CN101480952B - 约束混合动力系***中的输出转矩的方法和装置 - Google Patents

约束混合动力系***中的输出转矩的方法和装置 Download PDF

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CN101480952B
CN101480952B CN2008101908846A CN200810190884A CN101480952B CN 101480952 B CN101480952 B CN 101480952B CN 2008101908846 A CN2008101908846 A CN 2008101908846A CN 200810190884 A CN200810190884 A CN 200810190884A CN 101480952 B CN101480952 B CN 101480952B
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torque
speed
confirm
motor torque
output
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CN101480952A (zh
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A·H·希普
J·J·麦康奈尔
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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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
    • F16H37/10—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
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • 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
    • F16H37/10—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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
    • F16H3/728—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path with means to change ratio in the mechanical gearing
    • 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
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    • Y02T10/64—Electric machine technologies in electromobility

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Abstract

本发明涉及约束混合动力系***中的输出转矩的方法和装置。一种动力系***包括在连接到输入元件的发动机和多个转矩机构以及输出元件之间操作地传递动力的变速器。一种用于控制动力系***的方法，包括监测***运行和确定输出转矩请求，确定闭环速度误差，根据该闭环速度误差确定转矩机构的马达转矩补偿，根据该马达转矩补偿和***运行确定输出转矩约束，根据输出转矩请求和输出转矩约束确定输出转矩指令，根据输出转矩指令确定转矩机构的优选的马达转矩指令，利用转矩机构的马达转矩补偿减少转矩机构的优选的马达转矩指令，并根据闭环速度误差调整用于转矩机构的减少的优选马达转矩指令。

Description

约束混合动力系***中的输出转矩的方法和装置
相关申请的交叉引用
本申请要求于2007年11月4日提交的美国临时申请No.60/985，244的权益，该申请的公开内容在此引用作为参考。
技术领域
本发明涉及用于混合动力系***的控制***，更具体地涉及约束混合动力系***中的输出转矩的方法和装置。
背景技术
这部分的描述仅提供与本发明相关的一些背景信息，且有可能不构成现有技术。
已公知的混合动力系结构可包括含有内燃机和非燃烧机器(例如，电机)的多个转矩发生装置，其优选地通过变速器装置将转矩传给输出元件。一种示范性的混合动力系包括双模式、复合-分解、电动-机械变速器和输出元件，所述变速器利用输入元件来接收来自于原动机动力源(优选为内燃机)的驱动转矩。输出元件可操作地连接到汽车的动力传动***，用于向其传递驱动转矩。转矩机构，例如作为马达或发电机运行的电机，能产生转矩输入到变速器，且与内燃机的转矩输入无关。转矩机构可将通过车辆动力传动***传递的车辆动能转化为可存储在电能存储装置中的能量。控制***监控来自于车辆和驾驶员的各种输入，并提供对混合动力系的可操作控制，包括控制变速器运行状态和变速换档，控制转矩发生装置，以及调节电能存储装置和机器之间的能量交换以管理变速器的输出，包括转矩和转速。
发明内容
本发明提供了控制动力系***的方法，该方法旨在约束混合动力系***中的输出转矩。
一种动力系***，包括运行以在连接到输入元件和多个转矩机构上的发动机和输出元件之间传递动力的变速器。一种用于控制动力系***的方法，包括：监控***运行并确定输出转矩需求，确定闭环速度误差，基于该闭环速度误差确定转矩机构的马达转矩补偿，基于马达转矩补偿和***运行确定输出转矩抑制，基于输出转矩需求和输出转矩抑制确定输出转矩指令，基于该输出转矩指令确定用于转矩机构的优选马达转矩指令，利用转矩机构的马达转矩补偿减少用于转矩机构的优选马达转矩指令，以及基于闭环速度误差调整该用于转矩机构的减少的优选马达转矩指令。
附图说明
现在将通过参考附图举例说明一个或多个实施例，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是根据本发明的控制***和混合动力系的示例性结构的示意图；
图3-7是根据本发明的用于控制和管理混合动力系***内转矩的控制***结构的流程示意图；
图8是根据本发明的图表描述。
具体实施方式
现在参照附图，其中附图只是为了示出某些示范性实施例，而不是为了限制实施例，图1和2描述了示例性混合动力系。根据本发明的示例性混合动力系在图1中示出，包括操作地连接到发动机14的双模式、复合-分解、电动-机械变速器10，与包括第一和第二电机(‘MG-A’)56和(‘MG-B’)72的转矩机构。发动机14与第一和第二电机56和72中的每一个产生能传递至变速器10的机械能。由发动机14与第一和第二电机56和72产生并传递至变速器10的动力以输入和马达转矩以及速度来表征，输入和发动机转矩在此分别称为TI、TA和TB，速度在此分别称为NI、NA和NB。
