CN101514746B - 监测混合动力系统变速器中的变速器档位选择器的方法和设备 - Google Patents
监测混合动力系统变速器中的变速器档位选择器的方法和设备 Download PDFInfo
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Abstract
本发明涉及监测混合动力系统变速器中的变速器档位选择器的方法和设备。公开了一种用于监测来自动力系统的操作者可操纵的变速器档位选择器的信号输出的完整性的方法,其包括在变速器档位选择器上配置档位编码器和方向编码器,基于来自档位编码器和方向编码器的信号确定档位状态和方向状态,基于档位状态和方向状态确定变速器档位选择器的非连续位置,和执行反向合理性以校验变速器档位选择器的非连续位置。
Description
相关申请的交叉引用
本申请要求申请号为No.60/983,241,申请日为2007年10月29日的美国临时申请的优选权,本文通过引用的方式结合其全文。
技术领域
本发明涉及混合动力系统的控制系统。
背景技术
本部分的叙述只是提供与本发明相关的背景信息,并不构成现有技术。
已知的混合动力系统结构可以包括多个转矩产生装置,包括内燃机和例如电机的非燃机,它们通过变速器装置将转矩传递到输出元件。一个示例性的混合动力系统包括双模式、复合分配(compound-split)、机电式变速器和输出元件,其中机电式变速器利用输入元件接收来自原动机动力源(优选为内燃机)的牵引转矩。输出元件可操作地连接到机动车的传动系统,以向其传递牵引转矩。作为电动机或者发电机运行的机器可独立于来自内燃机的转矩输入产生至变速器的转矩输入。该机器可以将通过车辆传动系统传递的车辆动能转换为可存储在能量存储装置中的能量。控制系统可用来监测来自车辆和操作者的各种输入并且提供混合动力系统的操作控制,这包括:控制变速器的操作状态和换档,控制转矩产生装置,和调节能量存储装置和机器之间的能量交换以管理变速器的输出,该输出包括转矩和转速。控制系统可以监测输入和控制信号并且执行算法以校验和保证动力传动系的运行。
发明内容
一种用于监测来自动力系统的操作者可操纵的变速器档位选择器的信号输出的完整性的方法,所述方法包括:为变速器档位选择器配置档位编码器和方向编码器,基于来自档位编码器和方向编码器的信号确定档位状态和方向状态,基于档位状态和方向状态确定变速器档位选择器的非连续位置,和执行反向合理性(back rationality)以校验变速器档位选择器的非连续位置。
附图说明
参考附图,下面将通过示例的方式描述一个或多个实施例,其中:
图1是根据本发明的示例性混合动力系统的示意图;
图2是根据本发明的控制系统和混合动力系统的示例性结构的示意图;以及
图3、图4和图5是根据本发明的示意图。
具体实施方式
现在参考附图,图中所示仅仅是为了解释特定的示例性实施例,而并不是对其进行限制,图1和2描述了示例性的机电式混合动力系统。在图1中描述了根据本发明的示例性机电式混合动力系统,其包括可操作地连接到发动机14和扭矩机器的双模式、复合分配、机电式混合动力变速器10,该扭矩机器包括第一电机(‘MG-A’)56和第二电机(‘MG-B’)72。发动机14以及第一电机56和第二电机72中的每一个均产生可以传递到变速器10的机械动力。以输入转矩和电动机扭矩(在这里被分别标为TI,TA和TB)以及速度(在这里被分别标为NI,NA和NB)的形式描述由发动机14以及第一电机56和第二电机72产生并传送到变速器10的动力。
示例性的发动机14包括多缸内燃机,其可选择地在几种状态下运行以通过输入元件12将转矩传到变速器10,并且该发动机可以是点燃式或者压燃式发动机。发动机14包括曲轴(未示出),其可操作地连接到变速器10的输入元件12。转速传感器11监测输入元件12的转速。来自发动机14的动力输出包括转速和发动机转矩,该动力输出可以与输入到变速器10的输入速度NI和输入转矩TI不同,这是因为在位于发动机14和变速器10之间的输入元件12上布置有转矩消耗部件,例如液压泵(未示出)和/或转矩管理装置(未示出)。
示例性的变速器10包括三个行星齿轮组24,26和28,和四个可选择性接合的转矩传递装置,即离合器C1 70,C2 62,C3 73和C4 75。正如这里使用的,离合器是指任何类型的摩擦转矩传递装置,其包括例如单盘或者复合盘离合器或者组、带式离合器和制动器。液压控制回路(‘HYD’)42优选地由变速器控制模块(以后称为‘TCM’)17控制,该液压控制回路用于控制和监测离合器状态。离合器C2 62和C4 75优选地包括液压作用的旋转摩擦离合器。离合器C1 70和C3 73优选地包括液压控制的固定装置,该固定装置可选择地接地至变速器壳体68上。离合器C1 70,C2 62,C3 73和C4 75中的每一个都优选为液压作用的,通过液压控制回路42选择性地接收加压的液压流体。
