CN101659256B - 基于违约成本控制动力传动系***的方法 - Google Patents

基于违约成本控制动力传动系***的方法 Download PDF

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CN101659256B
CN101659256B CN2008101910672A CN200810191067A CN101659256B CN 101659256 B CN101659256 B CN 101659256B CN 2008101910672 A CN2008101910672 A CN 2008101910672A CN 200810191067 A CN200810191067 A CN 200810191067A CN 101659256 B CN101659256 B CN 101659256B
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torque
engine
candidate
power
input
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CN101659256A (zh
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A·H·希普
K·Y·金
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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Abstract

本发明涉及基于违约成本控制动力传动系***的方法，其中包括监视操作者转矩请求、选择候选的动力传动系***工作点、并确定优选的发动机转矩范围、优选的转矩机转矩范围和优选的储能装置输出功率范围。该方法还包括基于操作者转矩请求和候选的动力传动系***工作点确定发动机转矩、转矩机转矩和储能装置输出功率。基于确定的发动机转矩、确定的转矩机转矩和确定的储能装置输出功率范围确定用于在候选的动力传动系***工作点运转动力传动系的动力成本。

Description

基于违约成本控制动力传动系***的方法
相关申请的交叉引用
本申请要求享有2007年11月4日提交的美国临时申请No.60/985,258的权益，在此通过引用将其结合在本申请中。
技术领域
本发明涉及动力传动系***内的动力致动器控制。
背景技术
本部分的说明仅提供与本发明相关的背景资料，可能不构成现有技术。
已知的动力传动系结构包括由内燃机和电机构成的通过变速器装置向输出部件传递转矩的转矩产生装置。一个示例性的动力传动系包括双模式、复合-分解、电力-机械的变速器，该变速器利用输入部件从原动机动力源(优选地为内燃机)和输出部件接收动力转矩。输出部件可操作地连接到汽车的传动***以向其传递牵引转矩。操作的作为马达或发电机的电机产生输入变速器的转矩，该转矩独立于从内燃机输入的转矩。电机可将通过车辆传动***传递的车辆动能转变为可储存在电能存储装置内的电能。控制***监视来自车辆和操作者的各种输入并提供动力传动系的操作控制，包括：对于变速器操作状态和换挡的控制，对于转矩产生装置的控制，以及在电能存储装置与电机之间进行电能转换调节，以管理变速器的输出，包括：变速器的转矩和转速。
发明内容
动力传动系***包括发动机、转矩机、变速器装置和储能装置，变速器装置设置成在发动机、转矩机和输出部件之间传递动力以产生输出转矩。用于控制动力传动系***的方法包括监控操作者转矩请求、选择候选的动力传动系***工作点，并确定优选的发动机转矩范围、优选的转矩机转矩范围和优选的储能装置输出功率范围。该方法还包括基于操作者转矩请求和候选的动力传动系***工作点确定发动机转矩、转矩机转矩和储能装置输出功率。根据确定的发动机转矩、确定的转矩机转矩和确定的储能装置输出功率范围确定用于在候选的动力传动系***工作点操作动力传动系的动力成本。确定用于在候选的动力传动系***工作点操作动力传动系的相对于优选的发动机转矩范围、优选的转矩机转矩范围和优选的储能装置输出功率范围的违约成本。并且，根据动力成本和违约成本确定用于在候选的动力传动系***工作点操作动力传动系的操作成本。
附图说明
现在参照附图，以举例的方式说明一个或多个实施例，其中：
图1是根据本发明的示例性混合动力传动系的示意图；
图2是根据本发明的用于控制***和混合动力传动系的示例性结构的示意图；
图3-9是根据本发明的控制方法的示意性流程图；
图10是根据本发明的示意性动力流程图；以及
图11描述的是根据本发明的违约成本确定方法。
具体实施方式
现在参考附图，其中，视图仅用于说明某些示例性实施例而非对其限制，图1和2描述了示例性的电力机械混合动力传动系***。图1中示出了根据本发明的示例性的电力-机械混合动力传动系***，其包括双模式、复合-分解、电力-机械混合变速器10，可操作地连接到发动机14和转矩产生机械，其中转矩产生机械包括：第一和第二电机(‘MG-A’)56和(‘MG-B’)72。发动机14与第一和第二电机56和72中的每一个产生能被传输到变速器10的机械动力。由发动机14与第一和第二电机56和72产生并传递至变速器10的动力以输入转矩和电机转矩与速度进行说明，输入和电机转矩在此分别称之为TI、TA和TB，速度在此分别称之为NI、NA和NB。
示例性的发动机14包括有选择地以几种状态操作以通过输入轴12向变速器10传递转矩的多汽缸内燃机，可以是点燃式或压燃式发动机。发动机14包括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监视输入轴12的转速。由于发动机14和变速器10之间的输入轴12上的转矩消耗部件，例如液压泵(未示出)和/或扭矩管理装置(未示出)的设置，使得包括转速和发动机转矩在内的发动机14的动力输出不同于变速器10的输入速度NI和输入扭矩TI。
示例性的变速器10包括三个行星齿轮组24、26和28，以及四个有选择地啮合的转矩传递装置，即离合器C1 70、C2 62、C3 73和C4 75。如在此使用的那样，离合器指的是任何类型的摩擦转矩传递装置，例如包括单盘或复合盘式离合器或者离合器组件、带式离合器和制动器。优选地由变速器控制模块(以下称‘TCM’)17控制的液压控制管路42操作的控制离合器状态。离合器C2 62和C4 75优选地包括液压驱动的旋转摩擦离合器。离合器C1 70和C3 73优选地包括可有选择地固定到变速箱68上的液压控制的稳定装置。离合器C1 70、C2 62、C3 73和C4 75中的每一个优选地采用液压驱动，有选择地通过液压控制管路42接收增压的液压流体。
第一和第二电机56和72优选地包括三相交流电机与相应的分相器80和82，每个三相交流电机包括定子(未示出)和转子(未示出)。每个机器的电动机定子都固定到变速箱68的外部并包括定子铁芯，该定子铁芯具有从其中延伸出来的绕成线圈的电绕组。用于第一电机56的转子支承在通过第二行星齿轮组26操作地附装于轴60的毂衬齿轮上。用于第二电机72的转子固定地附装于套轴轮毂66上。
每个分相器80与82优选地包括可变磁阻装置，该可变磁阻装置包括分相器定子(未示出)与分相器转子(未示出)。分相器80与82适当地定位，并且分别装配在第一和第二电机56和72其中之一上。分相器80与82其中之一的定子分别操作地连接至第一和第二电机56和72其中之一的定子上。分相器转子操作地连接至相应的第一和第二电机56和72的转子。每个分相器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(以下称‘TPIM’)19，并且每个探测并监控分相器转子相对于分相器定子的旋转位置，由此监控第一和第二电机56和72其中之一各自的旋转位置。此外，对来自于分相器80与82的信号输出进行解析，以分别提供第一和第二电机56和72的转速，即，NA与NB。
