CN101219662B - 用于优化和控制混合动力系的控制结构 - Google Patents

用于优化和控制混合动力系的控制结构 Download PDF

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CN101219662B
CN101219662B CN2007103051306A CN200710305130A CN101219662B CN 101219662 B CN101219662 B CN 101219662B CN 2007103051306 A CN2007103051306 A CN 2007103051306A CN 200710305130 A CN200710305130 A CN 200710305130A CN 101219662 B CN101219662 B CN 101219662B
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driving device
torque
range state
motor
coding
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CN101219662A (zh
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A·H·希普
W·R·考索恩
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • 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
    • B60K6/36—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
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    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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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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    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
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    • 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
    • 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
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/93—Conjoint control of different elements

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Abstract

本发明提供一种动力系的控制***，包括电动机械传动装置，该传动装置可以选择地以固定档位模式和连续变化模式操作。控制***依照下面顺序依次执行。选择优选操作范围状态。为实现优选操作范围状态，有选择地执行传动装置变速以及发动机启动/停机操作。确定来自于内燃机的输入扭矩。确定第一和第二电机的指令输出扭矩。

Description

用于优化和控制混合动力系的控制结构
技术领域
本发明一般涉及采用电动机械传动装置的动力系控制***的控制***。
背景技术
动力系结构包括产生扭矩的装置，包括内燃机和电机，该装置通过传动装置把扭矩传输到车辆的动力传动装置。传动装置包括双模式、结合分离、电动机械传动装置，该装置利用典型为内燃机的从原动力源接收动力扭矩的输入部分，和一个从传动装置到车辆动力系传递动力扭矩的输出部分。连接到电动能量存储装置的电机，包括可操作产生动力扭矩输入到传动装置的马达/发电机，它与内燃机的扭矩输入是不相关的。电机进一步可以通过车辆动力系把车辆动能转换成潜在的电能，存储在电能存储装置中。控制***监控来自车辆和操作者的各种输入信号并且提供动力系的操作控制，包括控制传动装置变速，控制产生扭矩的装置，以及调整在电能存储和电机之间的电能转换。
电动机械传动装置的实施例有选择为以固定档位模式和以通过扭矩分配离合器作用的连续变化模式操作，通常把液压回路作用到离合器作用机构。当传动装置输出部分速度与来自发动机输入部分速度的比值为定值时，固定档位模式出现，通常由于一个或多个扭矩分配离合器的作用。当传动装置输出部分速度与一个或多个电机操作速度的比值变化时，连续变化模式出现。电机通过离合器的作用连接到输出轴，或者直接连接。通常通过液压回路影响离合器执行和撤销。
为有效地控制动力系操作，实施带有电动机械传动装置的动力***工程师的任务是实现对监控***的有效监控以及对各种***和执行机构操作的控制。这样的***在下文描述。
发明内容
依据本发明的实施例，提供一种控制动力系的方法。动力系包括内燃机和第一、第二电机以及电动机械传动装置，所述电动机械传动装置在多个操作范围状态之一有选择地操作，以传递它们之间的扭矩。该方法依次包括下面的步骤。首先，选择优选操作范围状态。然后，为实现优选操作范围状态，有选择地执行传动装置变速以及发动机启动/停机操作。然后，确定来自于内燃机的输入扭矩和实际操作范围状态。确定第一和第二电机的指令马达扭矩。
阅读和理解接下来的实施例的详细内容后，对本领域的技术人员而言本发明的内容将显而易见。
附图说明
本发明包括一些部件以及部件的布置，在本发明的实施例以及附图中详细描述，其中：
图1是本发明的动力系的实施例原理图；
图2是本发明的控制***和动力系实施例的原理图；
图3是本发明的图形描述；
图4是本发明的参数流程图。
具体实施方式
现在，参照附图描述本发明，但不仅仅限于附图所示，图1和图2描述了包括发动机14、传动装置10、控制***以及按照本发明实施例中构建的动力系的***。
在专利US 6953409中详细披露了示例性的传动装置10的机械方面，该专利题目为“双模式、结合分离、具有四个固定比的混合电动机械传动装置”，本发明参考该文献。包含在本发明中的双模式、结合分离、电动机械混合传动装置的实施例如图1所示，图中用数字10表示。传动装置10包括具有输入速度NI的输入轴12，传动装置优选由内燃机14驱动。内燃机14包括具有特征速度NE的曲轴，该曲轴在操作中与传动装置输入轴12相连。当离合器(未示出)操作连接发动机和传动装置时，发动机速度NE和输出扭矩TE可能与传动装置输入速度NI和输入扭矩TI不同。
传动装置10利用三个行星齿轮组24、26和28，以及四个扭矩传动装置，即，C1 70、C2 62、C3 73和C4 75。电子液压控制***42优选地由传动装置控制模块17控制，用于控制离合器的动作。离合器C2和C4优选包括液压致动旋转摩擦离合器。离合器C1和C3优选包括连接在传动装置外壳68上的液压致动静态装置。
三个行星齿轮组24、26和28各自包括简单的行星齿轮组。而且，第一和第二行星齿轮组24、26结合在一起，第一行星齿轮组24的内部与第二行星齿轮组26的外部相啮合，而且与包含图中示为MG-A的马达/发电机56的第一电机连接。
行星齿轮组24和26进一步结合在一起，第一行星齿轮组24的支架36通过轴60与第二行星齿轮组26的支架44相连。这样，第一和第二行星齿轮组24和26各自的支架36和44连接在一起。轴60也有选择地通过离合器C2 62与第三行星齿轮组28的支架52相连接。第三行星齿轮组28的支架52与具有输出速度NO的传动装置输出部分64直接相连。第二行星齿轮组26的内部齿轮通过围绕轴60的套轴66与第三行星齿轮组28的内部齿轮相连，并且与包括图中示为MG-B的马达/发电机72的第二电机相连。
所有的行星齿轮组24、26和28以及MG-A 56和MG-B 72围绕轴向布置的轴60同轴布置。MG-A和MG-B都是环向构造，允许它们围绕三个行星齿轮组24、26和28，这样行星齿轮组24、26和28就可以布置在MG-A和MG-B的径向内侧。传动装置输出部分64可操作地连接到车辆动力系90，以便提供动力输出扭矩TO驱动车轮。每个离合器优选液压控制，通过电子液压控制回路42从泵接受液压流体，下面有详细描述。
