CN101531196B - 控制机电变速器液压泵操作的方法和装置 - Google Patents

控制机电变速器液压泵操作的方法和装置 Download PDF

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CN101531196B
CN101531196B CN200810173871.8A CN200810173871A CN101531196B CN 101531196 B CN101531196 B CN 101531196B CN 200810173871 A CN200810173871 A CN 200810173871A CN 101531196 B CN101531196 B CN 101531196B
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M·D·富斯特
E·S·特里安
J·-J·F·萨
A·K·纳奇
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/0021—Generation or control of line pressure
    • F16H61/0025—Supply of control fluid; Pumps therefore
    • F16H61/0031—Supply of control fluid; Pumps therefore using auxiliary pumps, e.g. pump driven by a different power source than the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
    • F16H2037/102—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts the input or output shaft of the transmission is connected or connectable to two or more differentials
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
    • F16H2037/104—Power split variators with one end of the CVT connected or connectable to two or more differentials
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
    • F16H2037/105—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts characterised by number of modes or ranges, e.g. for compound gearing
    • F16H2037/106—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts characterised by number of modes or ranges, e.g. for compound gearing with switching means to provide two variator modes or ranges
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2312/00—Driving activities
    • F16H2312/14—Going to, or coming from standby operation, e.g. for engine start-stop operation at traffic lights
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path

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Abstract

本发明涉及控制机电变速器液压泵操作的方法和装置。具体地，提供了一种控制动力系内的液压流的方法，该动力系包括机械可操作地连接到适于选择性地将动力传给输出的发动机上的机电变速器，其中，变速器利用液压控制系统提供许多的液压油消耗功能，该方法包括监控每种功能的最低液压需求，根据监控的最低液压需求和液压控制系统的物理限制(包括最大压力)来确定所需液压，利用液压控制系统流动模型根据所需液压来确定期望流量，以及利用期望流量来控制辅助液压泵。

Description

控制机电变速器液压泵操作的方法和装置
相关申请的交叉引用
[0001]本申请要求2007年10月29日提交的美国临时申请第60/983,273号的权益，在此以引用方式将其内容并入本文。
技术领域
[0002]本发明涉及机电变速器的控制系统。
背景技术
[0003]本节的陈述只是为了提供与本发明相关的背景信息，可能并不构成现有技术。
[0004]已知的动力结构包括通过变速器装置向输出元件传递转矩的转矩产生装置，包括内燃机和电机。一种示例性动力系包括双模复合分离式机电变速器，该变速器用到了从原动力源(优选为内燃机)接收运动转矩的输入元件，而且还用到了输出元件。该输出元件能够被可操作地连接到用于向其传递牵引力转矩的机动车传动系。作为电动机或发电机工作的电机独立于内燃机的转矩输入为变速器产生转矩输入。电机可以将从车辆传动系传来的车辆动能转换成可储存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，并且提供对动力系的操作控制，包括控制变速器操作状态和换挡、控制转矩产生装置以及调节电能储存装置与电机之间的电能互换从而控制变速器输出，这些输出包括转矩和转速。已经知道液压控制系统可为整个动力系的许多功能提供增压液压油。
[0005]上述装置在混合动力车辆内的操作需要对许多转矩轴承轴或表现为与上述发动机、电机和传动系连接的装置进行控制。来自发动机的输入转矩和来自电机或多个电机的输入转矩可以独立或共同提供输出转矩。混合动力系的各种上述部件之间的各种控制方案和操作连接是已知的，并且控制系统必须将各种部件与变速器接合和分离从而执行混合动力系的功能。通过选择性地采用可操作的离合器可在变速器内完成接合和分离。