变速器10包括输出部件64，例如，可操作地连接至车辆的传动***90的轴(未示出)，以向将动力传递至车轮93的传动***90提供输出动力，图1中示出了一个车轮。输出部件64的输出动力以输出转速NO和输出转矩TO表征。变速器输出速度传感器84监视输出部件64的转速与旋转方向。每个车轮93优选地装配有摩擦制动器94和适宜于监视轮速VSS-WHL的传感器(未示出)，传感器的输出由图2中所述的分布式控制模块***的控制模块监视，以确定用于制动控制、牵引控制和车辆加速管理的车速、以及绝对和相对轮速。
来自发动机14的输入转矩与来自第一和第二电机56和72的发动机转矩(分别为TI、TA和TB)作为由燃料或存储在电能存储装置(以下称为‘ESD’)74中的电势进行能量转化的结果而生成。ESD74为经由DC传递导体27DC连接至TPIM 19的高压。传递导体27包括接触器开关38。当接触器开关38闭合，在正常操作下，电流可在ESD 74和TPIM 19之间流动。当接触器开关38开启，中断在ESD 74和TPIM 19之间流动的电流。通过传递导体29，TPIM 19将电力传递至第一电机56并从第一电机56获得电力；同样，通过传递导体31，TPIM19将电力传递至第二电机72并从第二电机72获得电力，以满足响应于发动机转矩指令TA和TB的第一和第二电机56和72的转矩指令。根据ESD 74处于充电还是放电，电流传递至ESD 74，或者从ESD 74输出。
TPIM 19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)，该电动机控制模块配置成接收电动机转矩指令，并由此控制变换器来提供电动机驱动或发电机功能，以满足已指令的电动机转矩TA和TB。功率变换器包括已知的补偿三相功率电子装置，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电力转换为AC电力，为相应的第一和第二电机56和72提供电力。绝缘栅双极晶体管形成设置用于接收控制指令的开关模式电源。每个三相电机的每一相通常具有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生成或电力发电机功能。三相变换器经由DC传递导体27接收或提供DC电力，并将其转换为三相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传导至第一和第二电机56和72或从第一和第二电机56和72传导而来，以作为电动机或发电机运行。
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整车控制结构的子***，并提供图1中所述示例性的混合动力传动系的协同***控制。分布式控制模块***综合相关信息与输入，并执行算法控制各种致动器以实现控制目标，包括关于燃油经济性、排放、性能、操纵性以及硬件保护，该硬件保护包含ESD 74的电池与第一和第二电机56和72。分布式控制模块包括发动机控制模块(以下称‘ECM’)23、TCM 17、电池组控制模块(以下称‘BPCM’)21和TPIM 19。混合动力控制模块(以下称‘HCP’)5提供ECM23、TCM 17、BPCM 21和TPIM 19的监控与协调。用户界面(‘UI’)13操作地连接至多个装置，车辆操作者通过所述多个装置控制或引导电力-机械混合动力传动系的运转。上述装置包括加速踏板113(‘AP’)、操作者制动踏板112(‘BP’)、变速器齿轮选择器114(‘PRNDL’)和车速巡航控制(未示出)。变速器齿轮选择器114可具有不连续数量的操作者可选择位置，包括：输出部件64的旋转方向能够获得前进或后退方向其中之一。
前述控制模块经由局域网(以下称‘LAN’)总线6与其它控制模块、传感器和致动器相通讯。LAN总线6允许介于各个控制模块之间的操作参数的状态与致动器指令信号的结构化通讯。所使用的特定通讯协议为专用的。LAN总线6与适当的协议提供用于上述控制模块与其它提供例如防抱死、牵引控制和车辆稳定性功能的控制模块之间的鲁棒通讯和多控制模块模块。多重通讯总线可用于提高通讯速度，并且提供一定级别的信号冗余与整合。单个控制模块之间的通讯还可使用直接连接实现，例如，串行外设接口(‘SPI’)总线(未示出)。
HCP 5提供混合动力传动系的管理控制，用于协调ECM 23、TCM 17、TPIM 19和BPCM 21的工作。基于来自用户界面13和包括ESD 74的混合动力传动系的各种输入信号，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，用于施加的变速器10的转矩传递离合器C1 70、C2 62、C3 73、C4 75的离合器转矩，以及第一和第二电机56和72的转矩指令TA和TB。
ECM 23操作地连接至发动机14，并用于通过多条分离的线从发动机14的传感器与控制致动器获取数据，为了简化起见，多条分离的线以集合的双向接口电缆35示出。ECM 23从HCP 5接收发动机输入转矩指令。ECM 23确定实际发动机输入转矩TI，基于监控的发动机速度与载荷在该时间点及时将该转矩提供至变速器10，ECM 23与HCP 5相通讯。ECM 23监控来自转速传感器11的输入以确定发动机对输入轴12的输入速度，该速度转化为变速器输入速度NI。ECM 23监视来自传感器(未示出)的输入以确定其它发动机运行参数的状态，包括，例如，歧管压力、发动机冷却温度、环境温度以及环境压力。可由例如歧管压力，或可替换地，由监视操作者对加速踏板113的输入，来确定发动机载荷。ECM 23生成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，并监视来自传感器(未示出)的输入，以确定变速器操作参数的状态。TCM 17生成并传输指令信号以控制变速器10，包括控制液压控制电路42。从TCM 17至HCP 5的输入包括每个离合器，即，C1 70、C2 62、C3 73和C4 75的估算的离合器转矩以及输出部件64的输出转速NO。为了控制目的，可使用其它致动器和传感器将TCM 17的附加信息提供至HCP 5。TCM 17监视来自压力开关(未示出)的输入，并选择性地致动压力控制电磁线圈(未示出)，切换液压控制电路42的电磁线圈(未示出)，以选择性地致动不同的离合器C1 70、C2 62、C3 73和C4 75，从而实现如下文所述的各种变速器工作档位状态。
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ESD 74的电池的参数状态的指示信息提供至HCP 5。电池的参数状态优选地包括电池荷电状态、电池电压、电池温度以及可获得的电池功率，称之为PBAT_MIN至PBAT_MAX的范围。
制动控制模块(以下称‘BrCM’)22操作地连接到每个车轮93的摩擦制动器94上。BrCM 22监视操作者向制动踏板112的输入并产生控制信号以控制摩擦制动器94，并向HCP 5发出控制信号来操作第一和第二电机56和72，在此基础上，通过称之为混合制动的方法影响车辆制动。