传动装置10从包括发动机14、MG-A 56和MG-B 72的扭矩产生装置接收输入扭矩，扭矩分别表示为TI、TA以及TB，结果实现了从燃料或者存储在电能存储装置(ESD)74中的电能的能量转换。ESD 74通常包括一个或者多个电池。可以存储和分配电能的其它的电能和电化学能存储装置也可以用于替代本发明中的电池，而没有改变本发明的定义。ESD 74优选的尺寸取决于以下因素：发电需要、与典型道路坡度和温度相关的应用、例如排放、功率助推和电动范围的推动力需求。ESD 74通过DC传送导体27与TPIM 19高压DC-耦合。TPIM 19是稍后将在图2中描述的控制***的一部分。TPIM 19通过传送导体29从MG-A 56传送电能，而且，TPIM 19通过传送导体31从MG-B 72传送电能。按照ESD 74充电或放电，确定电流流入和流出ESD 74。TPIM 19包括成对的功率变换器和各自马达控制模块，构造成接收马达控制指令，并从中控制变换器状态，以便提供马达驱动或者发电功能。
在电动回转控制时，各自的变换器从DC传输线接收电流，通过传送导体29和31提供AC电流到各自的电机，即MG-A和MG-B。在发电控制时，各自的变换器通过传送导体29和31从电机接收AC电流，并将电流传送到DC线27。来往于变换器的净DC电流确定电能存储装置74的充电或者放电模式。优选地，MG-A 56和MG-B 72是三相AC电机，这些电机的转子在定子内转动，定子安装在传动装置的外壳上。变换器包括公知的互补三相功率电子装置。
现在参考图2，该图为控制***的示意方框图，包括分配控制模块结构。下文中描述的部分包括整个车辆控制结构的子***，为所描述的动力系提供控制坐标***。控制***可以操作以合成相关的信息和输入，并且执行算法以控制各种执行器以便实现控制目的，包括例如燃油经济性、排放、性能、驱动能力以及包括ESD 74电池、MG-A和MG-B 56、72的硬件保护的各种参数。分配控制模块结构包括发动机控制模块(ECM)23、传动装置控制模块(TCM)17、电池组控制模块(BPCM)21以及传动装置功率转换模块(TPIM)19。混合控制模块(HCP)5提供上述控制模块的上位控制以及协调。通过车辆操作员控制或直接操作动力系，用户界面(UI)13与大多数设备可操作地相连，所述动力系包括通过扭矩输出指令的传动装置10。例如车辆操作员对UI 13的输入包括加速踏板、制动踏板、传动装置档位选择器以及车辆速度导航控制。上述的每个控制模块通过局域网络(LAN)总线6与其它的控制模块、感测器、执行元件通讯。LAN总线6允许在各种不同控制模块之间用控制参数和指令进行通讯。具体的通讯协议是具体的应用。LAN总线和适当的协议在上述控制模块之间提供稳定可靠的信息和多控制模块接口，其它控制模块提供例如解除制动、牵引控制以及车辆稳定性方面的功能。
HCP 5提供混合动力系的上位控制，用于ECM 23、TCM 17、TPIM 19以及BPCM 21的协调操作。根据来自UI 13以及包括电池组的动力系的各种输入信号，HCP 5产生各种指令，包括：输出到动力系90的操作员扭矩需求(TO_REQ)，来自发动机的输入扭矩TI，传动装置10的N个扭矩分配离合器C1、C2、C3、C4的离合器扭矩(TCL_N)；以及MG-A和MG-B的马达输入扭矩TA和TB。TCM 17可操作地连接到电子液压控制回路42中，包括监测各种压力感测器设备(未示出)以及为各种电磁线圈提供控制压力开关和控制阀而产生执行控制信号。
ECM 23可操作地连接到发动机14上，以便从各种感测器得到数据以及控制各自的各种执行器，发动机14所有的线路在图中用集成线35表示。ECM 23从HCP5接收发动机扭矩指令，并且产生所希望得到的轴扭矩，以及指示传动装置实际的输入扭矩TI，它与HCP 5进行通讯。为了简化，只示出了ECM 23通过集成线35与发动机14有双向的接口。可以通过ECM 23感测到的其它参数包括：发动机冷却液温度、发动机输入速度NE、传递到轴12的转换成传动装置输入速度NI、歧管压力、环境气温以及环境压力。可以由ECM 23控制的各种执行器包括燃油喷射器、点火模块以及节流控制模块。
