CN1654858A - 用于多模式混合驱动的切换禁止控制 - Google Patents

用于多模式混合驱动的切换禁止控制 Download PDF

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Publication number
CN1654858A
CN1654858A CNA200510051629XA CN200510051629A CN1654858A CN 1654858 A CN1654858 A CN 1654858A CN A200510051629X A CNA200510051629X A CN A200510051629XA CN 200510051629 A CN200510051629 A CN 200510051629A CN 1654858 A CN1654858 A CN 1654858A
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pattern
speed
clutch
input block
withdrawing
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CNA200510051629XA
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CN1654858B (zh
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J·-J·F·萨
T·M·施泰因梅茨
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Motors Liquidation Co
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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 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
    • 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
    • B60K6/26—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 motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
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    • 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 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
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    • 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
    • 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 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 with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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 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
    • 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
    • B60K6/38—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 driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • 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 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
    • 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
    • B60K6/40—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 assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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 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
    • 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
    • B60K6/42—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 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 the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
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    • 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
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    • 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
    • F16H37/0833—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 with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—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 with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/0866—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft
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    • 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
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    • 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
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    • 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
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Abstract

电气变速传动系统具有一对离合器，一个第一离合器接合而第二离合器释放时的第一模式，一个第一离合器释放而第二离合器接合时的第二模式，以及两个离合器接合时的固定比例模式。根据输入转速误差量的比例和导数确定切换置信因数，按照根据切换置信因数的控制完成退出固定比例的加档或减档。通过应用各种力图禁止返回固定比例运行的条件测试，避免了切换循环。

Description

用于多模式混合驱动的切换禁止控制
技术领域
本发明涉及在多模式混合传动中的传输控制。更具体地说，本发明涉及减少出现不希望的切换循环。
相关申请的交叉引用
本发明涉及共同转让的共同未决的序列号为10/686176(代理卷号GP-304127)和10/686510(代理卷号GP-304171)的美国专利申请。
背景技术
已知有各种混合动力系统结构用于在混合车辆中管理各种发动机的输入和输出转矩，最普通的是内燃机和电机。串联的混合结构的特征一般在于内燃机驱动发电机，发电机又给电传动系统和电池组提供电功率。在串联混合结构中，内燃机在机械上不直接与传动系统耦合。发电机也可以按照电动机模式运行，以给内燃机提供启动功能，而电传动系统还可以通过运行在发电机模式重新回收车辆制动能量，用于给电池组再充电。并联的混合结构的特征一般在于内燃机和电动机都直接与传动系统机械耦合。传动系统一般包括切换传动装置，以便提供必要的齿轮比，获得大的操作范围。
已知电气可传动(EVT)通过使串联和并联的混合传动系统结构二者的特性相结合，提供连续可变的速度比。EVT可以在内燃机与最终驱动单元之间的直接机械路径的情况下运行，因此能够有很高的传动效率、较低的应用成本和较小规模的电动机硬件。EVT还可以在发动机的运行在机械上相对于终级驱动独立的情况下或者在各种机械/电气分开作用的情况下运行，从而能够实现高转矩下的连续可变的速度比，电控启动，再生制动，发动机断开空转和多模式运行。
驱动性能和耐久性因素造成模式之间的频繁的切换循环，这种情况一般不希望出现并且应该避免。换挡繁忙不仅使车辆的乘客感觉不快，而且明显加快了离合器磨损。
发明内容
因此，在电气变速传动中，一般希望避免频繁的切换循环。按照本发明实现了这个目的，其中切换是按照根据切换置信因数的控制完成的，而切换置信因数是按照输入转速误差量的比例和导数决定的。可以按照作为输入转速误差量的比例和导数的函数提供的增量的积累确定切换置信因数。根据输出转速的导数量，可以对切换置信因数提出附加权威限制。最后，可以按照附加的对输入转速条件的判断提供对减挡控制的替换。
附图说明
图1为一个特别适合于本发明的控制的双模式，复合分离，电气可变传动的一个优选形式的机械硬件示意图；
图2为用于实施本发明的控制的优选的系统结构的电气和机械示意图；
图3为关于这里所披露的典型EVT的输入和输出转速的各种运行区域的图形表示；
图4A-4C为通过典型运行条件的各种EVT和控制量的图形表示，说明了按照本发明执行的换挡禁止控制；
图5为按照本发明的确定换挡置信因数的控制表示；
图6为按照根据图5的控制确定的换挡置信因数进行换挡程序的控制表示；
图7A和7B表示按照图5的控制，在确定分别用于减挡和加挡的换挡置信因数中，用于引入增量值的优选的查表；