控制模块ECM 23、TCM 17、TPIM 19和BPCM 21中的每一个优选地为通用数字计算机，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’)、电子式可擦写只读存储器(‘EPROM’)的存储介质，高速时钟，模数(‘A/D’)与数模(‘D/A’)电路，输入/输出电路和装置(‘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，包括存储在存储介质之一中并被执行以提供每个计算机的相应功能的驻存程序指令和标定。控制模块之间的信息传递优选地使用LAN总线6和串行外设接口总线实现。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，以监视来自传感装置的输入，并执行控制和诊断程序以利用预设标定控制致动器的运行。以规则时间间隔执行循环，例如在传动系的实时运行过程中每隔3.125、6.25、12.5、25和100毫秒。可替换地，响应于事件的发生来执行算法。
示例性的混合动力传动系选择性地以几种工作档位状态之一运行，这些工作档位状态可表述为包括发动机工作状态(‘ON’)与发动机停止状态(‘OFF’)之一的发动机状态，和包括多个固定档位与连续可变工作模式的变速器工作范围状态，以下参照表1进行说明。表1
Figure G2008101910672D00071
表中描述了每个变速器工作档位状态，并显示每一工作档位状态中使用的是特定离合器C1 70、C2 62、C3 73以及C4 75中的哪个。为了“固定”第三行星齿轮组28的外部齿轮部件，仅通过使用离合器C1 70而选择第一连续可变模式，即EVT模式1，或M1。发动机状态可以为ON(‘M1_Eng_On’)或者OFF(‘M1_Eng_Off’)之一。通过仅使用离合器C2 62将轴60连接至第三行星齿轮组28的托架而选择第二连续变化模式，即EVT模式2，或者M2。发动机状态可以为ON(‘M2_Eng_On’)或者OFF(‘M2_Eng_Off’)之一。为了说明的目的，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。固定档位工作提供变速器10的输入至输出速度的固定比率工作，即NI/NO。通过使用离合器C1 70和C4 75而选择第一固定档位工作(‘G1’)。通过使用离合器C1 70和C2 62而选择第二固定档位工作(‘G2’)。通过使用离合器C2 62和C4 75而选择第三固定档位工作(‘G3’)。通过使用离合器C2 62和C3 73而选择第四固定档位工作(‘G4’)。由于行星齿轮24、26和28中的传动比降低，输入至输出速度的固定比率工作随着固定档位工作的增加而增加。第一和第二电机56和72转速NA和NB分别取决于由离合器限定的机构的内部转速，并且与输入轴12处测量的输入速度成比例。
根据由用户界面13捕获的经由加速踏板113和制动踏板112的操作者的输入，HCP 5与一个或多个其它控制模块确定转矩指令以控制包括发动机14与第一和第二电机56和72的转矩生成装置，以在输出部件64达到操作者的转矩请求并将其传递至传动***90。基于由用户界面13和包括ESD 74的混合动力传动系的输入信号，HCP 5分别确定操作者的转矩请求、从变速器10到传动***90的指令输出转矩、来自发动机14的输入扭矩、用于变速器10的转矩传递离合器C1 70、C2 62、C3 73、C4 75的离合器扭矩、以及用于第一和第二电机56和72的电机转矩，如下所述。
最终的车辆加速度会受其它因素的影响，包括，例如：道路负载、道路坡度以及车辆质量。发动机状态和变速器运转范围状态基于混合动力传动系的若干运转特性确定。这包括如前所述的通过加速踏板113和制动踏板112传达至用户界面13的操作者的扭矩请求。变速器运转范围状态和发动机状态可基于由在电能生成模式或转矩生成模式中运转第一和第二电机56和72的指令所引起的混合动力传动系扭矩需求判定。变速器运转范围状态和发动机状态可通过基于操作者对发动机14与第一和第二电机56和72的动力、电池充电状态和能量效率的需求确定最佳***效率的最优化算法或程序来确定。控制***基于所执行的最优化程序的结果管理来自发动机14与第一和第二电机56和72的转矩输入，从而最优化***效率，来管理燃料经济性和蓄电池充电。此外，运转可基于部件或***中的错误而确定。HCP 5监视转矩生成装置，并确定在输出部件64的来自变速器10的动力输出，该输出部件64是在达到其它动力传动系运转要求(比如给ESD 74充电)的同时满足操作者的转矩请求所需要的。由上述说明应该明显的看到，ESD 74与第一和第二电机56和72电气-操作地接合以使其间有电力流动。此外，发动机14、第一和第二电机56和72以及电力-机械变速器10机械-操作地接合以在其间传递动力，来产生流向输出部件64的动力。
图3示出用于控制并管理流入具有多个转矩发生装置的混合动力传动系***的信号的控制***结构，以下参照图1和2的混合动力传动系***对多个转矩发生装置作以说明，该控制***结构以可执行算法和标定的形式留存在上述控制模块中。控制***结构适用于具有多个转矩发生装置的可选择混合动力传动系***，多个转矩发生装置包括，比如具有发动机和单个电机的混合动力传动系***、具有发动机和多个电机的混合动力传动系***。可选择的，混合动力传动系***可利用非电动转矩发生机构和储能***，比如，液压-机械混合变速器(未示出)。
操作中，监视操作者对加速踏板113和制动踏板112的输入以确定操作者的转矩请求。操作者对加速踏板113和制动踏板112的输入包括可单独确定的操作者的转矩请求输入，包括即时加速器输出转矩请求(‘输出转矩请求Accel Immed’)、预测的加速器输出转矩请求(‘输出转矩请求Accel Prdtd’)、即时制动器输出转矩请求(‘输出转矩Brake Immed’)、预测的制动器输出转矩请求(‘输出转矩请求Brake Prdtd’)和轴转矩响应型(‘轴转矩响应型’)。如在此使用的，术语‘加速器’指的是当操作者选择的变速器齿轮选择器114的位置指令车辆沿向前方向运转时，优选地引起车速增加超过当前车速的操作者对向前推进的请求。术语‘减速’和‘制动’指的是优选地引起从目前车速降低车速的操作者请求。即时加速器输出转矩请求、预测的加速器输出转矩请求、即时制动器输出转矩请求、预测的制动输出转矩请求和轴转矩响应型分别输入控制***。另外，监视发动机14和变速器10的运转以确定输入速度(‘Ni’)和输出速度(‘No’)。
即时加速器输出转矩请求包括基于操作者向加速踏板113的输入确定的即时转矩请求。控制***响应于即时加速器输出转矩请求控制来自混合动力传动系***的输出转矩以引起车辆的正加速度。即时制动器输出转矩请求包括基于操作者向制动踏板112的输入确定的即时制动请求。控制***响应于即时制动器输出转矩请求控制来自混合动力传动系***的输出转矩以引起车辆的减速或负加速。受控制来自混合动力传动系***的输出转矩影响的车辆减速与受车辆制动***(未示出)影响的车辆减速结合，以降低车辆的速度来达到即时制动请求。
即时加速器输出转矩请求基于当前发生的操作者向加速踏板113的输入确定，还包括在输出部件64(优选地是用于加速车辆)所产生的即时输出转矩的请求。即时加速器输出转矩请求是未定型的，但可通过在动力传动系控制之外影响车辆运转的事件定型。这些事件包括动力传动系控制中用于防抱死制动的车辆水平中断(vehicle level interruptions)、牵引控制和可用于不定型或限速即时加速器输出转矩请求的车辆稳定性控制。
预测的加速器输出转矩请求基于操作者向加速踏板113的输入确定，并包括输出部件64的最佳或优选的输出转矩。预测的加速器输出转矩请求优选地等于正常操作条件期间的即时加速器输出转矩请求，例如：当防抱死制动、牵引控制或车辆稳定性中的任何一个都没有被指令时。当防抱死制动、牵引控制或车辆稳定性中的任何一个被指令时，预测的加速器输出转矩请求维持优选的输出转矩，同时即时加速器输出转矩请求响应于与防抱死制动、牵引控制或车辆稳定性控制有关的输出转矩指令而减小。
基于操作者向制动踏板112的输入和控制摩擦制动器94以产生磨擦制动转矩的控制信号确定即时刹车输出转矩请求。
