CN101492049A - 混合动力传动***的模式和固定档位操作的方法 - Google Patents

混合动力传动***的模式和固定档位操作的方法 Download PDF

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CN101492049A
CN101492049A CNA2008102470824A CN200810247082A CN101492049A CN 101492049 A CN101492049 A CN 101492049A CN A2008102470824 A CNA2008102470824 A CN A2008102470824A CN 200810247082 A CN200810247082 A CN 200810247082A CN 101492049 A CN101492049 A CN 101492049A
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CN101492049B (zh
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A·H·希普
K·Y·金
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GM Global Technology Operations LLC
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/105—Infinitely variable gearings of electric type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/115—Stepped gearings with planetary gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • 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
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/0866—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft
    • 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
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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
    • F16H2037/102—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts the input or output shaft of the transmission is connected or connectable to two or more differentials
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • 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
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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
    • F16H2037/105—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
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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Transmission Device (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

本发明涉及混合动力传动***的模式和固定档位操作的方法，其中动力传动***包括与电动机械变速器机械连接的发动机，动力传动***选择性地在多个变速器工作档位状态中的一个和多个发动机状态中的一个上操作。一种用于控制所述动力传动***的方法，包括确定当前的变速器工作档位状态和当前的发动机状态，确定至少一个潜在的变速器工作档位状态和发动机状态，确定与当前和潜在的变速器工作档位状态和发动机状态相关的优选因数，其中与潜在的变速器工作档位状态相关的所述优选因数包括载荷稳定优选因数，优选地加权当前的变速器工作档位状态和发动机状态的优选因数，基于优选因数选择性地命令当前的变速器工作档位状态和发动机状态的改变。

Description

混合动力传动***的模式和固定档位操作的方法
相关申请的交叉引用
本申请要求美国临时申请号No.60/985,275，申请日为2007年11月4日的申请的优先权，其内容引用于此作为参考。
技术领域
本发明基本上涉及电动机械变速器的控制***。
背景技术
这部分的陈述仅仅提供与本发明有关的背景资料，并不构成现有技术。
公知的动力传动***结构包括转矩产生装置，转矩产生装置包括内燃机和电机，它们经过传动装置传递转矩至输出元件。一个示例性动力传动***包括双模式，复合分配，电动机械变速器，其使用用于接收来自主动力源的输入元件和输出元件，所述动力源优选地为内燃机。输出元件可操作地连接到用于机动车辆的传动***以传递牵引转矩。可操作为电动机或发电机的电机，独立于来自内燃机的转矩而产生输入到变速器的转矩。所述电机可以将经过车辆传动系传递的车辆动能转换成可以保存在电能存储装置中的电能。控制***监测各种来自车辆和操作者的输入并提供动力传动***的操作控制，包括控制变速器操作状态和换档，控制转矩产生装置，和调节电能存储装置和电机之间的电力交换，从而管理变速器的包括转矩和转速的输出。
