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CN100385149C - 用于电动变速器扭矩控制的诊断方法 - Google Patents

用于电动变速器扭矩控制的诊断方法 Download PDF

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CN100385149C
CN100385149C CNB2005100729347A CN200510072934A CN100385149C CN 100385149 C CN100385149 C CN 100385149C CN B2005100729347 A CNB2005100729347 A CN B2005100729347A CN 200510072934 A CN200510072934 A CN 200510072934A CN 100385149 C CN100385149 C CN 100385149C
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torque
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CN1696541A (zh
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A·H·希普
T·-M·希
G·A·胡巴德
T·M·斯坦梅茨
X·T·陶
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Motors Liquidation Co
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • 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 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 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 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 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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    • B60—VEHICLES IN GENERAL
    • 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
    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/0205—Diagnosing or detecting failures; Failure detection models
    • 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
    • F16H3/728—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 with means to change ratio in the mechanical gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
    • B60W2050/0052—Filtering, filters
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/201—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with three sets of orbital gears
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract

在低速运行中诊断由于超出正常的建模以及估算错误而导致的并行电动变速器受损的速度和扭矩控制的情况。该变速器包括至少一个电机和一个用于调整变速器输入速度和输出扭矩的电动机扭矩控制器。电动机扭矩控制器包括一个基于预定的扭矩和加速度的开环控制通道和一个基于输入速度误差闭环控制通道。存在大于预期的闭环校正，与低输出速度和一个或多个其它情况组合被用来诊断潜在的扭矩误差的情况，此时改变变速器控制来避免不希望的操作。

Description

用于电动变速器扭矩控制的诊断方法
技术领域
[0001]本发明涉及并行电动变速器控制，更具体地涉及诊断变速器输出扭矩控制操作的方法。
背景技术
[0002]电动变速器(EVT)常有利地与内燃机协同使用来提供高效的并行混合驱动结构。各种机械/电气分离贡献(splitcontribution)可被实现高扭矩无级变速速度比，电主起动(electrically dominated launches)，再生制动，停机怠速以及多模式操作。例如，参见Schmidt在美国专利No.5931757中所描述的双模式，高速模式(compound split)的电动-机械变速器，其中内燃机和两个电机(电动机/发电机)分别连接到三个互连的行星齿轮组。这样的并联EVT传动具有很多优点，例如，能使发动机在高效运行状态下连续运行并能在相同的机械模式下仅通过控制电机的旋转而得到反向和前向的运行。
[0003]在通常的应用中，控制电机来得到期望的输入(即，发动机)速度和期望的输出扭矩。类似的控制还用在机械模式改变(即，换档)的情况中，此时该控制可以基于一个期望的离合器滑动图(slipprofile)。用于该控制的各种测量的或估算的输入参数包括变速器输入扭矩、输入及输出轴转速和加速度。虽然该控制目的理论上可以通过一个开环式的控制策略而得到，但通常采用某种形式的闭环校正来补偿建模以及估算误差。例如闭环校正可以基于输入速度误差而确定，并归于最相似误差源。但，误差也可以由例如子系统异常和由于摩擦力的明显惯性改变等不可预知的情况而产生，并且闭环校正的权限并不足以补偿该误差。在这种情况下，实际输出的扭矩可能与期望的输出扭矩相背离，因此需要检测这种可能性的存在，特别是在变速器接近前向和反向运行间的边界的低速运行时。
发明内容
[0004]本发明涉及对并行电动变速器的一种改进的控制，包括诊断由于超出正常的建模以及估算错误而导致的受损的速度和扭矩控制的情况的方法，特别是在低速运行中。该变速器包括至少一个电机和一个用于调整变速器输入速度和输出扭矩的电动机扭矩控制器。在优选的实施例中，电动机扭矩控制器包括一个基于预定的扭矩和加速度的开环控制通道和一个基于输入速度误差的闭环控制通道。存在大于预期的闭环校正，与低输出速度和一个或多个其它情况组合被用来诊断潜在的扭矩误差的情况，此时改变变速器控制来避免不希望的操作。
附图说明
[0005]图1是尤其适于本发明的双模式，高速模式(compoundsplit)的电动变速器的一个优选形式的机械硬件原理表示；
[0006]图2是用于执行本发明的诊断控制的优选的系统结构的电气和机械示意图；
[0007]图3是使用在输入组件速度和输出组件扭矩的开环控制的EVT输入组件扭矩估算的框图；
[0008]图4是EVT输入组件速度图确定和期望的输入组件加速度确定的框图；
[0009]图5是闭环输入组件速度误差确定和闭环控制效果(effort)确定的示意图；
[0010]图6是图5所示的闭环输入组件速度误差测定和闭环控制效果确定的示意图；
[0011]图7是表示闭环增益确定的图；和
[0012]图8是本发明的诊断控制的框图。
具体实施方式
[0013]首先参考图1和2，车辆动力系被表示为11。动力系11中包括了一个特别适于执行本发明的控制的多模式，高速模式电动变速器(EVT)的代表形式，如图1和2中标记10所表示的。接着，具体参考这些附图，EVT10具有一个可以具有轴性质的可以被发动机14直接驱动的输入组件12或者如图2所示的可以插入在发动机14的输出组件和EVT10的输入组件之间的瞬时扭矩阀16。瞬时扭矩阀16可以被结合到或者与一个扭矩传递装置(未示出)一起使用来允许选择发动机14与EVT10的接合，但必须理解的是，这样的扭矩传递装置不被使用来改变或控制EVT10工作的模式。