预测的刹车输出转矩请求包括输出部件64的响应于操作者向制动踏板112的输入的最佳或优选的刹车输出转矩，最佳或优选的刹车输出转矩以在输出部件64产生的最大刹车输出转矩为条件，与操作者向制动踏板112的输入无关。在一个实施例中，在输出部件64产生的最大刹车输出转矩限制在-0.2g。当车速接近零时，预测的刹车输出转矩请求可逐渐减小到零，而与操作者向制动踏板112的输入无关。如使用者所希望的那样，存在预测的刹车输出转矩请求设置为零的运行条件，例如，当设置变速器齿轮选择器114的操作者设定为倒档时，以及当分动箱(未示出)设置为四轮驱动低档时。预测的刹车输出转矩请求设置为零的运行条件时，由于车辆操作因素，而没有优选进行混合制动。
轴转矩响应型包括通过第一和第二电机56和72形成并速度限制输出转矩响应的输入状态。轴转矩响应型的输入状态可为活动状态，优选地包括舒适性(pleasability)限制状态、最大范围状态和待用状态中的一个。当所指令的轴转矩响应型为活动状态时，输出转矩指令为即时输出转矩。优选地用于该响应型的转矩响应尽可能地快。
混合制动包括车轮93产生磨擦制动转矩，并在输出部件64产生输出转矩，以回应传动***90来响应于操作者对制动踏板112的输入而降低车速。BrCM 22指令摩擦制动器94施加制动转矩并生成使变速器10产生负输出转矩的指令，负输出转矩响应于即时制动请求回应传动***90。优选地，只要施加的制动转矩和负输出转矩足够克服车轮93的车辆动能，两者即可使车辆减速并停止。负输出转矩回应于传动***90，因此向电力-机械变速器10和发动机14传递转矩。通过电力-机械变速器10回应的负输出转矩可传递至第一和第二电机56和72的一个或两个，以产生存储于ESD74内的电能。
基于输出速度和操作者转矩请求，以及基于混合动力传动系的其它操作参数，包括发动机14、变速器10以及第一和第二电机56和72的电池电源极限和响应极限，战略优化控制方案(‘战略控制’)310确定优选的输入速度(‘Ni_Des’)和优选的发动机状态以及变速器操作范围状态(‘混合范围状态Des’)。预测的加速器输出转矩请求和预测的制动器输出转矩请求输入到战略优化控制方案310。战略优化控制方案310优选地在每个100ms周期和每个25ms周期期间由HCP 5执行。变速器10所要求的操作范围状态和从发动机14到变速器10的所要求的输入速度均输入到换档执行和发动机起动/停止控制方案320中。
该换档执行和发动机起动/停止控制方案320指令在变速器操作(‘变速器指令’)中变化，包括基于动力传动系动力传动系***的输入和操作改变操作范围状态。这包括如果优选的操作范围状态不同于通过指令变化在应用离合器C1 70、C2 62、C3 73和C4 75中的一个或多个及其它变速器指令中的当前操作范围状态，变速器操作范围状态改变的指令执行。可确定当前操作范围状态(‘混合动力范围状态Actual’)和输入速度曲线(‘Ni_Prof’)。输入速度曲线是将来输入速度的估计，优选地包括用于将出现周期的目标输入速度的标量参数数值。发动机操作指令和操作者转矩请求基于在变速器的操作范围状态转变期间的输入速度曲线。
策略控制方案(‘策略控制与操作’)330在控制周期的一个期间反复执行以确定发动机指令(‘发动机指令’)用于操作发动机14，包括基于输出速度、输入速度和操作者转矩请求的从发动机14到变速器10的优选的输入扭矩，操作者转矩请求包括即时加速器输出转矩请求、预测的加速器输出转矩请求、即时制动器输出转矩请求、预测的制动器输出转矩请求、轴转矩响应型和变速器的当前操作范围状态。发动机指令还包括由全缸操作状态和停缸操作状态其中之一组成的发动机状态和由供以燃料状态和停供燃料状态其中之一组成的发动机状态，在停缸操作状态中一部分发动机气缸停用并停供燃料。包括发动机14优选的输入扭矩和回应在发动机14和输入部件12之间的当前输入扭矩(‘Ti’)发动机指令优选地在ECM 23中确定。包括当前应用的离合器和非应用的离合器的离合器C1 70、C2 62、C3 73和C4 75中的每一个的离合器转矩(‘Tcl’)优选地在TCM 17中估算。
执行输出和电机转矩确定方案(‘输出和电机转矩确定’)340以确定优选的来自动力传动系的输出转矩(‘To_cmd’)。这包括通过控制本实施例中的第一和第二电机56和72确定电机转矩指令(‘TA’、‘TB’)，以向达到操作者转矩请求的变速器10的输出部件64传递指令输出转矩的网络。将即时加速器输出转矩请求、即时制动器输出转矩请求、来自发动机14和估算施加的离合器转矩的当前输入扭矩、变速器10的当前操作范围状态、输入速度、输入速度曲线以及轴转矩响应型输入。执行输出和电机转矩确定方案340以确定在周期之一的每次重复期间的电机转矩指令。输出和电机转矩确定方案340包括在6.25ms和12.5ms周期期间定时执行，以确定优选的电机转矩指令的算法代码。
当操作者选定的变速器齿轮选择器114的位置指令车辆沿前进方向操作时，控制混合动力传动系将输出转矩传递至输出部件64以回应传动***90，并产生车轮93的牵引转矩以响应于操作者对加速踏板113的输入向前推动车辆。同样，当操作者选定的变速器齿轮选择器114的位置指令车辆沿相反方向操作时，控制混合动力传动系将输出转矩传递至输出部件64以回应传动***90，并产生车轮93的牵引转矩以响应于操作者对加速踏板113的输入沿相反的方向推动车辆。优选地，只要输出转矩足以克服车辆的外部载荷，例如由于道路坡度、空气动力载荷及其它载荷所产生的外部载荷，就能够加速推动车辆。
图4示出了用于控制发动机14的操作的策略控制方案(‘策略控制与操作’)330中的信号流的细节，控制发动机14的操作已参照图1和2的混合动力传动系***与图3和4的控制***结构作以说明。策略控制方案330包括策略优化控制路径350和***约束控制路径360，两者优选并行地执行。策略优化控制路径350的输出输入到发动机状态控制方案370。发动机状态控制方案370和***约束控制路径360的输出输入到发动机响应型确定方案(‘发动机响应型确定’)380，用于控制发动机状态、即时发动机转矩请求、预测的发动机转矩请求和发动机响应型。
来自发动机14的输入可用包括发动机转速和发动机转矩的发动机工作点来描述，该发动机转速和发动机转矩可被转换为与来自变速器10的输入部件回应的输入速度和输入扭矩。当发动机14包括点燃式发动机时，发动机工作点的改变会受到发动机14空气吸入量的改变、利用电子节流控制***(未示出)对于发动机节流阀(未示出)控制的影响，包括打开发动机节流阀以增加发动机转矩和关闭发动机节流阀以减小发动机转矩。发动机工作点的变化会受到调整点火定时的影响，包括从平均最佳转矩点火定时至延迟点火定时，以减小发动机转矩。当发动机14包括压燃式发动机时，通过控制燃料喷射量控制发动机工作点，并通过从平均最佳转矩喷油定时至延迟喷油定时，以减小发动机转矩来调整发动机工作点。通过控制全缸状态和停缸状态之间的发动机状态，并通过控制其中发动机旋转和停供燃料的发动机供以燃料状态和停供燃料状态之间的发动机状态，也可以改变发动机工作点以影响输入扭矩的变化。
