CN101634362A - 用于海拔补偿的变速器换挡调度方法 - Google Patents

用于海拔补偿的变速器换挡调度方法 Download PDF

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CN101634362A
CN101634362A CN200810187796A CN200810187796A CN101634362A CN 101634362 A CN101634362 A CN 101634362A CN 200810187796 A CN200810187796 A CN 200810187796A CN 200810187796 A CN200810187796 A CN 200810187796A CN 101634362 A CN101634362 A CN 101634362A
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input
power
torque
motor
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CN101634362B (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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    • B60W20/15—Control strategies specially adapted for achieving a particular effect
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    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
    • F16H2037/105—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts characterised by number of modes or ranges, e.g. for compound gearing
    • F16H2037/106—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts characterised by number of modes or ranges, e.g. for compound gearing with switching means to provide two variator modes or ranges
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
    • F16H3/728—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path with means to change ratio in the mechanical gearing
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/84—Data processing systems or methods, management, administration

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Abstract

本发明涉及用于海拔补偿的变速器换挡调度方法。在本发明中，混合动力传动***包括耦合于变速器的发动机，该变速器可在一系列工作挡位状态内、在发动机和输出部件之间传递功率。控制动力传动***的方法包括：监控操作员转矩需求、监控气压计气压以及发动机输入给变速器的速度；根据气压计气压和发动机输入速度，确定从发动机输入给变速器的输入功率的可实现挡位；根据操作员转矩需求和输入功率的可实现挡位，确定变速器的优选的工作挡位状态以及在该优选的工作挡位状态下的优选的发动机操作点。

Description

用于海拔补偿的变速器换挡调度方法
对相关申请的交叉引用
【0001】本申请要求2007年11月2日提交的美国临时申请No.60/984,884的权益，通过参考将其全文结合在此。
技术领域
【0002】本发明属于用于混合动力传动***的控制***领域。
背景技术
【0003】本部分的陈述仅提供涉及本发明的背景信息，且可能不构成现有技术。
【0004】已知的混合动力机构包括多种转矩产生设备，包括内燃机和非燃烧转矩机械，例如，电机，其通过变速器将转矩传给输出部件。示例性的混合动力系包括双模式、复合-分解、电动机械变速器其利用输入部件以从最初的动力源接收牵引力矩，最初的动力源优选的是内燃机和输出部件。该输出部件能可操作地连接于汽车的动力传动***以向其传递牵引力矩。像电动机或发电机那样运转的机械能使来自于内燃机的转矩输入独立地输入到变速器。该机械可通过车辆动力传动***将车辆动能转化成能被能量储存设备存储的能量。控制***监控来自于车辆和操作员的多个输入，并对混合动力系提供操作控制，包括控制变速器操作状态和调挡、控制转矩产生设备以及调节能量储存设备与机械之间的动力转化以管理变速器的输出，该变速器的输出包括转矩和旋转速度。
发明内容
【0005】动力传动***包括耦合于变速器的发动机，其可在多个工作挡位状态之一有选择地操作，以在发动机和输出部件之间传递动力。用于控制动力传动***的方法包括：监控操作员转矩需求、监控气压和发动机输入给变速器的速度、根据气压计气压和发动机输入速度决定可实现的由发动机传递给变速器的输入功率挡位、根据操作员转矩需求和可达到的输入功率挡位确定变速器的优选的工作挡位状态，并在优选的工作挡位状态内决定优选的发动机操作点。
附图说明
作为例子，下面将参照附图描述一个或多个实施例，其中：
【0007】附图1是依据本发明的示例性混合动力系的示意图。
【0008】附图2是依据本发明的控制***和混合动力系的示例性结构的示意图。
【0009】附图3-8是依据本发明的控制方案的示意性流程图。
【0010】附图9是依据本发明的示意性动力流程图。
【0011】附图10和11是依据本发明的数据图表。
【0012】附图12和13是依据本发明的控制方案的示意性流程图。
具体实施方式
【0013】现在参照附图描述本发明，其中附图仅用于描述一些示例性的实施例，而不是限制于这些实施例。附图1和2描述了示例性的混合动力传动***。附图1中描述的依据本发明的该示例性的混合动力传动***包括双模式、复合-分解、电动机械混合变速器，其可操作地连接于发动机14和转矩产生机械，该转矩产生机械包括第一和第二电机56(“MG-A”)、72(“MG-B”)，发动机14和第一电机56以及第二电机72中的每一个产生机械能且该机械能能被传递给变速器10。由发动机14和电机56、72产生的动力以及传递给变速器10的动力的描述借助输入和电动机转矩以及速度，此处分别描述为TI、TA、TB、NI、NA、NB。
【0014】示例性的发动机14包括多汽缸内燃机，其在多个状态下可选择的操作，以通过输入轴12向变速器10传递转矩，且其可以是火花点火式或压燃式发动机。该发动机14包括可操作地耦合于变速器10上的输入轴12的曲轴(未示出)，旋转速度传感器11监控输入轴12的旋转速度。由于输入轴12上的转矩消耗部件在发动机14和变速器10之间的不同布置，发动机14输出的动力，包括旋转速度和发动机转矩，可不同于输入给变速器10的输入速度NI和输入转矩TI，例如，液压泵(未示出)和/或转矩管理设备(未示出)。
【0015】示意性变速器10包括三个行星齿轮组24、26、28，和四个可选择性结合的转矩传递设备，例如离合器C1 70、C2 65、C3 73、C4 75。作为此处的应用，离合器涉及各种类型的摩擦力矩传递设备，例如包括单一或复合板离合器或组件、带离合器和制动器。液压控制电路42，优选的是由传动控制单元模块(后面描述为“TCM”)17控制的液压控制电路42，用于控制离合器状态。离合器C262和C4 75优选的是液压作用施转磨擦式离合器。离合器C1 70和C3 73优选的包括液压-控制的静态设备，其能选择性地连接于变速器箱68。各个离合器C170、C2 62、C3 73、C4 75优选的是液压应用的，其通过液压控制电路42有选择的接收压缩的液态流体。