[0006]离合器是本领域公知的用于接合和分离轴的装置，包括控制这些轴之间的转速差和转矩差。已知的离合器有多种结构和控制方法。一种已知类型的离合器是机械离合器，其通过分离或接合两个结合面例如离合片而工作，当连接时促使相互之间施加摩擦转矩。一种操作这种机械离合器的控制方法包括实现了通过液压管传递的流体压力以施加或解除两个结合面之间的夹紧力的液压控制系统。因而操作时，离合器没有以二元方式操作，而只能是处于一些接合状态范围，从完全分离到同步但不接合、再到只有最小夹紧力的接合，再到具有大约最大夹紧力的接合。施加给离合器的有效夹紧力决定了在离合器滑脱之前离合器可以传递的反作用转矩。
[0007]如上所述，液压控制系统利用装有液压油的管道来选择性地驱动变速器内的离合器。然而，还知道液压控制系统在混合动力系中可执行许多其它功能。例如，在混合动力系内使用的电机会产生热量。作为基本的机器冷却功能，已知有具体实例是利用来自液压控制系统的连续流形式的液压油来冷却电机。还有其它的已知具体实例会对较高电机温度起反应，具有可选择的或受温度激励的主动机器冷却功能，在高温条件下提供附加冷却。此外，已知还有具体实例利用液压油来润滑机械装置，例如轴承。而且还知道液压回路具有一定程度的内部泄漏。
[0008]在液压控制系统内用泵对液压油进行加压是已知的。该泵可以是电力驱动或优选为机械驱动的。除了第一主液压泵之外，已知液压控制系统还具有辅助液压泵。该内部推动装置以一定速度操作，从回油管抽出液压油并且对液压控制系统加压。由泵或多个泵提供的液压流受到泵转速、由液压管压力(PLINE)施加的背压和液压油温度(TOIL)的影响。
[0009]用于液压控制系统提供的每种功能的PLINE和流速相互之间依赖可变。用于液压控制系统提供的功能的液压流的流速是PLINE的函数。本领域技术人员将意识到，流经流动通道的具有一定阻力的液压流与流动通道内的压差成比例。相反地，正如本领域技术人员将意识到的，质量守恒定律解释了稳态下进入系统的流量必须等于流出系统的流量。图1示意性地示出了影响本发明的示例性液压控制系统中的液压流的因数或因子模型。流体由主液压泵和/或辅助液压泵的操作进入液压控制系统。流体流出液压控制系统，完成了所提供的功能。稳态下，流入和流出液压控制系统的流量是相等的，因而PLINE是恒值。在非稳态操作中，当流入系统的流量大于流出系统的流量时，PLINE增大。类似地，当流出系统的流量大于流入系统的流量时，PLINE降低。通过监控PLINE和调整向液压控制系统提供液压流的泵或多个泵的操作，就可以根据期望的管道压力控制PLINE并且改变液压控制系统的用途。
[0010]已经提出了许多控制方案来提高那些采用发动机的示例性动力系中的燃料效率。一种示例性方案是要实现当不需要从发动机输入转矩时使发动机停机。当车辆停在信号灯处或当车辆顺着长下坡路行进时，这种方案对于示例性机动车是可行。获知，在利用多个转矩源的动力系中，当另一个转矩源可以满足所有转矩需求时，可使发动机停机。如上面提到的，已知的主液压泵作为被发动机驱动的附加装置是机械驱动式的。混合动力系根据当前的混合控制策略使发动机运行或停机是已知的。在采用机械驱动式主泵的动力系中使发动机停机的情况下，主泵不能提供液压流供给，而必须使用辅助泵来提供车辆运行所需要的PLINE。
[0011]一种在发动机运行操作、发动机停机操作以及这两种发动机状态之间的过渡过程中精确控制混合动力系中的PLINE的方法，提供了对液压控制系统的有效控制。
发明内容
[0012]一种控制动力系内的液压流的方法，该动力系包括机械可操作地连接到适于选择性地将动力传给输出的发动机上的机电变速器，其中，变速器利用液压控制系统提供许多的液压油消耗功能，该方法包括监控每种功能的最低液压需求，根据监控的最低液压需求和液压控制系统的物理限制(包括最大压力)来确定所需液压，利用液压控制系统流动模型根据所需液压来确定期望流量，以及利用期望流量来控制辅助液压泵。
附图说明
[0013]下面将参照附图示例性地描述一个或多个实施例，附图中：
[0014]图1示意性地示出了影响本发明的示例性液压控制系统中的液压流的因子模型；
[0015]图2是本发明的示例性动力系的示意图；
[0016]图3是本发明的控制系统和动力系的示例性结构或构架的示意图；
[0017]图4是本发明的液压回路的示意图；
[0018]图5示出了本发明的用于计算当前估算管道压力和最大可用管道压力的示例性信息流；
[0019]图6示出了本发明的利用液压控制系统的模型确定所需液压泵指令从而满足对液压控制系统所提供功能的需求的示例性信息流；
[0020]图7用图表示出了本发明的在交替动作的泵之间的示例性移交事件，其中，在改变发动机转速的各个时期都根据期望流来维持液压流；以及
[0021]图8用图表示出了本发明的在泵转换期间降低辅助液压泵提速的影响的示例性方法。
具体实施方式
[0022]现在参照附图，这些附图仅仅为了解释一些示例性实施例，而不是限制形的，其中图2和3示出了示例性机电混合动力系。图2示出了本发明的示例性机电混合动力系，其包括双模、复合分离式机电变速器10，该变速器可操作地连接到发动机14和第一、第二电机(“MG-A”)56、(“MG-B”)72。发动机14和第一、第二电机56、72各自产生动力，这些动力可传递给变速器10。发动机14和第一、第二电机56、72产生的传递给变速器10的动力用输入转矩和转速描述，本文分别称作TI、TA、TB和NI、NA、NB。
[0023]示例性发动机14包含多缸内燃机，其可选择地操作在多个状态下以将转矩经由输入轴12传递给变速器10，并且可以是火花点火式或压燃式发动机。发动机14具有可操作地连接到变速器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。来自发动机14的动力输出(包括转速和输出转矩)不同于对变速器10的输入转速NI和输入转矩TI，因为有转矩消耗部件布置在发动机14与变速器10之间的输入轴12上，例如液压泵(未示出)和/或转矩处理装置(未示出)。
