CN101450666A - 对混合动力系***的动力输出转矩进行限制的方法和设备 - Google Patents

对混合动力系***的动力输出转矩进行限制的方法和设备 Download PDF

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CN101450666A
CN101450666A CNA2008101911641A CN200810191164A CN101450666A CN 101450666 A CN101450666 A CN 101450666A CN A2008101911641 A CNA2008101911641 A CN A2008101911641A CN 200810191164 A CN200810191164 A CN 200810191164A CN 101450666 A CN101450666 A CN 101450666A
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torque
engine
input
range
output torque
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A·H·希普
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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Abstract

本发明涉及一种对混合动力系***的动力输出转矩进行限制的方法和设备，该混合动力系***包括混合动力变速装置，混合动力变速装置在多个运行范围状态之一下运行以在输入构件、转矩机器和输出构件之间传输功率。转矩机器连接到能量存储装置。运行动力系***的方法包括：确定输入构件的输入运行点的允许范围；确定转矩机器的马达转矩的范围；确定能量存储装置的可用功率范围；在输入运行点的允许范围内选取待选输入运行点；和在待选运行范围状态下为待选发动机运行点确定可传输至输出构件的最大可获得输出转矩和最小可获得输出转矩，待选发动机运行点处于转矩机器的马达转矩范围内以及能量存储装置的可用功率范围内。

Description

对混合动力系***的动力输出转矩进行限制的方法和设备
相关申请的交叉引用
本申请要求申请日为2007年11月5日的美国临时申请No.60/985,369的优先权，其内容在此引入作为参考。
技术领域
本发明涉及一种混合动力系***的控制***。
背景技术
本部分仅仅为当前公开的内容提供背景信息，并不构成现有技术。
已知的动力系结构可包括多个转矩产生装置，这多个转矩产生装置包括内燃机和例如电机等非内燃机，其将转矩通过变速装置传输给输出构件。一种示例的混合动力系包括双模式、复合分解式的电动-机械变速器和输出构件，其中变速器利用输入构件从原动机功率源接收牵引转矩，其中原动机优选为内燃机。输出构件可以可操作地连接到机动车辆的传动系上以向那里传输牵引转矩。电机独立于从内燃机输入的转矩为变速器产生转矩输入，其中电机既可以作为电动机也可以作为发电机运行。电机可以将车辆动能转化为可存储在电能存储装置中的电能，其中动能通过车辆传动系传输。控制***监测来自车辆和驾驶员的各种输入并为混合动力系提供可操作的控制，包括控制变速器的运行状态和变速，控制转矩机器，并且对电能存储装置和该机器之间的功率互换进行调节以管理包括转矩和旋转速度在内的变速器输出。
发明内容
动力系***包括混合动力变速装置，该混合动力变速装置在多个运行范围状态之一下运行以在输入构件、转矩机器和输出构件之间传输功率。转矩机器与能量存储装置相连。运行该动力系***的方法包括：确定输入构件的输入运行点的允许范围，确定转矩机器的马达转矩的范围，确定能量存储装置的可用功率范围，在输入运行点的允许范围内选取待选输入运行点，以及，在待选运行范围状态下为待选发动机运行点确定可传输至输出构件的最大可获得输出转矩和最小可获得输出转矩，所述待选发动机运行点处于转矩机器的马达转矩范围内以及能量存储装置的可用功率范围内。
附图说明
现在将参照附图通过举例来描述一个或多个实施例，其中：
图1是根据本发明的示例性混合动力系的示意图；
图2是根据本发明的用于控制***和混合动力系的示例性结构的示意图；
图3和图4是根据本发明的控制方案的示意流程图；
图5是根据本发明的图表；和
图6是根据本发明的控制方案的示意流程图。
具体实施方式
现在来看附图，其中所示对象仅仅为了描述某些示例性实施例，并不用于限制这些实施例。图1和图2表示示例性混合动力系。根据本发明的示例性混合动力系在图1中示出，包括双模式、复合-分解式电动-机械混合动力变速器10，变速器10可操作地连接到发动机14以及转矩产生机器(包括第一和第二电机(‘MG-A’)56和(’MG-B’)72)。发动机14、第一和第二电机56和72每一个都产生可以传输给变速器10的机械功率。由发动机14、第一和第二电机56和72产生并传输给变速器10的功率以输入转矩和马达转矩以及速度的形式描述，所述转矩分别称为TI、TA和TB，而速度则分别称为NI、NA和NB。
示例的发动机14包括可在多种状态下选择性地运行来通过输入构件12向变速器10传输转矩的多缸内燃机，并且既可以是电火花点火发动机，也可以是压燃发动机。发动机14包括可操作地连接到变速器10的输入构件12的曲轴(未示出)。转速传感器11监测输入构件12的转速。包括转速和输入转矩的发动机14的功率输出可与变速器10的输入速度NI和输入转矩TI不同，这是由发动机14和变速器10之间的输入构件12上安置了转矩消耗组件引起的，例如液压泵(未示出)和/或转矩管理装置(未示出)。
示例性变速器10包括三个行星齿轮组24、26和28，以及四个可选择性地接合的转矩传输装置，即离合器C1 70、C2 62、C3 73和C4 75。在这里所述的离合器指任何类型的摩擦转矩传输装置，包括例如单一或复合盘式离合器或组件，带式离合器和制动器。优选由变速器控制模块(此后称为TCM)17控制的液压控制回路42可操作地控制离合器的状态。离合器C2 62和C4 75优选包括应用液压的旋转摩擦离合器。离合器C1 70和C3 73优选包括液压控制的固定装置，所述固定装置可以选择性地接地(ground)到变速器壳68。离合器C1 70、C2 62、C3 73和C4 75的每一个均优选被施加液压，并选择性地通过液压控制回路42接收加压液压流体。