示例性发动机14包括可选择性地在多个状态下运转以经由轴12向变速器10传递转矩的多缸内燃机，其可为点火式或压燃式发动机。发动机14包括操作地连接至变速器10的输入轴12的曲轴(未示出)。转速传感器11监测输入轴12的转速。由于在发动机14和变速器10之间的输入轴12上设置了转矩消耗部件，例如液压泵(未示出)和/或转矩管理装置(未示出)，使得从发动机14输出的包括转速和发动机转矩的动力不同于变速器10的输入速度NI和输入转矩TI。
示例性变速器10包括三个行星齿轮组24、26和28，以及可选择性啮合的四个转矩传递装置，即离合器C170、C262、C373和C475。如在此使用的，离合器指包括例如单个或组合盘式离合器或组合的离合器、带式离合器和制动器的任何类型的摩擦式转矩传递装置。优选由变速器控制模块(‘TCM’)17控制的液压控制回路(‘HYD’)42操作地控制离合器状态。离合器C262和C475优选地包括液压-致动旋转摩擦离合器。离合器C170和C373优选地包括可固定到变速器壳体68上的液压控制的稳定装置。每个离合器C170、C262、C373和C475都优选地由液压致动，经由液压控制回路42选择性地接收加压的液压流体。
第一和第二电机56和72优选地是三相交流电机，每个电机都包括定子(未示出)、转子(未示出)以及各自的分相器80和82。每个电机的马达定子都固定到变速器壳体68的外部，并包括定子铁心，该定子铁心具有从其中延伸出来的绕成线圈的电绕组。第一电机56的转子支撑在一毂衬齿轮(hub plate gear)上，该齿轮经由第二行星齿轮组26操作地连接至轴60。第二电机72的转子固定连接到空心轴套66(sleeve shaft hub)上。
每个分相器80和82优选地包括可变磁组装置，该装置包含分相器定子(未示出)和分相器转子(未示出)。分相器80和82被适当地定位并组装在第一和第二电机56和72中相应的一个上。分相器80和82的相应的一个的定子操作地连接到第一和第二电机56和72的定子中的一个上。分相器转子操作地连接到相应的第一和第二电机56和72的转子上。每个分相器80和82信号地并操作地连接至变速器功率转换控制模块(以下称为‘TPIM’)19，每个分相器感应并监测分相器转子相对于分相器定子的转动位置，从而监测第一和第二电机56和72中相应的一个的转动位置。此外，从分相器80和82输出的信号被翻译，为第一和第二电机56和72提供转速，即分别为NA和NB。
变速器10包括输出元件64，例如轴，其操作地连接至车辆的动力传动***90(未示出)，向动力传动***90提供传递给车轮93的输出动力，在图1中示出了一个车轮。输出元件64的输出动力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监测输出元件64的转速和转向。每个车轮93优选地配备有适于监测车轮速度的传感器94，传感器的输出由在图2中示出的分布式控制模块***的控制模块监测，以确定用于制动控制、牵引控制和车辆加速管理的车速以及绝对和相对轮速。
来自发动机14的输入转矩与来自第一和第二电机56和72的马达转矩(分别为TI、TA和TB)均由燃料或储存在电能存储装置(ESD)74中的电能转化而来。ESD 74是经由直流传送导体27直流连接到TPIM 19的高压。传送导体27包括触点开关38。当触点开关38闭合时，在正常运转下，电流能在ESD 74和TPIM 19之间流动。当触点开关38打开时，在ESD 74和TPIM 19之间流动的电流被中断。TPIM 19通过传送导体29向第一电机56，或从第一电机56传递电力，并且TPIM 19类似地通过传送导体31向第二电机72，或从第二电机72传递电力，以响应马达转矩指令TA和TB来满足第一和第二电机56和72的转矩指令。根据ESD 74是否处于充电或者放电状态，向ESD 74输入或从ESD 74输出电流。
TPIM 19包括一对功率变换器(未示出)和相应的马达控制模块(未示出)，该马达控制模块配置成接收马达转矩指令并由此控制变换器状态，用于提供马达驱动或再生功能以满足所指令的马达转矩TA和TB。功率变换器包括已公知的互补型三相功率电子装置，每一个都包括多个绝缘栅双极晶体管(未示出)，用来通过高频切换将来自ESD 7的直流电转换成供给第一和第二电机56和72中相应的一个的交流电。绝缘栅双极晶体管形成配置成用于接收控制指令的开关模式电源。每个三相电机的每一相典型地具有一对绝缘栅型双极晶体管。控制绝缘栅型双极晶体管的状态，以提供马达驱动机械动力生成或电力再生功能。三相变换器经由直流传送导体27接收或供应直流电，并将其转换成三相交流电，或将三相交流电转换成直流电，该三相交流电被向第一和第二电机56和72，或从第一和第二电机56和72传递，用于分别经由传送导体29和31来作为马达或发电机运转。
图2是分布式控制模块***的示意性框图。以下描述的元件包括整车控制结构的子***，并提供图1中描述的示范性混合动力系的协同***控制。分布式控制模块***综合成有关信息和输入，并执行算法来控制各种致动器以实现控制目标，包括与燃油经济性、排放物、性能、驱动性能以及包括ESD 74的电池与第一和第二电机56和72的硬件保护有关的控制目标。分布式控制模块结构包括发动机控制模块(以下称为‘ECM’)23、TCM 17、电池组控制模块(以下称为‘BPCM’)21、制动控制模块(以下称为‘BrCM’)22和TPIM 19。混合控制模块(以下称为‘HCP’)5提供ECM 23、TCM 17、BPCM 21、BrCM 22和TPIM 19的监控和协调。用户界面(‘UI’)13操作地连接到多个装置，车辆驾驶员通过这些装置控制或引导电力-机械混合动力系的运行。上述装置包括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’)、变速器档位选择器114(‘PRNDL’)和车速巡航控制(未示出)。变速器档位选择器114可具有离散数量的驾驶员可选择位置，包括能够获得向前和相反方向中的一个的输出部件64的转向。
上述控制模块通过局域网(以下称为‘LAN’)总线6与其它控制模块、传感器和致动器通信。LAN总线6允许操作参数的状态和致动器指信号在各种控制模块之间进行结构化通信。所采用的特定通信协议是专用的。LAN总线6和适当的协议在前述控制模块和其它控制模块之间提供鲁棒通讯和多控制模块接口，所述的其它控制模块提供包括如，防抱死制动、牵引控制和车辆稳定性的功能。多通信总线可用于提高通信速度和提供某些水平的信号冗余和整合。也可利用例如，串行外设接口(‘SPI’)总线(未示出)的直接连接实现单个控制模块之间的通信。
HCP 5提供混合动力系的监控，协调ECM 23、TCM 17、TPIM 19和BPCM21的运行。基于来自用户界面13和包括ESD 74的混合动力系的各种输入信号，HCP 5确定各种指令，包括：驾驶员转矩请求，动力传动***的输出转矩指令(‘To_cmd’)，发动机输入转矩指令，变速器10的转矩传递离合器C170、C262、C373、C475的离合器转矩(TCL)；以及第一和第二电机56和72的马达转矩TA和TB。TCM 17操作地连接到液压控制回路42，并提供包括监测各种压力传感装置(未示出)以及产生并传送各种螺线管(未示出)的控制信号、由此控制包含在液压控制回路42中的压力开关和控制阀的各种功能。
