CN101531195B - 用于改善基于减速的同步换档进程的方法和装置 - Google Patents
用于改善基于减速的同步换档进程的方法和装置 Download PDFInfo
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- CN101531195B CN101531195B CN2008101910795A CN200810191079A CN101531195B CN 101531195 B CN101531195 B CN 101531195B CN 2008101910795 A CN2008101910795 A CN 2008101910795A CN 200810191079 A CN200810191079 A CN 200810191079A CN 101531195 B CN101531195 B CN 101531195B
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- 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
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- 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
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
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Abstract
本发明涉及用于改善基于减速的同步换档进程的方法和装置。其中,一种控制传动系的方法,包括:在输出元件减速期间监测包括期望运行范围状态在内的期望同步变速器换档;监测输出速度;预测所述期望同步变速器换档中的输出减速度;基于由所述预测输出减速度和所述期望同步变速器换档产生的输入速度曲线确定与期望同步变速器换档相关的惩罚成本;并且基于所述惩罚成本执行所述同步变速器换档。
Description
相关申请的交叉引用
本申请要求了2007年11月2日提交的美国临时申请No.60/984,980的优先权,该申请的内容在此作为引用并入。
技术领域
本申请涉及机电变速器的控制***。
背景技术
该部分的说明仅提供与本发明相关的背景信息,并且可能不构成现有技术。
公知的动力系结构包括转矩发生装置(包括内燃机和电机),该装置通过变速器装置将转矩传递给输出元件。一个典型动力系包括双模式、复合-分离、机电变速器,上述变速器利用输入元件以及输出元件,输入元件用于接收来自主动力源(优选地为内燃机)的驱动转矩。输出元件可操作地连接至机动车传动***,以便于将牵引转矩传送给传动***。电机,操作为电动机或发电机,产生到变速器的输入转矩,而与内燃机的输入转矩无关。电机可以通过车辆传动***将车辆动能转换为能够存储在电能存储装置中的电能。控制***监控各种来自车辆和操作者的各种输入,并且提供动力系的操作控制,包括控制变速器运行范围状态与换档,控制转矩发生装置,以及调整在电能存储装置和电机之间的功率互换,以控制变速器的输出,该输出包括转矩与转速。
如上所述,为了向输出元件提供转矩,混合动力系中的变速器通过传递与管理转矩而承担许多功能。为了满足所需要的特定功能,变速器在变速器的多个运行范围状态或限定出通过变速器传递的转矩的内部结构之间选择。公知的变速器利用运行范围状态,该运行范围状态包括固定档位状态或具有限定传动比的状态。例如,变速器能够利用四个顺次设置的固定档位状态,并且允许在四个档位状态之间选择,从而通过大范围的输出元件转速提供输出转矩。附加地或可替换地,公知的变速器允许连续可变的运行范围状态或模式状态(例如通过使用行星齿轮组允许),其中,为了调整由特定组输入提供的输出速度与输出转矩,由变速器提供的传动比可以跨一定范围变化。此外,变速器以空档状态工作,终止所有通过变速器传递的转矩。此外,变速器能够以倒档模式工作,接收用于正常向前运行的特定旋转方向的转矩,并且颠倒输出元件的旋转方向。通过不同运行范围状态的选择,变速器能够对给定输入提供一定范围的输出。
在混合动力***车辆中的上述装置的运行需要管理许多转矩支承轴或表示到上述发动机、电机以及传动***的连接的装置。来自发动机的输入转矩与来自电机的输入转矩可单独或共同施加,以提供输出转矩。然而,例如由于操作者踏板位置的变化或由于运行范围状态转换所引起的变速器所需输出转矩的变化必须平稳地处理。管理特别困难的是,对控制输入具有不同的反应时间的输入转矩同时作用于变速器。基于单个控制输入,不同装置可以在不同时刻改变各自的输入转矩,使得通过变速器作用的总转矩的突然改变增多。作用于变速器的各种输入转矩的突变或不协调变化会导致加速性能的明显变化或车辆的颠簸,这会不利的影响车辆的驾驶性能。
已知多种控制方案以及混合动力驱动***上述各种元件之间的操作连接,并且为了实现混合动力***的功能,控制***必须能够将上述各种元件与变速器接合与分离。公知的是,接合与分离在变速器中通过使用可选择性操作的离合器来完成。离合器是本领域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转矩差的管理。接合或锁定,分离或解锁,接合或锁定操作时的操作,以及分离或解锁操作时的操作都是必须管理的离合器状态,以使车辆正确平顺地运行。
公知的离合器有各种设计与控制方法。一种公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(例如,离合器片)而操作,当离合器片接合时,在彼此之间施加摩擦转矩。操作这种机械式离合器的一种控制方法包括使用液压控制***,该***使用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。如此地操作,离合器不以二元方式操作,而是能够具有从完全分离,到同步但不接合,到仅以最小夹紧力接合,到以某些最大夹紧力接合的接合状态范围。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作用转矩。通过调整夹紧力的各种离合器的控制允许锁定与解锁状态之间的转换,并且进一步允许管理锁定的变速器中的打滑。另外,通过液压管线作用的最大夹紧力还能随车辆运行状态改变,并且能基于控制策略调整。
已知不同步操作的离合器,设计成允许在锁定与解锁状态之间转换过程中存在一定程度的打滑。已知其他同步操作的离合器,设计成在将连接表面夹紧在一起之前匹配连接表面的转速或达到同步。本发明主要针对同步离合器。
当离合器连接表面想要达到同步和锁定时,只要施加到离合器的反作用转矩超过所施加的夹紧力产生的实际转矩容量,就会发生离合器的连接表面之间的打滑或相对旋转运动。变速器中的打滑导致变速器中的转矩控制的无意损失,导致由来自变速器的反向转矩的突然变化所产生的发动机转速控制与电机转速控制的损失,以及导致车辆加速度的突然变化,对驾驶性能产生不利影响。
变速器可借助于在输入与输出之间传递反作用转矩的单个离合器操作。变速器可借助于在输入与输出之间传递反作用转矩的多个离合器操作。运行范围状态的选择取决于离合器的选择性地接合,其中不同的容许组合导致不同的运行范围状态。
从一种运行范围状态至另一种运行范围状态的转换包括至少一个离合器状态的转换。从一个固定档位状态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空转或至少一个离合器保持接合的惯性转速阶段状态转换,并且随后加载第二离合器。输出转矩对在卸载之前连接至锁定且同步的离合器的传动***起作用,该输出转矩由于输入转矩与变速器中存在的缩减系数而通过变速器产生。在这种转矩传递状态中,如此配置的变速器在换档过程中称为处于转矩阶段(torque phase)。在转矩阶段中,车辆速度与车辆加速度是作用于车辆上的输出转矩与其他力的函数。卸载离合器将从先前锁定且同步的离合器去除所有输入转矩。结果,先前通过该离合器作用于输出转矩的任何推进力迅速降低至零。在一个典型结构中,在变速器同步第二离合器时,另一离合器保持接合并且将转矩传递至输出。在这种结构中,变速器处于惯性速度阶段。当要被加载的第二离合器被同步和加载时,变速器再次进入转矩阶段,其中车辆转速与车辆加速度是作用于车辆上的输出转矩与其他力的函数。当由于离合器卸载与加载而导致的输出转矩变化或中断成为变速器运行范围状态转换的正常部分时,对输出转矩的变化的有序管理降低了换档对驾驶性能的影响。
如上所述,变速器运行范围状态的变化包括切换离合器。在同步操作中,重要的是在连接表面夹紧在一起之前,对离合器连接表面的转速进行匹配。然而,发动机运行和输出转矩可能不会与需要特定输入速度变化的运行范围状态的变化相适应。众所周知,发动机优选地在一定的转速范围运行,并且在该范围之外的发动机试图运行,会引起发动机失速,带来与改变发动机设置和在非理想转速下运行有关的燃料经济性损失,以及对驾驶性能的不利影响。考虑与同步变速器操作有关的成本而进行变速器换档来控制动力系的方法将是有益的。
发明内容
一种动力系,包括机电变速器,其中所述机电变速器机械可操作地连接至内燃机和电机,所述电机适于选择性地将机械功率传递给输出元件。一种控制所述动力系的方法,包括:在包括期望操作范围的输出元件减速期间监测期望同步变速器换档;监测输出速度;预测通过期望同步变速器换档的输出减速度;基于由预测输出减速度和期望同步变速器换档输入引起的输入速度曲线来确定与期望同步变速器换档有关的惩罚成本,并且基于上述惩罚成本来执行所述同步变速器换档。