策略优化控制路径350作用在基本上稳定状态的输入上，以选择优选的发动机状态并确定从发动机14到变速器10的优选的输入扭矩。策略优化控制路径350包括确定优选的输入扭矩的最优化方案(‘策略最优化’)354，优选的输入扭矩用于以全缸状态(‘输入扭矩Full’)、以停缸状态(‘输入扭矩Deac’)、停供燃料的全缸状态(‘输入扭矩Full FCO’)、以停供燃料的停缸状态(‘输入扭矩Deac FCO’)、以及优选的发动机状态(‘优选的发动机状态’)操作发动机14。最优化方案354的输入包括通过引导操作范围状态中的每个应用的离合器的变速器10的引导操作范围状态(‘引导混合范围状态’)、引导预测的输入加速度曲线(‘引导输入加速度曲线预测’)和离合器反作用转矩的预测范围(‘预测的离合器反作用转矩Min/Max’)，该引导操作范围状态优选地在换档执行和发动机起动/停止控制方案320中产生。另外的输入包括预测的电能极限(‘预测的电池电能极限’)、预测的加速器输出转矩请求(‘输出转矩请求Accel Prdtd’)和预测的制动器输出转矩请求(‘输出转矩请求制动Prdtd’)。通过预测的输出转矩整形滤波器352形成用于加速的预测的输出转矩请求，同时考虑轴转矩响应型以产生预测的加速器输出转矩(‘至Accel Prdtd’)并与用于制动的预测的输出转矩请求结合以确定网络预测的输出转矩(‘至网络Prdtd’)，并将其输入最优化方案354。变速器10的引导操作范围状态包括变速器10的操作范围状态的时间转换引导以适应在操作范围状态和实际操作范围状态的指令变化之间的响应时间滞后。因此，变速器10的引导操作范围状态为指令的操作范围状态。引导预测的输入加速度曲线包括输入部件12的预测的输入加速度曲线的时间转换引导，以适应在预测的输入加速度曲线中指令的变化和预测的输入加速度曲线中测量的变化之间的响应时间滞后。因此，引导预测的输入加速度曲线为换挡时间之后发生的输入部件12的预测的输入加速度曲线。标示为‘引导’的参数用来利用具有变化响应时间的装置通过动力传动系会聚在共用输出部件64提供转矩的并行传递。具体地，发动机14可具有300-600ms数量级的响应时间，每个转矩传递离合器C1 70、C2 62、C3 73和C4 75可具有150-300ms数量级的响应时间，第一和第二电机56和72可具有10ms数量级的响应时间。
最优化方案354确定用于在发动机状态操作发动机14的成本，发动机状态包括操作发动机供以燃料并在全缸状态(‘PCOSTFULL FUEL’)、操作发动机停供燃料并在全缸状态(‘PCOSTFULL FCO’)、操作发动机供以燃料并在停缸状态(‘PCOST DEAC FUEL’)以及操作发动机停供燃料并在停缸状态(‘PCOSTDEAC PCO’)。用于操作发动机14的上述成本与实际发动机状态(‘实际发动机状态’)和可容许的或可允许的发动机状态(‘发动机状态Allowed’)一起输入稳定性分析方案(‘稳定性和鉴定’)356以选择发动机状态中的一个作为优选的发动机状态(‘优选的发动机状态’)。
用于在停供燃料和供应燃料的全缸状态和在停缸状态操作发动机14的优选的输入扭矩输入到发动机转矩转换计算机355，并通过考虑发动机14和变速器10之间的转矩消耗元件，例如液压泵，在全缸状态和停缸状态(‘发动机转矩Full’和‘发动机转矩Deac’)和在全缸状态和在停缸状态(‘发动机转矩FullFCO’和‘发动机转矩Deac FCO’)停供燃料时转换成转换成优选的发动机转矩。优选的发动机转矩和优选的发动机状态包括向发动机状态控制方案370的输入。
用于操作发动机14的成本包括基于包括车辆驱动性能、燃料经济性、排放物和电池使用因素确定的操作成本。成本被分配并与燃料和耗电量有关，还与混合动力传动系的具体运转条件有关。较低的操作成本与高转化效率下的低燃料消耗、较低的电池电源使用和较低的排放物有关，并考虑到发动机14的当前运转状态。
在全缸状态和在停缸状态的优选的发动机状态和优选的发动机转矩输入到包括发动机状态机械(‘发动机状态机械’)372的发动机状态控制方案370。发动机状态机器372基于优选的发动机转矩和优选的发动机状态确定目标发动机转矩(‘目标发动机转矩’)和发动机状态(‘目标发动机状态’)。目标发动机转矩和发动机状态输入到转换滤波器374，转换滤波器374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’)，并能够在发动机状态之间转换。发动机状态机器372输出表示选择停缸状态和全缸状态(‘DEAC选定的’)之一和表示选择发动机供以燃料状态和减速停供燃料状态(‘FCO选定的’)之一的指令。
将停缸状态和全缸状态之一的选择、发动机供以燃料状态和减速停供燃料状态之一的选择、过滤的目标发动机转矩以及最小和最大发动机转矩输入到发动机响应型确定方案380中。
***限制控制路径360确定对输入扭矩的限制，包括可被变速器10回应的最小和最大输入扭矩(‘输入转矩混合最小’和‘输入转矩混合最大’)。基于对变速器10、第一和第二电机56和72以及ESD 74的限制确定最小和最大输入转矩，这会影响变速器10和电机56和72的容量。
对***限制控制路径360的输入包括由与转矩干涉控制结合的加速踏板113测量的即时输出转矩请求(‘输出转矩请求Accel Immed’)和由与转矩干涉控制结合的制动踏板112测量的即时输出转矩请求(‘输出转矩请求BrakeImmed’)。在考虑轴转矩响应型的同时，通过即时输出转矩整形滤波器362形成即时输出转矩请求以产生即时加速器输出转矩(‘至Accel Immed’)，即时输出转矩请求与用于制动的即时输出转矩请求结合以确定网络即时输出转矩(‘至网络Immed’)。网络即时输出转矩和即时加速器输出转矩是限制方案(‘输出和输入转矩限制’)364的输入。限制方案364的其它输入包括变速器10的引导操作范围状态、即时引导输入加速度曲线(‘引导输入加速度曲线Immed’)、用于在引导操作范围状态的每个应用离合器的引导即时离合器反作用转矩范围(‘引导即时离合器反作用转矩Min/Max’)、以及包括从最小策略控制电能限制PBA_MIN_TC到最大策略控制电能限制PBAT_MAX_TC的范围的策略控制电能限制(‘策略控制电能限制’)。策略控制电能限制从电池电源函数(‘电池电源控制’)366的输出。目标引导输入加速度曲线包括输入部件12的即时输入加速度曲线的时间转换引导，以适应即时输入加速度曲线中指令的变化和即时输入加速度曲线中测量的变化之间的响应时间滞后。引导即时离合器反作用转矩范围包括离合器的即时离合器反作用转矩范围的时间转换引导，以适应即时离合器转矩范围中指令的变化和即时离合器反作用转矩范围中测量的变化之间的响应时间滞后。限制方案364确定用于变速器10的输出转矩范围，然后确定可基于前述输入由变速器10回应的最小和最大输入转矩。
另外，限制方案364输入即时发动机转矩请求并输出即时电能PBATT_IMMED，即时电能是基于操作者转矩请求和限制方案364的其它输入，当发动机14以即时发动机转矩运转和电机56、72以优选的电机转矩运转时，估算的ESD 74的电池输出功率。
最小和最大输入转矩被输入到发动机转矩转换计算机355，并在考虑到引入发动机14和变速器10之间的转矩消耗元件(例如液压泵)、寄生以及其它载荷时转换成最小和最大发动机转矩(分别为‘发动机转矩混合最小’和‘发动机转矩混合最大’)。
经过滤的目标发动机转矩、发动机状态机械372的输出以及最小和最大发动机转矩输入到发动机响应型确定方案380。发动机响应型确定方案380将过滤的目标发动机转矩限制在最小和最大混合发动机转矩，并向ECM23输出发动机指令用于将发动机转矩控制至即时发动机转矩请求(‘发动机转矩请求Immed’)和预测的发动机转矩请求(‘发动机转矩请求Prdtd’)。其它指令控制发动机状态至发动机燃料状态和停供燃料状态(‘FCO请求’)之一，并至停缸状态和全缸状态(‘DEAC请求’)之一。另一个输出包括发动机响应型(‘发动机响应型’)。当过滤的目标发动机转矩介于最小和最大发动机转矩之间的范围之内时，发动机响应型无效。当过滤的目标发动机转矩下降至发动机转矩的最大限制(‘发动机转矩混合最大’)以下时，发动机响应型有效，表明需要发动机转矩的即时变化，比如，通过发动机火花控制来改变发动机转矩落入最小和最大发动机转矩的限制范围内。
