CN101513875B - 预测混合动力***速度输出的方法 - Google Patents

预测混合动力***速度输出的方法 Download PDF

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CN101513875B
CN101513875B CN2008101911656A CN200810191165A CN101513875B CN 101513875 B CN101513875 B CN 101513875B CN 2008101911656 A CN2008101911656 A CN 2008101911656A CN 200810191165 A CN200810191165 A CN 200810191165A CN 101513875 B CN101513875 B CN 101513875B
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future time
operator
prediction
torque requests
output element
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CN101513875A (zh
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A·H·希普
J·J·麦康奈尔
K·Y·金
W·布伦森
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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Abstract

本发明涉及预测混合动力***速度输出的方法，具体提供了一种控制动力系的方法，包括确定操作者转矩请求、确定操作者转矩请求的时间导数、确定第一未来时间，和基于操作者转矩请求、操作者转矩请求的时间导数和第一未来时间预测操作者转矩请求的变化。

Description

预测混合动力***速度输出的方法
相关文献的交叉引用
本申请要求申请日为2007年11月7日的美国临时申请No.60/986,094的权益，其内容以引用的方式纳入本文。
技术领域
本发明涉及一种用于机电变速器的控制***。
背景技术
该部分仅仅是为了提供与本发明有关的背景信息，可能并不构成现有技术。
已知的动力系结构包括转矩产生装置(包括内燃机和电机)，转矩产生装置将转矩通过传动装置传输给输出元件。一种代表性的动力系包括双模式、组合分离式的机电变速器，其利用输入部件从原动机动力源接收驱动力矩，并且利用输出元件，其中原动机优选为内燃机。输出元件能够可操作地连接到车辆的传动系以向其传输牵引力矩。电机独立于从内燃机输入的转矩产生输入到变速器的转矩，其中电机既可以是电动机也可以是发电机。电机可以将通过车辆传动系传送的车辆动能转化为可存储在电能存储装置中的电能。控制***监控来自车辆和驾驶员的各种输入并为动力系提供可操作的控制，包括控制变速器的工作范围状态和换档，控制转矩产生装置，并且在电能存储装置和电机之间对电能互换进行调节以控制包括转矩和旋转速度在内的变速器输出。
输入到控制***内的信号可包括噪声或延时，因此预测控制***输入可改善动力系的性能。
发明内容
一种动力系包括连接到内燃机以及第一和第二电机以向输出元件传输功率的机电变速器。一种控制动力系的方法包括确定操作者转矩请求，确定操作者转矩请求的时间导数(time-based derivative)，确定第一未来时间，并基于操作者转矩请求，操作者转矩请求的时间导数，和第一未来时间预测操作者转矩请求的变化。
附图说明
参考附图，通过示例方式，将描述一个或多个实施例，其中：
图1是根据本发明的示例性动力系的示意图；
图2是根据本发明的控制***和动力系的示例性结构的示意图；
图3是根据本发明的控制***结构；
图4图解示出了根据本发明的方法；
图5是根据本发明的控制流程图；
图6图解根据本发明示出了一段时间内测量的角加速度和预测的角加速度；
具体实施方式