[0014]在所描述的实施例中，发动机14可以是一个矿物燃料发动机，例如是一个可以以恒定数值的每分钟转速(RPM)提供其释放的可用功率输出的柴油机。在图1和2描述的示意性施例中，发动机14能在启动后以及在其输入的主要期间，根据可以从操作者输入和驱动情况确定的期望的工作点以恒定的速度运行或以多个恒定速度运行。
[0015]EVT10使用三个行星齿轮子集24，26和28。第一行星齿轮子集24具有一个外齿轮组件30，其通常被选定为环形齿轮，该环形齿轮内接(circumscribe)一个通常被选定为太阳齿轮的内齿轮组件32。多个行星齿轮组件34可旋转地安装在齿轮架36上以便每个行星齿轮组件34都能啮合外齿轮组件30和内齿轮组件32。
[0016]第二行星齿轮子集26也具有外齿轮组件38，其通常被选定为环形齿轮，其内接一个通常被选定为太阳齿轮的内齿轮组件40。多个行星齿轮组42可旋转地安装在齿轮架44上以便每个行星齿轮42都能啮合外齿轮组件38和内齿轮组件40。
[0017]第三行星齿轮子集28也具有外齿轮组件46，其也通常被选定为为环形齿轮，其内接了一个通常被选定为太阳齿轮的内齿轮组件48。多个行星齿轮组件50可选转地安装在齿轮架52上以便每个行星齿轮组50都能啮合外齿轮组件46和内齿轮组件48。
[0018]虽然所有三个行星齿轮子集24，26和28本身都是“简单的”行星齿轮子集，但第一和第二行星齿轮子集24和26被复合以便第一行星齿轮子集24的内齿轮组件32通过一个毂衬齿轮54与第二行星齿轮子集26的外齿轮组件38结合。所结合的第一行星齿轮子集24的内齿轮组件32和第二行星齿轮子集26的外齿轮组件38通过筒形轴58连续连接到第一电动机/发动机56。第一发达/发动机56还可以在在此处被称为电动机A或MA。
[0019]行星齿轮子集24和26还进一步复合以便第一行星齿轮子集24的齿轮架36通过轴60与第二行星齿轮子集26的齿轮架44结合。这样，第一和第二行星齿轮子集24和26的齿轮架36和44分别结合。轴60还可选地通过扭矩传递装置62连接到第三行星齿轮子集28的齿轮架52，用来帮助选择EVT10的运行模式，这在以下将详细描述。扭矩传递装置62此处还可以称为第二离合器，离合器二或C2。
[0020]第三行星齿轮子集28的齿轮架52直接连接到变速器输出组件64。当EVT10用在陆地车辆上时，输出组件64可以连接到终止在驱动组件(未示出)中的车轴(未示出)。驱动组件可以是其使用在其上的车辆的前轮或后轮，或者是履带式车辆的驱动齿轮。
[0021]第二行星齿轮子集26的内齿轮组件40通过外接轴60的筒形轴66连接到第三行星齿轮子集28的内齿轮组件48。第三行星齿轮子集28的外齿轮组件46通过扭矩传递装置70有选择地接地，其被表示为变速器外壳68。扭矩传递装置70也用来帮助选择EVT10的运行模式，这将在以下解释。扭矩传递装置70在此处被称作第一离合器，或C1。
[0022]筒形轴66还连续连接到第二电动机/发电机。第二电动机/发电机72在此处还被称作电动机B或MB。所有的行星齿轮子集24，26和28以及电动机A和电动机B(56，72)均被关于轴向放置的轴60同轴定向。应当注意的是，电动机A和B都具有允许其内接三个行星齿轮子集24，26和28的环形结构以便行星齿轮子集24，26和28能被径向地放置在电动机A和B的内部。这样的结构保证了整个外壳-即，EVT的圆周尺寸最小化。
[0023]从输入组件12介绍驱动齿轮80。如所描述的，驱动齿轮80将输入组件12固定连接到第一行星齿轮子集24的外齿轮组件30，因此，驱动齿轮80从发动机14和/或电动机/发电机56和/或72接收功率。驱动齿轮80啮合惰轮82，其依次啮合被紧固在轴86的一端的传动齿轮84。轴86的另一端可以被紧固到变速器液压泵88，该液压泵被从变速器机油盘37提供传动液，并将高压液体发送给调节器39，调节器39将一部分液体返回机油盘37并在线路41中提供调节过的线压。