发明内容
一种动力传动***，其包括与电动机械变速器机械连接的发动机，并选择性地在多个变速器工作档位状态中的一个和多个发动机状态中的一个上操作。一种用于控制动力传动***的方法，包括确定当前的变速器工作档位状态和当前的发动机状态，确定至少一个潜在的变速器工作档位状态和发动机状态，确定与当前的和潜在的变速器工作档位状态和发动机状态相关的优选因数，其中与潜在的变速器工作档位状态相关的优选因数包括载荷稳定因数，优选地对当前的变速器工作档位状态和发动机状态的优选因数进行加权，基于优选因数选择性地控制当前的变速器工作档位状态和发动机状态的改变。
附图说明
现在将通过示例的方式结合附图对一或多个实施例进行描述，其中：
图1是根据本发明的示例性动力传动***的示意图；
图2是根据本发明的用于控制***和动力传动***的示例性结构的示意图；
图3是关于根据本发明的方法的第一组多个优选因数的结构；
图4是根据本发明的多个优选因数的综合；
图5A是根据本发明的机电混合动力传动***的工作档位的改变的稳定性的图解表示；
图5B是根据本发明的电动机械混合动力传动***的工作档位的改变的稳定性的可替代的一图解表示；
图6描述了用于实现根据本发明的电动机械混合动力传动***的工作档位的改变的执行的结构。
图7示出了根据本发明的载荷稳定的优选因数的产生；以及
图8表示了根据本发明的组合优选因数组的方法。
具体实施方式
现在参见附图，其中所述说明只是为了说明某些示例性实施例而不是对本发明的限制，图1中示出了示例性电动机械混合动力传动系。如图1所示的示例性电动机械混合动力传动系包括可操作地连接到发动机14的双模式、复合分配，电动机械混合动力变速器10，和第一和第二电机(‘MG-A’)56和(‘MG-B’)72。发动机14和第一和第二电机56和72中的每个均产生能够传递到变速器10的动力。由发动机14和第一和第二电机56和72产生且被传递到变速器10的动力以术语输入转矩和速度表示，其中这里的转矩分别指的是TI，TA和TB，速度分别指的是NI，NA和NB。
在一实施例中，示例性发动机14包括多缸内燃机，其选择性地在多个状态中操作以通过输入轴12向变速器10传递转矩，并且其可以是火花点火或压燃点火发动机。发动机14包括可操作地连接至变速器10的输入轴12的曲轴(未显示)。优选地提供转速传感器11以监测输入轴12的转速。来自发动机14的包括到变速器10的转速和输出转矩的功率输出与输入速度NI，和输入转矩TI不同，这是由于在发动机14和变速器10之间的输入轴12上或与输入轴12可操作地接触的消耗元件，例如液压泵(未显示)和/或转矩管理装置(未显示)。
在实施例中，示例性变速器10包括三个行星齿轮组24，26和28，以及四个选择性地接合的转矩传递装置，即，离合器C170，C262，C373，和73，和C475。这里使用的离合器指的是包括单片或复合离合器或组件，带式离合器和制动器的任何类型的摩擦转矩传递装置。液压控制电路42，优选由变速器控制模块(下文中称‘TCM’)17控制，其***作用于控制离合器的状态。在实施例中，离合器C262和C475优选包括施加液压的转动摩擦离合器。在一个实施例中，离合器C170和C373优选包括液压控制的固定装置，其可以选择性地固定至变速器壳体68。在优选实施例中，离合器C1 70，C2 62，C3 73，和C4 75中的每一个优选地通过液压控制电路42施加并选择性地接收加压的液压流体。
在一实施例中，第一和第二电机56和72优选包括三相直流电机，每个包括定子(未显示)和转子(未显示)，以及各自的分相器80和82。每个电机的定子被固定在变速器壳体68的外部，并包括具有在其内延伸的绕组的定子铁心。用于第一电机56的转子支撑在毂衬齿轮上，其可操作地通过第二行星齿轮组26安装在轴60上。用于第二电机72的转子固定地安装在筒形轴套壳66上。
每个分相器80和82优选包括可变磁阻装置，可变磁阻装置包括分相器定子(未显示)和分相器转子(未显示)。分相器80和82被适当地布置且集成在第一和第二电机56和72各自的一个中。分相器80和82的各自的定子被可操作地连接到第一和第二电机56和72中的一个定子上。分相器转子可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信号地并且可操作地连接到变速器功率变换器控制模块(下称‘TPIM’)19，并且每个均感应和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中各自的一个的转动位置。此外，来自分相器80和82的信号输出被解释为提供用于第一和第二电机56和72，即分别为NA和NB的转速。
变速器10包括输出元件64，即一轴，其可操作地连接到用于车辆(未显示)的传动系90，以提供输出动力至车轮93，一个车轮93如图1所示。输出功率的特征以输出转动速度No和输出转矩To的形式示出。变速器输出转速传感器84监测输出元件64的转速和转动方向。每个车轮93，优选装有传感器94，传感器94适合于监测轮速，Vss-WHL，其输出通过相对于图2示出的分布式控制模块***的控制模块被监测，以确定车辆速度，和用于制动控制的绝对和相对轮速，以及车辆加速度管理。
来自发动机14和第一和第二电机56和72的输入转矩(分别为TI，TA和TB)被作为从燃料或保存在电能存储装置(下文中称‘ESD’)74中的电能的能量转化的结果产生。ESD74通过DC传递导体27高压DC连接至TPIM19。传递导体27包括接触开关38。当接触开关38被闭合时，电流可以在ESD74和TPIM19之间流动。当接触开关38被打开时，在正常操作下，在ESD74和TPIM19之间流动的电流被中断。TPIM19响应于第一和第二电机56和72的转矩指令控制通过传递导体29向和从第一电机56传递电力，并类似地通过传递导体31向和从第二电机72传递电力，以获得输入转矩TA和TB。电流根据提供到TPIM的指令被传向和从ESD74传递电力，指令由这样的因素获得，包括：操作者转矩需求，当前的运行情况和状态，这样的指令确定ESD74是否处于正在被充电，放电，或处于任何的平衡状态。