图8A和8B表示按照图5的控制，用于引入加在分别用于减挡和加挡的换挡置信因数上的限制的优选的查表；
图9为代替正常的换挡置信因数的确定和换挡程序以进行强迫减挡的控制表示；
图10为按照优选的条件测试执行的换挡禁止控制的控制表示。
具体实施方式
首先参照图1和图2，车辆传动系统用11表示。包括在传动系统11中的是一个在图1和图2中用数字10表示的并且特别适合于实施本发明的控制的双模式、复合分离、电气可变传动(EVT)的有代表性的形式。下面具体参照这些附图，EVT 10具有：一个输入部件12，可以具有轴的性质，它可以由发动机14直接驱动或者，如图2所示，由在发动机14的输出部件与EVT 10的输入部件之间引入的瞬态转矩阻尼器16直接驱动。瞬态转矩阻尼器16可以并入转矩传输装置(没有示出)，或者与转矩传输装置一起使用，转矩传输装置允许有选择地使发动机14与EVT 10衔接，但必须理解，这样的转矩传输装置不是用来对EVT10运行的模式进行改变或控制的。
在图示的实施例中，发动机14可以是矿物燃料发动机如柴油机，柴油机很容易适合于在恒定的每分钟转数(RPM)提供其可用功率输出。在图1和图2所指的典型实施例中，在启动之后并且在其多数输入期间，发动机14可以运行在恒定转速或者按照理想运行点的多种恒定转速，可以根据操作员的输入和驱动条件确定理想运行点。
EVT 10利用了三个行星齿轮组24、26和28。第一行星齿轮组24具有外齿轮部件30，它一般被选定为环形齿轮，这个环形齿轮与一个内齿轮部件32相切，内齿轮部件32一般被选定为中心齿轮。将多个行星齿轮部件34可旋转地安装在托架36上，使得每个行星齿轮部件34与外齿轮部件30和内齿轮部件32同时啮合。
第二行星齿轮组26也具有外齿轮部件38，它一般被选定为环形齿轮，这个环形齿轮与一个内齿轮部件40相切，内齿轮部件40一般被选定为中心齿轮。将多个行星齿轮部件42可旋转地安装在托架44上，使得每个行星齿轮部件42与外齿轮部件38和内齿轮部件40同时啮合。
第三行星齿轮组28也具有外齿轮部件46，它一般被选定为环形齿轮，这个环形齿轮与一个内齿轮部件48相切，内齿轮部件48一般被选定为中心齿轮。将多个行星齿轮部件50可旋转地安装在托架52上，使得每个行星齿轮部件50与外齿轮部件46和内齿轮部件48同时啮合。
尽管所有三个行星齿轮组24、26和28按照它们本身的结构都是“简单的”行星齿轮组，但是，第一和第二行星齿轮组24和26被组合在一起，这是因为第一行星齿轮组24的内齿轮部件32通过毂衬齿轮54与第二行星齿轮组26的外齿轮部件38结合。结合的第一行星齿轮组24的内齿轮部件32和第二行星齿轮组26的外齿轮部件38通过套轴58继续与第一电动机/发电机56连接。这里也可以将第一电动机/发电机56称为电动机A或MA。
行星齿轮组24和26被组合在一起还因为第一行星齿轮组24的托架36通过轴60与第二行星齿轮组26的托架44结合。因此，相应地，第一和第二行星齿轮组24和26的托架36和44结合。轴60还通过转矩传输装置62有选择地与第三行星齿轮组28的托架52连接，转矩传输装置62被用来帮助选择EVT 10的运行模式，在下文中将对转矩传输装置62进行更充分的说明。这里，还可以将转矩传输装置62称为第二离合器、离合器二或者C2。
第三行星齿轮组28的托架52与传动输出部件64直接连接。当EVT10被用在陆地车辆中时，输出部件64可以与车轴(没有示出)连接，车轴终止于驱动部件(也没有示出)。驱动部件可以是车辆的使用驱动部件的前轮或后轮，或者，它们可以是轨道车辆的驱动齿轮。
第二行星齿轮组26的内齿轮部件40通过与轴60相切的套轴66与第三行星齿轮组28的内齿轮部件48连接。第三行星齿轮组28的外齿轮部件46通过转矩传输装置70有选择地接地，地线由变速箱壳68代表。转矩传输装置70也被用来帮助选择EVT 10的运行模式，在下文中也将对转矩传输装置70进行更充分的说明。这里，还可以将转矩传输装置70称为第一离合器、离合器一或者C1。
套轴66也继续与第二电动机/发电机72连接。这里也可以将第二电动机/发电机72称为电动机B或MB。所有的行星齿轮组24、26和28以及电动机A和电动机B(56，72)都是使轴线沿着轴60的方向同轴定位的。应该注意，电动机A和B都是环形结构，这允许它们与三个行星齿轮组24、26和28相切，这使得行星齿轮组24、26和28沿着半径方向布置在电动机A和B的内部。这样的结构保证了EVT 10的整体的外部轮廓，即圆周尺寸，最小。
驱动齿轮80可以从输入部件12伸出。如图所示，驱动齿轮80将输入部件12与第一行星齿轮组24的外齿轮部件30固定连接，因此，驱动齿轮80接收来自发动机14和/或电动机/发电机56和/或72的功率。驱动齿轮80与空转齿轮82啮合，接着，空转齿轮82与传动齿轮84啮合，传动齿轮84被固定到轴86的一端。轴86的另一端被固定到传动液体泵88，给传动液体泵88提供来自储油槽37的传动液体，传动液体泵88给调节器39提供高压液体，调节器39使一部分液体返回储油槽37并且给管线41提供经过调节的管线压力。
在所描述的典型的机械结构中，输出部件64通过在EVT 10中的两个不同的齿轮传动链接收功率。当第一离合器C1器作用时，选择第一模式或齿轮传动链，以便将第三行星齿轮组28的外齿轮部件46“接地”。当第一离合器C1器被释放并且同时使第二离合器C2器作用时，选择第二模式或齿轮传动链，从而将轴60与第三行星齿轮组28的托架52连接。
