件与变速器接合或脱离，以便执行混合动力传动系统的功能。通过选择性地应用可操作的离合器在变速器中完成接合和脱离是公知的。
离合器是本领域熟知的用于接合和脱离轴的装置，接合和脱离轴包括控制轴之间的转速和扭矩差。在各种设计和控制方法中离合器是公知的。一种公知类型的离合器是通过分离或结合两个连接表面而进行操作的机械离合器，例如离合器盘，当其结合时，彼此相互施加摩擦扭矩。用于操作这样的机械离合器的一种控制方法包括应用液压控制系统以施加或释放两个连接表面之间的夹持力，该液压控制系统提供通过液压管道传递的流体压力。被这样地操作时，离合器不会以双重的方式被操作，而是能够具有一定的接合状态范围，从完全地脱离到同步但未接合，到接合但仅具有最小的夹持力，再到以最大的夹持力接合。可用于施加到离合器上的夹持力确定在离合器滑动之前离合器可以传递多大的作用扭矩。这里所公开的内容主要集中在为同步换挡而设计的离合器上，其中，离合器扭矩容量被保持为超过离合器作用扭矩，以便充分地消除滑动。
如上面描述的液压控制系统利用充满液压油的管道，以选择性地致动变速器中的离合器。液压开关或压力控制开关(PCS)被用于选择性地在液压控制系统中施加压力。PCS可以是电控的，例如采用磁致动的电磁装置，这在本领域是公知的。替换地，PCS可以被液压地控制，例如由命令压力和回位弹簧致动。PCS中的特征根据PCS的致动状态选择性地引导或阻止液压油从其中通过。在阻止状态下，公知PCS包括排放路径公知，这允许任何被困液压油泄露，从而切断被连接的液压管道，以便完成致动循环。
液压致动的离合器通过将加压的液压油接收到离合器容量室中而进行操作。该离合器容量室中的液压油对容量室中的特征施加压力。公知活塞或相似的结构被用于将该液压转化成articulation，例如平移运动或压缩力。在一个示例性的液压致动的离合器中，加压的液压油被用于充满离合器容量室，从而移动离合器活塞，以便选择性地向离合器的连接表面施加压缩力。公知的，可以用例如由回位弹簧提供的回复力来抵消液压油的压缩力。如上面描述的，公知的，离合器通过一定范围的接合状态而被接合。全部液压被去除的一个示例性的离合器可以处于解锁状态。具有最大的液压的一个示例性的离合器可以处于锁止状态。施加了部分液压的一个示例性的离合器，其中液压油的力和回位弹簧的力基本上是相等的，那么该离合器可以处于接触状态，即盘是接触的但仅施加了很少的夹持力或未施加夹持力。
公知的，通过离合器充满活动而完成的离合器的接合应该尽快地完成，且保持某些最小液压以保证液压油快速流入离合器容量中。但是，离合器的快速接合可以导致车辆的明显冲击并导致所包含的部件的寿命缩短。振动吸收装置可以被用于消除离合器容量室快速充满而对离合器施加的力。例如，包括弹簧特征的波形盘可以被用在汽缸活塞和离合器之间，以吸收液压的快速增加。
离合器的操作和控制需要一种估计离合器状态和离合器容量的方法。公知的方法包括查询表，该查询表具有不同的变量，并基于该查询表来估计离合器状态。基于估计的朝向离合器的液压流速的用于实时离合器状态估计和控制的方法是有益的。
发明内容
一种用于操作动力传动系的方法，该动力传动系包括被机械地运转地连接到内燃机上的机电变速器以及适于通过多个液压致动离合器的选择性结合而将机械能量选择性地传递到输出构件上的电机，该方法包括监控运转地连接到离合器之一上的压力控制开关的状态，监控被压力控制开关利用以充满离合器的液压管道压力，基于压力控制开关的状态和液压管道压力确定流向离合器的液压流速，基于液压流速追踪离合器的离合器充满容量，以及基于离合器充满容量控制离合器的操作。
附图说明
下面将通过举例的方式并参照附图对一个或多个实施例进行描述，其中：
图1是按照本发明公开的内容的一个示例性动力传动系的示意图；
图2是按照本发明公开的内容的用于一个控制系统和动力传动系的示例性结构的示意图；
图3是按照本发明公开的内容的液压管路示意图；
图4示意性地说明影响按照本发明公开的内容的一个示例性液压控制系统中的液压流动的因素的模型；
图5示意性地说明按照本发明公开的内容的利用液压致动压力控制开关的一个示例性离合器控制管路；
图6用图表的形式说明按照本发明公开的内容的与离合器充满活动相关的一个示例性液压曲线；
图7-9用图表的形式描述按照本发明公开的内容的，利用根据估计液压流量而得到的估计离合器充满容量以及利用压力开关来判断充满完成的一个示例性的方法；
图7用图表的形式描述了在一定时间间隔内的双重压力开关读数，包括与由TEST产生的TMIN-TMAX范围的比较，TEST通过液压流量估计产生，其中压力开关读数检测TMIN和TMAX之间的充满完成；
图8用图表的形式描述了在一定时间间隔内的双重压力开关读数，包括与通过液压流量估计产生的TMIN-TMAX范围的比较，其中压力开关读数检测TMIN之前的充满完成；
图9用图表的形式描述了在一定时间间隔内的双重压力开关读数，包括与通过液压流量估计产生的TMIN-TMAX范围的比较，其中压力开关读数检测TMAX之后的充满完成或者根本没有充满完成；
图10-12说明按照本发明公开的内容的示例性的信息分析因素流，信息分析因素包括阀位置和液压控制系统中的管道压力，以追踪离合器充满容量和估计离合器扭矩容量；
图10说明对施加在PCS中的活塞上的力进行估计，以便估计阀位置的过程；
图11说明基于指示液压油流速的因素来追踪离合器充满容量的过程；以及
图12说明将离合器流动容量转化成离合器扭矩容量的过程，通过离合器传递的作用扭矩的估计会降低。
具体实施方式
下面参照附图，其中附图仅是用于说明某些示例性的实施例，而不是用于对其进行限制，图1和2描述了示例性的机电混合动力传动系。图1中描述了按照本发明公开的内容的示例性的机电混合动力传动系，其包括运转地连接到发动机14上的双模式、复合分流、机电混合变速器10以及第一和第二电机(‘MG-A’)56和(‘MG-B’)72。发动机14及第一和第二电机56和72中的每一个都产生可以传递到变速器10的动力。由发动机14及第一和第二电机56和72产生并传递到变速器10的动力以输入扭矩和速度进行描述，输入扭矩在这里分别被称作T1、TA和TB，速度在这里分别被称作N1、NA和NB。