第一和第二电机56和72优选包括三相交流机，每个三相交流机包括定子(未示出)和转子(未示出)以及相应的旋转变压器80和82。每一电机的马达定子被接地到变速器壳68的外部，并且包括定子铁芯，该定子铁芯具有从其延伸的缠绕电绕组。第一电机56的转子被支撑在毂衬齿轮上，毂衬齿轮通过第二行星齿轮组26可操作地装接到轴60。第二电机72的转子固定连接到管套轴毂66。
每个旋转变压器80和82都优选包括可变磁阻装置，可变磁阻装置包括旋转变压器定子(未示出)和旋转变压器转子(未示出)。旋转变压器80和82被适当地定位并装配在第一和第二电机56和72中相应的一个上。相应旋转变压器80和82的定子被可操作地连接到第一和第二电机56和72中的相应定子。旋转变压器转子可操作地连接到对应的第一和第二电机56和72的转子。每一旋转变压器80和82以信号传递的方式可操作地连接到变速器功率变换器控制模块(以后称为TPIM)19，并且每一个都感测并监控旋转变压器转子相对于旋转变压器定子的旋转位置，从而监控第一和第二电机56和72的相应一个的旋转位置。此外，来自旋转变压器80和82的信号输出被解译以提供第一和第二电机56和72的旋转速度，即分别为NA和NB。
变速器10包括输出构件64，例如可操作地连接到车辆(未示出)的传动系90的轴，从而为传动系90提供传输给车辆车轮93的输出功率，其中一个车轮在图1中示出。输出构件64的输出功率的特征在于输出转速NO和输出转矩TO。变速器输出速度传感器84监控输出构件64的旋转速度和旋转方向。车辆车轮93中的每一个都优选装配有适于监控轮速的传感器94，传感器的输出由图2中描述的分布式控制模块***中的控制模块监控，从而确定车速以及用于制动控制、牵引控制和车辆加速管理的绝对和相对轮速。
来自发动机14的输入转矩和第一、第二电机56和72的马达转矩(分别是T1、TA和TB)作为由燃油或电能存储装置(此后称为ESD)74中存储的电能进行能量转化的结果而产生。ESD74通过直流传输导体27高电压直流连接到TPIM19。传输导体27包括接触器开关38。当接触器开关38被闭合的时候，在正常运行情况下，电流可以在ESD74和TPIM19之间流动。当接触器开关38打开的时候，ESD74和TPIM19之间的电流流动被中断。TPIM19通过传输导体29向第一电机56传输电能和从第一电机56传输电能，并且TPIM19类似地通过传输导体31向第二电机72传输电能和从第二电机72传输电能，从而响应于马达转矩指令TA和TB来满足第一电机56和第二电机72的转矩指令。根据ESD74是充电还是放电来向ESD74传输电流或从ESD74传输电流。
TPIM19包括一对功率变换器(未示出)以及相应的马达控制模块(未示出)，所述马达控制模块被设置成接收马达转矩指令并由此控制变换器的状态，从而提供马达驱动或再生功能来满足指令的马达转矩TA和TB。功率变换器包括已知的互补三相功率电力装置，并且每一个都包括多个绝缘栅双极型晶体管(未示出)，绝缘栅双极型晶体管用于通过高频切换将ESD74的直流功率转换为交流功率，从而为第一电机56和第二电机72中的相应一个提供功率。绝缘栅双极型晶体管形成设置为接收控制指令的开关式电源。对于每一三相电机的每一相位都通常有一对绝缘栅双极型晶体管。绝缘栅双极型晶体管的状态被控制以提供马达驱动机械功率生成或电功率再生功能。三相变换器通过直流传输导体27接收或供应直流电功率，并将其转变为三相交流功率或从三相交流功率转变，所述三相交流功率分别通过直流传输导体29和31向第一和第二电机56、72传导或从第一和第二电机56、72传导以便所述电机作为马达或发电机运行。
图2是分布式控制模块***的示意方框图。此后所述的元件包括整个车辆控制结构的子结构，并提供对图1所述的示例性混合动力系的协调***控制。分布式控制模块***将相关信息和输入合成，并执行算法来控制各种致动器来达到控制目的，其中控制目的包括与燃油经济性、排放、性能、驾驶性能和硬件保护相关的目的，而硬件包括ESD74的电池和第一、第二电机56和72。分布式控制模块***包括发动机控制模块(此后称为ECM)23、TCM17、蓄电池组控制模块(此后称为BPCM)21、制动器控制模块(BrCM)22和TPIM19。混合动力控制模块(此后称为HCP)5为ECM23、TCM17、BPCM21、BrCM22和TPIM19提供监督控制和协调。用户界面(UI)13可操作地连接到多个装置，车辆驾驶员通过这些装置控制或指导电动-机械混合动力系的运行。这些装置包括用于确定驾驶员转矩请求的加速踏板113(AP)、驾驶员制动踏板112(BP)、变速档位选择器114(PRNDL)和车速巡航控制器(未示出)。变速档位选择器114可具有不连续数量的驾驶员可选位置，包括输出构件64的旋转方向以启用前进和倒退方向之一。
前述的控制模块通过局域网(此后称为LAN)总线6与其它控制模块、传感器和致动器进行通信。LAN总线6允许运行参数的状态和致动器指令信号在各种控制模块之间的结构化通信。使用的特殊通信协议是专用的。LAN总线6和适合的协议在前述控制模块和提供例如防抱死制动、牵引控制和车辆稳定性这样的功能的其它控制模块之间提供鲁棒通信和多控制模块接口。多条通信总线可用于改进通信速度和提供一定等级的信号冗余度和完整性。在各个控制模块之间的通信也可以使用直接线路来实现，例如串行***接口(SPI)总线(未示出)。
HCP5为混合动力系提供监督控制，用于协调ECM23、TCM17、TPIM19和BPCM21的运行。基于包括ESD74的各种来自用户界面13和混合动力系的输入信号，HCP5确定各种指令，包括：驾驶员转矩请求、对于传动系90的输出转矩指令(‘To_cmd’)、发动机输入转矩指令、变速器10中应用的转矩传输离合器C1 70、C2 62、C3 73和C4 75的离合器转矩以及第一电机56和第二电机72的转矩指令TA、TB。TCM17可操作地连接到液压控制回路42并提供各种功能，包括监测各种压力传感设备(未示出)和产生并向各种螺线管(未示出)传输控制信号，从而控制液压控制回路42中的压力开关和控制阀。