本领域技术人员应该理解，在每个运行模式中，EVT 10能够从相对慢到相对快提供一定范围的输出转速。两个模式在每个模式中输出转速范围从慢到快的情况下的这样的组合允许EVT 10将车辆从静止状态推进到公路速度。此外，两个离合器C1和C2同时接合的固定比例状态可用于有效地将输入部件通过固定齿轮比与输出部件耦合。此外，将两个离合器C1和C2同时释放的空挡状态可用于在机械上使输出部件与传动系统分离。最后，EVT 10能够在模式之间提供同步的换挡，其中，经过两个离合器C1和C2的滑差转速实质为零。涉及典型的EVT的另外的细节可以在一般代理的序列号为5931757的美国专利中找到，这里将其内容引用为参考。
最好，发动机14是柴油机并且在电气上可以由图2中所示的发动机控制模块(engine control model，ECM)23进行控制。ECM 23是基于常规微处理器的柴油机控制器，包括一些普通元件如微处理器、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)和数模(D/A)电路、输入/输出电路和器件(I/O)以及合适的信号调节和缓冲器电路等。ECM 23的作用在于采集来自各种传感器的数据，通过多个分离的管线对发动机14的各个调节器分别进行控制。简而言之，ECM 23一般被表示为通过集合管线35与发动机14双向接口。在各种参数中，可以被ECM 23检测的是储油槽和发动机冷却液的温度、发动机转速(Ne)、涡轮压力以及周围空气的温度和压力。可以被ECM 23控制的各种调节器包括燃料喷嘴、风扇控制器和发动机预热器，发动机预热器包括电热塞和栅格式入口空气加热器。最好，ECM响应由EVT控制系统提供的转矩命令Te_cmd，对发动机14进行众所周知的基于转矩的控制。对于本领域技术人员来说，这样的电子设备、控制和定量一般是众所周知的，并且这里不需要对其进一步进行详细说明。
根据前面的描述很明显，EVT 10有选择地接收来自发动机14的功率。如下面将继续参照图2进行说明的，EVT还接收来自电存储设备如电池组模块(battery pack module，BPM)21中的一个或多个电池的功率。在不改变本发明的概念的情况下，可以用能够存储电功率并且能够分配电功率的其它电存储器件代替这些电池。BPM 21通过直流线路27将高压直流电耦合到双功率变换器模块(dual power invertermodule，DPIM)19。根据BPM 21正在充电还是放电，电流从BPM 21流出或者流向BPM 21。DPIM 19包括一对功率变换器以及相应的电动机控制器，电动机控制器被设计为接收电动机控制命令并且根据控制命令控制变换器的状态，从而提供电动机的驱动功能或再生功能。电动机控制器是基于微处理器的控制器，包括一些普通元件如微处理器、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)和数模(D/A)电路、输入/输出电路和器件(I/O)以及合适的信号调节和缓冲器电路等。在电动机状态的控制过程中，相应的变换器接收来自直流线路的电流并且通过高压相线路29和31给相应的电动机提供交流电流。在再生状态的控制过程中，相应的变换器通过高压相线路29和31接收来自电动机的交流电流，并且给直流线路27的提供电流。提供给变换器的或者从变换器提供的净电流确定了BPM 21的充电或放电运行模式。最好，MA和MB为三相交流电机并且变换器包括辅助的三相功率电子设备。DPIM 19根据电动机的相位信号或常规的转速传感器分别获得MA和MB各自的电动机转速信号Na和Nb。对于本领域技术人员来说，这样的电动机、电子设备、控制和定量一般是众所周知的，并且这里不需要对其进一步进行详细说明。
系统控制器43是基于微处理器的控制器，包括一些普通元件如微处理器、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)和数模(D/A)电路、输入/输出电路和器件(I/O)以及合适的信号调节和缓冲器电路等。在典型实施例中，系统控制器43包括一对基于微处理器的控制器，命名为车辆控制模块(vehicle control module，VCM)15和传动控制模块(transmissioncontrol module，TCM)17。例如，VCM和TCM可以提供与EVT和车辆底盘有关的各种控制和诊断功能，例如，包括按照再生制动、防锁制动和牵引控制的发动机转矩命令、输入转速控制和输出转矩控制。尤其是根据EVT功能，系统控制器43起直接获得来自各种传感器的数据并且通过多个分离的线路对EVT的各个调节器分别进行直接控制的功能。简而言之，一般将系统控制器43表示为通过集合管线33与EVT的双向接口。特别注意的是，系统控制器43接收来自转速传感器的频率信号，将其处理为输入部件12的转速Ni和输出部件64的转速No，用于对EVT 10进行控制。系统控制器43还可以接收并且处理来自压力开关(没有单独示出)压力信号，用于监控离合器C1和C2的接合室的压力。或者，可以使用用于对宽范围的压力进行监控的压力变换器。由系统控制器给EVT 10提供PWM和/或二进制控制信号，用于对离合器C1和C2的充满和排空进行控制以便使离合器C1和C2接合或释放。此外，系统控制器43可以接收如从常规的热电偶输入(没有单独示出)的传动液体槽37的温度数据，以便得到槽的温度Ts并且提供可以根据输入转速Ni和槽温度Ts得到的PWM信号，用于通过调节器39对管线压力进行控制。响应上面提到的PWM和二进制控制信号，利用电磁线圈控制的短管阀完成充满和排空离合器C1和C2。相似地，管线压力调节器39可以是一种受控电磁线圈，用于按照所描述的PWM信号建立经过调节的管线压力。对于本领域技术人员来说，这样的管线压力控制一般是众所周知的。从输出转速No、MA的转速Na和Ma的转速Nb获得经过离合器C1和C2的离合器滑差转速；具体地说，C1的滑差是No和Nb的函数，而C2的滑差是No、Na和Nb的函数。另外示出的是用户接口(user interface，UI)块13，该块包括到系统控制器43的这样的输入，如车辆的油门位置、用于可用驱动范围选择的按钮换挡选择器(push button shift selector，PBSS)、制动器作用力以及其它方面的快速空转请求。系统控制器43确定转矩命令Te_cmd并且将它提供给ECM 23。当由系统控制器确定转矩命令Te_cmd时，转矩命令Te_cmd代表希望发动机的提供的EVT转矩。
