CN101451609A - 动力传动***中的冲击管理方法 - Google Patents

动力传动***中的冲击管理方法 Download PDF

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Publication number
CN101451609A
CN101451609A CNA2008101911779A CN200810191177A CN101451609A CN 101451609 A CN101451609 A CN 101451609A CN A2008101911779 A CNA2008101911779 A CN A2008101911779A CN 200810191177 A CN200810191177 A CN 200810191177A CN 101451609 A CN101451609 A CN 101451609A
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Prior art keywords
torque
output
impact conditions
motor
speed
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CN101451609B (zh
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A·H·希普
J·J·麦康奈尔
S·T·麦格拉思
R·L·莫里斯
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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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
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    • 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
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    • 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
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    • 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
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • 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
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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
    • 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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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • 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

一种混合动力系***包括操作性地在输入部件、转矩机械和输出部件之间传递功率的变速器装置，所述输出部件连接至与车轮相连的动力传动***从而在其间传递牵引力矩。一种用于控制该混合动力系***的方法，包括：监测驾驶员转矩要求、确定变速器装置的操作范围状态、基于所述驾驶员转矩要求确定到输出部件的净输出转矩、确定动力传动***的冲击状态；以及基于所述变速器装置的操作范围状态、所述净输出转矩和所述动力传动***的冲击状态，确定用于传送输出转矩到输出部件的命令。

Description

动力传动***中的冲击管理方法
相关申请的交叉引用
本申请要求于2007年11月4日提交的申请号为60/985,245的美国临时申请的权益，该美国临时申请的内容将在此作为参考而被引用。
技术领域
本发明涉及对混合动力系***的控制。
背景技术
本部分的叙述仅仅是提供与本发明相关的背景资料，并且可能不构成现有技术。
已公知的混合动力系结构包括转矩发生装置，其包括内燃机和电机，其经由变速器装置传递转矩到输出部件。一个典型的动力系包括双模式、复合分解、电动机械变速器，其利用输入部件以从优选为内燃机的原动机动力源接收原动转矩，以及输出部件。所述输出部件可以是运转着地连接到汽车的动力传动***以传递牵引力矩。电机，作为马达或者发电机，产生转矩输入至所述变速器，但与从所述内燃机输入的转矩无关。所述电机可以将由车辆动力传动***传递的车辆动能，转换成储存在电能存储装置中的电能。控制***监控从车辆和驾驶员的不同输入并提供所述动力系的运行控制，包括控制变速器操作状态和换档、控制转矩发生装置、和调节在电能存储装置和电机之中的电力转换以控制变速器的输出，包括转矩和转速。
发明内容
混合动力系***包括用以在输入部件、转矩机械和输出部件之间传递功率的变速器装置，输出部件连接至与车轮相连的动力传动***从而在其间传递牵引力矩。一种用于控制混合动力系***的方法，包括：监控驾驶员转矩要求、决定变速器装置的操作范围状态、基于所述驾驶员转矩要求决定至所述输出部件的净输出转矩、确定动力传动***的冲击状态，并且基于变速器装置的操作范围状态、净输出转矩和动力传动***的冲击状态，决定用于传递至输出部件的输出转矩的命令。
附图说明
下面结合附图通过例子对一个或多个具体实施例进行描述，其中：
图1是根据本发明的一种典型的动力系的示意图；
图2是根据本发明的用于控制***和动力系的典型结构的示意图；
