CN101497338B - 补偿用于混合动力系***的变速器旋转损失的方法 - Google Patents

补偿用于混合动力系***的变速器旋转损失的方法 Download PDF

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CN101497338B
CN101497338B CN200810191094.XA CN200810191094A CN101497338B CN 101497338 B CN101497338 B CN 101497338B CN 200810191094 A CN200810191094 A CN 200810191094A CN 101497338 B CN101497338 B CN 101497338B
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input
torque
candidate
speed
range
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CN101497338A (zh
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A·H·希普
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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    • 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
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    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
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Abstract

本发明提出一种补偿用于混合动力系***的变速器旋转损失的方法。动力系***包括耦接至混合动力变速器的输入部件上的发动机。混合动力变速器有效的在输入部件和转矩产生装置以及输出部件之间传递转矩，一种用于控制动力系***的方法包括监控操作者转矩需求，确定输出部件的输出转矩指令和输出速度，迭代地选择输入部件的候选输入速度；确定在每个候选输入速度和输出速度下混合动力变速器的机械功率损失，以及选择优选的输入速度，该输入速度包括在输出速度下达到混合动力变速器中的最小机械功率损失的候选输入速度。

Description

补偿用于混合动力系***的变速器旋转损失的方法
相关申请的交叉参考 
本申请要求2007年11月5日提交的美国临时申请No.60/985,375的权益，在此以引用方式将该临时申请并入本文。 
本发明涉及用于混合动力系***的变速器旋转损失的补偿。 
本部分中的陈述仅是为了提供与本公开有关的背景信息，可能并不构成现有技术。 
已知的混合动力系结构可包括多个转矩产生装置，其包括内燃机和非燃烧发动机，例如电机，转矩产生装置经过变速器(或传动装置)将转矩传递到输出部件。一个示例性的动力系包括双模式、复合分配、机电变速器，所述变速器利用用来接收来自主动力源的牵引转矩的输入部件，主动力源优选为内燃机，和输出部件。所述输出部件能够可操作地被连接至用于机动车的传动系，用以将牵引转矩传递至传动系。作为电动机或发电机运行的电机独立于内燃机的转矩输入而产生至变速器的转矩输入。电机可以将经过车辆传动系传递的车辆动能转换为可存储在能量储存装置中的能量。控制***监控来自车辆和操作者的各种输入，并且提供混合动力系的可操作控制，包括控制变速器运行状态与齿轮变档(换档)，控制转矩产生装置，以及调节能量储存装置和电机之间的功率交换来管理变速器的输出，包括转矩和转速。 
本发明提出一种控制动力系***的方法。
动力系***包括发动机，所述发动机耦接至混合动力变速器的输出部件上。所述混合动力变速器可操作来(或有效的)在输入部件和转矩产生装置以及输出部件之间传递转矩。一种用于控制动力系***的方法包括监控操作者转矩需求(或转矩请求)，确定输出转矩指令和输出部件输出速度，迭代地选择输入部件的候选输入转速，确定在用于每个候选输入速度和输出速度的混合动力变速 器中的机械功率损失，并选择优选的输入速度，其包括能在输出速度下达到混合动力变速器中的最小机械功率损失的候选输入速度。 
附图说明
参照附图，现将借助于示例描述一个或多个实施例，其中： 
图1是根据本发明的示例性混合动力系的示意图； 
图2是根据本发明的用于控制***和混合动力系的示例性结构(或构造)的示意图； 
图3-8是根据本发明的控制模式(或控制***方案)的流程示意图；以及 
图9是根据本发明的功率流动示意图。 
具体实施方式
现参考附图，其中的所表示的内容仅用来图示出特定的示例性实施例，而不用于限制目的，图1和2描绘了示例性的机电混合动力系。图1中描绘了根据本公开内容的示例性的机电混合动力系，所述机电动力系包括双模式、复合分配(compound split)、机电混合变速器(或传动装置)10，所述变速器10可操作(或有效)地连接至发动机14及包括第一电机与第二电机(MG-A)56与(MG-B)72的转矩装置(或转矩产生机器)。发动机14及第一电机与第二电机56和72每个均产生可被传递至变速器10的功率。由发动机14及第一电机与第二电机56和72产生并被传递至变速器10的功率通过本文中分别称为TI，TA，TB的输入和电动机转矩以及本文中分别称为NI，NA，NB的速度进行描述。 