附图说明
参照附图,通过例子,现描述一个或多个实施例,其中:
图1为根据本发明的典型动力系的示意图,该动力系包括可操作地连接至发动机以及第一和第二电机的双模式、复合分离、机电混合动力变速器;
图2为根据本发明的典型分布式控制模块***的示意图;
图3为图示地描绘了根据本发明的典型混合动力系元件对转矩请求变化的反应时间;
图4示例了根据本发明的、尤其如图1和表1的典型实施例中描绘的典型混合动力系变速器的档位转换关系;
图5-7描绘了根据本发明的、一起完成典型变速器换档的典型过程;
图5为根据本发明的、与贯穿典型转换解锁状态的离合器相关联的转矩项的图示;
图6为根据本发明的、与贯穿典型转换锁定状态的离合器相关联的转矩项的图示;
图7为根据本发明的、描绘变速器典型惯性速度阶段的项的图示;
图8为根据本发明的、在实时控制信号上施加***约束,临时超控(Override)由控制信号设置的最大\最小值的情况的图示;
图9示出根据本发明的、控制与管理传动***中的转矩与功率流的典型控制***结构,该传动***具有多个转矩发生装置,并且控制***结构以可执行算法与标定形式存在于控制模块中;
图10为根据本发明的、举例说明换档执行中数据流的示意图,其更详细地描述图9中的控制***结构的更详细的典型执行;
图11图示根据本发明的、包括对计算各种动力系设置有益的功率损失项的典型的混合动力系结构;
图12图示根据本发明的、通过变速器换档的典型动力系操作,包括表示与通过换档以及在期望运行范围状态的动力系操作相关的成本项;
图13图示根据本发明的、两个不同减速过程以及在可能的换档过程中对NI的影响,其中一种减速过程为轻减速策略和另一种为猛烈减速策略;
图14图示根据本发明的、以列表形式的用于确定惯性转速阶段时间的典型二维查询表;
图15图示根据本发明的通过变速器换档的典型动力系操作,包括时间跨度相对于通过换档限定的成本的说明;
图16图示根据本发明的、通过额外变速器换档的典型动力系操作,包括时间跨度相对于通过换档限定的成本的说明;
图17图示根据本发明的、在获得的目标操作范围时的期望输入速度和可分配给可能的变速器换档的惩罚成本之间的典型关系;
图18示出了根据本发明的、用于确定与可能的目标运行范围状态有关的惩罚成本值的典型一维查询表的使用;和
图19示出了根据本发明的典型程序,籍此可以确定减速期间可能的运行范围状态的惩罚成本。
具体实施方式
现参照附图,其中的显示仅用于示例某些典型实施例,而不局限于此,图1与2描绘了典型机电混合动力系。图1描绘了根据本发明的典型机电混合动力系,其包括双模式、复合-分离、机电混合动力变速器10,该变速器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每个均产生能够传递给变速器10的功率。由发动机14及第一与第二电机56与72产生的,并且传递给变速器10的功率描述为输入转矩(在此分别称之为TI,TA,TB)和速度(在此分别称之为NI,NA,NB)。
典型的发动机14包括以几种状态选择性地操作的多缸内燃机,其经由输入轴12,将转矩传递给变速器10,并且其可以是点燃式或压燃式发动机。发动机14包括操作性地连接至变速器10的输入轴12的曲轴(未示出)。转速传感器11监控输入轴12的转速。由于将例如液压泵(未示出)和/或转矩控制装置(未示出)的转矩消耗元件布置在位于发动机14与变速器10之间的输入轴12上,包括转速与输出转矩的发动机14的功率输出可以不同于变速器10的输入速度NI与输入转矩TI。
典型的变速器10包括三组行星齿轮组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,C3 73以及C4 75。如在此使用的,离合器指任何类型的摩擦转矩传递装置,其包括例如,单个或复合片式离合器或离合器组,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(此后用‘TCM’表示)17控制,该液压控制电路可操作控制离合器状态。离合器C2 62与C4 75优选地包括使用液压的旋转摩擦离合器。离合器C1 70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固定(ground)至变速箱68。每个离合器C1 70,C2 62,C3 73以及C4 75均优选是液压应用的,经由液压控制电路42选择性地接收加压液压流体。
第一与第二电机56与72优选地包括三相AC电机以及各自的解析器80与82,每个电机均包括定子(未示出)与转子(未示出)。每个电机的电机定子固定至变速箱68的外部,并且包括定子铁心,该定子铁心具有从其中延伸出来的绕成线圈的电绕组。第一电机56的转子支撑于毂衬齿轮上,该齿轮经由第二行星齿轮组26操作地连接至轴60。第二电机72的转子固定地连接至套轴毂66。
每个解析器80与82优选地包括可变磁阻装置,该可变磁阻装置包括解析器定子(未示出)与解析器转子(未示出)。解析器80与82适当地定位,并且装配在第一与第二电机56与72中相应的一个上。各解析器80和82的定子操作地连接至第一与第二电机56与72的一个定子。解析器转子操作地连接至相应的第一与第二电机56与72的转子。每个解析器80与82信号地,并且操作地连接至变速器功率变换器控制模块(以下用‘TPIM’表示)19,并且各自传感与监控解析器转子相对于解析器定子的旋转位置,因此监控第一与第二电机56与72中相应的一个的旋转位置。此外,来自解析器80与82的信号输出被编译,以分别提供第一与第二电机56与72的转速,即,NA与NB。
变速器10包括输出元件64,例如,可操作地连接至车辆的传动***90的轴(未示出),以提供输出动力,例如,至车轮93(其中之一示于图1)。根据输出速度NO与输出转矩TO表征输出功率。变速器输出速度传感器84监控输出元件64的转速与旋转方向。每个车轮93优选地装配有适于监控轮速VSS-WHL的传感器94,传感器的输出由图B中描绘的分布式控制模块***的控制模块监控,以确定用于制动控制,牵引控制,以及车辆加速管理的车速,以及绝对与相对轮速。
来自发动机14及第一与第二电机56与72的输入转矩(分别为TI,TA,以及TB)作为从燃料或存储在电能存储装置(以下用‘ESD’表示)74中的电势进行能量转化的结果而产生。ESD 74经由DC传递导体27高压DC连接至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,在正常操作条件下,电流可以在ESD 74与TPIM 19之间流动。当接触器开关38断开,在ESD 74与TPIM 19之间的电流中断。响应于第一与第二电机56与72的转矩请求,TPIM 19通过传递导体29将电功率传递给第一电机56,并且从第一电机56获得电功率,TPIM 19同样地通过传递导体31将电功率传递给第二电机72,并且从第二电机72获得电功率,以实现输入转矩TA与TB。根据ESD 74是充电还是放电,电流传递给ESD 74或从ESD 74输出。
TPIM 19包括一对功率变换器(未示出)和各个电机控制模块(未示出),电机控制模块配置成接收转矩指令,并且据此控制变换器状态,用于提供电动机驱动或发电机功能,以满足指令的电机转矩TA与TB。功率变换器包括公知的互补三相功率电子装置,并且每个均包括多个绝缘栅双极晶体管(未示出),该绝缘栅双极晶体管通过高频率切换,将ESD 74的DC功率转换为AC功率,为相应的第一与第二电机56与72供电。绝缘栅双极晶体管形成配置成接收控制指令的开关式电源。每个三相电机的每一相均典型地存在一对绝缘栅双极晶体管。控制绝缘栅双极晶体管的状态,以提供电动机驱动机械动力发生或电力发电机功能。三相逆变器经由DC传递导体27接收或提供DC电力,并且将其转换为三相AC电力或从AC电力转换而来,该AC电力分别经由传递导体29与31传导给第一与第二电机56与72或从第一与第二电机56与72传导而来,以操作为电动机或发电机。
图2为分布式控制模块***的示意性结构图。以下描述的元件包括总车辆控制结构的子组,并且提供图1中描绘的典型动力系的协调***控制。分布式控制模块***综合相关信息与输入,并且执行算法控制各种执行机构,以实现控制目标,包括与燃料经济性,排放,性能,驾驶性能以及硬件(包含ESD 74的电池以及第一与第二电机56与72)保护相关的目标。分布式控制模块***包括发动机控制模块(以下用‘ECM’表示)23,TCM 17,电池组控制模块(以下用‘BPCM’表示)21,以及TPIM 19。混合动力控制模块(以下用‘HCP’表示)5提供ECM 23,TCM 17,BPCM 21与TPIM19的监督控制和协调。用户界面(‘UI’)13操作地连接至多个装置,通过该用户界面,车辆操作者控制或指挥机电混合动力系的操作。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’),以及车速巡航控制(未示出),操作者转矩请求由该加速踏板确定。变速器档位选择器114可以具有离散数量的操作者可选择位置,包括输出元件64的旋转方向,以获得前进与倒退方向之一。