现在来看附图，其中所示对象仅仅为了描述本发明的某些示范实施例，并不用于限制保护范围。图1和图2表示示范性的机电混合动力系。根据本发明的示范性机电混合动力系在图1中示出，包括可操作地连接到发动机14以及第一电机(MG-A)56和第二电机(MG-B)72的双模式、组合分离式机电混合动力变速器10。发动机14、第一和第二电机56和72每一个都产生可以传输给变速器10的动力。由发动机14、第一和第二电机56和72产生并传输给变速器10的动力以输入转矩和电动机转矩的形式描述，此处分别称为T1、TA和TB，以及用输入速度和电动机速度的形式来描述，此处分别称为N1、NA和NB。
示例性发动机14包括在多个状态下选择操作来通过输入轴12向变速器10传输转矩的多缸内燃机，既可以是电火花点火发动机，也可以是压燃发动机。发动机14包括可操作地连接到变速器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。包括转速和发动机转矩的发动机14的动力输出可以与变速器10的输入速度N1和输入转矩T1不同，这是由发动机14和变速器10之间的输入轴12上的转矩消耗组件的布置引起的，例如液压泵(未示出)和/或转矩控制装置(未示出)。
示例性变速器10包括三个行星齿轮组24、26和28，以及四个可选择接合的转矩传输装置，即离合器C1 70、C2 62、C3 73和C4 75。在这里所述的离合器指任何类型的摩擦转矩传输装置，包括例如单一或复合盘式离合器或组件，带式离合器和制动器。优选由变速器控制模块(此后称为TCM)17控制的液压控制回路42可操作地控制离合器的状态。离合器C2 62和C4 75优选包括应用液压的旋转摩擦离合器。离合器C1 70和C3 73优选包括液压控制的固定装置，其可以选择性地地接到(grounded to)变速器壳68。离合器C1 70、C2 62、C3 73和C4 75的每一个均优选施加液压，并选择性地通过液压控制回路42接收加压液压流体。
第一和第二电机56和72优选包括三相交流机，而三相交流机包括定子(未示出)和转子(未示出)以及相应的旋转变压器80和82。每一电机的电动机定子被地接到变速器壳68的外部，并且包括具有延伸的螺旋电线圈的定子铁芯。第一电机56的转子由轮衬齿轮支撑，毂衬齿轮通过第二行星齿轮组26可操作地连接到轴60。第二电机72的转子固定连接到套筒轴毂66。
每个旋转变压器80和82都优选包括可变磁阻装置，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被适当地定位并装配在第一和第二电机56和72中相应的一个上。旋转变压器80和82的相应定子被可操作地连接到第一和第二电机56和72中的相应定子。旋转变压器转子可操作地连接到第一和第二电机56和72的相应转子。每一旋转变压器80和82可操作地信号连接到变速器功率变换器控制模块(以后称为TPIM)19，并且每一个都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，从而监控第一和第二电机56和72的相应一个的旋转位置。此外，从旋转变压器80和82输出的信号被解译以提供第一和第二电机56和72的旋转速度，即分别为NA和NB。
变速器10包括输出元件64，例如轴，输出元件64可操作地连接到车辆(未示出)的传动***90从而为传动***90提供传递到车轮93的输出动力，其中一个车轮在图1中示出。输出元件64上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监控输出元件64的旋转速度和旋转方向。车轮93中的每一个都优选装配有用于监控轮速VSS-WHL的传感器94来确定车速以及用于制动控制、牵引控制和车辆加速控制的绝对和相对轮速，传感器的输出由图2中描述的分布式控制模块***中的控制模块监控。
来自发动机14的输入转矩和来自第一、第二电机56和72的电动机转矩(分别是TI、TA和TB)作为由燃油或电能存储装置(此后称为ESD)74中存储的电能进行能量转化的结果产生。ESD74通过直流传输导体27高电压直流连接到TPIM 19。传输导体27包括接触器开关38。当接触器开关38被关闭的时候，在正常情况下，电流可以在ESD 74和TPIM 19之间流动。当接触器开关38打开的时候，ESD 74和TPIM 19之间的电流流动被切断。TPIM19通过直流传输导体29向第一电机56传输电能并从第一电机56传输电能，并且TPIM19类似地通过传输导体31向第二电机72传输电能并从第二电机72传输电能，以响应电动机转矩TA和TB来满足第一电机56和第二电机72的转矩指令。根据ESD 74是充电还是放电来向ESD 74传输电流或从ESD 74传输电流。