【0016】第一和第二电机56、72优选的包括三相交流电源装置，其分别包括定子(未示出)和转子(未示出)，以及相应的分相器80、82，各个装置上的电机定子连接于变速器箱68的外侧，且包括由定子芯，该定子芯上有延伸自其的盘绕的电线圈。第一电机56的转子支撑在毂衬齿轮上，该齿轮通过第二行星齿轮组26可操作地连接于轴60，第二电机72的转子安装于套轴轮毂66上。
【0017】各分相器80、82优选的包括可变电阻装置，其包括分相器定子(未示出)和分相器转子(未示出)。分相器80和82大致上位于和组装于对应的第一和第二电机56、72上，分相器80、82的对应的定子可操作地连接于第一和第二电机56、72的对应的定子上。分相器转子可操作地连接于相应的第一和第二电机56、72的转子上。各分相器80、82显著地和可操作地连接于变速器功率转换控制模块(后面描述为“TPIM”)19，并感应和监控分相器转子相对于分相器定子的旋转位置，从而监控相对于对应的第一和第二电机56、72的旋转位置。另外，由分相器80、82发出的信号被解释以提供第一和第二电机56、72的旋转速度，例如分别为NA、NB。
【0018】变速器10包括输出部件64，例如，轴，其可操作地连接于车辆(未示出)的动力传动***90，以向动力传动***90提供输出动力，该动力被传递给车轮93，附图1中示出了车轮中的一个。输出部件64的输出动力以输出旋转速度NO和输出转矩TO为特征。变速器输出速度传感器84监控输出部件64的旋转速度和旋转方向。每个车轮93优选的设置有摩擦制动器94和适合于监控轮子速度的传感器(未示出)，该传感器的输出被附图2所示的分布式控制模块***的控制模块监控，以决定车辆速度，以及用于制动控制、牵引控制和车辆加速度管理的绝对和相对车轮速度。
【0019】来自于发动机14的输入转矩以及第一和第二电机56、72的电动机转矩(分别为TI、TA、TB)作为来源于燃油或储存于电能储存设备(后面描述为“ESD”)74的电力潜能的动力转换的产物被产生。该ESD74通过传输导体27高压直流耦合于TPIM19，该传输导体27包括电流接触器开关38。当电流接触器开关38闭合，正常操作情况下，电流在ESD74和TPIM19之间流动。当电流接触器开关38打开，ESD74和TPIM19之间的电流被中断。该TPIM19通过传输导体29在其与第一电机56之间来回传递电能，且其通过传输导体31在其与第二电机72之间来回传递电能，以满足第一和第二电机56、72的转矩需求，以响应电动机转矩需求TA、TB。电流依据ESD74充电或放电从ESD74中输出或向ESD74输入。
【0020】该TPIM19包括一对功率变换器(未示出)和相应的电动机控制模块(未示出)，该电动机控制模块被配置成接收电动机转矩命令和控制逆变器状态，以提供电动机驱动或再生功能，从而满足电动机电动机转矩命令TA、TB。功率变换器包括已知的互补的三相电力装置，每个三相电力装置包括一系列绝缘栅双极晶体管(未示出)用于将来自于ESD74的直流电转换成交流电，以通过高频转换向相应的第一和第二电机56、72供电。该绝缘栅双极晶体管组成开关模式功率供应配置以接收控制命令。每个三相电机的每相对应有一对典型的绝缘栅双极晶体管。控制绝缘栅双极晶体管的状态以提供电动机驱动机械功率再生或电力再生功能。该三相逆变器通过直流传输导体27接收或供应直流电能，并将其在三相交流电和直流电之间转换，其在第一和第二电机56、72之间来回传导，以分别通过传输导体29、31执行电动机或再生器。
【0021】附图2是分布式控制模块***示意性方框图，以下描述的元件包括整体车辆控制结构的子集，并对附图1中描述的示例性混合动力系提供协地***控制。该分布式控制模块***综合相关信息和输入，并执行算法以控制多个执行器，从而达到控制目标，这些目标包括有关燃油经济性、排放、性能、驾驶性能以及包括ESD74的电池、以及第一和第二电机56、72硬件保护的各种参数，该分布式控制模块***包括发动机控制模块(下面描述为“ECM”)23、TCM17、电池组控制模块(下面描述为“BPCM”)21和TPIM19。混合动力控制模块(下面描述为“HCP”)5提供上位控制并协调ECM23、TCM17、BPCM21和TPIM19。用户界面(“UI”)13可操作地连接于一系列设备，通过用户界面，车辆操作员控制或直接操作电动机械混合动力传动***。该设备包括加速踏板113(“AP”)、操作员制动踏板112(“BP”)、变速器齿轮选择器114(“PRNDL”)和车辆速度巡航控制(未示出)。该变速器挡位选择器114可以有离散数字操作员可选位置，包括输出部件64的旋转方向以确保前进或后退方向。
【0022】前述的控制模块通过局域网(下面描述为“LAN”)总线6与其它控制模块、传感器、执行器通讯。该LAN总线6允许在不同控制模块之间用操作参数和执行器命令信号进行结构通讯。具体的特殊通信协议是具体的应用。LAN总线和适当的协议在上述控制模块之间提供鲁棒通信和多控制模块接口，其它控制模块提供例如防抱死、牵引控制以及车辆稳定性方面的功能。多通信总线可用于提高通信速度以及提供某级别的信号冗余和完整性。独立控制模块之间的通信也可通过利用一个直接连接，例如，串行外设接口(“SPI”)(未示出)，来实现。
【0023】HCP5提供混合动力系的上位控制，用于ECM23、TCM17、TPIM19以及BPCM21的协调操作。根据来自用户界面13以及包括ESD74的混合动力系的各种输入信号，HCP5产生各种指令，包括：操作员转矩需求、输出转矩命令、发动机输入转矩命令、变速器10应用的转矩传递离合器C1 70、C2 62、C3 73、C4 75的离合器转矩、以及用于第一和第二电机56、72的电动机转矩命令TA、TB。
【0024】ECM23可操作地连接到发动机14上，以便从各种传感器获得数据以及通过一系列离散线路控制发动机14的各执行器，这些线路在附图中简单的用集成线35表示。ECM23从HCP5接收发动机输入转矩命令。基于监控的发动机速度和负载，ECM23产生实际的发动机输入转矩TI，并实时地提供给变速器10，ECM23与HCP5进行通讯。ECM23监控来自旋转速度传感器11的输入，以产生发动机传递给输入轴12的输入速度，该输入速度被转换成变速器的输入速度NI，ECM23监控来自传感器(未示出)的输入以确定发动机其它操作参数的状态，包括例如：岐管压力、发动机冷却液温度、环境气温以及环境压力。发动机负载可以确定，例如，通过岐管压力，或可选的，通过监控操作员对速度踏板113的输入。ECM23产生命令信号并进行通讯，以便控制发动机执行器，包括例如：燃油喷射、点火模式以及节气门控制模块，这些均未示出。
【0025】TCM17可操作地与变速器10连接，并监控传感器(未示出)的输入以确定变速器操作参数状态。ECM17产生命令信号并进行通讯，以便控制变速器10，包括控制液压控制电路42。从TCM17到HCP15的输入包括各个离合器的预估离合器转矩，例如，C1 70、C2 62、C3 73、C4 75，以及输出部件64的旋转输出速度NO。其它执行器和传感器可能用来提供附加的从TCM17到HCP15的用于控制目的的信息。ECM17监控来自压力开关(未示出)的输入，并选择性地使液压控制电路42的压力控制电磁线圈(未示出)和换挡电磁线圈(未示出)动作，以便选择性地使多个离合器C1 70、C2 62、C3 73、C4 75动作，以达到下文中描述的变速器工作挡位状态。
【0026】BPCM21显著地与传感器相连接，以监控ESD74的电流和电压参数，以便把ESD74中的电池的状态信息提供给HCP5。电池的参数信息优选的包括电池充电状态、电池电压、电池温度以及电池的可用功率，涉及范围PBAT_MIN到PBAT_MAX。
【0027】制动控制模块(下面描述为“BrCM”)22可操作地与各车轮93上的摩擦制动器94相连接，BrCM22监控操作员对制动踏板112的输入并产生控制信号，以便控制摩擦制动器94并向HCP5传送控制信号，以便操作第一和第二电机56、72。