前述控制模块经由局域网(以下称‘LAN’)总线6与其他控制模块、传感器、以及执行机构相通讯。LAN总线6允许各个控制模块之间的操作参数的状态与执行机构指令信号的结构化通讯。使用的特定通讯协议为专用的。LAN总线6与适当的协议用于上述控制模块与提供例如防抱死,牵引控制,以及车辆稳定性功能的其他模块之间的鲁棒通讯及多控制模块交接。多路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与完整性。单个控制模块之间的通讯还可以使用直接链路实现,例如串行***接口(‘SPI’)总线(未示出)。
HCP5提供动力系的监督控制,用于协调ECM23,TCM 17,TPIM 19,以及BPCM 21的操作。基于来自用户界面13以及动力系(包括ESD 74)的各种输入信号,HCP 5阐述各种指令,包括:操作者转矩请求(‘TO_REQ’),到传动***90的指令输出转矩(‘TCMD’),发动机输入转矩请求,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;以及第一与第二电机56与72的各自的转矩请求。TCM 17操作地连接至液压控制电路42,并且提供各种功能,其中包括监控各种压力传感装置(未示出),产生控制信号并将其传输给各种螺线管(未示出),从而控制包含在液压控制电路42中的压力开关与控制阀。
ECM 23操作地连接至发动机14,并且用于从发动机14的传感器与控制执行机构的多条离散线路(为了简化起见,以总的双向接口电缆35示出)中获取数据。ECM 23从HCP 5接收发动机输入转矩请求。ECM 2基于监控的发动机转速与负载及时3确定在该时间点处提供给变速器10的实际发动机输入转矩TI,输入转矩TI传送给HCP 5。ECM 23监控来自转速传感器11的输入,以确定输入轴12的发动机输入速度,发动机输入速度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,以确定其他发动机运行参数的状态,其中包括,例如,歧管压力,发动机冷却液温度,环境空气温度以及环境压力。可以例如由歧管压力,或可替换地,由监控加速踏板113的操作者输入而确定发动机负载。ECM 23产生并传输指令信号,以控制发动机执行机构,包括,例如,燃料喷射器,点火模块,以及节气门控制模块,这些均未示出。
TCM 17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,以确定变速器操作参数的状态。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至HCP 5的输入包括每个离合器,即,C1 70,C2 62,C3 73,以及C4 75的估算离合器转矩以及输出元件64的输出速度NO。为了实现控制目的,可使用其他执行机构与传感器将附加信息从TCM 17提供给HCP 5。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螺线管(未示出)和液压控制电路42的切换螺线管(未示出),以选择性地致动各种离合器C1 70,C2 62,C3 73,以及C4 75,从而实现如下文所述的各种变速器运行范围状态。
BPCM 21信号地连接至传感器(未示出),以监控ESD 74,包括电流与电压参数的状态,以将表示ESD 74的电池的参数状态的信息提供给HCP 5。电池的参数状态优选地包括电池荷电状态,电池电压,电池温度,以及可用电池功率(称之为PBAT_MIN至PBAT_MAX的范围)。
每个控制模块ECM 23,TCM 17,TPIM 19与BPCM 21优选地为通用数字计算机,其包括:微处理器或中央处理单元;存储介质,其包括只读存储器(‘ROM’),随机存取存储器(‘RAM’),电可编程只读存储器(‘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’);以及合适的信号调节与缓冲电路。每个控制模块均具有一套控制算法,包括常驻程序指令和标定,常驻程序指令和标定存储在存储介质之一中,并且被执行以提供每个计算机的各自功能。控制模块之间的信息传递优选地使用LAN总线6与SPI总线实现。在预设循环过程中执行控制算法,以使得每个算法在每个循环中执行至少一次。存储在非易失存储装置中的算法由中央处理单元之一执行,以监控来自传感装置的输入,并且执行控制与诊断程序,以使用预设标定控制执行机构的运行。以规则间隔执行循环,例如在动力系的实时运行过程中每隔3.125,6.25,12.5,25以及100毫秒执行。可替换地,响应于事件的发生而执行算法。
典型的动力系选择性地以几种运行范围状态之一运行,这些运行范围状态可根据发动机状态与变速器状态描述,其中发动机状态包括发动机运行状态(‘ON’)与发动机停机状态(‘OFF’)之一,变速器状态包括多个固定档位与连续可变操作模式,以下参照表1描述。表1
表中描述了每个变速器运行范围状态并且表示对于每一运行范围状态而言应用了哪些特定离合器C1 70,C2 62,C3 73以及C4 75。第一连续可变模式,即EVT模式I,或者MI,通过仅应用离合器C1 70而选择,以“固定”第三行星齿轮组28的外部齿轮元件。发动机状态可以为ON(‘MI_Eng_On’)或者OFF(‘MI_Eng_Off’)之一。第二连续变化模式,即EVT模式2,或者M2,通过仅应用离合器C2 62而选择,以将轴60连接至第三行星齿轮组28的行星架。发动机状态可以为ON(‘M2_Eng_On’)或者OFF(‘M2_Eng_Off’)之一。为了描述起见,当发动机状态为OFF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。固定档位操作提供变速器10的输入-输出速度的固定比率操作,即NI/NO。通过应用离合器C1 70和C4 75而选择第一固定档位操作(‘G1’)。通过应用离合器C1 70和C2 62而选择第二固定档位操作(‘G2’)。通过应用离合器C2 62和C4 75而选择第三固定档位操作(‘G3’)。通过应用离合器C2 62和C3 73而选择第四固定档位操作(‘G4’)。由于行星齿轮24,26及28中的传动比降低,输入-输出速度的固定比率操作随着固定档位操作的增加而增加。第一与第二电机56与72的转速NA和NB分别取决于由离合器限定出的机构的内部旋转,并且与输入轴12处测量的输入速度成比例。
响应于通过用户界面13获取的经由加速踏板113与制动踏板112的操作者输入,HCP 5及一个或更多其他控制模块确定指令输出转矩TCMD,TCMD旨在满足操作者转矩请求TO_REQ,其将在输出元件64处执行,并且传递给传动***90。最终的车辆加速度受其他因素影响,包括,例如,道路负载,道路坡度,以及车辆重量。基于动力系的各种工作特性,确定变速器10的运行范围状态。这包括操作者转矩请求,如前所述通过加速踏板113与制动踏板112传递给用户界面13。运行范围状态能够基于由指令产生的动力系转矩需求判定,以便以电能发生模式或转矩发生模式操作第一与第二电机56与72。运行范围状态可以由优化算法或程序确定,例如在HCP 5的混合动力战略控制模块中初始化,HCP 5基于操作者功率需求,电池荷电状态,以及发动机14及第一与第二电机56与72的能量效率确定最优***效率。控制***基于执行优化程序的结果而控制发动机14及第一与第二电机56与72的转矩输入,并且因此优化***效率,以管理燃料经济性与电池充电。而且,可以基于元件或***的故障确定操作。HCP 5监控转矩发生装置,并且确定变速器10达到期望输出转矩以满足操作者转矩请求所需的的功率输出。正如从以上描述中显而易见的,ESD 74及第一与第二电机56与72电力地操作地连接,以用于它们之间的功率流。而且,发动机14,第一与第二电机56与72,以及机电变速器10机械地操作地连接,以在它们之间传递功率,从而产生至输出元件64的功率流。
如上所述,为了保持驾驶性而管理输出转矩在控制混合动力系中优先。通过变速器作用的任何响应于输出转矩请求变化的转矩变化均导致车辆推进力的变化以及车辆加速度的变化。转矩请求的变化可以来自于操作者输入,例如与操作者转矩请求相关的踏板位置;车辆自动控制变化,例如巡航控制或其他控制策略;或响应于环境状况的发动机变化,例如车辆经历上坡或下坡。通过控制经混合动力系中的变速器传递的各种输入转矩的变化,可以控制与最小化车辆加速度的突变,从而降低对驾驶性的不利影响。
正如本领域技术人员公知的,任何控制***均包括反应时间。动力系工作点的变化,包括实现期望车辆操作所需的动力系的各种元件的转速与转矩,由控制信号的变化驱动。这些控制信号变化作用于动力系的各种元件,并且根据它们各自的反应时间在每个中产生反应。作用于混合动力系,显示新的转矩请求的控制信号的任意变化(例如,如由操作者转矩请求的变化驱动的,或执行变速器换档所要求的)在每个受影响的转矩发生装置中产生反应,从而执行相应输入转矩的需要变化。由发动机提供的输入转矩的变化受到发动机转矩请求的控制,发动机转矩请求设置了由发动机产生的转矩,例如经由ECM控制。发动机对于发动机转矩请求变化的反应时间受到本领域中公知的许多因素的影响,并且发动机操作变化的具体情况主要取决于使用的发动机的具体情况以及使用的燃烧模式。在很多情况中,发动机对转矩请求变化的反应时间将是混合动力驱动***的元件中最长的反应时间。对电机于转矩请求变化的反应时间包括激活任意必须的开关、继电器、或其他控制元件的时间以及借助于施加的电功率的变化为电机供电或断电的时间。