TPIM19包括一对功率变换器(未显示)和各自的电动机控制模块(未显示)，电动机控制模块构造成接收转矩指令并从提供电机驱动或再生功能控制变换器的状态以获得输入转矩TA和TB。功率变换器包括公知的补偿的三相大功率电子设备，每个包括多个绝缘栅双极晶体管(未显示)，绝缘栅双极晶体管通过高频切换将来自ESD74的DC功率转变成分别用于第一和第二电机56和72的AC功率。绝缘栅双极晶体管构造成接收控制指令的开关式电源形式。对每个三相电机的每个相位通常存在一对绝缘栅双极晶体管。绝缘栅双极晶体管的状态被控制以提供电机驱动机械动力生成或电力再生功能。三相变换器通过DC传递导体27接收或供应DC电功率并将其转变成三相AC功率，或从三相AC功率转变成DC功率，三相AC功率从和向第一和第二电机56和72传导从而通过传动导体29和31，基于接收到的指令使其操作为电动机或发电机，所述指令通常基于包括当前运行状态和操作者转矩要求的因素。
图2为分布式控制模块***的示意方框图。下面描述的元件包括整车控制结构的子集，并提供图1所示的示例性混合动力传动***的协同***控制。分布式控制模块***综合相关的信息和输入，并执行算法以控制各种致动器从而获得控制目标，包括与燃油经济性、排放、性能、驱动性相关和硬件的保护的目标，硬件包括，ESD 74的电池组和第一和第二电机56和72。分布式控制模块***包括发动机控制模块(下文称‘ECM’)23，TCM 17，电池组控制模块(下文称‘BPCM’)21，和TPIM19。混合动力控制模块(下文称‘HCP’)5提供ECM23，TCM 17，BPCM 21，和TPIM19的管理控制和协调。用户界面(‘UI’)13可操作地连接到多个装置，通过这些装置车辆操作者可以选择性地控制或直接操作电动机械混合动力传动***。存在于用户界面13中的装置通常包括一加速踏板113(‘AP’)，从其确定操作者的转矩需求，操作者制动踏板112(‘BP’)，变速器档位选择器114(‘PRNDL’)，和车辆速度巡航控制(未显示)。变速器档位选择器114可以具有分散的、包括输出元件64的转动方向的多个操作者可选择的位置以实现前进和后退方向中的一个。
上述的控制模块通过一局域网(下文称‘LAN’)总线6与其它控制模块，传感器，和致动器通讯。LAN总线6允许各控制模块间的工作参数状态和致动器指令信号的结构化通讯。具体使用的通信协议是专用的。LAN总线6和合适的协议提供了上述控制模块之间稳固的通讯和多控制模块接口，其它控制模块提供了例如防抱死制动，牵引控制和车辆稳定性的功能。多通信总线也可以用来改善通信速度并提供一定水平的信号冗余度和完整性。独立的控制模块之间的通讯还可以使用直接连接实现，例如串行***接口(‘SPI’)总线(未显示)。
HCP5提供动力传动***的管理控制，起到协调操作ECM 23，TCM 17，TPIM 19，和BPCM 21的作用。基于来自用户界面13和包括ESD74的动力传动***的各种输入信号，HCP 5产生各种指令，包括：操作者转矩需求(‘TO_REQ’)，至传动***90的指令输出转矩(‘TCMD’)，发动机输入转矩指令，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；和分别用于第一和第二电机56和72的转矩指令。TCM 17可操作地连接到液压控制电路42并提供包括监测各种压力传感装置(未显示)，且产生并与各种电磁线圈(未显示)通讯控制信号，从而控制液压控制电路42内的压力开关和控制阀的各种功能。
ECM23可操作地连接到发动机14，并通过为简单起见总体表示为集合双向接口电缆35的多个分散的线路，起到从各种传感器获得数据并控制发动机14的多个致动器的作用。ECM 23接收来自HCP 5的发动机输入转矩指令。ECM23基于监测到的发动机转速和载荷，确定在一时间点及时提供至变速器10的实际的发动机输入转矩TI，ECM23与HCP 5通讯。ECM 23监测来自转速传感器11的输入以确定至输入轴12的发动机输入速度，该速度被转化成变速器输入速度，NI。ECM 23监测来自传感器(未显示)的输入以确定发动机其它的工作参数的状态，这可以包括但不限于：进气歧管压力，发动机冷却液温度，节气门位置，环境空气温度和环境压力。发动机负荷可以例如从进气歧管压力被确定，或可选择地，从监测至加速踏板113的操作者输入确定。ECM 23产生并传送指令信号以控制发动机致动器，这可以包括但不限与这样的致动器：燃油喷射，点火模块，和节气门控制模块，上述都未显示。
TCM 17可操作地连接到变速器10并监测来自传感器(未显示)的输入以确定变速器运行参数的状态。TCM 17产生并传送指令信号以控制变速器10，包括控制所述液压电路42。从TCM 17至HCP 5的输入包括估计的每个离合器即，C1 70，C2 62，c3 73，和C4 75的离合器转矩，和输出元件64的转动输出速度No。其它的致动器和传感器可以用来提供用于控制的从TCM17到HCP5的附加信息。TCM17监测来自压力开关(未显示)的输入并选择性地促动液压电路42的压力控制电磁线圈(未显示)和换档电磁线圈(未显示)以选择性地促动各个离合器C1 70，C2 62，C3 73，和C4 75，从而获得各种变速器运行工作档位，如下所述。
BPCM 21信号连接至传感器(未显示)以监测ESD74，包括电流和电压参数的状态，以向HCP5提供表示ESD74的电池组的参数状态的信息。电池组的参数状态优选包括电池组荷电状态，电池电压，电池温度，和可用的电池组功率，这里指的是PBAT_MIN至PBAT_MAX。