第一电机56和第二电机72优选地包括三相AC电机和相应的解析器80和82,每一个AC电机都包括定子(未示出)和转子(未示出)。用于每个电机的电动机定子接地至变速器壳体68的外部并且包括定子铁心,该定子铁心带有从其处延伸的螺旋电绕组。用于第一电机56的转子由毂衬齿轮(hub plate gear)支撑,该齿轮通过第二行星轮组26操作地附接到轴60上。用于第二电机72的转子固定地附接在套筒轴毂(sleeve shaft hub)66上。
解析器80和82中的每一个均优选地包括可变磁阻装置,该装置包括解析器定子(未示出)和解析器转子(未示出)。解析器80和82被适当地定位并且装配到第一电机56和第二电机72中相应的一个上。解析器80和82各自的定子可操作地连接到用于第一电机56和第二电机72的定子中的一个上。解析器转子可操作地连接到用于相应的第一电机56和第二电机72的转子上。解析器80和82中的每一个均通过信号并且可操作地连接到变速器功率逆变器控制模块(以后称为“TPIM”)19,并且每一个模块都检测和监测解析器转子相对于解析器定子的转动位置,从而监测第一电机56和第二电机72中相应一个的转动位置。另外,对自解析器80和82输出的信号进行解释,以分别提供第一电机56和第二电机72的旋转速度,即NA和NB。
变速器10包括例如轴的输出元件64,其可操作地连接到用于车辆(未示出)的传动系统90,以向传动系统90提供输出动力,该输出动力传递到车轮93,图1示出了其中的一个车轮。输出元件64处的输出动力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监测输出元件64的转速和转向。每一个车轮93优选地装备有用于监测车轮速度的传感器94,该传感器的输出由参照图2描绘的分布式控制模块系统的控制模块来监测,以确定用于制动控制,牵引控制和车辆加速管理的车辆速度、绝对的和相对的车轮速度。
作为源自燃料或者储存在电能存储装置(以后称为‘ESD’)74中的电势的能量转换的结果,产生来自发动机14的输入转矩和来自第一电机56和第二电机72的电动机转矩(分别为TI,TA和TB)。ESD74通过DC输送线路27与TPIM 19高压直流耦合。输送线路27包括接触器开关38。当接触器开关38关闭时,在正常操作下,电流可以在ESD 74和TPIM 19之间流动。当接触器开关38打开时,ESD 74和TPIM 19之间的电流中断。TPIM 19使用输送线路29通过第一电动机控制模块(‘MCP-A)33将电功率传送到第一电机56和从第一电机56传送电功率,并且类似地TPIM 19使用输送线路31通过第二电动机控制模块(‘MCP-B)34将电功率传送到第二电机72和从第二电机72传送电功率,以响应于电动机转矩TA和TB满足第一电机56和第二电机72的转矩命令。根据ESD 74是被充电还者放电,电流被传递到ESD 74或从ESD 74被传出。
TPIM 19优选地包括混合控制模块(以后称为‘HCP’)5和一对功率逆变器以及相应的电动机控制模块33和34,该电动控制模块配置成接收转矩命令并由此控制逆变器的状态,从而提供电动机驱动或再生功能以满足命令的电动机转矩TA和TB。功率逆变器包括已知的互补型三相电力电子器件,并且每一个器件均包括多个绝缘栅双极晶体管(未示出),用于通过高频切换,将来自ESD 74的DC功率转换为AC功率,从而为第一电机56和第二电机72中的相应一个提供能量。绝缘栅双极晶体管形成用于接收控制命令的开关电源。通常,对于每一个三相电机的每一相都设有一对绝缘栅双极晶体管。控制绝缘栅双极晶体管的状态以提供电动机驱动的机械动力产生或者电力再生功能。三相逆变器通过DC输送线路27接收或者提供DC电功率并且将该DC电功率转化为三相AC功率,或者从三相AC功率转化为DC电功率,该三相AC功率分别通过输送线路29和31被传导到第一电机56和第二电机72或从第一电机56和第二电机72被传出,从而使第一电机56和第二电机72操作为电动机或者发电机。