TPIM 19包括一对功率转换器(未示出)以及相应的电动机控制模块(未示出)，电动机控制模块被设置成接收转矩指令和控制转换器的状态，以提供电动机驱动或再生功能来满足指令的电动机转矩TA和TB。功率转换器包括已知的互补三相功率电子装置，并且每一个都包括多个用于将ESD74的直流功率转换为交流功率的绝缘栅双极型晶体管(未示出)，其通过高频下的切换为第一电机56和第二电机72中的相应一个提供功率。绝缘栅双极型晶体管形成开关式电源，其设置为接收控制指令。对于每一三相电机的每一相位都通常具有一对绝缘栅双极型晶体管。绝缘栅双极型晶体管的状态被控制以提供电动机驱动机械功率的产生或电功率的再生功能。三相转换器通过直流传输导体27接收或供应直流电功率，并将其转换为三相交流功率或从三相交流功率转换而来，此后直流电功率分别通过直流传输导体29和31向第一和第二电机56、72传导或从第一和第二电机56、72传导以使所述电机作为电动机或发电机运转。
图2是分布式控制模块***的示意方块图。此后所述的部件包括整个车辆控制结构的子集，并提供对图1所述的示例性混合动力系的协调***控制。分布式控制模块***将相关信息和输入合成，并执行算法来控制各种致动器以达到控制目的，其中控制目的包括与燃油经济性、排放、性能、驾驶性能和硬件保护相关的目的，而硬件包括ESD74的电池和第一、第二电机56和72。分布式控制模块***包括发动机控制模块(此后称为ECM)23、TCM 17、蓄电池组控制模块(此后称为BPCM)21和TPIM 19。混合动力控制模块(此后称为HCP)5为ECM 23、TCM 17、BPCM 21和TPIM 19提供监督控制和调节。用户界面(UI)13可操作地连接到多个装置，通过这些装置车辆驾驶员控制或导引机电混合动力系的运转。这些装置包括加速踏板113(AP)、操作者制动踏板112(BP)、变速器档位选择器114(PRNDL)和车速导航控制器(未示出)。变速器档位选择器114可具有离散数值的操作者可选择位置，包括输出元件64的旋转方向以实现向前方向和向后方向之一。
前述的控制模块通过局域网(此后称为LAN)总线6与其它控制模块、传感器和致动器进行通信。LAN总线6允许在各种控制模块之间的关于运转参数和致动器指令信号的状态的结构化传输。使用的特殊传输协议为专用的。LAN总线6和适合的协议在前述控制模块和提供包括例如防抱死制动、牵引控制和车辆稳定性这样的功能的其它控制模块之间提供鲁棒通信和多控制模块接口。多条通信总线可用于改进传输速度和提供一定等级的信号冗余和完整性。在各个控制模块之间的通信也可使用直接链接来实现，例如串行***接口(SPI)总线(未示出)。
HCP 5为混合动力系提供监督控制，并用于协调ECM 23、TCM 17、TPIM19和BPCM 21的运转。基于各种来自用户界面13和混合动力系(包括ESD 74)的输入信号，HCP 5确定操作者转矩请求，输出转矩指令，发动机输入转矩指令，用于变速器10的转矩传递离合器C1 70、C2 62、C3 73和C4 75的离合器转矩，以及第一电机56和第二电机72的电动机转矩TA和TB。TCM 17可操作地连接到液压控制回路42且提供各种功能，包括监控各种压力传感装置(未示出)以及产生并向各种螺线管(未示出)传输控制信号以此控制液压控制回路42中的压力开关和控制阀。
ECM 23可操作地连接到发动机14，并作用以在多条离散线路上从传感器获取数据并控制发动机14的致动器，其中线路简化表示为聚集的双向接口电缆35。ECM 23从HCP 5接收发动机输入转矩指令。ECM 23基于被监控的发动机转速和负载确定在即时点提供给变速器10的实际发动机输入转矩TI，该实际发动机输入转矩TI被传送到HCP 5。ECM 23监控来自转速传感器11的输入来确定输入轴12的发动机输入速度，该速度被转化为变速器输入速度NI。ECM 23监控来自传感器(未示出)的输入以确定其它发动机运转参数的状态，所述参数包括例如：歧管压力、发动机冷却剂温度、周围的空气温度和外界压力。发动机负载可以例如通过歧管压力或选择性地通过监控输入到加速踏板113的操作者输入确定得出。ECM 23产生并传输指令信号以控制发动机致动器，包括例如燃油喷射器、点火模块和节气门控制模块，这些模块均未示出。
