CN101508293A - 改进用于协调换档操作和发动机扭矩控制的控制体系的方法和装置 - Google Patents

改进用于协调换档操作和发动机扭矩控制的控制体系的方法和装置 Download PDF

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CN101508293A
CN101508293A CNA2008101074524A CN200810107452A CN101508293A CN 101508293 A CN101508293 A CN 101508293A CN A2008101074524 A CNA2008101074524 A CN A2008101074524A CN 200810107452 A CN200810107452 A CN 200810107452A CN 101508293 A CN101508293 A CN 101508293A
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speed box
change
driving engine
control signal
advance
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CN101508293B (zh
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A·H·希普
L·A·卡明斯基
J·-J·F·萨
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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Abstract

本发明涉及一种控制包括机械性地连接到一发动机和一电机以传递动力至输出元件的变速器的动力传动系的方法，该变速器可选的在多个工作档位状态中的一个下的操作包括监测操作者对加速踏板的输入，基于操作者输入确定优选的动力传动系的操作点，基于该优选的操作点确定变速器优选的工作档位状态，基于该优选的操作点和该变速器的该优选的工作档位状态为发动机和变速器确定提前控制信号，为电机和变速器确定实时控制信号，其中，该实时控制信号基于校准到发动机和电机的控制信号反应时间的差异的提前期，以使实际的电机输出变化与实际的发动机输出变化基本同时，基于用于发动机和变速器的该提前控制信号控制发动机的操作，且基于用于电机和变速器的实时控制信号控制电机的操作。

Description

改进用于协调换档操作和发动机扭矩控制的控制体系的方法和装置
相关申请的交叉引用
本申请要求2007年11月5日申请的序列号为60/985,635的美国临时申请的权益，该申请合并在此作为参考。
技术领域
本发明涉及电动机械变速器的控制***。
背景技术
该部分的说明仅提供与本发明相关的背景信息，并且不构成现有技术。
已知的动力传动系的结构包括扭矩生成装置，包括内燃机和电机，通过一变速器装置将扭矩传递至输出元件。一个典型动力传动系包括一双模式、复合分配、电动机械变速器，其利用一输入元件接收来自原动力源，优选地为内燃机的动力扭矩，以及一输出元件。该输出元件可操作地连接至汽车的动力驱动***以将牵引扭矩传送至其上。作为电动机或发电机工作的电机独立于内燃机的输入扭矩而生成输入扭矩到变速器。该电机可以通过车辆的动力驱动***将车辆动能转换为能够存储在电能存储装置中的电能。一控制***监测来自车辆和操作者的各种输入，并且提供动力传动系的操作控制，包括控制变速器工作档位状态与换档，控制扭矩生成装置，以及调整在电能存储装置和电机之间的电力交换以控制变速器的输出，该输出包括扭矩和转速。
如上所述，混合动力传动系中的变速器通过传递和操纵扭矩而承担许多功能以向输出元件提供扭矩。为了承担所需的特定功能，变速器在许多工作档位状态之间选择或配置变速器的内部以限定扭矩通过变速器的传递。已知的变速器利用包括固定档位状态或具有限定传动比的状态的工作档位状态。例如，变速器可利用四个依次布置的固定档位状态并且允许在这四个档位状态之间进行选择，从而通过输出元件速度的较大范围提供输出扭矩。附加的或可替换的，已知的变速器还允许连续可变的工作档位状态或模式状态，例如通过行星齿轮组的使用实现，其中变速器提供的传动比可以跨档位变化以调整由一组特定输入提供的输出速度与输出扭矩。此外，变速器可在空挡状态下工作，终止所有通过变速器传递的扭矩。此外，变速器能够以反转模式工作，接收用于正常向前运行的旋转方向的扭矩，并且反转输出元件的旋转方向。通过不同工作档位状态的选择，变速器能够为给定输入提供输出的一个范围。
在混合动力传动系车辆中的上述装置的操作需要对连接到上述发动机，电机，和动力驱动***上的许多扭矩支承轴或装置进行控制。来自发动机的输入扭矩与来自一个或多个电机的输入扭矩可单独地或共同地使用以提供输出扭矩。然而，例如，由于操作者踏板位置改变或由于工作档位状态转换，来自变速器的所需输出扭矩的改变必须平滑地处理。控制的特别困难之处在于，同时应用于变速器的输入扭矩对于输入控制具有不同的反应时间。基于一个单一的输入控制，不同装置将在不同时刻改变各自的输入扭矩，导致应用变速器的总体扭矩的突变增加。应用于变速器的各种输入扭矩的突变或不协调可导致能感觉到车辆上加速度或急剧前冲的变化，这样不利于车辆的操控性能。
混合动力驱动***的上述各种元件之间的各种控制图表以及操作连接已经知道，且为了实现混合动力传动系的功能，控制***必须能够使各种元件与变速器接合和分离。接合与分离已知的能通过使用可操作的离合器在变速器中实现。离合器是本领域内公知的用于接合与分离轴的装置，其包括对轴之间的转速与扭矩的控制。接合或锁止，分离或解锁，接合或锁止操作的操作，以及分离或解锁操作的操作都是离合器的状态，这些状态必须按次序控制，以使得车辆正确并平稳地运行。
离合器已知有各种设计与控制方法。一种已知类型的离合器是机械式离合器，其通过分离或接合两个连接表面进行操作，例如，离合器盘操作接合时，在彼此之间施加摩擦扭矩。用于操作这种机械式离合器的一种控制方法包括应用液压控制***通过液压管线传递的液体压力施加或释放两个连接表面之间的夹紧力。如此进行操作，离合器不以二元方式操作，而是能够处于一个接合状态的范围，从完全分离，到同步但不接合，到仅以最小夹紧力接合，到以最大夹紧力接合。应用于离合器的夹紧力决定在离合器打滑之前离合器能够承载多大的反应扭矩。离合器通过夹紧力的调整的各种控制允许在锁止与解锁状态之间的转换，并且进一步允许控制锁定变速器中的滑移。另外，能通过液压管线作用的最大夹紧力还能随车辆的运行状态改变，并且能基于控制策略进行调整。
从一种工作档位状态至另一种工作档位状态的转换包括至少一个离合器状态的转换。从一个至另一个固定档位状态的典型转换包括卸载第一离合器，通过没有离合器保持接合的自由回转，或通过至少一个离合器保持接合的惯性速度阶段转换，并且随后加载第二离合器。在被卸载前，连接至锁止和同步离合器的动力驱动***通过由变速器通过输入扭矩和变速器的换算系数产生的输出扭矩起作用。在这种扭矩传递状态中，变速器在换挡期间的这种配置称为处于扭矩阶段。在扭矩阶段中，车辆速度与车辆加速度是输出扭矩和作用于车辆上的其他力的函数。卸载离合器将撤去所有来自先前的锁止和同步离合器的输入扭矩。由此，任何先前通过该离合器应用输出扭矩的推进力迅速降低至零。在一个结构中，当变速器同步于第二离合器时，另一离合器保持啮合且向输出传递扭矩。在这种结构中，变速器处于惯性速度阶段。当被加载的第二离合器进行同步和加载时，变速器再次进入扭矩阶段，其中车辆速度与车辆加速度是输出扭矩和作用于车辆上的其他力的函数。当由于离合器卸载与加载使输出扭矩改变或中断成为变速器工作档位状态转换的正常部分时，输出扭矩变化的正常控制减少了换档对操控性能的影响。