【0028】各控制模块ECM23、TCM17、TPIM19、BPCM21以及BrCM22优选的是通用数字计算机，包括微处理器或中央处理器单元，存储介质包括只读存储器(ROM)、随机存储器(RAM)、电可编程只读存储器(EPROM)、高速时钟、模/数(A/D)和数/模(D/A)转换电路、输入/输出电路和设备(I/O)以及合适的信号调节和缓存电路。每个控制模块有一套算法，该算法包括存储在存储介质之一中并被执行以便提供计算机的各种功能的固定程序指令和校准。在不同控制模块之间的信息的传递优选的通过LAN总线6和SPI总线实现。控制算法在当前循环周期中执行，使得每个算法在每个循环周期中至少执行一次。存储在永久性存储器中的算法通过中央处理器单元执行，该控制算法用于监控来自传感器设备的输入信号，并执行控制和诊断程序，以便用预先设置好的校准规则来控制各个设备的操作。在正在操作的发动机和车辆操作过程中，循环周期通常以规则间隔执行，例如3.125、6.25、12.5、25以及100毫秒。可选的，可以执行算法以响应事件的发生。
【0029】如下表1所示，示例性混合动力系可选择地在多个状态操作，这些状态可以描述为发动机状态，包括发动机运行(ON)和停机(OFF)状态之一，以及变速器工作挡位状态，其包括一系列固定挡位和连续变换模式。
表1
【0030】表中描述的变速器各种工作挡位状态示出了每个工作挡位状态中使用的特定离合器C1 70、C2 62、C3 73以及C4 75。为了使第三行星齿轮组28外部齿轮“固定”，通过使离合器C1 70动作，选择第一连续变换模式，例如EVT模式1或M1，发动机可以是运行(M1_发动机运行)或停机(M1_发动机停机)状态之一。为了使轴60连接到第三行星轮组28的支架上，通过使离合器C2 62动作，选择第二连续变换模式，例如EVT模式2或M2。发动机可以是运行(M2_发动机运行)或停机状态(M2_发动机停机)之一。为描述方便，当发动机状态为停机时，发动机输入速度等于零转/分钟(“RPM”)，也就是发动机曲轴不转。固定挡位操作提供变速器10输入/输出速度的固定比操作，也就是NI/NO。第一固定挡位操作(G1)通过离合器C1 70、C4 75的动作来选择；第二固定挡位操作(G2)通过离合器C1 70、C2 62的动作来选择；第三固定挡位操作(G3)通过离合器C2 62、C4 75的动作来选择；第四固定挡位操作(G4)通过离合器C2 62、C3 73的动作来选择。输入输出速度的固定比操作随着增大的固定挡位操作而增大，固定挡位操作的增大是由于行星齿轮24、26、28中齿轮齿数比的减小导致的。第一和第二电机56、72相应的旋转速度NA/NB，取决于由离合器限定的机械内部转动，且与输出轴12处检测的输入速度成比例。
【0031】为了响应由用户界面13通过加速踏板113和制动踏板112捕获的操作员输入，HCP5和一个或多个其它控制模块确定转矩需求，以便控制转矩产生设备，包括发动机14和第一和第二电机56、72，以满足输出部件64处的操作员转矩需求，并传递给动力传动***90。基于来自于用户界面13和包括ESD74的混合动力系的输入信号，HCP5确定操作员转矩需求、从变速器10到动力传动***90的指令输出转矩、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 74的离合器转矩，以及分别用于如下所述的第一和第二电机56、72的电动机转矩。
【0032】车辆最终加速度受到其他因素的影响，例如道路负载、道路坡度、车辆重量等。根据混合动力系的工作特点确定发动机状态和变速器工作挡位状态。这包括通过加速度踏板113和制动踏板112与用户界面13进行通讯的操作员转矩需求。变速器工作挡位状态和发动机状态可通过由指令产生的混合动力系转矩需求进行预测，以在电能产生模式或转矩产生模式操作第一和第二电机56、72。可通过优化算法或程序来确定该变速器工作挡位状态和发动机状态，该优化算法或程序根据操作员动力需求、电池充电状态、发动机14和第一、第二电机56、72的动力效率决定优化的***效率。根据优化路径执行结果和基于此优化了的***效率，控制***管理来自发电机14和第一、第二电机56、72的转矩输入，以达到燃油经济性和电池充电。另外，可以根据元件或***的故障来确定操作。HCP5监控转矩产生设备，并确定来自变速器10的输出部件64的功率输出，该功率输出在满足操作员转矩需求的同时满足其它动力传动***操作需求，例如给ESD74充电。由上述描述可以明确，ESD74和第一、第二电机56、72是电操作地耦合使功率可在其之间流动。另外，发动机14、第一和第二电机56、72、以及电动机械变速器10机械可操作地耦合，以在其间传递动力，从而产生传递给输出部件64的动力。
【0033】附图3示出了用于控制和管理具有多转矩产生设备的混合动力系中的信号流的控制***结构图，下面结合附图1和2中的混合动力系以及前述的以可执行地算法和校准的描述的控制模块的残留来描述附图3。控制***结构用来选择具有多个转矩产生设备的混合动力传动***，例如，具有发动机和单个电机的混合动力传动***、具有发动机和多个电机的混合动力传动***。可选的，混合动力传动***可利用非电动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)。
【0034】操作时，操作员对加速度踏板113和制动踏板112的输入被监控，以便确定操作员转矩需求。操作员对加速度踏板113和制动踏板112的输入包括独立的可确定的操作员转矩需求输入，操作员转矩需求输入包括实时加速度输出需求(“实时加速度输出转矩需求”)、预测的加速度输出转矩需求(“预测的加速度输出转矩需求”)、实时制动输出转矩需求、预测的制动输出转矩需求以及轴转矩响应类型。此处，当操作员在变速器挡位选择器114选择的位置指令车辆在前进方向的操作时，“加速”指的是操作员所需的前进推进力，优选的导致车辆速度在当前车速下的增大。“减速”和“制动”指的是优选的导致车辆速度由当前车辆速度降低的操作员需求。实时加速器输出转矩需求、预测的加速度输出转矩需求、实时制动输出转矩需求、预测的制动输出转矩需求以及轴转矩响应类型都是控制***的独立的输入。另外，对发动机14和变速器10的操作被监控以确定输入速度(“Ni”)和输出速度(“No”)。
【0035】实时加速器输出转矩需求包括由操作员对加速度踏板113的输入确定的实时转矩需求。控制***控制来自混合动力传动***响应于实时加速器输出转矩需求的输出转矩，以促使车辆正向加速。实时制动输出转矩需求包括由操作员对制动踏板112的输入确定的实时制动转矩需求。控制***控制来自混合动力传动***响应于实时制动输出转矩需求的输出转矩，以使车辆减速，或反方向加速。由对来自于混合动力传动***的输出转矩的控制导致的车辆减速，与由车辆制动***(未示出)导致的减速结合起来，以使车辆减速以满足实时制动需求。
【0036】实时加速度输出转矩需求根据当前发生的操作员对加速度踏板113的输入来确定，且包括在输出部件64处产生、优选的使车辆加速的实时输出转矩需求。实时加速度输出转矩需求形态未定，但可以通过动力系控制外的影响车辆操作的因素来形成。这些因素包括动力系控制中的防抱死的车辆水平中断、牵引控制以及车辆稳定性控制，其可用于对实时加速度输出转矩需求进行不定形或比率限制。
【0037】预测的加速度输出转矩需求根据操作员对加速度踏板113的输入确定，其包括优化的或优选的输出部件64的输出转矩。正常操作条件下，例如，当防抱死、牵引控制或车辆稳定性中的任何一个未受到控制时，预测的加速度输出转矩需求优选的等于实时加速度输出转矩需求。当防抱死、牵引控制或车辆稳定性中的任何一个受到控制时，预测的加速度输出转矩需求保持优选的输出转矩，且实时加速度输出转矩需求减少以响应涉及防抱死、牵引控制或车辆稳定性控制的输出转矩指令。
【0038】实时制动输出转矩需求根据操作员对制动踏板112的输入和控制摩擦制动器94产生摩擦制动转矩的控制信号确定。
【0039】预测的制动输出转矩需求包括最优的或优选的输出部件64的制动输出转矩，以响应操作员对制动踏板112的输入，其小于无论操作员对制动踏板112的输入为何时所允许的输出部件64产生的最大制动输出转矩。在一个实施例中，输出部件64产生的最大制动输出转矩被限制在-0.2g。当车辆速度趋于零时，无论操作员对制动踏板112的输入为何，预测的制动输出转矩需求可远离零。正如用户所期望的，在某些操作条件下，预测的制动输出转矩需求被设为零，例如，当操作员将变速器挡位选择器114设为反向挡位时，以及当换挡箱(未示出)被设成四轮驱动低倍率时。预测的制动输出转矩需求被设为零的操作条件是由车辆操作因素导致的混合制动是非优选的操作条件。