图5示出策略优化控制路径350的策略优化方案354的细节。执行策略优化方案(‘策略优化’)354以确定在全缸状态(‘输入转矩Full’)、在停缸状态(‘输入转矩Deac’)用于运转发动机14的优选的输入转矩和相应的动力成本，在全缸状态停供燃料(‘输入转矩Full FCO’)，并在停缸状态停供燃料(‘输入转矩Deac FCO’)。如图4所示的策略优化方案354的***输入包括网络预测的输出转矩(‘至网络Prdtd’)和预测的加速器输出转矩(‘至Accel Prdtd’)。操作中，监视预测的加速器输出转矩请求(‘输出转矩请求Accel Prftd’)和预测的制动输出转矩请求(‘输出转矩请求制动器Prdtd’)。用于加速和制动的预测的输出转矩要求通过预测的输出转矩整形滤波器352进行组合并与轴转矩响应型成形。网络预测的输出转矩包括通过加速踏板113和制动踏板112传达的操作者转矩要求之和。其它输入包括变速器10的引导运转范围状态(‘引导混合范围状态、引导预测的输入加速度曲线(‘引导输入加速度曲线预测的’)、引导运转范围状态中的每个施加的离合器的离合器反作用转矩的预测的范围(‘预测的离合器反作用转矩Min/Max’)、以及预测的电池电源限制(‘预测的电池电源限制’)。
变速器10的引导运转范围状态包括变速器10的运转范围状态的时间转换引导，以适应，比如发动机转矩请求和实际发动机转矩响应之间的响应时间滞后。因此，变速器10的引导运转范围状态变成指令的运转范围状态。引导预测的输入加速度曲线包括输入部件12的所要求的预测输入加速度曲线的时间转换引导以适应响应时间滞后。因此，引导预测的输入加速度曲线是时间转换之后发生的输入部件12的预测的输入加速度曲线。标识为‘引导’的参数用于通过利用具有变化响应时间的装置在共用输出部件64的动力传动系会聚提供转矩的并行传递。具体地，发动机14可具有300-600ms数量级的响应时间，转矩传递离合器C1 70、C2 62、C3 73和C4 75中的每一个可具有150-300ms数量级的响应时间，第一和第二电机56和72可具有10ms数量级的响应时间。
策略优化方案354包括支配和产生动力成本输入、违约成本、以及用于搜索方案402和406并评估方案404和408的优化输入的优化管理程序420。搜索方案402和406与评估方案404和408确定以最小动力成本用于在每个发动机状态运转动力传动系的优选的输入转矩和相应的输出转矩。
搜索方案402执行输入转矩的一维搜索以确定当在供以燃料并在全缸状态运转发动机时使动力成本最小的优选的输入转矩。在每个输入转矩处确定优选的输出转矩。这包括确定包括发动机14在供以燃料状态并处于全缸状态(‘输入转矩最小Full’、‘输入转矩最大Full’)时的最小和最大输入转矩的输入转矩范围，并将最小和最大输入转矩输入至一维搜索引擎430。搜索引擎430产生输入到优化函数440的输入转矩范围内的候选输入转矩(‘Ti(j)’)。优化函数440基于候选的输入转矩和优化输入以及***输入，计算包括输出转矩(′To(j)′)与来自第一和第二电机56和72的转矩输出(‘Ta(j)′、‘Tb(j)′)、来自ESD74输出功率(‘PBAT(j)′)、来自第一和第二电机56和72的电力(‘Pa(j)′、′Pb(j)′)以及变速器装置10的施加的离合器的离合器转矩输出(‘Tcl1(j)′)、(‘Tcl2(j)′)的输出。优化函数440的输出输入至计算候选的输入转矩的动力成本(‘PCOST(j)′)的成本函数450。搜索引擎反复产生候选的输入转矩并在输入转矩范围内执行以识别当运转供以燃料并在全缸状态下的发动机时达到最小动力成本(′PCOSTFULL FUEL)的优选的输入转矩和对应的输出转矩。
检索方案406执行输入转矩的一维检索以确定当运转供以燃料并在停缸状态的发动机时使动力成本最小的优选输入转矩。这包括确定包括发动机14在供以燃料状态并在停缸状态(‘输入转矩最小Deac′、‘输入转矩最大Deac′)运转时的最小和最大输入转矩的输入转矩的范围，并将最小和最大输入转矩输入到一维搜索引擎430。搜索引擎430产生输入到优化函数440的输入转矩范围内的候选的输入转矩(‘Ti(j)′)。优化函数440基于候选的输入转矩和优化输入以及***输入计算包括输出转矩(‘To(j)′)与来自第一和第二电机56和72的转矩输出(‘TA(j)′\‘Tb(j)′)、来自ESD74的输出功率(‘PBAT(j)’)与来自第一和第二电机56和72的电力(‘Pa(j)’、‘Pb(j)’)的输出。优化函数440的输出输入至计算候选的输入转矩(‘Ti(j)’)的动力成本(‘PCOST(j)′)的成本函数450。搜索引擎反复产生候选的输入转矩并在输入转矩范围内执行以识别当运转供以燃料并在停缸状态下的发动机时达到最小动力成本(‘PCOSTDEAC FUEL’)的优选的输入转矩和对应的输出转矩。
评估方案404计算输入转矩以确定当在停供燃料和全缸状态下运转发动机时优选的输出转矩和动力成本。候选的输入转矩(‘输入转矩FCO Full’)输入到优化函数440。优化函数440基于输入转矩和优化输入以及***输入计算包括输出转矩(‘To’)与来自第一和第二电机56和72(‘Ta’、‘Tb’)、来自ESD 74的输出功率(‘PBAT’)与来自第一和第二电机56和72的动力(‘Pa’、‘Pb’)的输出。优化函数440的输出输入到计算在停供燃料且全缸状态下运转发动机时的动力成本(‘PCOSTFULL FCO’)的成本函数450。
评估方案408计算输入转矩以确定当在停供燃料和全缸状态下运转发动机时优选的输出转矩和动力成本。候选的输入转矩(‘输入转矩FCO Deac’)输入到优化函数440。优化函数440基于输入转矩和优化输入以及***输入计算包括输出转矩(‘To’)与来自第一和第二电机56和72(‘Ta’、‘Tb’)、来自ESD 74的输出功率(‘PBAT’)与来自第一和第二电机56和72的动力(‘Pa’、‘Pb’)的输出。优化函数440的输出输入到计算在停供燃料且停缸状态下运转发动机时的输入转矩的动力成本(‘PCOSTDEAC FCO’)的成本函数450。
优化函数440具有包括单个输入转矩、优化输入和***输入的输入。***输入包括网络预测的输出转矩(‘至网络Prdtd’)和预测的加速器输出转矩(‘至Accel Prdtd’)。优化输入包括变速器10的引导运转范围状态(‘引导混合范围状态’)、引导预测的输入加速度曲线(‘引导输入加速度曲线预测的’)、引导运转范围状态中的每个施加的离合器的离合器反作用转矩的预测的范围(‘预测的离合器反作用转矩Min/Max’)、以及预测的电池电能极限(‘预测的电池电能极限’)。其它限制包括来自第一和第二电机56和72的最大和最小电机转矩输出、以及***惯性、阻尼、离合器打滑和电动/机械功率转化效率。对于每个候选的输入转矩，优化函数440计算响应于包括上述输出转矩指令的***输入并在来自第一和第二电机56和72的最大和最小电机转专矩输出范围内，并在可用的电池电能内，在来自为变速器10的当前运转范围状态应用的离合器的离合器反作用转矩范围内，并考虑到***惯性、阻尼、离合器打滑以及电动/机械功率转化效率的动力传动系***输出。动力传动系***输出包括最大可达到的输出转矩(‘To’)与来自第一和第二电机56和72的可达到的转矩输出(‘Ta’、‘Tb’)。
成本函数450确定运转响应于***输入的动力传动系***的动力成本，***输入包括网络预测的输出转矩和预测的加速器输出转矩以及发动机14的候选的输入转矩。基于包括表现为磨擦和自转损失的形式的机械动力损失，与发热、内阻和电流有关的电能损失以及寄生损失的因素确定动力成本。在制动过程中，动力成本包括由于在摩擦制动器94中以发热的形式消耗的未收回动能而产生的动力功率损失，这一损失可通过再生制动回收为电能。成本被分配并与燃料和电能消耗有关，还与混合动力传动系的特定工作点有关。考虑到发动机14的当前运转状态，较低的动力成本与高转化效率下的较低燃料消耗、较低的电池电源使用以及每个发动机转速/负载工作点的较低的排放物有关。检索方案402和406包括由与在全缸供以燃料状态(‘Full气缸发动机动力损失输入’)和停缸供以燃料状态(‘Deac气缸发动机功率损失输入’)时运转发动机14有关的发动机动力成本组成的附加动力成本。