图2和图3是控制系统的分布式控制模块系统的示意框图。如这里所使用的,术语“控制系统”限定为控制模块、线束(未示出)、通信链路、传感器和致动器,监测和控制动力系统的运行。控制系统监测传感器的输入并且命令输出以控制致动器。分布式控制模块系统包括整个车辆控制结构的子集,且提供图1中描述的示例性混合动力系统的协调系统控制。控制系统包括用于合成信息和输入的分布式控制模块系统,该分布式控制模块系统执行算法以控制致动器从而满足控制目标,所述目标包括涉及燃料经济性、排放物、性能、驾驶性能以及保护包括ESD 74以及第一电机56和第二电机72的电池在内的硬件的目标。分布式控制模块系统包括发动机控制模块(以后称为‘ECM’)23,TCM 17,电池组控制模块(以后称为‘BPCM’)21,和TPIM 19。HCP 5提供ECM 23、TCM 17、BPCM 21和TPIM 19的监督控制和协调。用户接口(‘UI’)13优选地通过信号与多个装置连接,车辆操作者由此控制、指引和命令机电式混合动力系统的操作。这些装置包括加速踏板113(‘AP’),操作者制动踏板112(‘BP’),变速器档位选择器114(‘PRNDL’)和车速巡航控制(未示出)。变速器档位选择器114可以具有许多非连续的操作者可选择位置,包括输出元件64的转动方向,以实现向前方向和相反方向中之一。用户接口13可以包括所示的单独装置,或者可选择地包括多个直接连接到各个控制模块(未示出)的用户接口装置。
在这个实施例中,上面提到的控制模块通过包括局域网(以后称为‘LAN’)6的通信链路与其它控制模块、传感器和致动器通信。LAN总线6允许在各个控制模块之间进行结构化通信。所使用的特定通信协议是专用的。LAN总线6和合适的协议用于加强在前面提及的控制模块和其他控制模块之间的信息传递和多控制模块接口,所述其他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。可采用多路通信总线来改善通信的速度和提供一定程度的信号冗余度和完整性。优选地使用直接链路来实现MCP-A 33和HCP 5之间以及MCP-B 34和HCP5之间的通信,该直接链路优选地包括串行外设接口(以下称为‘SPI’)总线37。还可以使用无线链路例如,近程无线电通信总线(未示出)来实现各个控制模块之间的通信。
HCP 5提供混合动力系统的监督控制,用于协调ECM 23、TCM 17、MCP-A33、MCP-B 34和BPCM 21的操作。基于来自用户接口13和包括ESD 74在内的混合动力系统的各种命令信号,HCP 5确定操作者的转矩请求,输出转矩命令,发动机输入转矩命令、所应用的变速器10转矩传递离合器C1 70、C2 62、C3 73、C4 75的离合器转矩,以及用于第一电机56和第二电机72的电动机转矩TA和TB。HCP5发出命令到具体的控制模块以实现发动机14、变速器10以及第一电机56和第二电机72的控制。
ECM 23可操作地连接到发动机14,用于从传感器获取数据并通过多条离散的线来控制发动机14的致动器,为简化起见,将该多条离散的线表示为集合的双向接口线缆35。ECM 23从HCP 5接收发动机输入转矩命令。ECM 23基于监测到的发动机转速和负载,确定此时提供给变速器10的实际发动机输入转矩TI,该转矩被传送给HCP5。ECM 23监测来自转速传感器11的输入以确定传送到输入元件12的发动机输入速度,该发动机输入速度转化成变速器输入速度NI。ECM 23监测来自传感器(未示出)的输入以确定其它发动机运行参数的状态,包括例如歧管压力,发动机冷却液温度,周围空气温度和周围压力。发动机的负载可以根据例如歧管压力或者可选择地通过监测操作者对加速踏板113的输入来确定。ECM 23产生并且传输控制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,它们都未被示出。
TCM 17可操作地连接到变速器10并且监测来自传感器(未示出)的输入以确定变速器运行参数的状态。TCM 17产生并且传送致动器控制信号以控制变速器10,包括控制液压控制回路42。从TCM 17到HCP 5的输入包括:估算的每一个离合器(即,C1 70、C2 62、C3 73、以及C4 75)的离合器转矩和输出元件64的转动输出速度NO。可以使用其它的致动器和传感器来从TCM 17到HCP 5提供附加信息,以实现控制目的。TCM 17监测来自压力开关(未示出)的输入,和选择性地致动液压回路42的压力控制螺线管(未示出)和换档螺旋管(未示出)以选择性地改动不同的离合器C1 70、C2 62、C3 73、C4 75,从而实现如下面所述的各种变速器操作范围状态。
BPCM 21通过信号连接到传感器(未示出)以监测ESD 74,包括电流和电压参数的状态,以将表示ESD74电池的参数状态的信息提供给HCP 5。电池的参数状态优选地包括电池荷电状态、电池电压、电池温度和被称为范围PBAT-MIN到PBAT-MAX的可用电池功率。