【0040】轴转矩响应类型包括输入状态以通过第一和第二电机56、72对响应的输出转矩进行定形和频率限制。轴转矩响应类型的输入状态可以是作用状态，优选的包括适宜的限制状态、最大挡位状态以及作用状态之一。当指令轴转矩响应类型是作用状态，输出转矩指令是实时输出转矩。优选的，这种响应类型的转矩响应尽可能的快。
【0041】混合动力制动包括在轮子93处产生摩擦制动力矩和输出部件64处产生的输出力矩，以作用于动力传动***90，从而响应操作员对制动踏板112的输入而使车辆减速。BrCM22命令摩擦制动器94以应用摩擦转矩并对变速器10产生命令以造成负输出转矩，该负输出转矩作用于动力传动***90，以便响应实时制动需求。优选的，该被应用的摩擦转矩和负输出转矩可使车辆减速并停止，只要它们足够克眼车辆的轮子93处的动能。该负输出转矩作用于动力传动***90，从而将转矩传递给电动机械变速器10和发动机14。该通过电动机械变速器10作用的负输出转矩能被传递给第一和第二电机56、72中的一个或两个，以产生存储于ESD74的电能。
【0042】根据输出速度和操作员转矩需求，以及混合动力系的其它操作参数，包括电池功率限制、发动机14响应限制、变速器10以及第一和第二电机56、72，战略性优化控制策略(“战略性控制”)310决定优选的输出速度(“NI_Des”)和优选的发动机状态以及变速器工作挡位状态(“决定混合动力挡位状态”)。预测的加速度输出转矩需求和预测的制动输出转矩需求输入到战略性优化控制策略310，该战略性优化控制策略310优选的在每个100毫秒和25毫秒的循环周期内通过HCP5执行。变速器10的期望工作挡位状态和从发动机14输入到变速器10的期望输入速度被输入换挡执行和发动机启动/停止控制策略320。
【0043】换挡执行和发动机启动/停止控制策略320命令变速器操作发生改变(“变速器指令”)，包括基于输入和混合动力系的运行改变工作挡位状态。这包括如果优选的工作挡位与当前工作挡位状态不同，通过使离合器C1 70、C2 62、C3 73、C4 75中的一个或多个动作改变的指令以及其它变速器指令，使变速器工作挡位状态执行改变的指令。当前工作挡位状态(“实际混合动力挡位状态”)和输入速度曲线(“Ni_Prof”)可以确定。输入速度曲线是预估的即将输入速度并优选的包括梯状的参数值，其为下一循环周期的目标输入速度。根据变速器工作挡位状态转换期间的输入速度曲线，确定发动机操作指令和操作员转矩需求。
【0044】战术性控制策略(“战术性控制与操作”)330在一个控制循环周期内反复执行，以确定发动机指令(“发动机指令”)用以操作发动机14，包括基于输出速度、输入速度、操作员转矩需求等确定的优选的从发动机14到变速器10的输入转矩，操作转矩需求包括实时加速度输出转矩需求、预测的加速度输出转矩需求、实时制动输出转矩需求、预测的制动输出转矩需求、轴转矩响应类型以及变速器的当前工作挡位状态。发动机指令也包括发动机状态，而发动机状态包括所有汽缸操作状态中的一个和汽缸停缸操作状态，其中一部分发动机汽缸被停缸和不供燃油，以及发动机状态包括供燃油状态和燃油切断状态之一。包括优选的发动机14输入转矩和在发动机14与输入部件12之间作用的当前输入转矩(“Ti”)的发动机指令，优选的在ECM23中确定。每个离合器C1 70、C262、C3 73、C4 75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，优选的缸CM17中预估。
【0045】执行输出与电动机转矩确定策略(“输出与电动机转矩确定”)340以确定来自动力系的优选的输出转矩(“To_cmd”)。这包括确定电动机转矩指令(“TA”，“TB”)，并通过控制本实施例中的第一和第二电机56、72，以向变速器10的输出部件64传输一组满足操作员转矩需求的指令输出转矩。实时加速度输出转矩需求、实时制动输出转矩需求、来自发动机14和预估应用的离合器转矩的当前输入转矩、变速器10的当前工作挡位状态、输入速度、输入速度曲线以及轴转矩响应类型被输入。执行输出与电动机转矩确定策略340以确定每个反复运行的循环周期中的发动机转矩指令。输出与电动机转矩确定策略340包括算法代码，其在6.25毫秒和12.5毫秒的循环周期内有规律地执行，以确定优选的电动机转矩指令。
【0045】当操作员选择变速器换挡箱114指令使车辆前进方向操作时，响应于操作员对加速度踏板113的输入，控制混合动力系以将输出转矩传递给输出部件64，以便作用于动力传动***90，以对轮子93产生牵引力矩，从而驱动车辆前进。类似地，当操作员选择变速器换挡箱114指令使车辆反方向操作时，响应于操作员对加速度踏板113的输入，控制混合动力系以将输出转矩传递给输出部件64，以便作用于动力传动***90，以对轮子93产生牵引力矩，从而反方向驱动车辆。优选的，只要输出转矩足够克服车辆上的负载，例如由于道路坡度、空气动力学负载以及其它负载，对车辆的驱动将导致车辆加速。
【0047】附图4示出了战略优化控制策略310中的详细信号流，其包括战略管理器(“战略管理器”)220、工作挡位状态分析器260以及状态稳定性和仲裁模块280，用以确定优选的输入速度(“Ni_Des”)和优选的变速器工作挡位状态(“混合动力挡位状态_Des”)。战略管理器(“战略管理器”)220监控输出速度No、预测的加速度输出转矩需求(“输出转矩需求加速度Prdtd”)、预测的制动输出转矩需求(“输出转矩需求制动Prdtd”)以及可利用的电池功率PBAT_MIN至PBAT_MAX。战略管理器220确定变速器操作状态中的哪个是被允许的，并确定包括加速度输出转矩需求(“输出转矩需求加速度Prdtd”)和战略净输出转矩需求(“输出转矩需求净战略”)的输出转矩需求，这些信息连同罚款(“罚款”)、***输入(“***输入”)以及功率消耗输入(“功率消耗输入”)一起输入给工作挡位分析器260。工作挡位分析器260根据操作员转矩需求、***输入、可利用的电池功率以及功率消耗输入，对每个可允许的工作挡位状态产生优选的功率消耗(P*cost)和相关的输入速度(“N*i”)。优选的功率消耗和相关的输入速度，输入给状态稳定性和仲裁模块280，根据输入的信息，状态稳定性和仲裁模块280选择优选的操作状态和优选的输入速度。
【0048】附图5示出了工作挡位状态分析器260，其在包括可利用的工作挡位状态的每个候选的工作挡位状态中执行搜索功能，工作挡位状态分析器260包括M1(262)、M2(264)、G1(270)、G2(272)、G3(274)、G4(276)用以确定优选的转矩执行器操作，所述执行器也就是本实施例中的发动机14和第一、第二电机56、72。优选的操作优选的包括操作混合动力传动***最小功率消耗、响应于操作员转矩需求在候选的工作挡位中的操作所伴随的发动机输入。相关的发动机输入包括优选的发动机速度(“Ni*”)、优选的发动机输入功率(“Pi*”)以及优选的发动机输入转矩(“Ti*”))中的至少一个，以便响应并优选的满足操作员转矩需求。工作挡位状态分析器260评估M1_发动机停机(264)和M2_发动机停机(266)以确定优选的消费(“P*cost”)，用于操作动力系响应并优选的满足当发动机14处于停机状态时的操作员转矩需求。
【0049】每个G1(270)、G2(272)、G3(274)、G4(276)的优选的操作可以通过执行一维空间搜索策略610来确定，如示意图6所示。该一维空间搜索策略610优选的为G1(270)、G2(272)、G3(274)、G4(276)执行以确定优选的操作。本实施例中，包括最小和最大可实现输入转矩(“TiMin”，“TiMax”)的一定挡位的可控输入被输入给一维搜索引擎415。由发动机14的输入给变速器10的最小和最大可实现输入转矩(“TiMin”，“TiMax”)随着输入速度、气压计气压或海拔以及相关动力传动***的其它因素而变化。