[0024]在所描述的示意性的机械结构中，输出组件64通过在EVT10中的两个不同的齿轮系接收功率。在第一离合器C1启动时选择第一模式或齿轮系来将第三行星齿轮子集28的外齿轮组件“接地”。在第一离合器C1被释放而同时启动第二离合器C2时，选择第二模式或齿轮系以将轴60连接到第三行星齿轮子集28的齿轮架52。
[0025]本领域的技术人员可以认识到EVT10可以在每个运行模式中提供从相对慢到相对快的前向输出速度范围，并在选择第一模式时提供输出组件64的反向驱动。此外，两个离合器C1和C2被同时应用的固定比状态可以用于通过固定的齿轮比将输入组件高效机械耦合到输出组件。而且，在离合器C1和C2同时被释放的中立状态可用于机械地将输出组件从变速器解耦。最后，EVT10能在离合器C1和C2上的滑动速度大致为零的模式间提供同步的换档。关于示例的EVT的操作的其他的细节能从共同指定的美国专利申请5931757中得到，该申请的全部内容合并在此作为参考。
[0026]发动机14优选地为一个柴油机并通过发动机控制模块(ECM)23是电可控的，如图2所示。ECM23是一个基于传统的微处理器的柴油机控制，其包括如下的通用元件，诸如微处理器，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，模数转换(A/D)电路和数模(D/A)转换电路，以及输入/输出电路和装置(I/O)和适当的信号调节和缓冲电路。ECM23从多个传感器获取数据并通过多个独立的线路分别控制多个传动器。为了简化，ECM23通常显示为通过总线35与发动机14在双向接口。可以由ECM23所检测的多个参数为机油盘温度，发动机冷却温度(ECT)，发动机速度(Ne)，涡轮压力，以及环境空气温度和压力。由ECM23控制的各种传动器包括燃料喷射器，风扇控制器，包括电热塞和栅型进气加热器的发动机预加热器。ECM优选地为发动机14提供公知的基于扭矩的控制以响应由EVT控制系统所提供的扭矩命令Te-cmd。这种发动机电子器件，控制和量对本领域的技术人员来说是公知的因此不在此做详细描述。
[0027]从前述描述中很明显的是，EVT10有选择地从发动机14接收功率。正如现在继续结合图2所进行的描述，EVT还从例如在电池组模块(BPM)21中的一个或多个电池的电存储装置中接收功率。需要的话也可以使用其它能存储电功率以及分配电功率的电力设备来代替电池。BPM21是通过DC线27耦合到双功率倒相模块(DPIM)19的高电压DC。电流根据BPM21是否在充电或放电而流到BPM21或从BPM21流出。DPIM19包括一对功率变换器和相应的电动机控制器，该电动机控制器被配置用来接收电动机控制命令并根据该电动机控制命令控制变换器的状态从而提供电动机驱动或再生功能。电动机控制器是基于微处理器的控制器，其包括通用组件，诸如微处理器，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)转换电路和数模(D/A)转换电路，以及输入/输出电路和装置(I/O)和适当的信号调节和缓冲电路。在电动机运行控制中，相应的变换器从DC线接收电流并通过高压相线29和31而将AC电流提供给相应的电动机。在再生控制中，相应的变换器通过高压相线29和31从电动机接受AC电流并将电流提供给DC线27。提供给变换器或从变换器提供的净DC电流决定BPM21的充电或放电工作模式。优选地，MA和MB都是三相AC机并且变换器包括互补的三相功率电子器件。分别用于MA和MB的各个电动机速度信号Na和Nb也由DP IM19从电动机相位信息或常规的旋转传感器得到。这样的电动机，电子器件，控制和量对本领域的技术人员来说是公知的因此细节就不在详细描述。