示例性的发动机14包括多缸内燃机，所述多缸内燃机可在几种状态下选择性地运行，从而经由输入轴12将转矩传递至变速器10，并且所述多缸内燃机可以是点燃式或压燃式发动机。发动机14包括可操作(或有效)地耦接(或联接)至变速器10的输入轴12的曲轴(未示出)。转速传感器11监控输入轴12的转速。由于将例如液压泵(未示出)和/或转矩管理装置(未示出)的转矩消耗部件(或组件)放置在所述发动机14和所述变速器10之间的输入轴12上，包括转速与发动机转矩的发动机14的功率输出可不同于至变速器10的输入速度NI与输入转矩TI。 
示例性的变速器10包括三组行星齿轮装置(或三个行星齿轮组)24、26与28，以及四个可选择性地接合的转矩传递装置，即离合器C1 70，C2 62，C373以及C4 75。如本文中使用的，离合器指的是任何类型的摩擦转矩传递装置，例如包括单盘或复合盘式离合器或组、带式离合器以及制动器等。优选地由变 速器控制模块(以下为TCM)17控制的液压控制回路(或线路)42可操作地控制离合器状态。离合器C2 62和C4 75优选地包括使用液压的旋转摩擦离合器。离合器C1 70和C3 73优选地包括液压控制的固定装置，所述固定装置可选择性地接地至(或置于(grounded))变速器壳体68。每个离合器C1 70，C2 62，C373以及C4 75均优选地使用液压，经由液压控制回路42选择性地接收加压的液压流体。 
第一电机与第二电机56和72优选地包括三相AC(交流)电机，每个电机均包括定子(未示出)与转子(未示出)以及相应的旋转变压器80和82。用于每个电机的电动机定子接地至变速器壳体68的外部，并且包括定子铁心，所述定子铁心带有从其中延伸出来的盘绕(或卷绕)的电绕组。用于第一电机56的转子被支撑于毂衬齿轮上，所述毂衬齿轮经由第二行星齿轮装置26可操作地附接至轴60。用于第二电机72的转子固定地附接至套轴毂66。 
每个旋转变压器80和82优选地包括可变磁阻装置，所述可变磁阻装置包括旋转变压器定子(未示出)和旋转变压器转子(未示出)。旋转变压器80与82适当地定位并装配在相应的第一电机与第二电机56和72上。旋转变压器80和82的相应的定子可操作地连接用于第一电机与第二电机56和72的其中一个定子。旋转变压器转子可操作地连接用于相对应的第一电机与第二电机56和72的转子。每个旋转变压器80和82信号地且可操作地连接至变速器功率变换器控制模块(以下为TPIM)19，且每个TPIM 19感测并监控旋转变压器转子相对于旋转变压器定子的旋转位置，由此监控相应的第一电机与第二电机56和72的旋转位置。此外，中断来自旋转变压器80与82的信号输出以分别提供用于第一电机与第二电机56和72的转速，即，NA和NB。 
变速器10包括输出部件64，例如可操作地连接至用于车辆(未示出)的传动系90的轴，以提供输出功率到传动系90，所述功率被传递至车轮93，其中一个车轮示于图1中。通过输出转速NO与输出转矩TO表征输出部件64的输出功率。变速器输出速度传感器84监控输出部件64的转速与旋转方向。每个车轮93优选地配备有摩擦制动器94和适于监控轮速VSS-WHL的传感器(未示出)，轮速的输出由针对图2描述的分布式控制模块***的控制模块来监控，以确定车速，以及用于制动控制、牵引控制和车辆加速度管理的绝对与相对的轮速。 
来自发动机14的输入转矩及来自第一电机与第二电机56和72的电动机转 矩(分别为TI，TA及TB)由燃料或存储在电能存储装置(以下为ESD)74中的电势的能量转化而生成。ESD 74经由DC(直流)传递导体27高压DC耦接至TPIM 19。传递导体27包括接触器开关38。当接触器开关38闭合时，在正常运行下，电流可以在ESD 74与TPIM 19之间流动。当接触器开关38断开时，中断ESD 74与TPIM 19之间的电流。TPIM 19通过传递导体29将电力传递至第一电机56和从第一电机56传出电力，且TPIM 19类似地通过传递导体31将电力传递至第二电机72和从第二电机72传出电力，以此来满足响应于电动机转矩TA与TB的第一电机与第二电机56和72的转矩指令。根据ESD 74正在充电或放电，电流被传递至ESD 74或从ESD 74传出。 
TPIM 19包括一对(或成对的)功率变换器(未示出)和相应的电动机控制模块(未示出)，其构形(或配置)成用于接收电动机转矩指令，并且由所述指令控制变换器状态，用来提供电动机驱动或再生功能来满足受指令控制的电动机转矩TA和TB。功率变换器包括已知的补偿三相功率电子装置，并且每个补偿三相功率电子装置均包括多个绝缘栅双极晶体管(未示出)，所述绝缘栅双极晶体管用于通过高频切换将ESD 74的DC功率转换为AC功率，用来为相应的第一电机与第二电机56和72提供功率。所述绝缘栅双极晶体管形成为构形成用于接收控制指令的开关模式电源。对于每个三相电机的每一相典型地存在有一对绝缘栅双极晶体管。控制所述绝缘栅双极晶体管的状态以提供电动机驱动机械功率生成或电力再生功能。三相变换器经由DC传递导体27接收或供给DC功率，并将其转换为三相AC功率或从三相AC功率转换而来，所述三相AC功率分别经由传递导体29与31被传导至第一电机与第二电机56和72或从所述第一电机与第二电机56和72传导而来，用于将第一电机与第二电机56和72作为电动机或发电机运行。 