示例性的发动机14包括选择性地在多个状态下操作以通过输入轴12将扭矩传递到变速器10上的多缸内燃机，并且可以是火花点火或压缩点火发动机。发动机14包括运转地连接到变速器10的输入轴12上的曲轴(未示出)。转速传感器11监控输入轴12的转速。由于在发动机14和变速器10之间的输入轴12上布置扭矩消耗部件，例如液压泵(未示出)和/或扭矩控制装置(未示出)，因此来自发动机14的动力输出，包括转速和输出扭矩，可以与输入到变速器10的输入速度N1和输入扭矩T1不同。
示例性的变速器10包括三个行星齿轮组24、26和28，四个可选择性地接合的扭矩传递装置，即离合器C1 70、C2 62、C3 73和C4 75。如这里使用的，离合器指的是任意类型的摩擦扭矩传递装置，例如包括单盘或多盘离合器或组件、带式离合器和制动器。优选地通过变速器控制模块(下文中的‘TCM’)17控制的液压控制管路42有效地控制离合器状态。离合器C2 62和C4 75优选地包括液压致动的旋转摩擦离合器。离合器C1 70和C3 73优选地包括液压控制的固定装置，其可以选择性地连接到变速器壳体68上。离合器C1 70、C2 62、C373和C4 75中的每一个优选被液压致动，通过液压控制管路42选择性地接收加压的液压油。
第一和第二电机56和72优选包括三相AC电机，每一个都包括定子(未示出)和转子(未示出)，以及各自的分相器80和82。每个电机的电机定子连接到变速器壳体68的外部，并包括具有从其中延伸的盘绕的电绕组的定子铁心。第一电机56的转子支撑在毂板齿轮(hub plate gear)上，该毂板齿轮通过行星齿轮组26运转地连接在轴60上。第二电机72的转子固定地连接在空心轴套(sleeveshaft hub)66上。
分相器80和82中的每一个都优选地包括可变磁阻装置，该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适当地定位，且安装在各自相应的第一和第二电机56和72上。分相器80和82各自的定子运转地连接在用于第一和第二电机56和72的定子中的一个上。分相器转子运转地连接在相应的第一和第二电机56和72的转子上。分相器80和82中的每一个都信号地且运转地连接到变速器功率变换器控制模块(下文中的‘TPIM’)19上，并且每一个都检测和监控分相器转子相对于分相器定子的旋转位置，从而监控各自相应的第一和第二电机56和72的旋转位置。此外，来自分相器80和82的信号输出被翻译，以分别提供第一和第二电机56和72的转速，也就是NA和NB。
变速器10包括输出构件64，例如轴，其可操作地连接到车辆的传动系90(未示出)上，以向例如车辆车轮93提供输出能量，车轮中的一个在图1中示出。输出能量用输出转速NO和输出扭矩TO来表示。变速器输出速度传感器84监控输出构件64的转速和旋转方向。车辆车轮93中的每一个都优选装备有适于监控车轮速度VSS-WHL的传感器94，其输出通过监控参照图2描述的分布控制模块系统的控制模块来监控，以确定车辆速度和用于制动控制、牵引控制和车辆加速控制的绝对和相对车轮速度。
来自发动机14及第一和第二电机56和72的输入扭矩(分别是T1，TA和TB)是由燃料转化的能量或贮存在电能贮存装置(下文中的‘ESD’)74中的电能而产生。ESD 74通过直流传输导体27被高压直流地连接到TPIM 19上。传输导体27包括接触开关38。当接触开关38关闭时，在正常操作下，电流可以在ESD 74和TPIM 19之间流动。当接触开关38打开时，电流在ESD 74和TPIM 19之间的流动被中断。响应于为达到输入扭矩TA和TB的第一和第二电机56和72的扭矩命令，TPIM 19通过传输导体29将电能传递到第一电机56中和从第一电机56传出电能，TPIM 19相似地通过传输导体31将电能传递到第二电机72中和从第二电机72传出电能，。电流根据ESD 74被充电或放电，而被传递到ESD 74和从ESD 74传出。
TPIM 19包括功率变换器(未示出)和各自的电机控制模块(未示出)，该模块被构造成接收扭矩命令和据此控制变换器状态，用于提供电机驱动或再生功能，以满足命令电机扭矩TA和TB。功率变换器包括公知的互补型三相电力电子装置，并且每一个都包括多个绝缘栅双极晶体管(未示出)，其通过高频率地开关而将来自ESD 74的直流电转变为交流电，从而为各自相应的第一和第二电机56和72提供动力。绝缘栅双极晶体管形成构造为接收控制命令的开关模式功率供给。典型地每个三相电机的每一相都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机械能产生的功能或电能再生功能。三相变换器通过直流传输导体27接收或供给直流电能，并将其转化成三相交流电或从三相交流电转化为直流电，该交流电分别通过传输导体29和31被传导到第一和第二电机56和72，或从第一和第二电机56和72传来，以作为电动机或发电机操作。
图2是分布控制模块系统的示意性的方框图。下文中描述的元件包括总的车辆控制结构的子集，并提供对图1中描述的示例性动力传动系的协调系统控制。分布控制模块系统合成有关的信息和输入，并执行算法来控制多个致动器以达到控制目标，该目标包括与燃油经济性、排放、性能、驱动性，以及与硬件保护相关的参数，该硬件包括ESD 74的电池和第一和第二电机56和72。分布控制模块系统包括发动机控制模块(下文中的‘ECM’)23、TCM 17、电池组控制模块(下文中的‘BPCM’)21和TPIM 19。混合控制模块(下文中的‘HCP’)5提供ECM 23、TCM 17、BPCM 21和TPIM 19的监控管理和协调。用户界面(‘UI’)13运转地连接到多个装置上，通过该装置，车辆操作者控制或引导机电混合动力传动系的操作。该装置包括加速器踏板113(‘AP’)、操作者制动踏板112(‘BP’)、变速器换挡器114(‘PRNDL’)和车辆速度巡航控制装置(未示出)，操作者扭矩请求通过加速踏板被确定。变速器换挡器114可以具有离散数量的操作者可选择位置，包括输出构件64的旋转方向，以实现前进和后退方向中的一个。