TCM 17可操作地连接到变速器10并监控来自传感器(未示出)的输入以确定变速器运行参数的状态。TCM 17产生并传输指令信号以控制变速器10，包括控制液压回路42。从TCM 17到HCP 5的输入包括每个离合器(即C1 70、C2 62、C3 73、C4 75)的估计离合器转矩和输出元件64的输出转速NO。其它致动器和传感器可用于从TCM 17向HCP 5提供附加信息以用于控制。TCM 17监控来自压力开关(未示出)的输入并选择性地致动压力控制螺线管(未示出)，并移动液压回路42的螺线管(未示出)以选择性地致动各个离合器C1 70、C2 62、C3 73、C4 75，从而如下文所述那样获得多个变速器工作范围状态。
BPCM 21信号连接到传感器(未示出)以监控ESD 74，包括监控电流和电压参数的状态，以提供指示ESD 74的电池参数状态的信息到HCP 5。电池的参数状态优选包括电池充电状态、电池电压、电池温度和可用的电池功率，表示为从PBAT_MIN到PBAT_MAX之间的范围。
制动控制模块(以后称为BrCM)22可操作地连接到每个车轮93上的摩擦制动器(未示出)。BrCM 22监控输入到制动踏板112的操作者输入并产生控制信号以控制摩擦制动器且向HCP发送控制信号并基于此控制信号操作第一和第二电机56和72。
控制模块ECM 23、TCM 17、TPIM 19、BPCM 21和BrCM 22中的每一个优选是通用数字计算机，其包括微处理器或中央处理单元、包括只读存储器(ROM)、随机存取存储器(RAM)和电可编程只读存储器(EPROM)的存储介质、高速时钟、模数(A/D)电路和数模(D/A)电路、输入/输出电路和装置(I/O)以及适当的信号调节电路和信号缓冲电路。每一控制模块具有一套控制算法，包括内部程序指令和标准，所述指令和标准存储在其中一个存储介质中并执行以为每台计算机提供相应功能。在控制模块之间的信息传输优选利用LAN总线6和串行***接口总线实现。控制算法在预定循环期间执行以使得每一算法在每个循环内至少执行一次。存储在非易失存储器装置中的算法由一个中央处理单元利用预定标准来执行以监控来自传感设备的输入并执行控制和诊断程序以控制致动器的运转。循环被定期执行，例如在混合动力系的进行中的操作期间每隔3.125、6.25、12.5、25和100毫秒来执行。可替代地，算法可以响应于事件的发生而被执行。
示例性混合动力系选择性地以多个工作范围状态中的一个运行，该状态可利用包括发动机开状态(ON)和发动机关状态(OFF)中的一个的发动机状态来描述，还可以通过包括多个固定齿轮和持续可变运行模式的变速器状态描述，均在下面的表1中示出。
表1
  描述   发动机状态 变速器工作范围状态   应用的离合器
  M1_Eng_Off   关 EVT模式1   C1 70
  M1_Eng_On   开 EVT模式1   C1 70
  G1   开 固定传动比1   C1 70  C4 75
  G2   开 固定传动比2   C1 70  C2 62
  M2_Eng_Off   关 EVT模式2   C2 62
  M2_Eng_On   开 EVT模式2   C2 62
  G3   开 固定传动比3   C2 62  C4 75
  G4   开 固定传动比4   C2 62  C3 73
每一变速器工作范围状态在表中表示，并指示离合器C1 70、C2 62、C3 73、C4 75中的哪些被应用于各个工作范围状态。仅通过应用离合器C1 70来选择第一持续可变模式，即EVT模式1或M1，以便“地接”第三行星齿轮组28的外部齿轮组件。发动机状态可以是ON(M1_Eng_On)或OFF(M1_Eng_Off)中的一种。仅通过应用离合器C2 62来选择第二持续可变模式，即EVT模式2或M2，从而将轴60连接到第三行星齿轮组28。发动机状态可以是ON(M2_Eng_On)或OFF(M2_Eng_Off)中的一种。为了叙述的需要，当发动机状态为OFF时，发动机输入转速为0转每分(RPM)，即发动机曲轴不旋转。固定的齿轮运行使得变速器10的输入输出速度在固定比值下运行，即NI/NO值。第一固定档位操作(G1)通过应用离合器C1 70和C4 75来选择。第二固定档位操作(G2)通过应用离合器C1 70和C2 62来选择。第三固定档位操作(G3)通过应用离合器C2 62和C4 75来选择。第四固定档位操作(G4)通过应用离合器C2 62和C3 73来选择。由于行星齿轮24、26和28的传动比降低，随着固定档位操作的增加，输入输出速度的固定比操作也增加。第一电机56和第二电机72的旋转速度分别为NA和NB，其依赖于由离合器限定的机械装置的内部旋转，并与输入轴12处测量的输入速度成比例。