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(或构造)的子***，并提供图1中所描述的示例性动力系的协调的***控制。所述分布式控制模块***综合相关的信息和输入，并执行算法来控制各种致动器以满足控制目的，包括涉及燃油经济性、排放、性能、驾驶性能以及包含ESD 74的电池及第一电机与第二电机56和72的硬件的保护的目的。所述分布式控制模块***包括发动机控制模块(以下为ECM)23，TCM 17，电池组控制模块(以下为BPCM)21，以及TPIM 19。混合动力控制模块(以下为 HCP)5提供ECM23，TCM 17，BPCM21与TPIM 19的监管控制与协调。用户界面(UI)13可操作地连接至多个装置，通过所述多个装置，车辆操作者控制或指引机电混合动力系的运行。这些装置包括加速器踏板113(AP)，操作者制动器踏板112(BP)、变速器齿轮(或档位)选择器114(PRNDL)，以及车速巡航控制(未示出)。变速器齿轮选择器114可具有操作者可选择位置的离散数字(或许多分离的操作者可选择位置)，包括输出部件64的旋转方向，以实现前进与倒退方向之一。 
前述的控制模块经由局域网(以下为LAN)总线6与其它控制模块，传感器以及致动器相通讯。LAN总线6允许在各个控制模块之间的运行参数的状态与致动器指令信号的结构化通讯。使用的特定通信协议为专用的。LAN总线6与适当的协议提供用于前述的控制模块与提供包括例如防抱死制动、牵引控制和车辆稳定性的功能的其它控制模块之间的稳定的信息传送及多重控制模块接口连接。多重通讯总线可用于提高通讯速度，并且提供一定级别的信号冗余度与完整性。单个控制模块之间的通讯也可使用例如串行外设接口(SPI)总线(未示出)的直接联接。 
HCP 5提供混合动力系的监管控制，用于ECM 23，TCM 17，TPIM 19以及BPCM 21的协调运行。基于来自用户界面13以及包括ESD 74的混合动力系的各种输入信号，HCP 5确定操作者转矩需求(或转矩请求)、输出转矩指令、发动机输入转矩指令、用于变速器10的应用的转矩传递离合器C1 70，C2 62，C373，C4 75的离合器转矩，以及用于第一电机与第二电机56和72的电动机转矩指令TA和TB。 
ECM 23可操作地连接至发动机14，并且起从传感器获取数据和在多条分离的线路上控制发动机14的致动器的作用，为了简化起见，多条分离的线路表示为集合的双向接口(或对接)电缆35。所述ECM 23从HCP 5接收发动机输入转矩指令。所述ECM 23确定在当时基于监控的发动机速度与载荷的那点提供至变速器10的实际发动机输入转矩TI，其被传送至HCP 5。所述ECM 23监控来自转速传感器11的输入以确定发动机对于输入轴12的输入速度，所述输入速度被转变为变速器输入速度NI。所述ECM 23监控来自传感器(未示出)的输入以确定其它发动机运行参数的状态，包括例如歧管压力、发动机冷却剂温度，环境空气温度以及环境压力。例如，可以由歧管压力，或可替换地由监 控操作者对加速器踏板113的输入来确定发动机载荷。所述ECM 23产生并传送指令信号以控制发动机致动器，包括例如燃料喷射器、点火模块，以及节气门控制模块，这些内容均未示出。 
TCM 17可操作地连接至变速器10，并且监控来自传感器(未示出)的输入以确定变速器运行参数的状态。所述TCM 17生成并传送指令信号来控制变速器10，包括控制液压控制回路42。从TCM 17至HCP 5的输入包括估算的用于每个离合器，即C1 70，C2 62，C3 73以及C4 75，的离合器转矩以及输出部件64的输出转速NO。为了控制目的，可使用其它致动器与传感器以将附加信息从TCM 17提供至HCP5。所述TCM 17监控来自压力开关(未示出)的输入，并且选择性地致动压力控制电磁线圈(未示出)和液压控制回路42的切换(或换档)电磁线圈(未示出)，以选择性地致动各种离合器C1 70，C2 62，C3 73，以及C475，从而达到如下文所述的各种变速运行(或工作)范围状态。 
BPCM 21信号地连接至传感器(未示出)以监控包括电流与电压参数的状态的ESD 74，以将ESD 74的电池的参数状态的指示信息提供至HCP 5。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，以及有效电池功率，指的是P电池-最小至P电池-最大(PBAT_MIN至PBAT_MAX)的范围。 
制动控制模块(以下为BrCM)22可操作地连接至每个车轮93上的摩擦制动器94。所述BrCM 22监控至制动器踏板112的操作者输入，并产生控制信号以控制摩擦制动器94，且向HCP 5发送控制信号，以基于HCP 5运行第一电机与第二电机56和72。 
每个控制模块ECM 23，TCM 17，TPIM 19，BPCM 21和BrCM22优选地为通用的数字计算机，包括微处理器或中央处理器，存储介质，其包括只读存储器(ROM)，随机存取存储器(RAM)，电子可编程只读存储器(EPROM)，高速时钟，模数(A/D)与数模(D/A)电路，输入/输出电路与装置(I/O)，以及适当的信号调节与缓冲电路。每个控制模块都具有一组控制算法，包括存储在存储介质之一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。控制模块之间的信息传递优选地使用LAN总线6与SPI总线来完成。在预设的循环周期期间执行控制算法，使得每个算法在每个循环周期中执行至少一次。存储在非易失存储装置中的算法由中央处理器之一执行，以监控来自传感装置的输入，并且执行控制与诊断程序以利用预设的校准控制致动器的运行。以常 规(或规则)的时间间隔执行循环周期，例如在混合动力系的当前运行过程中每隔3.125，6.25，12.5，25以及100毫秒执行。可替换地，可响应于事件的发生而执行算法。 
示例性的混合动力系选择性地以几种状态之一运行，所述状态可通过发动机状态与变速器运行范围状态进行描述，其中所述发动机状态包括发动机工作状态(ON)与发动机停止状态(OFF)之一，而所述变速器运行范围状态包括多个固定齿轮(或档位)与连续变量运行模式，以下参照表1描述。 
表1 