TCM 17可操作地连接到传动装置10上，以便于从各种感测器得到数据以及给传动装置提供指令信号。从TCM 17到HCP 5的输入包括估计N个离合器C1、C2、C3和C4的离合器扭矩(TCL_EST_N)，以及输出轴64的速度NO。其它出于控制目的执行器和感测器用于从TCM提供额外的信息到HCP。TCM17检测压力开关的输入信号并且有选择地驱动压力控制电磁铁和变速机构的电磁铁，驱动各个离合器以便实现下文的各个传动装置操作模式。
BPCM 21与一个或者多个感测器相连，以监测ESD 74的电流和电压参数，以便把电池的状态信息提供给HCP 5。这些信息包括电池的充电状态、电池电压以及电池的可用功率。
TPIM 19包括以前提到的功率变换器以及用于接收马达控制指令和控制变换器状态的马达控制模块，提供马达的驱动或者发电功能。通过UI 13和***操作参数由操作员驱动，根据来自HCP 5的输入，TPIM 19可操作地产生用于MG-A 56和MG-B 72的马达扭矩指令TA和TB。MG-A和MG-B的马达扭矩指令由包括TPIM 19的控制***利用来控制MG-A和MG-B。MG-A和MG-B的各个马达速度信号由TPIM 19从马达相序信息或者传统的速度感测器获得。TPIM 19确定并且与HCP 5通讯马达的速度。电能储存装置74通过DC线27与TPIM 19高压DC-耦合。按照ESD 74是否充电或者放电，将电流到TPIM 19，或从TPIM 19传送电流。
上述每个控制模块优选是通用数字计算机，通常包括微处理器或者中央处理单元，存储介质包括只读存储器(ROM)、随机存储器(RAM)、电气的可编程只读存储器(EPROM)、高速时钟、模拟到数字(A/D)和数字到模拟(D/A)电路、输入/输出电路和设备(I/O)以及合适的信号调节和缓存电路。每个控制模块有一套控制算法，该控制算法包括存储在ROM中并被执行以便提供计算机的各种功能的固定程序指令和校准。在不同计算机之间信息的传递优选通过上述的LAN 6实现。
每个控制模块中的用于控制和状态估计的算法通常以预先设置的循环周期执行，使得每个算法在每个循环中至少执行一次。存储在非易失性存储器中的算法通过中央处理单元执行，该控制算法用于检测来自感测器设备的输入信号，执行控制和诊断程序，以便用预先设置好的校准来控制各个设备的操作。在正在操作的发动机和车辆操作过程中，循环周期通常以规则间隔执行，例如3.125、6.25、12.5、25和100毫秒。作为替换，可以执行算法以响应事件的发生。
如下面的图1和表1描述那样，双模式、结合分离、电动机械传输装置实施例在多个操作范围状态操作，包括固定档位操作模式以及随着发动机启动和停机的连续变换模式。
表1
  操作范围状态   被驱动的离合器
  模式I-发动机停机(M1_Eng_Off)模式I-发动机启动(M1_Eng_On)固定比率1(GR1)固定比率2(GR2)模式II-发动机停机(M2_Eng_Off)模式II-发动机启动(M2_Eng_Off)固定比率3(GR3)固定比率4(GR4)   C1 70C1 70C1 70  C4 75C1 70  C2 62C2 62C2 62C2 62  CA 75C2 62  C3 73
表中描述的各种操作范围状态表明，每个操作范围状态中C1、C2、C3和C4中的哪个离合器正在使用或者被驱动。另外，在各个传动装置操作范围状态中，MG-A和MG-B各自可以作为马达产生运动扭矩，或者也可以作为发电机产生电能。为使第三行星齿轮组28外部齿轮“接地”，当离合器C1 70动作时就选择第一个操作模式，也就是模式I。发动机14可以是启动或者停机。为使轴60连接第三行星齿轮组28到支架，当离合器C1 70释放同时离合器C262动作时，选择第二个操作模式，也就是模式II。同样，发动机14可以是启动或者停机。为描述方便，在发动机输入速度NE等于每分钟零转(RPM)时，也就是发动机主轴不转时，定义发动机停机。当电机56、72作为马达和发电机操作时，在本发明范围以外的影响将不在本文讨论。
如图2所示，控制***可以操作，以便在每个操作范围内提供轴64的从相对低到相对高的传动装置输出速度范围。在每个范围状态，从低到高的输出速度范围的双模式相结合使得传动装置10驱动车辆从静态到高速操作，并且满足上述的各种需求。另外，控制***协调传动装置10的操作，以便允许在两种模式之间同步转换。