[0024]示例性变速器10包括三个行星齿轮组24、26和28，以及四个选择性地接合的转矩传递装置，即离合器C170、C262、C373和C475。本文所用的术语“离合器”是指任何类型的摩擦转矩传递装置，包括例如单一式或组合式片式离合器或组合片组、带式离合器和刹车。液压控制回路42优选为由变速器控制模块(下文称为“TCM”)17控制，并且可操作以控制离合器状态。离合器C262和C475优选包括液压致动的旋转摩擦离合器。离合器C170和C373优选包括选择性地接到变速器壳体68上的液压控制式固定(或不动)装置。每个离合器C170、C262、C373和C475优选为液压致动，经由液压控制回路42选择性地接收增压液压油。
[0025]第一、第二电机56、72优选为三相AC电机，每个电机都具有定子(未示出)和转子(未示出)以及各自的旋转变压器80、82。每个电机的电机定子接到变速器壳体68的外部，并且包括定子铁心，而且有金属电线从定子铁心中伸出。第一电机56的转子支撑在壳衬齿轮上，该齿轮经由第二行星齿轮组26可操作地连到轴60上。第二电机72的转子固定地连在套轴66上。
[0026]每个旋转变压器80、82优选包括可变磁阻装置，具有旋转变压器定子(未示出)和旋转变压器转子(未示出)。旋转变压器80、82都适当地布置和组装在相应的第一、第二电机56、72中的一个上。旋转变压器80、82的相应定子可操作地连在第一、第二电机56、72的一个定子上。旋转变压器转子可操作地连在第一、第二电机56、72的对应转子上。每个旋转变压器80、82都信号化地且可操作地连在变速器功率变换器控制模块(下文称为“TPIM”)19上，并且每个都感测和监控旋转变压器转子相对于旋转变压器定子的旋转位置，由此监控相应的第一、第二电机56、72的旋转位置。此外，对旋转变压器80、82的输出信号进行编译从而分别提供第一、第二电机56、72的转速，即NA、NB。
[0027]变速器10包括输出元件64，例如轴，其可操作地连在车辆(未示出)的传动系90上，从而例如向车轮93提供输出动力，图2中示出了一个车轮。输出动力用输出转速NO和输出转矩TO描述。变速器输出转速传感器84监控输出元件64的转速和转向。每个车轮93都优选配有适于监控车轮转速VSS-WHL的传感器94，其输出由参照图3描述的分布式控制模块系统的控制模块监控，以确定用于制动控制、牵引力控制和车辆加速处理的车速、绝对和相对车轮转速。
[0028]来自发动机14和第一、第二电机56、72的输入转矩(分别为TI、TA、TB)是作为能量转换的结果根据燃料或储存在电能储存装置(下文称为“ESD”)74中的电能而产生的。ESD74是经由DC传输导线27连在TPIM19上的高压DC。传输导线27具有接触器开关38。当接触器开关38关闭时，在正常操作下，电流能在ESD74与TPIM19之间流通。当接触器开关38打开时，ESD74与TPIM19之间的电流就断开了。TPIM19通过传输导线29将电能传给第一电机56或从第一电机56传出，类似地，TPIM19通过传输导线31将电能传给第二电机72或从第二电机72传出，以响应于第一、第二电机56、72的转矩指令获得输入转矩TA、TB。根据ESD74是在充电还是在放电，可将电流传入或传出ESD74。
[0029]TPIM19包括一对功率变换器(未示出)和各自的电机控制模块(未示出)，该电机控制模块构造成从其接收电机控制指令并且控制变换状态，以提供电机驱动或发电(或再生)功能从而达到预定电机转矩TA、TB。功率变换器包括已知的互补型三相功率电子装置，并且每个都包括多个绝缘栅双极晶体管(未示出)，用于通过高频切换将ESD74的DC电功率转换成AC电功率从而为相应的第一、第二电机56、72提供功率。绝缘栅双极晶体管形成开关式电源，其构造成接收控制指令。通常，每个三相电子装置的每一相都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机驱动机械能产生或电能再生功能。三相变换器经由DC传输导线27接收或提供DC电功率并且将其转换为三相AC功率或从三相AC功率转换，分别经由传输导线29、31将三相AC功率传到或传出用作电动机或发电机的第一、第二电机56、72。
[0030]图3是分布式控制模块系统的示意框图。下文所述的要素包括整个车辆控制结构的子集，并且提供了对图2的示例性动力系的协调系统控制。分布式控制模块系统综合处理相关信息和输入，并且执行算法来控制各种致动器从而达到控制目标，包括与燃料经济性、排放、性能、驾驶性能及硬件保护相关的目标，这些硬件包括ESD74的电池和第一、第二电机56、72。分布式控制模块结构包括发动机控制模块(下文称为“ECM”)23、TCM17、电池组控制模块(下文称为“BPCM”)21和TPIM19。混合控制模块(下文称为“HCP”)5提供对ECM23、TCM17、BPCM21和TPIM19的监控和协调。用户界面(UI)13可操作地连在多个装置上，车辆驾驶员通过该界面来控制或指挥机电混合动力系的操作。这些装置包括用来确定驾驶员转矩需求的加速踏板113(“AP”)、驾驶员制动踏板112(“BP”)、变速齿轮选择器114(“PRNDL”)和车速巡航控制(未示出)。变速齿轮选择器114具有不连续的多个驾驶员可选位置，包括输出元件64的转向以实现向前和反向。
[0031]上述控制模块经由局域网(下文称为“LAN”)总线6与其它控制模块、传感器、致动器通信。LAN总线6允许各种控制模块之间的控制参数状态和致动指令信号的结构化通信。使用的具体通信协议为专用的。LAN总线6和适当的协议在上述控制模块和提供如防抱死制动、牵引力控制和车辆稳定性的功能的其它控制模块之间提供了强大的信息传递和多控制模块接口技术。采用多根通信总线来提高通信速度并且提供一定等级的信号冗余性和完整性。还可以采用直接链路如串行外围接口(“SPI”)总线来实现各个控制模块之间的通信。
[0032]HCP5提供了对动力系的监控，用于ECM23、TCM17、TPIM19和BPCM21的协调操作。基于来自用户界面13和包括ESD74的动力系的各种输入信号，HCP5产生各种指令，包括：驾驶员转矩需求(“TO_REQ”)，给传动系90的发动机转矩指令(“TCMD”)，发动机输入转矩指令，给变速器10的转矩传递离合器C170、C262、C373和C475的离合器转矩；以及分别给第一、第二电机56、72的转矩指令。TCM17可操作地连接到液压控制回路42上并且提供各种功能，包括监控各种压力传感器(未示出)、产生控制信号并传给各种电磁线圈(未示出)由此控制包含在液压控制回路42内的压力开关和控制阀。