在该表中描述了每个变速器运行范围状态并指示每个运行范围状态中应用的是特定离合器C1 70，C2 62，C3 73以及C4 75中的哪个。为了“接地”第三行星齿轮装置28的外部齿轮元件，仅通过使用离合器C1 70来选择第一连续变量模式，即EVT模式1，或者M1。发动机状态可以为ON(M1发动机工状态(M1_Eng_On))或OFF(M1发动机停止状态(M1_Eng_Off。仅通过使用离合器C2 62来选择第二连续变量模式，即EVT模式2，或者M2，以将轴60连接至第三行星齿轮装置28的承载件(或载架)。发动机状态可以为ON(M2_Eng_On)或者OFF(M2_Eng_Off)。为了说明的目的，当发动机状态为OFF(停止)时，发动机输入速度等于每分钟零转(RPM)，即发动机曲轴不旋转。固定齿轮(或档位)运行提供变速器10的输入与输出速度的固定比率运行，即NI/NO。通过使用离合器C1 70和C4 75选择第一固定齿轮运行(G1)。通过使用离合器C1 70和C2 62选择第二固定齿轮运行(G2)。通过使用离合器C2 62和C4 75选择第三固定齿轮运行(G3)。通过使用离合器C2 62和C3 73选择第 四固定齿轮运行(G4)。由于行星齿轮24，26及28中降低的传动比，因此输入与输出速度的固定比率运行随着升高的固定齿轮运行而提高。第一电机与第二电机56和72的转速NA和NB分别取决于如由离合器耦合所限定的机构的内部转速，并且与输入轴12处测量的输入速度成比例。 
响应于如由用户界面13所获取的经由加速器踏板113与制动器踏板112的操作者输入，HCP 5以及一个或多个其它控制模块确定转矩指令，以控制转矩产生装置，包括发动机14和第一电机与第二电机56和72，以此来满足在输出部件64处并且传递至传动系90的操作者转矩需求。基于来自用户界面13和包括ESD74的混合动力系的输入信号，所述HCP 5分别确定操作者转矩需求，从变速器10至传动系90的受指令控制的输出转矩，来自发动机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；以及用于第一电机与第二电机56和72的电动机转矩，如下所述。 
最终的车辆加速度会受其它因素的影响，包括例如道路负荷，道路坡度，以及车辆重量。基于混合动力系的运行特性，确定发动机状态和变速器运行范围状态。这包括操作者转矩需求，其如前所述的通过加速器踏板113和制动器踏板112传送至用户界面13。变速器运行范围状态和发动机状态能够以由指令产生的混合动力系转矩要求为基础，在电能生成模式或转矩生成模式中运行第一电机与第二电机56和72。变速器运行范围状态和发动机状态可以通过最佳算法或程序来确定，其基于操作者对功率，电池的充电状态，以及发动机14及第一电机与第二电机56和72的能量效率的要求而确定最佳的***效率。控制***基于所执行的最佳程序的结果来管理来自发动机14及第一电机与第二电机56和72的转矩输入，且由此***效率得到最佳化，从而管理燃料经济性与电池充电。而且，可以基于元件(或组件)或***中的故障确定运行。所述HCP 5监控转矩产生装置，并且确定来自输出部件64处所需的变速器10的功率输出，其满足操作者转矩需求同时满足其它动力系运行要求，例如给ESD74充电。如从以上描述中显而易见的，所述ESD 74以及第一电机与第二电机56和72电动可操作地耦接，用于传递它们之间的功率流。而且，发动机14，第一电机与第二电机56和72，以及机电变速器10机械可操作地耦接来在传递它们之间的功率，从而产生至输出部件64的功率流。 
图3示出一种控制***结构或构造，用于控制和管理具有多个转矩产生装置 的混合动力系***中的信号流，这在下文中参照图1和2的混合动力系***进行描述，并以可执行的算法或校准的形式贮存在上述控制模块中。所述控制***结构也可应用于具有多个转矩产生装置的可替换混合动力系***，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***可以使用非电转矩产生装置和能量存储***，例如液压-机械混合动力变速器(未示出)。 
在运行中，操作者对加速器踏板113和制动器踏板112的输入受到监控，以确定操作者转矩需求。操作者对加速器踏板113和制动器踏板112的输入包括独立可确定的操作者转矩需求输入，其包括实时加速器输出转矩需求(OutputTorque Request Accel Immed)，预测的加速器输出转矩需求(Output TorqueRequest Accel Prdtd)，实时制动器输出转矩需求(Output Torque Request BrakeImmed)，预测的制动器输出转矩需求(Output Torque Request Brake Prdtd)和轴转矩响应类型(Axle Torque Response Type)。如本文所使用的，术语“加速器”指的是当变速器齿轮选择器114的操作者选择的位置指令车辆向前运行时，优选地导致车辆在当前的车速上加速的向前驱动的操作者需求。术语“减速”和“制动”指的是优选地导致车速在当前的车速上减速的操作者需求。实时加速器输出转矩需求、预测的加速器输出转矩需求、实时制动器输出转矩需求、预测的制动器输出转矩需求和轴转矩响应类型是对控制***的独立输入。另外，监控发动机14和变速器10的运行以确定输入速度(Ni)和输出速度(No)。 
战略控制模式(或战略控制***方案(Strategic Control))310基于输出速度和操作者转矩需求，同时还基于混合动力系的其他运行参数，包括电池功率极限和发动机14、变速器10以及第一和第二电机56和72的响应极限，来确定优选的输入速度(Ni_描述(Ni_Des))，优选的发动机状态及变速器运行范围状态(混合动力范围状态描述(Hybrid Range State Des))。预测的加速器输出转矩需求和预测的制动器输出转矩需求被输入到战略控制模式310。所述战略控制模式310在每100毫秒循环周期和每25毫秒循环周期内优选地由HCP5执行。用于变速器10的所希望的运行范围状态和从发动机14到变速器10的所希望的输入速度被输入到换档执行和发动机启/停控制模式(或控制***方案)320。 