图3是根据本发明的用于控制和管理动力系***中的转矩的控制***结构的示意流程图；
图4是根据本发明的典型的控制原理的示意流程图；
图5是图4的控制原理图中本发明使用的功能的流程图；以及
图6-9是图5的根据本发明的功能的输入和输出的图解。
具体实施方式
参考所述附图，其仅仅为了示出某些示范性的具体实施例而非出于限制性的目的，图1和2描绘一个示范性的混合动力系。根据发明的示范性的混合动力系描绘在图1中，其包含双模式、复合分解、电动机械混合变速器10，其可操作地连接到发动机14，以及包含第一和第二电机(′MG-A′)56和(′MG-B′)72的转矩机械。所述发动机14和第一和第二电机56和72均产生可以传递至所述变速器10的动力。由所述发动机14和第一和第二电机56和72产生并传递至所述变速器10的动力分别被称为输入和马达转矩，在此分别标记为TI、TA和TB，以及速度在此分别标记为NI、NA和NB。
该示范性的发动机14包含选择性在多种状态运转的多缸式内燃机以通过输入轴12传递转矩至所述变速器10，并可以是点燃式或者压燃式发动机。所述发动机14包括转动连接至变速器10的输入轴12的曲轴(未示出)。转速传感器11监测所述输入轴12的转速。从所述发动机14输出的动力，包含转速和发动机转矩，可以不同于所述变速器10的输入速度NI和输入转矩TI，因为在发动机14和变速器10之间的输入轴12上存在转矩消耗组件，例如，液压泵(未示出)和/或转矩管理装置(未示出)。
该示范性的变速器10包含三个行星齿轮组24、26和28，以及四个可以选择性地接合的转矩传递装置，即，离合器C1 70、C2 62、C3 73、和C4 75。在这里，离合器指的是任何类型的摩擦转矩传递装置，包括例如单或者多片离合器或者离合器组、带式离合器和制动器。液压控制回路42，优选由变速器控制模块(下文为′TCM′)17控制，用以操作控制离合器状态。离合器C2 62和C4 75优选包含液压供给式旋转摩擦离合器。离合器C1 70和C3 73优选包含液压控制式固定装置，其可以有选择地连接至变速箱壳体68。离合器C1 70、C2 62、C3 73、和C4 75每一个优选液压供给，并可以有选择地通过该液压控制回路42接收加压液压流体。
该第一和第二电机56和72优选包含三相交流电机，各自包括定子(未示出)和转子(未示出)，和各自的分相器80和82。用于每一个电机的马达定子连接至所述变速箱壳体68的外部，并包括带有从那里延伸的线圈绕组的定子铁芯。用于所述第一电机56的转子支承在毂衬齿轮(hub plate gear)上，其通过第二行星齿轮组26连接于轴60上。用于第二电机72的转子固定地连接于套筒轴衬套(hub)66。
每一个分相器80和82优选包含可变磁阻装置，其包括分相器定子(未示出)和分相器转子(未示出)。所述分相器80和82被适当布置并装配在相应的第一和第二电机56和72上。所述分相器80和82的相应定子可操作地连接到用于所述第一和第二电机56和72的定子的一个。分相器转子可操作地连接到第一第二电机56和72的相应转子上。每一个分相器80和82可信号联通地并可操作地连接到变速器功率换流器控制模块(下文′TPIM′)19，并各自感知和监测分相器转子相对于分相器定子的旋转位置，从而监测第一和第二电机56和72的相应的旋转位置。另外，所述分相器80和82的信号输出用以解释分别用于第一和第二电机56和72的供给转速，即NA和NB。
变速器10包括输出部件64，例如轴，其可操作地连接到车辆(未示出)的动力传动***90，以提供传递至车辆轮子93的输出功率至所述动力传动***90，其中一个如图1所示。在所述输出部件64的输出功率表征为输出转速NO和输出转矩TO。变速器输出轴转速传感器84监测所述输出部件64的转速和转动方向。每一个车轮93优选配备传感器94适于监测轮转速，其输出由图2所示的分布式控制模块***的控制模块监测，以确定车辆速度，和用于制动器控制、牵引力控制、和车辆加速度管理的车轮绝对转速及相对转速。
发动机14的输入转矩以及第一和第二电机56和72的马达转矩(分别为TI、TA、和TB)由燃料或者储存在电能存储装置(下文′ESD′)74中的电势通过能量转换而产生。所述ESD 74通过直流导线27高压直流耦合到所述TPIM 19。所述导线27包括接触器开关38。当接触器开关38闭合时，在正常条件下，电流可以在ESD74和TPIM 19之间流动。当所述接触器开关38打开时电流在ESD74和TPIM 19之间的流动被切断。所述TPIM 19通过导线29传送电力往返于所述第一电机56，并类似地通过导线31传送电力往返于所述第二电机72以符合用于所述第一和第二电机56和72的响应于所述马达转矩TA和TB的转矩命令。电流根据所述ESD 74是否正在充电或放电而被送到或返回ESD 74。
所述TPIM 19包括一对功率逆变器(未示出)和相应的设置为接收所述转矩指令控制逆变器状态的电机控制模块(未示出)以提供电机驱动或者再生功能以符合指令马达转矩TA和TB。所述功率逆变器包含已公知的辅助三相大功率电子装置，并各自包括多个用于转换ESD 74的直流电为交流电的绝缘栅双极晶体管(未示出)，其通过在高频下切换来给相应的第一和第二电机56和72供电。所述绝缘栅双极晶体管形成设置为接收控制命令的开关式电源。一般在三相电机的每一相都分别存在一对绝缘栅双极晶体管。所述绝缘栅双极晶体管的状态控制为提供电机驱动机械动力或者电力再生功能。所述三相逆变器通过直流导线27接收或者提供直流电力并将其与三相交流电相互转换，三相交流电分别通过导线29和31传导至第一和第二电机56和72或从其接收，以作为马达或者发电机。
图2是所述分布式控制模块***的方框图。以下描述的元件包含全部车辆控制结构的一个子集，并提供图1所示混合动力系协作***控制。所述分布式控制模块***综合相关信息和输入，并执行算法以控制不同的执行元件满足控制目标，包括与燃油经济性、排放、性能、操控性、和包括ESD 74的电池和第一和第二电机56和72在内的硬件保护的相关目标。所述分布式控制模块***包括发动机控制模块(下文′ECM′)23、TCM17、电池组控制模块(下文′BPCM′)21，和TPIM 19。混合控制模块(下文′HCP′)5提供所述ECM23、所述TCM 17、所述BPCM 21、和所述TPIM 19的监控和协调。用户界面(′UI′)13操作性地连接到多个装置，车辆驾驶员通过该多个装置控制或者指示所述电力机械混合动力系的操作。所述装置包括加速踏板113(′AP′)、驾驶员刹车踏板112(′BP′)、档位选择器114(′PRNDL′)、和车速巡航控制(未示出)。所述档位选择器114可以具有驾驶员员可选位置的多个离散数字，包括所述输出部件64的转动方向以提供前进和后退方向。