[0033]ECM23可操作地连接到发动机14上，并且用于通过多根独立线路从传感器获取数据和控制发动机14的致动器，为了简明起见，这些独立线路用集成双向接口电缆35表示。ECM23从HCP5接收发动机转矩指令。ECM23确定实际的发动机输入转矩TI，根据监测到的发动机转速和负荷在那时将其提供给到与HCP5通信的变速器10。ECM23监控来自转速传感器11的输入以确定给输入轴12的发动机输入转速，其转换成变速器输入转速NI。ECM23监控来自传感器(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、发动机冷却剂温度、环境温度以及环境压力。可以通过例如歧管压力或者对驾驶员向加速踏板113的输入的监控来确定发动机负荷。ECM23产生并传递指令信号以控制发动机致动器，包括例如燃料喷射器、点火模块和节流控制模块，这些都未示出。
[0034]TCM17可操作地连接到变速器10上，并且监控来自传感器(未示出)的输入以确定变速器操作参数的状态。TCM17产生并传递指令信号以控制变速器10，包括控制液压控制回路42。从TCM17到HCP5的输入包括对各个离合器即C170、C262、C373和C475的离合器转矩的估算，以及输出元件64的输出转速NO。可使用其它致动器和传感器从TCM17向HCP5提供附加信息用于控制目的。TCM17监控来自压力开关(未示出)的输入，并选择性地致动液压控制回路42的压力控制电磁线圈(未示出)和转换电磁线圈(未示出)以选择性地致动各种离合器C170、C262、C373和C475从而获得各种变速器操作范围状态，如下文中所述。
[0035]BPCM21信号化地连接传感器(未示出)以监控ESD74，包括电流和电压参数的状态，从而向HCP5提供表征ESD74的电池的参数状态的信息。电池的参数状态优选为包括电池充电状态、电池电压、电池温度和可用电池能量，称作范围PBAT_MIN到PBAT_MAX。
[0036]每个控制模块ECM23、TCM17、TPIM19和BPCM21优选为通用数字计算机，包括：微处理器或中央处理器；包含只读存储器(“ROM”)、随机存取存储器(“RAM”)和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。每个控制模块都具有一套控制算法，包括存储在这些存储介质中的一个内并且被执行以提供每个计算机各个功能的常驻程序指令和标准。这些控制模块之间的信息传递优选为使用LAN总线6和SPI总线来实现。在预先设置的循环内执行控制算法，以使得每个算法在每次循环内都至少执行一次。存储在非易失存储装置内的算法由中央处理器中的一个来执行以监控来自传感器的输入并且执行控制和诊断程序，以使用预先设置的标准来控制致动器的操作。循环通常以定时间隔执行，例如在动力系的正在进行的工作期间，每隔3.125、6.25、12.5、25和100毫秒。或者，可响应事件的发生而执行这些算法。
[0037]示例性动力系选择性地在几个操作范围状态的一个下操作，这些操作范围状态可用发动机状态和变速器状态来描述，发动机状态包括发动机开状态(“ON”)和发动机关状态(“OFF”)中的一个，变速器状态包括多个固定齿轮和连续可变操作模式，参照下表1描述。
表1
Figure G2008101738718D00081
[0038]表1描述了各种变速器操作范围状态，并且说明了对每个操作范围状态所使用哪些具体的离合器C170、C262、C373和C475。通过只致动离合器C170使第三行星齿轮组28的外齿轮元件“接地”而选定第一连续可变模式即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。通过只致动离合器62将轴60连上第三行星齿轮组28的行星架而选定第二连续可变模式即EVT模式II或MII。发动机状态可以是ON(“MII_Eng_On”)或(“MII_Eng_Off”)中的一个。为了对此说明，当发动态是OFF时，发动机输入转速等于0转/分钟(“RPM”)也就是发动机曲轴不转动。固定齿轮操作提供变速器10的输入-输出转速的固定比操作，也就是得到了NI/NO。通过致动离合器C170和C475而选定第一固定齿轮操作(“FG1”)。通过致动离合器C170和C262而选定第二固定齿轮操作(“FG2”)。通过致动离合器C262和C475而选定第三固定齿轮操作(“FG3”)。通过致动离合器C262和C373而选定第四固定齿轮操作(“FG4”)。输入-输出转速的固定比操作随着固定齿轮操作的增加而增加，因为行星齿轮组24、26和28中的齿轮速比减小。第一、第二电机56、72的转速分别为NA、NB，它们取决于由离合限定的机构的内部旋转，并且与输入轴12处测得的输入转速成比例。
[0039]响应于例如用户界面13所捕获的驾驶员经由加速踏板113和制动踏板112的输入，HCP5和其它控制模块中的一个或多个确定出预定输出转矩TCMD，以图满足驾驶员转矩需求TO_REQ，从而在输出元件64处执行并且传递给传动系90。最终的车辆加速还会受到其它因素的影响，包括，如道路载荷、道路坡度和车辆重量。根据动力系的多个操作特性来确定变速器10的操作范围状态。这包括驾驶员转矩需求，其经由加速踏板113和制动踏板112传递给用户界面13，如上所述。操作范围状态以动力系转矩需求为基础，由在发电模式或转矩产生模式下操作第一、第二电机56、72的指令引起。操作范围状态可以由最优化算法或程序确定，其根据驾驶员的功率需求、电池充电状态以及发动机14和第一、第二电机56、72的能效来确定最优系统效率。控制系统根据已执行的最优化程序的结果来处理来自发动机14和第一、第二电机56、72的转矩输入，并且由此优化系统效率，从而管理燃料经济性和电池充电。而且，可以根据部件或系统的故障来确定操作。HCP5监控转矩产生装置，并且确定变速器10的功率输出，以实现满足驾驶员功率需求所需的预定输出转矩。正如从上述描述可以明显看出的，ESD74与第一、第二电机56、72被电可操作地连接以在它们之间进行功率流动。而且，发动机14、第一和第二电机56和72、机电变速器10是机械可操作地连接的，在它们之间传递功率从而产生向输出元件64的功率流。