ECM 23可操作地连接到发动机14上，并起到从多个传感器获得数据并通过多条分离的线控制发动机14的致动器的作用，为简化起见，显示为集合的双向接口电缆35。ECM 23接收来自HCP 5的发动机输入转矩指令。ECM 23基于HCP 5传送的监测到的发动机速度和负载来确定在那一时间点提供给变速器10的实际发动机输入转矩TI。ECM 23监测来自转速传感器11的输入以确定输入轴12的发动机输入速度，该输入速度转变为变速器输入速度NI。ECM 23监测来自多个传感器(未示出)的输入以确定其它发动机它运行参数的状态，包括例如，进气管压力、发动机冷却液温度、环境空气温度以及环境压力。例如，可根据歧管压力，或可替换地，根据监视驾驶员对加速踏板113的输入确定发动机负载。ECM 23产生并传送指令信号以控制包括，例如燃料喷射器、点火模块和节气门控制模块的发动机致动器。
TCM 17可操作地连接到变速器10上，并监测来自传感器(未示出)的输入以确定变速器运转参数的状态。TCM 17产生并传送指令信号以控制变速器10，包括控制液压控制回路42。由TCM 17至HCP 5的输入包括每个离合器，即C170、C262、C373和C475的估计的离合器转矩，以及输出元件64的旋转输出速度NO。出于控制目的，可采用其它致动器和传感器来提供从TCM 17到HCP 5的附加信息。TCM 17监控压力开关(未示出)的输入，并且选择性地激励液压控制回路42的压力控制螺线管(未示出)和换档螺线管(未示出)，以选择性地致动各离合器C170、C262、C373和C475，以实现如下所述的各种变速器工作范围状态。
BPCM 21信号地连接至传感器(未示出)以监控ESD 74，包括电流和电压参数的状态，以向HCP 5提供关于ESD 74的电池参数状态的指示信息。电池的参数状态优选地包括电池充电状态、电池电压、电池温度和可用电量，称为范围PBAT-MIN至PBAT-MAX。
制动控制模块(以下称为‘BrCM’)22操作地连接至每个车轮93上的摩擦制动器(未示出)。BrCM22监测驾驶员对加速踏板112的输入，并基于此产生控制信号以控制摩擦制动器，以及向HCP5发送控制信号以操作第一和第二电机56和72。
每个控制模块ECM 23、TCM 17、TPIM 19、BPCM 21和BrCM 22优选地是多用途数字计算机，包括微处理器或中央处理单元、存储介质、高速时钟、模数(‘A/D’)和数模(‘D/A’)电路、以及输入/输出电路和装置(‘I/O’)和适宜的信号调节和缓冲电路，该存储介质包括只读存储器(‘ROM’)、随机存储器(‘RAM’)以及电可编程只读存储器(‘EPROM’)。每个控制模块具有一组控制算法，包括存储于其中一个存储介质中并被执行以提供每个计算机的相应功能的驻存程序指令和校准。在各控制模块之间的信息传递优选由LAN总线6和SPI总线完成。通常在预置循环中执行控制算法，以使每个算法在每个循环中至少执行一次。存储于非易失性存储装置中的算法被中央处理单元之一执行，以监控来自传感装置的输入以及采用预置校准来执行控制和诊断程序，以控制致动器的运行。定期执行循环，例如在混合动力系的实时运行期间每3.125、6.25、12.5、25和100毫秒执行一次。可选择的，响应于事件的发生而执行算法。
示例性的混合动力系可选择地以可表征为发动机状态和变速器工作范围状态的多种状态之一运转，发动机状态包括发动机工作状态(‘ON’)和发动机停止状态(‘OFF’)，变速器工作范围状态包括多个固定档位和无级变速运行模式，如下表1所示。
表1
Figure GSB00000787288200071
表中描述了每个变速器工作范围状态，并表明每个工作范围状态使用了特定离合器C170、C262、C373和C475中的哪个。为了“固定”第三行星齿轮组28的外部齿轮元件，通过仅使用离合器C170选择第一无级变速模式，即EVT模式1或M1。发动机状态可以是ON(‘M1_Eng_On’)或(‘M1_Eng_Off’)之一。通过仅使用离合器C262以将轴60连接到第三行星齿轮组28的行星架上，选择第二无级变速模式，即EVT模式2或M2。发动机状态可以是ON(‘M2_Eng_On’)或OFF(‘M2_Eng_Off’)之一。为了该描述，当发动机状态为OFF时，发动机输入速度NE等于零转/分钟(‘RPM’)，即，发动机曲轴不旋转。固定传动比运转提供变速器10的输入到输出速度的固定比值，即NI/NO。通过使用离合器C170和C475，选择第一固定传动比运转(‘G1’)。通过使用离合器C170和C262，选择第二固定传动比运转(‘G2’)。通过使用离合器C262和C475，选择第三固定传动比运转(‘G3’)。通过使用离合器C262和C373，选择第四固定传动比运转(‘G4’)。由于行星齿轮组24、26和28的传动比降低，输入输出速度的固定比运转随着固定档位传动比的增大而增大。第一和第二电机56和72转速，分别为NA和NB，取决于由离合器限定的机构的内部旋转，且正比于输入轴12处测得的输入速度。
响应于由用户界面13通过加速踏板113和制动踏板112获取的驾驶员输入，HCP 5与一个或多个其它控制模块确定转矩指令来控制转矩致动器，以满足外部输出元件64的驾驶员转矩请求，并传递至动力传动***90。转矩致动器优选地包括转矩生成装置，例如发动机14与在该实施例中包括第一和第二电机56和72的转矩机构。转矩致动器优选地还包括转矩传递装置，在该实施例中包括变速器10。基于来自用户界面13和包括ESD 74的混合动力系的输入信号，HCP5分别确定驾驶员的转矩请求，从变速器10到动力传动***90的指令输出转矩，发动机14的输入转矩，变速器10的转矩传递离合器C170、C262、C373、C475的离合器转矩以及第一和第二电机56和72的马达转矩，如下文所述。
最终车辆加速度受到其它因素的影响，例如道路负载、道路坡度和车辆质量。发动机状态和变速器工作范围状态根据混合动力系的运转特点来确定。这包括前述的由加速踏板113和制动踏板112传送到用户界面13的驾驶者转矩请求。可根据控制指令产生的混合动力系转矩需求来判定变速器工作范围状态和发动机状态，以按电能产生模式或转矩产生模式运转第一和第二电机56和72。可通过优化算法或程序来确定变速器工作范围状态和发动机状态，该优化算法或程序根据驾驶员对功率的需求、电池充电状态以及发动机14与第一和第二电机56和72的能量效率来确定最优***效率。控制***根据所执行的优化程序的结果来管理来自发动机14与第一和第二电机56和72的转矩输入，从而优化了***效率，以管理燃油经济性和电池充电。另外，可根据元件或***中的故障来决定操作。HCP 5监测转矩生成装置，并在输出元件64确定在满足其它动力系运转需求(例如给ESD 74充电)的同时满足驾驶者的转矩请求所需要的来自变速器10的动力输出。通过上面的描述很清楚，ESD74与第一和二电机56和72操作地电连接以在其之间实现能量流动。另外，发动机14、第一和二电机56和72以及电动-机械变速器10机械可操作的连接，以在其间传递能量来产生流至输出元件64的动力。