上述控制模块与其它控制模块、传感器、和执行元件通过局部区域网(下文′LAN′)总线6通讯。所述LAN总线6允许操作状态参数和执行元件指令信号在不同的控制模块之间进行连接通讯。具体采用的通信协议是根据应用所指定的。所述LAN总线6和适当的协议在上述控制模块及提供其它功能例如刹车防抱死、牵引力控制、和车辆扰动(destabilization)的控制模块之间提供鲁棒通信和多重控制模块接口。多倍的通信总线可以用来提高通信速度和提供一定级别的信号冗余度和完整度。在分级控制模块之间的通讯还可以是采用直达通信，例如，串行***接口(′SPI′)总线(未示出)。
所述HCP5提供所述混合动力系的监控，用来协调操作所述ECM 23、TCM17、TPIM 19、和BPCM 21。基于从用户界面13和混合动力系的各种输入信号包括ESD 74，所述HCP 5确定驾驶员转矩要求、输出转矩命令、发动机输入转矩命令、用于变速器10的离合器C1 70、C2 62、C3 73、C4 75的传递转矩的离合器转矩，以及用于第一和第二电机56和72的马达转矩TA和TB。所述TCM 17操作性地连接到所述液压控制回路42并提供各种功能包括监测各种压力传感器(未示出)和生成并发送控制信号到各种电磁线圈(未示出)从而控制在液压控制回路42之中的压力开关和控制阀。
所述ECM 23操作性地连接到所述发动机14，并作用为通过多个分离的线，简单起见以聚集双向接口电缆35示出，来获得传感器数据并控制发动机14的执行元件。所述ECM 23从所述HCP 5接收发动机输入转矩命令。所述ECM 23基于监测的发动机转速和负载，其传递至所述HCP 5，确定发动机实际输入转矩，TI，并同时提供至所述变速器10。所述ECM 23监测从转速传感器11的输入以确定至输入轴12的发动机输入速度，其转化为变速器输入速度，NI。所述ECM23监测从传感器(未示出)的输入以确定其它发动机操作参数的状态，包括，例如歧管压力、发动机冷却液温度、环境气温、和环境压力。所述发动机负载可以由此确定，例如，从所述歧管压力，或者，从监测驾驶员对加速踏板113的输入。所述ECM 23产生和传达指令信号到控制发动机执行元件，包括，例如，燃油喷嘴、点火模块、和节气门控制模块，均未示出。
所述TCM 17操作性地连接到变速器10并监测传感器(未示出)的输入以确定变速器操作参数的状态。所述TCM 17产生和传达指令信号以控制变速器10，包括控制所述液压控制回路42。从TCM 17到HCP 5的输入包括用于每一个离合器，例如，C1 70、C2 62、C3 73和C4 75的离合器估测转矩，以及输出部件64的输出转速No。为了进行控制，其它执行元件和传感器可以用来从TCM17向HCP 5提供辅助信息。TCM 17监测压力开关(未示出)的输入并有选择地致动液压控制回路42的压力控制电磁线圈(未示出)和移位电磁线圈(shiftsolenoid，未示出)以有选择地驱动各离合器C1 70、C2 62、C3 73、和C4 75达到不同的变速器操作范围状态，如下文所述。
所述BPCM 21可信号联通地连接到传感器(未示出)以监测ESD 74，包括电流和电压参数的状态，以提供指示ESD 74的电池参数状态的信息至HCP 5。所述电池的参数状态优选包括电池荷电状态、电池电压、电池温度、和可用的电池电力，称为范围PBAT_MIN到PBAT_MAX。
刹车控制模块(下文′BrCM′)22操作性地连接到每个车轮93的摩擦制动器(未示出)。所述BrCM 22监测驾驶员对刹车踏板112的输入以产生控制信号控制所述摩擦制动器并发送控制信号到所述HCP 5以基于其来操作所述第一和第二电机56和72。
每一个控制模块，ECM 23、TCM 17、TPIM 19、BPCM 21、和BrCM 22优选为通用数字计算机，其包含微处理器或者中央处理器、包含只读存储器(ROM′)、随机存取存储器(RAM′)、电可编程序只读存储器(′EPROM′)的存储介质、高速时钟、模数转换(′A/D′)和数模转换(′D/A′)电路、以及输入/输出电路和装置(′I/O′)及适当的信号调节和缓冲电路。每一个控制模块具有一套控制算法，包含储存在所述存储介质中并被执行以提供各自电脑功能的常驻程序命令和标定。在控制模块之间的信息传输优选采用所述LAN总线6和SPI总线完成。所述控制算法在预置的周期期间执行，使得各个算法在各自的周期至少执行一次。储存在所述非易失性存储装置的算法由所述中央处理单元的一个执行，以监测传感器的输入并执行控制和诊断程序来控制执行元件的操作，其采用预置的标定。周期定期地执行，例如在所述混合动力系正在进行操作期间的每一个3.125、6.25、12.5、25和100毫秒。或者，算法可以响应于一个事件的发生而执行。
所述示范性的混合动力系有选择地在若干操作范围状态中的一个操作，其可以描述为包含发动机开状态(′CN′)和发动机断开(′OFF′)的一个的发动机状态，和包含多个固定速比和连续可变工况的变速器状态，参见下表1。
表1
Figure A200810191177D00111