当离合器连接表面趋于同步或锁止时，每当应用于离合器的反应扭矩超过通过应用夹紧力所产生的实际的扭矩大小后，离合器的连接表面之间就会出现滑移或相对旋转运动。变速器中的滑移导致变速器中扭矩控制的无意损失，导致由来自变速器的反向扭矩的突然改变所产生的发动机速度控制以及电机速度控制的损失，以及导致车辆加速度的突然改变，从而产生对操控性能的不利影响。因此，离合器转换已知的包括减少或消除在包括转换锁止与解锁状态的扭矩阶段发生的离合器滑移的控制办法。
如上所述，输入扭矩能够从多个混合动力传动系组件中同时产生。为了避免滑移，每当通过离合器传递反应扭矩时，离合器以一个最小的离合器扭矩容量保持同步和锁止。离合器扭矩容量是应用于离合器的液压力的函数。离合器中较大的液压力导致较大的离合器夹紧力，并导致更高的离合器扭矩容量。因为通过动力传动系的输出加速度是输出扭矩的函数，多个输入扭矩通过变速器作用产生输出扭矩，直接影响输出加速度。通过离合器操作最小值对输出加速度的影响，包括变速器工作档位状态变化，能够通过从各混合动力传动系组件中产生的输入扭矩的正常协调中获益。
发明内容
一种用以控制包括机械的连接至一发动机和一电机以向输出元件传递动力的变速器的动力传动系的方法，该变速器可选的在多个工作档位状态中的一个状态下工作，包括监测对加速踏板的操作者输入，基于操作者输入确定一个优选的动力传动系的操作点，基于该优选的操作点确定变速器的一个优选的工作档位状态，基于该优选的操作点和该变速器的该优选的工作档位状态确定用于发动机和变速器的提前控制信号，确定用于所述电机和变速器的实时控制信号，其中，该实时控制信号基于校准到发动机和电机的控制信号反应时间的差异的据前期，以使实际电机输出的变化与实际发动机输出的变化基本同时，发动机的控制操作基于用于发动机和变速器的提前控制信号，而电动机的控制操作基于用于电机和变速器的实时控制信号。
附图说明
结合实例，一个或多个实施例将参照附图进行描述，其中：
图1为根据本发明的典型动力传动系的示意图，该动力传动系包括双模式，复合分配，电动机械混合动力变速器，其可操作的与发动机以及第一和第二电机连接；
图2为根据本发明的典型分布式控制模块***的示意图；
图3描绘了根据本发明的典型混合动力传动系元件在扭矩请求改变的反应时间；
图4示例了根据本发明的，尤其如图1和表1所示的典型实施例中描述的，典型混合动力传动系变速器的齿轮转换关系；
图5-7描绘了根据本发明实现典型变速器换档的典型过程；
图5为与通过典型过渡解锁状态的离合器相关联的扭矩情况的图示；
图6为与通过典型过渡锁止状态的离合器相关联的扭矩情况的图示；
图7为根据本发明的描绘典型变速器惯性阶段的情况的图示；
图8为根据本发明，当一个***性约束施加在实时控制信号上，临时超过由控制信号设置的最大\最小值的实例的图示；
图9显示了根据本发明的控制与管理具有多个扭矩生成装置的动力传动系中的扭矩与功率流量以及存在于以可执行的算法和校准形式的控制模块中的典型控制***结构；和
图10为根据本发明通过换档执行的数据流的示意图，更详细的描述了图9中的控制***结构的典型执行。
具体实施方式
现参见附图，其中的显示仅用于示例特定典型实施例，而不用于限制该实施例，图1与2描绘了典型电动机械混合动力传动系。根据本发明的典型电动机械混合动力传动系显示在图1中，包括双模式，复合分配，电动机械混合变速器10，该变速器可操作地连接至发动机14及第一与第二电机(‘MG-A’)56与(‘MG-B’)72。发动机14及第一与第二电机56与72各自产生能够传递至变速器10的动力。由发动机14及第一与第二电机56与72产生并且传递至变速器10的动力通过输入扭矩(在此分别称为TI，TA，和TB)和速度(在此分别称为NI，NA，和NB)来描述。
典型发动机14包括多缸内燃机，该多缸内燃机可选的在几种状态下操作以通过输入轴12将扭矩传递至变速器10，且其可以是火花点燃式或压燃式发动机。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(未示出)。一转速传感器11监测输入轴12的转速。由于将例如液压泵(未示出)和/或扭矩控制装置(未示出)的扭矩消耗元件放置在位于发动机14与变速器10之间的输入轴12上，包括转速与输出扭矩的发动机14的动力输出能够不同于变速器10的输入速度NI与输入扭矩TI。
典型变速器10包括三个行星齿轮组24，26与28，以及四个可选择性接合的扭矩传递装置，即离合器C1 70，C2 62，C3 73和C4 75。如在此使用的，离合器指任何类型的摩擦扭矩传递装置，包括例如，单个或复合盘式离合器或离合器组件，带式离合器，以及制动器。液压控制电路42，优选地由变速器控制模块(此后称为‘TCM’)17控制，该液压控制电路用于控制离合器状态。离合器C2 62与C4 75优选地包括应用液压的旋转摩擦离合器。离合器C 170与C3 73优选地包括液压控制的固定装置，该固定装置选择性地接地至变速箱壳体68。每个离合器C1 70，C2 62，C3 73和C4 75均优选地应用液压，可选的通过液压控制电路42接收加压液压液。
第一与第二电机56与72优选地包括三相交流电机，每个均包括定子(未示出)和转子(未示出)，以及各自的旋转变压器80与82。每个电机的电机定子接地至变速器壳体68的外部，并且包括具有从其延伸的旋绕电子线圈的定子芯。第一电机56的转子支承于毂衬齿轮上，该齿轮通过第二行星齿轮组26可操作的连接至轴60。第二电机72的转子固定的连接至套筒轴毂66。
各旋转变压器80和82优选地包含可变磁阻装置，该可变磁阻装置包括旋转变压器定子(未示出)和旋转变压器转子(未示出)。旋转变压器80和82合适地布置和装配于第一和第二电机56和72中的相应一个上。旋转变压器80和82中的相应一个的定子可操作地连接至第一和第二电机56和72的定子中的一个上。旋转变压器转子可操作地连接至对应的第一和第二电机56和72的转子。各旋转变压器80和82可传送信号地和可操作地连接至变速器功率变换器控制模块19(此后用′TPIM′表示)，且各自探测和监测旋转变压器转子相对于旋转变压器定子的转动位置，由此监测第一和第二电机56和72中的相应一个的转动位置。此外，从旋转变压器80和82得到的输出信号被进行解释以为第一和第二电机56和72提供转动速度，即分别是NA和NB。
变速器10包括例如轴的输出元件64，其可操作地连接至用于车辆(未示出)的动力驱动***90，为例如图1所示的车轮93提供输出动力。输出动力用输出的转动速度NO和输出扭矩TO来表示。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优选地装配有适于监测车轮速度VSS-WHL的传感器94，其输出由附图B所述的分布控制模块***的控制模块监测，以确定用于刹车控制，牵引控制和车辆加速度控制的车辆速度、绝对和相对轮速。
从发动机14和第一和第二电机56和72得到的输入扭矩(分别为TI，TA和TB)，是燃料或保存在电能存储装置(以后称ESD)74中的电能转化的结果。ESD 74通过直流传递导体27高压直流连接至TPIM 19。传递导体27包括接触开关38。当接触开关38闭合时，进行正常操作，电流能在ESD 74和TPIM 19之间流动。当接触器开关38开启，在ESD 74和TPIM 19之间的电流中断。TPIM19通过传递导体29往复与第一电机56传递电力，同样，TPIM 19通过传递导体31往复与第二电机72传递电力，以响应第一和第二电机的扭矩需求，以得到输入扭矩TA和TB。根据ESD 74是充电还是放电，电流相对ESD 74往复传递。