[0040]图4示出了示例性变速器中的用于控制液压油流动的液压控制回路42的示意图。主液压泵88将输入轴12与发动机14分离，由TPIM10控制的辅助泵110经由阀140向液压控制回路42提供增压流体。辅助泵110优选为具有适当大小和容量的电动泵以在操作时向液压控制回路42提供足够流量的增压液压油。液压控制回路42选择性地将液压压力分配给多个装置，包括转矩传递离合器C170、C262、C373和C475，第一、第二电机56、72的主动冷却回路(未示出)，以及经由管道142、144冷却和润滑变速器10的主冷却回路(未详细示出)。如上所述，通过对液压回路流动控制装置的选择性致动，TCM17致动各个离合器来获得变速器操作范围状态中的一个，这些液压回路流动控制装置包括可变压力控制电磁线圈(“PCS”)PSC1108、PSC2114、PSC3112、PSC4116和电磁控制流量管理阀X阀119和Y阀121。液压控制回路42经由管道122、124、126和128分别与压力开关PS1、PS2、PS3和PS4流体连通。压力控制电磁线圈PCS1108具有常高的控制位置，并且可操作以通过与可控压力调节器107和滑阀109的流体相互作用来调节液压回路内的流体压力大小。可控压力调节器107和滑阀109与PCS1108相互作用以控制液压控制回路42内的液体压力在一定压力范围内并且为液压控制回路42提供附加功能。压力控制电磁线圈PCS3112具有常高的控制位置，并且与滑阀113流体连通，并且可操作以在被致动时控制从其通过的流量。滑阀113经由管道126与压力开关PS3流体连通。压力控制电磁线圈PCS2114具有常高的控制位置，并且与滑阀115流体连通，并且可操作以在被致动时控制从其通过的流量。滑阀115经由管道124与压力开关PS2流体连通。压力控制电磁线圈PCS4116具有常低的控制位置，并且与滑阀117流体连通，并且可操作一在被致动时控制从其通过的流量。滑阀115经由管道128与压力开关PS4流体连通。
[0041]X阀119和Y阀121都是分别由电磁线圈118、120控制的流量管理阀，并且在示例性实施例中具有高(“1”)和低(“0”)的控制状态。控制状态指的是控制流向液压控制回路42和变速器10中的不同装置的各个阀的位置。X阀119可操作以根据流体输入源，分别经由流体管道136、138、144和142将增压流体引向离合器C373和C475和第一、第二电机56、72的定子冷却系统，如下所述。Y阀121可操作以根据流体输入源，分别经由流体管道132和134将增压流体引向离合器C170和C262，如下所述。Y阀121经由管道122与压力开关PS1流体连通。
[0042]液压控制回路42包括用于提供液压油来冷却第一、第二电机56、72的定子的主冷却回路。主冷却回路包括从阀140直接流向限流器的流体管道，其中，限流器通向流体管道144，而流体管道144通向第一电机56的定子的主冷却回路，还有限流器通向流体管道142，而流体管道142通向第二电机72的定子的主冷却回路。第一、第二电机56、72的定子的主动冷却由对压力控制电磁线圈PCS2114、PCS3112和PCS4116以及电磁控制流量管理阀X阀119、Y阀121的选择致动来实现，这使得液压油绕着所选的定子流动，并允许热量在它们之间主要通过传到的方式传递。
[0043]参照下表2，提供了实现示例性液压控制回路42的控制以控制变速器10在变速器操作范围状态的一个下操作的一种示例性逻辑表。
表2
[0044]低范围被定义为包括第一连续可变模式和第一、第二固定齿轮操作中一种的变速器操作范围状态。高范围被定义为包括第二连续可变模式和第三、第四固定齿轮操作中一种的变速器操作范围状态。X阀119和Y阀121的选择控制以及电磁线圈PSC1108、PSC2114、PSC3112、PSC4116的致动利于液压油的流动以致动离合器C170、C262、C373和C475，并且为第一、第二电机56、72的定子提供冷却。
[0045]在操作中，根据动力系的多种操作特性为示例性变速器10选择变速器操作范围状态，也就是固定齿轮和连续可变模式操作中的一个。这包括驾驶员转矩需求，如上所述，这通常是通过对UI13的输入来传达的。此外，对输出转矩的需求是以外部条件为基础的，包括，如道路坡度、道路表面条件或风力载荷。操作范围状态以控制模块指令引起的动力系转矩需求为基础，以使电机工作为发电模式或转矩产生模式。操作范围状态可由最优化算法或程序确定，这些最优化算法或程序可根据驾驶员的功率需求、电池充电状态以及发动机14和第一、第二电机56、72的能效来确定最优系统效率。控制系统根据已执行的最优化程序的结果来管理来自发动机14和第一、第二电机56、72的转矩输入，以使系统最优化从而提高燃料经济性和管理电池充电。而且，可根据部件或系统的故障来确定操作。
[0046]如上所述，液压控制系统的目的在于为整个混合动力系的许多功能提供增压液压油。本领域技术人员将意识到，为了能够实现由液压流的供给而提供的功能的平稳且一致操作，液压控制系统的控制需要了解PLINE。PLINE对了解液压控制系统的能力很重要，以满足对静态和动态条件下的所需功能的流量需求。PLINE也对管理用于向液压控制系统提供液压流供给的泵或多个泵的操作很重要。
[0047]PLINE描述了液压控制系统具有的实现所需功能的能力。例如，在离合器控制功能中，PLINE描述了直接作用在离合器上的最大夹紧力。如上所述，用于传递反作用转矩的离合器的能力取决于作用在离合器上的夹紧力。因此，将意识到，PLINE描述了离合器多快能装满。在另一例子中，本领域技术人员将意识到，对于电机冷却，提供贯穿电机的电机主冷却功能还是可选地提供电机主动冷却功能，流经电机的热交换器的液压油的量以及由此带来的该功能的热交换量作为PLINE的函数而升高。在另一例子中，液压油可用来润滑装置，例如轴承。经由固定节流孔所得到的流向该装置的流量以及所得到的用以实现润滑功能的液压流的能力是PLINE的函数。
[0048]因为很多原因，通过液压控制系统提供的这些功能来了解流量消耗是非常重要的。如这些例子中所描述的并且结合对所需功能的了解，为每个功能描述最小PLINE或PMIN，描述了一组特定环境下实现所需功能所需的管道压力。影响每个功能的PMIN的环境包括TOIL，其描述了为此功能提供的液压油的特性，还包括功能特定变量，其描述了功能需求，例如电机的散热率或离合器装满状态下的期望切换。此外，如图1所示，由于来自液压泵的输入流与提供这些功能的流量消耗之间的平衡，通过液压控制系统提供的这些功能来了解流量消耗对了解PLINE也很重要。
[0049]所提供的每个功能的PMIN可用来共同地描述在任何状况下液压控制系统所需的最小需求PLINE。例如，如果示例性液压控制系统提供四个液压离合器、基本电机冷却回路和主动电机冷却回路，任何情况下所需PLINE可以描述成PMIN值的最大值。可选地，对于某些时间段可以提前预测PMIN值，并且将PLINE设定为该时间段内的最大PMIN值。通过这种方式，PMIN值可用于提供液压控制系统的操作需求。