现在参照出于示意的目的在上文中所述的动力传动系***和控制***，详细说明用于利用控制***运转混合动力传动系的方法。该方法适用于利用包括内燃机和第二转矩机的多个转矩发生装置的各种动力传动系***，但不限于上述***。在实时运转期间，控制***检测操作者输入到该制动踏板112时的制动事件，表示预测的制动器输出转矩请求为负值。策略控制方案330通过策略优化控制路径350和稳定性分析方案356执行以确定优选的发动机状态和优选的发动机输入转矩。这包括搜索发动机运转在包括全缸状态和停缸状态的发动机状态中的发动机输入转矩的范围，发动机状态包括发动机供以燃料状态和停供燃料状态。与包括由磨擦制动引起的动力功率损失的相应的动力成本一起，为每个候选的发动机输入转矩确定可通过变速器的输出部件回应到传动***的优选的输出转矩。通过传动***的变速器的输出部件可读取的输出转矩在通过在引导运转范围状态和在电池电源限制内的每个应用的离合器的最大和最小离合器反作用转矩范围内，并被确定用于每个候选的发动机输入转矩。优选的发动机状态和优选的输入转矩值是在制动事件期间使动力成本最小的值。控制***可通过控制动力传动系***满足网络预测的输出转矩请求，以通过输出部件64回应输出转矩至传动***90，并通过输出和电机转矩确定方案340执行驱动摩擦制动器94。这包括即时在停供燃料状态运转发动机14以使燃料和发动机输入功率最小，来使通过变速器10传递的输出功率最大，在停供燃料状态运转发动机14可通过电机回应并捕获为可转变为可储存在ESD 74中的电能的动能。
图6详述了战略优化控制方案310的信号流，包括战略管理器(‘战略管理程序’)220、运转范围状态分析器260、以及确定优选的输入速度(‘Ni_Des’)和优选的变速器运转范围状态(‘混合范围状态Des’)的状态稳定性和鉴定模块280。战略管理战略(‘战略管理程序’)220监视输出速度No、预测的加速器输出转矩请求(‘输出转矩请求Accel Prdtd’)、预测的制动器输出转矩请求(‘输出转矩请求制动器Prdtd’)、以及可用的电池电能PBAT_MIN至PBAT_MAX。战略管理战略220确定哪个变速器运转范围状态是可容许的，并确定包括战略加速器输出转矩请求(‘输出转矩请求Accel关键’)和战略网络输出转矩请求(‘输出转矩请求网络战略’)的输出转矩请求，所有这些与违约成本(‘违约成本’)、***输入(‘***输入’)和动力成本输入(‘动力成本输入’)一起输入运转范围状态分析器260。运转范围状态分析器260基于操作者转矩请求、***输入、可用的电池电能和动力成本输入为每个可容许的运转范围状态产生优选的动力成本(‘P*cost’)和相应的输入速度(‘N*i’)。可容许的运转范围状态的优选的动力成本和相应的输入速度输入至状态稳定性和鉴定模块280，模块280基于此选择优选的运转范围状态和优选的输入速度。
图7示出运转范围状态分析器260，运转范围状态分析器260在包括可容许的运转范围状态的每个候选的运转范围状态执行检索，以确定优选的转矩致动器的运转，即本实施例中的发动机14与第一和第二电机56和72，运转范围状态包括M1(262)、M2(264)、G1(270)、G2(272)、G3(274)和G4(276)。优选的运转优选地包括运转混合动力传动系***的最小动力成本和在响应于操作者转矩请求的候选的运转范围状态运转的相应的发动机输入。相应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*’)和优选的发动机输入转矩(‘Ti*’)中的至少一个，优选的发动机输入转矩响应于并优选地满足操作者的转矩请求。运转范围状态分析器260计算M 1-发动机关闭(264)和M2-发动机关闭(266)以确定运转动力传动系***的优选的成本(‘P*cost’)，当发动机14处于发动机关闭状态时，动力传动系***响应于并优选地达到操作者的转矩请求。
在G1(270)、G2(272)、G3(274)和G4(276)中的每一个的优选的运转可通过执行1维检索方案610来确定。图8示意性地示出了1维检索方案610的信号流。将操作者转矩请求(‘操作者转矩请求’)与在本实施例中包括最小和最大输入转矩(‘TiMin/Max’)的一个可控制的输入的范围输入1维搜索引擎415。1-D搜索引擎415反复产生介于最小和最大输入转矩之间的候选的输入转矩(‘Ti(j)’)，每个候选的输入转矩输入到优化函数(‘Opt To/Ta/Tb’)440用于n次检索迭代。优化函数440的其它输入包括优选地由电池电源的参量状态、离合器转矩、电动机运转、变速器和发动机运转、以及特定的运转范围状态组成的***输入。优化函数440基于响应于候选的运转范围状态的操作者转矩请求确定与候选的输入转矩有关的包括输出转矩、电机转矩以及相应的电池和电能(‘To(j)、Ta(j)、Tb(j)、Pbat(j)、Pa(j)、Pb(j)’)的变速器运转。将输出转矩、电机转矩、和相应的电池电源、违约成本以及动力成本输入量输入到成本函数450，执行成本函数450以确定在候选的运转范围状态以响应于操作者转矩请求的候选的输入转矩运转动力传动系的动力成本(‘Pcost(j)’)。1-D搜索引擎415在输入转矩的范围内反复产生候选的输入转矩。将候选的输入转矩输入到优化函数440和成本函数450以确定与此相应的动力成本，来识别优选的输入转矩(‘Ti*’)和相应的优选的成本(‘P*cost’)。优选的输入转矩(‘Ti*’)包括导致候选的运转范围状态的最小动力成本的输入转矩范围内的候选的输入转矩，即优选的成本。
M1(262)和M2(264)中每一个优选的运转可通过执行2维检索方案620来确定。图9示意性地示出2维检索方案620的信号流。将在本实施例中包括最小和最大输入速度(‘Ni Min/Max’)与最小和最大输入功率(‘PiMin/Max’)的两个可控制输入量的范围输入2-D搜索引擎410。在另一实施例中，两个可控制输入量可包括最小和最大输入速度与最小和最大输入转矩。2-D搜索引擎410反复产生介于最小和最大输入速度和功率之间的候选的输入速度(‘Ni(j)’)和候选的输入功率(‘Pi(j)’)。优选地将候选的输入功率转换成候选的输入转矩(‘Ti(j)’)(412)。将每个候选的输入速度(‘Ni(j)’)和候选的输入转矩(‘Ti(j)’)输入到优化函数(‘Opt To/Ta/Tb’)440，用于n次检索迭代。优化函数440的其它输入包括优选地由电池电源的参量状态、离合器转矩、电动机运转、变速器和发动机运转、以及特定的运转范围状态和操作者转矩请求组成的***输入。优化函数440基于***输入和候选的运转范围状态的运转转矩请求确定与候选的输入功率和候选的输入速度有关的包括输出转矩、电机转矩以及相应的电池和电能(‘To(j)、Ta(j)、Tb(j)、Pbat(j)、Pa(j)、Pb(j)’)的变速器运转。将输出转矩、电机转矩、和相应的电池电源、违约成本以及动力成本输入量输入到成本函数450，执行成本函数450以确定在候选的运转范围状态以响应于操作者转矩请求的候选的输入功率和候选的输入速度运转动力传动系的动力成本(‘Pcost(j)’)。2-D搜索引擎410在输入速度的范围和输入功率的范围内反复产生候选的输入速度和候选的输入功率，并确定与此相应的动力成本以识别优选的输入功率(‘Pi*’)和优选的输入速度(‘Ni*’)以及相应的优选的成本(‘P*cost’)。优选的输入功率(‘Pi*’)和优选的输入速度(‘Ni*’)包括导致候选的运转范围状态的最小动力成本的候选的输入功率和候选的输入速度。