[0028]系统控制器43是一个基于微处理器的控制器包括通用组件，诸如微处理器，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)转换电路和数模(D/A)转换电路，以及输入/输出电路和装置(I/O)和适当的信号调节和缓冲电路。在示意性实施例中，系统控制器43包括一对选定为车辆控制模块(VCM)15和变速器控制模块(TCM)17的基于微处理器的控制器。VCM和TCM可以提供例如涉及EVT和车辆系多个控制和诊断功能，包括，例如发动机扭矩命令，输入速度控制，与再生制动配合的输出扭矩控制，防锁制动以及轨迹控制。尤其对于EVT的功能来说，系统控制器43用于直接从多个传感器获取数据并通过多个独立的线路分别直接控制EVT的多个传动器。为了简便起见，系统控制器43被显示为通常通过总线33与EVT双向接口。需要特别注意的是，系统控制器43从旋转传感器接收频率信号处理成输入组件12的速度Ni和输出组件64的速度No以用于控制EVT10。系统控制器43还可以接收并处理从压力开关(没有单独示出)来的压力信号以监控离合器C1和C2应用的腔体压力。可选地，可以使用用于宽范围的压力监控的压力传感器。PWM和/或二进制控制信号通过系统控制器提供给EVT10来控制离合器C1和C2的充满和排放以用于其应用和释放。此外，系统控制器43可以接收变速器机油盘37温度数据，例如从传统的热电偶输入(未单独示出)来得到机油盘温度Ts并且提供可以从输入速度Ni和机油盘温度Ts获得的PWM信号来通过调节器39控制线压。离合器C1和C2的充满和排放通过响应以上提及的PWM和二进制控制信号的螺线管控制的滑阀而实现。类似地，线压调节器39可以是螺线管受控的以用于根据所描述的PWM信号创建一个调节的线压。这样的线压控制对本领域的技术人员来说是公知的。离合器C1和C2的离合器滑动速度从输出速度No，MA速度Na和MB速度Nb获得；具体地，C1滑动是No和Nb的函数，而C2滑动是No，Na和Nb的函数。如所示，用户接口(UI)模块13包括此类到系统控制器43的输入，诸如车辆油门位置，用于可用驱动范围选择的按钮换档选择器(PBSS)；制动力以及高速空转请求。系统控制器43确定扭矩命令Te_cmd并将其提供给ECM23。扭矩命令Te_cmd表示由系统控制器43所确定的来自发动机14的期望的EVT扭矩贡献。
[0029]所描述的各种模块(即，系统控制器43，DPIM19，BPM21，ECM23)通过控制器区域网络(CAN)总线25通信。CAN总线25允许控制参数和命令在各个模块之间通信。具体所使用的通信协议根据实际应用而定。例如，用于重载应用的优选协议为汽车发动机标准组J1939。CAN总线和适当的协议提供了在系统控制器，ECM，DPIM，BPIM和例如防锁制动和轨迹控制器等的其他控制器之间的健壮通信多控制器接口。
[0030]对于在MODE1和MODE2期间的变速器速度以及扭矩控制，使用适用于旋转体的牛顿法则来确定EVT的动态等式：
N_dot＝(1/J)*Tsum
其中N_dot为转动加速度；J为转动惯量；而Tsum为作用于惯量J的外部扭矩的总和。
[0031]在示意性EVT中，使用牛顿法则为每个独立的自由体受力图确定的下述矩阵分别对应MODE1和MODE2：
[Ni_dot No_dot]T＝[A1]*[Ti Ta Tb To]T
[Ni_dot No_dot]T＝[A2]*[Ti Ta Tb To]T
其中Ni_dot为输入组件加速度；No_dot为输出组件加速度；Ti为外部应用的输入组件加速度；Ta为外部应用的电动机A的扭矩；Tb为外部应用的电动机B的扭矩；To为外部应用的输出组件的扭矩；而A1和A2为通过硬件齿轮和轴互连以及估算的分别应用到MODE1和MODE2的硬件惯量所决定的参数值的2*4矩阵。其他不同的独立组件加速度可以被代入上式用得到类似的矩阵等式。由于输入和输出速度在变速器和车辆控制的其他方面是全局利益的量，因此Ni_dot和No_dot被选择为有利的(as expedient)。
[0032]MODE1和MODE2的矩阵等式形式是相同的。但A1和A2的参数可以不同。因此，此处参考MODE1或MODE2总的一个也同样适用于另一个。