TPIM 19包括一对功率变换器(未示出)和各自的电机控制模块(未示出)，配置成接收指令扭矩和控制其转换状态从而用来提供电机驱动或再生功能以满足指令的电机扭矩TA和TB。功率变换器包含已知的附加三相功率电子装置，且各自包括多个绝缘栅双极晶体管(未示出)，以通过高频转换将来自ESD 74中的直流电转换为交流电以分别驱动第一和第二电机56和72。该绝缘栅双极晶体管形成开关式电源供给，配置为接收控制指令。一般地为每个三相电机的每一相设置一对绝缘栅双极晶体管。绝缘栅双极晶体管的状态控制为提供电机驱动机械动力产生或电能再生功能。三相逆变器通过直流传递导体27接收或提供直流电力并将其与三相交流电反复转换，以分别通过传递导体29和31使第一和第二电机56和72作为电机或发电机反复操作。
图2是分布式控制模块***的示意方框图。下文描述的元件包含全部的车辆控制体系的子设备，并提供附图1所示的典型动力传动系的坐标***控制。该分布式控制模块体系综合了相关的信息和输入，并执行算法来控制多个致动器以实现包含燃油经济性、排放、性能、操控性能的控制目标和对包含ESD 74的电池组以及第一和第二电机56和72的硬件进行保护。该分布式控制模块***包括发动机控制模块(此后用′ECM′表示)23，TCM 17，电池组控制模块21(此后用′BPCM)和TPIM 19。混合动力控制模块(此后用′HCP′)5提供ECM 23，TCM 17，BPCM 21和TPIM 19之间的监测控制和协调。用户界面(′UI′)13可操作地连接至多个装置，通过这些装置车辆操作者控制或直接操作电动机械混合型动力传动系。这些装置包括加速踏板113(′AP′)，从其中可确定操作者扭矩需求，制动踏板112(′BP′)，变速器档位选择器114(′PRNDL′)，和车辆速度巡航操控(未示出)。变速器档位选择器114可以具有分散的操作选择位置，包括输出元件64的旋转方向以启动向前和反转中的一个。
上述的控制模块通过一局域网(此后称′LAN′)总线6与其它的控制模块，传感器，以及致动器连接。所述的LAN总线6允许在各种控制模块之间传输操作参数和致动指令信号。所利用的特定通信协议是特定的应用。该局域网总线6和合适的协议在上述的控制模块之间提供加强的通信和多重控制模块接口，且其它控制模块提供例如防抱死制动，牵引控制和车辆稳定性的功能。多重通信总线可用来提高通信速度和提供一些信号的冗余度和完整性。可使用直接的连接，例如串行***接口(′SPI′)总线(未示出)实现在各控制模块之间的通信。
该HCP 5提供动力传动系的监测控制，用于ECM 23，TCM 17，TPIM 19和BPCM 21的协调操作。基于来自用户界面13和包括ESD 74的动力***的各种输入信号，HCP 5产生各种指令，包括：操作者扭矩需求(′TO_REQ′)，输出到驱动***90的指令输出扭矩(′TCMD′)，发动机所需的输入扭矩，用于变速器10的各个扭矩传递离合器C1 70，C2 62，C3 73，C4 75的离合器扭矩；和分别用于第一和第二电机56和72的扭矩需求。TCM 17可操作地连接至液压控制电路42并提供多种功能，包括检测各种压力传感器(未示出)和产生并传输控制信号给各螺线管(未示出)，由此控制包含于液压控制电路42中的压力开关和控制阀。
ECM 23可操作地连接至发动机14，并通过简单显示为集束双向接口电缆35的多个分离线缆，起从传感器获得数据并控制发动机14的致动器的作用。该ECM 23从HCP 5接收发动机所需的输入扭矩。该ECM 23与HCP 5进行通信，基于监测发动机速度和载荷，来及时在哪一点确定提供给变速器10的实际发动机输入扭矩TI。该ECM 23监测转速传感器11的输入以确定输入轴12的发动机输入速度，其转换为变速器输入速度NI。该ECM 23监测传感器(未示出)的输入来确定其它的发动机工作参数，包括，例如歧管压力，发动机冷却剂温度，环境气温和环境压力。发动机载荷可例如由歧管压力确定，或可选的，由对加速踏板113的操作者输入的监测确定。ECM 23产生并传递指令信号来控制包括例如燃料喷射器，点火模块和节气气门控制模块的发动机致动器，以上均未示出。
该TCM 17可操作地连接至变速器10并监测传感器(未示出)的输入以确定变速器工作参数的状态。TCM 17产生并传递指令信号来控制包括控制液压控制***42的变速器10。从TCM 17至HCP 5的输入包括为每个离合器，即离合器C1 70，C2 62，C3 73，和C4 75，的估计离合器扭矩以及输出元件64的旋转输出速度NO。其它的致动器和传感器可为控制目的以提供从TCM 17到HCP 5的附加信息。TCM 17监测压力开关(未示出)的输入并选择性地致动液压控制电路42的压力控制螺线管(未示出)和换挡螺线管(未示出)，以选择性地致动各离合器C1 70，C2 62，C3 73和C4 75而获得如下所述的各种变速器工作档位状态。
BPCM 21明显的连接至传感器(未示出)以监测ESD 74，包括电流和电压参数的状态，以提供ESD 74的电池的参数状态的信息指示给HCP 5。该电池组的状态参数优选地包括电池的充电状态，电池电压，电池温度和可利用的电池组电能，参照为从PBAT_MIN到PBAT_MAX的范围。
控制模块ECM 23，TCM 17，TPIM 19和BPCM 21各自优选为通用数字计算机，所述的通用数字计算机包括微处理器或中央处理器，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)，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)及合适的信号调节和缓冲电路。每个控制模块具有一组控制算法，包括保存在存储介质中的一个内并被执行以提供每个计算机各自功能的常驻程序指令和校准。在控制模块之间的信息传递优选地利用LAN总线6和SPI总线完成。该控制算法在预定的循环中执行，这样每个算法在每个循环中执行至少一次。保存在非易失性存储器装置中的算法由一个中央处理器执行以监测来自传感装置的输入以及执行控制和诊断程序，以利用预置校准控制各致动器的操作。循环每隔一定间隔执行一次，例如在动力传动系正在操作时每3.125，6.25，12.5，25和100毫秒执行一次循环。可选的，算法可为了响应一个事件的发生而执行。
该典型的动力传动系可选的在多个工作档位状态中的一个工作，其可以通过发动机状态和变速器状态进行描述，发动机状态包括发动机运行状态(ON)和发动机关闭状态(OFF)中的一个，变速器状态包括多个固定档位和连续可变工作模式，以下参照表1描述。
表1
 
描述 发动机状态 变速器工作档位状态   应用的离合器
模式I-发动机-关闭(MI_Eng_Off)       关闭 EVT模式I C1 70
模式I-发动机-运行(MI_Eng_On)        运行 EVT模式I C1 70
固定档位1(FG1) 运行 固定档位比1 C1 70 C4 75
固定档位2(FG2) 运行 固定档位比2 C1 70 C2 62
模式II-发动机-关闭(MII_Eng_Off)       关闭 EVT模式II C2 62
模式II-发动机-运行(MII_Eng_On)        运行 EVT模式II C2 62
固定档位3(FG3) 运行 固定档位比3 C2 62 C4 75
固定档位4(FG4) 运行 固定档位比4 C2 62 C3 73