第一和第二操作模式指的是如下情况，其中传动装置功能通过一个离合器控制，即离合器C1 62或者C2 70，以及通过电机56和72控制的速度和扭矩控制，这可以认为是连续变化传动模式。在下文描述操作的某一范围，应用附加的离合器来实现固定的齿轮比。这个附加的离合器可以是上面表中所示的C373或者C4 75。
当采用附加的离合器时，可以实现传动装置的输入-输出速度的固定比率操作，也就是NI/NO。机器MG-A 56和MG-B 72的旋转取决于由离合器限定机构内部旋转，而且正比于测量的轴12输入速度。机器MG-A和MG-B起到马达或者发电机的功能。对功率输出而言，它们完全独立于发动机，可以都是马达或者都是发电机，或者它们的任意组合。例如，在来自于轴64处的传动装置的动力功率输出可以由发动机的功率以及由MG-A和MG-B的功率提供的固定比率GR1的操作过程中，可以通过传递来自于ESD 74的电功率经由行星齿轮组28实现。
参照图3，传动装置的各种操作模式被描述为图1和图2所示的示例性动力系控制***的传动装置输出速度NO和输入速度NI的函数。固定比例操作被描述为每个特定齿轮比率的单独线，即GR1、GR2、GR3、GR4，如表1描述那样。连续变化模式操作被表示为每个模式I和模式II的操作范围。通过开通或关闭特定的离合器，使传动装置操作状态在固定比率操作和连续变化模式操作之间转换。根据各种准则、运用算法、通过控制***执行的校验，控制***有效地确定一个特定的传动装置操作模式，但它不在本发明范围之内。传动装置操作范围状态的选择主要取决于操作员的扭矩需求TO_REQ，以及满足操作员扭矩需求的动力系的性能。
参照表1和图3，低范围操作状态包括离合器C2、C1和C4的有选择制动，可以以连续变化模式I以及固定档位GR1、GR2和GR3的任何一种模式操作。高范围操作状态包括离合器C2、C3和C4的选择制动，可以以连续变化模式II以及固定档位GR3和GR4的任何一种模式操作。应该指出的是模式I和II的连续变化操作模式可以有交叉。
为响应由UI 13捕获的操作者动作，管理HCP控制模块5以及一个或者多个其它控制模块确定轴64的操作者扭矩需求TO_REQ。传动装置10选择的操作部件被适当控制和操作，以便响应操作者的指令。例如，在图1和2所示的实施例中，当操作者选择了向前驱动并且操作了加速踏板或者制动踏板，HCP 5确定影响车辆加速或者减速的方式和时刻的输出扭矩。
车辆最终加速度受到其它因素的影响，例如包括道路负载、道路坡度、车辆重量等。根据动力系的各种操作特征参数，针对示例性传动装置，确定操作模式。这包括操作员对扭矩的需求，通常如上所述通过输入到UI 13进行通讯。另外，输出扭矩的需求根据包括例如道路坡度、道路表面条件或者风力载荷等外在条件来预测。可以根据通过控制模块指令造成的动力系扭矩指令来断定操作模式，以电能产生模式或者扭矩产生模式操作电机。可以通过优化算法或者正常操作确定操作模式，确定根据操作员对功率、电池充电状态以及发动机14和MG-A 56和MG-B 72的能量效率的需求的优化***效率。控制***管理来自发动机14、MG-A 56和MG-B72的扭矩输入，根据优化操作执行结果，并且，为提高燃油经济性和管理电池充电优化了***效率。另外，可以根据元件或者***中的故障来确定操作。HCP 5监控扭矩产生设备的参数状态，并且确定为达到希望的扭矩输出的传动装置输出，如下文所述。在HCP 5的指示下，为满足操作员的指令，传动装置10以从低速到高速的输出速度范围操作。
如图4，描述图1、2和3的示例性动力系的优选操作方法，该方法依次包括下面的步骤。
首先，在策略控制方面(块110)，优选或者理想操作范围状态(Op_RangeDES)主要取决于轴64的输出速度NO和操作员的扭矩需求TO_REQ来选择。选择的优选操作范围状态包括传动实施例表1描述的传动装置操作模式中的一种，包括固定档位模式GR1、GR2、GR3和GR4以及连续变化模式I和II，这些是与发动机14的启动或者停机也就是不转动的指令相关。另外，当要求以模式I或者II操作时，就确定了优选或者理想输入速度。在每100ms和25ms循环周期中，策略控制优选通过HCP 5来执行。策略控制的输出包括优选的或者理想的操作范围状态(Op_RangeDES)和理想输入速度(NI_DES)，这些是变速执行控制模块120的输入。