图3示出了一种在混合动力系***中控制和管理信号流的控制***结构，该混合动力系***具有下面参照图1和2的混合动力系***描述的多个转矩发生装置，该混合动力系***以可执行算法和校准的形式嵌入在前面所述的多个控制模块中。控制***结构可应用于另一种具有多个转矩发生装置的混合动力系***中，所述混合动力系***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***。可替换地，混合动力系***可利用非电的转矩机构和能量存储***，例如，利用液压驱动转矩机构的液压-机械混合变速器(未示出)。
运行中，监测驾驶员对加速踏板113和制动踏板112的输入以确定驾驶员的转矩请求。驾驶员对加速踏板113和制动踏板112的输入包括可单独地确定的驾驶员转矩请求输入，其包括即时加速输出转矩请求(‘Output Torque RequestAccel Immed’)、预测的加速输出转矩请求(‘Output Torque Request Accel Prdtd’)、即时制动输出转矩请求(‘Output Torque Request Brake Immed’)、预测的制动输出转矩请求(‘Output Torque Request Brake Prdtd’)和车轴转矩响应类型(‘AxleTorque Response Type’)。这里使用的术语“加速”是指当驾驶员选定变速器档位选择器114的位置，指令车辆在前进方向上运行时，驾驶员要求向前推进优选地使得车速增大以超过当前车速。术语“减速”和“制动”指驾驶员要求优选地从当前车速降低车速。即时加速输出转矩请求、预测的加速输出转矩请求、即时制动输出转矩请求、预测的制动输出转矩请求和车轴转矩响应类型单独输入到控制***。另外，监测发动机14和变速器10的运行以确定输入速度(‘Ni’)和输出速度(‘No’)。
即时加速输出转矩请求包括基于驾驶员对加速踏板113的输入确定的即时转矩请求。响应于即时加速输出转矩请求，控制***控制来自混合动力系***的输出转矩，以使得车辆正加速。即时制动输出转矩请求包括基于驾驶员对制动踏板112的输入确定的即时制动请求。响应于即时制动输出转矩请求，控制***控制混合动力系***的输出转矩，以使得车辆减速或负加速。由控制混合动力系***的输出转矩引起的车辆减速和由车辆制动***(未示出)引起的车辆减速相结合来降低车速以实现即时制动请求。
即时加速输出转矩请求基于当前驾驶员对加速踏板113的输入确定，包括优选地在输出元件64处产生即时输出转矩以加速车辆。即时加速输出转矩请求是不成形的，但是能通过影响动力系控制之外的车辆运行的事件来成形。这些事件包括动力系控制中用于防抱死制动的车辆电平中断、牵引控制和可用于不定型或限速即时加速器输出转矩请求的车辆稳定性控制。
预测的加速输出转矩请求根据驾驶员对加速踏板113的输入确定，包括输出元件64处的最优的或优选的输出转矩。在正常操作条件下，例如当没有指令防抱死制动、牵引控制或车辆稳定性中的任何一个时，预测的加速输出转矩请求优选等于即时加速输出转矩请求。当指令防抱死制动、牵引控制或车辆稳定性中的任何一个时，随着响应于与防抱死制动、牵引控制或车辆稳定性有关的输出转矩指令，即时加速输出转矩请求的降低，预测的加速输出转矩请求保持优选的输出转矩。
即时制动输出转矩请求基于驾驶员对制动踏板112的输入和控制信号确定，以控制摩擦制动产生摩擦制动转矩。
预测的制动输出转矩请求包括在输出元件64处响应于驾驶员对制动踏板112的输入的最优的或优选的制动输出转矩，最优的或优选的制动输出转矩受到输出元件64产生的最大制动输出转矩的影响，而与驾驶员对制动踏板112的输入无关。在一个实施例中，输出元件64产生的最大制动输出转矩限定为-0.2g。当车速接近零时，最大制动输出转矩请求能逐渐变到零，而与驾驶员对制动踏板112的输入无关。如用户所希望的，能够有预测的制动输出转矩请求设置为零的运行状态，例如当驾驶员设置的变速器档位选择器114设定成倒档时，以及当分动箱(未示出)设置成四轮驱动低档位时。预测的制动输出转矩请求设置成零的运转条件，是由于车辆运行的各种因素，没有优选混合制动的运转条件。
车轴转矩响应类型包括通过第一和第二电机56和72成形和比率限制输出转矩响应的输入状态。车轴转矩响应类型的输入状态能是工作状态，优选地包括舒适性限制状态、最高档位状态和静止状态中的一种。当指令车轴转矩响应类型是工作状态时，输出转矩指令为即时输出转矩。优选地，响应于该响应类型的转矩尽可能地快。
混合制动转矩包括产生于轮93处的摩擦制动转矩和产生于输出元件64处对动力传动***90起作用的输出转矩，以响应于驾驶员对制动踏板112的输入对车辆进行减速。BrCM 22向车轮93上的摩擦制动器发出指令以施加制动力，并产生变速器10的指令以生成响应于即时制动请求对动力传动***90起作用的负输出转矩。优选地，施加的制动力和负输出转矩能使车辆减速并使车辆停止，只要其足以克服车轮93上车辆的动力。负输出转矩对动力传动***90起作用，从而将转矩传递给电动-机械变速器10和发动机14。通过电动-机械变速器10起作用的负输出转矩能被传递给第一和第二电机56和72以产生存储在ESD74中的电能。
战略最优化控制方案(‘战略控制’)310基于输出速度和驾驶员转矩请求，以及基于混合动力系的其它运行参数来确定优选的输入转速(‘Ni_Des’)、优选的发动机状态和变速器工作范围状态(‘Hybrid Range State Des’)，所述其它运行参数包括电池功率限制和发动机14、变速器10、以及第一和第二电机56和72的灵敏限。降预测的加速输出转矩请求和预测的制动输出转矩请求输入到战略最优化控制***310中。战略最优化控制***310优选通过HCP 5在每100毫秒循环周期和每25毫秒循环周期内执行。预期的变速器10工作范围状态和预期的发动机14至变速器10的输入速度作为输入量输入给执行换档和发动机启动/停止控制***320。
执行换档和发动机启动/停止控制方案320指令在变速器运行中改变(‘变速器指令’)，包括基于动力系***的输入和运行改变工作范围状态。通过指令改变一个或多个离合器C170、C262、C373和C475以及其它变速器指令的使用，如果优选的工作范围状态不同于当前工作范围状态，以上方案包括变速器工作范围状态变化的指令执行。当前工作范围状态(‘实际混合档位状态’)和输入速度曲线(‘Ni_Prof’)可以被确定。该输入速度曲线为即将到来的输入速度的估算，优选的包括作为即将到来的循环周期的目标输入速度的标量数值。
在其中一个控制循环周期期间，反复执行战术控制方案(‘战术控制和运行’)330确定运行发动机14的发动机指令(‘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从发动机14到变速器10的优选的输入转矩，其中，所述驾驶员转矩请求包括即时加速输出转矩请求、预测的加速度转矩请求、即时制动输出转矩请求、预测的制动输出转矩请求、轮轴转矩响应类型和变速器当前工作范围状态。发动机指令还包括包含全缸运行状态和停缸运行状态之一的发动机状态与包含供给燃料状态和切断燃料状态之一的发动机状态，其中，在停缸运行状态中，一部分发动机气缸停止工作并不供给燃料。发动机指令优选在ECM 23中确定，所述发动机指令包括发动机14的优选输入转矩和在发动机14与输入元件12之间起作用的当前输入转矩(‘Ti’)。优选地在TCM 17中估算包括当前使用的离合器和非使用的离合器的每个离合器C170、C262、C373和C475的离合器转矩(‘Tcl’)。