每一控制模块ECM23，TCM17，TPIM19和BPCM21优选为通用数字计算机，通用数字计算机包括微处理器或中央处理单元，包括只读存储器(‘ROM’)，随机访问存储器(‘RAM’)，电子可编程只读存储器(‘EPROM’)的存储介质，高速时钟，模拟-数字(‘A/D’)和数字-模拟(‘D/A’)电路，以及输入/输出电路和装置(‘I/O’)和合适的信号处理和缓冲电路。每一控制模块具有一组控制算法，包括保存在一个存储介质中、并执行来提供每一计算机各自功能的常驻程序指令和标定。在各控制模块之间的信息传递优选利用LAN总线6和串行***接口总线完成。控制算法在预定循环过程中被执行，这样每个算法在每个循环周期中至少被执行一次。保存在非易失性存储器装置中的算法由一个中央处理单元执行以监测来自传感装置的输入，并执行控制和诊断程序进而利用预置标定控制致动器的操作。循环周期优选循环间隔固定时间执行，例如在动力传动***的运行期间每3.125，6.25，12.5，25，和100毫秒运行。然而，也可以选择大约2毫秒和大约300毫秒之间的任何间隔。可选择地，算法可以响应任何被选择的事件的发生而被执行。
参考图1所示的示例性动力传动***能够选择性地运行在几个工作档位状态中的一个，这可以根据包括发动机工作状态(′ON′)和发动机状态(′OFF′)的发动机状态和包括多个固定档位和无级变速运行模式的变速器状态进行描述，参见下表1。
表1
Figure A20081024708200111
所述表中描述了变速器工作档位状态的每一个，并显示了对于每一工作档位状态使用哪些具体的离合器C1 70，C2 62，C3 73，和C4 75。例如，第一无级变速模式，即，EVT模式1，或M1，通过只使用离合器C1 70被选择，以将第三行星齿轮组28的外部齿轮元件固定。发动机状态可以是ON(M1_Eng_On)或OFF(M1_Eng_Off)。第二无级变速模式，即EVT模式II，或M2，通过只使用离合器C262被选择，以连接轴60和第三行星齿轮组28的托架。发动机状态可以是ON(‘M2_Eng_On’)或OFF(‘M2_Eng_Off’)。出于描述的目的，当发动机状态是OFF时，发动机输入速度等于零转/分(‘RPM’)，即发动机曲轴不转动。固定档位操作提供了变速器10的输入-输出速度的操作的固定传动比，即NI/NO被获得。例如，第一固定档位操作(‘G1’)通过使用离合器C1 70和C4 75被选择。第二固定档位操作(‘G2’)通过使用离合器C1 70和C2 62被选中。第三固定档位操作(‘G3’)通过使用离合器C2 62和C4 75被选中。第四固定档位操作(‘G4’)通过使用离合器C262和C373被选中。由于行星齿轮24，26，和28的传动比降低，固定档位操作增加，输入至输出速度的固定比率操作增加。第一和第二电机56和72的转速分别为NA和NB的转速，依赖于由离合器确定的机构的内部旋转并与输入轴12处测量到的输入速度成比例。
响应于通过加速踏板113和制动踏板112，由用户界面13获得的操作者输入，HCP 5和一个或多个其它的控制模块确定试图满足操作者转矩需求，TQ_REQ的命令输出转矩，TCMD，在输出元件64被执行并被传递到传动***90。结果车辆加速度受其它的因素的影响，这些因素包括，例如，路面载荷，道路坡度和车辆质量。用于变速器10的工作档位状态基于输入确定，输入包括动力传动***的各种工作特性。这些包括经过加速踏板113和制动踏板112传递至用户界面13的操作者转矩需求。
在某些实施例中，工作档位状态可以基于由指令所引起的动力传动***转矩需求预测，以便以电能产生模式或转矩产生模式操作第一和第二电机56和72。在某些实施例中，工作档位状态可以通过最优化算法或程序确定，其基于输入确定工作档位状态的优先的选择，输入可以包括：操作者功率需求；电池荷电状态；发动机14和第一和第二电机56，72的运行效率。控制***基于嵌入被执行选择程序中的预先选择的输出标准管理来自发动机14和第一和第二电机56和72的转矩输入，并且***操作被控制，因此有效地管理与ESD荷电状态期望水平和燃料传送相匹配资源。此外，操作可以基于在一或多个组件或子***中检测到的故障被确定，包括任何期望特征的过载。HCP 5监测转矩产生装置，并确定从变速器10输出的、获得满足操作者转矩需求必须的输出转矩的功率。ESD 74和第一和第二电机56和72电操作连接以在它们之间传递功率流。此外，发动机14，第一和第二电机56和72，以及电动机械变速器10被机械可操作地连接以在它们之间传递动力，从而产生流向输出元件64的动力流。
考虑到装有电动机械混合动力变速器的机动车辆可能的各种工作条件，其包括不同的环境和道路条件，例如道路坡度和操作者转矩需求，通常对一个电动机械混合动力变速器来说，在运行期间给定时间上可操作地在多于一个变速器工作档位的结合是可能的，这些工作档位包括表1中确定的。此外，包括电动机械混合动力变速器的机动车辆在其通常的移动过程中会经受道路坡度，节气门开度，和制动踏板踏下的每个改变，考虑包括燃油经济性，变速器需求转矩输出和ESD74的荷电状态的这些因素之间的综合平衡，不同的变速器工作档位状态和发动机的发动机状态可以在任何时候被视为有利的。在任何一个的瞬间，具体的变速器工作档位状态和发动机状态可能是期望的，有利的或优选的，同时在随后的瞬间，其它的变速器工作档位状态和发动机状态可能是期望的，有利的或优选的，所以结果是，即使相对短暂的操作跨度，例如五分钟，在这样的时间跨度期间，存在多个或更多期望的，有利的，或优选的变速器工作档位状态和发动机状态。然而，本发明响应于遭遇的工作条件的每个的改变提供了改变的变速器工作档位状态和发动机状态，在具有电动机械混合动力变速器的机动车辆中不必是期望的。