ECM23可操作地连接到发动机14，并用于通过多条分离的线路从传感器获取数据并控制发动机14的致动器，其中所述分离的线路简化表示为总的双向接口电缆35。ECM23从HCP5接收发动机输入转矩指令。ECM23基于被监控的发动机转速和负载及时地确定在那点提供给变速器10的实际发动机输入转矩TI，该实际发动机输入转矩TI被传送给HCP5。ECM23监控来自转速传感器11的输入来确定输入构件12的发动机输入速度，该速度被转化为变速器输入速度NI。ECM23监控来自传感器(未示出)的输入来确定其它发动机运行参数的状态，包括例如：歧管压力、发动机冷却液温度、外界空气温度和外界压力。发动机负载可以例如通过歧管压力或通过监控加速踏板113的驾驶员输入来确定。ECM23产生并传输指令信号以控制发动机致动器，包括例如燃油喷射器、点火模块和节气门控制模块，这些模块均未示出。
TCM17可操作地连接到变速器10并监控来自传感器(未示出)的输入来确定变速器运行参数的状态。TCM17产生并传输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的输入包括每个离合器的估计离合器转矩和输出构件64的旋转输出速度NO，所述离合器即C1 70、C2 62、C3 73、C4 75。其它致动器和传感器可用于从TCM17向HCP5提供附加信息以用于控制。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的压力控制螺线管(未示出)和变速螺线管(未示出)以选择性地致动各个离合器C1 70、C2 62、C3 73、C4 75，从而如下文所述那样获得多个变速器运行范围状态。
BPCM21信号连接到传感器(未示出)以监控ESD74，包括电流和电压参数的状态，从而向HCP5提供指示ESD74的电池参数状态的信息。电池的参数状态优选包括电池充电状态、电池电压、电池温度和可用电池功率，可用电池功率在PBAT_MIN到PBAT_MAX的范围。
制动器控制模块(此后称为‘BrCM’)22可操作地连接到每一车轮93的摩擦制动器(未示出)。制动优选包括摩擦制动和再生制动的混合。BrCM22监控输入到制动踏板112的驾驶员输入，并确定输入到制动踏板112和加速踏板113的净驾驶员输入。BrCM22通过应用摩擦制动器来控制摩擦制动，并且控制包括变速器10的动力系以产生与传动系90相互作用的负输出转矩。电动-机械变速器10和发动机14可以产生与传动系90相互作用的负输出转矩。通过电动-机械变速器10作用的负输出转矩可传输至第一电机56和第二电机72，以产生用于存储在ESD74中的电能。再生制动通过传动系90来实现，即：通过选择性地应用其中一个离合器并控制第一电机56、第二电机72以与从动力系90通过功率变换器和相应的马达控制模块传递的转矩相互作用，从而满足基于负输出转矩确定的指令马达转矩TA和TB。只要施加的制动力和负输出转矩足以克服车轮93处的车辆动能，那么所述施加的制动力和负输出转矩就可以使得车辆减速和停止。
控制模块ECM23、TCM17、TPIM19、BPCM21、和BrCM22中的每一个优选是通用数字计算机，其包括微处理器或中央处理器、存储介质(包括只读存储器(ROM)、随机存储器(RAM)和电可编程只读存储器(EPROM))、高速时钟、模数(A/D)电路和数模(D/A)电路、输入/输出电路和装置(I/O)以及适当的信号调节和缓冲电路。每一控制模块具有一套控制算法，包括常驻程序指令和校验，所述指令和校验存储在其中一个存储介质中并执行以为每台计算机提供相应功能。在控制模块之间的信息传输优选利用LAN总线6和SPI总线来完成。控制算法在预定循环中被执行以使得每一算法在每个循环内至少执行一次。存储在非易失存储器装置中的算法由一个中央处理器执行以监控来自传感设备的输入，并利用预定校验执行控制和诊断程序以控制致动器的运行。循环以定期间隔来执行，例如在混合动力系正在进行中的运行中间隔3.125、6.25、12.5、25和100毫秒。可替代地，算法可以响应于发生的事件而被执行。
示范性混合动力系在多个运行范围状态之一下选择性地运行，所述运行范围状态可利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运行状态(开(ON))和发动机停止状态(关(OFF))之一，变速器状态包括多个固定档位和持续可变运行模式，下面参照表1来描述。
表1
Figure A200810191164D00111
每一变速器运行范围状态在表中进行了描述，并指示特定离合器C1 70、C262、C3 73、C4 75中的哪些离合器被应用于每个运行范围状态。通过仅应用离合器C1 70来选择第一持续可变模式，即EVT模式1或M1，以便“停止(ground)”第三行星齿轮组28的外部齿轮构件。发动机状态可以是ON(‘M1_Eng_On’)或OFF(‘M1_Eng_Off’)中的一种。通过仅应用离合器C2 62来选择第二持续可变模式，即EVT模式2或M2，从而将轴60连接到第三行星齿轮组28的行星齿轮架。发动机状态可以是ON(‘M2_Eng_On’)或OFF(‘M2_Eng_Off’)中的一种。为了叙述的需要，当发动机状态为OFF时，发动机输入转速等于0转每分(RPM)，即发动机曲轴不旋转。固定档位运行提供变速器10的输入速度与输出速度的固定比(即NI/NO)运行。第一固定档位运行(G1)通过应用离合器C1 70和C4 75来选择。第二固定档位运行(G2)通过应用离合器C1 70和C2 62来选择。第三固定档位运行(G3)通过应用离合器C2 62和C4 75来选择。第四固定档位运行(G4)通过应用离合器C2 62和C3 73来选择。由于行星齿轮24、26和28的变速比降低，固定档位运行，随之输入速度与输出速度的固定比率也增加。第一电机56和第二电机72的旋转速度(分别为NA和NB)依赖于由离合器限定的机构的内部旋转，并与输入构件12处测量的输入速度成比例。