响应于由用户界面13捕捉得到的通过加速踏板113和制动踏板112的操作者输入，HCP 5和一或多个其它控制模块确定转矩指令以控制包括发动机14以及第一和第二电机56和72的转矩产生装置来满足在输出元件64处并传送给传动***90的操作者转矩请求。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，HCP 5确定操作者转矩请求、从变速器10到传动***90的指令输出转矩、来自发动机14的输入转矩、变速器10的转矩传输离合器C1 70、C2 62、C3 73、C4 75的离合器转矩、以及第一和第二电机56和72的电动机转矩，分别地描述如下。
最终车辆加速度可能受到包括例如路面载荷、路面坡度和车辆重量的其他因素的影响。基于混合动力系的多个运行特征而为变速器10确定工作范围状态。这包括通过前面所述的通过加速踏板113和制动踏板112传输到用户界面13的操作者转矩请求。工作范围状态可基于由电能产生模式或转矩产生模式下操作第一和第二电机56和72的指令引起的混合动力系转矩请求。工作范围状态可由最优化算法或程序确定，该算法或程序基于操作者对功率、电池充电状态、发动机14以及第一和第二电机56和72的能量效率的请求确定最适宜的***效率。控制***基于执行的最优化程序的结果来控制来自发动机14以及第一和第二电机56和72的转矩输入，因此优化了***效率，从而控制燃油经济性和电池充电。此外，可基于元件或***的错误确定操作。HCP 5监控转矩产生装置，并响应在输出元件64处所需的输出转矩来确定来自变速器10的动力输出，从而满足操作者转矩请求。从上述描述可清楚看到，ESD 74以及第一和第二电机56和72可操作电连接以用于它们之间的功率流。此外，发动机14、第一和第二电机56和72以及机电变速器10可操作机械连接以在它们之间传输动力来产生到输出元件64的功率流。
图3示出了用于控制和管理具有多个转矩产生装置的动力***中的功率流的控制***结构，参看图1和图2的混合动力***说明如下，并以可执行算法和标准的形式位于前面所述的控制模块中。控制***结构可适于应用于具有多个转矩产生装置的混合动力***，包括，例如具有单个电机的混合动力***，具有多个电机的混合动力***，和非混合动力***。
图3的控制***结构描述了通过控制模块的相关的信号流。在操作过程中，监控输入到加速踏板113和制动踏板112的操作者输入以确定操作者转矩请求(输出转矩请求)。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)。战略优化控制方案(战略控制)310基于输出速度和操作者转矩请求确定优选输入速度(输入速度描述，Ni_Des)和优选发动机状态及变速器工作范围状态(混合范围状态描述，Hybrid Range State Des)，且基于包括电池功率极限和发动机14、变速器10、第一和第二电机56和72的响应极限的混合动力系的其他运行数进行最优化。战略控制方案310在每100毫秒循环周期和每25毫秒循环周期内由HCP 5优选执行。
战略优化控制方案310的输出用在换挡执行和发动机启/停控制方案(换挡执行和发动机启/停)320中以命令在变速器操作中的变化(变速器指令)，包括改变工作范围状态。这包括：如果优选的工作范围状态不同于当前的工作范围状态，那么就通过命令改变一个或多个离合器C1 70，C2 62，C3 73和C4 75的应用和其他变速器指令来命令执行在变速器工作范围状态中的变化。可确定当前的工作范围状态(实际的混合范围状态，Hybrid Range State Actual)和输入速度曲线(Ni_Prof)。输入速度曲线是将要发生的输入速度的估计值且优选包括标量参数值，该标量参数值是即将到来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请求基于变速器工作范围状态转换期间的输入速度曲线。