根据本发明的一个实施例，图3显示了第一组多数值，其中每个表示对应于电动机械混合动力变速器的潜在的工作档位状态和用于发动机的潜在的发动机状态的优化因数，状态包括表1中指定的工作档位状态和发动机状态。在图3中，符号M1和M2指的是电动机械混合动力变速器中的模式1和模式2。符号G1，G2，G3和G4分别指的是档位1，档位2，档位3和档位4，HEOff指的是发动机状态，发动机状态或工作或停止。在该发明的一个实施例中，任何一或多个这样的优选因数可以被任意地指定。在另一个实施例中，一个或多个这样的优选因数可以包括作为任何算法或其它数据处理方法的结果产生的输出，所述算法或数据处理方法将由位于机动车辆任何位置上的任何一或多个传感器提供的任何信息作为输入或基础，所述车辆装配有这样的电动机械混合动力变速器，位于传动系上或接近传动系任何部分的数据也是需要的。这样的传感器可以包括但不限于：车轮转速感传器94，输出速度传感器84，和转速传感器11。
期望的是，如图3中所示的每个变速器工作档位状态和发动机状态而设的优选因数被保持为与它们各自的变速器工作档位状态和发动机状态相关，根据本发明一个实施例，这样的优选因数以数组说明，如图3所示。这种结构不是严格的需求，但当执行根据本发明的，相对于图4所显示和描述的方法时是便利的。
本发明还提供多个数值，每个数值与电动机械混合动力变速器在任何选择的时间点上的可能的工作档位状态和发动机状态中的一个相关联，同时在机动车辆的运行中，例如在操作期间，而车辆在路面上运动，所述多个可以认为是当前的运行状态值。优选实施例包括与车辆发动机状态相关联的数值。该第二组多个数值被显示在图4的数组中，标记为“当前的工作档位因数”，包括用于变速器工作档位状态和发动机状态的数值。
图4说明了来自图3的优选因素的第一组多个数值怎样与来自当前工作档位状态和发动机状态的优选因素的第二组多个数值结合。在一个实施例中，组合通过将来自每个相应的工作档位状态和发动机状态的数值相加，得到第三数组，其包括分别用于每一个可能的变速器工作档位状态和发动机状态的优选因数，其被标记为“新的期望的工作档位因数”。这里使用的期望的工作档位因数涉及的是变速器工作档位状态或发动机状态，对于一个原因或其它的，通常关于驱动性，但也可以指的是发动机经济性，排放或电池寿命，比当前的变速器工作档位状态和/或发动机状态更加期望。出现于第三数组中的数值可以相互比较，在一个实施例中，第三数组中最低的数值表示将被选择的或用于选择而被估计的变速器工作档位状态或发动机状态的基础，在此基础上对电动机械混合动力变速器的操作状态进行改变，同时包含同样的变速器的机动车辆在运行。例如，在图4的第三数组中，最低的数值是7，对应于电动机械混合动力变速器的运行模式1，其中用于车辆变速器的当前的工作档位状态是模式2，通过当前工作范围矩阵最低的数值零证明。在一说明性、非限制性示例性实施例中，信号将传递给嵌入TCM17中的换档执行模块，建议变速器工作档位状态从模式2变到模式1，这可以通过TCM实现。在可选的实施例中，TCM可以具有辅助的决策制定数据和算法从而或接受和执行由根据本发明处理引起的建议的指令改变，或其可以基于编入TCM 17中的其它因素否定这样的执行，在一个实施例中，因素可以是任意的，在其它的实施例中是基于一个或多个的算法的输出，算法具有通过车载传感器提供的输入。在本发明的一个实施例中，TCM 17提供当前的工作范围因数，其可以与用于第二组多个优选因素的数值的格式相同。在其它的实施例中，TCM 17，可以以不同于关于第二组多个优选因素的数值的任何格式提供当前的工作范围因数。
在另一个实施例中，结合图3描述的第一组多个优选因数可以与图4中标记为“期望工作范围因数”(这包括用于变速器工作档位状态和发动机状态两者的数值)的、以矩阵形式描述的另一组多个优选因数结合，从而达到包括一组被认为是“新的期望的工作范围因数的优选因数”的第三数组。包括期望工作范围因数的优选因数可以作为信息的任何算法或其它的数据处理方法的结果产生的输出，其中信息将由位于机动车辆任何位置上的、或位于传动系上或接近传动系任何部分的任何一或多个传感器提供，所述车辆装配有这样的机电混合变速器，传动系处的数据也是需要的。这样的传感器可以包括但不限于：车轮转速感传器94，输出速度传感器84，和转速传感器11。在另一个实施例中，结合图3描述的第一组多个优选因数可以与来自当前工作档位因数和期望的工作档位因数中的优选因数两者结合，从而达到包括新的期望工作档位因数的第三数组。
总的来说，在期望工作档位因数中的一或多个优选因数会，响应于装有电动机械混合动力变速器的机动车辆遇到的变化的运行状况，随着时间变化，这些因数的值可以在车辆运行期间或增或减。例如，当操作者在遇到上坡同时低速移动而产生转矩需求是，与1档操作相关的优选因素可能响应其而在数值上减少。类似的，当所述车辆操作者遇到下坡同时恒定速度行驶而产生制动转矩需求时，与1档操作相关的优选因数可能基本在数值上增加，以便1档工作档位的选择是基本上是被排除的。
在图4中，包括当前的工作档位因数和期望的工作档位因数的数组中的数值是相同的，这只是为了说明，实际上，优选因数的矩阵中的数值可以相互不同。对于其中来自图3的第一组多个优选因数与期望工作档位参数结合的实施例，包括用于新的期望工作档位因数的优选因数的第三数组被提供，这些因数的至少一个被随后提供到换档控制模块，换档控制模块可以嵌入TCM17中。例如，其中换档控制模块命令变速器工作档位状态的改变，发动机状态的改变，或两者均改变的执行，包括新的期望工作档位因素的优选因数作为输入传递到本发明的程序中，因为期望的工作档位因数在这里描述的接下来的程序的迭代中，在这样的实施例中是期望，在任何期望或选择的时间间隔，重复地执行上面描述的方法，间隔可以是大约2毫秒至约300毫秒之间的间隔，包括它们间隔之间的所有间隔和范围。