所描述的各个模块(即，系统控制器43、DPIM 19、BPM 21、ECM 23等)通过控制器区域网络(control area network，CAN)总线25进行通信。CAN总线25允许在各个模块之间进行控制参数和控制命令的通信。利用的特定的通信协议将是应用说明。例如，对于重负载应用来说，优选的协议是车辆工程师协会(Society of AutomotiveEngineers)的标准J1939。CAN总线和适当的协议在系统控制器、ECM、DPIM、BPIM以及其它控制器如防锁制动和牵引控制器之间提供了可靠的信息传递和多控制器接口。
参照图3，示出了用于EVT 10的，沿着水平轴的输出转速No与沿着垂直轴的输入转速Ni之间的曲线。线91表示同步运行，即，在经过离合器C1和C2的滑差转速实质为零的情况下，离合器C1和C2同时运行时的输入转速与输出转速的关系。因此，它实质上表示在可以发生模式之间的同步换挡时或者在可以通过直接接合两个离合器C1和C2实现从输入到输出的直接机械耦合时的输入和输出转速的关系，也称为固定比例。在图3中，由线91表示的能够产生同步运行的一个特殊的齿轮组关系是这样的：外齿轮部件30有91个齿，内齿轮部件32有49个齿，行星齿轮部件34有21个齿；外齿轮部件38有91个齿，内齿轮部件40有49个齿，行星齿轮部件42有21个齿；外齿轮部件46有89个齿，内齿轮部件48有31个齿，行星齿轮部件50有29个齿。这里，线91也可以称为同步线、变化比例线或固定比例线。
变化比例线91的左边是第一模式的优选运行区域93，其中，C1接合并且C2释放。变化比例线91的右边是第二模式的优选运行区域95，其中，C1释放并且C2接合。当针对离合器C1和C2使用时，术语接合的表示通过相应的离合器能够实际进行转矩传递，而术语释放的表示通过相应的离合器实际上不能进行转矩传递。由于一般优先选择使从一个模式到另一个模式的换挡同步进行，因此，通过两个离合器吸合的固定比例，使得出现从一个模式到另一个模式的转矩传递，其中，在将目前接合的离合器释放之前，经过有限时间，将目前释放的离合器接合。并且，当退出固定比例时，通过继续接合与正在进入的模式有关的离合器并且释放与正在退出的模式有关的离合器来完成模式转换。在共同未决的一般代理的序列号为10/686510的美国专利申请(Attorney Docket No.GP-304171)中披露了优选的同步换挡控制，这里将其引用为参考。
当两个离合器都接合并且传递转矩时，如在传动系统运行在固定比例模式的情况下，经过C1和C2的滑差可以同时为零，在固定比例模式中，通过固定比例GR的传动，使输入和输出在机械上耦合。这个固定比例GR也是在经过两个离合器的滑差转速为零的任何时候的有效齿轮齿数比，包括当通过电动机转矩控制将经过一个或多个离合器的滑差控制为零时。同步运行的特征在于这样的关系式，其中，输入转速等于输出转速乘以比例(即，Ni＝No*GR)。当经过两个离合器的滑差转速为零时，称传动是同步的。当在两个离合器接合的情况下同步运行时，称传动运行于固定比例模式。
尽管一般将运行区域93优选为EVT在MODE 1中运行，但这不表示意味着该区域中不能或者不出现EVT的MODE 2运行。但是，一般情况下，由于MODE 1更适宜地使用在各个方面(例如质量、尺寸、成本和惯性容量等)特别适合于区域93的高推进转矩的齿轮组和电动机硬件，因此，在MODE 1中优先选择运行在区域93中。相似地，尽管一般将运行区域95优选为EVT在MODE 2中运行，但这不表示意味着该区域中不能或者不出现EVT的MODE 1运行。但是，一般情况下，由于MODE 2更适宜地使用在各个方面(例如质量、尺寸、成本和惯性容量等)特别适合于区域93的高转速的齿轮组和电动机硬件，因此，在MODE2中优先选择运行在区域95中。将进入MODE 1的换挡认为是减挡，并且按照Ni/No的关系与较高的齿轮齿数比有关。同样，将进入MODE2的换挡认为是加挡，并且按照Ni/No的关系与较低的齿轮齿数比有关。
在MODE 1或MODE 2中，理想的情况是将输入部件转速Ni控制为理想的输入部件转速Ni_des。发动机与输入部件的直接耦合使发动机转速等于输入部件转速，并且Ni_des等于理想发动机转速。系统控制器例如按照发动机理想运行点提供理想发动机转速，以满足不同的效率和排放目标。在一般代理的共同未决的序列号为10/686508(Attorney Docket No.GP-304193)的美国专利申请中披露了确定输入转速的优选方法，这里将其引用为参考。可以按照在一般代理的共同未决的序列号为10/686511(Attorney Docket No.GP-304140)的美国专利申请中描述的优选的输入转速控制器，进行将输入部件转速控制到理想转速Ni_des，这里将其引用为参考。