响应于由用户界面13捕获的通过加速踏板113和制动踏板112进行的驾驶员输入，HCP5和一个或多个其它控制模块确定出控制包括发动机14、第一电机56和第二电机72的转矩产生装置的转矩指令，来满足在输出构件64处的驾驶员转矩请求，该转矩请求传输给传动系90。基于来自用户界面13和包括ESD74的混合动力系的输入信号，HCP5分别确定出驾驶员转矩请求、由变速器10到传动系90的输出转矩指令，来自发动机14的输入转矩，变速器10的转矩传输离合器C1 70、C2 62、C3 73、C4 75的离合器转矩，以及第一电机56和第二电机72的马达转矩，这将在下文进行描述。
最终车辆加速度可被其它因素影响，包括例如：道路负载、道路坡度和车辆质量。基于混合动力系的多种运行特性为变速器10确定出运行范围状态。这包括驾驶员转矩请求，其如前所述通过加速踏板113和制动踏板112传输给用户界面13。运行范围状态可以基于混合动力系转矩需求预测，该需求由指令产生以在电能产生模式或转矩产生模式下运行第一电机56和第二电机72。运行范围状态可通过优化算法或程序确定得出，该优化算法或程序基于驾驶员对于功率、电池充电状态、发动机14和第一及第二电机56、72的能量效率的要求确定优化***效率。控制***基于执行的优化程序的结果管理来自发动机14、第一电机56和第二电机72的转矩输入，并且***效率由此被优化以管理燃油经济性和电池充电。此外，可以基于部件或***的错误确定运行。HCP5监控转矩产生装置，并响应于输出构件64处需要的输出转矩来确定所需的变速器10的功率输出，以满足驾驶员的转矩请求。从上文可以显见的是，ESD74和第一电机56、第二电机72可操作地电耦合以实现其间的功率流。此外，发动机14、第一电机56、第二电机72和电动-机械变速器10被机械地可操作地连接以在其间传输功率，从而为输出构件64产生功率流。
图3表示出混合动力系***中控制和管理信号流动的控制***结构，该混合动力系***具有多个转矩产生装置(下面将参照图1和图2中的混合动力系***来描述)，并且所述控制***结构以可执行算法和校验的形式存在于前述控制模块中。控制***结构适用于可替代的具有多个转矩产生装置的混合动力系***，包括例如：具有发动机和单一电机的混合动力系***，具有发动机和多个电机的混合动力系***。可替代地，混合动力系***可使用非电动转矩机器和能量存储***，例如使用液压动力源的转矩机器(未示出)的液压—机械式混合动力变速器。
在运行中，对加速踏板113和制动踏板112的驾驶员输入被监控以确定驾驶员转矩请求。对于加速踏板113和制动踏板112的驾驶员输入包括可单独确定的驾驶员转矩请求输入，包括：即时加速输出转矩请求(‘输出转矩请求加速Immed’)、预测加速输出转矩请求(‘输出转矩请求加速Prdtd’)、即时制动输出转矩请求(‘输出转矩请求制动Immed’)、预测制动输出转矩请求(‘输出转矩请求制动Prdtd’)和车轴转矩响应类型(‘车轴转矩响应类型’)。这里使用的“加速”指的是对于向前推进的驾驶员请求，优选在由驾驶员选择的变速器档位选择器114的位置指令车辆在向前的方向上运行时导致车速提高到当前车速以上。术语“减速”和“制动”指的是优选导致车速从当前车速降低的驾驶员请求。即时加速输出转矩请求、预测加速输出转矩请求、即时制动输出转矩请求、预测制动输出转矩请求和车轴转矩响应类型是对于控制***的单独输入。此外，对发动机14和变速器10的运行被监控以确定输入速度(‘Ni’)和输出速度(‘No’)。
即时加速输出转矩请求包括基于加速踏板113的驾驶员输入确定的即时转矩请求。控制***响应于即时加速输出转矩请求控制混合动力系***的输出转矩，以使得车辆正向加速。即时制动输出转矩请求包括基于制动踏板112的驾驶员输入确定的即时制动请求。控制***响应于即时制动输出转矩请求控制混合动力系***的输出转矩，以使得车辆减速或反向加速。通过控制混合动力系***的输出转矩而实现的车辆减速与通过车辆制动***(未示出)实现的车辆减速相结合以使得车辆减速，从而实现即时制动请求。
即时加速输出转矩请求基于对加速踏板113的当前发生的驾驶员输入而确定，包括在输出构件64处产生即时输出转矩而优选地使车辆加速的请求。即时加速输出转矩请求是不定型的(unshaped)，但能够由在动力系控制之外影响车辆运行的事件来定型。这样的事件包括在防抱死的动力系控制、牵引控制和车辆稳定性控制中的车辆级别中断(level interruption)，其可用于使得即时加速输出转矩请求不定型或是对其进行等级限制(rate limit)。
预测加速输出转矩请求基于对加速踏板113的驾驶员输入确定，并包括在输出构件64处的最优或优选输出转矩。在正常运行状况下，例如在没有发出防抱死制动、牵引控制或车辆稳定性的任何一种指令时，预测加速输出转矩请求优选与即时加速输出转矩请求相等。当发出防抱死制动、牵引控制或车辆稳定性的任何一种指令时，预测加速输出转矩请求仍然是优选的输出转矩，而即时加速输出转矩请求响应于与防抱死制动、牵引控制或车辆稳定性控制相关的输出转矩指令的改变而降低。
即时制动输出转矩请求基于对制动踏板112的驾驶员输入和控制摩擦制动器的控制信号确定，从而产生摩擦制动转矩。
预测制动输出转矩请求包括响应于对制动踏板112的驾驶员输入的在输出构件64处的最优或优选制动输出转矩，不管对制动踏板112的驾驶员输入如何，该最优或优选制动输出转矩都受到在输出构件64处产生的容许最大制动输出转矩的限制。在一个实施例中，在输出构件64处产生的最大制动输出转矩被限制到-0.2g。不管驾驶员给制动踏板112的输入有多大，当车辆速度接近零时，预测制动输出转矩请求可以逐渐减小到零。正如用户所期望的，可存在预测制动输出转矩请求被设为零的运行状况，例如将驾驶员给变速器档位选择器114的设置设定为倒档时，以及将变速箱(未示出)设定为四轮驱动低档时。预测制动输出转矩请求被设为零的运行状况，是混合制动由于车辆运行因素而不优选的运行状况。
车轴转矩响应类型包括通过第一和第二电机56、72对输出转矩响应进行定型和等级限制的输入状态。车轴转矩响应类型的输入状态可以是启用状态和停用状态，其中启用状态优选包括愉悦度(pleasability)受限状态和最大范围状态之一。当指令的车轴转矩响应类型为启用状态时，输出转矩指令为即时输出转矩。优选地，对于该响应类型的转矩响应尽可能地快。