在根据本发明的优选因数的优选综合中，期望的是只综合类似种类的优选因数，即与M1相关的优选因数可以只与涉及M1，G2和G2，等的优选因数结合。尽管每个包括根据本发明的一个实施例的多个优选因数的矩阵的综合已经被显示且被描述为这种矩阵的综合，并选择出现于矩阵中的最小值作为考虑到电动机械混合动力变速器的工作档位的改变的值，本发明还包括选择最大值的选择标准的实施例。在其它的实施例中，两个或更多矩阵的结合可以包括对应于每个出现在这样结合的矩阵中的工作档位的数值的减、除或乘，以提供由于这种结合而从剩余的数值中显露出来的独特的或可区分的数值中的一个，其中每个数值均代表相对优选的发动机状态或变速器档位状态。在每个这样的实施例中，然后基于上述最高的或最低的数值，或任何其它的可区分的数值特性中选择。对于其中两个或更多优选因数出现于一列或矩阵中的情况，所述一列或矩阵导致这里提供的优选因数的综合是彼此相同或不可微分的，变速器工作档位从这样的不可微分的值中的选择可能是任意的，或可以设定为任何缺失的期望选择。
在本发明的一个实施例中，显示在图3中的矩阵内的第一组多个优选因数的数值可以被选择从而当综合出现于结合图4描述的期望的工作范围因数或者当前的工作范围因数中的数值时，有足够的大小提供偏置效应。为了方便起见，根据一个实施例，来自图3的这种优选因数的系列可以被提供并以矩阵形式布置，如下表II和表III所示：
表II
用于稳定当前工作档位的偏差偏移矩阵
Figure A20081024708200161
这样，用于当前工作档位因数的多个优选因数可以从这样的矩阵提供。在这种结构下，如果电动机械混合动力变速器的当前工作档位是模式1，然后来自第一行的数值将被选择作为这里描述的用于数组综合中使用的数组的值。用于期望的工作档位因数的数组可以从例如表III中所示的矩阵中选择，其表示与电动机械混合动力变速器的期望工作档位状态和发动机状态相关的优选因数值。
表III
用于稳定在先选择的期望工作档位的偏差偏移矩阵
Figure A20081024708200171
当根据本发明将包括结合图4描述的当前的工作档位因数和期望的工作档位因数的数组与参考图3提供的多个优选因素结合时，净效果是通过根据图3提供的优选因数的包含稳定变速器的换档至期望工作档位和当前的工作档位两者。经过上述表II和III中的数值的明智的选择，取得出乎意料的效果，即其可能选择禁止电动机械混合动力变速器的工作档位状态中具体改变的值。例如，在从模式2至档位4的工作档位的改变可以被允许，而从模式2至档位3的工作档位的变化可能被禁止，选择哪个变化为允许或禁止由用户控制，通过用于优选因数的数值的明智的选择方法实现。总的来说，期望的是是否基于变速器的输出速度或用户选择的其它标准避免选择不允许的档位状态。在一个实施例中，对于变速器的模式1和模式2的操作的不同的潜在输入速度被认为是随着时间提供第一组多个数值中的这些状态的相应数值，而独立于期望的变速器工作档位状态。根据一个实施例，选择过程包括只考虑与选择的期望的变速器操作状态相关的输入速度。在一优选实施例中，表示当前变速器工作档位状态的数值具有调整归零的偏移。在其它的实施例中，表示当前变速器工作档位状态的数值具有相对小的偏差，并可能是正的或负的。尽管显示为正的数值，根据本发明的优选因数也可以是负的，因为此处方法的最后结果通常依赖于它们的相对值，其中方法综合用于所述结果的不同的优选因数。
根据本发明的电动机械混合动力变速器的换档过程或工作档位的改变的稳定的净效果如图5A所示，其沿着使用功率损耗作为纵坐标；然而，可以根据要求使用纵座标的其它单位。在图5A中，与车辆操作在1档相关的功率损耗随着改变的工作条件的时间显示为点划波形线。如同沿标记时间位模式1的横坐标的这些功率损耗，对于电动机械混合动力变速器的其它的工作档位状态而言，使用上述功率损耗相对于燃油经济性、电池荷电状态，总的转矩输出等来说是有利的。然而，对于操作者的随时间变化的通常范围宽的转矩需求，多个换档或变速器模式改变会不利地影响如此装配的车辆的驱动性。因此，通过现在的偏差的结合，考虑到上述的优选因数，与车辆在1档的操作相关的随着时间改变的工作条件的功率损耗可以在纵座标范围上得到上升至相应的实波浪线，结果偏差由因数A和B的和表示，因数A和B分别来自表II和表III中的第一行。参考图5A的这些结果是保持在模式1中的变速器工作档位，直到与那些模式运行相关的功率损耗，加上偏差量，超出另一个工作档位状态中的功率损耗，在1档的情况下，工作档位状态的改变是可以实现的，在所描述时段功率损耗沿着实线标记的路径。相应地，电动机械混合动力变速器发生的过度的工作档位状态改变的情况，被保持在任何期望水平上，通过被选择的优选因数表示，其可以意味着它们的最小值，以及基本上的或完全的除去。此结果还描述在图5B中，其显示了作为纵坐标的变速器期望的工作档位，根据本发明，其描述了被认为用于装有电动机械混合动力变速器的车辆的一些使用终端应用的不符合要求的工作档位状态改变被除掉。
在一个实施例中，所述矩阵，数组，或此处描述的优选因数的其它结构，出现在或可能达到固态或软的存储器形式的微处理器中，此处描述的组合优选使用这样的处理装置进行，其随后确定一输出至TCM17，并且其本身使用这样的输出作为它自己确定命令步骤的输入。然而，可以使用便于计算的存储器中的优选因数的任何结构，加上这里描述的这种矩阵或数组。单独的优选因数可以涉及，或基于关于车辆操作的任何潜在变量，包括但不限于与能量使用，驱动性，燃油经济性，排气管排放，电池荷电状态相关的变量，在一个实施例中，关于这些变量的信息由传感器提供。在其它的实施例中，所述优选因数可以由或基于车辆整体机械传动***中的损耗导出，包括由带，带轮，阀，链，电器***中引起的损耗，热损耗，机电功率损耗，内部电池电源损耗，或车辆***中的任何其它的附加损失，或单独考虑，或与上述任何一或多个损耗结合。
图6描述了包括微处理器的结构，其能够实现根据本发明一个实施例的电动机械混合动力变速器的工作档位状态的改变的执行。图6显示了微处理器MP，具有当前期望档位优选因数，和结合图3描述的优选因数的输入。微处理器具有一输出，其输入至变速器控制模块TCM17，TCM17以多个当前工作档位状态优选因数的形式向微处理器提供反馈。TCM17能够向变速器10提供建议的换档执行指令。