如前面所述，固定比例包括EVT 10同步运行，其中，两个离合器C1和C2接合并且传递转矩。按照力图减少返回到固定比例的换挡循环的发生率的换挡置信因数完成退出固定比例进入MODE 1或MODE 2的过渡。在一般代理的共同未决的序列号为10/686176(AttorneyDocket No.GP-304127)的美国专利申请中描述了典型的双离合器固定比例退出控制，这里将其引用为参考。参照部分根据图5进行说明的本发明的优选实施例，将理想输入部件转速Ni_des与实际输入部件转速Ni之间的差额或成比例的误差标志为Ni_diff。将这个差额的变化率或导数误差标志为Ni_diff_dot。成比例的误差量Ni_diff和导数误差量Ni_diff_dot是根据实际输入部件转速和理想输入部件转速计算的量。可以按照发动机转速或输入部件转速直接测量实际输入部件转速，或者可以在同步或固定比例运行时召回等于GR的Ni/No，根据固定齿轮齿数比或测量的输出部件转速推算实际输入部件转速。在查表111中使用Ni_diff和Ni_diff_dot，从而给前一个循环计算的换挡置信因数(confidence factor，CF)CF-提供增量115，以得到当前循环的换挡置信因数CF。应该将这里使用的增量理解为包括使值相加或相减的值，因此，增量的符号可以是正的或负的。参照图6，将换挡置信因数CF与当前的阈值CF_thresh相比较，如果超过，则进行预定的换挡117。实际上，一般在理想输入转速与实际输入转速之间的差额很大并且为正的情况下，更肯定适合进行退出固定比例的换挡。此外，当这样的差额增加时，一般更肯定适合进行退出固定比例的换挡。
可以另外使用对查表111的权威的限制。在图5中，将输出部件转速的变化率标志为No_dot。No_dot是根据实际输出部件转速计算的量。可以直接测量输出部件转速或者根据在固定比例中提供的固定齿轮齿数比和输入部件转速或发动机转速推算输出部件转速。在查表113中使用No_dot，以便给从表格111提供的增量提供限制。该限制可以是对从查表111返回的增量的硬限制，一个作用在从查表111返回的增量上的权重因数或者是从查表111返回的增量的其他衰减。实际上，当车辆正在加速(即，输出部件加速)时，可能不希望退出固定比例进入更高齿轮齿数比(MODE 1)的换挡，或者，当车辆正在减速(即，输出部件减速)时，可能不希望退出固定比例进入较低齿轮齿数比(MODE 2)的换挡。
在图7A中示出的是个两维的表格结构，特别适合于在达到用于执行从固定比例到MODE 1的减挡的程序的换挡置信因数时，实施与图5中示出的查表111相同的操作。Ni_diff和Ni_diff_dot是用于引用表格中的元素的独立变量，该表格包含用于如前面根据图5示出和描述的，累加到置信因数CF上的增量。
如前面提到的，转速差Ni_diff越正(理想输入转速＞实际输入转速)，则一般减挡的合理性越肯定。相似地，转速差Ni_diff越负(理想输入转速＜实际输入转速)，则一般减挡的合理性越不肯定。因此，该表格从右到左(Ni_diff从更加负到更加正)按照增加或更加正示出了增量的基本趋势。此外，在表示较大的正Ni_diff趋势或较小的负Ni_diff趋势的Ni_diff_dot更加正的情况下，一般减挡的合理性越肯定。并且，在表示较大的负Ni_diff趋势或较小的正Ni_diff趋势的Ni_diff_dot更加负的情况下，一般减挡的合理性越不肯定。因此，该表格从下到上(Ni_diff_dot从更加负到更加正)按照增加、更加正或更不负示出了增量的一般趋势。根据相应的独立变量，CF增量沿着表格的两个方向的趋势可以是线性的或非线性的。
在图8A中示出的是一个一维查表表格的图形表示，特别适合于在达到对从表格111返回的用于执行从固定比例到MODE 1的减挡的程序的换挡置信因数的增量的限制时，实施与图5中示出的查表113相同的操作。输出部件的加速度No_dot是用于引用在表格中的元素的独立变量，该表格包含对CF的增量的限制。最好，该限制是一个绝对限制或值，在从查表111返回的增量超过从查表113返回的限制值的情况下，该限制值本身成为在达到当前循环的CF时使用的增量值。但是，如前面提到的，该限制采取加在从查表111返回的增量上的权或其他衰减因数的形式，滤波或响应修正的形式，或者适当的函数的形式。例如，图8A中表示的线性函数将对相对小的输出部件加速度No_dot119返回相对大的绝对限制值、权或最小衰减，而对相对大的输出部件加速度No_dot 121返回相对小的绝对限制值、权或最大衰减。例如，输出部件加速度No_dot 119可以代表基本为零的加速度，而输出部件加速度No_dot 121可以代表具体车辆的输出部件可能进行连续牵引的最大加速度。加在用于减挡的换挡置信因数上的增量按照输出部件的加速度衰减可以防止不希望的减挡。例如，当由于地形变化而使输出转速从减速变为加速时，即使Ne_des仍然很高，但由于置信因数增量限制，置信因数不会增加。
本发明按照相似的方式对加挡程序进行处理。即，在图5和6中表示的方法适合于与用于从固定比例到MODE 2的加挡的不同的查表111和113一起使用。在加挡的情况下，如果转速差Ni_diff更负(理想输入转速＜实际输入转速)，则一般加挡的合理性更肯定。相似地，如果转速差Ni_diff更加正(理想输入转速＞实际输入转速)，则一般加挡的合理性不肯定。因此，图7B的典型的加挡表格从左到右(Ni_diff从更加正到更负)，按照增加或更加正示出了增量的基本趋势。此外，如果Ni_diff_dot更负，则表示较大的负Ni_diff趋势或者较小的正Ni_diff趋势，因此加挡的合理性一般更肯定。同时，如果Ni_diff_dot更加正，则表示较小的负Ni_diff趋势或者较大的正Ni_diff趋势，因此加挡的合理性一般不肯定。因此，该表格从下到上(Ni_diff_dot从更加正到更负)，按照减小、负增加或正减少，示出了增量的基本趋势。与图7A的减挡表格相同，根据相应的独立变量，CF增量沿着加挡表格7B的两个方向的趋势可以是线性的或非线性的。