执行输出和马达转矩确定方案(‘输出和马达转矩确定’)340确定来自动力系的优选的输出转矩(‘To_cmd’)。这包括通过控制本实施例的第一和第二电机56和72确定马达转矩指令(‘TA’，‘TB’)，以将净指令的输出转矩(a net commandedoutput torque)传递至满足驾驶员转矩请求的变速器10的输出元件64。输入即时加速输出转矩请求、即时制动输出转矩请求、来自发动机14的当前输入转矩和估算的制动离合器转矩、变速器10的当前工作范围状态、输入速度、输入速度曲线以及轮轴转矩响应类型。在循环周期之一的每次重复过程中，执行输出和马达转矩确定方案340以确定马达转矩指令。输出和马达转矩确定方案340包括算法代码，所述算法代码在6.25毫秒和12.5毫秒循环周期内定期执行以确定优选的马达转矩指令。
当驾驶员选择变速器档位选择器114的位置，命令车辆在前进方向上行驶时，响应于驾驶员对加速踏板113的输入，控制混合动力系以将输出转矩传递至输出元件64，以使输出元件64与动力传动***90相互作用而在车轮93处产生牵引转矩以向前推动车辆。类似的，当驾驶员选择变速器档位选择器114的位置，命令车辆反向行驶时，响应于驾驶员对加速踏板113的输入，控制混合动力系以将输出转矩传递至输出元件64，以使输出元件64与动力传动***90相互作用而在车轮93处产生牵引转矩来反向推动车辆。优选地，只要输出转矩足以克服车辆上的外荷载，例如由于道路坡度、空气动力载荷以及其它载荷，推进车辆就会使得车辆加速。
图4详细示出了通过参照图1和2的混合动力系***与图3的控制***结构所述的第一和第二电机56和72控制和管理输出转矩的输出和马达转矩确定方案340的信号流。输出和马达转矩确定方案340控制第一和第二电机56和72的马达转矩指令，以将净输出转矩传递给变速器10的输出元件64，所述变速器10与动力传动***90相互作用并满足驾驶员的受约束和成形的转矩请求。输出和马达转矩确定方案340优选包括算法代码和预定的校准代码，在这个实施例中，所述校准代码在6.25毫秒和12.5毫秒循环周期内定期执行以确定用于控制第一和第二电机56和72的优选的马达转矩指令(‘TA’，‘TB’)。
输出和马达转矩确定方案340确定和使用多个输入以确定对输出转矩的约束，由此来确定输出转矩指令(‘To-cmd’)。可基于输出转矩指令确定用于第一和第二电机56和72的马达转矩指令(‘TA’，‘TB’)。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***输入和约束以及自动控制输入。
驾驶员输入包括即时加速输出转矩请求(‘Output Torque Request AccelImmed’)和即时制动输出转矩请求(‘Output Torque Request Brake Immed’)。
自动控制输入包括基于输入和离合器滑动速度(410)以实现动力传动***90的有效阻尼(412)、实现发动机脉冲消除(408)、以及实现闭环修正的转矩补偿。第一和第二电机56和72的实现动力传动***90的有效阻尼的转矩补偿能够被确定(‘Ta-AD’，‘Tb-AD’)，例如来管理和实现动力传动***冲击调节，该转矩补偿从有效阻尼算法(‘AD’)(412)输出。在发动机工作状态(‘ON’)和发动机停止状态(‘OFF’)之间转换的过程中，在发动机的起动和停止期间确定实现发动机脉冲消除的转矩补偿(‘Ta PC’，‘Tb PC’)，以消除分布在未熄火的汽缸中的发动机转矩扰动，该转矩补偿来自脉冲消除算法(‘PC’)(408)。第一和第二电机56和72的实现闭环修正的转矩补偿能够通过监测变速器10的输入速度和离合器C170、C262、C373和C475的离合器滑动速度来确定。根据输入速度误差，即输入速度(‘Ni’)之间的差异(例如使用传感器11或使用分相器80、82所测量的)，和输入速度曲线(‘Ni-Prof’)以及离合器滑动速度误差，即离合器滑动速度与目标离合器滑动速度之间的差异(例如目标离合器C170的离合器滑动速度曲线)，来确定第一和第二电机56和72的闭环修正转矩补偿(‘TaCL’，‘Tb CL’)。当在模式工作范围状态之一下运行时，第一和第二电机56和72的闭环误差马达转矩补偿(‘Ta CL’，‘Tb CL’)可主要根据输入速度误差来确定。在空档状态下运行时，闭环修正基于输入速度误差和例如C170的目标离合器的离合器滑动速度误差。闭环修正马达转矩补偿从闭环控制算法(‘CL’)(410)输出。根据第一和第二电机56和72的电机速度以及输出元件64的速度能够确定特定工作范围状态的非使用离合器的离合器滑动速度。在变速器的工作范围状态在制动下一个离合器之前转换成同步离合器滑动速度，和在怠速状态下运行动力系，预先转换成驱动档位的过程中，优选地使用目标离合器滑动速度和离合器滑动曲线。闭环马达转矩补偿和实现动力传动***90的有效阻尼的马达转矩补偿输入至低通滤波器以确定第一和第二电机56和72的过滤的马达转矩修正(‘Ta LPF’，‘Tb LPF’)(405)。
在下面的等式1中提出了用来确定用于示例性变速器10的第一和第二电机56和72的闭环修正转矩(‘Ta CL’，‘Tb CL’)的基本控制方程式：
T I CL T 0 CL = [ A 1 ] TaCL TbCL - - - [ 1 ]
其中A1是包括***特定标量值的2×2矩阵。输入转矩的范围，即最小和最大输入转矩约束能够通过执行考虑到净即时输出转矩和即时加速输出转矩、输入和输出元件加速度以及离合器反馈转矩的控制方程式来确定。动力系***的输入和约束包括从电池功率限制算法(‘PBAT’)(466)输出的最大和最小可利用的电池功率极限(‘PBATMin/Max’)、工作范围状态(‘Hybrid Range State’)和多个***输入和约束(‘System Inputs and Constraints’)。***输入可包括动力系***的标量参数和工作范围状态，并且可与输入元件12、输出元件64和离合器的速度和加速度有关。在该实施例中，其它***输入与***惯量、阻尼和电能/机械能转换效率有关。约束包括来自转矩机构(即第一和第二电机56和72)的最大和最小马达转矩输出以及使用的离合器的最大和最小离合器反馈转矩。其它***输入包括输入转矩、离合器滑动速度和其它相关状态。