在表格中描述的各变速器工作档位状态显示了哪个具体的离合器C1 70，C262，C3 73，和C4 75应用于每个工作档位状态中。为了仅＂接地＂第三行星齿轮组28的外齿轮构件，第一连续可变的模式(即EVT模式I或MI)通过应用离合器C1 70而被选择。发动机状态可以为ON(模式I-发动机-运行)或OFF(模式I-发动机-关闭)中的一种。为了将轴60连接至第三行星齿轮组28的保持架，第二连续可变模式(即EVT模式II或MII)通过仅应用离合器C262而被选择。发动机状态可以为ON(模式II-发动机-运行)或OFF(模式II-发动机-关闭)中的一种。出于说明的目的，当发动机状态为OFF时，发动机输入速度为零转每分钟(RPM)，即，发动机曲轴不转动。固定档位操作提供变速器10输入相对输出速度的固定传动比操作，即，NI/NO。第一固定档位操作(FGl)通过应用离合器C1 70和C4 75而被选择。第二固定档位操作(FG2)通过应用离合器C1 70和C2 62而被选择。第三固定档位操作(FG3)通过应用离合器C2 62和C4 75而被选择。第四固定档位操作(FG4)通过应用离合器C2 62和C3 73来选择。输入-输出速度的固定传动比操作随着由于减少行星齿轮24，26，和28中的传动比而增加固定档位操作而增加。第一和第二电机56和72的转速，分别为NA和NB，取决于由离合作用限定的机构的内部旋转且与在输入轴12处测得的输入速度成比例。
为了响应由用户界面13捕获的通过加速踏板113和制动踏板112的操作者输入，HCP 5和一或多个其它的控制模块确定指令的输出指令扭矩，TCMD，以满足由输出元件64执行并传递至动力驱动***90的操作者扭矩需求，TO_REQ。最终的车辆加速度受其它因素的影响，包括例如道路阻力，道路坡度和车辆质量。变速器1O的工作档位状态基于动力传动系的各种工作性质确定。这包括如所述的通过加速踏板113和制动踏板112与用户界面13进行通信的操作者扭矩需求。工作档位状态可根据动力传动系指令扭矩预测，该动力传动系指令扭矩由一指令引发以操控第一和第二电机56和72处于电能产生模式或扭矩生成模式。该工作档位状态可通过最优化算法或程序确定，例如在HCP 5的混合策略控制模块中初始化，基于对动力，电池充电状态以及发动机14和第一和第二电机56和72的能量效率的操作指令确定最优化***功效。控制***基于执行最优化程序的结果来控制来自发动机14和第一和第二电机56和72的扭矩输入，且由此***效率进行优化，来管理燃油经济性和电池充电性能。此外，操作可基于组件或***中的故障确定。HCP 5监测扭矩生成装置，并确定从变速器10得到的需要达到预期输出扭矩的动力输出以满足操作者的需求。从上述中可以明显地得出，ESD 74和第一和第二电机56和72电可操作地连接以相互实现功率流。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机械可操作地连接以相互之间传送动力来产生功率流至输出元件64。
如上所述，管理输出扭矩以维持车辆的操控性能在控制混合动力驱动***中是优先的。任一应用通过变速器响应输出扭矩需求变化的扭矩变化导致应用于动力驱动***的输出扭矩变化，从而导致车辆推进力的变化和车辆加速度的变化。扭矩需求的变化可来自操作者的输入，例如与操作者扭矩需求相关联的踏板位置，例如巡航操纵或其他的控制策略的车辆自动控制的变化，或例如车辆上坡或下坡时为响应环境状态的发动机参数变化。通过控制混合动力传动系中施加到离合器上的多个输入扭矩的变化，车辆加速度的突变可被控制和最小值以减小操控过程中的不利影响。
如本领域技术人员所公知地，任何控制***都具有反应时间。动力传动系操作点的变化，包括为实现预期的车辆操控所需的动力传动系的各个元件的速度和扭矩，由控制信号的变化进行控制。这些控制信号的变化作用于动力传动系的各个元件并按照它们各自的反应时间进行反应。应用到混合动力传动系，任何控制信号的变化指示出新的扭矩需求，例如，当由操作者扭矩需求变化驱动或当需要执行变速器换挡时，在各自被影响的扭矩产生装置中产生反应以执行各自输入扭矩的需求变化。由发动机提供的输入扭矩的变化通过设置由发动机生成的扭矩的发动机扭矩需求控制，例如通过ECM控制。发动机中对于发动机扭矩需求变化的反应时间被许多本领域所公知的因素所影响，并且发动机操作变化的细节严重依赖于所使用的发动机和所利用的一个或多个燃烧模式。在许多环境中，发动机响应扭矩需求变化的反应时间是混合动力驱动***中最长的反应时间。电机响应扭矩需求变化的反应时间包括致动任何必须的开关、继电器或其他的控制器的时间以及在应用电能变化时供给或断开电机的时间。
图3描绘了本发明典型的混合动力传动系元件相对扭矩需求变化的反应时间。举例说明了包括发动机和两个电机的典型的混合动力传动系的元件。图示说明了扭矩需求和所导致的各扭矩生成装置产生的输入扭矩中的变化。如上所述，数据显示出电机快速响应扭矩需求变化，而发动机在响应扭矩需求变化较为缓慢。
这里公开了一种方法，其中混合动力传动系中的发动机以及一个或多个电机的反应时间被利用以并行控制一个提前的实时扭矩需求，控制发动机，和一个实时扭矩需求，控制电机，上述扭矩需求按相应的反应时间协调以基本实现输入扭矩的同步变化。
因为，如上所述，已知来自发动机的输入扭矩的变化.一贯地具有一个比来自电机的输入扭矩的变化更长的反应时间，本公开的方法中的一个典型实施例能够执行发动机和电机的扭矩需求变化，如上所述并行执行，包括相对更快反应装置(电动机)的一个提前期。该提前期通过足够精确预测发动机和电机的操作的建模或其他的技术实验地、经验性地、预测地得出，且依据不同的发动机设置、条件、运转和档位以及车辆情况，多个提前期可由同一个混合动力传动系应用。根据本发明与装置反应时间的测试数据或估计值结合用来计算提前期的典型方程式如下：
TLead＝TLead Reaction—TImmediate Reaction
TLead为这里描述的方法中应用的提前期。该方程式假定利用了两个扭矩发生装置。TLead Reaction表示具有较长反应时间的装置的反应时间，TImmediate Reaction表示具有较短反应时间的装置的反应时间。如果利用不同的***，例如包括具有较长提前期的发动机，具有中间提前期的第一电机，和具有较短提前期的第二电机，比较所有的扭矩产生装置可以得出提前期。在该典型***中，如果包含所有的三个扭矩产生装置，两个提前期，用发动机比较每个电机各得一个，将用于同步每个装置中的反应。不同时间的该同一***能在发动机关闭和与变速器分离情况下进行操作，比较第一电机和第二电机的提前期将被用来同步该两个电机的反应。这样，提前期可被用来协调各种扭矩产生装置之间的反应时间。
一个利用提前期来实施并行的扭矩需求至不同的扭矩产生装置以使响应操作者扭矩需求的改变的输出扭矩变化基本上同步的典型方法包括基本上立即根据发动机扭矩实时需求发生改变，在发动机中开始一个变化给出新的发动机输出扭矩。该新的发动机输出扭矩，与电机操作状态共同协作，仍由HCP控制以向需要驱动车辆的变速器提供总输入扭矩中的一部分。从发动机扭矩实时需求改变出发，到如上所述计算发动机和电机的反应时间之间的差异的该提前期终止。在提前期后，一个发布给一个或多个电机的扭矩需求的变化(由HCP控制以完成操作者扭矩需求的一部分)被执行，并且电机改变电机的工作状态，如上所述，由发动机和电机提供的输入扭矩的变化基本上同步改变。
如上述公开的方法所示，发动机扭矩实时需求和电机的扭矩需求被公开用于并行地控制具有不同的反应时间的不同扭矩生成装置以响应操作者对扭矩的变化需求。操作者扭矩需求的变化可包括在特定的变速器工作档位状态下预期的输出扭矩的简单改变，或操作者扭矩需求的变化在不同工作档位状态之间需要和离合器换挡共同协作。操作者扭矩需求的变化与离合器换挡的共同协作比包含在一个单一的工作档位状态中的变化更复杂，这是因为多个混合动力传动系元件的扭矩和轴速必须进行控制以为了在不出现滑移的情况下将从第一离合器应用的扭矩传递给第二预先未应用的离合器，如上所述。