前述的控制模块与其它的控制模块、传感器和致动器通过局域网(下文中的‘LAN’)总线6通信。LAN总线6允许操作参数状态和致动器命令信号在多个控制模块之间的结构化通信。所利用的特定的通信协议是面向应用的。LAN总线6和适当的协议在前述的控制模块与其它控制模块之间规定了鲁棒通讯和多控制模块界面，其它的控制模块提供了例如防抱死制动、牵引控制和车辆稳定性的功能。多个通信总线可以被用于改进通信速度和提供某种水平的信号冗余和完整。也可以采用直接链路，例如，串行外围接口(‘SPI’)总线(未示出)来影响单独的控制模块之间的通信。
HCP 5提供了对动力传动系的监控控制，其对ECM 23、TCM 17、TPIM 19和BPCM 21的操作进行协调。基于来自用户界面13和动力传动系的多个输入信号，包括ESD 74，HCP 5能产生多种命令，包括：操作者扭矩请求(‘TO_REQ’)、给传动系90的命令输出扭矩(‘TCMD’)、发动机输入扭矩命令、变速器10的扭矩传递离合器C1 70、C2 62、C3 73和C4 75的离合器扭矩；以及第一和第二电机56和72各自的扭矩命令。TCM 17运转地连接到液压控制管路42上，并提供多个功能，包括监控多个压力检测装置(未示出)和产生控制信号并将其传输到多个电磁阀(未示出)上，从而控制压力开关和包含在液压控制管路42中的控制阀。
ECM 23运转地连接到发动机14上，并起作用以从传感器获得数据并通过多个离散线路控制发动机14的致动器，为了简化，以总的双向接口电缆35示出。ECM 23从HCP 5接收发动机输入扭矩命令。ECM 23在该点上根据监控到的发动机速度和负载，及时地确定提供到变速器10的实际发动机输入扭矩TI，其被传输给HCP 5。ECM 23监控来自转速传感器11的输入，以确定朝向输入轴12的发动输入速度，其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，以确定其它发动机操作参数的状态，包括，例如歧管压力、发动机冷却剂温度，周围空气温度和周围压力。例如，发动机负载可以由歧管压力，或者替换地由例如监控操作者作用到加速器踏板113的输入而确定。ECM 23产生并传输命令信号，以控制发动机致动器，包括例如燃料喷射器、点火模块和节气门控制模块，其均未被示出。
TCM 17运转地连接到变速器10上并监控来自传感器(未示出)的输入，以确定变速器操作参数的状态。TCM 17产生并传输命令信号，以控制变速器10，包括控制液压管路42。从TCM 17到HCP 5的输入包括用于每个离合器，即C1 70、C2 62、C3 73和C4 75的估计的离合器扭矩，以及输出构件64的输出转速NO。为了控制的目的，其它的致动器和传感器可以被用于从TCM 17向HCP5提供附加信息。TCM 17监控来自压力开关(未示出)的输入，并选择性地致动液压管路42的压力控制电磁阀(未示出)和换挡电磁阀(未示出)，以选择性地致动多个离合器C1 70、C2 62、C3 73和C4 75，从而获得多个变速器运行档位状态，如下面描述的。
BPCM 21被信号地连接到传感器(未示出)上，以监控ESD 74，包括电流和电压参数的状态，以向HCP 5提供显示ESD 74的电池的参数状态的信息。电池的参数状态优选包括电池荷电状态、电池电压、电池温度和可用的电池能量，其用范围PBAT_MIN-PBAT_MAX来表示。
控制模块ECM 23、TCM 17、TPIM 19和BPCM 21中的每一个优选地是通常目的的数字计算机，其包括微处理器或中央处理单元、贮存介质以及适宜的信号调节和缓冲电路，其中贮存介质包括只读存储器(‘ROM’)、随机存储器(‘RAM’)、电可编程序只读存储器(‘EPROM’)、高速时钟、模数(‘A/D’)和数模(‘D/A’)电路、和输入/输出电路和装置(‘I/O’)。每个控制模块具有一套控制算法，其包括贮存在贮存介质中之一的内在程序指令和校准，执行该算法来提供每个计算机各自的功能。在控制模块之间的信息传递优选采用LAN总线6和串行外围接口总线完成。控制算法在预置环循环中被执行，这样，每个算法在每个循环中被执行至少一次。由中央处理单元之一采用预置校准来执行贮存在非易失性存储器装置中的算法，以监控来自检测装置的输入以及执行控制和诊断程序，从而控制致动器的操作。定期执行循环，例如在动力传动系运行期间每3.125、6.25、12.5、25和100毫秒执行一次。替换地，算法可以响应于事件的发生而被执行。
示例性的动力传动系选择性地在几个运行档位状态中的一个中进行操作，该状态可以以包括发动机打开状态(‘ON’)和发动机关闭状态(‘OFF’)中的一个的发动机状态，以及包括多个固定齿轮和无级变速操作模式的变速器状态来进行描述，下面参照表1进行描述。
表1
 
描述 发动机状态 变速器运行档位状态 被接合的离合器
MI_Eng_Off OFF EVT模式I C1 70
MI_Eng_On ON EVT模式I C1 70
FG1 ON 固定传动比1 C1 70 C4 75
FG2 ON 固定传动比2 C1 70 C2 62
MII_Eng_Off OFF EVT模式II C2 62
MII_Eng_On ON EVT模式II C2 62
FG3 ON 固定传动比3 C2 62 C4 75
FG4 ON 固定传动比4 C2 62 C3 73