每一个变速器操作范围状态描述在所述表中并表示所述具体的离合器C170、C2 62、C3 73、和C4 75中的哪些是用于每一个操作范围状态的。第一连续可变模式，即，EVT模式1，或者M1，通过将离合器C1 70＂接地＂至所述第三行星齿轮组28的外齿圈部件选中。所述发动机状态可以是ON(′M1_Eng_On′)或者OFF(′M1_Eng_Off′)中的一个。第二连续可变模式，模式2，或者M2，通过将离合C2 62仅仅作用为将轴60连接至所述第三行星齿轮组28的行星架来选中。所述发动机状态可以是ON(′M2_Eng_On′)或者OFF(′M2_Eng_Off′)中的一个。为了进行说明，当所述发动机状态为OFF时，发动机输入速度相当于零转/分(′RPM′)，那就是说，发动机曲轴没有旋转。固定档位操作提供变速器10的输入输出速度比的固定比率操作，即NI/NO。第一固定档位操作(′G1′)通过应用离合器C1 70和C4 75来选中。第二固定档位操作(′G2′)通过应用离合器C1 70和C2 62来选中。第三固定档位操作(′G3′)通过应用离合器C2 62和C4 75来选中。第四固定档位操作(′G4′)通过应用离合器C2 62和C3 73来选中。输入输出速度比的固定比率操作由于在所述行星齿轮24、26、和28中降低的齿轮比而伴随增加的固定档位操作而增加。所述第一和第二电机56和72的转速，NA和NB，分别取决于正如所述离合器定义的机构(mechanism)的内旋转并与所述输入轴12的测量输入速度成正比。
响应于用户界面13获得的驾驶员对加速踏板113和刹车踏板112的输入，HCP 5和一个或多个其它控制模块确定转矩命令以控制所述转矩发生装置，包含发动机14和第一和第二电机56和72以符合输出部件64的驾驶员转矩要求并传递至动力传动***90。基于所述用户界面13和包括ESD 74的混合动力系的输入信号，HCP 5确定驾驶员转矩要求、从变速器10到动力传动***90的命令输出转矩、发动机14的输入转矩、用于变速器10的转矩传递离合器C1 70、C2 62、C3 73、C4 75的离合器转矩；以及分别用于第一和第二电机56和72的马达转矩，将在下文描述。
最终的车辆加速度受其它因素影响，包括例如，路面负载、道路坡度、以及车辆质量。变速器10的操作范围状态基于混合动力系的各种操作特性确定。这包括上文描述的经由加速踏板113和刹车踏板112传达至用户界面13的驾驶员转矩要求。操作范围状态可以在混合动力系***的转矩需要上判定，其由电能生成模式或者转矩生成模式下的第一和第二电机56和72的操作命令所引起。操作范围状态可以由最优化算法或者程序确定，其基于驾驶员功率需要、电池荷电状态、和发动机14以及第一和第二电机56和72的能量效率来确定最佳***效率。所述控制***基于最佳化程序执行的结果来管理发动机14和第一和第二电机56和72的转矩输入，并从而优化***效率，以管理燃油经济性和蓄电池充电。而且，操作可以基于组件或者***的故障确定。HCP 5监测所述转矩生成装置，并响应于输出部件64的所需输出转矩来确定需要的变速器10的功率输出以符合驾驶员转矩要求。从以上描述显而易见，ESD 74和第一和第二电机56和72之间是电操作性地连接以用于电力流通。此外，发动机14、第一和第二电机56和72、和电力机械变速器10是机械地操作性地连接以在其间传递动力以向输出部件产生动力。
图3示出用于控制和管理具有多个转矩发生装置的混合动力系***信号流的控制***结构，参考图1和2的混合动力系***，以及常驻在上述控制模块中的可执行算法和标定。所述控制***结构适用于替换的具有多个转矩发生装置的混合动力系***，包括，例如，具有发动机和单个电机的混合动力系***、具有发动机和多个电机的混合动力系***。或者，混合动力系***可以运用非电的转矩发生机器和储能装置，例如，液压机械混合传动(未示出)。
在运行中，驾驶员对加速踏板113和刹车踏板112的输入被监测以确定驾驶员转矩要求。驾驶员对加速踏板113和刹车踏板112的输入包含单独可确定的驾驶员转矩要求输入，包括当前加速输出转矩要求(′当前加速输出转矩要求(Output Torque Request Accel lmmed)′)，预测加速输出转矩要求(预测加速输出转矩要求(Output Torque Request Accel Prdtd)′)，当前制动输出转矩要求(′当前制动输出转矩要求(Output Torque Request Brake Immed)′)，预测制动输出转矩要求(′预测制动输出转矩要求(Output Torque Request Brake Prdtd)′)和车轴转矩响应型式(′轮轴转矩响应型式(Axle Torque Response Type)′)。在这里，术语“加速(accelerator)”指的是最好引起车速相对当前车速增加的用于前进推进的驾驶员要求，且是在操作员选择的档位选择器114的命令车辆正向前进的位置。术语“减速”和“制动”指的是涉及最好为引起车速从当前车速降低的驾驶员要求。当前加速输出转矩要求、预测加速输出转矩要求、当前制动输出转矩要求、预测制动输出转矩要求、和车轴转矩响应型式均是独立输入到所述控制***。另外，发动机14和变速器10的操作被监测以确定输入速度(′Ni′)和输出速度(′No′)。
战略控制方案(′战略控制′)310基于输出速度和驾驶员转矩要求并基于混合动力系的其它操作参数，包括蓄电池电源极限和发动机14、变速器10、和第一和第二电机56和72的响应极限，确定优选的输入速度(′Ni_Des′)和优选的发动机状态和变速器操作范围状态(′目标混合范围状态(Hybrid Range State Des)′)。预测加速输出转矩要求和预测制动输出转矩要求被输入给战略控制方案310。战略控制方案310优选由HCP 5在每一个100毫秒周期和每一个25毫秒周期期间执行。用于变速器10的要求操作范围状态和从发动机14到变速器10的要求输入速度被输入给所述执行换档和发动机启动/停止控制方案320。
所述执行换档和发动机启动/停止控制方案320命令改变包括基于动力系***的输入与操作来变化操作范围状态的变速器操作(′变速器命令′)。这包括当优选操作范围状态与当前操作范围状态不同时变速器操作范围状态变化的命令执行，通过命令改变一个或多个离合器C1 70、C2 62、C3 73、和C4 75的运用及其它变速器命令。可以确定当前操作范围状态(“实际混合范围状态”)和输入速度曲线(“Ni_Prof”)。输入速度曲线是即将到来的输入速度的估计值并优选包含用于下一循环周期的目标输入速度的标量参数值(scalar parametric value)。发动机操作命令和驾驶员转矩要求就是以变速器的操作范围状态转变期间的输入速度曲线为基础的。