制动控制模块(以后称为‘BrCM’)22可操作地连接到每一个车轮93上的摩擦制动器(未示出)。BrCM 22监测操作者对制动踏板112的输入并且产生控制信号来控制摩擦制动器,向HCP 5发送控制信号以基于此操作第一电机56和第二电机72。
图3示出了TPIM 19的细节。MCP-A33和HCP 5优选地通过信号连接到LAN 6。MCP-A 33和MCP-B 34使用第一和第二SPI总线37被直接地通过信号连接到HCP 5,第一和第二SPI总线37优选是专用的,即分别在HCP 5和MCP-A33之间以及HCP 5和MCP-B34之间专门进行通信。
控制模块ECM 23、TCM 17、HCP-5、MCP-A33、MCP-B 34、BPCM 21和BrCM 22中的每一个均优选地为通用数字计算机,其包括微处理器或者中央处理单元,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’)的存储介质,高速时钟,模数转换(‘A/D’)和数模转换(‘D/A’)电路,输入/输出电路和装置(‘I/O’)以及适当的信号调节和缓冲电路。每一个控制模均块具有一系列控制算法,包括存储在其中一个存储介质中并被执行以实现每台计算机的相应功能的驻留程序指令和标定值(calibration)。控制模块之间的信息传递优选地使用LAN总线6和SPI总线37来完成。在预定的循环周期期间执行控制算法,以使每个算法在每一循环周期中至少执行一次。储存在非易失性存储器装置中的算法通过其中一个中央处理单元执行,从而监测来自传感装置的输入和利用预设的标定值执行控制和诊断程序,以控制致动器的操作。循环周期在正在进行的混合动力系统操作期间以规定的时间间隔运行,例如每3.125、6.25、12.5、25和100毫秒。可选择地,可以响应于事件的发生执行所述算法。
示例性的混合动力系统可选择地在几个状态中的一个中运行,所述状态可以描述为包括发动机运行状态(‘ON’)和发动机停止状态(‘OFF’)之一的发动机状态以及变速器操作范围状态,并且所述变速器操作范围状态包括多个固定档位和无级变速运行模式,参考下面的表1进行描述。
表1
表中描述的每一个变速器操作范围状态表示相对于每一操作范围状态应用了离合器C170、C2 62、C3 73和C4 75中的具体哪一个。为了使第三行星齿轮组28的外部齿轮元件“接地”,通过仅应用离合器C1 70选择第一无级变速模式,即EVT模式1或者M1。发动机的状态可以是ON(‘M1_Eng_On’)或者是OFF(‘M1_Eng_Off’)之一。为了将轴60连接到第三行星齿轮组28的行星架上,通过仅应用离合器C2 62选择第二无级变速模式,即EVT模式2,或者M2。发动机的状态可以是ON(‘M2_Eng_On’)或者是OFF(‘M2_Eng_Off’)之一。为了对此进行描述,当发动机状态OFF是时,发动机的输入速度等于零转速每分钟(‘RPM’),即发动机的曲轴不旋转。固定档位操作提供了变速器10的输入-输出速度,即NI/NO为固定比值的操作。通过使用离合器C1 70和C475选择第一固定档位操作(‘G1’)。通过使用离合器C1 70和C2 62选择第二固定档位操作(‘G2’)。通过使用离合器C2 62和C4 75选择第三固定档位操作(‘G3’)。通过使用离合器C2 62和C3 73选择第四固定档位操作(‘G4’)。输入-输出速度为固定比值的操作随着固定档位操作的增加而增加,该固定档位操作的增加是由于行星齿轮24、26和28中的传动比减小而导致的。第一电机56和第二电机72各自的转速NA和NB取决于通过离合作用所限定的机构的内部旋转,并且与在输入元件12处测得的输入速度成比例。当变速器10被控制为处于EVT模式1时,可以命令变速器10反向操作,这通过利用第二电机72在TPIM 19中的电动机控制模块使第二电机沿相反的旋转方向操作来实现。
响应于用户接口13所捕获的、通过加速踏板113,制动踏板112和变速器档位选择器114的操作者输入,HCP 5和一个或多个其它控制模块确定转矩命令,以控制转矩致动器来满足输出元件64上的用于传递到传动系统90的操作者转矩请求。在本实施方式中,转矩致动器优选地包括多个转矩产生装置,例如发动机14以及第一电机56和第二电机72,还有包括变速器10的转矩传递装置。基于来自用户接口13的操作者命令,HCP 5确定操作者转矩请求和从变速器10到传动系统90的输出转矩命令以及致动器控制,且致动器控制基于来自用户接口13的操作者命令包括来自发动机14的输入转矩,变速器10的转矩传递离合器C1 70、C2 62、C3 73、C4 75的离合器转矩和用于第一电机56和第二电机72的电动机转矩命令。