在表中描述了每个变速器运行档位状态，谈显示了在各个运行档位状态中特定的离合器C1 70、C2 62、C3 73、C4 75中的哪一个被接合。为了将第三行星齿轮组28的外齿轮构件“接地”，而只接合离合器C1 70时，就选择了第一无级变速模式，也就是，EVT模式I或MI。发动机状态可以是ON(‘MI_Eng_On’)或OFF(‘MI_Eng_Off’)中的一个。为了将轴60连接到第三行星齿轮组28的行星架上，而只接合离合器C2 62，则就选择了第二无级变速模式，也就是，EVT模式II或MII。发动机状态可以是ON(‘MII_Eng_On’)或OFF(‘MII_Eng_Off’)中的一个。为了说明的目的，当发动机状态是OFF时，发动机输入速度等于零转每分钟(‘RPM’)，也就是说，发动机曲轴未旋转。固定齿轮操作提供了变速器10的输入比输出速度的固定传动比操作，也就是说，获得NI/NO。第一固定齿轮操作(‘FG1’)通过接合离合器C1 70和C4 75而被选择。第二固定齿轮操作(‘FG2’)通过接合离合器C1 70和C2 62而被选择。第三固定齿轮操作(‘FG3’)通过接合离合器C2 62和C4 75被选择。第四固定齿轮操作(‘FG4’)通过接合离合器C2 62 C3 73而被选择。由于行星齿轮24、26和28减小的齿轮比，输入比输出速度的固定传动比操作随着固定齿轮操作的增加而增加。第一和第二电机56和72各自的转速NA和NB取决于由离合限定的机构的内部旋转，并且与在输入轴12处测量的输入速度成比例。
响应于通过加速器踏板113和制动踏板112的，且被用户界面13捕获的操作者输入，HCP 5和一个或多个其它的控制模块确定了命令输出扭矩TCMD，该命令输出扭矩TCMD试图满足在输出构件64处被执行的操作者扭矩请求TO_REQ，并被传送到传动系90。最终的车辆加速度由其它的因素影响，例如，道路负载、道路坡度和车辆质量。变速器10的运行档位状态基于动力传动系的多个操作特性而确定。这包括操作者扭矩请求，其通过加速器踏板113和制动踏板112连接到用户界面13上，如前面描述的。在动力传动系扭矩要求的基础上预测运行档位状态，该扭矩要求是由使第一和第二电机56和72运行在电能产生模式或扭矩产生模式下的命令而引起的。运行档位状态可以由最优化算法或程序确定，其基于操作者的能量需要、电池荷电状态和发动机14和第一和第二电机56和72的能量效率确定了最佳的系统效率。控制系统基于被执行的最佳化程序控制来自发动机14和第一和第二电机56和72的扭矩，并且系统效率被最佳化，从而控制燃油经济性和电池充电。此外，操作可以基于部件或系统中的故障而确定。HCP 5监控扭矩产生装置，并确定为达到所期望的输出扭矩以满足操作者扭矩请求所需的来自变速器10的能量输出。从上面的描述中可以看到，ESD 74及第一和第二电机56和72为了其之间的能量流动被电地运转地连接。此外，发动机14、第一和第二电动机56和72和机电变速器10被机械地运转地连接，以在其中传输能量，以向输出构件64产生能量流动。
图3描述了用于控制示例性的变速器中的液压油流动的液压管路42的示意图。主液压泵88被来自发动机14的输入轴12驱动，由TPIM 19控制的辅助泵110通过阀140向液压管路42提供加压流体。辅助泵110优选地包括适当尺寸和容量的电供能泵，以在操作时将足够的加压液压油提供到液压管路42中。液压管路42通过管道142、144(未详细地描述)选择性地将液压分配到多个装置，包括扭矩传输离合器C1 70、C2 62、C3 73和C4 75，第一和第二电机(未示出)56和72的活动(active)冷却管路，和用于冷却和润滑变速器10的基础冷却管路。如前面提到的，TCM 17通过选择性地致动液压管路流量控制装置来致动多个离合器，以获得变速器运行档位状态中的一个，液压管路流量控制装置包括可变压力控制电磁阀(‘PCS’)PCS1 108、PCS2 114、PCS3 112、PCS4 116和电磁阀控制流量控制阀X-阀119和Y-阀121。液压管路42通过管道122、124、126和128分别流体地连接到压力开关PS1、PS2、PS3和PS4上。压力控制电磁阀PCS1 108具有常高的控制位置，并通过与可控制压力调节器107和伺服阀109的流体相互作用来有效地调节液压管路中的流体压力的大小。可控制压力调节器107和伺服阀109与PCS1 108相互作用，以在超过一定的压力范围时控制液压管路42中的液压，并可以为液压管路42提供附加功能。压力控制电磁阀PCS3 112具有常高的控制位置，并被流体地连接到伺服阀113上，并且在被致动时有效地影响其中的流量。伺服阀113通过管道126被流体地连接到压力开关PS3上。压力控制电磁阀PCS2 114具有常高的控制位置，并被流体地连接到伺服阀115上，并在被致动时有效地影响从其中通过的流量。伺服阀115通过管道124被流体地连接到压力开关PS2上。压力控制电磁阀PCS4 116具有常低的控制位置，并被流体地连接到伺服阀117上，并在被致动时有效地影响从其中通过的流量。伺服阀117通过管道128被流体地连接到压力开关PS4上。
在该示例性的实施例中，X-阀119和Y-阀121中的每一个分别包括由电磁阀118、120控制的流量控制阀，并具有高(‘1’)和低(‘0’)的控制状态。控制状态指的是每个阀的位置，在该位置，控制向液压管路42和变速器10中的不同装置的流量。X-阀119根据流体输入源分别通过流体管道136、138、144、142有效地将加压流体引导到离合器C3 73和C4 75以及用于第一和第二电机56和72的定子的冷却系统中，这在下文中进行描述。Y-阀121根据流体输入源分别通过流体管道132和134有效地将加压流体引导到离合器C1 70和C2 62中，这在下文中进行描述。Y-阀121通过管道122被流体地连接到压力开关PS1上。
液压管路42包括用于提供液压油以冷却第一和第二电机56和72的基础冷却管路。基础冷却管路包括来自阀140的流体导管，其直接流向通向流体管道144的流量限制器以及通向流体管道142的流量限制器，其中流体通道144通向用于第一电机56的定子的基础冷却管路，流体管道142通向用于第二电机72的定子的基础冷却管路。用于第一和第二电机56和72的定子的活动冷却被压力控制电磁阀PCS2 114、PCS3 112和PCS4 116，和电磁阀控制流量控制阀X-阀119和Y-阀121的选择性致动而影响，其导致液压油在所选择的定子周围流动，并允许热量在其之间主要地通过传导而传输。
下面参照表2提供了完成对示例性液压控制管路42的控制以使变速器10在变速器运行档位状态中的一个下运行的一个示例性的逻辑表格。
表2
 
X-阀逻辑 Y-阀逻辑 PCS1 PCS2 PCS3 PCS4
变速器运行档位状态       无闭锁(latch) C2闭锁 常高 常高 常高 常低