【0050】附图10示出了示例性的对发动机14最大和最小可实现输入转矩的基于输入速度的校准416，其揭示了变化。基准最大和最小输入转矩(“TiMaxBaseline”，“TiMin Baseline”)被显示并作为输入速度Ni的函数变化。最大和最小输入扭矩在一定海拔(“Ti最大基准线”，“Ti最小基准线”)被示出，其指示了最大可实现功率以及因此确定的由发动机14输入给变速器10的最大可实现输入转矩随着动力系以增大的海拔下的操作而减小，动力系以增大的海拔操作是由于低气压计气压和入口空气中减少的氧气而导致的。类似的，最小可实现功率以及因此确定的由发动机14输入给变速器10的最小可实现输入转矩随着动力系以增大的海拔下的操作而增大。发动机功率输出和因此确定的发动机对转变速器10的输入转矩也在输入速度Ni的范围内变化。利用车载气压传感器(未示出)或其它传感方法，ECM23可操作地测量或换句话说确定海拔(“海拔”)。在附图10描述的实施例中，校准包括为处于海平面或气压为100Kpa的发动机的发动机速度范围确定基准最大和最小输入转矩、为气压为70Kpa的发动机的发动机速度范围确定海拔最大和最小输入转矩，其中在其它气压下利用插补技术确定最大和最小可实现输入转矩。因此，输入速度Ni可以在用于包括基于传动比的对战略控制策略310的输入的变速器输出速度No的固定挡位工作挡位状态下确定，。输入给搜索引擎的可实现的输入转矩(“TiMin”，“TiMax”)，可以根据最大和最小输入转矩和输入速度Ni的基于输入速度的校准416来确定，该输入速度Ni(414)根据动力系的海拔(“海拔”)来确定。
【0051】一维搜索引擎415反复地产生候选输入转矩(“Ti(j)”)，其在可实现的最小和最大输入转矩之间，每个候选输入转矩输入给最优化功能(“OptTo/Ta/Tb”)440，用于n次反复搜索。最优化功能440的其它输入包括***输入，优选的包括电厂功率的参数状态以及特定的工作挡位状态。最优化功能440确定变速器的操作，包括输出转矩、电动机转矩以及相关的电池和同候选输入转矩联系在一起的电源(“To(j)”，“Ta(j)”，“Tb(j)”，“Pbat(j)”，“Pa(j)”，“Pb(j)”，)，该候选输入转矩根据响应于用于候选操作挡位的操作员转矩需求的***输入确定的。转矩输出、电动机转矩以及相关的电池功率、罚款以及功率消耗输入输入给消费功能450，执行消费功能450以确定用于在响应于操作员转矩需求的候选输入转矩的候选工作挡位状态下操作动力系的功率消耗(“Pcost(j)”)。一维搜索引擎415反复地在可实现的输入转矩挡位内产生候选输入转矩。候选的输入转矩被输入到最优化功能440和消费功能450，以确定功率消耗并相应的识别优选的输入转矩(“Ti*”)和相应的优选的消费(“P*cost”)，优选的输入转矩(“Ti*”)包括可实现的输入转矩范围内的候选输入转矩，其在候选工作挡位状态下产生最小的功率消耗，也就是优选的消费。
【0052】如附图7和8所示，M1和M2的优选的操作可根据前面确定的输入速度，通过二维搜索策略620与利用一维搜索策略610的一维搜索的联合执行来确定，该输入速度可在615被仲裁(“状态稳定性和仲裁”)，以确定用于工作挡位状态的优选的输入速度(Ni*)和相应的优选的消费(P*cost)。
【0053】附图7示意性的示出了二维搜索策略620的信号流。本实施例中，两个可控输入的挡位包括最小和最大输入速度(“Ni Min/Max”)以及最小和最大输入功率(“Pi Min/Max”)被输入给二维搜索引擎410。该二维搜索引擎410重复的产生位于最小和最大输入速度之间的候选输入速度(“Ni(j)”)和位于最小和最大输入功率之间的候选输入功率(“Pi(j)”)。候选输入功率优选的转换成候选输入转矩(“Ti(j)”)412。ECM23可操作地测量或换句话说确定海拔，海拔被输入给基于输入速度的校准器416，以根据海拔确定最大和最小可实现输入转矩。每个候选输入速度(“Ni(j)”)输入给预先最优化功能(未示出)，其产生对应于输入速度(“Ni(j)”)的最大和最小可实现输入转矩并根据基于输入速度的校准器416决定。预先最优化功能418的输入包括一系列电动机转矩(“Ta Min/Max(j)”)、(“Tb Min/Max(j)”)以及用于候选操作点的应用的离合器转矩(“Tcn Min/Max(j)”)。对应于候选输入速度(“Ni(j)”)，候选输入转矩(“Ti(j)”)被限制在最大和最小可实现输入转矩之间。
【0054】根据用于候选工作挡位状态的***输入和操作转矩需求，最优化功能440确定变速器操作，包括输出转矩、电动机转矩以及相应的电池和对应于候选输入转矩(“Ti(j)”)和候选输入速度(“Ni(j)”)的电能(“To(j)、Ta(j)、Tb(j)、Pbat(j)、Pa(j)、Pb(j)”)。输出转矩、电动机转矩以及相应的电池和电能消费输入输入给消费功能450，执行消费功能450在候选输入功率和对应于候选工作挡位状态下的响应操作员转矩需求的候选输入速度下，确定操作动力系的功率消耗(“Pcost(j)”)。二维搜索引擎410反复地产生输入速度范围内的候选输入速度和输入功率范围内的候选输入功率，并确定相应的功率消耗，以识别优选的输入功率(“P*”)和优选的输入速度(“Ni*”)以及相应的优选的消费(“P*cost”)。优选的输入功率(“P*”)和优选的输入速度(“N*”)包括候选的输入功率和候选的输入速度，其对候选工作挡位状态产生最小的功率消耗。
【0055】附图9示意性地示出了穿过上下文所描述的示例性的混合动力传动***的功率流和功率损失，起始于燃油储存***的第一功率流路径，其将燃油功率(“PFULL”)传输给发动机14，发动机14将输入功率(“PI”)传输给变速器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”)。第二功率流路径将电能(“PBATT”)从ESD74传递到TPIM19，TPIM19将电能(“PIN ELEC”)传递给第一和第二电机56、72，第一和第二电机56、72将电动机机械功率(“PMOTOR MECH”)传递给变速器10。第二功率流路径中的功率损失包括电池功率损失(“PLOSS BATT”)和电动机功率损失(“PLOSS MOTOR”)。TPIM19具有的电力负载(“PHV LOAD”)用于为***的电力负载(“HV Loads”)服务，其可具有的电压电池存储***(未示出)。变速器10具有***(“惯性存储”)中的机械惯性功率负载输入(“PINERTIA”)，其优选的包括发动机14和变速器10的惯性。变速器10具有机械功率损失(“PLOSS MECH”)和功率输出(“POUT”)。制动***包括摩擦制动器94，摩擦制动器94具有制动功率损失(“PLOSS BRAKE”)。保留的***功率传递给动力传动***作为轴功率(“PAXLE”)。
【0056】输入给消费功能450的功率消耗根据与车辆驾驶性能、燃油经济性、排放以及电池用量等因素决定。功率消耗被分配且对应于燃油和电能消费，并对应于混合动力系的特定操作点。降低操作消耗与在高转化效率下降低燃油消费、低电池用量、每个发动机速度或负载操作点的低排放相关，并考虑发动机14的候选操作状态。如上所述，功率消耗可能包括发动机功率损失(“PLOSS ENG”)、电动机功率损失(“PLOSS MOTOR”)、电池功率损失(“PLOSS BATT”)、制动功率损失(“PLOSS BRAKE”)以及对应于在特定操作点操作混合动力系的机械功率损失(“PLOSS MECH”)，其中特定操作点包括输入速度、电动机速度、输入转矩、电动机转矩、变速器工作挡位状态以及发动机状态。
【0057】状态稳定性和仲裁模块280选择优选的变速器工作挡位状态(“混合动力挡位状态Des”)，该优选的变速器工作挡位状态优选的是这样的变速器工作挡位状态，其是对应于从工作挡位状态分析器260输出的可允许的工作挡位状态输出的最小的优选消耗，考虑与改变变速器的工作挡位状态的的仲裁结果有关的因素，以实现稳定的动力系操作。优选的输入速度(“Ni_Des”)是与优选的发动机输入相关的发动机输入速度，优选的发动机输入包括优选的发动机输入速度(Ni*)、优选的发动机输入功率(Pi*)以及优选的发动机输入转矩(Ti*)，其响应于并优选的满足用于所选择的优选的工作挡位状态的操作员转矩需求。