混合的制动转矩包括在车轮93处产生的摩擦制动转矩与在输出构件64处产生并与传动系90作用的输出转矩的组合，从而响应于对制动踏板112的驾驶员输入使车辆减速。BrCM22对车轮93上的摩擦制动器发出指令来施加制动力和对变速器10产生指令，从而响应于即时制动请求产生与传动系90相互作用的负输出转矩。优选地，所施加的制动力和负输出转矩只要足以克服车轮93处的车辆动能就可以使得车辆减速和停止。负输出转矩与传动系90相互作用，从而向电动-机械变速器10和发动机14传输转矩。通过电动-机械变速器10作用的负输出转矩可被传输至第一电机56和第二电机72，从而产生存储在ESD74中的电能。
策略优化控制方案(‘策略控制’)310基于输出速度和驾驶员转矩请求并且基于混合动力系的其它运行参数确定优选输入速度(‘Ni_Des’)、优选发动机状态和变速器运行范围状态(‘混合动力范围状态Des’)，其它运行参数包括：发动机14、变速器10、第一电机56和第二电机72的电池功率极限和响应极限。预测加速输出转矩请求和预测制动输出转矩请求是对策略优化控制方案310的输入。策略优化控制方案310优选由HCP5在每100ms的循环和每25ms的循环内执行。变速器10的期望运行范围状态和从发动机14到变速器10的期望输入速度是对换挡执行和发动机起动/停止控制方案320的输入。
换挡执行和发动机起动/停止控制方案320指令变速器运行中的变化(‘变速器指令’)，包括基于动力系***的输入和运行改变运行范围状态。这包括：如果优选运行范围状态与当前运行范围状态不同，则通过指令改变离合器C1 70、C2 62、C3 73和C4 75中的一个或多个的应用，来指令执行变速器运行范围状态的改变，以及其它变速器指令。当前运行范围状态(‘当前混合动力范围状态’)和输入速度曲线(‘Ni_Prof’)可以确定。输入速度曲线是对于即将到来的输入速度的估计，并优选包括作为用于即将到来的循环的目标输入速度的标量参数值。
战术控制方案(‘战术控制和运行’)330在一个控制循环内被重复执行，以确定运行发动机14的发动机指令(‘发动机指令’)，发动机指令包括基于输出速度、输入速度和驾驶员转矩请求的由发动机14到变速器10的优选输入转矩，所述驾驶员转矩请求包括即时加速输出转矩请求、预测加速输出转矩请求、即时制动输出转矩请求、预测制动输出转矩请求、车轴转矩响应类型和变速器的当前运行范围状态。发动机指令还包括：包括全缸运行状态和失活运行状态之一的发动机状态，在失活运行状态中，发动机汽缸的一部分被停用和停止供油；以及包括加油状态和断油状态之一的发动机状态。包括发动机14的优选输入转矩的发动机指令和在发动机14和输入构件12之间相互作用的当前输入转矩(‘Ti’)优选在ECM23中确定。对每一离合器C1 70、C2 62、C3 73和C475的离合器转矩(‘Tcl’)优选在TCM17中估计，其中离合器包括当前应用的离合器和没有作用的离合器。
执行输出和马达转矩确定方案(‘输出和马达转矩确定’)340，以确定来自动力系的优选输出转矩(‘To_cmd’)。本实施例中，这包括通过控制第一电机56和第二电机72确定出马达转矩指令(‘TA’，’TB’)来向变速器10的输出构件64传输净指令输出转矩，该净指令输出转矩优选满足驾驶员转矩请求。即时加速输出转矩请求、即时制动输出转矩请求、发动机14的当前输入转矩和估计应用的离合器转矩、变速器10的当前运行范围状态、输入速度、输入速度曲线和车轴转矩响应类型均为输入。执行输出和马达转矩确定方案340来确定在循环之一的每一次迭代中的马达转矩指令。输出和马达转矩确定方案340包括算法代码，该算法代码在6.25ms和12.5ms的循环时间内被定期执行，从而确定优选的马达转矩指令。
当变速器档位选择器114的驾驶员选择位置指示车辆向前行驶时，对混合动力系进行控制，将输出转矩传输至输出构件64来与传动系90相互作用以在车轮93处产生牵引转矩，从而响应加速踏板113的驾驶员输入而向前推进车辆。类似地，当变速器档位选择器114的驾驶员选择位置指示车辆反向行驶时，对混合动力系进行控制，将输出转矩传输至输出构件64来与传动系90相互作用以在车轮93处产生牵引转矩，从而响应加速踏板113的驾驶员输入而反向推进车辆。优选地，只要输出转矩足以克服车辆的外部载荷(例如由道路坡度引起的载荷、空气动力学载荷和其它载荷)，那么对车辆的推进会使得车辆加速。
与变速器10的输入构件12相互作用的发动机14的输入转矩的改变，可通过改变发动机14的进气量来实现，进气量的改变是通过使用电子节气门控制***(未示出)控制发动机节气门的位置实现的，包括打开发动机节气门来增加发动机转矩和关闭发动机节气门来降低发动机转矩。发动机14的输入转矩的改变可通过对点火正时进行调节来实现，包括从平均最佳转矩火花正时延迟火花正时以降低发动机转矩。发动机状态可在发动机关闭状态和发动机开启状态之间改变，从而实现输入转矩的改变。发动机状态可在全缸运行状态和汽缸失活运行状态之间改变，在汽缸失活运行状态中，发动机汽缸的一部分不被供给燃料。发动机状态可通过选择性地使发动机14运行在供油状态和断油状态之一来改变，在断油状态中，发动机旋转但不被供油。变速器10从第一运行范围状态到第二运行范围状态的变速，可通过选择性地应用和停用离合器C1 70、C2 62、C3 73和C4 75来指令和实现。
在动力系***的运行过程中，参照图3描述的控制***执行代码，以对一个或更多待选运行范围状态评估待选发动机运行点，从而确定发动机14的优选发动机运行点、确定变速器10的优选运行范围状态、以及响应于驾驶员转矩请求来控制第一电机56和第二电机72的优选马达转矩，从而满足输出转矩指令。
这包括：控制***在策略优化控制方案310中对一个或更多待选变速器运行范围状态评估发动机运行点的容许范围内的多个待选发动机运行点，以及在战术控制方案330中评估发动机运行点的容许范围内的多个待选发动机运行点。对每一待选发动机运行点进行评估，以确定用于响应于驾驶员转矩请求在当前运行范围状态下运行动力系***的优选发动机运行点、以及优选运行消耗。这些评估导致基于动力系能力的对输入转矩的前馈抑制和控制，从而满足驾驶员转矩请求。