包括输入加速度曲线(‘Nidot_Prof’)和离合器滑动加速度曲线(‘Clutch SlipAccel Prof’)的输入连同***输入、工作范围状态和第一和第二电机56和72的马达转矩修正(‘Ta LPF’，‘Tb LPF’)一起被输入到预优化算法(415)中。输入加速度曲线是对优选地包括下一个闭环的目标输入加速度的即将到来的加速度的估算。离合器滑动加速度曲线是对即将到来的一个或多个非使用的离合器的估算，优选地包括下一个闭环的目标离合器滑动加速度。计算可包括马达转矩、离合器转矩和输出转矩的值的最优化输入(‘Opt Inputs’)，以用于当前工作范围状态，以及用于最优化算法(440)。优选地执行最优化算法(440)，以确定最大和最小原始输出转矩约束(440)和确定第一和第二电机56和72之间的开环转矩指令的优选划分(440’)。分析最优化输入、最大和最小电池功率极限、***输入和当前工作范围状态以确定优选或最优的输出转矩(‘To Opt’)，和能被定型和过滤的最小和最大原始输出转矩约束(‘To Min Raw，To Max Raw’)(420)。优选的输出转矩(‘To Opt’)包括使电池功率最小的输出转矩，该电池功率取决于比即时加速输出转矩请求小的净输出转矩的范围。最优输出转矩包括比即时加速输出转矩请求小的净输出转矩，并产生取决于输出转矩约束的最小电池功率。即时加速输出转矩请求和即时制动输出转矩请求各自定型和过滤，并取决于最小和最大输出转矩约束(‘To Min Filt’、‘To Max Req Filt’)，以确定最小和最大过滤后的输出转矩请求约束(‘To Min Req Filt’、‘To Max Req Filt’)。可根据最小和最大过滤的输出转矩请求约束(425)确定受约束的加速输出转矩请求(‘To Req Accel Cnstrnd’)和受约束的制动输出转矩请求(‘To Req BreakCnstrnd’)。
另外，变速器10的再生制动能力(‘Opt Regen Capacity’)包括变速器10对动力传动***转矩起作用的能力，并可根据包括将电池功率极限考虑在内的来自转矩结构的最大和最小马达转矩输出以及使用的离合器的最大和最小反馈转矩的约束来确定。再生制动能力建立即时制动输出转矩请求的最大值。再生制动能力根据受约束的加速输出转矩请求和优选的输出转矩(‘To Opt’)之间的差异来确定。受约束的加速输出转矩被定型和过滤，并与受约束的、定型的和过滤的制动输出转矩请求联合以确定净输出转矩指令。净输出转矩命令与最小和最大请求过滤的输出转矩相比较，以确定输出转矩指令(‘To_cmd’)(430)。当净输出转矩指令介于最大和最小请求过滤的输出转矩之间时，输出转矩指令设置为净输出转矩指令。当净输出转矩命令超出最大请求过滤的输出转矩时，输出转矩指令设置为最大请求过滤的输出转矩。当净输出转矩指令小于最小请求过滤的输出转矩时，输出转矩指令设置为最小请求过滤的输出转矩指令。
监测动力系运行，动力系运行与输出转矩指令相结合以确定满足起作用的离合器转矩能力(‘Ta Opt’和‘Tb Opt’)的第一和第二电机56和72之间的开环转矩指令的优选的划分，并提供与优选的电池功率有关的反馈(Pbat Opt)(440’)。第一和第二电机56和72的马达转矩修正(‘Ta LPF’和‘Tb LPF’)被扣除以确定开环马达转矩指令(‘Ta OL’和‘Tb OL’)(460)。
开环马达转矩指令与包括转矩补偿的自动控制输入相结合，以根据输入和离合器滑动速度(410)实现动力传动***90的有效阻尼(412)、实现发动机脉冲消除(408)以及实现闭环修正，并确定用于控制第一和第二电机56和72的马达转矩TA、TB(470)。上述步骤：约束、定型和过滤输出转矩请求以确定转换成用于第一和第二电机56和72的马达转矩指令的输出转矩指令，优选为对输入起作用并使用算法代码以校准转矩指令的前馈作用。
***按照设定的运行导致根据动力系***的当前运行和约束确定输出转矩约束。根据驾驶员对制动踏板和加速踏板的输入确定驾驶员转矩请求。驾驶员转矩请求可以受到约束、定型和过滤以确定输出转矩指令，包括确定优选的再生制动能力。输出转矩指令可以被确定，并根据约束和驾驶员转矩请求受到限制。通过指令转矩机构实施输出转矩指令。***运行影响响应于驾驶员转矩请求和***约束内部的动力系运行。***运行导致输出转矩关于包括在再生制动运转过程中平稳运转的驾驶员操作性能要求而定型。
最优化算法(440、440’)包括执行以确定动力系***的控制参数的算法，所述控制参数响应于驾驶员转矩请求和最小化电池功率消耗。最优化算法(440、440’)包括根据***输入和约束、当前工作范围状态以及可利用的电池功率极限，监测电-机械混合动力系(例如，上述动力系***)的当前运行状况。对于候选的输入转矩，最优化算法(440、440’)计算响应于包括上述输出转矩指令的***输入的动力系***输出，所述动力系***输出在来自第一和第二电机56和72的最大和最小电机输出转矩范围内，在可利用的电池功率范围内，以及在来自用于变速器10的当前工作范围状态的使用的离合器的离合器反馈转矩范围内，并将***惯量、阻尼、离合器滑动量和电-机械能量转换效率考虑在内。优选地，动力系***控制参数包括优选的输出转矩(‘To Opt’)、来自第一和第二电机56和72的可获得的转矩输出(‘Ta Opt’，‘Tb Opt’)以及与可获得的转矩输出有关的优选的电池功率(Pbat Opt’)。此外，可确定以对输出转矩的最小和最大约束(‘ToMin Raw’，‘To Max Raw’)的形式的动力系***控制参数。
图5、6和7示出了最优化算法(440、440’)，所述算法包括监测电-机械混合动力系(例如，上述动力系***)的当前运行状态。可根据包括变速器10的工作范围状态(‘ORS’)、输入转矩(‘TI’)与基于***惯量、***阻尼和离合器滑动量(510)的其它指标的各种输入计算第一和第二电机56和72的补偿马达转矩。
图5示意性地示出了最优化函数440的细节，该最优化函数包括监测电-机械混合动力系(例如，上述动力系***)的当前运行状态。可根据包括变速器10的工作范围状态(‘ORS’)、输入转矩(‘TI’)与基于***惯量、***阻尼和离合器滑动量(510)的其它指标的各种输入来计算第一和第二电机56和72的补偿马达转矩。
控制***执行算法以确定对输出转矩的线性转矩约束(520)。线性转矩约束包括多个***约束，其实现输出转矩的随着多个约束之一的线性变化的线性变化。***约束描述了混合变速器10通过第一和第二电机56和72将电能传递和转化成机械能的能力。与线性转矩约束相关的输入包括马达转矩约束，其包括第一和第二电机56和72的最小和最大可获得的马达转矩(‘TAMin’、‘TAMax’、‘TBMin’和‘TBMax’)，第一使用的离合器，如果必要的话还有第二使用的离合器的最小和最大离合器反馈转矩(‘TCLnMin’、TCLnMax)，以及即时或当前转矩、速度，和电能输入。可根据第一和第二电机56和72的最小和最大可获得的马达转矩与所使用的离合器的最小和最大离合器反馈转矩确定最小和最大线性输出转矩(‘To Min Lin’、‘To Max Lin’)。最小和最大线性输出转矩是满足马达转矩约束和使用的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 Max Lin’)转变成最小和最大原始输出转矩(‘To MinRaw’、‘To Max Raw’)。