混合动力系统的转矩安全性可以通过执行控制系统的完整性测试来实现,所述完整性测试包括监测硬件的完整性、监测算法和存储设备的完整性、在控制模块内部的通信和控制模块之间的通信期间保护并监测重要信号的完整性、监测处理器的完整性和执行补救措施。转矩安全性在存在观察到的错误时可以包括限制转矩致动器命令信号。这可以包括对转矩致动器命令信号的最大和最小限制,以及转矩致动器命令信号的最大变化率。具体地,电动机转矩命令TA和TB可以限制为最大和最小电动机转矩,且电动机转矩命令TA和TB的变化可以被限制为实现输出转矩的最大变化率,例如0.2g。
保护和监测信号的完整性优选地通过单独地保护控制模块和保护控制模块之间的串行通信链路来完成。实施例的分布式控制模块系统优选地包括由单独的控制模块控制的每一个转矩致动器。该实施例包括监测发动机14的传感器和控制致动器的ECM 23,监测变速器10的传感器和控制致动器的TCM 17,监测第一电机56的传感器和控制致动器的MCP-B 33,以及监测第二电机72的传感器和控制致动器的MCP-B 34。HCP 5监测来自ECM 23、TCM 17、MCP-A33和MCP-B 34的输入并命令它们的操作。控制模块使用LAN总线6和SPI总线37传送信号。ECM23、MCP-A33、MCP-B 34以及TCM17中的每一个都基于从HCP 5接收到的保护命令负责闭环监测与自安全性。
保护和监测信号的完整性包括监测每一个控制模块的处理器完整性。处理器完整性可以使用诊断软件来确定,该软件监测控制模块内部的数据并且使其在其中一个循环周期内有理化。当在所监测的数据和有理化后的数据之间检测到不一致时,该不一致在错误成熟算法(fault maturation algorithm)中被记录为不匹配或者错误,例如Y过程(routine)中的X,其中当在之前进行的Y次信号观察中观察到X次错误时,检测到成熟的(matured)错误。一个例子就是,当在之前进行的观察中有超过半数在所监测到的数据和有理化后的数据之间出现不匹配时,则检测到成熟的错误。当错误成熟算法达到之前进行的观察中的不匹配观察的临界数量时,错误成熟,表示信号损坏并且要求采取补救措施。补救措施可以是致动器专用的或者贯穿整个控制系统,并且使动力系统置于转矩-安全状态。补救措施还可以包括为了接下来的恢复而存储OBD适应码。诊断可以预先识别未决的错误,这意味着已经检测到不一致但是错误成熟算法还没有达到其阈值。硬件的完整性可以使用监测控制系统的传感器和致动器的诊断软件来进一步确定。
监测在控制系统中产生并传送的信号的完整性包括确定接收到的信号与产生的信号是否匹配的动作。信号可以包括操作者的命令信号、传感器的输入信号以及致动器的命令和控制信号。参考以上描述的实施方式,信号可以包括致动器命令或者控制信号,这包括例如,用于第一电机56和第二电机72的电动机转矩命令,至发动机14的输入转矩命令和用于变速器10的离合器C1 70、C2 62、C3 73以及C4 75的离合器转矩命令。信号可以包括传感器输入信号,例如来自转速传感器11和变速器输出速度传感器84以及解析器80和82的信号。信号可以包括操作者命令,例如,至加速踏板113、操作者制动踏板112和变速器档位选择器114的操作者输入。
图4示意性示出用于监测来自变速器档位选择器114的信号输出完整性的信号流,该变速器档位选择器通过参考图1和图2的混合动力系统的说明已经进行了描述。变速器档位选择器114优选地包括由操作者操纵的装置,其可以位于多个非连续位置中的一个,例如停车(Park)、倒车(Reverse)、空档(Neutral)、前进(Drive)和低速(Low)(‘PRNDL’),操作者由此选择并传送期望的车辆推进力方向。控制系统控制变速器10的操作,包括响应于操作者命令的期望车辆推进力方向的变速器操作范围状态。优选地,变速器档位选择器114包括两个附接于变速器档位选择器114的档位选择杆位置传感器116和118,每一个档位选择杆位置传感器均包括提供对应于变速器档位选择器114的非连续位置的不连续输出信号的数字编码器。每一个非连续位置的各自位置通常由变速器档位选择器114中的机械定位凹槽(未示出)来识别。档位选择杆位置传感器116和118可用来检测和辨别不同的档位选择器位置并且优选地以机械方式彼此永久对齐,以防止两个传感器出现不对准。优选地,第一传感器118包括数字编码器,其为变速器档位选择器114的每一个非连续位置提供唯一的一组不连续输出,且该编码器被称为档位编码器118。因此,在所示的实施例中,变速器档位选择器114具有非连续的位置,包括P,R,N,DM……D1,并且档位编码器118产生相应的输出RE Output1,RE Output2,……RE OutputN。在此实施例中,档位编码器118的输出是4位数字字。档位编码器118优选地通过硬件输入/输出装置(未示出)信号地连接到TCM 17。TCM 17解码来自档位编码器118的4位数字字并且产生变速器变速杆位置状态(以后称为‘TSLP’)。