战术控制方案(战术控制和操作)330在一个控制循环周期期间重复执行以确定操作发动机的发动机指令(发动机指令)，包括基于输出速度、输入速度、以及变速器的操作者转矩请求和当前工作范围状态的从发动机14到变速器10的优选输入转矩。发动机指令也包括包含全缸工作状态和停缸工作状态之一的发动机状态以及包含燃料供应状态和停止燃料输送状态之一的发动机状态，其中停缸工作状态是发动机气缸的一部分被停用且不供油。
在TCM 17中评估各离合器的离合器转矩(Tcl)，包括当前应用的离合器和非应用的离合器，并且在ECM23中确定与输入元件12相作用的当前发动机输入转矩(Ti)。执行输出和电动机转矩确定方案(输出和电机转矩确定)340以确定来自动力系的输出转矩(输出转矩指令)，其包括在该实施例中控制第一和第二电机56和72的电动机转矩指令(TA，TB)。优选的输出转矩基于各离合器的估计离合器转矩，来自发动机14的当前输入转矩，当前工作范围状态，输入速度，操作者转矩请求，和输入速度曲线。基于优选的输出转矩通过TPIM 19控制第一和第二电机56和72以满足优选的电动机转矩指令。输出和电动机转矩确定方案340包括在6.25毫秒和12.5毫秒循环周期期间定期执行用以确定优选的电动机转矩指令的算法代码。
图4图解示出预测输出元件64的旋转速度输出的方法500。此处描述的执行步骤的顺序包括基于工作条件确定优选工作范围状态。致动离合器C1 70、C2 62、C3 73和C4 75和发动机启/停操作共用大约250至500毫秒时间。命令和执行来自发动机14的输入转矩中的变化共用大约50至100毫秒时间。命令和执行来自第一和第二电机56和72的电动机转矩中的变化共用大约少于50毫秒时间。转矩衰减可用于使传动***扰动最小化。当执行每一步时，额外的实时参数反馈数据用于计算来自战略控制方案310、换挡执行和发动机启/停控制方案320、战术控制方案330、以及输出和电动机转矩确定方案340的输出。
除了使用正在进行的动力系操作期间的反馈数据，可以利用前馈数据确定运行参数的状态。在正在进行的动力系操作期间，预测未来时间预测性数据的方法包括：操作者转矩请求的预测变化，未来时间的预测操作者转矩请求，未来时间的预测总转矩请求，未来时间输出元件64的预测加速度，输出元件64的角速度预测变化，和未来时间输出元件64的预测角速度。
未来时间是从当前即时时刻经过预定的实耗时间间隔后的即时时刻。所使用的术语“预测的”、“预测中”和“预测”指的是预定的实耗时间间隔后的未来时间。如上所述，循环周期在均匀的时间间隔执行，例如在正在进行的动力系操作期间每3.125、6.25、12.5、25和100毫秒。预定的实耗时间间隔可基于HCP 5中的循环周期或多个循环周期。此外，战略优化控制方案310、换挡执行和发动机启/停控制方案320、和战术控制方案330可具有用以执行的不同的预定实耗时间间隔。
在第一个预定实耗时间间隔内的操作者转矩请求的预测变化可基于操作者转矩请求、操作者转矩请求的时间导数和第一预定实耗时间间隔来确定。如图4所示，可通过对到制动踏板112和加速踏板113位置的标准化操作者输入进行加和来计算操作者转矩请求(400)。本领域普通技术人员会意识到，除了踏板，操作者转矩请求可从包括操纵杆、节气门和控制杆的多个输入装置进行确定。此外，传统的或适应性巡航控制***可结合进动力***以代替操作者转矩请求。巡航控制基于操作者所需的机动车辆速度以及，在适应性***条件下，基于与机动车的预定接近度内的各种车辆速度提供操作者转矩请求。然后，由巡航控制***确定的转矩请求可由代替操作者转矩请求的方法加以利用。
一旦确定了操作者转矩请求，就可以确定操作者转矩请求的时间导数(402)。优选地，操作者转矩请求导数在其中一个控制模块内用算法确定，然而其他方法可包括使用来自信号连接到制动踏板112和加速踏板113的电阻-电容电路的输出。一种优选方法包括使用高通滤波器，例如HCP 5内的呈算法形式的超前滤波器。高通滤波器通过降低信号噪声和使噪声放大衰减来趋近操作者转矩请求导数，从而得到比纯导数计算更连续的导数信号。
操作者转矩请求导数乘以第一预定实耗时间间隔(404)。操作者转矩请求导数和第一预定实耗时间间隔的乘积是到第一未来时间的预定实耗时间间隔内操作者转矩请求的预测变化。