对如这里所述的电动-机械混合变速器(包括功能等同的装置)的变速器工作档位状态和与之进行机械连接并在工作于不同工况的机动车中处理的发动机状态的变化的频率和数量的稳定和控制，可能受到根据本发明的附加方法的影响。这些附加方法包括设置多个载荷稳定优选因数，作为确定电动-机械混合变速器的期望变速器工作档位状态和发动机状态的方法的输入。载荷稳定优选因数包含与当前作用于这里所述的驱动***的总载荷相关的数值，驱动***包括发动机和变速器，以及当前在机动车上的辅助装置，机动车同样包括上述发动机和变速器，辅助装置直接或间接的对发动机或变速器，或者同时对二者加载。
在实施例中，载荷稳定优选因数通过去乘一个包含多个数值的数组而被导出，每个数值都与潜在的变速器工作档位状态和发动机状态通过常数相关。包含多个数值的数组，每个都与在导出载荷稳定优选因数时使用的潜在变速器工作档位状态和发动机状态相关，其可以被参考作为载荷稳定优选因数的先导值。在一个实施例中，载荷稳定优选因数先导值被任意分配。在另一个实施例里，载荷稳定优选因数先导值可能包含作为任何算法或其它数据处理方法的结果而产生的输出，数据处理方法具有输入或基础信息，其由安装于机动车任何位置的任何一个或多个传感器提供，所述机动车配备有这样的电动-机械混合动力变速器(或功能等同装置)，或者传感器安装在数据从中获取的驱动系的任何位置附近。根据优选实施例，具有与每个可能的变速器工作档位状态和发动机状态相关的单一载荷稳定优选因数先导值。
当确定对于每个潜在的变速器工作档位状态和发动机状态的载荷稳定优选因数先导值时纳入考虑，包括但不限于：ESD 74内功率损失，由于内摩擦的发动机功率损失，由于热耗散的电损失，电动机功率损失，电池功率损失，以及变速器功率损失。在一个实施例里，对于载荷稳定优选因数先导值的相关数值与当前施加在驱动***的总载荷的一部分相关或从中得出。在另一个实施例里，对于载荷稳定优选因数先导值的相关数值与当前施加在驱动***的实际总载荷或估计总载荷相关或从中得出。
一旦对于每个潜在的变速器工作档位状态和发动机状态的载荷稳定优选因数先导值已经产生，一个可选择的偏差因数能被加入到(或从中减去)对于每个潜在的变速器工作档位状态和发动机状态的载荷稳定优选因数先导值中，以调节它们，其具有在包含载荷稳定优选因数先导值的数组中的切换数值的净作用，使得当从中得到的载荷稳定优选因数被与期望工作档位的优选因数结合，以及可选择的与其它优选因数的数组或数列结合时，从调节的载荷稳定优选因数先导值中导出的偏差，通过当前受该偏差影响的一组新期望操作档位因数的数值，会导致变速器操作档位状态和/或发动机状态的变化中整体减少倾向的发生。对载荷稳定优选因数先导值和使用中选择的偏差因数的明智选择，对发动机状态和变速器工作档位状态在不同机动车工况下应用何种选择的过程，提供了有效的附加控制尺度，机动车设置有利用这种方法的***。
不作为限制，但出于方便的目的，载荷稳定优选因数先导值可以在某些实施例里被设置在数组中，以及多个这样的数组可以被用来形成矩阵，其可以被存储在车辆车载计算机存储器中，例如在一个存储装置中，通过在先描述的与其它优选因数相关的微处理器来进行访问。下表IV提供了包含多个载荷稳定优选因数先导值的矩阵的示例性格式：
表III
载荷稳定优选因数先导值
Figure A20081024708200211
图7解释了根据本发明的一个实施例，其用于确定多个载荷稳定优选因数，一个这样的因数与每个可能的变速器工作档位状态和发动机状态相关。在该实施例中，图3的包含优选因数的数组首先被提供，这样一个优选因数数组中的最低值被选择作为常数，通过该常数，载荷稳定优选因数数值将被相乘来提供多个载荷稳定优选因数。对应于表IV中的期望工作档位状态和发动机状态的每个载荷稳定优选因数先导值被分别单独乘以当前包含图3的优选因数的数组中的最低值，提供如图7所示的载荷稳定优选因数系列或数组。这样一系列或一数组的载荷稳定优选因数可能被包括在这里在前描述的参考图4的组合方法中。一个这样的可能组合如图8所示，其中图3的优选因数不仅与包含当前工作档位因数和期望工作档位因数的优选档位因数之一或两者都组合，而且在组合中包括多个载荷稳定优选因数。这些不同组的优选因数的组合结果就是一个包括新的期望工作档位因数的数组，在其上关于变速器工作档位状态和发动机状态的变化的决定被作出。比较来自图8中的新的期望工作档位因数的数组中出现的当前数值和关于图4的在前获得的数值，是对包含新的期望工作档位因数的最终数值的载荷稳定优选因数的内含效果的例证。
在某些实施例里，载荷稳定优选因数是根据本发明的，在机动车上功能配置的发动机或电动-机械混合动力变速器(或功能等同的装置)的目标功率损失的反映。此结果对于使用具有作为通过一个或多个传感器提供的输入或基本信息的算法或其它数据处理方法的实施例是固有的，传感器安装在装配有这样的电动-机械混合动力变速器(或功能等同装置)的机动车的任何位置上，或者安装在数据可以被获取的其驱动***的任何部分附近。因为如这里所述的装配有电动-机械混合动力变速器和发动机的车辆可以工作于宽范围的工况，具有不同起源的目标功率损失的量级将随时间不同而不同。通常的，通过利用方法使载荷稳定因数组合从而确定新的工作档位因数，机动车在其工作时经过充分的时间间隔会遭遇到的工况变化，以及所遭遇的那些工况被使得对于当前工作档位在同样时间间隔内的给定时间使用时更稳定，在这些工况中，同样的时间间隔内，最低的目标功率损失相对高于另一工况下的目标功率损失。