变速执行控制模块(块120)优选通过HCP 5执行，为了实现在块110中优选操作范围状态(Op_RangeDES)，选择执行变速和选择执行发动机启动/停机操作。这包括HCP确定并且与大多数离合器扭矩指令TCL_N通讯，连到TCM 17的任一个扭矩分配离合器C1、C2、C3和C4根据优选操作范围状态，激活选择的扭矩分配离合器，并且使其它选择的扭矩分配离合器无效。HCP也确定并且输出传动装置10的实际操作范围状态(Op_Range)，由于实施时间和其它原因，这可能不同于期望的操作范围。依据理想操作范围状态(Op_RangeDES)，HCP执行指令使内燃机14启动或者停止转动。为了得到理想输入速度NI_DES，这包括HCP通讯大多数发动机指令以便有效控制和管理理想操作模式下气流、燃油以及点火能量和时机(对火花点火发动机)。变速执行模块120的输出包括输入速度NI_PROF，它优选包括下一个循环周期的目标输入速度的标量参数值，根据发动机操作指令，以及操作员的扭矩需求TO_REQ。变速执行控制模块(块120)优选在每25ms循环周期通过HCP 5执行。
然后，优选通过HCP，并且优选在25ms循环周期内，执行策略控制模块(块130)，以确定来自于内燃机的输入扭矩指令TI_CMD。策略控制模块的输入优选包括传动装置输出速度NO，输入速度NI，操作者扭矩需求TO_REQ以及由模块120确定的传动实际操作范围状态(Op_Range)。来自于内燃机的输入扭矩指令TI_CMD由HCP到ECM 14的通讯而执行。来自内燃机的控制输入扭矩包括控制发动机的操作，对一个优选的操作而言，为实现输入扭矩TI并且不妨碍其它操作条件和要求，包括相关的驱动能力、燃油经济性以及排放。
然后，在马达扭矩确定模块(块140)中，确定第一和第二电机的指令输出扭矩TA_CMD和TB_CMD。根据输入速度NI以及目标输入速度NI_PROF、来自ECM的当前输入扭矩TI、操作员扭矩需求TO_REQ、当前的操作范围状态、由TCM估计的选择执行的扭矩传递分配离合器传动的扭矩TCL_EST_N，确定第一和第二电机的指令输出扭矩。第一和第二电机的指令输出扭矩TA_CMD和TB_CMD根据电机输出扭矩允许的输出范围而确定，也根据其它的操作特征，包括例如电池或者***电压。指令输出扭矩TA_CMD和TB_CMD包括考虑动力扭矩产生或者电动能量产生。第一和第二电机的指令输出扭矩由HCP每12.5ms循环周期确定，并且从HCP到TPIM 27进行通讯。
在此描述的步骤执行次序包括根据操作条件来确定优选操作范围状态。驱动离合器以及发动机启动/停机操作需要花费250到500毫秒的耗费时间。指令和执行发动机的输入扭矩变化需要50-100毫秒的耗费时间。指令和执行电马达的输出扭矩变化需要小于50毫秒的耗费时间。这种策略实现了控制输出扭矩TO的快速转变，以便响应操作员扭矩需求TO_REQ，考虑到并且补偿动力系的各种驱动器和扭矩产生设备的响应时间范围。这种策略还考虑到这些需求，提供扭矩衰减到传动最小允许值。每个步骤依据上述设置的顺序实施，另外的实时参数反馈数据被用于计算来自变速机构120、策略控制130以及马达扭矩确定140的输出。这提供了更准确的马达扭矩指令确定，使***的操作和资源能量的利用更加有效，更平稳以及低振动操作。
允许在本发明范围内作出修改。以上的描述是参照本发明优选的实施例而叙述的。在阅读和理解本发明的详细说明后，进一步的修改和替换是可以发生的。因此，所有的修改和替换都属于本发明的保护范围。

Claims (21)

1.一种控制动力系的方法，动力系包括内燃机和第一、第二电机以及电动机械传动装置，所述电动机械传动装置在多个操作范围状态之一中有选择地操作，以传递它们之间的扭矩，该方法依次包括下面的步骤：
首先，选择优选操作范围状态；然后，
为实现优选操作范围状态，有选择地执行传动装置变速以及发动机启动/停机的操作；然后，
确定来自于内燃机的输入扭矩和实际操作范围状态；然后，
确定第一和第二电机的指令马达扭矩。
2.如权利要求1所述的方法，其特征在于，操作范围状态包括传动装置在两种连续变化模式之一中操作。