[0050]PLINE对于管理由用于向液压控制系统提供液压流供给的泵或多个泵的操作产生的液压流的供给很重要，既通过描述施加在泵上的背压来描述了向泵操作的输入，还向泵或多个泵的操作提供反馈，提供驱动PLINE与期望管道压力值的比较。
[0051]根据已知条件和已知泵或多个泵的操作，可以做出关于产生管道压力的泵容量的各种估算。例如，可以定义最大当前管道压力或PMAX，描述了如果将当前操作泵控制在它们的最高流量设置就能产生最大PLINE。PMAX可包括起动泵，这种辅助泵当前不起动，还可包括调节或限制消耗来自液压控制系统的液压油供给的功能。PMAX用于向需要高PLINE值的在先功能提供液压油，例如，需要快速装满变速离合器。
[0052]如上所述，知道主液压泵是由发动机机械驱动的。混合动力系，具有燃料经济性操作策略的全部优点，知道其操作有发动机运行或停机。在发动机停机操作下，在采用机械驱动式主泵的动力系中，主泵不能提供液压流供给，而必须使用辅助泵来提供液压控制系统提供的各种功能的操作所需的PLINE。提供一种精确控制连同发动机运行操作、发动机停机操作以及它们之间的转换(或过渡)过程的混合动力系中的PLINE的方法。
[0053]对PLINE的了解连同对液压控制系统提供的功能的了解允许确定期望管道压力或PDESIRED。PDESIRED可包括混合控制系统的及时需求，根据PLINEEST，例如根据对液压控制系统提供的每个功能的PMIN的预测。此外，PDESIRED还包括对期望需求的预测，例如，根据加速器踏板位置或从诸如历史驱动模式或数字地图等来源获取的数据的预测开关，或包括期望很快需要主动冷却的电机温度。用于确定PDESIRED的数值、偏差和调整因子通过建模或其它适于精确预测液压控制系统操作的技术来实验性地、经验性地、预测性地得到，并且用于设定PDESIRED的许多标准应该由同一发动机对每个气缸和各种发动机设定、条件或操作范围使用。在期望高PLINE的极端需求的情况下，例如，响应于加速踏板位置的很大变化，其表示需要立即充满离合器并且在离合器中提供最大夹紧力，PDESIRED能设成PMAX或简单地为命令成最大值。可以考虑很多影响PDESIRED的选择的因素，本发明不意图限制为本文所述的特定实施例。如果没有因素或动力建议将PDESIRED设成更高级，就根据当前条件将PDESIRED设定成最大PMIN，从而将液压泵的功率需求减低到最低可能级。
[0054]PDESIRED能用于描述液压控制系统的操作需求；然而，物理限制和操作顾虑会影响所要预定的PLINE的选择。例如，PMAX可以由PAVAIL或最大PLINE描述，其可以通过当前操作条件下的液压控制系统获得。不需要考虑PDESIRED、PLINE不能大于PMAX。此外，PMINSYSTEM可描述成在任何条件下液压控制系统所需的最小压力，例如，满足具有可接受响应时间的液压控制系统的意外需求。在比较和调整了液压控制系统的限值后，就能将PDESIRED调整成用于控制泵操作的PREQUEST。
[0055]如上所述，PLINEEST和PAVAIL的确定对于了解液压控制系统的操作和能力很重要。图5示出了本发明的用于计算PLINEEST和PAVAIL的示例性信息流。进程300包括确定输入和输出液压控制系统的流量以估算当前估算管道压力PLINEEST和当前操作条件下可获得的估算管道压力PAVAIL。进程300具有：求和块350，其描述了FLOW_AVAIL或液压控制系统内流量的当前平衡；积分模块355，其对FLOW_AVAIL信号进行积分从而合计整个时间段内流量对PLINE的总影响并且提供PLINEEST；求和块360，其描述了FLOW_AVAIL_MAX或如果系统操作在最大压力时液压控制系统内流量的可能平衡；以及积分模块365，其对FLOW_AVAIL_MAX信号进行积分从而合计整个时间段内流量对PLINE的总影响并且提供PAVAIL。通过根据当前条件和最大设置时的可能条件追踪流量的影响，就能确定用于控制液压控制系统的PLINEEST和PAVAIL。
[0056]向求和块350提供大量输入从而得出FLOW_AVAIL。FLOW_EFFECTIVE是进入系统的当前液压流的估算值。示例性系统中的流量是来自主液压泵或辅助液压泵。在一些系统中，流量可以来自这两个泵，FLOW_EFFECTIVE可以是来自主液压泵的FLOW_MAIN和来自辅助液压泵的FLOW_AUX的总和。在图5所示实施例中，来自两个泵的流量没有相加，而是由具有较大流量的泵提供FLOW_EFFECTIVE。这种结构的实际实施例可以包括用于确定较大流量的止回阀以及用于切断较小流量源的一些装置。图5中，最大值块330用来确定FLOW_MAIN和FLOW_AUX的较大值用作FLOW_EFFECTIVE。在主泵流量块310中根据输入确定FLOW_MAIN，这些输入包括NMAIN、描述液压油的温度结果特性的TOIL以及描述产生背压反作用于泵的PLINE的影响的PLINEEST。NMAIN在图5中描述成NI。在辅助泵流量块315中根据输入确定FLOW_AXU，这些输入包括辅助液压泵转速NMAIN、TOIL和PLINEEST。FLOW_CONSUMED是从液压控制系统出来的当前液压流的估算值。在求和块340处确定FLOW_CONSUMED，总和液压控制系统提供的各种功能的流量。图5包括示例性功能，描述成包含润滑油流量、泄漏流量、电机主动冷却流量、电机主冷却流量以及供给变速器离合器的流量。FLOW_EFFECTIVE和FLOW_CONSUMED在块350处求和，并且液压控制系统的净流量作为FLOW_AVAIL输出。
[0057]向求和块360提供大量输入从而得出FLOW_AVAIL_MAX。FLOW_MAX是在当前操作条件下可传入系统的最大液压流的估算值。如上所述，示例性系统中的流量是来自主液压泵或辅助液压泵。在一些系统中，流量可以来自这两个泵，FLOW_MAX可以是来自主液压泵的FLOW_MAIN和来自辅助液压泵的FLOW_AUX_MAX的总和。应当意识到，因为电动辅助液压泵的输出可以调整成提供最大输出，而直接驱动的主液压泵的输出取决于NI，因此没有最大输出当量。尽管有些实施例允许两个泵一起工作来提供流量，但在图5所示实施例中，来自两个泵的流量在最大值块335中进行比较，较大流量供给为FLOW_MAX。在辅助泵最大流量块320中根据输入确定FLOW_AUX_MAX，这些输入包括辅助液压泵的最大可达转速NAUXMAX和辅助液压泵的最大可达压力PAUXMAX。在求和块345处确定FLOW_CONSUMED＠PAVAIL，总和液压控制系统提供的各种功能的流量，判断PLINE是否等于PAVAIL。如上所述，液压控制系统能提供不同功能。块340判断的五个功能与块345判断的相同，假定每种功能都供向PAVAIL，并且求和以确定FLOW_CONSUMED＠PAVAIL。FLOW_MAX和FLOW_CONSUMED＠PAVAIL在块360处求和，并且液压控制系统的净流量作为FLOW_AVAIL_MAX输出。