EVT模式I 0 0 线路调节 MG-B定子冷却     C1 MG-A定子冷却    
EVT模式II 0 1 线路调节 C2 MG-B定子冷却     MG-A定子冷却    
低速挡 1 0 线路调节 C2 C1 C4
高速挡 1 1 线路调节 C2 C3 C4
低速挡被限定为包括第一无级变速模式和第一与第二固定齿轮操作中的一个的变速器运行档位状态。高速挡被限定为包括第二无级变速模式和第三与第四固定齿轮操作中的一个的变速器运行档位状态。X-阀119和Y-阀121的选择性控制以及电磁阀PCS2 112、PCS3 114、PCS4 116的致动使液压油向致动离合器C1 70、C2 63、C3 73和C4 75的流动更容易，并提供了对第一和第二电机56和72的定子的冷却。
在操作中，变速器运行档位状态，也就是固定齿轮和无级变速模式操作之一，是基于动力传动系的多个操作特性而为示例性的变速器10选择的。这包括操作者扭矩请求，其通常如前面所述的通过给UI 13的输入而被通信。此外，输出扭矩的需要基于外部情况而预测，包括例如道路坡度、道路表面情况或风力负载。运行档位状态可以基于由以电能产生模式或扭矩产生模式操作电机的控制模块命令而导致的动力传动系扭矩需要而预测。运行档位状态可以由最佳化算法或程序确定，其可操作为基于操作者扭矩请求、电池荷电状态和发动机14及第一和第二电机56和72的能量效率来确定最佳化系统效率。控制系统基于所执行的最佳化程序的结果来控制来自发动机14及第一和第二电机56和72的输入扭矩，并且系统最佳化能改进燃油经济性和控制电池充电。此外，该操作可以基于部件或系统中的故障而确定。
如上面描述的，离合器的操作和控制对于操作复杂的动力传动系，例如混合传动系，是重要的。驱动性能、燃油经济性和部件寿命都被系统中的离合器的操作影响。利用查询表以控制例如PCS的离合器致动装置的公知方法是不精确和无效的。现代的检测方法和计算机资源使液压控制系统中的参数实时估计变得可能。
基于公知变量的分析，可以很大程度地确定液压控制系统。图4示意性地说明按照本发明公开的内容的影响一个示例性的液压控制系统中的液压流动的因素的模型，其说明了系统中的多个变量的相互关系。本领域的技术人员可以意识到，质量守恒定律解释为，在稳定的状态，进入系统的流量必须等于从系统中出来的流量。如图4所示，液压油的流量通过泵被供给到液压控制系统。流量通过液压控制系统提供的各种功能从液压控制系统出来。该示例性的实施例包括下面的功能：液压油充满离合器机构，以便提供锁止离合器所需的夹持力，这在上面进行了描述；液压油提供了电机和其它所需的部件的基础冷却和活动冷却；液压油被用于润滑变速器的部件；液压油通过泄露内部流向液压管路。由于液压控制系统是封闭的系统，进入系统和从系统出来的流量的分析可以计算系统中的估计液压管道压力(PLINEEST)。
如上面描述的，液压离合器利用液压开关，例如PCS，在多个状态之间选择性地控制离合器。一个示例性的PCS可以以多个状态操作。例如，PCS开关可以全供给状态操作，从而使下游的液压管路与上游管路的全压力相通。PCS开关可以以排放状态操作，从而使下游的管路与上游管路的压力之间关闭，并提供路径使加压油从离合器控制管路流出。PCS开关以重叠的状态操作也是公知的，从而提供被部分致动或调节的离合器状态。重叠的状态的影响取决于PCS的设计和校准。重叠的状态的一个示例性的用途是使离合器中的接触状态可以被选择，如上面描述的。
如本领域公知的，液压与作为流动阻力测量的液压流速有关。该关系可以通过下面的公式表示。
流量＝压降/流动阻力                          [1]
被应用到离合器控制管路中的液压流速的液压流量是管路的流动阻力和管路中的压力差的函数。例如，在离合器充满的过程中以PCS全供给状态操作，液压流量以PLINEEST在液压控制系统中开始，并流过离合器控制管路。离合器控制管路的流动阻力可以实验地测量出或分析地估计出。在对离合器充满的过程中通过离合器控制管路中的压降可以基于PLINEEST和在离合器中引起的背压估计或预测，背压可以由压力及在活塞上的作用而估计。因此，通过离合器充满过程的液压流速可以基于公知的流动阻力值和估计的或预测的压力值建模。相似地，借助于估计由PCS状态起作用的路径上的压降以及利用公知的流动阻力值使PCS以重叠或排放状态操作时，液压流速可以被建模。通过利用液压控制系统和与PCS状态相协调的离合器控制管路中的已知的或估计的压力，液压流速的估计可以实时地进行。
离合器的充满容量、作为结果的离合器的充满容量室中的液压油的容量可以被确定为进入离合器的流速的积分。该关系可以如下表示：
Figure A200810188762D00191
通过对某时间段T内的流速进行积分，可以估计离合器中的液压油的容量变化。这允许在动力传动系操作中对离合器充满容量的流量估计。被估计的充满容量可以基于流速和离合器充满容量的起始估计值进行计算。公开了一种基于液压流速估计值来估计离合器充满容量的方法。
图5示意性地说明了一个按照本发明公开的内容的利用液压致动压力控制开关的示例性的离合器控制管路。离合器控制管路200包括PCS 210、液压活动离合器230、压力开关240和液压管道270、272、274、276、278和280。PCS 210借助于PCS中的选择机构的移动来选择性地控制加压液压油向离合器230的流动和从离合器230的流出，在该示例性的实施例中为伺服阀活塞220。活塞220被从活塞的第一端222和活塞的第二端224选择性地作用，力的平衡确定了PCS中的活塞的移动位置。活塞220包括活塞细部226，其包括孔、凹槽、通道或其它在活塞上形成的特征，以便选择性地在各个端口之间引导液压油，这些端口将液压管道连接到PCS 210上。与上面描述离合器状态对应的活塞220在PCS210中的位置选择性地使活塞细部226与能完成所期望的离合器功能的液压管道对齐。在图5的示例性的离合器中，与完全供给状态对应的活塞向右的位置，其中，来自主压力管道272的液压通过活塞细部226引导到离合器供给管道276。进入离合器230的液压油充满离合器容量室238，在离合器230中产生液压，并在活塞233上施加作用力。相似地，与排放状态对应的活塞向左的位置，其中，离合器230中的液压油被允许从离合器中出来并流过排放管道274，从而进入液压控制系统返回管道(未示出)。通过调节命令压力管道270的命令压力来完成对活塞220位置的选择，该命令压力管道供给与第一端222接触的命令压力容量260。如本领域的技术人员理解的，通过表面上的压力产生的力可以通过下面的公式确定。