[0033]要控制的系统的基本模式模型为变速器输入速度和输出扭矩控制提供了基础。对于示意性的EVT来说，其优选地控制电动机扭矩Ta和Tb而不是输入组件处的输入扭矩Ti和输出组件处的输出扭矩To。这样，Ti和To均视作外部输入或干扰扭矩。因此，基本模式模型可以转换成如下用于求解电动机扭矩Ta和Tb的矩阵等式：
[Ta Tb]T＝[B1]*[Ti To Ni_dot No_dot]T
其中B1是一个由硬件齿轮和轴互连以及估算的用于MODE1的硬件惯量所决定的参数值的2*4矩阵并表示了通常所称的工厂模型。电动机扭矩命令Ta，Tb根据工厂动态模式参数B1和具体阐明的对该模型的输入(Ti，To，Ni_dot，No_dot)来计算。这些具体阐明的输入中每个选择应用的情况将在以下进行描述。
[0034]输入组件扭矩Ti的优选实现是为Ti提供了一个估算的输入扭矩Ti_est。图3提供了据此确定估算的输入扭矩Ti_est的方法的框图。发动机扭矩命令，Te_cmd通过系统控制器43而提供给ECM23。ECM23接着提供所产生的实际发动机扭矩的估算值，并将其提供给系统控制器43。系统控制器43接着通过使用一个其是输入组件速度Ni的函数的凭经验所定义的查询表计算到输入组件的扭矩损失的估算Ti_loss。这些凭经验所定义的损失表示了由发动机所产生的扭矩由于摩擦力，传动泵损失，发动机驱动的附件等而产生的损失。发动机的产生的扭矩的估算接着被减小所损失的估算以计算所估算的输入扭矩，Ti_est。通过Ti_est，可以以这样一种方式计算Ta和Tb以便解决和抵消估算的变速器输入扭矩对变速器输入速度的影响。
[0035]输出组件扭矩To的优选的实现是为To提供一个将被变速器产生的希望的输出扭矩To_des。假定外部输出扭矩等于并与EVT所产生的输出扭矩相反因此To等于To_des。基于以下几个因素确定To_des，诸如加速器踏板的位置，制动踏板的位置，换档选择器的位置的驱动器输入；例如加速率或减速率等的车辆动态情况；以及例如温度，电压，电流和速度等的EVT运行情况。通过To，Ta和Tb可以这样一种方式计算以产生期望的变速器输出扭矩。
[0036]优选的输入组件加速度Ni_dot的实现为Ni_dot提供一个期望的变速器输入速度的变化率Ni_dot_des。给定一个期望的变速器输入速度Ni_des，确定变速器输入速度轨迹，称之为输入速度分布图Ni_prof。系统控制器43例如根据期望的发动机14的工作点提供了期望的输入速度以满足各种效率和排放目的。优选的确定输入速度的方法公开在共同受让且待决的美国专利申请10/686508(代理号为GP-304193)和10/686034(代理号为GP-304194)中，其在此合并作为参考。通过其确定Ni_prof的方法如图4所示。轨迹的当前值Ni_prof被从期望的速度Ni_des中减去以获取一个输入速度分布图误差Ni_prof_err。该误差用于查询表中以确定输入速度分布图Ni_prof_rate_limit所允许的变化率。在查询表中所使用的值基于例如系统的响应能力，噪声以及由于发动机工作速度改变而引起的震动，车辆稳定性，以及对发动机工作特性的影响诸如与发动机工作的改变率有关的燃料经济性和排放的客观和主观标准而凭经验地确定。通常，对于更大的误差Ni_prof_err，希望允许更高的变化率Ni_prof_rate_limit。接着分布图的当前值Ni_prof，期望的分布图的最终值Ni_des，以及允许的变化率Ni_prof_rate_limit都是比率限定器的输入。该比率限定器允许分布图的值Ni_prof，在最终值Ni_des的方向上以不快于比率极限值，Ni_prof_rate_limit的比率修改直到分布值Ni_prof变得与所需的值Ni_des相等。Ni_prof的关于时间的导数接着被用于确定期望的变速器输入速度Ni_dot_des的变化率。通过Ni_dot，可以以这样一种方式计算Ta和Tb以便使变速器输入速度以期望的比率Ni_dos_des变化。
[0037]输出组件加速度No_dot的优选实现为No_dot提供一个计算过的输出组件加速度No_dot_ca lc。No_dot_calc的计算公式如下：