战术控制方案(′战术控制与操作(Tactical Control and Operation)′)330在一个控制循环周期期间重复地执行以确定用于操作发动机14的发动机命令(′发动机命令′)，包括从发动机14到变速器10的优选输入转矩，基于输出速度、输入速度、和包含当前加速输出转矩要求、预测加速输出转矩要求、当前制动输出转矩要求、预测制动输出转矩要求、车轴转矩响应型式、以及变速器当前操作范围状态的驾驶员转矩要求。发动机命令还包括发动机状态，包括全部汽缸操作状态和发动机汽缸的其中一部分停用和停止供油的汽缸停用操作状态中的一个，以及发动机状态包括供油状态和停止供油状态之一。包含发动机14的优选输入转矩和在发动机14和输入部件12之间作用的当前输入转矩(′Ti′)的发动机命令优选由ECM 23确定。用于每一个离合器C1 70、C2 62、C3 73、和C4 75的离合器转矩(′Tcl′)，包括当前应用离合器和未应用离合器，优选由TCM17估测。
执行输出和马达转矩确定方案(′输出和马达转矩确定′)340用以确定动力传动系的优选输出转矩(′To_cmd′)。这包括确定马达转矩命令(′TA′，′TB′)以传送净命令输出转矩到变速器10的输出部件64，来满足驾驶员转矩要求，其通过在该具体实施例中控制第一和第二电机56和72得到。当前加速输出转矩要求、当前制动输出转矩要求、来自发动机14的当前输入转矩和经估测的所用离合器转矩、变速器10的当前操作范围状态、输入速度、输入速度曲线、以及车轴转矩响应型式被输入。输出和马达转矩确定方案340执行以确定在每一个重复的循环周期的一个期间的马达转矩命令。输出和马达转矩确定方案340包括算法代码，其在6.25毫秒和12.5毫秒循环周期期间有规则地执行以确定优选马达转矩命令。
混合动力系被控制为传递输出转矩到输出部件64以作用到动力传动***90而在车轮93上产生牵引力矩以正向地推动车辆响应于在车辆档位选择器114的正向的驾驶员选择位置时驾驶员对加速踏板113的输入前进。类似地，混合动力系被控制为传递输出转矩到输出部件64以作用到动力传动***90而在车轮93上产生牵引力矩以反向地推动车辆响应于在车辆档位选择器114的反向的驾驶员选择位置时驾驶员对加速踏板113的输入倒退。优选地，推动车辆引起加速需要输出转矩足以克服车辆的外部阻力，例如，道路坡度、空气阻力、及其它阻力。
图4详细描述用于控制和管理经过第一和第二电机56和72的输出转矩的输出和马达转矩确定方案340的信号流，参见图1和2描述的混合动力系***和图3的控制***结构以及包括最大和最小可用蓄电池电量限值(′Pbat Min/Max′)的约束。输出和马达转矩确定方案340控制第一和第二电机56和72的马达转矩命令以传递净输出转矩到变速器10的输出部件64，其与动力传动***90作用并满足驾驶员转矩要求，服从于约束条件和形状。在该实施例中，输出和马达转矩确定方案340优选包括算法代码和预定标定代码，其在6.25毫秒和12.5毫秒循环周期期间有规则地执行以确定用于控制第一和第二电机56和72的优选马达转矩命令(′TA′，′TB′)。
输出和马达转矩确定方案340确定和运用多个输入以确定输出转矩的约束条件，根据它确定输出转矩命令(′To_cmd′)。用于第一和第二电机56和72的马达转矩命令(′TA′，′TB′)可以基于输出转矩命令确定。输出和马达转矩确定方案340的输入包括驾驶员输入、动力系***输入和约束条件、以及自动控制输入。
驾驶员输入包括当前加速要求输出转矩(′当前加速要求输出转矩′)以及当前制动要求输出转矩(′当前制动要求输出转矩)。
自动控制输入包括转矩补偿(offset)以实现动力传动***90(412)的主动减振、实现发动机推力脉动消除(408、，以及实现基于输入和输出速度(410)的闭环修正。用于第一和第二电机56和72实现动力传动***90的主动减振的转矩补偿(′TaAD′，′TbAD′)可以确定，例如，去管理和实现动力传动***冲击调节，并从主动减振算法(′AD′)(412)中输出。用于实现发动机推力脉动消除的转矩补偿(′TaPC′，′TbPC′)在发动机14运转状态(′ON′)和停机状态(′OFF′)转换之间的发动机14启动和停止期间确定以消除发动机转矩扰动，并是从脉动消除算法(′PC′)(408)中输出。用于第一和第二电机56和72实现闭环修正转矩的转矩补偿由监测变速器10的输入速度以及离合器C1 70、C2 62、C3 73、和C4 75的离合器滑转速度确定。当在一个操作范围状态模式中运行时，用于第一和第二电机56和72(′TaCL′，′Tb CL′)的闭环修正转矩补偿可以基于传感器11(′Ni′)得来的输入速度和输入速度曲线(′Ni_Prof)的差异来确定。当处于空档时，闭环修正是基于传感器11(′Ni′)得来的输入速度和输入速度曲线(′Ni_Prof′)的差异，和离合器滑转速度与目标离合器滑转速度例如用于目标离合器C1 70的离合器滑转速度曲线的差异来确定的。闭环修正转矩补偿是从闭环控制算法(′CL′)(410)输出的。包含用于所用转矩传递离合器的离合器反作用转矩范围的离合器转矩(′Tcl′)，以及未处理的离合器滑转速度和未用离合器的离合器滑转加速度可以被确定并用于当前采用并未锁止的离合器的具体操作范围状态。闭环马达转矩补偿和用以实现动力传动***90主动减振的马达转矩补偿被输入进低通滤波器以确定用于第一和第二电机56和72的马达转矩修正(′TALPF′和′TBLPF′)(405)。
蓄电池电源功能(′蓄电池电源控制′)466监测蓄电池电源输入以确定包含最大马达转矩控制电功率约束条件(′PBAT_MAX_MT′)和最小马达转矩控制电功率约束条件(′PBAT_MIN_MT′)的电力约束条件，其将最小和最大原始输出转矩约束条件(′To Min Raw′，′To Max Raw′)(440)输入最优化算法440。蓄电池电源功能466的输入包括电池组电压(′VBAT′)、蓄电池功率(′PBAT′)、最大电压VBAT_MAX_BASE、最小电压VBAT_MIN_BASE、最大长时电功率限值(′PBAT_MAX_LT′)、最小长时电功率限值(′PBAT_MIN_LT′)、最大短时电功率限值(′PBAT_MAX_ST′)、和最小短时电功率限值(′PBAT_MIN_ST′)。还可以是包含助推(boost)要求的离散输入。