换档执行和发动机启/停控制模式320指令控制变速器运行(变速器指令(Transmission Commands))中的变化，包括基于动力系***的输入和运行改变 运行范围状态。这包括，如果优选的运行范围状态不同于当前的运行范围状态，通过指令在一个或多个离合器C1 70，C2 62，C3 73和C4 75的应用中的改变和其他变速器指令，指令执行变速器运行范围状态中的变化。可确定当前的运行范围状态(实际混合动力范围状态(Hybrid Range State Actual))和输入速度曲线(Ni_曲线(Ni_Prof))。输入速度曲线是即将到来的输入速度的估计，且优选包括标量参数值，该标量参数值是即将来临的循环周期的目标输入速度。发动机运行指令和操作者转矩需求基于在变速器运行范围状态的转换期间的输入速度曲线。 
战术控制模式(或战术控制***方案)(战术控制和运行(Tactical Control andOperation))330在其中一个控制循环周期期间循环执行，以确定用于操作发动机14的发动机指令(Engine Commands)，包括基于输出速度、输入速度和包含实时加速器输出转矩需求、预测的加速器输出转矩需求、实时制动器输出转矩需求、预测的制动器输出转矩需求、轴转矩响应类型和用于变速器的当前的运行范围状态的操作者转矩需求，从发动机14到变速器10的优选的输入转矩。所述发动机指令还包括这样的发动机状态，包括全缸工作状态和停缸工作状态其中之一的发动机状态，和包括供燃料状态和停供燃料状态之一的发动机状态，其中停缸工作状态是指部分发动机气缸停止运行且不供燃料的状态。包含发动机14的优选的输入转矩和在发动机14与输入部件12之间起作用的当前的输入转矩(Ti)的发动机指令优选在ECM23中确定。优选在TCM17中评估，包括当前应用的离合器和非应用的离合器的每个离合器C1 70，C2 62，C3 73和C4 75的离合器转矩(Tcl)。 
执行输出和电动机转矩确定模式(输出和电动机转矩确定(Output and MotorTorque Determination))340，以确定来自动力传动系的优选输出转矩(To_cmd)。这包括通过在本实施例中控制第一和第二电机56和72来确定电动机转矩指令(TA，TB)以将净指令输出转矩传递到变速器10的输出部件64，以此来满足操作者转矩需求。实时加速器输出转矩需求、实时制动器输出转矩需求、来自发动机14的当前输入转矩和估计应用的离合器转矩、变速器10的当前运行范围状态、输入速度、输入速度曲线和轴转矩响应类型都是输入(参数)。执行所述输出和电动机转矩确定模式340以确定其中一个循环周期的每次重复期间的电动机转矩指令。所述输出和电动机转矩确定模式340包括在6.25毫秒和12.5 毫秒循环周期期间规律地执行以确定优选的电动机转矩指令的算法代码。 
当变速器齿轮选择器114的操作者选择位置指令控制车辆在向前方向上运行时，控制混合动力系响应操作者向加速器踏板113的输入，从而将输出转矩传递到输出部件64与动力传动***90相作用以产生在车轮93上的牵引转矩，以此来向前推进车辆。类似地，当变速器齿轮选择器114的操作者选择位置指令车辆在相反的方向上运行时，控制混合动力传动系响应操作者向加速器踏板113的输入，从而将输出转矩传递到输出部件64与动力传动***90相作用以产生在车轮93上的牵引转矩，以此在相反方向上推进车辆。优选地，只要输出转矩足够克服车辆上的外部载荷，例如，由于道路坡度、空气动力载荷和其他载荷引起的，推进车辆就会产生车辆加速度。 
图4详细示出了在战略最佳控制模式(或战略最佳控制***方案)310中的信号流，所述***包括战略管理器220，运行范围状态分析器260，以及状态稳定与仲裁模块280以确定优选的输入速度(Ni_描述(Ni_Des))和优选的变速器运行范围状态(混合动力范围状态描述(Hybrid Range State Des))。战略管理器(Strategic Manager)220监控输出速度No，预测的加速器输出转矩需求(OutputTorque RequestAccel Prdtd)，预测的制动器输出转矩需求(Output Torque RequestBrake Prdtd)和有效电池功率P电池-最小至P电池-最大(PBAT_MIN至PBAT_MAX)。战略管理器220确定哪个变速器运行范围状态是允许的，并确定包含战略加速器输出转矩需求(Output Torque RequestAccel Strategic)和战略净输出转矩需求(OutputTorque Request Net Strategic)的输出转矩需求，所有这些与***输入(SystemImputs)和功率消耗输入(Power Cost Imputs)以及用于在预定极限外运行的任意相关的消耗损失(Penelty Cost)一起输入到运行范围状态分析器260。所述运行范围状态分析器260基于操作者转矩需求、***输入、有效电池功率和功率消耗输入产生用于每个允许运行范围状态的优选的功率消耗(P* 消耗(P*cost))和相关联的输入速度(N*i)。用于每个允许运行范围状态的优选功率消耗和相关联的输入速度被输入到状态稳定与仲裁模块280，其基于这些输入选择优选的运行范围状态和优选的输入速度。所述运行范围状态分析器260在包括允许的运行范围状态的每个候选运行范围状态中执行搜索，所述允许的运行范围状态包括M1(262)、M2(264)、G1(270)、G1(272)、G3(274)和G4(276)，从而确定转矩致动器的优选的运行，所述转矩致动器即本实施例中的发动机14及第一和第 二电机56和72。优选的运行优选地包括用于运行混合动力系***的最小功率消耗和用于响应操作者转矩需求在候选运行范围状态中运行的相关联的发动机输入。所述相关联的发动机输入包括响应并优选满足操作者转矩需求的优选的发动机输入速度(Ni*)、优选的发动机输入功率(Pi*)和优选的发动机输入转矩(Ti*)中的至少一个。当发动机14处于发动机关闭状态时，所述运行范围状态分析器260估算M1-发动机关闭(264)和M2-发动机关闭(266)以确定响应和优选满足操作者转矩需求而运行混合动力系***的优选的消耗(P* 消耗)。 