图3图示地描绘了根据本发明的典型混合动力系元件对转矩请求变化的反应时间。示例了包括发动机及两个电机的典型混合动力***的元件。图示了转矩请求及由每个转矩发生装置产生的输入转矩的得到的变化。如上所述,数据示出了电机快速响应于转矩请求的变化,然而,发动机较慢地跟随转矩请求的变化。
公开了一种方法,其中,为了基本上实现输入转矩的同时变化,利用混合动力系中发动机与电机的反应时间并行控制提前实时转矩请求及实时转矩请求,其中,提前实时转矩请求控制发动机,实时转矩请求控制电机,转矩请求由相应反应时间协调。
如上所述,因为已知来自发动机的输入转矩的变化比来自电机的输入转矩的变化具有一贯更长的反应时间,所以公开的方法中的典型实施例可以实现发动机与电机的转矩请求的变化,如上所述并行作用,包括对更快的反应装置(电机)的提前期。该提前期可以通过建模或足以准确预测发动机与电机操作的其他技术而试验地、经验地、预测地得到,并且提前期的量可以根据不同的发动机设置、状态、操作和范围及车辆状态而被相同的混合动力系使用。根据本发明,与测试数据或装置反应时间的估算值一起使用的,计算提前期的典型方程包括以下内容。TLead=TLead Reaction-TImmediate Reaction [1]TLead等于用于此处描述的方法中的提前期。该方程假定使用两个转矩产生装置。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。如果使用不同***,包括例如具有长提前期的发动机,具有中间提前期的第一电机,以及具有短提前期的第二电机,则比较所有转矩发生装置而得到提前期。在该典型***中,如果包括全部三个转矩发生装置,将利用两个提前期(发动机与每个电机相比得到一个)来同步每个装置中的反应。同一***在不同时间可以在发动机停机情况下工作,并且与变速器分离,包括第一电机与第二电机的提前期将用于同步两个电机的反应。以这种方式,协调可以得到的各种转矩发生装置之间的反应时间可以得到提前期。
为了响应于操作者转矩请求的变化而基本上实现输入转矩的同时变化,使用提前期实现对不同转矩发生装置的并行转矩请求的典型方法包括:基本上实时地发出发动机转矩实时请求的变化,在发动机中开始新的发动机输出转矩的变化。为了提供变速器为推进车辆而需要的总输入转矩的一部分,该新的发动机输出转矩与电动机操作状态一起仍由HCP控制。如上所述考虑发动机与电机之间反应时间的不同,从发动机转矩实时请求改变的点开始,提前期就到期。在提前期之后,为了实现操作者转矩请求的一部分,执行由HCP控制的已发出给电机的转矩请求的变化,并且电机改变电机操作状态,且如上所述,发动机与电机提供的输入转矩的变化基本上同时改变。
如在以上公开的方法中描述的,发动机实时转矩请求和对电机转矩的转矩请求并行使用,以便控制对反应操作者转矩请求变化具有不同反应时间的不同转矩发生装置。操作者转矩请求变化可以包括在特定变速器运行范围状态内的期望输出转矩的简单变化,或操作者转矩请求变化可能需要与变速器在不同运行范围状态之间换档结合。与变速器换档结合的操作者转矩请求变化比包含在单个运行范围状态中的变化更复杂,因为如上所述为了在不发生打滑的情况下从第一离合器开始向先前未应用的第二离合器施加转矩,必须管理各种混合动力系元件的转矩与轴速。
变速器的换档,例如图1的典型变速器,通常包括卸载第一离合器,通过惯性速度阶段状态的过渡,并且随后加载第二离合器。在仅利用发动机的传统动力车辆的变速器中,变速器中从一个固定档位向另一个固定档位的变化通常包括:卸载第一离合器;允许车辆瞬时滑行;和后加载第二离合器。然而,如结合图1及表1在上文描述的,动力系变速器中的离合器通常成对或成组应用,变速器中的换档可以包括仅卸载应用的离合器中的一个,并且随后加载另一个离合器,同时在所述换档过程中保持第三离合器的接合。图4示例了根据本发明的,尤其如图1与表1中描绘的典型实施例的典型混合动力系变速器的档位转换关系。NI相对于NO绘出。在任意固定档位状态,NO均沿所述固定档位曲线由相应的NI确定。EVT模式I或EVT模式2操作可以在曲线上示出的各个区域发生,其中采用连续可变传动比以根据固定输入速度提供动力。如图1的典型实施例中描绘的,离合器C1-C4的状态在表1中描述出。例如,以第二固定档位状态操作需要应用或加载离合器C1与C2,并且不应用或不加载C3与C4。虽然图4描绘了在图1示例的典型动力系中的可能档位转换,但是本领域技术人员应该知道的是,这种档位转换的描述对于任意混合动力系的变速器均是可能的,并且本发明并不旨在被限于此处描述的特定实施例。
图4可以描绘如上所述的处于固定档位状态或EVT模式的典型***的工作,并且可以用于描述各种变速器运行范围状态之间的档位转换。曲线上的区域或线描绘通过转换的运行范围状态的操作。例如,在EVT模式区域中的固定档位状态之间的转换需要在固定档位状态之间以EVT模式瞬时操作。同样,从EVT模式I至EVT模式2的转换需要通过位于两个模式之间的边界处的第二固定档位状态过渡。
根据图1与4及表1,进一步描述了从第三固定档位状态至第四固定档位状态的典型变速器换档。参照图4,起始与优选运行范围状态同时存在于EVT模式2的区域中。因此,从第三档位状态至第四档位状态的转换需要首先从第三固定档位状态换档至EVT模式2,以及随后从EVT模式2换档至第四固定档位状态。参照表1,混合动力系变速器,起始于第三固定档位状态,将应用离合器C2与C4。表1进一步描述了以EVT模式2的工作,第一换档的目标,包括应用离合器C2。因此,从第三固定档位至EVT模式2的换档需要离合器C4从应用状态转变为未应用状态而离合器C2保持应该。此外,表1描述了以第四固定档位模式的工作,第二换档的目标,其中应用离合器C2与C3。因此,从EVT模式2换档至第四固定档位状态需要应用与加载离合器C3,并且需要离合器C2保持应用。因此,通过典型换档转换离合器C4与C3,同时在整个换档过程中,离合器C2保持应用,并且将转矩传递给传动***。
使用在此公开的方法,通过基于各种元件的反应时间来协调各种转矩发生装置的信号指令,可以调整变速器换档过程中输入转矩的变化,从而降低对驾驶性的负面效果。如上所述,许多变速器换档可以分解为三个阶段:第一转矩阶段,在该阶段中,最初应用的离合器从转矩支承、锁定以及同步的离合器状态变化至解锁以及不同步的离合器状态;惯性速度阶段,在该阶段中,受影响的离合器解锁并且处于过渡状态;以及第二转矩阶段,在该阶段中,先前没有应用的第二离合器从解锁以及不同步的离合器状态变化至转矩支承、锁定以及同步的离合器状态。如以上提及的,在整个同步变速器换档过程中最好避免离合器打滑,从而避免对驾驶性产生不利效果,并且当通过离合器施加的反作用转矩超出了离合器的实际转矩容量时会产生离合器打滑。因此,在变速器换档过程中,必须相对于当前应用的离合器的实际转矩容量管理输入转矩,从而使得变速器换档可以在不发生打滑的情况下完成。
虽然在离合器的转矩容量保持多于反作用转矩的情况下,一种过程可用于按次序执行离合器加载或卸载的必要步骤,但解锁转换过程中包含的时间对于驾驶性也很重要。因此,并行进行相关转矩请求与离合器容量指令同时防止打滑是有利的。这种旨在实现与变速器换档相关联的离合器状态变化的控制变化的并行执行优选地发生在尽可能短的时间跨度内。因此,参与变速器换档的离合器的转矩容量与发动机与电机两者的转矩请求的协调对于通过变速器换档保持驾驶性也很重要,如以上实施例所描述的。图5-7描绘了根据本发明的,一起完成典型变速器换档的典型过程。
图5为根据本发明的、在典型过渡解锁状态中与离合器相关联的转矩项的图示。该图左端处示出的线描绘了处于锁定状态的离合器操作。该图示出了离合器控制***的离合器指令转矩与引起的估算转矩容量。由指令转矩引起的在离合器中的离合器转矩容量由于很多因素引起,包括可获得的夹紧压力、离合器的设计与条件因素以及针对离合器控制***中变化的离合器反应时间。如该图的起始锁定区域中的典型数据所示例的,已知针对一个锁定离合器命令多于离合器容量的转矩,并且允许影响离合器的其他因素确定得到的离合器容量。同样,在描绘了处于锁定状态的离合器操作的左端,描绘了由发动机或电机转矩的输入转矩引起的作用在离合器上的估算反作用转矩。在标有“初始解锁状态”的时间处,已经确定需要将离合器从锁定转换至解锁状态的离合器控制***或TCM中的逻辑,将指令转矩变为低于转矩容量但仍高于当前作用于离合器的反作用转矩的某一水平。在该点,离合器控制***中的机构,例如典型液压离合器控制***中的可变压力控制螺线管,改变设置以调整离合器中的夹紧力。结果,离合器转矩容量开始根据作用于离合器夹紧力的变化而变化。如上所述,离合器经过反应时间对指令转矩的变化起反应,并且特定离合器的反应时间将取决于应用的具体情况。在图5的典型曲线中,转矩容量对指令转矩的减少起反应,并且开始相应减少。