在变速器中换挡，例如图1所示的典型的变速器，经常包括卸载第一离合器，通过惯性速度阶段，且随后加载第二离合器。在通常的仅使用发动机的动力车辆的变速器中，变速器从一固定档位状态到另一个固定档位状态的变化经常包括卸载第一离合器，允许车辆短暂滑行，随后加载第二离合器。然而，参见上述的表1和图1，混合动力传动系变速器中的离合器经常成对或成组地应用，且在这种变速器中的换挡可仅仅包含卸载应用离合器中的一个且随后当第三离合器通过档位保持接合时加载另一个离合器。图4实例说明根据本发明，尤其是根据图1和表1典型实施例中描述的，典型混合动力驱动***变速器的档位转换关系。NI对应NO标绘。在任一固定档位状态下，NO由沿着固定档位状态曲线的对应NI确定。无论是EVT模式I或EVT模式II的操作，其中用于固定输入速度的动力的连续可变的固定传动比可发生在图表中的各自区域中。根据图1所示典型实施例所描述的离合器状态C1-C4在表1中被加以说明。例如，在第二固定档位状态下的操作需要离合器C1和C2应用或者加载且同时需要离合器C3和C4不应用或者卸载。当图4描述的档位转换可应用于如图1所示的典型的混合动力驱动***时，本领域普通技术人员显而易见的是，对于任何的混合动力变速器该固定档位都是可以的，并且本发明并不意味着局限于此处具体说明的实施例。
如上所述，图4可描述在固定档位状态或EVT模式下典型的体系操作，并且其还可用来描述在多个变速器工作档位状态下的档位变换。表中的区域和点描述了通过转换的工作档位状态下的操作。例如，在EVT模式范围内固定档位状态间的转换要求在固定档位状态之间暂时在EVT模式下操作。同样地，从EVT模式I到EVT模式II的转换需要通过第二固定档位状态转换，该转换位于两种模式的临界点。
根据图1和4和表1，从第三固定档位状态到第四固定档位状态的典型变速器换挡将进一步进行描述。关于图4，起点和优选的工作档位状态均存在于EVT模式II的区域中。因此，从第三固定档位状态到第四固定档位状态的转换需要首先从第三固定档位状态转换到EVT模式II，然后从EVT模式II转换到第四固定档位状态。参见表1，混合动力传动系变速器，开始于第三固定档位状态，有离合器C2和C4被应用。表1更进一步地描述在EVT模式II下的操作，不同于第一换挡，包括被应用的离合器C2。因此，从第三固定档位状态到EVT模式II的换挡需要离合器C4从应用状态变为不应用状态且需要离合器C2保持应用状态。另外，表1描述在第四固定档位状态下的操作，不同于第二档位，其中离合器C2和C3被应用。因此，从EVT模式II到第四固定传动状态的换挡需要离合器C3被应用和加载且需要离合器C2保持应用状态。所以，通过该典型换挡，离合器C4和C3进行转换，此时离合器C2保持应用并通过换挡将扭矩传送至动力传动系。
应用于这里公开的方法，通过基于各元件的反应时间协调信号指令至不同的扭矩生成装置，通过变速器换挡而发生的输入扭矩的改变可进行优化以减小对于操作性能的负面影响。如上所述，一些变速器换档可被分成三个阶段：第一扭矩阶段，在该期间最初应用的离合器从扭矩-负担，锁止和同步的离合器状态到解锁和非同步的离合器状态；惯性速度阶段，在该期间受影响的离合器是解锁的并且处于转换状态；和第二扭矩阶段，在该期间第二预先末应用的离合器从解锁和非同步的离合器状态到扭矩-负担，锁止和同步的离合器状态。如上所述，在变速器换挡中离合器的滑移优选地被避免以避免对操控性能的不良影响，而当反应扭矩超出离合器实际容量的扭矩范围时产生离合器滑移。因此，在变速器换挡中，输入扭矩必须相对当前应用的离合器的实际容量扭矩进行控制，这样变速器换挡可在不发生滑移的情况下完成。
当一程序在离合器处于加载或空载情况时依次执行必需的步骤，离合器的容量扭矩维持在超过反应扭矩的状态，涉及解锁转换的时间对操控性能也是同样重要的。所以，并行执行相关的扭矩需求和离合器容量指令对于防止滑移仍然是有利的。这种趋于影响与变速器换档相联系的离合器状态改变的控制变化的并行执行优选发生在尽可能短的时间跨度中。因此，正如上述典型实施例所述，包含在变速器换挡中的离合器内的容量扭矩的共同协作对于发动机和电机两者对于通过变速器换挡保持操控性同样重要。图5-7描绘了根据本发明的联合完成典型变速器换挡的典型步骤。
图5是根据本发明的通过典型过渡解锁状态与离合器相关的扭矩条件的图示。图左端的线描述了处于锁止状态的离合器操作。该图描绘了由离合器控制***和所产生的估算容量扭矩产生的离合器指令指令扭矩。由指令扭矩扭矩产生的离合器的容量扭矩是多个因素的结果，包括可用的夹紧力、离合器的设计和条件参数，离合器对离合器控制***中变化的反应时间。正如图中在初始的锁止区域中的典型数据所示，众所周知的是给锁止离合器一超出了离合器容量的指令指令扭矩和允许影响离合器的其它因素来确定最终的离合器容量。同样在描绘锁止状态下的离合器操作的图左端，描绘由来自发动机和电机扭矩的输入扭矩导致的应用至离合器的估算的反应扭矩。在标识＂初始解锁状态＂的时刻，离合器控制***或TCM中的逻辑，已经确定一个从锁止状态到解锁状态转换变换离合器的需求，改变指令扭矩扭矩至比容量扭矩低但仍比当前应用于离合器的反应扭矩要高的水平。这里，离合器控制***中的机构，例如典型液压离合器控制***中的变压控制螺线管，改变设置以调整离合器内部的夹紧力。结果，离合器的容量扭矩随着应用于离合器的夹紧力变化而开始变化。如上所述，离合器在一反应时间中对指令扭矩扭矩的变化作出反应，且对某一特定离合器的反应时间取决于本申请的特定条件。在图5的典型图示中，扭矩容量对指令扭矩的减小作出反应并随之开始减小。
如上所述，在相同解锁状态期间，由输入扭矩和电机扭矩产生的反应扭矩必须也从离合器卸载。如果反应扭矩没有在解锁状态期间保持低于容量扭矩，将产生不希望的滑移。在开始解锁状态时，在容量扭矩减小开始解锁状态的图5上基本上相同的点处，约束被开始并施加到来自发动机和电机的输入扭矩上以实现将各个值沿斜线降为零。根据这里公开的方法和上述的典型实施例，包括发动机扭矩实时需求和实时扭矩需求的约束的变化在协调程序中被执行，执行校准到各扭矩提供装置反应时间的提前期，从而来自装置的所导致的输入扭矩基本上同时减小。图5图示了一种通过施加约束至扭矩需求来执行扭矩需求的这种协调变化的方法，方式是实时离合器反应扭矩提前最小值和最大值约束发动机扭矩实时需求以及实时离合器反应扭矩最小值和最大值约束电机扭矩需求。这些最大反应扭矩值代表允许从各个扭矩提供装置进行指令的最大扭矩：实际的发动机扭矩实时需求和实际的实时扭矩需求可以比最大的反应扭矩值小，但是随着最大值的减小，实际的扭矩需求值也将最终减小。来自发动机和电机的输入扭矩一起提供全部输入扭矩的一部分，其每个都直至定义的最大值，每个的部分都由HCP控制。由于校准提前期的结果，实时离合器反应扭矩提前最小值和最大值以及实时离合器反应扭矩最小值和最大值都基本同时减少应用到离合器的反应扭矩，导致图5所示的实际离合器反应扭矩的减小。如本领域普通技术人员理解的，将另外需要利用其它的保护装置以保证在整个卸载期间容量扭矩保持超过反应扭矩。构思了许多这样的方法，且可被用到的典型条件组显示在图5中。例如，校准偏移条件能用于确保设置离合器容量的指令保持超过实际的离合器反应扭矩直到实际扭矩低于一阈值。用于该目的一典型阈值作为反应扭矩的校准阈值限定在图5中。保持该容量扭矩需求大于实际的离合器反应扭矩，并且记住所有的装置包括对需求变化的反应时间，包括离合器夹紧机构，响应与该偏移条件结合的离合器指令变化，容量扭矩的变化的延迟将维持容量扭矩超出实际的离合器反应扭矩。另外，另一个阈值，用于估算扭矩的校准阈值，可用来限定扭矩相位的末端。例如，如果通过模型化离合器操作的算法确定的离合器扭矩容量的估算值通过校准时段位于该阈值下，则离合器可被确定位于解锁状态。