图6示意地显示了用于一维搜索模式(或一维搜索***方案)610的信号流。在本实施例中包含最小和最大输入转矩(Ti最小/最大(TiMin/Max))的一个可控输入的范围被输入到一维搜索发动机415中。所述一维搜索发动机415迭代地产生范围在最小和最大输入转矩之间的候选输入转矩(Ti(j))，其每一个都被输入到最佳函数(Opt To/Ta/Tb)440进行n次搜索迭代。向最佳函数440的其他输入包括***输入，所述***输入优选地包括用于电池功率、离合器转矩、电动机运行、变速器和发动机运行、特定运行范围状态和操作者转矩需求的参数状态。所述最佳函数440响应用于候选运行范围状态的操作者转矩需求基于***输入来确定包括输出转矩、电动机转矩和与候选输入转矩相关联的电池功率(To(j)，Ta(j)，Tb(j)，Pbat(j)，Pa(j)，Pb(j))的变速器运行。输出转矩、电动机转矩、相关联的电池功率及功率消耗输入被输入到消耗函数450，其执行以响应操作者转矩需求确定用于在候选输入转矩下在候选运行范围状态中运行动力系的功率消耗(P消耗(j)(Pcost(j)))。所述一维搜索发动机415迭代地产生超过输入转矩范围的候选输入转矩并确定与其相关联的功率消耗来识别优选的输入转矩(Ti*)和相关联的优选的消耗(P* 消耗)。优选的输入转矩(Ti*)包括在导致候选运行范围状态的最小功率消耗，即优选的消耗，的输入转矩范围内的候选输入转矩。 
图7示出了在运行范围状态分析器260的模块262和264中执行的每个连续变量模式M1和M2的优选的运行。这包括基于前面确定的输入速度将图6和图8示出的二维搜索模式(或二维搜索***方案)620的执行与使用所述一维搜索模式610执行的一维搜索的执行相结合，其可被输入速度稳定与仲裁(ImputSpeed Stablization and Arbitration)615仲裁以确定用于运行范围状态的优选的消耗(P* 消耗)和相关联的优选的输入速度(N*i)。如图8所描述的，所述二维搜 索模式620确定第一优选的消耗(2D P* 消耗)和相关联的第一优选的输入速度(2DN*i)。所述第一优选的输入速度被输入到二维搜索模式620和加法器。所述加法器将第一优选的输入速度和输入速度的时间率变化(NI_DOT)与预设的时间段(dt)的乘积相加。结果与由所述二维搜索模式620确定的第一优选的输入速度一起输入到开关605。控制所述开关605以将来自加法器的结果或由二维搜索模式620确定的优选的输入速度输入到所述一维搜索模式610。当动力系***在再生制动模式中运行时，例如，当操作者转矩需求包括在输出部件64处产生实时输出转矩以传动系90对作用转矩施加作用而优选地使车辆减速的需求时，控制所述开关605以将由二维搜索模式620确定的优选的输入速度输入到一维搜索模式610(如图所示)。当操作者转矩需求不包括再生制动时，控制所述开关605到第二位置(未示出)以输入来自加法器的结果。执行所述一维搜索模式610以采用一维搜索模式610确定第二优选的消耗(1D P* 消耗)，其被输入到输入速度稳定与仲裁模块615以选择最终优选的消耗和相关联的优选的输入速度。 
图8示意性地表示了用于二维搜索模式620的信号流。两个可控输入的范围在本实施例中包括最小和最大输入速度(Ni最小/最大(NiMin/Max))及最小和最大输入功率(Pi最小/最大(PiMin/Max))被输入到二维搜索发动机410。在另一个实施例中，两个可控输入可包括最小和最大输入速度及最小和最大输入转矩。二维搜索发动机410迭代地产生范围在最小和最大输入速度和功率之间的候选输入速度(Ni(j))和候选输入功率(Pi(j))。候选输入功率优选被转换成候选输入转矩(Ti(j))412。每个候选输入速度(Ni(j))和候选输入转矩(Ti(j))被输入到最佳函数(Opt To/Ta/Tb)440以进行n次搜索迭代。向最佳函数440的其他输入包括优选地包含用于电池功率、离合器转矩、电动机运行、变速器和发动机运行、特定运行范围状态和操作者转矩需求的参数状态的***输入。最佳函数440基于***输入和用于候选运行范围状态的操作者转矩需求来确定包含输出转矩、电动机转矩和与候选输入转矩和候选输入速度相关联的电池功率(To(j)，Ta(j)，Tb(j)，Pbat(j)，Pa(j)，Pb(j))的变速器运行。输出转矩、电动机转矩和相关联的电池功率及功率消耗输入被输入到消耗函数450，其执行以确定用于响应候选运行范围状态中的操作者转矩需求在候选输入功率和候选输入速度下运行动力系的功率消耗(P消耗(j))。所述二维搜索发动机410迭代地产生超过输入速度范围和输入功率范围的候选输入功率和候选输入速度并确定与其 相关联的功率消耗来识别优选的输入功率(P*)和优选的输入速度(Ni*)及相关联的优选的消耗(P* 消耗)。优选的输入功率(P*)和优选的输入速度(Ni*)包括导致候选运行范围状态的最小功率消耗的候选输入功率和候选输入速度。 