图8B与图8A相似，但适合于应用于加挡。图8B是一个一维查表表格的图形表示，特别适合于在达到对从表格111返回的用于执行从固定比例到MODE 2的加挡的程序的换挡置信因数的增量的限制时，实施与图5中示出的查表113相同的操作。输出部件的加速度No_dot是用于引用表格中的元素的独立变量，该表格包含对CF的增量限制。最好，该限制是一个绝对限制，或者，在从查表111返回的增量超过从查表113返回的限制值的情况下，该限制值本身成为在达到当前循环的CF时使用的增量值。但是，如前面提到的，该限制采取加在从查表111返回的增量上的权或衰减因数的形式，滤波或响应修正的形式，或者适当的函数的形式。例如，在图8B中所表示的线性函数将对相对小的输出部件减速度No_dot 123返回相对大的绝对限制值、权或最小衰减，而对相对大的输出部件减速度No_dot 125返回相对小的绝对限制值、权或最大衰减。例如，输出部件减速度No_dot 123可以代表基本为零的加速度，而输出部件减速度No_dot 125可以代表具体车辆的输出部件可能进行连续牵引的最大减速度。加在用于加挡的换挡置信因数上的增量按照输出部件减速度衰减可以防止不希望的加挡。例如，当由于地形变化而使输出转速从加速变为减速时，即使Ne_des仍然很低，但由于置信因数增量限制，置信因数不会增加。
参照图9，示出了对用于减挡的基于代替正常置信因数的换挡确定过程。在当前是固定比例期间，在一定的运行条件下，由于作用在发动机上的从输入到输出的直接机械耦合的作用，可能希望代替正常的换挡程序。例如，车辆下坡或油门很轻的情况可能导致理想发动机转速相对低。但是，足够低的车辆速度会导致不仅发动机转速降低到低于理想发动机转速，而且低于发动机的低怠速调节器的转速，例如，700rpm。换挡置信因数可能不能足够快地积累到引起减挡以避免发动机过载的值，特别是如果在换挡置信因数积累到减挡点之前，理想发动机转速(理想Ni)遵循表格保持低于实际输入转速至少到输入部件转速的连续趋势将引起发动机过载的时刻。如果发动机遇到过载情况，则发动机控制将力图通过增加发动机输出转矩使发动机转速达到低怠速转速进行补偿，这会导致失去对输入转速/转矩的控制，输出转矩扰动以及由于实际输入功率高于命令的功率而引起的电池充电失控。本发明提供了当可能发生发动机过载情况时对规范的换挡置信因数的代替。对于这种情况，进行强迫减挡，以使输入部件转速-也就是发动机转速-增加并且保持高于发动机的低怠速转速。在一定程度上，这是通过在图9中示出的逻辑电路实现的，其中，将输入部件转速与两个独立阈值进行比较。首先，将Ni与经过校准的最小固定比例转速Min_TU，例如750rpm，进行比较。另外，将输入部件转速Ni与减去校准偏差，例如50rpm，的理想发动机转速Ne_des进行比较。当在两次比较中输入部件转速低时，将减挡置信因数设置为较大值，如最大值，无论正常累加器的控制是否提供，该值足以使减挡立即进行。
参照图4A-4C，在从固定比例运行加挡之后的各种运行条件的图示用于说明按照本发明进行的各种换挡禁止标准。在每张图中，用垂直虚线画出了EVT运行的两个区域，并且分别标志为FIXED-RATIO和MODE 2。在图中将置信因数CF表示为轨迹141。与前面的描述一致，在点131，当换挡置信因数CF超过预定阈值CF_thresh127时，发生从固定比例到MODE 2的加挡。
在MODE 2中，轨迹143表示在发动机14与EVT的输入部件12直接耦合情况下的理想输入部件转速Ni_des，也是理想发动机转速Ne_des。因此，对输入部件转速的引用可以与发动机转速互换，反之亦然。轨迹145表示乘以比例的输出部件转速No*GR，也称为同步输入转速。在EVT同步运行的固定比例区域中(即Ni＝No*GR)，轨迹143对应于实际输入部件转速Ni并且基本与乘以比例的输出部件转速的轨迹145相同。但是，在MODE 2区域中，EVT非同步运行，轨迹145与轨迹143之间存在差异。理想输入部件转速Ni_des与同步输入转速No*GR之间的差额在图中被标志为147并且随输出转速No和理想发动机转速Ne_des变化。这个差额与前面针对图5的确定置信因数而进行描述的Ni_diff相同，并且表示对EVT距离同步运行有多远的测量。
在第一种典型情况中，图4A示出了第一种直接与换挡置信因数CF对应的，满足第一换挡禁止标准的情况，获得如在图10中示出的预定阈值电平Inhibit_th。在本例中，置信因数CF已经递减到相对确定的点，例如，由于置信因数CF的趋势和趋势的速率，该点不证明进一步禁止退出MODE 2进入固定比例的转换。由图中可见，在时刻133，轨迹141与禁止阈值Inhibit_th 129相交。因此，如果例如参照前面的同步换挡控制的程序，将允许进行返回固定比例的换挡。
在另一种典型情况中，图4B示出了第一种直接与脱离EVT同步运行对应的，满足第二换挡禁止标准的情况。就是说，在时刻137，理想发动机转速Ne_des 143与同步转速No*GR相差如图10所示的预定量Speed_diff。在本例中，已经判断EVT的运行足够进入MODE 2区域，但还不证明禁止退出MODE 2进入固定比例的换挡。因此，如果例如参照前面的同步换挡控制的程序，将允许进行返回固定比例的换挡。
最后，在另一种典型情况中，图4C示出了第一种直接与从固定比例运行换挡到MODE 2运行经过的时间对应的，满足第三种换挡禁止标准的情况。就是说，在时刻135，测量自过渡到MODE 2经过的时间的计时器Timer超过了如图10所示的经过校准的预定时间阈值Timer_th。在本例中，已经判断EVT的运行在时间上足够远离进入MODE2区域换挡情况，但还不证明禁止退出MODE 2进入固定比例的换挡。因此，如果例如参照前面的同步换挡控制的程序，将允许进行返回固定比例的换挡。