[0058]如上参照图1和5所描述的，了解进入和流出液压控制系统的流量并对其建模能够在变化条件下对系统性能做出判断。图6示出了本发明的利用液压控制系统模型确定所需液压泵指令从而实现液压控制系统所提供的功能需求的示例性信息流。进程400包括最大值块430，其根据描述了液压控制系统提供的功能所需的最小液压流需求的PMIN来确定PDESIRED；主泵控制器410；以及辅助泵控制器420。如上所述，液压控制系统内的PLINE取决于很多因素，包括泵操作和液压控制系统提供的各种功能所消耗的各种流量。最大值块430的输入包括基于标准的PMIN、传感器读数或基于所提供的各个功能的算法。PMIN包括取决于动力系过渡工况的各种修正和比例因子以及预测液压控制系统的即将发生的需求所需要的其它可用信息。如果是这些PMIN，块430就选择这些中的最大值并且根据选定的PMIN设定PDESIRED。将PDESIRED输入块440，其中，对PLINE的物理限制加给了PDESIRED,产生PREQUEST以指令所需管道压力。将PREQUEST输入主泵控制器410，对液压控制系统操作和泵操作做出改变，例如根据PREQUEST改变限流器指令。还将PREQUEST输入辅助泵控制器420。辅助流量确定模块450输入PREQUEST和TOIL，根据上述液压控制系统流量模型执行编程，以及确定满足PREQUEST而需要从辅助液压泵出来的DESIRED FLOW。模块450的编程所利用的流量是估算为由PREQUEST产生。可以看回图5的块345对这种进程的一个示例性描述进行说明。块450同样输入LUBE_FLOW＠PREQUEST、LEAKAGE＠PREQUEST以及其它的与所提供的功能相关的所需条件，应用适当因子如TOIL，以及确定满足PREQUEST而需要从辅助泵出来的DESIRED FLOW。辅助泵控制器420输入DESIRED FLOW，一起输入的包括FLOW_AUX_MAX、FLOW_MAIN、以及辅助泵有效性测量，该辅助泵有效性测量例如描述了驱动辅助液压泵可用的电能。此外，辅助泵控制器420还包括来自HCP460的输入AUX PUMP PRIMER。如上所述，发动机控制策略包括发动机停机操作，其中，发动机能在不需要时停机。当这种指令即临(pending)时，就将AUX PUMP PRIMER输入辅助泵控制器420，包括给辅助液压泵加电的指令以实现主液压泵即临的关闭。通过这种方式，有了辅助泵提速就可以避免延长低于所需求级的PLINE的时间。尽管图6描述了根据液压控制系统所提供的功能的需要来实现泵控制的示例性信息流，但应当认识到，有很多实施例可以根据本文所述方法实现这种控制，而且本发明不意图限制成本文所述特定实施例。
[0059]如上所述，主液压泵和辅助液压泵协作，要么一前一后要么交替地，供给增压液压油来达到预定液压管道压力。图7用图表示出了本发明的在交替运作的泵之间的示例性移交事件，其中，根据贯穿改变发动机转速的各个时期的期望流量来控制液压流。在整个时间间隔内描述NI和液压流。NI直接联系着由发动机直接驱动的示例性主液压泵的转速，并且因此，主泵操作形成的液压流或FLOW_MAIN基本上与NI成比例。随着NI下降，FLOW_MAIN也降，并且FLOW_MAIN最终低于期望流量。公开了一种方法，其中，利用转换阈值，也就是当检测到FLOW_MAIN比期望流量低了阈值量时，就指令从主液压泵转换成辅助液压泵。一有了指令，辅助泵的流量或FLOW_AUX就增加以保持期望流量。液压流迅速恢复至期望流量。辅助泵继续供给液压流直到主泵操作供给的液压流大于FLOW_AUX。可以通过很多种方式实行从辅助泵操作到主泵操作的转换。如上所述，可以采用根据流量不同进行作用的止回阀来选择进入液压控制系统的液压流，并且可以包括断开或泄漏通道装置用于取消选定的泵。另一种从辅助泵操作转换到主泵操作的方法除了主泵操作外还继续操作辅助液压泵，直到FLOW_MAIN比期望流量高了多于转换阈值。应当认识到，使用如图7所示阈值的转换阈值避免了不必要的转换事件。例如，在发动机转速在两个转换级之间变化并且错过了几次期望流量的情况下，没有用转换阈值做出指令，通过与期望流量的简单比较做出的指令将产生多个辅助泵开和关指令。甚至在止回阀的操作下，其中，实际FLOW_MAIN值大于FLOW_AUX值将自动促使液压流由FLOW_MAIN驱动，辅助泵继续操作直到转换阈值被FLOW_MAIN超过，降低辅助泵的磨损并且如果FLOW_MAIN又降至期望流量以下时降低所形成液压流的可变性。应当认识到，图7所示转换是理想化的，其中，辅助液压泵能立即用于恢复液压流而没有任何斜度损失。在实际情况下，如果在移交点时辅助液压泵是理想的，液压流就继续随着NI下降直到辅助泵达到的转速能够产生比主泵更多的液压流。本文公开了用于减少过渡对液压流的影响的方法。
[0060]图8用图表示出了本发明的在泵转换期间降低辅助液压泵提速的影响的示例性方法。在整个时间间隔内描述了泵转速和液压流。图表最左边示出的条件是操作条件，其中，供给的液压流是从直接驱动的主液压泵出来的FLOW_MAIN。在某些点，在动力系的策略控制中启动指令以停止发动机。这一指令可以作为混合控制策略的一部分而启动，其中，将要采用电机或多个电机来提供输出转矩，或者，这一指令可以在不需要发动机输入的怠速或滑行情况下使用。因此，知道了主泵的液压流大约降至0。启动AUX PUMP PRIMER(辅助泵起动)指令以优先提高辅助泵转速从而避免前述与无功辅助泵相关的滞后时间。在发动机停机工况的期望启动之前一段标准超前时间，向发动机发出示例性AUXPUMP PRIMER指令。该标准超前时间能够通过建模或其它适于精确预测发动机和泵操作的技术来实验性地、经验性地、预测性地得到，并且用于超前时间的许多标准应该由同一液压控制系统对各种发动机设定、条件或操作范围使用。因为在主泵转速和相关FLOW_MAIN降至期望流量以下之前就发出了AUX PUMPPRIMER指令，辅助泵就有时间提速并且降低了移交期间对液压流的任何重大转换影响。