优选地,第二传感器116包括数字编码器,其为非连续位置的多个有效子集中的每一个提供唯一的一组不连续输出,且每一个子集均包括与操作者选择的期望车辆推进力方向相对应的变速器10输出元件64的转动方向。在此实施例中,第二传感器116产生四个子集,包括与停车、倒车、空档和前进位置中的一个对应的四个唯一的输出。第二传感器116被称为方向编码器116。因此,在所示实施例中,变速器档位选择器114具有非连续的位置,包括P,R,N,DM……D1,并且方向编码器116产生输出DE Output1,DE Output2,DE Output3,DE Output4,以及DE Output5,其中非连续位置P具有相对应的输出DE Output1,非连续位置R具有对应的输出DE Output2,非连续位置N具有对应的输出DEOutput3,非连续位置DM……D1具有对应的输出DE Output4,而未知的非连续位置具有对应的输出DE Output5。在此实施例中,方向编码器116的输出是5位数字字。方向编码器116通过硬件输入/输出装置(未示出)信号地连接到HCP5。HCP 5解码该5位数字字并且产生变速器变速杆方向状态(以后称为‘TDS’)。TDS优选地包括数字字,例如4位或8位数字字,表示方向状态,即停车、倒车、空档和前进以及当TDS不能确定方向状态时的未知(Unknow)方向状态中的一个。
将TDS和方向编码器116的输出输入到变速器方向状态合理性算法(‘TDS合理性核查’)410中,其校验来自HCP5的TDS输出在被HCP5处理之前是否与方向编码器16指示的变速器方向对应。来自方向编码器116的信号输出与每一个方向状态的期望方向编码器状态相比较以确定是否与其中的唯一一个方向状态完全对应,所述方向状态即为停车、倒车、空档、前进以及未知的方向状态。在没有正的对应关系时,能够设置错误。合理性算法410比较TDS和来自方向编码器116的信号输出以校验TDS是否对应于来自方向编码器116的信号输出。优选地,在两个信号之间存在有正的匹配关系,即TDS直接地对应于来自方向编码器116的信号输出。在此情况中,合理性算法410的输出显示无错误。当两个信号之间没有正的匹配关系时,TDS与每一个方向状态(即停车、倒车、空档和前进)的期望的方向编码器状态相比较。当来自方向编码器116的信号输出处于其中唯一一个方向状态的一位中时,合理性算法410校验TDS与方向状态匹配。当不匹配的时候,合理性算法410的输出显示错误。当来自方向编码器116的信号输出不在其中一个方向状态的一位之内(例如,两位或多位是错误的)时,合理性算法410校验TDS显示所述方向为未知。否则,合理性核查410会显示错误。
TDS和TSLP被输入到档位确认逻辑算法(‘TDS Validation Logic’)425中,该算法比较TDS和TSLP状态以确认两者之间是否逻辑一致。当档位被确认时,即正的TDS和正的TSLP之间存在匹配,输出为确认的变速器档位状态(以后称为‘VTRS’),其利用双一存储核查430进行确认并且接下来在被HCP5使用之前核查错误。当档位不是确认的档位时,优选地通过将车辆置于空档状态,使得车辆不能前进。当TDS已经进行了误差修正,并且误差修正后的TDS和正的TSLP之间存在匹配时,TSLP是有效的并且用作VTRS。当方向编码器116中存在有源错误(active fault),或者方向编码器116产生非法值时,VTRS被命令为一限制档位,例如使一个或多个低速档位的前进档不能工作。当TDS是正的并且TSLP表示档位编码器118位于档位之间或者具有有源错误,或者TCM 17停止工作时,基于方向编码器116命令VTRS并且VTRS操作在一限制档位,例如使一个或多个低速档位的前进档不能工作并且用作VTRS。VTRS包括对应于变速器档位选择器114的其中一个非连续位置的信号输出,所述非连续位置包括所示的停车、倒车、空档、前进M……前进1。在一个实施例中,VTRS包括停车、倒车、空档、前进6、前进5、前进4、前进3、前进2、前进1。在其它的实施例中,可以使用变速器档位选择器114的附加的非连续位置,并且在车辆正在进行的操作期间可利用被称为点上/点下(tap up/tap down)控制(未示出)的操作者可选择的特征来实现。
将VTRS输出输入到反向合理性核查算法(‘VTRS Back Rationality Check’)420。反向合理性核查算法420监测TDS和TSLP,并且将它们与VTRS比较,包括执行多次核查以将VTRS和来自HCP 5的未选择的TDS输出相比较。反向合理性核查可以具体针对停车、倒车、空档、前进6、前进5、前进4、前进3、前进2和前进1中的每一个进行。