图4示意性示出了示例性搜索方案，用于评估待选发动机运行点以响应于驾驶员转矩请求和相关联的优选发动机运行点来确定运行动力系***的优选运行消耗。这里有输入运行点的容许范围，例如：在一个实施例中是可用输入速度NI、输入转矩TI和输入功率PI表征的发动机运行点。存在转矩机器(例如在一实施例中是第一电机56和第二电机72)的马达转矩的可实现范围、和可从ESD74获得的可用功率范围。
评估发动机运行点的容许范围内的多个待选发动机运行点优选包括执行搜索过程。每一搜索过程均包括搜索引擎410，其从输入运行点的容许范围(‘输入运行点范围’)内迭代式地(iteratively)选取待选发动机运行点(‘待选输入运行点(j)’)。优化函数(‘Opt To/Ta/Tb函数’)440具有这样的输入，所述输入包括：功率消耗输入(‘功率消耗输入’)和损耗(‘未示出’)、驾驶员转矩请求(‘To_req’)、***输入(‘***输入’)和待选发动机运行点。***输入包括转矩机器的马达转矩的范围、离合器反作用转矩的范围、从能量存储装置可获得的可用功率范围、输出转矩指令和其它相关输入。优化函数440为由可获得输出转矩范围指定的每一待选发动机运行点(j)计算优选输出转矩(‘To(j)’)、优选马达转矩(‘Ta(j)，Tb(j)’)、优选马达功率(‘Pa(j)，Pb(j)’)和优选电池功率(‘Pbat(j)’)。优化函数440的输出与功率消耗输入和损耗输入一起输入给消耗函数450。消耗函数450在待选发动机运行点上计算运行动力系***的消耗(‘Pcost(j)’)，从而尝试满足驾驶员转矩请求。搜索引擎410迭代式地选择在发动机运行点的容许范围内的待选发动机运行点，并且执行优化函数440和消耗函数450来确定在待选发动机运行点下运行动力系***的消耗(‘Pcost(j)’)。该搜索引擎410执行多个迭代并确定优选运行消耗(‘优选运行消耗’)和相应的优选发动机运行点(‘优选输入运行点’)，优选发动机运行点优选包括具有运行动力系的最低消耗的待选运行点。当在策略优化控制方案310中执行搜索时，同时为每一变速器运行范围状态确定优选发动机运行点，以便选取优选运行范围状态。
消耗函数450确定在优选输出转矩、优选马达转矩、优选马达功率和优选电池功率下运行发动机14和动力系***的损耗和功率消耗。功率消耗包括基于多种因素确定的运行消耗，这些因素包括摩擦损失和旋转损失形式的机械功率损失、与热产生过程、内阻和电流相关的电功率损失以及寄生损失。在制动事件中，功率消耗包括由不可回收的动能引起的动能损失，所述不可回收的动能以摩擦制动器的发热形式被消耗，它能通过可再生制动恢复为电能。消耗被分配并与燃油消耗和电能消耗相关，并且与混合动力系的特定运行点相关。较低的功率消耗与在高的转换效率下较低的燃油消耗、较低的电池功率使用以及每一发动机速度/负载运行点下的较低排放相关联，同时考虑发动机14的当前运行状态。损耗是与不获得指令输出转矩相关联的消耗，并可基于驾驶员转矩请求和动力系的输出转矩之间的差别。
图6示意性示出了优化函数440的细节，其包括监控电动-机械混合动力系
(例如上述的动力系***)的当前运行条件。第一电机56和第二电机72的补偿马达转矩可以基于输入来计算(510)，该输入包括：变速器10的运行范围状态(‘ORS’)、输入转矩(‘TI’)和基于***惯性、***阻尼和离合器滑移的其它项。
控制***执行算法来确定输出转矩的线性转矩约束(520)。线性转矩约束包括多个***约束，所述***约束利用一个约束的线性变化来实现输出转矩的线性变化。***约束描述了混合动力变速器10通过第一电机56和第二电机72将电能传输和转换为机械转矩的能力。与线性转矩约束相关联的输入包括：马达转矩约束，马达转矩约束包括第一电机56和第二电机72的最小和最大可获得马达转矩(‘TAMin’，’TAMax’，‘TBMin’和’TBMax’)；第一应用离合器(在必要情况下还有第二应用离合器)的最小和最大离合器反作用转矩(‘TCLnMin’，’TCLnMax’)；即时或当前转矩、速度和电功率输入。最小和最大线性输出转矩(‘To Min Lin’，‘To Max Lin’)可基于第一电机56、第二电机72的最小和最大可获得马达转矩和应用离合器的最小和最大离合器反作用转矩来确定。最小和最大线性输出转矩是满足马达转矩约束并且满足应用离合器转矩约束的最小和最大输出转矩。最小和最大线性输出转矩(‘To Min Lin’，‘To MaxLin’)译为最小和最大原始输出转矩(‘To Min Raw’，‘To Max Raw’)。
控制***执行算法来确定对输出转矩的二次转矩约束(530)。二次(quadratic)转矩约束包括多个***约束，所述多个***约束利用一个约束的线性变化实现输出转矩的二次变化。约束输入包括示例性***(530)的可用电池功率(未示出)。能量存储装置74的可用电池功率在数学上可以作为变速器输出转矩To的函数表示成：
P BAT ( T O ) = ( a 1 2 + b 1 2 ) ( T O - T o * ) 2 + P BAT * - - - [ 1 ]
其中a1和b1代表为特殊用途确定的标量值。从方程1中可以得出输出转矩，如下所示：
T O ( P BAT ) = T O * ± P BAT - P BAT * a 1 2 + b 1 2 - - - [ 2 ]
对于可用电池功率范围PBAT_MIN到PBAT_MAX，可以从方程2中确定四个不同的输出转矩，包括正根情况下的最大和最小二次输出转矩约束，以及负根情况下的最小和最大二次输出转矩约束(‘To@PBATMax’和‘To@PBATMin’)，并且所述四个不同的输出转矩根据是放电(即正根的情形)还是充电(即负根的情形)来表示基于电池功率的输出转矩的可获得范围。