如以上提及的,在相同的解锁状态过程中,由输入转矩与电机转矩产生的反作用转矩必须也从离合器卸载。如果贯穿解锁状态,反作用转矩均不保持在转矩容量之下,则产生不必要的打滑。在解锁状态初始时,在图5中基本相同的点处,转矩容量减小以启动解锁状态,为了实现每个按一定斜率下降到零,对来自发动机与电机的输入转矩启动并施加限制。如在此公开的方法以及上述典型实施例中描述的,对包括发动机转矩实时请求以及实时转矩请求的限制的变化在协调过程中执行,从而实现对于各种转矩提供装置的反应时间标定的提前期,以使得来自装置的最终结果的输入转矩基本上同时减少。图5示例了通过向转矩请求施加限制而实现该转矩请求的协调变化的方法,其中向转矩请求施加的限制为约束发动机转矩实时请求的离合器反作用转矩提前实时最小值与最大值,以及约束电机转矩请求的离合器反作用转矩实时最小值与最大值的形式。这些最大反作用转矩值表示允许从每个转矩提供装置获得指令的最大转矩:实际发动机转矩实时请求与实际实时转矩请求可以小于最大反作用转矩值,但当最大值减小时,实际转矩请求值也将最终减小。来自发动机与电机的输入转矩一起提供(每个均高达限定出的最大值)全部输入转矩的某些部分,以及每个部分受到HCP的控制。作为标定提前期的结果,离合器反作用转矩提前实时最小值与最大值以及离合器反作用转矩实时最小值与最大值均在基本上相同的时间减少对离合器作用的反作用转矩,导致如图5中示例的实际离合器反作用转矩的减少。本领域技术人员应该知道的是,将还需要其他安全装置以确保在整个解锁过程中,转矩容量保持多于反作用转矩。设想过许多这种方法,图5描绘了可能使用的一套典型项目。例如,标定补偿项可以用于确保设置离合器容量的指令保持多于实际离合器反作用转矩,直至实际转矩低至某一阈值之下。用于该目的的典型阈值在图5中作为反作用转矩的标定阈值而限定出。将该转矩容量请求保持高于实际离合器反作用转矩,并且记住所有装置均包括对请求变化的反应时间,包括离合器夹紧机构,响应于离合器指令变化的转矩容量变化的延迟结合该补偿项将使转矩容量保持多于实际离合器反作用转矩。此外,另一阈值,用于转矩估算的标定的阈值,可以用于定义转矩阶段的结束。例如,如果离合器转矩容量的估算值,如由对离合器操作建模的算法确定的,在标定的时间段内停留在该阈值之下,那么可以确定离合器处于解锁状态。
图6为根据本发明的、在典型过渡锁定状态中与离合器相关联的转矩项的图示。如上所述,在许多变速器换档过程中,同步并锁定第二离合器,并且转矩作用到所述离合器。该图左端示出的线描绘了处于解锁状态的离合器操作。锁定状态的启动需要一系列对将离合器从解锁状态转换至锁定状态而言是必须的次级指令。如上文关于变速器换档中的第二转矩阶段的转换描述的那样,必须同步离合器,其中该离合器包括连接至即将接合的转矩提供轴的轴以及连接至输出元件的轴。一旦连接至这些轴的离合器连接表面减小,并且以相同的转速运动,则开始对离合器施加夹紧力,以将离合器带入锁定状态,并且开始增加离合器的转矩容量。如上所述,关于在转矩阶段过程中避免打滑,必须在可以增加对离合器的反作用转矩之前增加离合器容量。为了允许尽可能快地作用由离合器的反作用转矩产生的输入转矩,可以提前指令离合器容量增加,以实现离合器容量的初始增加与离合器达到锁定状态同时发生。考虑了此公开方法中利用提前期的反应时间,然后以短延迟及时对反作用转矩发出指令,以随后增加离合器转矩容量。在如图5描绘的施加于转矩请求的限制的反方向作用,该方法的典型实施例向转矩请求施加限制,根据选择的避免打滑的标定斜变率(ramp rate)向发动机与电机发送该转矩请求。如图6中描绘的,作为约束电机转矩请求的离合器反作用转矩实时最小值与最大值在从增加作为约束发动机转矩请求的离合器反作用转矩提前实时最小值与最大值开始标定提前期之后增加。根据此处公开的方法,通过使用提前期,来自发动机与电机的输入转矩的增加基本上同时增加了施加到离合器的反作用转矩。由于对转矩发生装置的限制根据作用于每个限制的标定斜变率提升,HCP可以命令发动机与电机实现离合器要求的反作用转矩的一部分,直至各自的最大值。以这种方式,协调发动机与电机的转矩请求,以补偿反应时间,从而贯穿换档过程,基本上同时增加来自发动机与电机的输入转矩。
用于以上典型变速器换档中的标定斜变率为选定值,其将输入转矩值快速调节至所需的范围,但又停留在离合器转矩容量之下,以避免打滑。斜变率可以通过建模或其他足以准确预测发动机与电机运行的技术而试验地、经验地、预测地得到,并且相同的混合动力系可以根据不同的发动机设置、状态、操作范围及启动离合器转矩容量的控制***状态而使用多个斜变率。用于在解锁过程中减少输入转矩的斜变率可以但不必须是在锁定过程中用于增加输入转矩的斜变率的相反值。同样的,用于协调输入转矩的提前期可以但不必须是与两个变速器转换状态中使用的相同时间宽度值,并且可以根据车辆及其元件的特定行为而改变。
如上所述,在变速器换档过程中,例如,在如上述典型变速器中限定出的两个固定档位状态之间,变速器经过第一转矩阶段与第二转矩阶段之间的惯性速度阶段。在该惯性速度阶段中,最初应用的离合器与将要应用的离合器均处于解锁状态,并且输入开始以在变成不同步之前经与第一离合器共用的转速旋转。为了在第二转矩阶段将要应用和加载的第二离合器中实现同步,连接至第二离合器的输入必须改变NI,以便以某一新的传动比匹配通过变速器连接的传动***。本领域中已知有许多完成该同步的方法。然而,在混合动力系变速器的换档中,换档通常经过至少一个离合器还在应用而另一个离合器处于惯性速度阶段的范围操作状态。这意味着,各种转矩发生装置所需的使得第二离合器的输入速度与输出速度同步的变化,还会通过还在应用的离合器在惯性速度阶段影响车辆性能。因此,这里所述的利用提前期来实现对于输入转矩基本上同步变化的方法对驾驶性能还有额外的好处,并可在整个惯性速度阶段继续使用。
图7图示地描绘了根据本发明的,贯穿变速器换档的惯性速度阶段,实现该同步的典型方法。变速器换档对描述换档过程的两项的影响图示在具有公共时间量程的两部分中。顶部描绘了通过第一初始应用的离合器初始连接的NI。上部虚线表示在换档开始之前,第一离合器处于锁定状态时NI的转速曲线。底部虚线表示为了将输入速度与第二离合器的输出速度同步必须实现的NI的转速曲线。两条虚线之间的过渡表示为了实现换档必须发生的输入速度的变化。图7的底部描绘了输入加速度(NI_DOT),或NI相对于时间的导数。在该情况下,NI_DOT描述为通过电机,以相对快速反应时间驱动的实时输入加速度曲线或加速度曲线,并且该项紧随实际的NI_DOT。实时输入加速度曲线显示为了将NI从在与第一离合器同步状态下的初始NI转换为与第二离合器同步状态下的目标输入速度而必须实现的速度变化率。初始水平部分描绘出了加速度,输入速度在换档初始之前以该加速度增加,并且该恒定值反映了图7顶部的左部中的输入速度的斜率。在换档初始时,基于例如踏板位置的操作者输入及包括确定优选运行范围状态的变速器控制***中的算法,确定实现同步所需的目标输入速度和实现换档所需的目标输入加速度曲线。计算以在换档结束后维持目标加速度变化率的输入加速度变化率,可称为预测输入加速度提前,并描述完成惯性速度阶段之后必须存在的NI_DOT。实时输入加速度提前是由考虑操作者需求转矩、待切换到的优选操作范围以及其他相关变量的算法来预测。因为,如图7上部所示,为了完成换档,NI必须通过惯性速度阶段变化,并且因为NI_DOT表示NI的变化率,在惯性速度阶段中受控制的装置的NI_DOT必须反映惯性速度阶段中实现的输入速度变化。图7所示的典型数据中,其中需要减少输入速度以实现变速器换档,装置的NI_DOT必须变成为代表NI变化的负值。一旦NI已经降低到允许转换到输入速度和输出速度同步的目标输入速度,就改变NI_DOT以与预测输入加速度提前相匹配。这样,在惯性速度阶段中,可控制NI和NI_DOT与实现平稳变速器换档所必需的目标输入速度和目标输入加速度相匹配。
如上所述,混合动力系变速器的变速器换档需要在运行范围状态之间切换,其中在至少一个离合器仍在应用并且从转矩发生装置向传动系传递转矩时,如上所述必须完成惯性速度阶段。由各种转矩发生装置的转矩请求驱动的输入扭矩的变化,在整个惯性速度阶段,必须都实现所需的NI和NI_DOT变化,并且保持驾驶性能。因此,为了实现输入扭矩基本上同步的变化,可在整个惯性速度阶段中使用这里描述的利用提前期来实现输入转矩基本上同步地变化的典型方法,从而实现对于各种转矩产生装置的转矩请求变化。图7示出了协调转矩发生装置的反应时间,以及为了提高变速器换档过程中的操作性能而针对所述反应时间差标定的提前期。如上所述,转矩发生装置中,发动机包括更长的反应时间。为了尽快地调整NI和NI_DOT以获得用于换档的目标转速和加速度值,通过算法来预测实时输入加速度提前。该实时输入加速度提前包括发动机对转矩请求变化的反应时间,并且描述了可完成以达到所述目标值的提前装置中NI和NI_DOT的最快速变化。NI的快速变化必须包括上述发动机转矩请求变化的反应时间和发动机通过实时输入加速度提前加速或减速将花费的时间。如图7所示,在期望待定换档时,实时输入加速度提前在期望惯性速度阶段时可以启动对发动机的必要命令,由于相对较长的发动机反应时间,所引起的发动机的输入转矩直到后来才开始减少。一旦确定了实时输入加速度提前,在实时输入加速度之后提前期(如上所述标定为反应时间)后,实时输入加速度就可被用来控制电机,使其在与来自发动机的响应基本上同步的时间与NI和NI_DOT的变化相匹配。这样,发动机和电机就会基本上同步地影响目标输入速度和目标加速度。