【0058】附图11图形化的示出了与例子G2(NoxGR2)中的固定挡位操作有关的输入速度(“Ni rpm”)，该输入速度(“Ni rpm”)是示例性***在低海拔下(“正常轨道”)和高海拔(“高海拔”)下的操作时间(“t”)的函数。优选的，发动机14从传感器(未示出)获得数据，该传感器在正在确定海拔的操作过程中可操作地测量气压计气压。当在低海拔下操作时，发动机14能产生足够的输入转矩，以在所选择的固定挡位以较低的输入速度操作变速器10，由于高海拔下降低的发动机转矩输出，该较低的输入速度低于高海拔下以相同发动机速度操作时可实现的速度。附图10中示出了高海拔下降低的发动机转矩输出。如图所示，在低海拔下操作时，发动机14能在最小发动机速度(“Ni Low Min”)和最大发动机速度(“Ni Low Max”)之间以固定挡位操作。在高海拔下，发动机14能在最小发动机速度(“Ni Alt Min”)和最大发动机速度(“Ni Alt Max”)之间以固定挡位操作，高海拔下的最小发动机速度(“Ni Alt Min”)和最大发动机速度(“Ni AltMax”)均大于低海拔下的最小发动机速度(“Ni Low Min”)和最大发动机速度(“Ni Low Max”)。因此，在动力传动***正在操作时，控制***可以调整变速器10的换挡策略，影响低海拔下的以低发动机输入速度的某一特定的固定挡位操作，并逐渐增大发动机输入速度，这种情况下，允许进行海拔不断增大条件下的特定的固定挡位操作。这种海拔补偿在每个发动机输入确定周期内执行，并影响前述输入挡位内的优选的发动机输入速度(“Ni*”)和优选的发动机功率(Pi*)。因此，根据被气压计气压和海拔影响的发动机操作，优选的变速器工作挡位状态可以被调整。
【0059】气压计气压和海拔的作用影响发动机操作，包括优选的发动机转矩和优选的发动机状态的选择。通过与输入速度Ni(j)相应的最大和最小可实现输入转矩，以及气压计气压和海拔函数的确定，进行优选的发动机状态的选择。数据(未示出)，包括每个发动机状态下示例性发动机操作中的最大和最小可实现输入转矩的输入速度基准校准，可以作为气压计气压和海拔的函数来确定，并作为算法代码实施。因此，可以确定优选的发动机状态，其包括能以目标或候选输入转矩实现最小操作消耗的发动机状态。当前描述如此。
【0060】附图12示出了用于控制发动机14的操作的战术性控制策略(战术性控制和操作)330中的详细信号流，结合附图1和2中的混合动力传动***以及附图3中的控制结构对其进行描述。战术性控制策略330包括并发执行的战术性最优化控制路径350和***强制控制路径360。战术性最优化控制路径350的输出是发动机状态控制策略370的输入。发动机状态控制策略370的输出和***强制控制路径360的输出是发动机响应类型确定策略(“发动机响应类型确定”)380的输入，用于控制发动机状态、实时发动机转矩需求以及预测的发动机转矩需求。
【0061】当发动机14是火花点火式引擎时，以术语输入转矩和输入速度描述的发动机14的操作点，可以通过控制发动机14的进气量来实现，其中发动机14的进气量可以利用电动节气门控制设备(未示出)控制发动机节气门(未示出)的位置来实现。这包括打开节气门以增大发动机输入速度和转矩输出，以及关闭节气门以减少发动机输入速度和转矩。该发动机操作点可通过调整点火时间实现，通常通过延缓来自平均最佳转矩火花时间装置的火花时间以减少发动机转矩。
【0062】当发动机14是压燃压点火引擎时，发动机14的操作点可通过控制燃油喷射量来实现，并通过延缓来自平均最佳转矩喷射时间装置的喷射时间来调整，以减少发动机转矩。
【0063】发动机操作点可通过改变发动机停止和运行状态实现。发动机操作点可通过控制发动机全汽缸状态和汽缸停缸状态来实现，汽缸停缸状态中一部分发动机汽缸未添燃油且发动机气门不工作。发动机状态包括燃油切断状态，其中发动旋转并未添燃油以实现发动机制动。
【0064】战术性最优化控制路径350按充分稳定的状态输入动作，以选择优选的发动机状态并确定优选的从发动机14到变速器10的输入转矩。各输入产生于换挡执行过程和发动机操作状态控制策略320。战术性最优化控制路径350包括最优化策略(“战术性最优化”)354，以确定操作全汽缸状态(“输入转矩完全”)下的、汽缸停缸状态(“输入转矩停缸”)下的、燃油被切断的全汽缸状态(“输入转矩完全FCO”)下的、燃油被切断的汽缸停缸状态(“输入转矩停缸FCO”)下的以及优选的发动机状态下的发动机14的优选的输入转矩。最优化策略354的输入包括变速器10的提前工作挡位状态(“提前混合动力挡位状态”)，预测的提前输入加速度曲线(“预测的提前输入加速度曲线”)、每个当前应用的离合器的预测的离合器作用转矩挡位(“预测的离合器作用转矩Min/Max”)、预测的电池功率限制(“预测的电池功率限制”)以及用于加速度的预测的输出转矩需求(“加速度输出转矩需求Prdtd”)和用于制动的预测的输出转矩需求(“制动输出转矩需求Prdtd””)。用于加速度的和用于制动的预测的输出转矩需求通过预测输出转矩成形过滤器352与轴转矩响应类型联合起来并成形，以产生预测的净转矩需求(“To净Prdtd”)和预测的加速器输出转矩需求(To加速器Prdtd”)，这些被输入给最优化策略354。变速器10的提前工作挡位状态包括变速器10的工作挡位状态的时间换挡提前，以适应指令的工作挡位状态改变与测量的工作挡位状态改变之间的响应时间滞后。预测的提前输入加速度曲线包括输入部件12的预测的加速度曲线的时间换挡提前，以适应指令的预测输入加速度曲线与测量的预测输入加速度曲线之间的响应时间滞后。最优化策略354确定在不同发动机状态下操作发动机14的消耗，包括在发动机加燃油和全汽缸状态(“PCOST FULL FUEL”)下操作发动机、发动机未加燃油和全汽缸状态(“PCOST FULL FCO”)下操作发动机、发动机加燃油和汽缸停缸状态(“PCOST DEAC FULL”)下操作发动机以及在发动机未加燃油和汽缸停缸状态(“PCOST DEAC FCO”)下操作发动机。操作发动机14的上述消耗与实际发动机状态(“实际发动机状态”)和可允许的或可许可的发动机状态(发动机允许状态)一起输入给平稳性分析策略(“平稳性和仲裁”)356，以选择发动机状态之一作为优选的发动机状态(“优选的发动机状态”)。
【0065】通过考虑在发动机14和变速器10之间引进的寄生的和其他的负载，在加燃油和燃油切断的全汽缸状态和汽缸停缸状态下，用于操作发动机14的优选的输入转矩输入给发动机转矩转化计算器(“发动机转矩转化”)355并转化成全汽缸状态(“发动机转矩完全”)和汽缸停缸状态(“发动机转矩停缸”)下、在加燃油和燃油切断的全汽缸状态(“发动机转矩完全FCO”)和汽缸停缸状态(“发动机转矩停缸FCO”)下优选的发动机转矩。用于在全汽缸状态和汽缸停缸状态下操作的优选的发动机转矩和包括优选的发动机状态输入到发动机状态控制策略370。
【0066】操作发动机14的消耗包括操作消耗，该操作消耗通常根据包括车辆驾驶性能、燃油经济性、排放以及电池用量的因素来确定。消耗被分配并与燃油和电能消费相关联，并与混合动力系的特定操作点相关联。低操作消耗通常与高转化效率下的低燃油消耗、低电池功率用量以及每个发动机速度/负载操作点的低排放有关，并需要考虑发动机14的当前操作状态。
【0067】全汽缸状态和汽缸停缸状态下，优选的发动机状态和优选的发动机转矩输入给发动机状态控制策略370，其包括发动机状态机(“发动机状态机”)372。根据优选的发动机转矩和优选的发动机状态，发动机状态机372确定目标发动机转矩(“目标发动机转矩”)和目标发动机状态(“目标发动机状态”)。目标发动机转矩和目标发动机状态输入给转化过滤器(“转化过滤器”)374，其监控发动机状态的所有指令的转化，并过滤目标发动机转矩以提供过滤的目标发动机转矩(“过滤的目标发动机转矩”)。发动机状态机372输出指令，指示选择汽缸停缸状态(“停缸选择”)和全汽缸状态之一，并指示选择发动机运行状态和减速燃油切断状态(“FCO选择”)之一。
【0068】对汽缸停缸状态和全汽缸状态之一、发动机运行状态和减速燃油切断状态之一、过滤的目标发动机转矩以及最小和最大发动机转矩的选择，输入给发动机响应类型确定策略380。