力＝压力*作用表面面积                     [3]
在示例性的活塞220的情况下，作用在活塞左侧的力等于命令压力容量260中的液压乘以第一端222的表面面积。命令压力容量260中的压力增加使作用在活塞220的第一端222一侧的力增加了。阀回位弹簧250向第二端224施加力，作为与命令压力容量260中的压力相反方向的恢复力。由容量260中的压力产生的力和来自弹簧250的力共同起作用，这样，命令压力容量260中的增加的压力使活塞220沿一个方向移动，命令压力容量260中的减小的压力使活塞220向相反的方向移动。示例性的PCS 210包括另一个特征，该特征包括反馈管道278。此外，通过离合器供给管道276流动的液压油通过反馈管道278流动或施加压力。来自反馈管道278的液压油重新进入与弹簧250位于活塞220的相同侧的反馈压力容量265中的PCS 210。在活塞220上由反馈压力容量265中的液压产生的力与由命令压力容量260中的液压产生的力相抵消。结果，其中由命令压力容量260中的压力和弹簧250产生的力的平衡会使活塞220位于与完全供给状态相关的位置，而离合器供给管道276中获得的，与离合器充满事件到达某种程度相关的提高的压力会产生作用在活塞220上使其远离完全供给状态位置的力。供给管道278的校准和/或控制以及作用在活塞220上的与命令压力容量260中的所选择的压力相应的力可以在活塞行程的相对端之间产生自校正活塞位置，从而获得重叠状态。这样的重叠状态对于调节离合器230中获得的压力是有用的，例如，使得离合器能够控制到接触状态。通过设置命令压力容量260中的压力对活塞220作用的力超过通过弹簧250施加的力和由反馈压力容量265中的液压引起的力的合成，使得尽管反馈管道278的操作，但仍然可以获得完全供给状态。PCS 210包括压力开关240是公知的，其由压力开关管道280供给，以公知的控制方法来使用以显示用于PCS 210的控制所需的压力水平。这样，PCS 210可以选择性地引导液压油以完成液压活动离合器230中的多种状态。
多个PCS物理结构是公知的。如上面描述的一个示例性的PCS结构利用位于汽缸外罩中的汽缸活塞。但是，多个形状、结构、致动方法和校准策略在本领域是公知的，本发明公开的内容并不是要限制于这里描述的特定的示例性实施例。
图6用图表的形式说明按照本发明公开的内容的与离合器充满事件相关的一个示例性的液压曲线。离合器容量室中的液压被描述为离合器充满容量的函数。作为结果的曲线的特征在于，四个进程代表离合器致动过程中的特征事件。所描述的数据代表完全在充满状态下操作的示例性的PCS，其中，加压液压油提供给离合器容量，油在离合器活塞上施加力，首先施加与回位弹簧抗衡的力和其它的阻止活塞运动的力，然后向波形盘施加力，然后向离合器连接表面施加压缩力。进程I描述了离合器充满的区域，其中活塞对离合器容量中的液压油施加了很小的背压。这样的示例性的曲线可以表示超过回位弹簧行程的活塞行程和作用在活塞上向活塞提供背压的其它的力。当活塞行程与反抗进程II中的活塞运动的力接合时，液压迅速地阶梯增加。通过进程II，施加在液压油上的压力保持基本上不变，附加的液压流量充满离合器容量室，并且使离合器活塞在活塞的行程中移动。在活塞行程的最后，离合器被认为是充满的，并且离合器被认为是处于接触状态。但是，如上面描述的和图5的波形盘236中说明的，振动吸收装置，例如示例性的波形盘被频繁地用于在施加给离合器油缸的力和施加给离合器连接表面的力之间产生阻尼力。如图6的进程III中的数据描述的，对于给定的离合器充满容量的增加，这样的振动吸收装置可在离合器连接表面上逐渐增加。一旦示例性的波形盘被完全地压缩，离合器处于锁止状态。在进程IV中，离合器充满容量的增加产生液压油上的压力的快速增加，该压力的增加在离合器的连接表面上产生相应的非阻尼压缩力。
精确地检测到充满完成，离合器处于接触状态的离合器充满容量对于液压致动离合器是重要的。特别地，在离合器被设计为同步或无滑移操作的场合中，在作用作用扭矩之前，离合器控制策略需要离合器的同步协调，及作用夹持力，还应该意识到，使开关致动到接触点对于这样的控制策略来说是有用的。如上面提到的，与一种估计的液压流速结合的离合器充满容量，是一种估计离合器充满完成的方法。图7-9用图表的形式描述了按照本发明的，利用根据估计液压流量而得到的估计离合器充满容量以及利用压力开关来判断充满完成的一个示例性的方法。利用上面描述的方法，离合器充满容量可以被监控，并且基于估计的流速，可以确定估计的离合器充满时间(TEST)。基于TEST，考虑离合器充满过程中的变量和估计误差，可以确定TMIN和TMAX之间的预测值范围，以描述预期达到充满完成的时间间隔。由TEST周围的TMIN和TMAX产生的范围的宽度和该范围是否关于TEST对称，是离合器充满过程中的值的函数，并且可以通过建模或其它适合精确地液压流动的技术被试验地、经验地、预测地设定，并且多个范围被同一动力传动系所采用的各个离合器中的每一个以及不同的条件或运行档位而使用。压力开关被校准或选择以显示表示充满完成的液压，例如显示图6的进程III的开始的增加的压力，该压力开关可以被选择以检测充满完成。基于这两个预测充满完成的独立的方法，可以更有把握地显示充满完成的检测。