图9根据上述示例性动力系***示意性地示出了通过混合动力系***的功率流和功率损失。存在有来自燃料存储***9的第一功率流动路径，其将燃料功率(P燃料(PFUEL))传递到发动机14，所述发动机将输入功率(PI)传递到变速器10。在第一流动路径中的功率损失包括发动机功率损失(P发动机损失(PLOSSENG))。存在有第二功率流动路径，其将来自ESD74的电功率(P电池(PBATT))传递到TPIM19，并将电功率(PINV ELEC)传递到第一和第二电机56和72，第一和第二电机56和72将电动机机械功率(P电动机机械(PMOTOR MECH))传递到变速器10。在第二功率流动路径中的功率损失包括电池功率损失(P电池损失(PLOSS BATT))和电动机功率损失(P电动机损失(PLOSS MOTOR))。TPIM19具有在***中服务于电负荷(HV Loads)的电功率载荷(PHV负荷(PHV LOAD))，其可包括低压电池存储***(未示出)。变速器10在***(惯性存储(Inertia Storage))中具有的机械惯性功率载荷输入(P惯性(PINERTIA))，其优选地包括来自发动机14和变速器10的惯性。所述变速器10具有机械功率损失((P机械损失)PLOSS MECH)和功率输出((P输出)POUT)。制动***94具有制动器功率损失((P制动器损失)PLOSS BRAKE)且剩余功率作为轴功率((P轴)PAXLE)被传递到传动系。 
到消耗函数450的功率消耗输入是基于与车辆驾驶性能、燃油经济性、排放和电池使用率相关的因素确定的。功率消耗被分配且与燃油和电功率消耗相关并与混合动力系的特定工作点相关联。低的运行消耗可与各发动机速度/载荷工作点的高转化效率时的低燃油消耗，低电池功率使用率和低排放相关联，且考虑发动机14的候选工作状态。如上面所述，功率消耗可包括与在特定工作点运行混合动力系相关联的发动机功率损失((P发动机损失)PLOSS ENG)、电动机功率损失((P电动机损失)PLOSS MOTOR)、电池功率损失((P电池损失)PLOSS BATT)、制动器功率损失((P制动器损失)PLOSS BRAKE)和机械功率损失((P机械损失)PLOSS MECH)，所述工作点包括输入速度、电动机速度、输入转矩、电动机转矩、变速器运行范围状态和发动机状态。 
变速器10中的机械功率损失包括由于变速器10的转动旋转、转矩传递和摩擦以及寄生载荷，例如液压泵(未示出)，造成的功率损失。 
可以在选定的输入速度下确定用于变速器14的每个运行范围状态的机械功率损失。当在其中一个连续变量运行范围状态运行时，即在一个实施例中的M1和M2运行时，与输入速度(Ni)和输出速度(No)有关的机械功率损失可以用等式1来表示： 
PMECHLOSS＝a*Ni+b*Ni2+c*Ni*No+d*No2    [1] 
其中a、b、c和d包括为特定动力系***和特定动力系***的每个变速器运行范围状态确定的校准标量值。对于给定输入速度Ni，机械功率损失可以减化为： 
PMECHLOSS(Ni)＝a0+a1*Ni+a2*Ni2         [2] 
其中a0、a1和a2包括基于上述a、b、c和d的标量值，Ni是用于特定迭代的候选输入速度。等式2的关系有效的确定在用于输入速度Ni需要得到输出速度No的其中一个固定齿轮运行范围状态中运行的变速器10中的机械功率损失。等式2的关系有效的确定当输出速度No对于任意选定或候选输入速度Ni为已知的时在其中一个连续变量模式运行范围状态中运行的变速器10中的机械功率损失。 
用于第一电机与第二电机56和72的电动机转矩补偿当在其中一个连续变量运行范围状态M1和M2中运行时补偿所述***中的机械功率损失，所述M1和M2与输入速度(Ni)和输出速度(No)有关，所述电动机转矩补偿可以如下确定： 
T A T B = a 11 a 12 a 13 a 14 a 21 a 22 a 23 a 24 T 1 T 0 N · i N · o + b 1 b 2 * Ni + c 1 c 2 * No - - - [ 3 ]
其中项a11-a24和b1、b2、c1和c2是对特定***的预先校准的已知标量值， 和 是输入速度和输出速度的时间率变化。当在其中一个连续变量运行范围状态中运行时，等式3所述的电动机转矩补偿就可以在二维搜索模式620的每次迭代中确定，以此来确定与***运行相关联的优选的输入速度和优选的输入功率，从而在选定的连续变量运行范围状态中运行时获得输出转矩。 
当在其中一个固定齿轮运行范围状态下运行时，即在一个实施例中G1、G2、 G3和G4状态下运行时，与输入速度(Ni)和输出速度(No)有关的机械功率损失由上面的等式2表示。对于任意输出速度No，候选输入速度Ni对于每个固定齿轮运行范围状态都是已知的。与在其中一个固定齿轮运行范围状态中运行的相关联的输出转矩补偿可以在执行一维搜索模式610之前就确定下来，以确定获得输出转矩的所需的输入转矩。在固定齿轮状态下的输出转矩补偿可以如下确定： 
T O = [ a 11 a 21 ] T A T B + [ b 1 ] T 1 + [ c 1 ] * N · o [ d 1 ] * No - - - [ 4 ]
其中a11、a21、b1、c1和d1是为***和特定运行范围状态预定的已知标量值，以此来补偿机械功率损失，项[d1]*No表示机械功率损失。 
对于一维搜索引擎415和二维搜索引擎410的每次执行，输出速度No是已知的，且等式2可被执行来确定基于输入速度Ni所确定的机械功率损失。这样，在固定齿轮运行中，即在此描述的实施例的固定齿轮运行范围状态G1、G2、G3和G4中的一个，包括至消耗函数450中的机械功率损失的功率消耗输入可以在一维搜索模式610之外被预定，并可确定输出转矩补偿。在模式运行中，即在此描述的实施例的模式运行范围状态M1和M2的一个中，包括至消耗函数450中的机械功率损失的功率消耗输入可以在搜索模式620的每次迭代中确定，并可确定第一电机与第二电机56和72的输出转矩补偿。 