尽管已经参照某些优选实施例对本发明进行了描述，但应该理解，可以在所描述的本发明的概念的精神和范围以内进行许多修改。因此，意图不在于将本发明限制于所披露的实施例，而是本发明具有由下面的权利要求的语言所允许的全部范围。

Claims (14)

1.一种方法，用于减少在包括一个输入部件和一个输出部件、第一和第二离合器以及第一和第二模式的电气变速传动系统退出双离合器固定比例模式之后出现切换循环，所述第一模式的特征在于使第一离合器接合与第二离合器释放同时进行，所述第二模式的特征在于使第一离合器释放与第二离合器接合同时进行，所述双离合器固定比例模式的特征在于使第一和第二离合器同时接合，其中，通过固定比例使传动输入部件在机械上与传动输出部件耦合，该方法包括：
提供预定的理想输入部件转速；
确定使第一和第二离合器两端的滑差基本为零的所述输入部件的同步转速；
使切换置信因数作为a)理想输入部件转速与同步转速之间的差额的函数以及b)理想输入部件转速的变化率与同步转速的变化率之间的差额的函数递增；并且
禁止所述第一和第二离合器同时接合，直到所述切换置信因数达到预定阈值为止。
2.如权利要求1所述的用于减少在退出双离合器固定比例模式之后出现切换循环的方法，其中，禁止所述第一和第二离合器同时接合，直到首先出现a)所述切换置信因数达到预定阈值和b)所述同步转速与所述理想输入部件转速之间的预定差额中的一个为止。
3.如权利要求1所述的用于减少在退出双离合器固定比例模式之后出现切换循环的方法，其中，禁止所述第一和第二离合器同时接合，直到首先出现a)所述切换置信因数达到预定阈值和b)自退出固定比例模式后运行了预定时间中的一个为止。
4.如权利要求1所述的用于减少在退出双离合器固定比例模式之后出现切换循环的方法，其中，禁止所述第一和第二离合器同时接合，直到首先出现a)所述切换置信因数达到预定阈值，b)所述同步转速与所述理想输入部件转速之间的预定差额以及c)自退出固定比例模式后运行了预定时间中的一个为止。
5.如权利要求1所述的用于减少在退出双离合器固定比例模式之后出现切换循环的方法，该方法还包括：
按照输出部件加速度的函数对置信因数的递增进行限制。
6.如权利要求1所述的用于减少在退出双离合器固定比例模式之后出现切换循环的方法，其中，对同步转速的确定包括：
测量输出部件的转速并且将所述输出部件转速乘以所述固定比例。
7.如权利要求1所述的用于减少在退出双离合器固定比例模式之后出现切换循环的方法，其中，所述递增函数是所述理想输入部件转速与所述同步转速之间的差额以及所述理想输入部件转速的变化率与所述同步转速的变化率之间的差额的函数。
8.一种方法，用于在第一和第二模式中的一个模式期间，对电气变速传动系统进行控制，所述传动系统包括一个输入部件和一个输出部件，第一和第二离合器以及第一、第二和固定比例模式，所述第一模式的特征在于使第一离合器接合与第二离合器释放同时进行，所述第二模式的特征在于使第一离合器释放与第二离合器接合同时进行，所述双离合器固定比例模式的特征在于使第一和第二离合器同时接合，其中，通过预定的固定比例使传动输入部件在机械上与传动输出部件耦合，该方法包括：
提供预定的理想输入部件转速；
确定使第一和第二离合器两端的滑差基本为零的所述输入部件的同步转速：并且
按照根据所述理想输入部件转速和所述同步转速确定的成比例的和导数误差量的预定关系，禁止所述第一和第二离合器同时接合。
9.如权利要求8所述的用于电气变速传动系统的方法，其中，所述预定关系包含在依赖于所述比例和导数误差量的值的查表表格中。
10.一种方法，用于对退出第一和第二模式中的一个模式的切换进行控制，所述传动系统包括一个输入部件和一个输出部件，第一和第二离合器，所述第一模式的特征在于使第一离合器接合与第二离合器释放同时进行，所述第二模式的特征在于使第一离合器释放与第二离合器接合同时进行，并且所述同步运行的特征在于经过第一和第二离合器的滑差实际为零，该方法包括：
计算置信因数，该置信因数指示在所述第一和第二模式中的一个模式运行的合理性；
确定退出正在运行的模式的时间；并且
按照切换置信因数禁止退出正在运行的模式的切换。
11.如权利要求10所述的用于对退出第一和第二模式中的一个模式的切换进行控制的方法，其中，禁止所述退出正在运行的模式的切换，直到所述切换置信因数或断开同步运行的预定电平允许为止。
12.如权利要求10所述的用于对退出第一和第二模式中的一个模式的切换进行控制的方法，其中，禁止所述退出正在运行的模式的切换，直到所述切换置信因数、断开同步运行的预定电平或者在正在运行的模式起作用之后经过了预定时间允许为止。
13.如权利要求10所述的用于对退出第一和第二模式中的一个模式的切换进行控制的方法，其中，所述置信因数包括：a)理想输入部件转速与出现同步运行时输入部件的同步转速之间的差额的函数；以及b)理想输入部件转速的变化率与同步转速的变化类别之间的差额的函数。
14.如权利要求13所述的用于对退出第一和第二模式中的一个模式的切换进行控制的方法，其中，所述置信因数还包括输出部件转速的时间变化率的函数。
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DE102005006148A1 (de) 2005-09-01

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