当VTRS输出显示变速器档位选择器114指示停车时,所述算法执行第一次逻辑核查,校验停车是否是基于TSLP显示的。这包括校验TSLP是否显示停车,和校验TDS是否没有显示倒车、空档或者前进中的任何一个。所述算法执行第二次逻辑核查,校验停车是否是基于TDS显示的。这包括校验TDS是否显示停车,和校验是否没有出现系统错误。当在任何的校验中存在错误时,将显示出错。
当VTRS输出显示变速器档位选择器114指示倒车时,所述算法执行第一次逻辑核查,校验倒车是否是基于TSLP显示的。这包括校验TSLP是否显示倒车,和校验TDS是否没有显示停车、空档或者前进中的任何一个。所述算法执行第二次逻辑核查,校验倒车是否是基于TDS显示的。这包括校验TDS是否显示倒车,和校验是否没有出现系统错误。当在任何的校验中存在错误时,将显示出错。
当VTRS输出显示变速器档位选择器114指示空档时,所述算法执行第一次逻辑核查,校验空档是否是基于TSLP和TDS显示的。这包括校验TSLP是否显示空档和校验TDS是否显示空档。所述算法执行第二次逻辑核查,比较TSLP和TDS之间的逻辑不一致性。所述算法执行第三次逻辑核查以确定VTRS是否命令空档,这包括是否因为在档位编码器118和方向编码器116的其中一个中的有源错误而命令了空档。当在任何的校验中存在错误时,将显示出错。
当VTRS输出显示变速器档位选择器114指示前进档位中的一个时,该其中一个前进档位由前进X表示,其中X表示具体的前进档位,例如在本实施例中为前进6、前进5、前进4、前进3、前进2和前进1中的一个。所述算法执行第一次逻辑核查,校验前进X档位是否是基于TSLP显示的。这包括校验TSLP是否显示前进档位,和校验TDS是否没有显示停车、倒车或者空档中的任何一个。所述算法执行第二次逻辑核查,校验具体的前进档位前进X是否是基于TDS显示的。这包括校验TDS是否显示前进X和校验是否没有出现系统错误。当在任何的校验中存在错误时,将显示出错。
当在变速器方向状态合理性算法410、反向合理性核查算法420、档位确认逻辑算法425中的任何一个或者双存储函数(dual store function)415、430中的一个中出现错误时,控制系统执行补救措施440以减小与出现错误相关联的风险。补救措施使得动力系统处于转矩安全状态。补救措施还包括为了接下来的恢复而存储OBD适应码。诊断可以预先识别未决的错误,这意味着已经检测到数据损坏或者不一致,但是错误成熟算法还没有达到其阈值。一个具体的补救措施可以包括使系统在一个具体的操作范围中操作。
TDS和VTRS进行双存储函数415,430变换。图5示出了信号流的示例性系统,其包括保护和校验输入到起始控制模块的输入信号的完整性并且包括双存储功能。包括TDS和VRTS之一的输入信号在此实施例中作为控制信号产生。产生输入信号502并将其捕获为主要信号504和冗余信号504’。这可以包括来自传感器的输入信号,该输入信号利用模-数转换器(未示出)转化为来自传感器的数字形式的输入,其中模-数转换器可插设在传感器和起始控制模块之间。对主要信号和冗余信号均执行诊断(‘Diagnostics’)506,506。诊断可以包括显示信号何时在预定的信号操作范围之外的极限核查,信号的合理性核查,以及显示信号损坏的其他诊断核查。如果在主要信号和冗余信号中的一个或者两者中均检测到损坏的信号(‘Signal Fault’)时,产生默认信号(‘Defaulting’)508,508`并且将其传送到合理性核查510。默认信号优选地包括预定的信号,该信号在控制模块中可识别为显示主要信号或者冗余信号已经损坏。当没有检测到错误时(‘No Fault’),主要信号和/或冗余信号被传输至合理性核查510。合理性核查510比较主要信号和冗余信号并且当在主要信号和冗余信号之间检测到不同时,识别错误(‘Fault’)。当合理性核查510显示主要信号是有效的(‘ValidSignal’),则将主要信号传输至双存储函数(‘Dual Store’)511。双存储函数511优选地在每6.25ms的循环周期过程中监测并比较第一存储位置512和第二存储位置512`的当前内容以校验存储位置的完整性。当双存储函数511校验第一和第二存储位置的完整性时,即第一和第二存储位置中的当前内容相同,主要信号在第一存储位置512被存储为主要信号(‘Store Primary Signal’),并且在第二存储位置512`被存储为次级信号(‘Store Secondary Signal’)。存储在第一存储位置中的主要信号随后被传输至控制线路(‘Primary Signal To Control Path’)。存储在第二存储位置中的次级信号随后被传输至安全线路(‘Secondary Signal ToSecurity Path’)。如果存储位置的当前内容之间存在差异,记录显示第一和第二存储位置中的一个损坏的错误(‘Fault’)。