No_dot_calc＝Filter[d(No)/dt]
通过取测量的EVT输出组件速度No相对于时间的导数并接着对该倒数提供一个过滤器将最大的干扰项从计算结果中去除。通过No_dot，可以以这样一种方式计算Ta和Tb以补偿为测量的变速器输出加速度和因此为车辆加速度所产生的变速器输出扭矩。这一项补偿了风阻，应用车辆摩擦制动刹车，路面状况以及其他不能充分预料到的车辆路面扭矩情况。
[0038]将这些参代入到到基本模式模型中，就可以为MODE1实现以下以矩阵形式表示的实现模型：
[Ta Tb]T＝[B1]*[Ti_est To_des Ni_dot_des No_dot_calc]T
[0039]为了补偿系统和工厂模型误差，将闭环控制部分加入到开环控制中，如下：
[Ta Tb]T＝[B1]*[Ti_est To_des Ni_dot_des No_dot_calc]T+[k1k2]T*u
其中k1和k2阐明了用于Ta和Tb的闭环校正的矢量增益矩阵，u是闭环控制效果。根据图5，闭环控制效果u通过给计算的EVT输入组件速度中的误差Ni_err应用一个比例积分(PI)控制器来确定，其中，Ni_prof含义如前所述。但在所述的示意性系统中，可预见在控制系统参考中可控制显著的拐点和快速的变化。这样，在瞬态响应期间，实际系统实质上滞后于参考系统而导致误差的一个延长的时间周期。这种延长的误差将导致闭环过补偿从而当参考到达其新的稳态值时，控制系统将在对电动机的扭矩命令的响应中产生不期望的过冲。为了解决这种情况，得出修改后的输入速度分布图No_prof_mod作为用于反馈参数Ni比较的参考，这将在以下继续参考图5并另外参考图6进行描述。产生变速器输入速度分布图No_prof的时间迟延的版本Ni_prof_delayed.该时间迟延信号接着通过一个滤波器以产生修改后的输入速度分布图No_prof_mod。根据其发生闭环动作的输入速度误差Ni_err接着根据差(No_prof_mod-Ni)而确定。时间延迟和滤波器的目的是为了产生一个实质上与系统对Ni_prof的开环相应类似的分布图并使在瞬变情况期间所期望的闭环动作最小。因此，为时间迟延，滤波器类型选择，以及滤波器参数值所选择的参数值(即标准)将会以这样一种方式选择以便No_prof_mod最大可能地与系统对Ni_prof中的改变的的开环响应匹配。
[0040]现参考图7，增益k1和k2形成了Ta和Tb空间101的平面中矢量的基础。这样就可以独立地设置闭环增益作用，这可以凭经验确定，例如，得到调协过的Ni_dot矢量105，分解的Ta矢量107，以及分解的Tb矢量109。由于多数通用系统误差之一为输入扭矩估算值Ti_est，通过在输入扭矩方向上校正增益矩阵[k1 k2]T可将闭环误差归因于该输入。但，可以理解的是由于其他例如非模模型化摩擦，惯量值不精确或子系统异常等的因素可以产生一个用于受损的输出扭矩控制的电势。该电势在低变速器输出速度中非常重要，其中当命令反向时输出扭矩误差可以产生输出组件64的轻微前向驱动，或反之亦然。
[0041]图8的框图图示出了诊断上述速度和扭矩控制的输出扭矩完整性的方法。参考标号110表示了用于决定闭环控制效果u是否比预想的要大的图的一部分，而参数112表示了决定是否采取动作来限制控制权限的图表部分。
[0042]预期的系统误差，输入扭矩的估算误差的初始源在发动机14的冷启动运行期间是最高的，并在发动机开始变暖时降低。因此，预想的闭环效果可以被容易地映射为发动机运行温度的函数，并且查找表114和116被分别校准来为正和负误差提供最大期望的闭环效果，作为发动机的冷却温度ECT的函数。模块118提供了一个基于模式的比例因子G，其用来通过乘法模块应用到查找表120和122输出。实际的在线路124上的闭环效果u通过滤波器模块126低通滤波，接着通过比较器(C)128和130与特定模式的预期闭环效果比较。如果对于正输入扭矩误差，滤波后的闭环效果为正并大于预期的闭环效果，则比较器128在线路132上产生一个输出。如果对于负输入扭矩误差，滤波后的闭环效果为负并比小于预期的闭环效果，则比较器130在线路134上产生一个输出。在线路132或143上存在输出时，OR-Gate136在线路138上产生一个输出，其表示闭环控制效果u的幅度比预期的要大。