图6图表性地示出了示例性动力系***的运行区域，在该实施例中，其包括确定对输出转矩的线性转矩约束(520)以确定第一和第二电机56和72的容许马达转矩的区域。图6中的图形图示出了包括第一和第二电机56和72的最小和最大可获得马达转矩的马达转矩约束(‘Motor Torque Constrains’)，并且在图5中不出(‘TA Min’、‘TA Max’、‘TB Min’和‘TB Max’)。绘出了与所示的(如果必要)第一和第二使用的离合器(‘TCL1Min’、TCL1Max)和(‘TCL2Min’、TCL2Max)的马达转矩约束有关的用于所使用的离合器的最小和最大离合器反馈转矩CL1和CL2，也在图5中示出(‘TCLnMin’、TCLnMax)。可根据补偿马达转矩、第一和第二电机56和72的最小和最大可获得马达转矩以及所使用的离合器的最小和最大离合器反馈转矩确定最小和最大线性输出转矩(‘To Min Lin’、‘To MaxLin’)。最小和最大线性输出转矩是满足马达转矩约束和使用的离合器转矩约束的最小和最大输出转矩。在所示实施例中，第二使用的离合器CL2的最小和最大离合器反馈转矩的受限较少，且在马达转矩约束之外，因此不约束输出转矩。运行在由第一使用的离合器CL1的最小和最大离合器反馈转矩和第二电机72的最小和最大马达转矩约束(‘TB Min’和‘TB Max’)限定的区域内。最大线性输出转矩是该区域中的最大输出转矩，即为在第二电机72的最大马达转矩(‘TBMax’)和第一使用的离合器的最小离合器反馈转矩(‘TCL1Min’)之间的交叉点处的输出转矩。最小线性输出转矩是该区域中的最小输出转矩，即为在第二电机72的最小马达转矩指令(‘TB Min’)和第一使用的离合器的最大离合器反馈转矩(‘TCL1Max’)之间的交叉点处的输出转矩。最小和最大线性输出转矩(‘ToMin Lin’、‘To Max Lin’)变成包括对输出转矩的约束(‘To Min Raw，To Max Raw’)的动力系***控制参数。
图7图表性地示出了对着具有用字母M表示的(0，0)点的输出转矩(‘To’)绘制的示例性***的电池功率(PBAT)。示出的图表可以用来确定不受约束的二次方程解法，其包括在运行没有其它***约束的***(530)的优化的输出转矩(‘To*’)和优化的电池功率(‘PBAT*’)。能量存储装置74的能量可数学上表示为如下等式2所示的变速器输出转矩To的函数：
PBAT(To)＝[a12+b12][To-To*]2+PBAT*                (2)
其中a1和b1代表为特定应用确定的标量值。可以从等式2解出输出转矩，如下所示：
To ( P BAT ) = To * ± P BAT - P BAT * a 1 2 + b 1 2 - - - ( 3 )
对于可利用的电池功率范围PBAT_MIN至PBAT_MAX，可以从等式3中确定参考图7绘制的四个不等的输出转矩，包括正根情况的最大和最小二次输出转矩约束(‘ToPBATMax Pos’和‘ToPBATMin Pos’)以及负根情况的最小和最大二次输出转矩约束(‘ToPBATMax Neg’和‘ToPBATMin Neg’)。图7示出基于电池功率的输出转矩的有效、可获得的范围。
可根据优化的输出转矩(‘To*’)、优化的电池电量(‘PBAT*’)、最大和最小线性转矩约束和输出转矩搜索范围(‘To Search Range’)确定优选的输出转矩(‘ToOpt’)。输出转矩搜索范围(‘To Search Range’)优选地包括执行优化算法(440)时的即时加速输出转矩请求。这包括选择包含输出转矩的搜索范围的最小转矩值和最大输出转矩的临时输出转矩。输出转矩搜索范围(‘To Search Range’)优选地包括在使用优化算法以确定第一和第二电机56和72之间的开环转矩指令的优选划分(440’)时的输出转矩指令(‘To_cmd’)。
优选的输出转矩(‘To Opt’)选择为临时输出转矩、根据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(540)的最大值。可以根据包括动力系通过第一和第二电机56和72将电能传递和转化为机械转矩(‘TAMin’、‘TAMax’、‘TBMin’、‘TBMax’)的能力，和即时或当前转矩、速度，以及电能输入的各种输入确定包括最小和最大非过滤的输出转矩(‘ToMin Raw’、‘To Max Raw’)的输出转矩约束。根据包括即时加速输出转矩请求确定优选的输出转矩(‘To Opt’)。
优选的输出转矩(‘To Opt’)受包括最小和最大非过滤的输出转矩(‘To MinRaw’、‘To Max Raw’)的输出转矩约束的影响，并且可根据可以变化的且可包括即时加速输出转矩请求的允许的输出转矩范围确定。优选的输出转矩可包括对应于最小电池放电能量的输出转矩或对应于最大电池充电能量的输出转矩。优选的输出转矩基于动力系的通过第一和第二电机56和72将电能传递和转化成机械能的能力，即时或当前转矩、速度，反馈离合器转矩约束以及其中的电能输入。包括最小和最大非过滤的输出转矩(‘To Min Raw’、‘To Max Raw’)的输出转矩约束和优选的输出转矩(‘To Opt’)可通过执行和解出空档、模式和固定档位运行的工作范围状态之一的优化函数来确定。优化函数440包括在可执行算法中执行并在***的实时运行中解出的多个线性方程，以确定优选的输出转矩范围来使电池功率消耗最小化并满足驾驶员转矩请求。每个线性方程都将输入转矩(‘Ti’)、***惯量和线性阻尼考虑在内。优选地，具有针对空档、模式和固定档位运行的工作范围状态中每一个的线性方程。
输出转矩约束包括在当前输入转矩下、可利用的电池功率范围内(‘PBATMin/Max’)和取决于使用的转矩传递离合器的反馈离合器转矩的马达转矩约束范围内的优选的输出转矩范围。输出转矩请求约束在最大和最小输出转矩能力范围内。在固定档位和模式运行中，优选的输出转矩可包括使ESD74的充电最大化的输出转矩。在空档时，计算优选的输出转矩。在固定档位运行下，优选的输出转矩可包括第一和第二电机56和72之间优选地转矩划分，同时满足反馈离合器转矩约束。
优选的马达转矩指令和电池功率(‘TAOpt’、‘TBOpt’和‘PBATOpt’)可根据优选的输出转矩确定，并可用于控制动力系***的运行。优选的马达转矩指令包括使ESD 74的能量流动最小化并实现优选的输出转矩的马达转矩。根据确定的来自作为优选的电池电量(‘PBATOpt’)的ESD 74的最小能量流控制第一和第二电机56和72的马达转矩输出。根据发动机输入转矩与第一和第二电机56和72各自的马达转矩指令(‘TA Opt’、‘TB Opt’)控制转矩输出，所述马达转矩指令最小化来自ESD 74的能量流以满足优选的输出转矩。与电机相关的电池功率(分别是‘PAOpt’和‘PBOpt)可根据转矩指令(560)确定。
马达转矩指令可用于控制第一和第二电机56和72以将输出转矩传递至输出元件64，从而传递至动力传动***90以在车轮93处产生牵引转矩来响应驾驶员对加速踏板113的输入而推动车辆。优选地，只要输出转矩足以克服车辆的外负载，例如道路坡度、空气动力载荷和其它载荷，推动车辆就会使车辆加速。
图8图表性地示出了利用图1和2所述的示例性动力系***的图3-7的***的运行。示例性***的运行绘制在转换的Tx/Ty空间中，该空间具有与最大理论***填充点对应的点K(0，0)，具有与最大可利用电池功率(PBAT_MAX)对应的半径RMAX和与最小可利用电池功率(PBAT_MIN)对应的半径RMIN。分别转换和绘制第一和第二电机56和72的最大和最小马达转矩约束(‘TA Min、‘TAMax’、‘TB Min’和‘TB Max’)。绘制了代表来自第一和第二电机56和72的零马达转矩输出的参照点L。