图7用图表的形式描述了在一定时间间隔内的双重压力开关读数，包括与由TEST产生的TMIN-TMAX范围的比较，TEST通过液压流动估计产生，其中压力开关读数检测TMIN和TMAX之间的充满完成。图7中描述的数据与TMIN-TMAX的范围以及与确定相似的时间间隔中的充满完成的压力开关相关联。在该过程中，压力开关检测充满完成的时间被显示为充满完成。图8用图表的形式描述了在一定时间间隔内的双重压力开关读数，包括与通过液压流量估计产生的TMIN-TMAX范围的比较，其中压力开关读数检测TMIN之前的充满完成。图8中描述的数据与落在TMIN-TMAX时间间隔以外的压力开关读数相关联。在该过程中，TMIN，借助于估计的液压流量而预测的且最接近压力开关检测的时间间隔的下端，被显示为充满完成。图9用图表的形式描述了在一定时间间隔内的双重压力开关读数，包括与通过液压流量估计产生的TMIN-TMAX范围的比较，其中压力开关读数检测TMAX之后的充满完成或根本没有充满完成。图9中描述的数据与落在TMIN-TMAX时间间隔以外的压力开关读数相关联，或者与未精确地反映所选择的液压的发生故障的压力开关相关联。在该过程中，TMAX，借助于估计的液压流量而预测的且最接近的任意滞后(late)压力开关检测的时间间隔的上端，被显示为充满完成。用这种方法，两种充满完成检测方法以互补的方式使用，以更有把握地显示充满完成。
在任意给定的离合器充满过程中，上面的方法对于基于对借助于压力开关的充满完成检测和借助于估计的液压流量的充满完成预测的比较，来显示充满完成预测是有用的。但是，本领域的技术人员还应该意识到，当压力开关用久时会出现故障或不可靠的操作。离合器操作相对地一致，以少许的变化量变化是公知的，例如液压油的温度，但是仍保持一致。来自系统操作的数据，包括如上面描述产生的充满完成显示可以随时间被监控。用这种方法，可以产生和确认一段时间内的特定的离合器的充满完成次数的可接受范围。这些充满完成次数可以用在算法、模型或机器学习算法中，以在某些极限时间或阶段后逐渐地补充或代替充满完成显示。本领域公知的多个统计和分析方法可以被应用在充满完成数据中。用这种方法，在上面描述的方法所需的系统部件停止起作用后，离合器的充满完成仍可以可靠地显示。
如上面描述的，公开了一种基于用在离合器控制中的估计的液压油流量来监控离合器充满容量的方法。需要各种计算和估计以使监控离合器充满容量所需的计算可行。图10-12说明按照本发明公开的内容的示例性信息分析因素流，信息分析因素包括阀位置和液压控制系统中的管道压力，以追踪离合器充满容量和估计离合器扭矩容量。图10说明对施加在PCS中的活塞上的力进行估计，以便估计阀位置的过程。过程300包括求和模块310，其对作用在一个示例性的PCS活塞上的力进行求和并向阀位置模块320输出力平衡条件。阀位置模块320估计PCS装置中的活塞位置，向求和模块310的输入包括由用于正向地将活塞驱动进入一个状态的命令压力导致的力，回位弹簧作用的反抗来自命令压力的力的力，和由反馈压力环导致的力。命令压力和反馈压力可以通过这里描述的方法或本领域公知的方法计算，并且将始终是PLINEEST的函数。回位弹簧的力是活塞或阀位置和最终弹簧位移的函数。弹簧的力可以通过许多方法估计。阀位置模块320将力平衡条件转化为阀位置条件，其用于估计连接到PCS上的液压管道和管路的操作。图11说明基于显示液压油流速的因素来追踪离合器充满容量的过程。过程400包括PCS状态模块410、完全供给流量计算模块420、排放流量计算模块430、重叠流量计算模块440、求和模块450和积分模块460。PCS状态模块410输入阀位置条件，其显示阀在示例性的PCS中的状态，并确定由显示的阀位置引起的PCS状态。示例性的PCS状态模块反映了三种可以被显示的离散的PCS状态。但是，本领域的技术人员还应该意识到，阀可以具有两个或多于三个的离散的状态，并且阀可以采用某些可变的孔操作，例如反映最大流量的某种百分比。本发明公开的内容中的方法可以与这里的实施例中的任一个工作，并并非局限于图11中的特定实施例。PCS状态模块410输出用在液压流量估计中的对PCS阀的最终状态的显示。由于图11中的实施例包括三个离散的PCS状态，单独的流量计算模块420、430和440可以用于基于所显示的PCS状态来计算液压流量。除了阀设置，每个流量计算模块输入与流量估计相关的信息，如图11中所示，包括PLINEEST、离合器压力和TOIL。但是，还应该意识到，流量可以用多种方法，借助于单个模块或多个模块来计算。此外，改变模式设置，例如基于图5中的示例性的实施例中描述的反馈环的自调节阀位置，可以导致快速振动和短暂的操作。求和模块450对于增加由改变阀位置引起的短暂的和局部的流量是有效的。如上面描述的，流量可以在某时间间隔内进行积分，且结合预先存在的或估计的起始充满容量，流量可以被用于估计离合器充满容量。采用该方法，积分模块460输入变量，并估计离合器充满容量。图12说明将离合器流动容量转化为离合器扭矩容量的过程，以及可以在离合器不滑动的前提下可通过离合器进行传递的扭矩的估计。离合器扭矩容量可以多种方法被使用，以精确地控制变速器中的离合器，并且特别地，完成按照本发明公开的内容的同步离合器换挡。过程500包括离合器压力模块510和离合器扭矩模块520。如图6显示，离合器充满容量与离合器压力可以具有直接的或函数关系。离合器压力模块输入离合器充满容量并估计离合器压力。在该示例性的实施例中，用在PCS开关的反馈环中的反馈压力等于离合器压力。但是，如上面描述的，反馈环校准或控制反馈压力是公知的，并且在这样的系统中，图12将包括将离合器压力转化为反馈压力的模块。离合器扭矩模块520输入离合器压力，离合器容量室中的压力，并估计离合器扭矩容量。通过过程300、400和500或功能等价物，与PCS开关的操作有关的输入可以被用于确定被控制的离合器的操作和所引起的扭矩容量。
可以理解的是，允许在本发明所公开的内容的范围内的变型。参照优选实施例及其变型对本发明所公开的内容进行了描述。在阅读和理解说明书后，他人可以进行更多的变型和替换。当其落在所公开的内容的范围内时，期望包括所有这样的变型和替换。

Claims (16)

1、用于操作动力传动系的方法，该动力传动系包括被机械地运转地连接到内燃机上的机电变速器以及适于通过多个液压致动离合器的选择性接合而将机械能选择性地传递到输出构件上的电机，该方法包括：
监控运转地连接到离合器上的压力控制开关的状态；
监控被所述压力控制开关利用以充满所述离合器的液压管道压力；