其它***输入包括操作范围状态(′混合范围状态′)和多个***输入及约束条件(′***输入和约束条件′)。***输入可以包括具体到动力系***和操作范围状态的标量参数，并可以与输入部件12、输出部件64、和离合器的速度与加速度有关。其它***输入涉及该实施例的***惯性、阻尼、和电/机功率转换效率。约束条件包括从转矩机械即第一和第二电机56和72(′Ta Min/Max′，′TbMin/Max′)的最大和最小马达转矩输出，以及用于所用离合器的最大和最小离合器反作用(reactive)转矩。其它***输入包括输入转矩、离合器滑动转速和其它相关状态。
包括输入加速度曲线(′Nidot_Prof)和离合器滑转加速度曲线(′离合器滑转加速曲线′)的输入与***输入、操作范围状态、和用于第一和第二电机56和72的马达转矩修正(′TALPF′，′TBLPF′)一起被输入进预先优化算法(415)。输入加速度曲线是优选包含用于下一循环周期的目标输入加速度的下一输入加速度的估计值。离合器滑转加速度曲线是一个或更多未应用离合器的下一离合器加速度的估计值，并优选包含用于下一循环周期的目标离合器滑转加速度。最优输入(′最优输入(Opt Inputs)′)，其可以包括马达转矩、离合器转矩和输出转矩的值，可以计算用于当前操作范围状态并用于最优化算法以确定最大和最小原始输出转矩约束条件(440)以及确定在第一和第二电机56和72之间的开环转矩命令的优选分解(440′)。最优输入、最大和最小蓄电池功率限值、***输入和当前操作范围状态经分析以确定优选或者最佳输出转矩(′To Opt′)及最小和最大原始输出转矩约束条件(′To Min Raw′，′To Max Raw′)(440)，其可以被整形滤波(420)。优选输出转矩(′To Opt′)包含使蓄电池电源受操作员转矩要求影响最小化的输出转矩。当前加速要求输出转矩和当前制动要求输出转矩每一个都经过整形滤波并受最小和最大输出转矩约束条件(′To Min Filt′，′ToMax Filt′)限制以确定最小和最大滤波后输出转矩要求约束条件(′To Min ReqFiltd′，′To Max Req Filtd′)。受约束的加速要求输出转矩(′To Req Accel Cnstrnd′)和受约束的制动要求输出转矩(′To Req Brake Cnstrnd′)可以基于最小和最大滤波后输出转矩要求约束条件(425)确定。
此外，变速器10的再生制动容量(′Opt Regen Capacity′)包含变速器10反作用动力传动***转矩的容量，可以基于包括转矩机械的最大和最小马达转矩输出及用于所用离合器的最大和最小反作用转矩的约束条件，考虑蓄电池功率限值确定。再生制动容量建立用于当前制动要求输出转矩的最大值。再生制动容量基于受约束的加速要求输出转矩和优选输出转矩之间的差异确定。受约束的加速要求输出转矩经整形滤波并与受约束的制动要求输出转矩结合以确定净输出转矩命令。净输出转矩命令与最小和最大要求滤波后输出转矩相比以确定输出转矩命令(′To_cmd′)(430)。当净输出转矩命令在最大和最小要求滤波后输出转矩之间时，输出转矩命令设置为净输出转矩命令。当净输出转矩命令超过最大要求滤波后输出转矩时，输出转矩命令设置为最大要求滤波后输出转矩。当净输出转矩命令低于最小要求滤波后输出转矩时，输出转矩命令设置为最小要求滤波后输出转矩。
动力系操作被监测并与输出转矩命令结合以确定在第一和第二电机56和72之间的满足作用离合器转矩容量(′TAOpt′和′TBOpt′)的开环转矩命令的优选分解，并提供与优选蓄电池功率(′Pbat Opt′)(440′)相关的反馈。用于第一和第二电机56和72的马达转矩修正(′TALPF′和′TBLPF′)被扣除以确定开环马达转矩命令(′TAOL′和′TBOL′)(460)。
开环马达转矩命令与包括用以实现动力传动***90(412)主动减振、实现发动机推力脉动消除(408)、和基于输入和离合器滑转速度(410)实现闭环修正的转矩补偿的自动控制输入相结合，确定用于控制第一和第二电机56和72的马达转矩TA和TB(470)。上述约束、整形、滤波要求输出转矩以确定转变为用于第一和第二电机56和72的转矩命令的输出转矩命令的步骤，优选为作用在输入和运用算法代码以计算转矩命令的前馈操作。
如此设置的***操作使得可以基于动力系***的当前操作和约束条件的确定输出转矩约束条件。驾驶员要求转矩基于驾驶员对刹车踏板和加速踏板的输入确定。驾驶员要求转矩可以经限制、整形和滤波以确定命令输出转矩，包括确定优选再生制动容量。命令输出转矩可以基于约束条件和驾驶员要求转矩限制确定。命令输出转矩由转矩机械的命令操作实现。***操作实现响应于驾驶员要求转矩并在***约束条件内的动力传动系操作。***操作引起输出转矩根据驾驶员操纵性需要来定形，包括在再生制动操作期间的平稳运行。
最优化算法(440，440′)包含执行确定动力传动***控制参数的算法，其响应于最小化的蓄电池功率消耗量的驾驶员要求转矩动力。最优化算法440包括监测电力机械混合动力系的当前运转工况，例如，在上文描述的动力系***，基于***输入和约束条件、当前操作范围状态、和可用的蓄电池功率限值。为了备选的输入转矩，最优化算法440计算响应于包含上述的命令输出转矩的***输入的动力系***输出，其处于第一和第二电机56和72的最大和最小电机输出转矩范围之内，在可用蓄电池功率之内，和在变速器10当前操作范围状态下已用离合器的离合器反作用转矩范围内，并考虑***惯性、阻尼、离合器滑差(slippage)、和电/机械功率转换效率。优选地，动力系***输出包括优选输出转矩(′To Opt′)、第一和第二电机56和72的可达到的输出转矩(′Ta Opt′，′TbOpt′)和与可达到的输出转矩相关的优选蓄电池功率(′Pbat Opt′)。
图5描绘命令输出转矩确定函数450和冲击状态函数502。在一个具体实施例中，命令输出转矩确定函数450和主动减振函数502能被用来确定如图4所示的命令输出转矩(′To_cmd′)(430)。