应当理解的是，在本公开的范围内可以进行各种修改。本公开具体参考优选实施例及其修改进行了描述。通过阅读和理解本说明书，可进行其他进一步的修改和替换。其旨在涵盖进入本公开范围内的所有修改和替换。 

Claims (10)

1.一种用于控制动力系***的方法，所述动力系***包括耦接至混合动力变速器的输入部件上的发动机，所述混合动力变速器可操作在所述输入部件和转矩产生装置以及输出部件之间传递转矩，所述混合动力变速器可在多个运行范围状态的一个中运行以在所述输入部件和所述转矩产生装置以及所述输出部件之间传递功率，所述方法包括：
监控操作者转矩需求；
确定所述输出部件的输出转矩指令和输出速度；
选择候选运行范围状态；
迭代地选择用于每个所述候选运行范围状态的所述输入部件的候选输入速度；
确定在用于每个所述候选输入速度和所述输出速度的每个所述候选运行范围状态中的所述混合动力变速器中的机械功率损失；
选择优选的输入速度，所述优选的输入速度包括在所述输出速度下用于每个选定的运行范围状态的所述候选运行范围状态中达到所述混合动力变速器中的最小机械功率损失的所述候选输入速度；以及
选择优选的运行范围状态，所述优选的运行范围状态包括在所述输出速度下具有所述最小优选的输入速度的所述候选运行范围状态。
2.根据权利要求1所述的方法，其特征在于，其还包括基于所述混合动力变速器中的所述机械功率损失和所述操作者转矩需求确定所述转矩生成装置的优选的电动机转矩指令。
3.根据权利要求1所述的方法，其特征在于，其还包括：
选择固定齿轮运行范围状态；
基于所述输出部件的所述输出速度确定用于所述固定齿轮运行范围状态的所述候选输入速度；
确定用于所述候选输入速度在所述混合动力变速器中的机械功率损失；
确定所述混合动力变速器的输入转矩范围；
在所述变速器的输入转矩范围内执行搜索，所述搜索包括：
选择候选输入转矩；
确定用于与所述候选输入转矩相关联的所述转矩生成装置的优选的候选输出转矩和候选电动机转矩；以及
基于在所述候选输入速度下用于在所述候选输出转矩运行的所述混合动力变速器的所述机械功率损失确定功率消耗；以及
选择达到最小功率消耗的优选的输入转矩。
4.根据权利要求1所述的方法，其特征在于，其还包括：
选择连续变量运行范围状态；
确定至所述混合动力变速器的输入速度范围和输入功率范围；
在至所述变速器的输入速度和输入功率范围内执行搜索，所述搜索包括：
选择候选输入功率和候选输入速度；
确定优选的候选输入转矩；
基于所述候选输入转矩确定用于所述转矩生成装置的候选电动机转矩；
基于在所述输入速度下用于在所述候选输出功率运行的所述混合动力变速器的所述机械功率损失确定功率消耗；以及
选择达到最小功率能耗的优选的输入速度和输入功率。
5.根据权利要求1所述的方法，其特征在于，其还包括控制来自所述转矩产生装置的电动机转矩输出以补偿在所述输出速度下在所述优选的输入速度运行的所述混合动力变速器的所述机械功率损失。
6.一种用于控制动力系***的方法，所述动力系***包括耦接至混合动力变速器的输入部件上的发动机，所述混合动力变速器可操作在所述输入部件和第一电机与第二电机以及输出部件之间传递转矩，所述混合动力变速器可在多个运行范围状态的一个中运行以在所述输入部件和所述第一电机与第二电机以及所述输出部件之间传递功率，所述方法包括：
监控操作者转矩需求；
确定所述输出部件的输出转矩指令和输出速度；
选择候选运行范围状态；
迭代地选择用于每个所述候选运行范围状态的所述输入部件的候选输入速度；
确定在用于每个所述候选输入速度和所述输出速度的每个所述候选运行范围状态中在所述混合动力变速器中的机械功率损失；
选择优选的输入速度，所述优选的输入速度包括在所述输出速度下用于每个选定的运行范围状态的所述候选运行范围状态中达到所述混合动力变速器中的最小机械功率损失的所述候选输入速度；以及
选择优选的运行范围状态，所述优选的运行范围状态包括在所述输出速度下具有所述最小优选的输入速度的所述候选运行范围状态。
7.根据权利要求6所述的方法，其特征在于，其还包括基于所述混合动力变速器中的所述机械功率损失和所述操作者转矩需求确定所述第一电机和第二电机的优选的电动机转矩指令。
8.根据权利要求6所述的方法，其特征在于，其还包括：
选择固定齿轮运行范围状态；
基于所述输出部件的所述输出速度确定固定齿轮运行范围状态的所述候选输入速度；
确定用于所述候选输入速度在所述混合动力变速器中的机械功率损失；
确定所述混合动力变速器的输入转矩范围；
在所述变速器的输入转矩范围内执行搜索，所述搜索包括：
选择候选输入转矩；
确定用于与所述候选输入转矩相关联的所述第一电机和第二电机的优选的候选输出转矩和候选电动机转矩；以及
基于用于在所述候选输入速度下在所述候选输出转矩运行的所述混合动力变速器的所述机械功率损失确定功率消耗；以及
选择达到最小功率消耗的优选的输入转矩。
9.根据权利要求6所述的方法，其特征在于，其还包括：
选择连续变量运行范围状态；
确定至所述混合动力变速器的输入速度范围和输入功率范围；
在至所述变速器的输入速度和输入功率范围内执行搜索，所述搜索包括：
选择候选输入功率和候选输入速度；
确定优选的候选输入转矩；
基于所述候选输入转矩确定用于所述第一电机和第二电机的候选电动机转矩；
基于在所述输入速度下在所述候选输出功率运行的所述混合动力变速器的所述机械功率损失确定功率消耗；以及
选择达到最小功率能耗的优选的输入速度和输入功率。
10.根据权利要求6所述的方法，其特征在于，其还包括控制所述第一电机和第二电机的电动机转矩输出以补偿在所述输出速度下在所述优选的输入速度运行的所述混合动力变速器中的所述机械功率损失。
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