图6是根据本发明的通过一典型过渡锁止状态同离合器相关的扭矩条件的图解。如上所述，在许多变速器换挡情况下，一第二离合器同步且锁止，并且扭矩应用至离合器。图表左端的曲线描绘了处于解锁状态下的离合器操作。初始的锁止状态需要一系列使离合器从解锁状态过渡至锁止状态的必需的附属指令。关于在变速器换挡中第二扭矩相位的转换如上所述，包括连接至临近的扭矩供应轴的轴和连接至输出元件的轴的离合器必须同步。一旦附着于这些轴的离合器连接表面已经减弱并以相同的转速运动，夹紧力就开始作用于离合器将离合器带入锁止状态，并且开始增加离合器的容量扭矩。如上所述的关于在扭矩相位期间避免滑移，离合器容量必须在于离合器反应扭矩可能增加之前增加。为了由反应扭矩导致的输入扭矩的应用尽快通过离合器，增加的离合器容量可预先指令以与离合器达到锁止状态同步初始增加离合器容量。反应扭矩，通过利用根据这里公开的方法得到的提前期考虑反应时间，能够及时地略带延迟地随后指令增加离合器容量扭矩。该方法的典型实施例中，如图5所示的利用扭矩需求限制反向作用，通过校准的缓变率，利用依据可传递至发动机和电机的扭矩需求的限制而选择性地避免滑移。如图6所述，在作为约束发动机扭矩需求的增加的实时离合器反应扭矩提前最小值和最大值的初始化的校准提前期后，作为约束电机扭矩需求的离合器反应扭矩实时最小值和最大值增加。根据这里公开的方法，通过利用提前期，来自发动机和电机的增加反应扭矩的输入扭矩的增加基本同时地施加于离合器。施加于扭矩产生装置的约束根据施加到各个约束的校准缓变率来提升，HCP能指令发动机和电机执行来自离合器的所需反应扭矩的一部分，每部分均能达到各自的最大值。这样，发动机和电机的扭矩需求协作以补偿反应时间，从而基本同时地通过换档从各自增加输入扭矩。
用于上述典型的变速器换挡的校准缓变率是可选择数值，该数值可快速地调整输入扭矩的水平至所需的范围，但是也将处于低于离合器容量扭矩的水平以避免滑移。该缓变率可以通过适于精确地预测发动机和电机工作状态的模型或其他的方法试验的、经验的、预测的发展，多个缓变率可用于相同的混合动力驱动***，取决于不同的发动机设置、条件或工作档位以及驱动离合器容量扭矩的控制***的工况。在解锁状态下降低输入扭矩的该缓变率可以但不必要与在锁止状态下增加输入扭矩的缓变率反向。同样地，用来协调输入扭矩的提前期可以但同样不必要和用于变速器转换状态中的时间跨度相同，且可按照车辆和它的元件的具体工况进行变化。
如上所述，在变速器换挡期间，例如在如上述典型变速器限定的两个固定档位状态之间，变速器在第一扭矩阶段和第二扭矩阶段之间通过惯性速度阶段。在该惯性速度阶段期间，原来应用的离合器和将被应用的离合器都在解锁状态，输入轴以仅在变成非同步之前分配通过第一离合器的旋转速度开始旋转。为了完成在第二扭矩阶段内将被应用和加载的第二离合器的同步，连接至第二离合器的输入轴必须改变输入速度以匹配通过变速器以某些新的传动比配置的动力驱动***。本领域许多完成这个同步的方法都是公知的。然而，在混合动力传动系变速器的换档中，换挡通常通过工作档位状态发生，在此当其它的离合器处于惯性速度阶段时至少一个离合器仍然应用。这就意味着，多个扭矩生成装置的变化需要在使第二离合器的输入速度和输出速度同步，通过仍在应用的离合器在惯性速度阶段仍然影响车辆性能。所以，在此公开的方法中利用一提前期基本同时影响输入扭矩的变化能够额外地提升操控性，能用于通过惯性速度阶段。
根据本发明的一种典型的通过变速器换挡的惯性速度阶段来完成该同步的方法在图7中用图解描绘。描述换挡过程的两个条件的变速器换档的效果在两个具有常用时间表的截面中进行说明。上截面描绘了连接至扭矩生成装置的输入轴和初始连接通过该第一，初始应用的离合器的轴的输入速度或转速。上部的点划线代表第一离合器在开始换挡之前位于锁止状态时的输入速度分布。底部的点划线代表必须达到使得第二离合器的输入速度与输出速度同步的输入速度的分布。两个点划线之间的转换代表必须完成换挡的输入速度变化。图7的下截面描绘了输出加速度或相对于输入速度的时间的导数。输入加速度在这里描述为实时输入加速度或用一个或多个电机的相对快速反应时间驱动的加速度分布，并且接近实际的输入加速度轨迹。该实时输入加速度显示了必须完成的速率变化以便将输入速度从与第一离合器处于同步状态的初始输入速度转换到与第二离合器处于同步状态的目标输入速度。初始的平直部分描绘了在换挡发生之前增加的输入速度的加速度，并且该常量反映了图7上截面的左侧部分显示的输入速度斜率。在开始换挡时，基于例如踏板位置的操作者输入和变速器控制***内部的算法，包括确定优选的工作档位状态，确定将需要实现同步的相关目标输入速度和需要实现换挡的输入加速度曲线。输入加速度比率，计算在换挡结束后支持目标加速度比率，可限制预测的输入加速度提前并描述需要在惯性速度阶段结束后存在的输入加速度。该实时输入加速度提前通过操作者扭矩需求，被转化为的优选的工作档位状态，的算法因子及其他相关变量进行预测。因为，如图7的上部所描绘的，输入速度必须在惯性速度阶段进行改变以完成换挡，因为输入加速度描述了输入速度变化的比率，在惯性速度阶段被控制的装置的输入加速度必须体现在惯性速度阶段完成的输入速度变化。图7显示的典型数据中，其中输入速度需要减少来实现变速器换挡，装置的输入加速度必须转变为负值以代表输入速度的变化。一旦输入速度减小能转换到使输入和输出速度同步的目标输入速度的水平，那么输入加速度变化与预测的输入加速度提前相匹配。这样，输入速度和输入加速度可以在惯性速度阶段控制与目标输入速度和必须的目标输入加速度匹配以实现平稳换挡。
如上所述，在混合动力传动系变速器中的换挡需要在工作档位状态之间转换，其中上述的惯性速度阶段必须完成，此时至少一个离合器仍然应用且将来自扭矩生成装置的扭矩传至动力驱动***。输入扭矩的变化，通过扭矩需求驱动至多个扭矩发生装置，必须在惯性速度阶段实现所需的输入速度和输入加速度变化以及保持操控性能。因此，这里描述的利用提前期基本上同步地影响输入扭矩变化的方法，可在惯性速度阶段被利用来影响至多个扭矩发生装置的扭矩需求变化以基本同时地影响输入扭矩变化。图7显示了共同协作的扭矩生成装置的反应时间，和在相关反应时间中校准到差异的提前期，以在变速器换挡中改善操控性能。如上所述，一发动机具有在多个扭矩产生装置中较长的反应时间。为了调整输入速度和输入加速度以尽快地达到换挡的目标速度和加速度值，实时输入加速度提前通过算法进行预测。该实时输入加速度提前包括发动机扭矩需求变化反应时间，并描绘出在前面能完成达到目标值的装置中输入速度和输入加速度最快的变化。该输入速度快速的变化必须包括上述的发动机中的扭矩需求变化反应时间和发动机通过实时输入加速度提前开始加速或减速的时间。正如图7所描绘的，实时输入加速度提前，在未定档位的预测中，可启动发动机在预测的惯性速度阶段必要指令，结果来自发动机的输入扭矩由于相对较长的发动机反应时间将不会减小。一旦实时输入加速度提前被确定，实时输入加速度，通过一提前期随着该实时输入加速度提前，如上所述校准反应时间，可用于控制电机与基本上同时响应发动机的输入速度和输入加速度的变化相匹配。这样，发动机和电机基本上同步影响目标速度和目标加速度。
上述方法描述了变速器在一个或多个离合器接合以及具有一扭矩被从至少一个输入扭矩应用到输出扭矩或在扭矩生成装置之间应用的情况。然而，所有的离合器解锁且没有扭矩施加通过离合器的中间工作档位状态是公知的。本领域普通技术人员可以理解的是，因为种种理由，发动机或电机的任一个能在中间状态下设置为空转或运转状态，并且变速器连接至执行装置的部分能继续自转。在这种中间操作状态下，变速器的这些部分可施加小阻力至自转装置并能迅速地加速至高转速。变速器高转速的部分可导致包括噪声和震动问题在内的种种问题，破坏自转零件，或储存动能的自转零件如果随后连接通过离合器能导致变速器中明显的急停。上述方法，监测动力传动系的多个部分和向扭矩生成装置发出提前和实时控制信号问题以保持控制动力传动系多个部分的扭矩和速度，可被应用在中间工作档位状态来监测不同元件的速度，监测或预测进行了预测的离合器滑移加速度提前，通过利用在提前控制信号下约束离合器滑移加速度作为实时离合器滑移加速度提前，并且用实时控制信号作为实时离合器滑移加速度。在该方式下运行，动力传动系可在中间工作档位状态中被控制，保持在优选档位的动力传动系中的各个部分的速度在优选的范围内。