[0061]图8示出了降低发动机停机指令对液压流的转换影响的方法。将认识到，可以使用类似技术对NI的预计减速至不能维持期望流量的级别进行预期。例如，在车辆应用中，对NI的预计能够以实时数据为依据或者以道路坡度、道路传感器、地图或3D地图数据为依据。例如，如果NI在1.5秒内急剧下降，其引起FLOW_MAIN降至低于期望流量，就立即发出AUX PUMP PRIMER指令提高辅助泵转速。例如，表征车辆急剧下坡的道路坡度数据，代表着发动机转速同样会大大降低或停机，被用来预测性地输送AUX PUMP PRIMER指令。如果根据雷达装置、可视装置、车-车通信或其它装置来预测发动机操作以确定预测发动机转速，例如由堵车、交通信号或慢行交通预测，发出适当的AUXPUMPPRIMER指令。同样，如果用GPS装置确定了车辆位置，该装置与3D地图中、地理详情、交通模式、天气预报和其它能够表征发动机使用的即临变化的这种信息相关。通过任何来源，可以将有关NI的预计变化的信息用于预测性地发出AUX PUMP PRIMER指令以降低液压控制系统中的泵移交对液压流的转换影响。
[0062]尽管上述实施例描述了采用发动机驱动的主泵和电动辅助泵的系统，本领域技术人员应当认识到，本文所述的方法可以在很多种类的液压控制系统结构中使用。例如，用单个电动泵代替上述实施例的两个泵，所提供的功能的PMIN的当量确定可用来并入流动模型中以控制这种结构。
[0063]应当理解，在本发明的范围内可允许修改。具体参照了优选实施例和其修改描述了本发明。通过阅读和理解说明书，可做出其它修改和变化。所有这些修改和变化都包含在本发明的范围内。

Claims (17)

1.一种控制动力系内的液压流的方法，该动力系包括机械可操作地连接到适于选择性地将动力传给输出的发动机上的机电变速器，其中，所述变速器利用液压控制系统提供多种液压油消耗功能，所述方法包括：
监控每种所述功能的最低液压需求；
根据所述监控的最低液压需求和所述液压控制系统的物理限制来确定所需液压，其中所述液压控制系统的物理限制包括最大压力；
利用液压控制系统流动模型根据所述所需液压来确定期望流量；以及
利用所述期望流量来控制辅助液压泵。
2.如权利要求1所述的方法，其中，根据所述监控的最低液压需求和所述液压控制系统的物理限制来确定所需液压包括：
从所述最低液压需求的最大值来选择期望液压；以及
将所述期望液压用作所述的所需液压，除非所述期望液压在所述物理限制之外。
3.如权利要求1所述的方法，还包括：
监控所述发动机的转速；
根据所述发动机的所述转速来确定直接驱动的主液压泵的主液压流；
预测所述主液压流将下降到比所述期望流量低，并且低出的值大于一转换阈值；以及
根据所述预测发出辅助液压泵起动指令。
4.如权利要求3所述的方法，其中，根据即临发动机停机事件预测所述主液压流将下降到比所述期望流量低，并且低出的值大于所述转换阈值。
5.如权利要求4所述的方法，其中，在所述即临发动机停机事件的开始之前一段标准超前时间，开始辅助液压泵起动指令。
6.如权利要求4所述的方法，其中，所述变速器进一步被机械可操作地连接到电机上，并且
其中，所述即临发动机停机事件是混合控制策略的一部分。
7.如权利要求4所述的方法，其中，所述变速器进一步被机械可操作地连接到多个电机上，并且
其中，所述即临发动机停机事件是混合控制策略的一部分。
8.如权利要求3所述的方法，其中，所述动力系处于机动车辆中，并且
其中，所述的预测所述主液压流将下降到比所述期望流量低并且低出的值大于一转换阈值是根据监控车辆前方状况的道路传感器作出的。
9.如权利要求3所述的方法，其中，所述的预测所述主液压流将下降到比所述期望流量低并且低出的值大于一转换阈值是根据来自3D地图装置的数据作出的。
10.如权利要求1所述的方法，还包括：
监控所述发动机的转速；以及
根据所述发动机的所述转速确定直接驱动的主液压泵的主液压流；
其中，所述的利用所述期望流量控制所述辅助液压泵包括，当所述主液压流将下降到比所述期望流量低并且低出的值大于一转换阈值时，从所述辅助液压泵要求所述期望流量。
11.如权利要求10所述的方法，其中，从所述辅助液压泵要求所述期望流量包括，当所述主液压流提高到所述期望流量之上且高出的值大于第二转换阈值时，指令所述辅助液压泵停止。
12.如权利要求1所述的方法，其中，监控所述最低液压需求包括：
监控所述变速器内的液压致动离合器的操作；
监控主动电机冷却回路的操作；
监控基本电机冷却回路的需求；以及
监控润滑回路的需求。
13.如权利要求1所述的方法，还包括监控辅助液压泵有效性，其中，所述的利用所述期望流量来控制所述辅助液压泵包括根据所述辅助液压泵有效性来调整所述控制。
14.一种控制动力系内的液压流的装置，该动力系包括机械可操作地连接到适于选择性地将动力传给输出的发动机上的机电变速器，其中，所述变速器利用液压控制系统提供多种液压油消耗功能，所述装置包括：
与所述液压控制系统流体连通的辅助液压泵；
辅助流量确定模块，其包括逻辑以便：
对根据所述液压油消耗功能的最低压力需求和所述液压控制系统的物理限制确定的所需压力进行监控，和
根据所述所需压力和所述液压控制系统的已知特性确定期望流量；以及
与所述辅助流量确定模块信号连通的辅助泵控制器，其向所述辅助液压泵发出指令信号，所述辅助泵控制器包括逻辑以便：
监控所述期望流量，
监控来自主液压泵的主流量，和
根据所述期望流量和所述主流量向所述辅助液压泵发出指令。
15.如权利要求14所述的装置，其中，所述辅助泵控制器还包括逻辑以便：
监控所述辅助液压泵能够提供的估算最大液压流；以及
监控辅助泵有效性；
其中，向所述辅助液压泵发出指令的逻辑还基于所述估算最大液压流和所述辅助泵有效性。
16.如权利要求14所述的装置，其中，所述辅助泵控制器还包括逻辑以便：监控辅助泵起动信号，所述辅助泵起动信号包括根据即临发动机停机事件命令所述辅助液压泵到一操作转速的指令。
17.如权利要求14所述的装置，其中，所述辅助泵控制器还包括逻辑以便确定所述主流量是否比所述期望流量低并且低出的值要大于一转换阈值，并且
其中，向所述辅助液压泵发出命令的逻辑基于所述确定。
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