冲击状态函数502包括工况判断函数506(′工况判断(Operating ConditionEstimation)′)和冲击状态确定函数508(′冲击状态确定函数(Lash StateDetermination Function)′)。冲击状态函数502确定动力传动***冲击状态是动力传动***90的正冲击状态、负冲击状态和中性冲击状态中的一种。正冲击状态是齿轮冲击从输出部件64到轮子93所传播的状态。负冲击是齿轮冲击从轮子93到输出部件64传播的状态。中性冲击状态表示在变速器10和动力传动***90中的齿轮冲击已经被消除。工况判断函数506采用包括由TPIM 19提供的第一和第二电机56和72的马达转矩TA和TB、输入转矩TI、每一个离合器C1 70、C2 62、C3 73、和C4 75的估计离合器转矩、制动摩擦转矩，和***模型的估计道路负载转矩的输入，以确定估计车轮转速(′轮速估计值(Wheel Speed Est)′)、估计输出转速(′估计输出转速(Output Speed Est)′)、估计车轴转矩(′估计车轴转矩(Axle Torque Est)′)、和输出速度到轮转速的换算系数(′换算系数(Conversion Factor)′)。冲击状态确定函数508采用估计输出速度、估计车轴转矩、和输出速度到轮转速的换算系数并加上变速器10的操作范围状态以确定冲击状态，其作为信号(冲击状态‘Lash State’)输出到管理函数504。冲击状态信号表示车辆是否处于正冲击状态/负冲击状态/或者中性冲击状态。
输出转矩命令确定函数450监测冲击状态和净输出转矩命令(′净输出转矩命令(Net Output Torque Command)′)，例如，确定为如图4所示的。如上所述，净输出转矩命令可以由最小和最大滤波后输出转矩(′To Min Filt′，′To Max Filt′)限制。净输出转矩命令与正速率限制阈值转矩(positive rate limit threshold torque)和负速率限制阈值转矩(negative rate limit threshold torque)的一个(′正/负速率限制阈值转矩(Pos./Neg Rate Limit Threshold Torque)′)进行比较。当净输出转矩命令超过正速率限制阈值转矩(或者是小于负速率限制阈值转矩)，输出转矩的变化率对正(或负)动力传动***齿轮冲击的响应受到限制。冲击管理函数504(′冲击管理函数(Lash Management Function)′)基于冲击状态、净输出转矩命令、和速率限制阈值来管理变速器10和动力传动***90中的齿轮冲击。
冲击状态信号与变速器10的当前操作范围状态一起，由输出转矩命令确定函数450监测。净输出转矩(′净输出转矩命令(Net Output Torque Command)′)基于如上所述的加速输出转矩要求和限制制动输出转矩要求确定。冲击管理函数504监测净输出转矩、冲击状态信号、和操作范围状态。冲击管理函数504施加输出转矩变化率的阈值的一个，其包含正的和负的速率限制阈值转矩中的一个，以限定响应于正或者负动力传动***齿轮冲击的输出转矩命令(输出转矩命令(Output Torque Command)′)的变化率。在图4所描述的控制***中，冲击管理函数504限定的输出转矩命令用于确定控制第一和第二电机56和72的马达转矩命令(′TA′，′TB′)，其响应于驾驶员转矩要求和动力传动***的冲击来传递转矩到变速器10的输出部件64。
图6描绘了在冲击管理函数504未主动限定输出转矩命令的变化率(′冲击管理函数未限定输出转矩命令(OUTPUT TORQUE COMMAND NOT LIMITEDBY LASH MANAGEMENT FUNCTION)′)的情况下，冲击管理函数504的一个示范性的具体实施例的净输出转矩(′净输出转矩(Net Output Torque)′)和输出转矩命令(′输出转矩命令(Output Torque Command)′)随消逝时间(′时间(Time)′)的转矩水平(′转矩(Torque)′)。在该描述中，冲击管理函数504没有限定当净输出转矩在正速率限制阈值转矩(′正速率限制阈值转矩(Pos.Rate LimitThreshold Torque)′)和负速率限制阈值转矩(负速率限制阈值转矩(Neg.RateLimit Threshold Torque)′)之间时输出转矩命令的变化率。因此，冲击管理函数504确定输出转矩命令等于净输出转矩。在一个示范性的具体实施例中，正速率限制阈值转矩是校准的负转矩值，而负速率限制阈值转矩是校准的正转矩值。
图7描绘了当冲击状态信号表示正冲击状态和中性冲击状态，并且在净输出转矩小于正速率限制阈值转矩(′正速率限制阈值转矩(Pos.Rate LimitThreshold Torque)′)时，冲击管理函数504的一个示范性的具体实施例的随消逝时间(′时间(Time)′)的净输出转矩(′净输出转矩(Net Output Torque)′)和输出转矩命令(′输出转矩命令(Output Torque Command)′)值。当冲击状态信号表示正冲击状态，并且在净输出转矩小于正速率限制阈值转矩时，冲击管理函数504基于最大输出转矩降低率(′最大输出转矩降低率(Maximum OutputTorque Decrease Rate)′)，其由输出转矩变化率阈值限定的变速器10的操作范围状态确定，限定输出转矩命令。当净输出转矩急速降低时，输出命令由最大输出转矩降低率限定并且不等于净输出转矩，限制了由冲击所引起的动力传动***扰动。
图8描绘了当冲击状态信号表示负冲击状态和中性冲击状态并且在净输出转矩大于负速率限制阈值转矩(负速率限制阈值转矩(Neg.Rate Limit ThresholdTorque)′)时，冲击管理函数504的一个示范性的具体实施例的随消逝时间(′时间(Time)′)的净输出转矩(′净输出转矩(Net Output Torque)′)和输出转矩命令(′输出转矩命令(Output Torque Command)′)值。当冲击状态信号表示负冲击状态和中性冲击状态并且在净输出转矩大于负速率限制阈值转矩时，冲击管理函数504基于最大输出转矩升高率(′最大输出转矩升高率(MaximumOutput Torque Increase Rate)′)，其由输出转矩变化率阈值限定的变速器10的操作范围状态确定，限定输出转矩命令。因此，当净输出转矩急速升高时，输出命令由最大输出转矩升高率限定并且不等于净输出转矩。