上述方法描述了扭矩管理过程作为正值的对比。本领域普通技术人员可以理解的是，离合器扭矩用正扭矩和负扭矩描述，表示扭矩施加在一个或另一个转动方向上。上述方法可在正扭矩或负扭矩运用时使用，扭矩的大小用这样的方法被调整，应用的反应扭矩大小不会超出具体离合器的容量扭矩大小。图8说明了最小和最大反应扭矩值的一特定推导结果。图8图解地表述了实时输入加速度提前确定用于通过惯性速度阶段的发动机的控制，另外，对应的实时输入加速度通过惯性速度阶段确定用于电机的控制。在一种实例中，惯性速度阶段时发动机出现负输入加速度或减速度，该情况在发动机仅通过发动机内的惯性摩擦和泵推力来使发动机减速的实例中是最常见的。然而，当电机减速时，这种情况最通常地用仍然供电的电机完成，或相反的，在再生模式下运行。因为电机仍然在***控制下操作并隐含与其余的车辆***的部分操作，电动机仍然由***的约束进行支配，例如，可驱动电动机的电池***。图8在最小的输入加速度束缚下施加这样的***约束。该约束影响实时输入加速度，电机控制***内部的算法修正实时输入加速度以调节该束缚。一旦该束缚不再在实时输入加速度中限制电机运行，该算法促使恢复输入加速度来影响所需的输入速度的变化。
图9显示了在具有多个扭矩生成装置的动力传动***中用来控制和管理扭矩和功率通量的控制***体系，下面参照图1和2描述的混合动力传动系，且可执行的算法和校准的形式留在上述涉及的控制模块中。该控制***体系能应用于任一具有多个扭矩发生装置的动力传动系中，包括例如具有单一电机的混合动力传动系，具有多个电机的混合动力传动系，和非混合动力传动系。
图9所述的控制***体系描述了通过控制模块的相应信号流量。操作中，操作者对加速踏板113和制动踏板112的输入被监测用以确定操作者扭矩需求(TO_REQ)。发动机14和变速器10的操作被监测用以确定输入速度(NI)和输出速度(NO)。策略最优化控制方案(策略控制)310基于输出速度和操作者扭矩需求确定优选的输入速度(NI_DES)和优选的发动机状态和变速器运行档位状态(混合动力档位状态Des)，并基于其它的混合动力传动系的工作参数进行优化，包括电池动力极限和发动机14的反应极限，变速器10和第一和第二电机56和72。策略最优化控制方案310优选地通过HCP 5在每个100毫秒循环和每个25毫秒循环中执行。
策略最优化控制方案31O的输出用于换挡执行和发动机启动/停止控制方案(换挡执行和发动机启动/停止)320来在包括改变工作档位状态的变速器操作改变指令(变速器指令)。如果优选的工作档位状态不同于现有的工作状态，通过应用一个或多个离合器C1 70，C2 62 C3 73和C4 75及其他变速器命令的改变指令，这包括在工作档位状态中执行变化命令。现有的工作档位状态(实际的混合档位状态)和输入速度曲线(NI_PROF)能够被确定。该输入速度曲线是对即将达到的输入速度的预计，且优选地包括用于下一个循环的目标速度的标量参数值。发动机操作命令和操作者扭矩需求以变速器工作档位状态转换时的输入速度曲线为基础。
战术控制方案(战术控制与操作)330在其中的一个控制循环中重复地执行以确定操作发动机的发动机命令(发动机命令)，包括基于输出速度、输入速度和操作者扭矩需求的从发动机14至变速器10的优选的输入扭矩以及用于变速器的现有工作档位状态。发动机命令还包括发动机状态，该状态包括全缸工作状态和停缸状态其中一个，其中发动机缸体的一部分被停用和熄火，发动机状态包括燃油状态和燃油切断状态中的一个。
每个离合器的离合器扭矩(TCL)在TCM 17中评估，包括正在应用的离合器和未应用的离合器，且同输入单元12一起作用的正在工作的发动机的输入扭矩(TI)在ECM 23中决定。电动机扭矩控制模式(输出和电动机扭矩测定)340被用来执行确定来自动力传动系的优选的输出扭矩(TO_CMD)，包括电动机扭矩命令(TA和TB)以在该实施例中控制第一和第二电机56和72。该优选的输出扭矩基于每个离合器的预测离合器扭矩，来自发动机14的现有输入扭矩，现有工作档位状态，输入速度，操作者的扭矩需求和输入速度曲线。第一和第二电机56和72通过TPIM 19控制以满足基于优选的输出扭矩的优选的电动机扭矩命令。该电动机扭矩控制模式340包括在6.25毫秒和12.5毫秒循环中有规则地执行的算法代码，来确定优选的电动机扭矩命令。
图10是换挡执行的示例性数据流的示意图，详细描述了根据本发明的控制***体系例如图9***更具体的典型执行。动力传动***控制***400被描述为包括多个混合动力驱动元件，包括发动机410，电机420和离合器液压装置430。控制模块的策略控制模块310、换挡执行模块450、离合器容量控制模块460，战术控制与操作模块330、输出和电动机扭矩确定模块340，以及离合器控制模块490被图示，处理信息和发送控制命令到发动机410、电机420和离合器装置430。这些控制模块可物理隔离，可以以多个不同的控制装置组合在一起，或可完全执行在一个单个实体控制装置中。策略控制模块310，执行确定如图9所示的优选的动力传动系操作点和优选的工作档位状态。换挡执行模块450接收来自策略控制模块310和其它的关于开始换挡的信号源的输入。模块450处理关于当前应用于离合器的反应扭矩和要被转换的优选的工作档位状态的输入。模块450然后使用一算法，为换挡执行确定参数，包括描述扭矩提供装置所需的输入扭矩平衡的混合档位状态参数，关于执行至优选的工作档位状态的转换需要的目标输入速度和预测的输入加速度提前的细节，之前描述的实时输入加速度提前，且之前描述的最小/最大实时离合器反应扭矩提前和最小/最大实时离合器反应扭矩。离合器反应扭矩参数和混合的档位状态信息从模块450提供给离合器容量控制模块460，提前的控制参数和信号被提供给战术控制与操作模块330，且实时的控制参数和信号被提供给输出和电动机扭矩确定模块340。根据这里公开的方法，离合器容量控制模块460处理反应扭矩和混合档位状态信息以及产生描述离合器反应扭矩极限值的逻辑使能通过模块330控制发动机，通过模块340的电机控制，和通过模块490的离合器控制。战术控制与操作模块330包括发送扭矩需求和执行限制来自发动机410提供的输入扭矩，另外供给所述来自发动机的输入扭矩至模块340以控制电机420的装置。输出和电动机扭矩确定数据模块340同样地接受并处理数据，以发出电机扭矩要求到电机420。另外，模块340产生供离合器控制模块490使用的离合器反应扭矩命令。模块490处理从模块460和340来的信息，并发送液压命令以达到操作变速器所需的离合器容量扭矩。数据流的具体实施例图解了本发明中一个可能的典型的过程，通过该过程车辆的扭矩生成装置和相关的离合器可被控制。本领域普通技术人员可以理解的是，所应用的具体过程是可以改变的，本发明并不局限于所述的具体实施例。
应当理解，本发明范围内的改进是允许的。本发明已经结合具体实施例和相应的改进进行了具体的论述。他人可在阅读和理解说明书的基础上进行进一步地改进和变形。本发明包括所有的这样的改进和变形，因为它们都在本发明的保护范围之内。

Claims (26)

1、一种用以控制动力传动系的方法，该动力传动系包括机械连接到一发动机和一电机以传递动力至输出元件的变速器，所述变速器可选的在多个工作档位状态中的一个进行操作，所述的方法包括：
监测对加速踏板的操作者输入；
基于所述的操作者输入确定所述动力传动系的优选的操作点；
基于所述优选的操作点确定所述变速器的优选的工作档位状态；
基于所述优选的操作点和所述变速器的所述优选的工作档位状态确定用于所述发动机和所述变速器的提前控制信号；
确定用于所述电机和所述变速器的实时控制信号，其中所述实时控制信号基于校准到所述发动机和所述电机的控制信号反应时间的差异的提前期，以使实际的电机输出变化与实际的发动机输出变化基本同时；
基于用于所述发动机和所述变速器的所述提前控制信号控制所述发动机的操作；和
基于用于所述电机和所述变速器的所述实时控制信号控制所述电机的操作。
2、如权利要求1所述的方法，还包括监测对制动踏板的操作者输入。
3、如权利要求1所述的方法，还包括监测来自巡航控制***的操作者输入。