优选输出转矩(‘To Opt’)可基于最佳输出转矩(‘TO *’)、最佳电池功率(‘PBAT’)、最大和最小线性输出转矩、最小和最大二次输出转矩约束(‘To@PBATMax’和‘To@PBATMin’)和输出转矩搜索范围(‘To Search Range’)确定得出，其中最小和最大二次输出转矩约束基于充电还是放电来选择。在运行于牵引转矩产生状态下以向前推进车辆时，输出转矩搜索范围(‘To SearchRange’)优选包括即时加速输出转矩请求(‘To_req’)。在运行于再生制动状态下使车辆减速时，输出转矩搜索范围(‘To搜索范围’)优选包括即时加速输出转矩请求和制动转矩请求之间的范围。对优选输出转矩的确定过程可包括选择临时输出转矩，临时输出转矩包括输出转矩和最大输出转矩的搜索范围中的最小转矩值。优选输出转矩(‘To Opt’)被选择作为临时输出转矩、基于二次输出转矩约束和离合器转矩约束之一确定的最小输出转矩、以及最小线性输出转矩中最大的一个(540)。优选输出转矩(‘To Opt’)基于包括即时加速输出转矩请求的输入来确定。优选输出转矩(To Opt)译为从优化函数440输出的优选输出转矩(‘To(j)’)。
优选输出转矩(‘To Opt’)受到包括最小和最大未过滤输出转矩(‘To MinRaw’，‘To Max Raw’)的输出转矩约束的影响，并基于允许的输出转矩的范围确定得出，所述范围可以变化，并且可包括即时加速输出转矩请求。优选输出转矩可包括与最小电池放电功率相对应的输出转矩，或是与最大电池充电功率相对应的输出转矩。优选输出转矩基于动力系通过第一电机56和第二电机72传输电能并将其转化为机械转矩的能力，并且基于输入给动力系的即时或当前转矩、速度、反作用离合器转矩约束和电能输入。包括最小和最大未过滤输出转矩(‘To Min Raw’，‘To Max Raw’)和优选输出转矩(‘To Opt’)的输出转矩约束可以通过在空挡模式和固定档位运行的运行范围状态中的一个下执行和求解优化函数确定得出。优化函数440包括多个线性方程，所述方程在***的运行过程中在可执行算法中实现和求解，以确定优选的输出转矩范围，从而使得电池功率消耗最低并且满足驾驶员转矩请求。每一线性方程均考虑了输入转矩(‘Ti’)、***惯性和线性阻尼。优选地，对于空挡模式和固定档位运行的每一运行范围状态均有特定的线性方程。
输出转矩约束包括当前输入转矩下的优选输出转矩范围，该范围处于可用电池功率之内和受到所应用的转矩传输离合器的反作用离合器转矩的影响的马达转矩约束之内。输出转矩指令被限制在最大和最小输出转矩容量之内。在固定档位和模式运行下，优选输出转矩可包括使得ESD74的充电最大化的输出转矩。在空挡下，对优选输出转矩进行计算。在固定档位运行时，优选输出转矩可在满足反作用离合器转矩约束的情况下包括在第一电机56和第二电机72之间的优选转矩分解。
优选马达转矩和电池功率(‘TAOpt’，’TBOpt’和’PBATOpt’)可以基于优选输出转矩确定，并用于控制动力系***的运行。优选马达转矩包括使来自ESD74的功率流最小且实现优选输出转矩的马达转矩。第一电机56和第二电机72的转矩输出基于所确定的来自ESD74的最小功率流被控制，该最小功率流是优选电池功率(‘PBATOpt’)。转矩输出分别基于发动机输入转矩和第一电机56与第二电机72的马达转矩指令而被控制(‘TAOpt’，’TBOpt’)，这使得来自ESD74的功率流最小化以满足优选输出转矩。与马达相关联的电池功率(分别是’PAOpt’和’PBOpt’)可以基于转矩指令确定(560)。
图5图解地示出了在运行点运行的示例性***的输出转矩(‘To’)与输入转矩(‘Ti’)之间的关系，展示了这里描述的***的运行，并且包括断油状态(‘TiMin Off’)、最低发动机运行状态(‘Ti Min Run’)和最高发动机运行状态(‘TiMax’)下的输入和输出转矩，这些代表了本示例中的输入运行点的容许范围。输出转矩针对输入运行点绘制，并且绘制了描述与示例性***的输入转矩相对应的最大和最小输出转矩的线(‘To Max’和’To Min’)，以及包括驾驶员转矩请求的线(‘To_req’)，驾驶员转矩请求包括本示例中的预测加速输出转矩请求。绘制了第二条线(‘To Opt’)，其代表使用上文根据图4至图6所述的***基于输入转矩确定的优选输出转矩。优选输出转矩与最大和最小输出转矩之内的驾驶员转矩请求相等。当驾驶员转矩请求低于最小输出转矩时，优选输出转矩与最小输出转矩相等，当驾驶员转矩请求高于最大输出转矩时，优选输出转矩与最大输出转矩相等。对于本实施例而言，线段A描述了输入转矩的一个范围，在该范围中，动力系***的输出转矩达到驾驶员转矩请求，如驾驶员转矩请求线(‘To_req’)中被限制在或位于最大和最小输出转矩线之间的部分所示。线段B表示的是动力系***的输出转矩高于驾驶员转矩请求的输入转矩的范围，该范围处于转矩机器(例如第一电机56和第二电机72)的马达转矩的范围内，并且处于能量存储装置(例如ESD74)的可用功率范围之内。当动力系***以该区域中的输入转矩运行时，以在满足驾驶员转矩请求的同时消耗的过量燃料的形式表示的运行消耗是过量的。线段C表示的是输入转矩的另一范围，在该范围中，动力系***的输出转矩不能在转矩机器的马达转矩和转矩约束的范围内和能量存储装置的可用功率范围内实现驾驶员转矩请求。动力系***运行状态不佳。在线段C所示区域中的输入转矩下运行导致动力系运行状态不佳。
因此，在执行策略优化控制方案310和战术控制方案330的过程中，响应于驾驶员转矩请求执行搜索方案，来评估待选发动机运行点从而确定优选发动机运行点以及与运行动力系***相关联的优选运行消耗。可以确定出输入构件的输入运行点的容许范围，并且可以对位于输入运行点的容许范围内的待选输入运行点进行评估，从而在一种运行范围状态下为处于转矩机器(例如第一电机56和第二电机72)的马达转矩的范围内且处于能量存储装置(例如ESD74)的可用功率范围内的待选发动机运行点确定可传输至输出构件的最大和最小可获得输出转矩。驾驶员转矩请求基于对加速踏板113和制动踏板112的驾驶员输入确定。但是，优选的输出转矩指令被限制或限定在最大可获得输出转矩和最小可获得输出转矩之间。这由图5中的线段A表示。当待选输入运行点导致优选输出转矩处于最大和最小可获得输出转矩之间时，确定出与运行混合动力变速器以实现包括驾驶员转矩请求的输出转矩指令的待选发动机运行点相关联的功率消耗。当待选输入运行点导致优选输出转矩超出最大和最小可获得输出转矩之一时，确定与运行混合动力变速器的待选发动机运行点相关联的功率消耗和第二损耗。此外，输出转矩指令被限制并因此限定为最大输出转矩或是最小输出转矩。因此，搜索方案并不能阻止在待选输入转矩下的运行，但具有与该待选输入转矩相关的增加的消耗量，从而降低了待选发动机运行点被选择成为优选发动机运行点的可能性。因此，可以选择包括优选发动机状态的优选发动机运行点。当在策略优化控制方案310下执行搜索时，可以选择包括使得消耗最小的发动机运行点和运行范围状态的优选运行状态。