一旦确定了操作者转矩请求的预测变化，就可以确定在第一未来时间的预测操作者转矩请求(406)。预测的操作者转矩请求基于转矩中的预测变化和操作者转矩请求。在第一未来时间的预测操作者转矩请求是操作者转矩请求中的预测变化与操作者转矩请求的和。
一旦确定了预测的操作者转矩请求，就可以确定第一未来时间的预测总转矩请求(408)。预测总转矩请求可基于预测的操作者转矩请求和路面载荷确定。计算的路面载荷优选是正在进行的动力系操作期间和路面条件变化时适用的动态路面载荷模拟器的结果。路面载荷是克服路面条件所需的转矩的估计值且可包括空气动力摩擦、滚动阻力和路面坡度。预测的操作者转矩请求和路面载荷的和是第一未来时间的预测总转矩请求。
在确定第一未来时间的预测总转矩请求之后，可以应用牛顿运动定律计算未来时间输出元件64的预测角加速度(NoDotPrdct)(410)。输出元件64的预测角加速度是通过总预测转矩除以车辆的惯性值来确定的。计算的车辆惯性优选是基于机动车加速度和电动机转矩在正在进行的动力系操作期间适用的动态车辆惯性模拟器的结果。或者，车辆惯性可以是预定的静态值。
在第一未来时间确定输出元件64的预测角加速度后，可以确定在第一预定的实耗时间间隔内输出元件64的预测角速度变化(412)。输出元件64的预测角速度变化是输出元件64的预测角加速度乘以未来时间的乘积。预测角速度变化是从当前到第一未来时间的速度变化。
在确定预测角速度变化后，可以确定第一未来时间输出元件64的预测角速度(NoPrdct)(414)。输出元件64的预测角速度是通过变速器输出速度传感器84在当前时刻测量的输出元件64的实际测量速度与预测角速度变化的和。
多个未来时间可同时确定以用于不同的运行参数且可基于各种控制模块的不同循环周期计时和实验上的预定最优化。当确定预测数据用于多个未来时间时，预测数据可用于确定动力系运行参数。运行参数可包括选择表1中所述的优选工作范围状态，放置发动机致动器，控制发动机运行到优选工作点，和控制第一和第二电机56和72的电动机转矩。
如图5所示，在模块500中确定预测数据后，预测数据可用在战略优化控制方案310、战术控制方案330及输出和电动机转矩确定方案340中。进入输出和电动机转矩确定方案340的输入可包括输出元件64的预测角加速度(NoDotPrdct)和预测角速度(NoPrdct)。进入战术控制方案330的输入可包括输出元件64的预测角加速度(NoDotPrdctTact)和预测角速度(NoPrdctTact)。进入战略优化控制方案310的输入可包括输出元件64的预测角加速度(NoDotPrdctStrat)和预测角速度(NoPrdctStrat)。可基于战略优化控制方案310、战术控制方案330及输出和电动机转矩确定方案340中的不同优化确定预测数据用于多个未来时间。
图6示出表示示例性***中一段时间内输出元件64的测量角加速度和预测角加速度的数据。如图所示，预测角加速度实现了比测量角加速度显著少的数据变化且可产生更精确的转矩请求及效率高的动力系性能。
上面描述的同样的方法适用于多种动力***中操作的发动机启动，所述动力***包括具有压缩点火、火花点火、均质充量压缩点火和火花点火直接射油发动机的动力***。其他示例性的动力***包括带式交流发电机起动机***(BAS)(未示出)。在BAS***中，发动机在停止和重启期间可被关掉以便电池再充电和车辆加速。电机可用于给电池再充电或在发动机加速期间机械地通过发动机提供转矩。在这些情况下的每一种中可基于所需的操作者转矩选择发动机启动类型。
需要理解的是在本发明公开的范围内可以进行各种变型。公开的内容已通过优选实施例和其变型进行了描述。在阅读和理解本说明书后可以进行进一步的变型和改变。所有这样的变型和改变都将落入本发明的保护范围。

Claims (21)

1.一种控制包括连接到内燃机及第一和第二电机以将功率传输到输出元件的机电变速器的动力系的方法，该方法包括：
确定操作者转矩请求；
确定操作者转矩请求的时间导数；
确定第一未来时间；和
基于操作者转矩请求、操作者转矩请求的时间导数和第一未来时间预测操作者转矩请求的变化。
2.根据权利要求1所述的方法，其特征在于确定操作者转矩请求包括：
监控加速踏板位置；
监控制动踏板位置；和
基于加速踏板位置和制动器踏板位置确定操作者转矩请求。
3.根据权利要求1所述的方法，其特征在于操作者转矩请求是基于适应性巡航控制***的输出确定的。