3.如权利要求2所述的方法，其特征在于，操作范围状态还包括传动装置在四个固定档位模式之一中操作。
4.如权利要求3所述的方法，其特征在于，传动装置在两种连续变化模式和四个固定档位模式之一中有选择地操作，包括有选择地驱动多个扭矩分配离合器。
5.如权利要求3所述的方法，其特征在于，操作范围状态还包括以两种连续变化模式的每种模式在动力系操作过程中的内燃机启动和停机的一种。
6.如权利要求5所述的方法，其特征在于，处于停机状态的内燃机包括发动机曲轴转动基本停止。
7.如权利要求1所述的方法，其特征在于，根据传动装置的输出以及操作者的扭矩需求来选择优选操作范围状态。
8.如权利要求1所述的方法，其特征在于，为实现优选操作范围状态，有选择地执行变速以及发动机启动/停机操作包括根据优选操作范围状态和来自于发动机的理想输入速度来驱动选择的扭矩分配离合器以及停止其它选择的扭矩分配离合器。
9.如权利要求8所述的方法，其特征在于，还包括根据理想操作范围状态以及来自于发动机的理想输入速度来确定目标输入速度。
10.如权利要求1所述的方法，其特征在于，根据传动装置输出速度、传动装置输入速度、操作者扭矩需求以及传动装置当前操作范围状态来确定来自于内燃机的输入扭矩。
11.如权利要求10所述的方法，其特征在于，为实现输入扭矩，控制来自于内燃机的输入扭矩包括将发动机的操作控制在优选负载操作点。
12.如权利要求1所述的方法，其特征在于，根据传动装置输入速度、目标输入速度、输入扭矩、操作者扭矩需求、当前操作范围状态以及有选择地驱动扭矩分配离合器传递的扭矩来确定第一和第二电机的指令输出扭矩。
13.一种控制来自于动力系的扭矩输出的方法，动力系包括内燃机和第一、第二电机以及电动机械传动装置，所述电动机械传动装置有选择地在多个操作范围状态之一操作，以传递它们之间的扭矩，该方法依次包括下面的步骤：
首先，选择优选操作范围状态；然后，
确定实际的操作范围状态；然后，
确定来自于内燃机的实际输入扭矩，并且估计通过有选择地驱动离合器而传递的扭矩；以及，然后，
确定第一和第二电机的马达扭矩指令。
14.如权利要求13所述的方法，其特征在于，用于第一和第二电机之一的被确定的马达扭矩指令包括发电扭矩指令。
15.如权利要求13所述的方法，其特征在于，用于第一和第二电机之一的被确定的马达扭矩指令包括运动扭矩指令。
16.一种制造物品，包括存储介质，存储介质具有在其中编码的计算机程序，以实施控制动力系的方法，动力系包括内燃机和第一、第二电机，以及电动机械传动装置，所述电动机械传动装置有选择地在多个操作范围状态之一操作，以传递它们之间的扭矩，该程序依次包括下面的步骤：
首先，编码来选择优选操作范围状态；然后，
为实现优选操作范围状态，编码来有选择地进行变速以及发动机启动/停机操作；然后，
编码来确定来自于内燃机的输入扭矩和实际操作范围状态；然后，
编码来确定第一和第二电机的指令马达扭矩。
17.一种混合动力系的控制***，包括：
分配控制模块结构，包括可操作地连接到动力系的内燃机、电动机械传动装置以及有选择地在操作范围状态下操作的第一和第二电机上的多个通过信号连接的控制模块；
控制***适用于执行一些算法，实施下面的步骤，该算法包括：
首先，编码来选择优选操作范围状态；然后，
为实现优选操作范围状态，编码来有选择地执行传动装置变速以及发动机启动/停机操作；然后，
编码来确定来自于内燃机的输入扭矩和实际操作范围状态；然后，
编码来确定第一和第二电机的指令马达扭矩。
18.如权利要求17所述的控制***，其特征在于，编码来选择优选操作范围状态包括编码来选择两个连续变化模式和四个固定档位模式中的一种。
19.如权利要求18所述的控制***，其特征在于，优选操作范围状态还包括在两个连续变化模式的每个模式中的动力系操作期间内燃机的启动/停机。
20.如权利要求17所述的控制***，其特征在于，编码来确定实际操作范围状态包括编码来确定当前驱动哪个扭矩分配离合器。
21.如权利要求20所述的控制***，其特征在于，编码来确定第一和第二电机的指令马达扭矩取决于传动装置输入速度、目标输入速度、输入扭矩、操作者扭矩需求、传动装置的实际操作范围状态以及有选择地驱动扭矩分配离合器传递的扭矩。
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