【0069】***强制控制路径360确定强制输入转矩，包括可作用于变速器10的最小和最大输入转矩(“输入转矩混合动力最小”和“输入转矩混合动力最大”)。根据对变速器10和第一、第二电机56、72的强制，包括离合器转矩和电池功率限制，确定最小和最大输入转矩，该最小和最大输入转矩影响变速器10在当前循环周期内作用于输入转矩的能力。***强制控制路径360的输入包括由加速度踏板113测量的实时输出转矩需求(“实时加速度输出转矩需求”)和由制动踏板112测量的实时输出转矩需求(“实时制动输出转矩需求”)，其通过实时输出转矩成形过滤器(“实时输出转矩成形”)362与轴转矩响应类型结合并成形，以产生净实时输出转矩(“To净实时”)和实时加速度输出转矩(“To加速度实时”)。净实时输出转矩和实时加速度输出转矩输入给强制策略(“输出和输入转矩强制”)364。强制策略360的其它输入包括变速器10的提前工作挡位状态、实时提前输入加速度曲线(“实时提前输入加速度曲线”)、用于当前应用的离合器的提前实时离合器作用转矩挡位(“提前实时离合器作用转矩Min/Max”)，以及可用的电池功率(“电池功率限制”)，可用的电池功率范围PBAT_MIN到PBAT_MAX。实时提前输入加速曲线是输入部件12的实时输入加速曲线的时间转换的提前，以适应在实时加速曲线的指令变化以及实时加速曲线的测得变化之间的时间滞后。提前实时离合器作用转矩挡位包括离合器的实时离合器作用转矩挡位的时间换挡提前，以调整指令的实时离合器作用转矩挡位变化与测量的实时离合器作用转矩挡位变化之间的时间滞后。强制策略364确定变速器10的输出转矩挡位，然后确定最小和最大可允许输入转矩(分别为“输入转矩混合动力最小和输入转矩混合动力最大”)，根据前述的输入，该最小和最大可允许输入转矩可作用于变速器10。该最小和最大可允许输入转矩可在操作期间由于前述输入的变化而变化，前述输入包括经由变速器10和第一、第二电机56、72的通过电能再生而增大的功率恢复。
【0070】最小和最大可允许输入转矩输入给电动机转矩转化计算器355，并通过考虑寄生的和其它由发动机14和变速器10引进的其它负载，转化成最小和最大电动机转矩(分别为“发动机转矩混合动力最小”和“发动机转矩混合动力最大”)。
【0071】过滤的目标发动机转矩、发动机状态机372的输出以及最小和最大发动机转矩输入给发动机响应类型决定策略380，发动机响应类型决定策略380将发动机指令输入给ECM23，用于控制发动机状态、实时发动机转矩需求以及预测的电动机转矩需求。发动机指令包括实时发动机转矩需求(“实时电动机转矩需求”)以及预测的电动机转矩需求(“预测的发动机转矩需求”)，其可通过过滤的目标发动机转矩来确定。其它指令将发动机状态控制为发动机加燃油状态与减速燃油切断状态(“FCO需求”)之一，以及汽缸停缸状态(减少需求)与全汽缸状态之一。其它输出包括发动机响应类型(“发动机响应类型”)。当过滤的目标发动机转矩在最小和最大发动机转矩范围之间时，发动机响应类型未作用。当过滤的目标发动机转矩在最小和最大发动机转矩(“发动机转矩混合动力最小”和“发动机转矩混合动力最大”)范围之外时，发动机响应类型作用，指示发动机转矩的实时变化需求，例如，通过发动机火花控制和延缓发动机转矩变化，以及输入转矩落入最小和最大发动机转矩的强制范围。
【0072】附图13详细地示出了牵引最优化控制路径350的牵引最优化策略354。执行牵引最优化策略354以确定优选的输入转矩和相应的在全汽缸状态(“输入转矩完全”)、汽缸停缸状态(“输入转矩停缸”)、燃油切断的全汽缸状态(“输入转矩完全FCO”)、燃油切断的汽缸停缸状态(“输入转矩停缸FCO”)下的发动机14功率消耗。如图4所示，***对牵引最优化策略354的输入包括净预测输出转矩(“To净Prdtd”)和预测的加速度输出转矩(“To加速度Prdtd”)。操作中，预测的加速度输出转矩需求(“加速度输出转矩需求Prdtd”)和预测的制动输出转矩需求(“制动输出转矩需求Prdtd”)被监控。用于加速和制动的预测的输出转矩需求与轴转矩响应类型通过预测的输出转矩成形过滤器352相结合并成形。净预测输出转矩包括通过加速度踏板113和制动踏板112通讯的操作员转矩需求之和。其它输入包括变速器10的提前工作挡位状态(“提前混合动力挡位状态”)、***的输入加速度曲线(“提前输入加速度曲线预测”)、贯穿提前操作状态中的每个应用的离合器的预测的离合器作用转矩挡位(“预测的离合器作用转矩Min/Max”)以及预测的电池功率限制(“预测的电池功率限制”)。
【0073】变速器10的提前工作挡位状态包括变速器10的工作挡位状态的时间换挡提前，以调整时间滞后，例如，发动机转矩需求和实际的发动机转矩响应之间的滞后。因此变速器10的提前工作挡位状态成为指令的工作挡位状态。***的输入加速度曲线包括输入部件12的期望的预测输入加速度曲线的时间换挡提前，以调整响应时间滞后。因此***的输入加速度曲线是时间换挡后，输入部件12的预测的输入加速度曲线。定义为“提前”的参数用于通过利用具有不同响应时间的设备使动力系收敛于普通输出部件64，调整转矩的并发传递。特定的，发动机14的响应时间可以为300至600毫秒，内阁转矩传递离合器C170、C2 62、C3 73、C4 75的响应时间可以为150至300毫秒，以及第一和第二电机56、72的响应时间可以为10毫秒的序列。
【0074】牵引最优化策略354包括最优化管理器420，其管理和产生功率消耗输入、罚款以及最优化搜索策略402和406以及评估策略404和408的输入。最优化搜索策略402和406以及评估策略404和408在每个发动机状态下操作动力系的最小功率消耗下确定优选的输入转矩和相应的输出转矩。
【0075】搜索策略402对输入转矩执行一维搜索，以确定优选的输入转矩，该优选的输入转矩最小化当发动机加燃油和全汽缸状态时的功率消耗。对于每个输入转矩，确定优选的输出转矩。这包括确定输入转矩挡位，该输入转矩挡位包含发动机14加燃油和全汽缸状态下的最小和最大输入转矩(“输入转矩最小完全”，“输入转矩最大完全”)，其输入给一维搜索引擎430。该最小和最大输入转矩是根据如图10所示的海拔或气压计气压下的输入速度确定的最小和最大可实现输入转矩。该搜索引擎430产生可实现输入转矩挡位内的候选的输入转矩(“Ti(j)”)，该候选的输入转矩输入给最优化功能440。最优化功能440根据候选的输入转矩、最优化输入和***输入计算输出，这些输出包括输出转矩(“To(j)”)、来自第一和第二电机56、72的转矩输出(“Ta(j)”，“Tb(j)”)、来自ESD74的输出功率(“PBAT(j)”)、来自第一和第二电机56、72的转矩输出(“Pa(j)”，“Pb(j)”)以及变速器10的应用的离合器的离合器转矩输出(“Tc11(j)”，“Tc12(j)”)。最优化功能440的输出输入给消耗功能450，该消耗功能450计算用于候选输入转矩的功率消耗(“PCOST(j)”)。搜索引擎反复地产生候选的输入转矩，并在可实现输入转矩挡位内执行该候选的输入转矩以识别优选的输入转矩和相应的输出转矩，在发动机加燃油和全汽缸状态下，该优选的输入转矩和相应的输出转矩实现最小功率消耗(“PCOST FULL FUEL”)。
【0076】搜索策略406执行输入转矩的一维搜索，以确定优选的输入转矩，当发动机加燃油和汽缸停缸状态下操作时，该优选的输入转矩最小化功率消耗。
【0077】这包括确定输入转矩挡位，其包括发动机14加燃油和汽缸停缸状态下操作时的最小和最大输入转矩(“输入转矩最小停缸”，“输入转矩最大停缸”)，该最小和最大输入转矩输入给一维搜索引擎430。该最小和最大输入转矩是为输入速度确定的最小和最大可实现输入转矩，根据可实现最小和最大输入转矩确定输入速度，根据海拔或气压计气压确定该可实现最小和最大输入转矩，如附图10所示。搜索引擎430产生可实现输入转矩挡位内的候选的输入转矩(“Ti(j)”)，该候选的输入转矩输入给最优化功能440。根据候选的输入转矩和最优化的输入和***输入，最优化功能440计算包括输出转矩(“To(j)”)、来自第一和第二电机56、72的输出转矩(“Ta(j)”，“Tb(j)”)、来自ESD74的输出功率(“PBAT(j)”)以及来自第一和第二电机56、72的电能(“Pa(j)”，“Pb(j)”)在内的输出。最优化功能440的输出输入给消耗功能450，其为候选的输入转矩(“Ti(j)”)计算功率消耗(“PCOST(j)”)。搜索引擎反复产生候选的输入转矩，并在可实现输入转矩挡位内执行，以识别优选的输入转矩和相应的输出转矩，该优选的输入转矩和相应的输出转矩实现在加燃油和汽缸停缸状态下操作发动机时的最小功率消耗(“PCOST DEAC FULL”)。
【0078】评估策略404评估输入转矩，以确定优选的输出转矩和在不加燃油和全汽缸状态下操作发动机时的最小功率消耗。候选的输入转矩(“输入转矩FCO完全”)输入给最优化功能440。根据输入转矩和最优化的输入和***输入，最优化功能440计算包括输出转矩(“To”)、来自第一和第二电机56、72的输出转矩(“Ta”，“Tb”)、来自ESD74的输出功率(“PBAT”)以及来自第一和第二电机56、72的功率(“Pa”，“Pb”)在内的输出。最优化功能440的输出输入给消耗功能450，消耗功能450计算在不加燃油和全汽缸状态下操作发动机时的功率消耗(“PCOST FULL FCO”)。