上述方法描述了这样的情况,其中,变速器是借助于接合的离合器以及从至少一个输入扭矩到输出转矩或在转矩发生装置之间施加的转矩来操作的。然而,已知有空档运行范围状态,其中所有的离合器被解锁并且没有经变速器施加的转矩。本领域的普通技术人员可以理解,由于各种原因,在空档时发动机或电机可以设置为怠速或处于运行状态,并且附着于转动装置的变速器部分可继续旋转。在这样的空档状态时,变速器的所述部分可对该旋转装置施加小的阻力并且可迅速加速到高转速。所述变速器部分的高速转会引起各种问题,包括噪音和振动问题、旋转部件的损坏,或者如果随后通过离合器接合,存储动能的所述旋转部件,会引起变速器明显的抖动。为了保持对动力系的各个部分的转矩和转速的控制,监测动力系各个部分并向转矩发生装置发出提前和实时控制信号的上述方法,可用于空档状态以监测各种部件的转速,所述各种部件的速度被监测或预测作为预测离合器打滑加速度提前,并通过在作为实时离合器打滑加速度提前的提前控制信号以及作为实时离合器打滑加速度的实时控制信号内对离合器打滑加速度施加限制来监测或预测。通过这样的操作,控制该动力系经过空档状态,从而保持变速器各部分的转速在优选范围内。
以上方法描述了作为正值比较的转矩管理过程。本领域技术人员应该知道的是,离合器转矩以正和负转矩描述,表示以一个旋转方向或另一旋转方向施加的转矩。上述方法可以用于正或负转矩应用中,其中,转矩的大小以这种方式调整,使得施加的反作用转矩的大小不超出特定离合器的转矩容量的大小。图8示出了对于最小和最大反作用转矩值的一个必然结果。图8图示地示例了一种情况,其中,已经贯穿惯性速度阶段为发动机控制确定了实时输入加速度提前,并且此外,已经贯穿惯性速度阶段为电机控制确定了实时输入加速度曲线。在惯性速度阶段发动机发生负NI_DOT或减速的情况下,这种情况在发动机仅仅允许通过发动机中的内部摩擦与泵力减速的情况下最常见。然而,当电机减速时,这种情况最常见地以仍供电或相反地以再生模式操作的电机实现。因为电机仍运行在***控制之下,并且与其他的车辆***相联系,所以电机仍受到***约束,例如,可以驱动电机的电池功率。图8以最小输入加速度约束施加这种***约束。在这种约束干涉实时输入加速度时,电机控制***中的算法修正实时输入加速度,以适应于约束。一旦约束不再限制在实时输入加速度中的电机操作,算法用于恢复NI_DOT,以实现NI的期望变化。
图9示出了用于控制与管理动力***中的转矩与功率流,并且以可执行算法与标定的形式存在于以上提及的控制模块中的控制***结构,该动力***具有多个转矩发生装置,以下参照图1与2中示出的混合动力***描述。控制***结构可以用于具有多个转矩发生装置的任意动力***,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***,以及非混合动力***。
图9中的控制***结构描绘了通过控制模块的相关信号流。在运行中,监控加速踏板113与制动踏板112的操作者输入,以确定操作者转矩请求(‘TO_REQ’)。监控发动机14与变速器10的运行,以确定输入速度(‘NI’)以及输出速度(‘NO’)。战略优化控制方案(‘战略控制’)310基于输出速度与操作者转矩请求确定优选输入速度(‘NI_DES’)以及优选发动机状态与变速器运行范围状态(‘混合动力范围状态Des’),并且基于混合动力系的其他工作参数优化,包括电池功率限制与发动机14,变速器10,以及第一与第二电机56与72的响应限制。战略优化控制方案310优选地通过HCP 5在每100ms循环与每25ms循环过程中执行。
战略优化控制方案310的输出用于换档执行与发动机起动/停止控制方案(‘换档执行与发动机起动/停止’)320,以控制包括改变运行范围状态的变速器操作的变化(‘变速器指令’)。这其中包括如果优选运行范围状态不同于当前运行范围状态,通过命令一个或多个离合器C1 70,C2 62,C3 73,以及C4 75的应用中的变化及其他变速器指令,指令执行运行范围状态变化。可以确定当前运行范围状态(‘混合动力范围状态实际值’)与输入速度曲线(‘NI_PROF’)。输入速度曲线为即将到来的输入速度的估值,并且优选地包括标量参数值,该值为用于即将到来的循环的目标输入速度。在变速器运行范围状态的转换过程中,发动机操作指令与操作者转矩请求均基于输入速度曲线。
战术控制方案(‘战术控制与操作’)330在一个控制循环中反复执行,以基于输出速度,输入速度,操作者转矩请求以及变速器的当前运行范围状态确定用于操作发动机的发动机指令(‘发动机指令’),包括从发动机14至变速器10的优选输入转矩。发动机指令还包括发动机状态,该发动机状态包括全缸工作状态以及停缸工作状态之一,其中,停缸工作状态为一部分发动机汽缸停用并且不提供燃料,发动机状态包括燃料供给状态与燃料切断状态。
每个离合器的离合器转矩(‘TCL’)均在TCM 17中估算,包括当前应用的离合器与未应用的离合器,并且在ECM 23中确定与输入元件12发生作用的当前发动机输入转矩(‘TI’)。执行电机转矩控制方案(‘输出与电机转矩确定’)340,以确定来自动力系的优选输出转矩(‘TO_CMD’),其包括在该实施例中用于控制第一与第二电机56与72的转矩指令(‘TA’,‘TB’)。优选输出转矩是基于每个离合器的估算离合器转矩,来自发动机14的当前输入转矩,当前运行范围状态,输入速度,操作者转矩请求,以及输入速度曲线。第一与第二电机56与72通过TPIM 19基于优选输出转矩控制,以满足优选电机转矩指令。电机转矩控制方案340包括算法代码,其在6.25ms与12.5ms循环过程中规则执行,以确定优选电机转矩指令。
图10为根据本发明的示例贯穿换档执行过程的数据流的示意图,更详细地描述例如图9中的控制***结构的更详细的典型执行。图示了动力系控制***400,其包括几个混合动力驱动元件,包括发动机410,电机420,以及液压离合器430。示例了控制模块战略控制模块310,换档执行模块450,离合器容量控制模块460,战术控制与操作模块330,输出与电机转矩确定模块340,以及离合器控制模块490,处理信息并且向发动机410,电机420,以及液压离合器430发送控制指令。这些控制模块可以物理分隔,并且以许多不同的控制装置集合在一起,或在单个物理控制装置中整体完成。模块310,战略控制模块,确定如图9中描述的优选动力系工作点与优选运行范围状态。模块450,换档执行模块,接收来自战略控制模块310及关于换档起始的其他源的输入。模块450处理关于当前施加到离合器的反作用转矩与将要转换至的优选运行范围状态的输入。模块450随后使用算法,确定换档执行的参数,包括描述转矩提供装置需要的输入转矩的平衡的混合动力范围状态参数,详细描述关于执行转换至优选运行范围状态需要的目标输入速度与预测输入加速度提前,如前所述的实时输入加速度提前,以及如前所述的离合器反作用转矩提前实时最小值与最大值及离合器反作用转矩实时最小值与最大值。离合器反作用转矩参数与混合动力范围状态信息从模块450供应给离合器容量控制模块460,提前控制参数与信号供应给战术控制与操作模块330,并且实时控制参数与信号供应给输出与电机转矩确定模块340。离合器容量控制模块460处理反作用转矩及混合动力范围状态信息,并且发生描述离合器反作用转矩限制的逻辑,其使得根据在此描述的方法,通过模块330控制发动机,通过模块340控制电机,以及通过模块490控制离合器。战术控制与操作模块330包括发送转矩请求,并且在由发动机410供应的输入转矩上执行限制以及馈送的装置此外,描述从发动机供应给模块340的输入转矩,用于电机420控制。输出与电机转矩确定模块340同样地接收与处理信息,以向电机420发送电机转矩请求。此外,模块340产生用于离合器控制模块490使用的离合器反作用转矩指令。为了实现操作变速器所需的要求离合器转矩容量,模块490处理来自模块460与340的信息,并且发送液压指令。该数据流的特定实施例示例了一个可能的典型过程,通过该过程,可以根据此处公开的方法控制车辆的转矩发生装置及相关离合器。本领域技术人员应该知道的是,可以改变使用的特定过程,并且本发明并不旨在限制于此处描述的特定典型实施例。
动力系的控制,例如图1和图2所示的典型混合动力系,需要许多可变控制参数的选择和平衡。图11示出了根据本发明的典型混合动力系结构,其包括对计算各种动力系设置有益的功率损失项。第一功率流路径从燃料存储***9开始,燃料存储***9将燃料功率(‘PFUEL’)传递给发动机14,该发动机将输入功率(‘PI’)传递给变速器10。第一功率流路径中的功率损失包括发动机功率损失(‘PLOSS ENG’)。第二功率流路径从ESD74传递电功率(‘PBATT’)给TPIM19,TPIM19向第一和第二电机56和72传递电功率(‘PINELEC’),这些电机再向变速器10传递电机功率(‘PMOTOR MECH’)。第二功率流路径中的功率损失包括电池功率损失(‘PLOSS BATT’)和电机功率损失(‘PLOSS MOTOR’)。TPIM19具有维护***内电负载(‘HV Loads’)的电功率负载(‘PHVLOAD’),其包括低压电池存储***(未示出)。变速器10具有***(‘Inertia Storage’)中的机械惯量功率负载输入(‘PINERIIA’),其优选包括来自发动机14和变速器10的惯量。变速器10具有机械功率损失(‘PLOSS MECH’)和功率输出(‘POUT’),其中当以车轴功率(‘PAXLE’)的形式传递到传动系时,所述功率输出会受到制动功率损失(‘PLOSS BRAKE’)的影响。