4、如权利要求1所述的方法，还包括基于用于所述发动机和所述变速器的所述提前控制信号和用于所述电机和所述变速器的所述实时控制信号来控制所述变速器的操作到所述优选的工作档位状态以在所述发动机以及所述电机和所述输出元件之间传输动力。
5、如权利要求4所述的方法，其中控制所述变速器的操作包括在连续可变状态下操作所述变速器。
6、如权利要求1所述的方法，其中所述确定所述动力传动系的优选的操作点包括利用策略优化控制方案，且其中所述确定所述变速器优选的工作档位状态包括根据车辆传感器的输入和查找表选择所述多个工作档位状态中的一个。
7、如权利要求1所述的方法，其中确定用于所述发动机和所述变速器的所述提前控制信号包括基于所述动力传动系的所述优选的操作点和所述变速器的所述优选的工作档位状态来确定预测的输入加速度提前。
8、如权利要求7所述的方法，还包括监测所述发动机和所述电机的当前输入速度，其中所述确定用于所述发动机和所述变速器的提前控制信号还包括，基于所述预测的输入加速度提前、所述优选的操作点和所述优选的工作档位状态以确定实时输入加速度提前。
9、如权利要求8所述的方法，其中确定用于所述电机和所述变速器的实时控制信号包括，基于所述实时输入加速度提前和一输入加速度提前期确定实时输入加速度。
10、如权利要求1所述的方法，其中确定用于所述发动机和所述变速器的提前控制信号包括：
当基于所述操作者输入进行所述确定所述动力传动系的所述优选的操作点显示出所述动力传动系的所述优选的操作点不同于所述动力传动系的当前操作点时，基于所述动力传动系的所述优选的操作点和所述变速器的所述优选工作档位状态实时向请求发动机操作点的所述发动机发送控制信号。
11、如权利要求1所述的方法，还包括监测所述发动机的当前输入速度，其中所述确定用于所述发动机和所述变速器的提前控制信号包括基于所述动力传动系的所述优选的操作点和所述变速器的所述优选工作档位状态确定所述发动机的目标输入速度以及确定达到所述发动机的所述目标速度需要的所述发动机的控制信号。
12、如权利要求11所述的方法，其中所述确定用于所述发动机和所述变速器的提前控制信号还包括，基于该动力传动系的所述优选的操作点和所述变速器的所述优选工作档位状态确定预测的输入加速度提前，和
其中所述确定达到所述发动机的所述目标速度需要的所述发动机的控制信号还包括确定达到所述预测的输入加速度提前需要的所述发动机的控制信号。
13、如权利要求1所述的方法，还包括：
监测当前的工作档位状态；和
当所述优选的工作档位状态与所述当前的工作档位状态不同时，启动所述变速器的换挡。
14、如权利要求13所述的方法，其中启动所述变速器的换挡包括转换离合器，包括：
当所述转换离合器包括改变锁止的离合器至解锁状态，施加一实时离合器反应扭矩提前最小值和最大值约束至所述发动机的所述提前控制信号从开始无约束的提前控制信号到零；
当所述转换离合器包括改变解锁的离合器至锁止状态，施加所述实时离合器反应扭矩提前最小值和最大值约束至所述发动机的所述提前控制信号从开始为零的提前控制信号到无约束的水平；和
在所述提前期校准到所述发动机和所述电机的控制信号反应时间的差异后，施加对应于所述实时离合器反应扭矩提前最小值和最大值的实时离合器反应扭矩最小值和最大值。
15、如权利要求14所述的方法，其中转换所述离合器还包括：
维持离合器容量扭矩大于所述实时离合器反应扭矩最小值和最大值以避免离合器滑移。
16、如权利要求1所述的方法，其中所述优选的工作档位状态是中间档位状态并进一步包括确定预测的离合器滑移加速度提前，
其中所述确定用于所述发动机和所述变速器的提前控制信号包括确定实时的离合器滑移加速度提前；和
其中所述确定用于所述电机和所述变速器的所述实时控制信号包括确定实时的离合器滑移加速度。
17、如权利要求1所述的方法，其中所述确定用于所述电机和所述变速器的实时控制信号包括如果应用更多限制性的***约束时调整所述实时控制信号。
18、如权利要求1所述的方法，还包括确定用于机械连接至所述变速器的第二电机的实时控制信号。
19、一种用以控制动力传动系的方法，该动力传动系包括机械连接到一发动机和两个电机以传递动力至输出元件的变速器，所述变速器可选的在多个工作档位状态中的一个进行操作，所述的方法包括：
监测描述操作者扭矩需求的操作者输入；
基于所述的操作者输入确定所述动力传动系的优选的操作点；
基于所述优选的操作点确定所述变速器的优选的工作档位状态；
基于所述优选的操作点和所述变速器的所述优选的工作档位状态确定用于所述发动机和所述变速器的提前控制信号；
确定用于所述电机和所述变速器的实时控制信号，其中所述实时控制信号基于校准到所述发动机和所述电机的控制信号反应时间的差异的提前期，以使实际的电机输出变化与实际的发动机输出变化基本同时；和
基于用于所述发动机和所述变速器的所述提前控制信号和用于所述电机和所述变速器的所述实时控制信号控制所述动力传动系的操作。
20、如权利要求19所述的方法，其中确定用于所述发动机和所述变速器的提前控制信号包括：
当基于所述操作者输入的所述确定所述动力传动系的所述优选的操作点显示出所述动力传动系的所述优选的操作点不同于所述动力传动系的当前操作点时，基于所述动力传动系的所述优选的操作点和所述变速器的所述优选的工作档位状态实时给需要发动机操作点的所述发动机发送控制信号。
21、如权利要求19所述的方法，还包括监测所述发动机的当前输入速度，其中所述确定用于所述发动机和所述变速器的提前控制信号包括，基于所述动力传动系的所述优选的操作点和所述变速器的所述优选的工作档位状态确定所述发动机的目标输入速度，以及确定给需要实现所述发动机的所述目标速度的所述发动机的控制信号。
22、如权利要求21所述的方法，
其中所述确定用于所述发动机和所述变速器的提前控制信号包括，基于所述动力传动系的所述优选的操作点和所述变速器的所述优选的工作档位状态确定预测的输入加速度提前，和
其中所述确定给需要达到所述发动机的所述目标速度的所述发动机的控制信号还包括，确定给需要达到所述预测的输入加速度提前的所述发动机的控制信号。
23、一种用以控制动力传动系的装置，该动力传动系包括机械连接到一发动机和一电机以传递动力至输出元件的变速器，所述变速器可选的在多个工作档位状态中的一个进行操作，所述装置包括：
策略控制模块，其包括基于操作者输入确定所述动力传动系的优选的操作点和所述变速器的优选的工作档位状态的逻辑；
换挡执行模块，其包括产生用于所述发动机和所述变速器的提前控制信号和用于所述电机和所述变速器的实时控制信号的逻辑，其中所述控制信号基于所述动力传动系的所述优选的操作点和所述变速器的所述优选的工作档位状态，且其中所述实时控制信号基于校准到所述发动机和所述电机的控制信号反应时间差异的提前期，以使实际电机输出的变化与实际发动机输出的变化基本同时；
发动机控制模块，基于用于所述发动机和所述变速器的所述提前控制信号控制所述发动机；和
电机模块，基于用于所述电机和所述变速器的所述实时控制信号控制所述电机。
24、如权利要求23所述的装置，还包括基于用于所述发动机和所述变速器的所述提前控制信号以及用于所述发动机和所述变速器的所述提前控制信号控制所述变速器的变速器控制模块。
25、如权利要求23所述的装置，还包括基于用于所述发动机和所述变速器的所述提前控制信号以及用于所述发动机和所述变速器的所述提前控制信号控制所述变速器内的液压促动离合器的离合器容量控制模块。
26、如权利要求23所述的装置，其中用于所述发动机和所述变速器的所述提前控制信号，当所述基于所述操作者输入确定所述动力传动系的所述优选的操作点显示出所述动力传动系的所述优选的操作点和所述动力传动系的当前操作点不同时，基于所述动力传动系的所述优选的操作点和所述变速器的所述优选的工作档位状态实时要求发动机操作点。
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