通过举例，***的开环运行包括指示来自发动机的所表示的输入转矩为300N-m的第一发动机运行点，然而，根据输入和离合器滑动速度(410)确定的由闭环修正条件指示的来自发动机的实际输入转矩小于50N-m。驾驶员转矩请求高，预示动力系使转矩输出最大化。指示的输入转矩图表性地绘制在Tx/Ty空间中(‘Ti_Ind’)，实际输入转矩图表性地绘制在Tx/Ty空间中(‘Ti_Act’)。第一发动机运行点，即输入转矩，示为点A。点B包括根据实际输入转矩实现驾驶员转矩请求所需要的动力系***的运行点。如图所示，点B超过最大可利用电池功率PBAT_MAX，并超过第二电机72的马达转矩约束(‘TB Max’)。
在运行中，监测输入速度和离合器滑动速度，闭环修正条件(410)确定第一和第二电机56和72的闭环修正转矩补偿(‘Ta CL’、‘Tb CL’)，该闭环修正转矩补偿与任意主动阻尼补偿结合并过滤(405)以确定第一和第二电机56和72的过滤的马达转矩修正(‘Ta LPF’和‘Tb LPF’)(405)。从预最优化算法(415)的其它输入中减去第一和第二电机56和72的过滤的马达转矩修正，执行所述算法以确定最大和最小原始输出转矩约束(440)。再次参考实施例，示出了补偿给指示的输入转矩的最大输出转矩约束(‘To_max_comp’)。点C示出了代表补偿给指示的输入转矩的最大输出转矩约束(‘To_max_comp’)的线与指示的输入转矩(‘Ti_Ind’)的线的交叉点。从440’输出的优选的马达转矩指令输出(‘TaOpt、‘Tb Opt’)在D点表示。从460处的优选的马达转矩指令扣除从过滤器450输出的马达转矩指令，以确定在由点C指示的开环马达转矩(‘TaOL’、‘TbOL’)。马达转矩指令在470处组合以确定还在D点示出的马达转矩指令(‘TA’、‘TB’)。在D点示出的马达转矩指令(‘TA’、‘TB’)在电池功率约束和马达转矩约束范围内，并且补偿小于指示值的发动机转矩输出。
应当知道，在本发明范围内的修改是允许的。已具体参照其优选实施例及其改进对本发明进行了描述。阅读和理解说明书后，他人可作出进一步的改进和改变。本发明意图包括所有落在本发明范围内的修改和改变。

Claims (11)

1.一种控制动力系***的方法，所述动力系***包括在连接到输入元件的发动机和多个转矩机构以及输出元件之间操作地传递动力的变速器，所述方法包括：
监测***运行并确定输出转矩请求；
确定闭环速度误差；
根据所述闭环速度误差确定转矩机构的马达转矩补偿；
根据所述马达转矩补偿和***运行确定输出转矩约束；
根据所述输出转矩请求和输出转矩约束确定输出转矩指令；
根据所述输出转矩指令确定用于转矩机构的优选的马达转矩指令；
利用转矩机构的马达转矩补偿减少用于转矩机构的优选的马达转矩指令；以及
根据所述闭环速度误差调整所述用于转矩机构的减少的优选马达转矩指令。
2.如权利要求1所述的方法，还包括：
确定马达转矩指令以实现动力传动***阻尼；
根据所述闭环速度误差和所述马达转矩指令，确定转矩机构的马达转矩补偿以实现动力传动***阻尼；以及
根据所述闭环速度误差和所述马达转矩指令，调整用于转矩机构的减少的优选马达转矩指令以实现动力传动***阻尼。
3.如权利要求2所述的方法，还包括：
监测输入元件的输入速度和转矩传递离合器的离合器滑动速度；
确定输入元件的目标输入速度和转矩传递离合器的目标离合器滑动速度；
根据监测到的速度和目标速度，确定所述输入速度和所述离合器滑动速度的误差；以及
根据所述输入速度和所述离合器滑动速度的误差，确定马达转矩补偿。
4.如权利要求3所述的方法，还包括：
确定马达转矩补偿以实现动力传动***阻尼；以及
根据所述输入速度和所述离合器滑动速度的误差以及马达转矩补偿，确定马达转矩补偿以实现有效阻尼。
5.如权利要求1所述的方法，还包括：
在发动机停止运转和发动机启动运转之一的过程中，确定与发动机脉冲相关的转矩扰动；
确定马达转矩补偿以消除与发动机脉冲相关的转矩扰动；以及
根据所述闭环速度误差和所述马达转矩补偿调整用于转矩机构的减少的优选马达转矩指令，以消除与发动机脉冲相关的转矩扰动。
6.一种控制动力系***的方法，所述动力系***包括在输入元件和转矩机构以及输出元件之间操作地传递动力的变速器，该变速器包括施加的转矩传递离合器，所述方法包括：
确定输出转矩请求；
监测***运行；
确定闭环速度误差；
确定马达转矩指令以实现动力传动***阻尼；
根据所述闭环速度误差和所述马达转矩指令确定转矩机构的马达转矩补偿以实现动力传动***阻尼；
根据所述马达转矩补偿和所述***运行确定输出转矩约束；
根据所述输出转矩请求和所述输出转矩约束确定输出转矩指令；
根据所述输出转矩指令确定转矩机构的优选的马达转矩指令；
利用转矩机构的马达转矩补偿减少用于转矩机构的优选的马达转矩指令；以及
根据所述闭环速度误差和所述马达转矩指令调整用于转矩机构的减少的优选马达转矩指令，以实现动力传动***阻尼。
7.如权利要求6所述的方法，还包括：
监测输入元件的输入速度和转矩传递离合器之一的离合器滑动速度；
确定目标输入速度和目标离合器滑动速度；
根据监测到的速度和目标速度，确定所述输入速度和所述离合器滑动速度的误差；以及
根据所述输入速度和所述离合器滑动速度的误差，确定转矩机构的马达转矩补偿。
8.如权利要求7所述的方法，还包括：
根据监测到的发动机速度和目标发动机速度之间的差异确定输入速度的误差。
9.如权利要求7所述的方法，还包括：
根据监测到的离合器滑动速度和目标离合器滑动速度之间的差异确定离合器滑动速度的误差。
10.一种控制动力系***的方法，所述动力系***包括在输入元件和转矩机构以及输出元件之间操作地传递动力的变速器，该变速器包括施加的转矩传递离合器，所述方法包括：
确定驾驶员转矩请求；
监测***运行；
确定输入元件的闭环速度误差，确定马达转矩指令以补偿所述闭环速度误差，从而达到驾驶员转矩请求；
根据所述马达转矩指令确定转矩机构的马达转矩补偿以补偿所述闭环速度误差；
根据所述马达转矩补偿确定输出转矩约束；
根据驾驶员转矩请求和所述输出转矩约束范围内可实现部分确定输出转矩指令；
根据所述输出转矩指令确定转矩机构的优选的马达转矩指令；
利用对转矩机构的马达转矩补偿为转矩机构补偿优选的马达转矩指令；以及
根据所述马达转矩指令调整转矩机构的补偿的优选马达转矩指令，以补偿所述闭环速度误差。
11.如权利要求10所述的方法，还包括：
确定马达转矩指令以实现连接到输出元件的动力传动***的有效阻尼；
根据所述马达转矩指令确定转矩机构的马达转矩补偿，以补偿所述闭环速度误差和所述马达转矩指令，从而实现动力传动***的有效阻尼；
利用所述马达转矩指令调整转矩机构的减小的优选马达转矩指令，以补偿所述闭环速度误差和所述马达转矩指令，从而实现动力传动***的有效阻尼。
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