基于与车辆驾驶性、燃料经济性、排放和电池利用率相关的因素来确定成本函数450的功率成本输入。功率成本被分配并且与燃料和电功率消耗有关,还与混合动力系的具体工作点有关。更低的操作成本与高转化效率下的更低的燃料消耗、更低的电池功率利用率、和每个发动机转速/负载工作位置更低的排放相关,并考虑了发动机14的候选工作状态。如上所述,功率成本可包括与以具体工作点操作混合动力系相关的发动机功率损失(‘PLOSS ENG’)、电机功率损失(‘PLOSS MOTOR’)、电池功率损失(‘PLOSS BATT’)、制动功率损失(‘PLOSS BRAKE’)和机械功率损失(‘PLOSS MECH’),所述工作点包括,例如在上述的典型动力系中的:NI、NA、NB、TI、TA、TB、变速器运行范围状态和发动机状态。
如上所述,变速器运行范围状态的变化包括切换离合器。根据上述典型的四离合器变速器,参照表1和图4,可预见在运行范围状态之间的多种切换。在从一个运行范围状态向另一个运行范围状态切换时,至少一个离合器初始是接合的,并且按照例如图5的典型过程,至少一个离合器从锁定状态切换到解锁状态,并且按照例如图6的典型过程,至少一个离合器从解锁状态切换到锁定状态。在过渡阶段,离合器会经过空档状态,但是这种变化不是优选的,因为会影响驾驶性能以及由发动机卸载和重新加载造成浪费对动力系的输出没有贡献的燃料而导致效率损失。取而代之,利用如图7中所示的典型过程中的惯性速度阶段,允许转矩在整个变速器运行范围状态变化过程中从转矩产生装置持续地传递转矩给输出。这样,就可以避免与经过空档的变化有关的浪费和不利影响。
如上述图11所示,描述了比较损失或成本来确定优选动力系设置的过程。可以实施一种这样的过程来选择变速器的运行范围状态。基于与选择的各种运行范围状态有关的损失或成本来选择期望运行范围状态。在例如图9所示的典型控制***中,战略控制模块310监测有关当前动力系操作的输入,并传送期望范围状态和期望输入加速度给换档执行。换档执行协调战术控制和电机转矩确定的作用,与变速器离合器控制一起来进行排序并得到期望范围状态。
基于不同运行范围状态相关的成本确定期望运行范围状态的控制模块监测有关当前动力系操作的输入并且传递期望范围状态给换档执行。在协调变速器内同步换档的情况下,包括量化与特定运行范围状态相关的功率损失或低效率,与动力系操作最相关的输入描述了在一个时间跨度内和在通过加速器输入来设置动力系操作的情况下,通过所选择的运行范围状态的传动比来匹配NI到NO。图12图示了根据本发明公开的、变速器换档过程中的典型动力系操作,包括表示换档过程以及处于期望运行范围状态时与动力系操作相关损失的项。图示的典型换档描述了按照图4和表1所示的上述典型的混合动力系,经过短暂的第二固定档位从EVT模式2向EVT模式1的切换过程。换档开始时,离合器C2接合。为了按照第二固定档位切换同步地接合离合器C1,在离合器C1中开始惯性速度阶段,其中改变NI以和第二固定档位的传动比调整的NO相匹配,NI所需的转速变化由最初占据的水平线和表示当前NO的第二固定档位的虚线之间的差值来表示。与第二固定档位相关线条的斜率表示了在换档过程中在一时间跨度内动力系逐步地减速。一旦离合器C1按照表示第二固定档位的虚线同步并锁定,如离合器即将到来的接合周期的结束点时所表示的那样,那么变速器就处于第二固定档位并且可开始从第二固定档位向EVT模式1换档。通过即将分离的离合器的分离,离合器C2通过例如图5所示的典型的方法进行解锁。一旦离合器C2解锁,离合器C1就会保持接合并且变速器在EVT模式1下工作,发动机命令就会使得NI达到EVT模式1预先选定的转速。
变速器和发动机中每次切换导致了低效率。发动机转速的调整,尤其是离开燃料高效工作范围进入低效工作范围的调整,降低了对于给定燃料量的输出功,并且会产生令用户不舒服的、视为对驾驶性能不利影响的转换抖动和噪音。换档经过空档时,如果需要,通过发动机操作消耗燃料而没有在输出轴上做功。如上所述,任何的换档,即使没有中断送到输出轴的转矩,也会产生潜在的对驾驶性的不利影响,并且通常需要通过发动机的转速改变而变化至NI。因为变速器换档,尤其是发生在期望NO变化期间的变速器换档,包括作为时间函数来变化的值,在可能的换档过程的成本估计需要获得参与换档的时间跨度。
为了估计变速器换档过程中的时间跨度,可估计换档过程的单个事件的时间跨度。利用图12典型的换档作为示例,换档过程用以估计可能的换档成本所需的相关时间跨度包括:从EVT模式2档位到第二固定档位的惯性速度阶段;与接合离合器C1有关的即将接合的离合器接合阶段;和与分离离合器C2有关的即将分离的离合器分离阶段。一旦C2释放,就得到EVT模式1,并且可认为换档完成。再参照图12,完成惯性速度阶段必要的时间可通过量化NI所需变化来估计。通过基于NO和目标档位的传动比确定在目标档位中实时需要的NI和基于NI可经过惯性速度阶段得到的加速器位置踏板的估计,可以估算NI所需变化。所述估计可通过查询表来使用,并且可以通过建模或适于准确预测发动机与变速器运行的其他方法以及由相同发动机按照不同设置、工况或运行范围状态利用的多个标定曲线试验地、经验地、预测地实现。可选地,所述估计可以通过量化用以完成惯性速度阶段的必要过渡的算法或计算模型来执行。图12所示的典型的变速器换档中,可基于初始NO量化初始NI增量,并且可基于初始NI增量和表示NO期望变化的加速度踏板位置来估计NI所需变化。基于这些值,可以估计完成惯性转速变化所需时间。可通过已知的离合器工作容易地估计惯性转速变化时间以及离合器接合和脱离时间,将它们合计就可以估计直到完成EVT模式1的时间,和完成EVT模式1时的NI。在实现可能的目标运行范围状态时的NI和变速器换档过程中的NI特性一起来表示在换档过程中出现的发动机指令和燃料消耗。在实现可能的目标运行范围状态时的NI也表示通过换档后的预计发动机转速,并且该发动机转速可与允许的发动机转速相比,从而确定在没有经过空档的情况下,换档是否可行。换档过程中的时间及NI特性的估计可通过多个目标范围状态来估计,并且NI特性和换档时间可用来估计与每个可能运行范围状态相关的成本。这样,就可基于每个可能的变速器换档估计成本来评定和选择到多个运行范围状态的变换。
图14示出了根据本发明公开的、以列表形式的用于确定惯性速度阶段时间的典型二维查询表。如上所述,加速踏板位置和初始NI增量允许估计NI所需变化,继而允许估计惯性速度阶段时间。基于给定输入,可以估算估计的惯性速度阶段时间。查询表中的初始NI增量会覆盖正值和负值的范围,从而允许根据加速和减速的不同标定值。
例如通过预测或输出加速度曲线得到的由加速踏板位置指示的NO期望变化对特定的可能换档是否优选有直接的影响。图13示出了根据本发明公开的两个不同减速过程以及在可能的换档过程中对NI的影响,其中所述减速过程包括一种轻减速操纵和另一种猛烈减速操纵;如图上部分所示,通过轻减速操纵和针对期望运行范围状态设计的变速器换档来分析NI,表明NI既没有违反最小允许输入速度,也没有违反最大允许输入速度。最小和最大允许输入速度通常由得到的发动机转速和发动机极限来确定。相比较而言,如图下部分所示,通过猛烈减速操纵和针对期望运行范围状态设计的变速器换档来分析NI,表明预测最小输入速度在换档完成之前,就下降到最小允许转速以下。这种违反最小输入速度可用来标记可能的变速器换档为非优选的,因为由于NI违反引起了与燃料低效率相关的过高的成本和对驾驶性的不利影响。在EVT模式1下确定NI的图示可以数学地推导。例如,在图13中的典型换档中,EVT模式1下NI的预测值可通过以下方程来表示:NI_M1Achieved=(NO_Cument+NO_DOT*shiftTimeEstimate)*Gear2Ratio [2]如上所述,这个预测输入速度可用来判断输入速度是否将违反最小和最大允许值。另外,期望输入速度的影响可与燃料消耗影响、驾驶性影响、预测噪音和振动影响、以及可估算及标定成本项和预测表的其他因素相比较。
上述用来估计变速器换档相关成本的方法可类似地应用在不同运行范围状态的来回切换中。图15图示根据本发明的通过变速器换档的典型动力系的操作,包括与限定换档过程成本有关的时间跨度的说明;图15中所示的换档与图12中所示的换档不同,因为离合器的开始状态是在第三固定档位。因此,与从第三固定档位到惯性速度阶段切换相关的额外即将分离的离合器延长了完成换档的所需时间。图16为根据本发明的、包括与定义换档过程成本有关的时间跨度说明的、通过额外的变速器换档的典型动力系的操作图示;图16中示出的换档是从应用了两个离合器的第二固定档位到EVT模式1的简单换档。因为从第二固定档位转换到EVT模式1所需的唯一变换是释放单个离合器,并且如上所述,一旦换档处于应用单个离合器的目标状态且没有招致成本,与换档成本有关的时间仅仅是即将分离的离合器释放的时间。
用来确定与不同可能的运行范围状态相关成本的上述方法可用在任何时候,以帮助评价跟当前运行范围状态相比,切换到一个运行范围状态是否是理想的。然而,很显然,对于判定而言,当前运行范围状态不是必需的输入,因为在判定时,应用了独立于当前运行范围状态的NI。另外,很显然,对于每个判定,并不需要运行所有的计算。其中,可根据标定的阈值来确定NO或者输出加速(NO_DOT),表明在那工作的处于可能的运行范围状态NI是不可行的,因而,在完成的运行范围状态预测的NI可以不起作用。
由切换到可能的运行范围状态所引起的预测NI的许多关系被预见。通过上述方法量化的一个特定成本是一种可能性,即由于变速器换档,NI将会降低到最小输入速度以下。把这个结果当作优选以避免,定义为一种标量可能性的惩罚成本,即到目标运行范围状态的变速器换档选择将使得NI降低到最小输入速度以下。虽然可以对实现目标运行范围状态的预测NI做比较,但是本领域技术人员可以理解,经过减速过程变量会发生改变,并且倾向于避免使NI接近最小输入速度的标量项的使用说明了对NI的预测的一些不确定性。用来描述NI下降到这些程度的高可能性的更高标量惩罚成本可结合其他因素来阻止所述特定换档的选择。在上述图9所示的典型的控制***中,这个减速惩罚成本可以与为了确定期望范围状态的战略控制中确定的其他成本相结合。