上文参照实施例对本发明的方法和***进行了描述，所述实施例包括机械连接到电动-机械变速器10的发动机14和第一电机56、第二电机72。可替代地，该***可与其它具有三台或更多台电机的电动-机械变速***(未示出)一起使用。可替代地，所述***可与其它混合动力变速***(未示出)一起使用，该其它混合动力变速***使用转矩产生机器和能量存储***，例如液压机械式混合动力变速器。
需要理解的是可以在本发明的范围内进行变型。这里已经参照优选实施例及其变型描述了本发明。在阅读和理解说明书的情况下可以作出进一步的改进和改变。所有这样的变型和改变都应当落入本发明的保护范围。

Claims (11)

1、一种运行动力系***的方法，该动力系***包括混合动力变速装置，该混合动力变速装置在多个运行范围状态之一下运行以在输入构件、转矩机器和输出构件之间传输功率，转矩机器连接到能量存储装置，该方法包括：
确定输入构件的输入运行点的允许范围；
确定转矩机器的马达转矩的范围；
确定能量存储装置的可用功率范围；
在输入运行点的允许范围内选取待选输入运行点；和
在待选运行范围状态下，为处于转矩机器的马达转矩范围内以及能量存储装置的可用功率范围内的待选发动机运行点确定能传输至输出构件的最大可获得输出转矩和最小可获得输出转矩。
2、根据权利要求1所述的方法，其特征在于，进一步包括：监控对加速踏板和制动踏板的驾驶员输入；
基于对加速踏板和制动踏板的驾驶员输入确定驾驶员转矩请求；和
针对待选发动机运行点将输出转矩指令限制在能传输至输出构件的最大可获得输出转矩和最小可获得输出转矩之内。
3、根据权利要求2所述的方法，其特征在于，进一步包括：
选择输入运行点的容许范围内的多个待选输入运行点；
针对在转矩机器的马达转矩范围内以及能量存储装置的功率范围内能获得的每一待选输入运行点，确定能传输至输出构件的最大和最小可获得输出转矩；
确定与运行混合动力变速装置的每一待选发动机运行点相关联的功率消耗，从而获得输出转矩指令；
当输出转矩指令不满足待选发动机运行点的输出转矩请求时，指定与每一待选发动机运行点相关联的第二消耗；和
选择优选输入运行点，所述优选输入运行点包括具有最小功率和第二消耗的待选输入运行点。
4、根据权利要求3所述的方法，其特征在于，进一步包括：
选择每一待选运行范围状态的输入运行点的容许范围内的多个待选输入运行点；
对于每一待选运行范围状态，确定包括具有最小功率和第二消耗的待选输入运行点的优选输入运行点；和
选择优选运行范围状态，该优选运行范围状态包括具有优选输入运行点的待选运行范围状态，该优选输入运行点具有最低功率和第二消耗。
5、一种运行动力系***的方法，该动力系***包括混合动力变速装置、发动机和多个连接到能量存储装置的转矩机器，该混合动力变速装置选择性地运行在多个运行范围状态之一下，从而在发动机、转矩机器和输出构件之间传输功率，该方法包括：
执行动力系控制方案，所述动力系控制方案包括第一控制方案、第二控制方案和第三控制方案，其中第一控制方案用来确定出优选发动机输入速度和优选变速器运行范围状态，第二控制方案用来确定出优选发动机运行点，第三控制方案用来确定出转矩机器的输出转矩指令和马达转矩指令；
执行第一控制方案，来基于驾驶员转矩请求和当前输出构件速度确定优选发动机输入速度和优选变速器运行范围状态；
确定当前发动机输入速度；
执行第二控制方案，来基于驾驶员转矩请求、优选发动机输入速度、当前发动机输入速度和优选变速器运行范围状态确定优选发动机运行点；
基于优选发动机运行点来指令发动机运行；
确定当前发动机运行点和当前变速器运行范围状态；和
执行第三控制方案，来基于输出转矩指令、当前发动机运行点和当前变速器运行范围状态确定转矩机器的马达转矩指令。
6、根据权利要求5所述的方法，其特征在于，进一步包括：
确定发动机运行点的允许范围；
确定转矩机器的马达转矩的范围；
确定能量存储装置的可用功率范围；
在发动机运行点的允许范围内选取待选发动机运行点；
在待选运行范围状态下，为处于转矩机器的马达转矩范围内以及能量存储装置的可用功率范围内的待选发动机运行点确定能传输至输出构件的最大可获得输出转矩和最小可获得输出转矩。
7、根据权利要求6所述的方法，其特征在于，进一步包括：
监控输入到加速踏板和制动踏板的驾驶员输入；
基于对加速踏板和制动踏板的驾驶员输入确定驾驶员转矩请求；和
针对待选发动机运行点将输出转矩指令限制在可传输至输出构件的最大可获得输出转矩和最小可获得输出转矩之内。
8、根据权利要求7所述的方法，其特征在于，进一步包括：
选择发动机运行点的容许范围内的多个待选发动机运行点；
针对在转矩机器的马达转矩范围内以及能量存储装置的功率范围内能获得的每一待选发动机运行点，确定能传输至输出构件的最大和最小可获得输出转矩；
确定与运行混合动力变速装置的每一待选发动机运行点相关联的功率消耗，从而获得输出转矩指令；
当输出转矩指令不满足待选发动机运行点的输出转矩请求时，指定与每一待选发动机运行点相关联的第二消耗；和
选择优选发动机运行点，所述优选发动机运行点包括具有最小功率和第二消耗的待选发动机运行点。
9、根据权利要求8所述的方法，其特征在于，进一步包括：
选择每一待选运行范围状态的发动机运行点的容许范围内的多个待选发动机运行点；
对于每一待选运行范围状态，确定包括具有最小功率和第二消耗的待选发动机运行点的优选发动机运行点；和
选择优选运行范围状态，该优选运行范围状态包括具有优选发动机运行点的待选运行范围状态，该优选发动机运行点具有最低功率和第二消耗。
10、根据权利要求5所述的方法，其特征在于，发动机运行点包括发动机功率。
11、根据权利要求5所述的方法，其特征在于，发动机运行点包括发动机转矩。
CNA2008101911641A 2007-11-05 2008-11-05 对混合动力系***的动力输出转矩进行限制的方法和设备 Pending CN101450666A (zh)

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