基于所述压力控制开关的所述状态和所述液压管道压力确定流向所述离合器的液压流速；
基于所述液压流速追踪所述离合器的离合器充满容量；和
基于所述离合器充满容量控制所述离合器的操作。
2、如权利要求1所述的方法，其中，控制所述离合器的操作包括：
估计离合器充满完成时间；和
显示离合器充满完成，其显示所述离合器处于接触状态。
3、如权利要求2所述的方法，其中，显示所述离合器充满完成包括：
估计时间间隔，其中，期望基于所述离合器充满容量和所述液压流速来达到离合器充满完成；
监控运转地连接到所述离合器上的压力开关的输出和显示离合器压力校准到所期望的离合器充满完成；
比较所述时间间隔和所述压力开关的所述输出，其中在所述时间间隔内期望达到离合器充满完成；和
基于所述比较来显示所述离合器充满完成。
4、如权利要求3所述的方法，其中，基于所述比较来显示所述离合器充满完成包括：
如果所述监控所述压力开关的所述输出在所述时间间隔之前显示达到所述校准的离合器压力，则在所述时间间隔的开始时显示所述离合器充满完成；
如果所述监控所述压力开关的所述输出在所述时间间隔之后显示达到所述校准的离合器压力，则在所述时间间隔的结束时显示所述离合器充满完成；
如果所述监控所述压力开关的所述输出不在邻近所述时间间隔的时间内显示达到所述校准的离合器压力，则在所述时间间隔的结束时显示所述离合器充满完成；
如果所述监控所述压力开关的所述输出在所述时间间隔内显示达到所述校准的离合器压力，则与所述压力开关的所述输出同时显示所述离合器充满完成。
5、如权利要求3所述的方法，还包括：
基于在多个离合器充满循环中的所述比较，监控所述离合器充满完成的所述显示；
确定平均离合器充满完成显示时间；和
利用所述平均离合器充满完成显示时间来控制所述离合器的操作。
6、如权利要求1所述的方法，还包括：
基于所述离合器充满容量来估计离合器压力；和
基于所述离合器压力来估计离合器扭矩容量。
7、如权利要求1所述的方法，其中，监控运转地连接到所述离合器之一上的所述压力控制开关的所述状态包括：
监控作用在所述压力控制开关中的选择机构上的力；和
基于所述力的所述监控来显示所述压力开关的所述状态。
8、如权利要求7所述的方法，其中，显示所述压力控制开关的所述状态包括：
如果所述力的所述监控显示所述选择机构被设置为完全地将所述液压管道压力引导到所述离合器，则显示完全的供给状态；
如果所述力的所述监控显示所述选择机构被设置为阻止所述液压管道压力引导到所述离合器以排放离合器压力，则显示排放状态；和
如果所述力的所述监控显示所述选择机构被设置为向所述离合器选择某种中间压力水平，则显示重叠状态。
9、用于操作动力传动系的方法，该动力传动系包括适于通过液压致动离合器的选择性接合而将机械能量选择性地传递到输出构件上的机电变速器，该方法包括：
监控通过离合器控制管路的影响液压流量的因素；
基于所述因素确定通过所述离合器控制管路的所述液压流动；
通过所述液压流动的积分和起始离合器充满容量的估计来追踪所述离合器的离合器充满容量；
基于所述离合器充满容量控制所述离合器的操作；和
其中，监控影响液压流量的所述因素包括：
监控控制所述液压流量的压力控制开关的状态，其中，所述状态显示目前为所述离合器控制管路所选择的流动路径；
基于所述压力控制开关的所述状态监控离合器控制管路液压流动阻力；
监控可用于致动所述离合器的液压管路压力；和
基于所述压力控制开关的所述状态、所述估计的液压管路压力、估计的离合器压力和液压返回管道的压力来估计通过所述离合器控制管路的压降。
10、如权利要求9所述的方法，其中，控制所述离合器的操作包括：
估计离合器充满完成时间；和
显示离合器充满完成，其显示所述离合器处于接触状态。
11、如权利要求10所述的方法，其中，显示所述离合器充满完成包括：
估计时间间隔，其中，期望基于所述离合器充满容量和所述液压流量达到离合器充满完成；
监控运转地连接到所述离合器上的压力开关的输出和显示离合器压力校准到所期望的离合器充满完成；
比较所述时间间隔和所述压力开关的所述输出，其中在所述时间间隔内期望达到离合器充满完成；和
基于所述比较显示所述离合器充满完成。
12、如权利要求11所述的方法，其中，基于所述比较显示所述离合器充满完成包括：
如果所述监控所述压力开关的所述输出在所述时间间隔之前显示达到所述校准的离合器压力，则在所述时间间隔的开始时显示所述离合器充满完成；
如果所述监控所述压力开关的所述输出在所述时间间隔之后显示达到所述校准的离合器压力，则在所述时间间隔的结束时显示所述离合器充满完成；
如果所述监控所述压力开关的所述输出不在邻近所述时间间隔的时间内显示达到所述校准的离合器压力，则在所述时间间隔的结束时显示所述离合器充满完成；
如果所述监控所述压力开关的所述输出在所述时间间隔内显示达到所述校准的离合器压力，则与所述压力开关的所述输出同时显示所述离合器充满完成。
13、如权利要求11所述的方法，还包括：
基于在多个离合器充满循环中的所述比较，监控所述离合器充满完成的所述显示；
确定平均离合器充满完成显示时间；和
利用所述平均离合器充满完成显示时间控制所述离合器操作。
14、如权利要求9所述的方法，还包括：
基于所述离合器充满容量来估计离合器压力；和
基于所述离合器压力来估计离合器扭矩容量。
15、如权利要求9所述的方法，其中，监控运转地连接到所述离合器之一上的所述压力控制开关的所述状态包括：
监控作用在所述压力控制开关中的选择机构上的力；和
基于所述力的所述监控来显示所述压力开关的所述状态。
16、如权利要求15所述的方法，其中，显示所述压力控制开关的所述状态包括：
如果所述力的所述监控显示所述选择机构被设置为完全地将所述液压管道压力引导到所述离合器，则显示完全的供给状态；
如果所述力的所述监控显示所述选择机构被设置为阻止所述液压管道压力引导到所述离合器以排放离合器压力，则显示排放状态；和
如果所述力的所述监控显示所述选择机构被设置为向所述离合器选择某种中间压力水平，则显示重叠状态。
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