图17图示根据本发明的、在获得的目标运行范围状态的预测输入速度和可分配至可能的变速器换档的惩罚成本之间的典型关系。如上所述,惩罚成本可以与获得的目标运行范围状态的期望NI相关,作为NI降低到最小输入速度以下的风险衡量。图17所示曲线的形状是基于NI降低到最小输入速度以下的可能性来表示惩罚成本的分配。高的预测NI值使得NI将降低到小于阈值程度的可能性变小。因此,小的成本惩罚是适当的。低的预测NI值,例如低于最小输入速度的预测值,使得NI降低到小于阈值程度的可能性变大。因此,高成本惩罚是适当的。在预测的NI值接近最小输入速度或在最小输入速度的一定范围之内的情况中,那么,针对***特性、猛烈减速的可能性、错误预报的严重性以及其他因素标定的实时成本惩罚是适当的。这样标定的曲线可用在一系列一维查询表中或在具有标定信息的算法程序中利用。图18示出了根据本发明的、使用典型的一维查询表来确定与可能的目标运行范围状态有关的惩罚成本值。利用上述方法并应用表示当前情况的输入,可利用公知的换档特性和在换档过程中的输入速度的预测特性来列出在某个减速曲线下与特定换档相关的成本表。图18所示的典型的成本表输入各种运行范围状态切换,并基于输入速度的预测减速度而输出各种给定当前条件下的惩罚成本。通过利用图18所示的查询表,为了作出选择,可快速地对在任何当前条件下可能的各种换档进行估计。
图19示出了根据本发明的典型程序,由此可以确定减速期间可能的运行范围状态的惩罚成本。程序500在程序块502开始。在程序块504,确定输出速度是否在标定的最大和最小阈值之内,这样在所述输出速度下,动力系就能够在可能的运行范围状态内工作。如果输出速度处于适当的范围内,那么程序前进到程序块506,其中,转速允许项被设置为“MET”。如果输出速度不在适当的范围内,那么程序就前进到程序块508,其中,转速允许项被设置为“NOTMET”。在程序块510,确定输出加速度是否小于标定阈值,这样,在设定的时间内,NI的变化不会下降到低于阈值水平。如果输出加速度低于阈值水平,那么程序将前进到程序块512,其中,加速度允许项被设置为“MET”。如果输出加速度不低于阈值水平,那么程序将前进到程序块514,其中,确定输出加速度是否大于标定阈值。如果输出加速度高于标定阈值,那么程序将进入程序块516,其中,加速度允许项被设置被“NOT MET”。程序块512、514和516使程序前进到程序块518。在程序块518,如果转速允许和加速度允许项都被设置成“MET”,那么,程序就执行程序块520,其中,计算被估计的可能的运行范围状态的惩罚成本。如果转速允许和加速度允许项都没被设置成“MET”,那么,程序就执行程序块522,其中,做出这样的指示,由于一个标准不满足,不计算被估计的换档的惩罚成本。在本实施例中,与对应于高预测NI值的低但是不为零的值相比,零减速惩罚成本表示计算的标准不满足。在不同的实施例中,可用其他的值或标志来表示相同的故障。在程序块524,程序结束。
应该理解在本发明公开范围内的变型是允许的。已经具体地参考所述优选方案及其变型描述了本发明。其他人在阅读和理解了本说明书之后可以想到另外的变型和修改。本发明的意图是包括落入本发明范围之内的所有这类变型和修改。
Claims (15)
1.一种控制动力系的方法,该动力系包括机电变速器,所述机电变速器机械地操作连接到内燃发动机和电机,所述电机适于可选择地将机械功率传递到输出元件,该方法包括:
在所述输出元件减速期间,监测包括期望运行范围状态在内的期望同步变速器换档;
监测输出速度;
预测通过所述期望同步变速器换档的输出减速度;
基于由预测的所述输出减速度和所述期望同步变速器换档产生的输入速度曲线,确定与期望同步变速器换档相关的惩罚成本;和
基于所述惩罚成本执行所述期望同步变速器换档。
2.根据权利要求1所述的方法,其中,所述确定惩罚成本包括:
监测当前运行范围状态;
确定从所述当前运行范围状态变化到所述期望运行范围状态所需要的运行范围状态切换;
基于预测的所述输出减速度和所述运行范围状态切换,预测在所述期望同步变速器换档期间得到的最小输入速度;和
确定与预测的所述最小输入速度相关的惩罚成本。
3.根据权利要求2所述的方法,其中,所述确定所述惩罚成本还包括:确定预测的所述最小输入速度是否违反允许的最小输入速度。
4.根据权利要求2所述的方法,其中,所述确定所述惩罚成本还包括:估计预测的所述最小输入速度对驾驶性能的影响。
5.根据权利要求2所述的方法,其中,所述确定所述惩罚成本还包括:估计预测的所述最小输入速度对燃料效率的影响。
6.根据权利要求2所述的方法,其中,所述确定所述惩罚成本还包括:利用查询表,所述查询表根据从包括运行在预测的所述最小输入速度的所述当前运行范围状态切换到所述期望运行范围状态的效果标定。
7.根据权利要求2所述的方法,还包括:
监测表示期望动力系运行的输入;
基于所述输入确定包括备选运行范围状态的备选同步变速器换档;
确定需要从所述当前运行范围状态变化到所述备选运行范围状态的运行范围状态切换;
预测所述备选同步变速器换档过程中的输出减速度;
基于预测的所述输出减速度和到所述备选运行范围状态的所述运行范围状态切换,预测在所述备选同步变速器换档期间得到的最小输入速度;和
确定与预测的所述最小输入速度和到所述备选运行范围状态的所述同步变速器换档相关的惩罚成本;和
其中,所述执行所述同步变速器换档包括:基于所述惩罚成本在所述期望运行范围状态和所述备选运行范围状态之间选择。
8.根据权利要求1所述的方法,还包括:
确定包括备选运行范围状态的备选同步变速器换档;
预测所述备选同步变速器换档过程中的输出减速度;
基于由所述备选同步变速器换档中的预测的所述输出减速度和所述备选同步变速器换档产生的输入速度曲线,确定与所述备选同步变速器换档相关的惩罚成本;和
根据对与所述期望同步变速器换档相关的惩罚成本和与所述备选同步变速器换档相关的惩罚成本的比较来执行所述同步变速器换档。
9.一种控制动力系的方法,该动力系包括机电变速器,所述机电变速器机械地操作连接到内燃发动机和第一、第二电机,所述电机适于可选择地将机械功率传递到输出元件,该方法包括:
监测所述变速器的当前运行范围状态;
在输出元件减速期间,监测包括期望运行范围状态在内的期望同步变速器换档;
监测输出速度;
基于所述当前运行范围状态、所述期望同步变速器换档和所述输出速度来预测所述期望同步变速器换档中的最小输入速度;
基于预测的所述最小输入速度确定与所述期望同步变速器换档相关的惩罚成本;
基于所述惩罚成本执行所述期望同步变速器换档。
10.根据权利要求9所述的方法,还包括:所述确定所述惩罚成本还包括:确定预测的所述最小输入速度是否违反允许的最小输入速度。
11.根据权利要求9所述的方法,其中,所述预测所述期望同步变速器换档中的所述最小输入速度包括:
确定从所述当前运行范围状态切换到所述期望运行范围状态所需的瞬时运行范围状态;
确定通过所述输出元件的所述减速过程的估计输出速度;
利用所述估计输出速度和所述瞬时运行范围状态来预测所述期望同步换档过程中的输入速度。
12.根据权利要求11所述的方法,其中,所述确定所述惩罚成本还包括:估计预测的所述最小输入速度对驾驶性能的影响。
13.根据权利要求11所述的方法,其中,所述确定所述惩罚成本还包括:估计预测的所述最小输入速度对燃料效率的影响。
14.一种控制动力系的方法,该动力系包括机电变速器,所述机电变速器机械地操作连接到内燃发动机和第一、第二电机,所述电机适于可选择地将机械功率传递到输出元件,该方法包括:
在所述输出元件减速期间,监测包括期望运行范围状态在内的期望同步变速器换档;
监测输出速度;
基于查询表来确定与所述期望同步变速器换档相关的惩罚成本,其中所述查询表根据所述输出元件所述减速过程中的估计输出速度、由所述期望同步变速器换档产生的输入速度曲线和所述输入速度曲线的期望效果标定;和
基于所述惩罚成本执行所述期望同步变速器换档。
15.一种控制动力系的方法,该动力系包括机电变速器,所述机电变速器机械地操作连接到内燃发动机和第一、第二电机,所述电机适于可选择地将机械功率传递到输出元件,该方法包括:
监测所述变速器的当前运行范围状态;
监测期望动力系输出减速度;
基于所述期望动力系输出减速度,识别多个可能目标运行范围状态;
确定与每个可能目标运行范围状态相关的输入速度曲线;
基于所述输入速度曲线,确定对于每个可能目标运行范围状态的变速器换档惩罚成本;和
基于所述变速器换档惩罚成本执行同步变速器换档。
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CN101531195A (zh) | 2009-09-16 |
EP2055998A3 (en) | 2012-04-18 |
EP2055998A2 (en) | 2009-05-06 |
US8825320B2 (en) | 2014-09-02 |
US20090118949A1 (en) | 2009-05-07 |
EP2055998B1 (en) | 2013-04-10 |
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