当合理性核查510显示主要信号和冗余信号中的一个或者两个损坏,或者双存储函数511显示第一存储位置512和第二存储单元512`中的一个的当前内容损坏时,控制系统识别发生了错误(‘Fault’)。控制系统确定损坏的信号是否已经成熟(‘Mature Fault’)514,执行补救措施516以减小与错误存在相关的风险。可以执行错误成熟算法,包括例如,Y过程中的X,其中当在之前的Y次信号观察中观察到X个不匹配信号时,错误已经成熟。一个例子包括当之前的观察中有超过半数显示损坏信号时,确定错误已经成熟。
监测在串行总线上传递的信号的完整性包括检测丢失的数据,例如检测丢失的信息帧并且采取短期的缓解措施,告知接收控制模块没有新的数据可用。检测丢失的数据还包括检测与其中一个控制模块的长期通信损失并且采取补救措施。
应该理解在本发明的范围内允许进行修改。已经具体参考优选的实施例及其变型描述了本发明。本领域技术人员在阅读和理解说明书之后可以作进一步的变型和替换。本发明包括所有落入本发明范围内的这种变型和替换。
Claims (15)
1.一种用于监测信号输出的完整性的方法,该信号输出来自动力系统的操作者可操纵的变速器档位选择器,所述方法包括:
在变速器档位选择器上配置档位编码器和方向编码器;
基于来自所述档位编码器和方向编码器的信号确定档位状态和方向状态;
基于所述档位状态和方向状态确定所述变速器档位选择器的非连续位置;和
执行反向合理性以校验所述变速器档位选择器的所述非连续位置。
2.如权利要求1所述的方法,其中执行反向合理性以校验所述变速器档位选择器的所述非连续位置包括,将所述变速器档位选择器的所述非连续位置与来自所述档位编码器和方向编码器的信号相比较。
3.如权利要求1所述的方法,包括基于所述档位状态和方向状态确定确认的变速器档位状态。
4.如权利要求3所述的方法,还包括基于所述档位状态和方向状态执行所述反向合理性以校验所述确认的变速器档位状态。
5.如权利要求4所述的方法,还包括执行所述确认的变速器档位状态的双存储核查。
6.如权利要求5所述的方法,还包括基于所述确认的变速器档位状态控制变速器的操作。
7.如权利要求1所述的方法,包括校验所述方向状态是否对应于来自所述方向编码器的信号。
8.如权利要求7所述的方法,还包括执行所述方向状态的双存储核查。
9.如权利要求7所述的方法,包括识别所述方向状态中误差的存在和基于所述误差修正所述方向状态。
10.如权利要求1所述的方法,还包括当在所述档位状态和方向状态中的一个中识别出错误时,将所述变速器的操作控制为空档档位状态。
11.一种用于监测信号输出的完整性的方法,该信号输出来自动力系统的操作者可操纵的变速器档位选择器,该方法包括:
在变速器档位选择器上配置档位编码器和方向编码器;
基于来自所述档位编码器和方向编码器的信号输入确定档位状态和方向状态;
基于所述档位状态和方向状态确定所述变速器档位选择器的优选非连续位置;
基于来自所述档位编码器和方向编码器的信号输入校验所述变速器档位选择器的所述优选非连续位置;和
基于确认的变速器档位状态控制变速器的操作。
12.如权利要求11所述的方法,还包括基于将所述变速器档位选择器的所述优选非连续位置与来自所述档位编码器和方向编码器的输入相比较,校验所述变速器档位选择器的优选非连续位置。
13.如权利要求11所述的方法,包括将所述变速器档位选择器的所述优选非连续位置和多个未选择的方向状态中的每一个进行比较。
14.如权利要求13所述的方法,包括当所述变速器档位选择器的所述优选非连续位置包括倒车状态时,将所述变速器档位选择器的所述优选非连续位置与停车状态、空档状态和前进状态中的每一个进行比较。
15.一种用于监测信号输出的完整性的方法,该信号输出来自动力系统的操作者可操纵的变速器档位选择器,该方法包括:
在变速器档位选择器上配置档位编码器和方向编码器;
将所述档位编码器通过信号连接到第一控制模块;
将所述方向编码器通过信号连接到第二控制模块;
基于来自所述档位编码器和方向编码器的信号输入确定档位状态和方向状态;
基于所述档位状态和方向状态确定所述变速器档位选择器的非连续位置;和
执行反向合理性以校验所述变速器档位选择器的非连续位置。
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