【0079】评估策略408评估输出转矩，以确定优选的输出转矩和在不加燃油和汽缸停缸状态下操作发动机时的最小功率消耗。候选的输入转矩(“输入转矩FCO停缸”)输入给最优化功能440。根据输入转矩和最优化的输入和***输入，最优化功能440计算包括输出转矩(“To”)、来自第一和第二电机56、72的输出转矩(“Ta”，“Tb”)、来自ESD74的输出功率(“PBAT”)以及来自第一和第二电机56、72的功率(“Pa”，“Pb”)在内的输出。最优化功能440的输出输入给消耗功能450，消耗功能450计算在不加燃油和汽缸停缸状态下操作发动机时的功率消耗(“PCOST DEAC FCO”)。
【0080】最优化功能440的输入包括单一输入转矩、最优化的输入和***输入。***输入包括净预测输出转矩(“To Net Prdtd”)和预测的加速度输出转矩(“ToAccel Prdtd”)。最优化输入包括变速器10的提前工作挡位状态(“提前混合动力挡位状态”)、***的输入加速度曲线(“提前输入加速度曲线预测”)、在提前工作挡位状态下贯穿每个应用的离合器的离合器作用力矩预测挡位(“预测的离合器作用力矩Min/Max”)、以及预测的电池功率限制(“预测的电池功率限制”)。其它限制包括来自第一和第二电机56、72的最大和最小电动机转矩输出、***惯性、阻尼、离合器滑程、以及电机功率转化效率。对于每个候选的输入，最优化功能440计算相应于***输入的动力传动***输出，***输入包括前述的输出转矩指令，且在第一和第二电机56、72的最大和最小电动机转矩输出、可允许的电池功率、变速器10的当前工作挡位状态的应用的离合器的离合器作用力矩挡位内，且考虑了***惯性、阻尼、离合器滑程、以及电机功率转化效率。该动力传动***输出包括最大可实现输出转矩(“To”)和来自第一和第二电机56、72的可实现转矩输出(“Ta”，“Tb”)。
【0081】消耗功能450确定相应于***输入的操作动力传动***的功率消耗，该***输入净预测输出转矩以及发动机14在候选输入转矩下的预测的加速度输出转矩。功率消耗根据下述因素确定，这些因素包括：摩擦和旋转损失形式的机械功率损失、与热量产生相关的电能损失、惯性阻力、电流和寄生损失。在制动期间，功率损失包括未恢复的动能引起的动能损失，其在摩擦制动器94上以产生热量的形式消耗，该动能损失可通过再生制动恢复为电能。消耗被分配且与燃油和电能消费、混合动力传动***的特定操作点相关联。低功率消耗与高转化效率下的低燃油消费、的电池功率用量以及每个发动机速度/负载操作点的低排放相关联，且需要考虑电动机14的当前操作状态。搜索策略402和406包括附加的功率消耗，包括与在全汽缸加燃油状态(“全汽缸发动机功率损失输入”)和汽缸停缸加燃油状态(“汽缸停缸发动机功率损失输入”)下的操作电动机14相关联的发动机功率消耗。
【0082】本领域普通技术人员可以理解，在本发明的范围下的可允许的修改。本发明参考特定的优选的实施例和修改来描述，其他人可在阅读和理解本发明的特定实施例的基础上进行进一步的修改和改造，包括这些修改和改造的均在本发明的保护范围内。

Claims (17)

1、一种用于控制动力传动***的方法，该动力传动***包括耦合于变速器的发动机，该变速器可在多个工作挡位状态的其中一个下操作，以在发动机和输出部件之间传递动力，该方法包括：
监控操作员转矩需求；
监控气压计气压和发动机输入给变速器的输入速度；
根据气压计气压和发动机输入速度，确定从发动机输入到变速器的输入功率的可实现挡位；以及
根据操作员转矩需求和输入功率的可实现挡位，确定变速器的优选的工作挡位状态，以及在优选的工作挡位状态下的优选的发动机操作点。
2、如权利要求1所述的方法，进一步包括：根据操作员转矩需求和输入功率的可实现挡位，确定优选的发动机输入速度，以及在优选的工作挡位状态下的优选的发动机状态。
3、如权利要求2所述的方法，进一步包括：确定优选的发动机状态，该优选的发动机状态包括全汽缸操作状态和汽缸停缸操作状态中之一。
4、如权利要求2所述的方法，进一步包括：确定优选的发动机状态，该优选的发动机状态包括含加燃油状态和燃油切断状态中之一的其中之一。
5、如权利要求1所述的方法，进一步包括：为候选的工作挡位状态执行候选的发动机操作点的搜索，该候选的发动机操作点在从发动机输入到变速器的输入功率的可实现挡位内；以及选择优选的发动机操作点和优选的工作挡位状态。
6、如权利要求5所述的方法，进一步包括：确定每个候选的工作挡位状态的每个候选的发动机操作点的用于操作变速器的功率消耗；以及根据功率消耗，选择优选的发动机操作点和优选的工作挡位状态。
7、如权利要求4所述的方法，其中优选的工作挡位状态包括具有最小功率消耗的候选的工作挡位状态。
8、如权利要求1所述的方法，进一步包括：在优选的工作挡位状态下操作变速器。
9、如权利要求1所述的方法，进一步包括：根据从发动机输入到变速器的输入功率挡位，控制执行换挡到优选的工作挡位状态，该从发动机输入到变速器的输入功率挡位根据气压计气压和发动机输入速度确定。
10、一种用于控制动力传动***的方法，该动力传动***包括可在多个工作挡位状态的其中一个下工作、在发动机和转矩机械以及输出部件之间传递动力的混合动力变速器，该方法包括：
监控操作员转矩需求；
监控气压计气压和发动机输入给混合动力变速器的输入速度；
根据气压计气压和发动机输入速度，确定从发动机输入到混合动力变速器的输入功率的可实现挡位；以及
根据操作员转矩需求和输入功率的可实现挡位，确定混合动力变速器的优选的工作挡位状态，以及在优选的工作挡位状态下的优选的发动机操作点。
11、如权利要求10所述的方法，进一步包括：根据操作员转矩需求和输入功率的可实现挡位，确定优选的发动机输入速度，以及在优选的工作挡位状态下的优选的发动机状态。
12、如权利要求11所述的方法，进一步包括：确定优选的发动机状态，该优选的发动机状态包括全汽缸操作状态和汽缸停缸操作状态中之一。
13、如权利要求11所述的方法，进一步包括：确定优选的发动机状态，该优选的发动机状态包括含加燃油状态和燃油切断状态中之一的其中之一。
14、如权利要求10所述的方法，进一步包括：
执行候选的发动机操作点的搜索，用于候选的工作挡位状态，该候选的发动机操作点在从发动机输入到混合动力变速器的输入功率的可实现挡位内；
确定每个候选的工作挡位状态的每个候选的发动机操作点的操作变速器的功率消耗；
选择包括具有最小功率消耗的候选的发动机操作点的每个候选的工作挡位状态下的优选的发动机操作点；
选择优选的工作挡位状态，该优选的工作挡位状态包括候选的工作挡位状态，该候选的工作挡位状态具有最小优选的发动机操作点，该最小优选的发动机操作点具有最小功率消耗。
15、如权利要求10所述的方法，进一步包括：根据从发动机输入到混合动力变速器的输入功率挡位，控制执行换挡到优选的工作挡位状态，该从发动机输入到混合动力变速器的输入功率挡位根据气压计气压和发动机输入速度确定。
16、如权利要求15所述的方法，进一步包括：选择优选的工作挡位状态，该优选的工作挡位状态包括固定挡位和连续可变工作挡位状态中之一。
17、一种控制动力传动***的方法，该动力传动***包括可在若干工作挡位状态的其中一个下工作、在发动机和转矩机械以及输出部件之间传递动力的混合动力变速器，该方法包括：
监控操作员转矩需求；
监控气压计气压和发动机输入给混合动力变速器的输入速度；
根据气压计气压和发动机输入速度，确定从发动机输入到混合动力变速器的输入功率的可实现挡位；以及
根据操作员转矩需求和输入功率的可实现挡位，确定混合动力变速器的优选的工作挡位状态，以及在优选的工作挡位状态下的优选的发动机操作点；
根据从发动机输入到混合动力变速器的输入功率挡位，执行换挡到优选的工作挡位状态，该从发动机输入到混合动力变速器的输入功率挡位根据气压计气压和发动机输入速度确定。
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CN114962632B (zh) * 2022-05-27 2024-05-03 中国第一汽车股份有限公司 一种摘挂挡力确定方法、装置、电子设备及存储介质

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