[0043]框图部分112包括一个用来将估算的输出扭矩Ti_est与一个输入扭矩阀值Ti_THR比较的第一比较器140，和一个用来将输出组件速度No的幅度与输出速度阀值To_THR比较的第二比较器142，块144在输出组件速度No上执行一个绝对值(ABS)函数。输入扭矩阀值Ti_THR被校准接近零的扭矩值以区别由发动机14产生的正扭矩和发动机制动。发动机速度制动的存在有效地去除了不确定的方向控制，而比较器140在Ti_est比Ti_THR大时在线路146上产生一个输出，表示发动机制动不存在。输出速度阀值To_THR被校准为一个例如5MPH的低速幅度，同时比较器142在No比To_THR要小时在线路148上产生一个输出。最后，线路150在任何上述的输入速度/输出速度扭矩控制有效时都具有一个高或有效的状态，这通过TCA(扭矩控制有效)标记来表示。线路138，146，148和150被应用为AND-Gate152的输入；如果输出在线路138，146，148和150中的每一个上存在至少一个由模块154所定义的预定的延迟期，那么在线156上的扭矩完整性诊断(TQ_INT_DIAG)有效，这表示存在用于能够导致方向性驱动误差的受损输出扭矩控制的电势。在这种情况中，系统控制器43会限制上述输入速度/输出速度控制的权限。
[0044]总地来说，本发明的诊断控制可靠地检测出了在变速器接近前向和反向运行之间的边界的低速传动工作中扭矩控制误差的存在。虽然本发明通过特定的实施例进行了描述，但可以理解的是在本发明所描述的范围和精神内可以作出各种修改。例如，该方法可用于与示意性结构不同的动力系结构，在此处所设定的阀值也只是示意性的。因此，可以理解的是，本发明并不限于所公开的实施例，而是包括了以下所附权利要求所限定范围的全部。

Claims (9)

1.一种用于并行电动变速器的扭矩完整性诊断方法，包括一个耦合到发动机的输入组件，至少一个电机，一个输出组件，其特征在于，该方法包括步骤：
创建所述电机的开环控制作为预选的变速器扭矩和加速度的预定函数以便输入组件的速度符合期望的输入速度并且由输出组件传送的扭矩符合期望的输出扭矩；
根据输入组件速度相对于所述期望的输入速度的偏差创建闭环效果来调节所述开环控制以补偿控制误差；
检测闭环控制效果的幅度大于预期的情况；和
当检测到所述情况并且所述输出组件的前向和反向速度低于所述输出组件的可能出现方向误差的速度阈值时，启动扭矩完整性诊断指示。
2.根据权利要求1的方法，包括步骤：
确定预期的闭环效果；
低通滤波所建立的闭环效果以形成一个滤波后的闭环效果；和
在滤波后的闭环效果的幅度比所述预期的闭环效果要大时检测所述的情况。
3.根据权利要求2的方法，其中所述变速器被有选择地运行在至少两种模式，并且所述预期的闭环效果被确定为所选模式的预定函数。
4.根据权利要求2的方法，其中所述预期的闭环效果被确定为所述发动机运行温度的预定函数。
5.根据权利要求1的方法，包括步骤；
检测发动机制动情况；和
在所述发动机制动情况被检测时阻止启动所述扭矩完整性诊断指示。
6.根据权利要求5的方法，包括步骤：
估算由所述发动机提供给所述输入组件的输入扭矩；和
当所述的估算的输入扭矩小于预定的扭矩阀值时检测所述发动机制动的情况。
7.根据权利要求1的方法，包括步骤：
阻止所述扭矩完整性诊断指示直到所述的情况被检测并且所述输出组件的前向和反向速度低于速度阈值至少一个预定时间。
8.根据权利要求1的方法，其中所述开环控制部分地基于通过所述发动机而提供给所述的输入组件的输入扭矩的估算值，并且所述预期的闭环效果被确定为所述估算值中的预期误差的函数。
9.根据权利要求8的方法，其中在所述估算值中的所述预期的误差随所述发动机的温度而变化，并且所述预定的闭环效果被确定为所述发动机运行温度的函数。
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