虽然具有图3的最小优选因数的代表载荷稳定优选因数先导值的多个数值的结合已经在一个涉及乘法操作的实施例中被描述，在本发明的范围内，其它数学运算也可以被采用来获得包含载荷稳定优选因数的多个数值。在一个非限制的例子里，在一个实施例中，出现在图4中的数组里的同样种类的数值彼此间的减法被采用，新的期望工作档位的最高值被顺序选择作为作出决定的标准，载荷稳定优选因数也可能被从图4的新的期望工作档位因数中减去，后续结果数组中的最高值也可以被选择作为相对于变速器工作档位状态和发动机状态变化作出决定的标准。在设置载荷稳定优选因数时，除法运算也可以采用，代替如图8所示的乘法。然而，除法和乘法的使用可以被解释为相对于本发明的方法功能等同，因为通过选择的数值的乘法可以被视为同样选择的数值的倒数的乘法。乘法或除法是否在任何特定实施例中被采用因而依赖于被分配或设置来包含不同数值个数的数值，其包含这里的数组。在任何情况下，被选择的或者被使得在这里的多个特定数值中的数值应该是一个与实际或期望的电动-机械混合动力变速器，与其操纵连接的发动机，或包含这里所述的发动机和变速器的机动车的性质或操纵特征的反映或与其成比例，或者与其实际或期望操作相关，充分的，这里以新的期望工作档位因数的形式所述的方法的输出包含通常是唯一的或对出现在包含新的期望工作档位因数的多个数值可微的数值。在根据本发明，在一个方法中结合载荷稳定优选因数确定新的期望工作档位因数的实施例里，一个结果是当目标功率损失相对高时，提供了当前变速器工作档位状态的增加的稳定性。在优选实施例里，这里所述的结合载荷稳定优选因数的方法的重复迭代在大约2ms或300ms之间的任何时间间隔里被实施，包括之间的所有间隔和间隔范围。
可以理解，在本发明范围内的改进是允许的。本发明已经具体结合优选实施例和改进进行了描述。在阅读和理解说明书的基础上，可以进行进一步的改进和变化。其旨在在包括落入本发明的范围的改进和变型。

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1、用于控制动力传动***的方法，动力传动***包括与电动机械变速器机械连接的发动机，选择地在多个变速器工作档位状态中的一个和多个发动机状态中的一个上操作，该方法包括：
确定当前的变速器工作档位状态和发动机状态；
确定至少一个潜在的变速器工作档位状态和发动机状态；
确定与当前变速器工作档位状态和发动机状态以及潜在的变速器工作档位状态和发动机状态相关的优选因数，其中与潜在的变速器工作档位状态相关的所述优选因数包括载荷稳定优选因数；
优选地加权当前的变速器工作档位状态和发动机状态的优选因数；和
基于所述优选因数选择性地命令当前的变速器工作档位状态和发动机状态改变。
2、如权利要求1所述的方法，其中确定载荷稳定优选因数包括：
提供第一组多个数值，其代表用于至少两个潜在变速器工作档位状态和发动机状态的优选因数；
从所述第一组个多个数值中选择一个数值作为常数；
提供第二组多个数值，其代表用于至少两个潜在变速器工作档位状态和发动机状态的载荷稳定优选因数先导值；以及
将出现在第二组多个数值中的每个数值乘以所述的常数。
3、如权利要求1所述的方法，其中与所述潜在的变速器工作档位状态和发动机状态相关的优选因数包括与变速器工作档位状态和发动机状态相关的新的期望优选因数。
4、如权利要求3所述的方法，其中由于最低数值的选择存在于与变速器工作档位状态和发动机状态相关的所述新的期望的工作档位优选因数中，因此选择性地命令当前的变速器工作档位状态和发动机状态改变。
5、如权利要求3所述的方法，其中由于最高数值的选择存在于与变速器工作档位状态和发动机状态相关的所述新的期望的优选因数中，因此选择性地命令所述的变速器工作档位状态和发动机状态改变。
6、如权利要求1所述的方法，进一步包括周期性地重复权利要求1所述的方法以提供连续的迭代。
7、如权利要求6所述的方法，其中确定与当前的变速器工作档位状态和发动机状态相关的优选因数利用来自先前迭代的新的期望优选因数。
8、如权利要求3所述的方法，其中出现在新的期望的优选因数中的优选因数的一个被用来向换档执行模块提供信息。
9、如权利要求8所述的方法，进一步包括周期性地重复权利要求1所述的方法以提供连续的迭代。
10、如权利要求9所述的方法，其中所述换档执行模块提供处于连续迭代中的当前的变速器工作档位状态和发动机状态的数值。
11、如权利要求1所述的方法，其中所述优选因数以阵列布置。
12、如权利要求1所述的方法，其中所述优选因数从矩阵中选择。
13、如权利要求1所述的方法，其中出现在与所述当前的和潜在的变速器工作档位状态和发动机状态相关的所述优选因数中的至少一个数值响应于车辆操作状态随时间变化改变。
14、如权利要求1所述的方法，其中确定优选因数包括组合与所述当前的变速器工作档位状态和发动机状态相关的优选因数和与期望的变速器工作档位状态和发动机状态相关的优选因数。
15、如权利要求1所述的方法，其中所述优选因数是优选因数的数组，其包括用于每个可能的变速器工作档位状态的一个优选因数。
16、如权利要求1所述的方法，其中所述优选因数被选择，以便使所述变速器在范围为大约60％至大约95％之间的任何效率水平上工作，所述效率水平包括在它们之间的百分比和所有百分比的范围，这将基于进入变速器内的功率与从变速器输出的功率比来确定。
17、用于控制动力传动***的***，动力传动***包括与电动机械变速器机械连接的发动机，可选择地在多个变速器工作档位状态中的一个和多个发动机状态中的一个上操作，所述***包括：
微处理器，其被构造用于接收数据并提供输出，所述数据包括
第一系列优选因数，
第二系列优选因数，其与所述变速器的期望的工作档位状态相关，
第三系列优选因数，其与所述变速器的当前的工作档位状态相关，以及
第四系列优选因数，所述第四系列优选因数包括载荷稳定优选因数，
控制模块，其被构造成控制所述变速器中的换档过程，所述控制模块具有输入和输出，其中来自所述微处理器的输出被提供作为所述控制模块的输入，所述控制模块被构造成向所述微处理器提供作为微处理器输入的所述第三系列优选因数；和
与来自所述控制模块的输出有效电子通讯的电动机械变速器。
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CN104118426A (zh) * 2013-04-26 2014-10-29 通用汽车环球科技运作有限责任公司 在电气化车辆动力传动系中管理可用运行状态的方法
CN104118426B (zh) * 2013-04-26 2017-04-12 通用汽车环球科技运作有限责任公司 在电气化车辆动力传动系中管理可用运行状态的方法

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