4.根据权利要求1所述的方法，其特征在于操作者转矩请求的预测变化包括操作者转矩请求的时间导数与第一未来时间的乘积。
5.根据权利要求4所述的方法，还包括：
基于操作者转矩请求的预测变化和操作者转矩请求预测在第一未来时间的操作者转矩请求。
6.根据权利要求5所述的方法，其特征在于在第一未来时间的预测操作者转矩请求包括操作者转矩请求的预测变化与操作者转矩请求的和。
7.根据权利要求5所述的方法，还包括：
确定路面载荷；和
基于路面载荷和在第一未来时间的预测操作者转矩请求预测在第一未来时间的总转矩请求。
8.根据权利要求7所述的方法，其特征在于第一未来时间的预测总转矩请求是路面载荷与在第一未来时间的预测操作者转矩请求的和。
9.根据权利要求7所述的方法，还包括：
确定在第一未来时间的车辆惯性；和
基于预测总转矩请求和车辆惯性预测在第一未来时间输出元件的角加速度。
10.根据权利要求9所述的方法，其特征在于车辆惯性由动态车辆惯性模拟器确定。
11.根据权利要求9所述的方法，其特征在于在第一未来时间输出元件的预测角加速度包括预测总转矩请求除以车辆惯性。
12.根据权利要求9所述的方法，进一步包括：
基于在第一未来时间输出元件的预测角加速度和第一未来时间，预测从当前时间到第一未来时间输出元件的角速度的变化。
13.根据权利要求12所述的方法，其特征在于输出元件的预测角速度变化包括在第一未来时间输出元件的预测角加速度与第一未来时间的乘积，所述预测角速度变化是从当前时间到所述第一未来时间的速度变化。
14.根据权利要求12所述的方法，还包括：
监控输出元件的角速度；和
基于从当前时间到第一未来时间的输出元件的预测角速度变化和输出元件的角速度预测在第一未来时间输出元件的角速度。
15.根据权利要求14所述的方法，其特征在于在第一未来时间输出元件的预测角速度包括输出元件的角速度与输出元件的预测角速度变化的和。
16.根据权利要求14所述的方法，其特征在于，为多个未来时间中的每一个确定操作者转矩请求的预测变化、预测操作者转矩请求、预测总转矩请求、输出元件的预测角加速度、输出元件的预测角速度变化和输出元件的预测角速度。
17.一种控制包括机械连接到变速器装置以向传动***传输牵引动力的内燃机的动力系的方法，该方法包括：
监控加速踏板位置；
监控制动踏板位置；
基于加速踏板位置和制动踏板位置确定操作者转矩请求；
确定操作者转矩请求的时间导数；
确定第一未来时间；
基于操作者转矩请求、操作者转矩请求的时间导数和第一未来时间预测操作者转矩请求的变化；
确定预测的操作者转矩请求；
确定路面载荷；
确定预测的总转矩请求；
确定在第一未来时间的车辆惯性；和
基于操作者转矩请求、第一未来时间、路面载荷和车辆惯性预测在第一未来时间输出元件的角加速度。
18.根据权利要求17所述的方法，其特征在于输出元件的预测角加速度NoDotPrdct采用形式
NoDotPrdct = ( A × B ) + C + D E
其中A是操作者转矩请求的时间导数，
B是第一未来时间，
C是操作者转矩请求，
D是路面载荷，和
E是在第一未来时间的车辆惯性。
19.根据权利要求17所述的方法，还包括：
监控输出元件的角速度；和
基于在第一未来时间输出元件的预测角加速度、第一未来时间，和输出元件的监控角速度预测在第一未来时间输出元件的角速度。
20.根据权利要求19所述的方法，其特征在于在第一未来时间输出元件的预测角速度NoPrdct采用形式
NoPrdct＝NoDotPrdct×B+F
其中，NoDotPrdct是输出元件的预测角加速度，B是第一未来时间，F是输出元件的监控角速度。
21.一种控制机械地可操作地连接到机电变速器的内燃机的方法，该方法包括：
监控加速踏板位置；
监控制动踏板位置；
基于加速踏板位置和制动踏板位置确定操作者转矩请求；
确定操作者转矩请求的时间导数；
确定第一未来时间；
基于操作者转矩请求、操作者转矩请求的时间导数和第一未来时间预测操作者转矩请求的变化；
确定预测的操作者转矩请求；
确定路面载荷；
确定预测的总转矩请求；
确定在第一未来时间的车辆惯性；和
基于操作者转矩请求、第一未来时间、路面载荷和车辆惯性预测在第一未来时间输出元件的角加速度。
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