图9描绘了当冲击状态信号表示负冲击状态(负冲击状态(Negative LashState)′)并且随后表示中性冲击状态(′中性冲击状态(Neutral Lash State)′)然后为正冲击状态(′正冲击状态(Positive Lash State)′)时，冲击管理函数504的一个示范性的具体实施例的随消逝时间的净输出转矩(′净输出转矩(NetOutput Torque)′)和输出转矩命令(′输出转矩命令(Output Torque Command)′)值。当冲击状态信号表示负冲击状态和中性冲击状态时，冲击管理函数504基于由变速器10的冲击状态确定的最大输出转矩升高率(′最大输出转矩升高率(Maximum Output Torque Increase Rate)′)限定输出转矩命令。当冲击状态信号表示正冲击状态时，冲击管理函数504不再限定输出转矩从而输出转矩命令可以响应于净输出转矩要求不受限制的升高。
本发明描述了特定的最优实施例及其改进。进一步的改进和变更可以由阅读和理解本说明书的其它人作出。因此，应当理解本发明不限定于所述作为预期实现本发明的最好方式而公开的特定的具体实施例，而本发明应包括落在所附权利要求书范围之内的所有具体实施例。

Claims (18)

1.用于控制混合动力系***的方法，该混合动力系***包括操作性地在输入部件、转矩机械和输出部件之间传递功率的变速器装置，所述输出部件连接至与车轮相连的动力传动***从而在其间传递牵引力矩，该方法包含：
监测驾驶员转矩要求；
确定变速器装置的操作范围状态；
基于所述驾驶员转矩要求确定到输出部件的净输出转矩；
确定动力传动***的冲击状态；以及
基于所述变速器装置的操作范围状态、所述净输出转矩和所述动力传动***的冲击状态，确定用于传送输出转矩到输出部件的命令。
2.如权利要求1所述的方法，其中所述冲击状态包含正冲击状态、负冲击状态以及中性冲击状态中的一种。
3.如权利要求2所述的方法，进一步包含：
给所述输出转矩变化率提供阈值；以及
当所述冲击状态为中性冲击状态并且当所述净输出转矩低于所述输出转矩变化率的阈值时，设定用于传送输出转矩到所述输出部件的命令等于净输出转矩。
4.如权利要求3所述的方法，进一步包含：
提供第一阈值给输出转矩负变化率；以及
当所述冲击状态是负冲击状态时限定用于传送输出转矩到所述输出部件的命令为所述输出转矩负变化率的第一阈值。
5.如权利要求3所述的方法，进一步包含：
提供第二阈值给输出转矩正变化率；以及
当所述冲击状态是正冲击状态时限定用于传送输出转矩到所述输出部件的命令为所述输出转矩正变化率的第二阈值。
6.如权利要求5所述的方法，进一步包含基于用于传送输出转矩到输出部件的命令来控制到转矩机械的马达转矩。
7.如权利要求1所述的方法，进一步包含基于轮速和输出部件的输出速度确定动力传动***的冲击状态。
8.如权利要求7所述的方法，进一步包含基于所述轮速、所述输出部件的输出速度以及所述动力传动***的转矩确定所述冲击状态。
9.如权利要求8所述的方法，进一步包含基于用于所述转矩机械的马达转矩命令、所述输入部件的输入转矩、摩擦制动转矩测量值、以及道路负载转矩确定所述冲击状态。
10.用于管理操作性地连接至混合动力系***的动力传动***中的冲击的方法，该混合动力系***包括连接至混合变速器的输入部件的发动机，该混合变速器操作性地在所述输入部件及第一和第二转矩机械以及连接动力传动***向车轮传递转矩的输出部件之间传递转矩，该方法包含：
监测驾驶员转矩要求；
确定变速器装置的操作范围状态；
基于所述驾驶员转矩要求确定所述输出部件的净输出转矩；
确定所述输出部件的输出速度和所述车轮的轮速；
基于所述输出部件的输出速度和所述车轮的轮速确定所述动力传动***的正冲击状态、负冲击状态和中性冲击状态中的一种；以及
基于所述变速器装置的操作范围状态、所述净输出转矩和所述动力传动***的冲击状态，命令到所述第一和第二转矩机械的马达转矩。
11.如权利要求10所述的方法，进一步包含：
提供阈值给所述输出转矩变化率；以及
当所述冲击状态为中性冲击状态并且当所述净输出转矩低于所述输出转矩变化率的阈值时，设定用于传送输出转矩到所述输出部件的命令等于净输出转矩。
12.如权利要求11所述的方法，进一步包含：
提供第一阈值给输出转矩负变化率；以及
当所述冲击状态是负冲击状态时限定用于传送输出转矩到所述输出部件的命令为所述输出转矩负变化率的第一阈值。
13.如权利要求12所述的方法，进一步包含：
提供第二阈值给输出转矩正变化率；以及
当所述冲击状态是正冲击状态时限定用于传送输出转矩到所述输出部件的命令为所述输出转矩正变化率的第二阈值。
14.如权利要求13所述的方法，进一步包含基于用于传送输出转矩到输出部件的命令来控制到所述第一和第二转矩机械的马达转矩。
15.如权利要求10所述的方法，进一步包含基于轮速和输出部件的输出速度确定动力传动***的冲击状态。
16.如权利要求15所述的方法，进一步包含基于所述轮速，所述输出部件的输出速度以及所述动力传动***的转矩确定所述冲击状态。
17.如权利要求16所述的方法，进一步包含基于所述转矩机械的马达转矩命令、在所述输入部件的输入转矩、摩擦制动转矩测量值以及道路负载转矩确定所述冲击状态。
18.用于管理操作性地连接于混合动力系***的动力传动***中的冲击的方法，该混合动力系***包括发动机、第二转矩发生装置、变速器装置和与所述第二转矩发生装置相连的能量存储装置，该变速器装置操作性地在输出部件、所述发动机和所述转矩发生装置之间传递动力，所述输出部件提供转矩至向车轮供给转矩的动力传动***，该方法包含：
监测驾驶员转矩要求；
基于所述驾驶员转矩要求确定所述输出部件的净输出转矩；
确定变速器装置的操作范围状态，其包含多个固定速比模式和连续可变模式中的一种；
确定所述输出部件的输出速度和轮速；
基于所述输出部件的输出速度和所述车轮的轮速确定所述动力传动***的正冲击状态、负冲击状态和中性冲击状态中的一种；以及
基于所述变速器装置的操作范围状态、所述净输出转矩和所述动力传动***的冲击状态，确定到所述第二转矩发生装置的马达转矩。
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