图10示意性地示出如上所述示例性动力传动系***的通过混合动力传动系***的功率流和功率损失。具有第一功率流量路径，从燃油贮存***9将燃料功率(‘PFUEL’)传递至发动机14，发动机14将输入功率(‘PI’)传递至变速器10。在第一流动路径中的功率损失包括发动机功率损失(‘PLOSS ENG’)。第二功率流量路径，将电能(PBAT)从ESD 74传递至TPIM 19，TPIM 19将电能(‘PINVELEC’)传递至第一和第二电机56和72，第一和第二电机56和72将电动机机械动力(PMOTOR MECH’)传递至变速器10。第二功率流量路径中的功率损失包括电池电源损失(‘PLOSS BATT’)和电动机功率损失(PLOSS MOTOR’)。TPIM 19具有供给可包括低压电池存储***(未示出)的***中的电力载荷(‘HV Loads’)的电能负载(‘PHV LOAD’)。变速器10具有***中的(‘惯性存储’)机械惯性动力输入(‘PINERTIA’)，优选地包括来自发动机14和变速器10的惯性。变速器10具有机械动力损失(‘PLOSS MECH’)和动力输出(‘POUT’)。制动***94具有制动功率损失(‘PLOSS BREAK’)，剩余功率以轴功率(‘PAXLE’)传递至传动***。
成本函数450的动力成本输入量基于与车辆驱动性能、燃料经济性、排放物和电池使用有关的因素确定。动力成本被分配并与燃料和电能消耗有关，还与混合动力传动系的特定工作点有关。考虑到发动机14的候选的运转状态，较低的运转成本与高转化效率下的较低燃料消耗、较低的电池电能使用以及每个发动机转速/负载工作点的较低的排放物有关。如上所述，动力成本可包括发动机功率损失(‘PLOSS ENG’)、电动机功率损失(‘PLOSS MOTOR’)、电池电源损失(‘PLOSS BATT’)、制动力损失(‘PLOSS BREAK’)、以及与以特定的工作点运转混合动力传动系有关的机械动力损失(‘PLOSS MECH’)，特定的工作点包括输入速度、电动机转速、输入转矩、电机转矩、变速器运转范围状态以及发动机状态。
状态稳定性和鉴定块280选择优选的变速器运转范围状态(‘混合范围状态Des’)，优选地为与来自运转范围状态分析器260的允许的运转范围状态输出的最小优选的成本有关的变速器运转范围，考虑到与改变变速器的运转时的运转范围状态以影响稳定的动力传动系运转的裁定效果有关的因素。优选的输入速度(‘Ni_Des’)是与包括优选的发动机输入速度(‘Ni*’)、优选的发动机输入功率(‘Pi*’)和优选的发动机输入转矩(‘Ti*’)的优选的发动机输入有关的发动机输入速度，该优选的发动机输入转矩响应于并优选地满足选定的优选的运转范围状态的操作者转矩请求。
图11以图解方式示出确定违约成本(‘违约成本’)的违约成本确定方案500。违约成本确定方案500确定用于每个候选的动力传动系***工作点的违约成本。动力传动系***工作点可包括由战略优化控制方案310确定的变速器10的运转范围状态和由策略控制方案330确定的发动机工作点。
违约成本确定方案500确定优选的运转范围和多个动力传动系***部件中每一个的工作点的相应的违约成本。动力传动系***部件的优选的运转范围包括从最小输入转矩(‘Ti Min(j)’)到最大输入转矩(‘Ti Max(j)’)的优选的输入转矩范围、从最小第一电机电动机转矩(‘Ta Min(j)’)到最大第一电机电动机转矩(‘Ta Max(j)’)的优选的第一电机电动机转矩范围、从最小第二电机电动机转矩(‘Tb Min(j)’)到最大第二电机电动机转矩(‘Tb Max(j)’)的优选的第二电机电动机转矩范围、以及从最小变速器离合器转矩(‘Tcl Min(j)’)到最大变速器离合器转矩(‘Tcl Max(j)’)的优选的变速器离合器转矩范围，其中的每一个都基于电流迭代(j)的动力传动系***工作点来确定。动力传动系***部件的优选的运转范围还包括从最小ESD输出功率(‘PBAT MIN’)到最大ESD输出功率(‘PBAT MAX’)的优选的ESD输出功率范围。
违约成本确定方案500优选地在单位功率(比如千瓦功率)内确定用于每个候选的动力传动系***工作点的违约成本，并可用于在战略优化控制方案310和策略控制方案330的每个检索循环期间。违约成本确定方案500包括与输入转矩成本函数(‘Ti(j)违约成本’)508、离合器转矩成本函数(‘Tcl(j)违约成本’)510、第一电机转矩成本函数(‘Ta(j)违约成本’)512、第二电机转矩成本函数(‘Tb(j)违约成本’)514和ESD输出功率成本函数(‘PBAT(j)违约成本’)516有关的违约成本。
违约成本是与在动力传动系***部件的优选的运转范围外运转有关的成本。违约成本可利用每个优选的运转范围的不同的成本函数确定，并可考虑确定的动力传动系***部件工作点与将要违犯的最大或最小的接近度。
输入转矩成本函数508基于检索电流迭代(j)的发动机工作点确定用于输入转矩Ti(j)、最小输入转矩Ti Min(j)和最大输入转矩Ti Max(j)的输入转矩违约成本。当输入转矩Ti(j)处于从最小输入转矩Ti Min(j)到最大输入转矩Ti Max(j)的优选的输入转矩范围内时，输入转矩成本函数508将输入转矩违约成本设定为零。当输入转矩Ti(j)在优选的输入转矩范围之外时，输入转矩成本函数508基于输入转矩Ti(j)与最小输入转矩Ti Min(j)或最大输入转矩Ti Max(j)中的违反的一个的接近度确定输入转矩违约成本。
变速器离合器转矩成本函数510基于检索电流迭代(j)的发动机工作点，确定用于离合器转矩Tcl(j)、最小变速器离合器转矩Tcl Min(j)和最大输入转矩Tcl Max(j)的变速器离合器转矩违约成本。当变速器离合器转矩Tcl(j)处于从最小变速器离合器转矩Tcl Min(j)到最大变速器离合器转矩Tcl Max(j)的优选的变速器离合器转矩范围内时，变速器离合器转矩成本函数510将离合器转矩违约成本设定为零。当变速器离合器转矩Tcl(j)在优选的变速器离合器转矩范围之外时，变速器离合器转矩成本函数510基于变速器离合器转矩Tcl(j)与最小变速器离合器转矩Tcl Min(j)和最大变速器离合器转矩Tcl Max(j)中的违反的一个的接近度确定离合器转矩违约成本。违约成本确定方案500可利用单个变速器离合器转矩函数或可利用多变速器离合器转矩函数，其中多离合器转矩函数确定用于变速器10的每个应用的离合器的离合器转矩违约成本。
第一电机电动机转矩成本函数512基于检索电流迭代(j)的发动机工作点确定用于第一电机电动机转矩Ta(j)、最小第一电机电动机转矩Ta Min(j)和最大第一电机电动机转矩Ta Max(j)的第一电机电动机转矩违约成本。当第一电机电动机转矩Ta(j)处于从最小第一电机电动机转矩Ta Min(j)到最大第一电机电动机转矩Ta Max(j)的优选的第一电机电动机转矩范围内时，第一电机电动机转矩成本函数512将第一电机电动机转矩违约成本设定以零。当第一电机电动机转矩Ta(j)在优选的第一电机电动机转矩范围之外时，第一电机电动机转矩成本函数512基于第一电机电动机转矩Ta(j)与最小第一电机电动机转矩TaMin(j)和最大第一电机电动机转矩Ta Max(j)中违反的一个的接近度确定第一电机电动机转矩违约成本。
第二电机电动机转矩成本函数514基于检索电流迭代(j)的发动机工作点，确定用于第二电机电动机转矩Tb(j)、最小第二电机电动机转矩Tb Min(j)和最大第二电机电动机转矩Tb Max(j)的第二电机电动机转矩违约成本。当第二电机电动机转矩Tb(j)处于从最小第二电机电动机转矩Tb Min(j)到最大第二电机电动机转矩Tb Max(j)的优选的第二电机电动机转矩范围时，第二电机电动机转矩成本函数514将第二电机电动机转矩违约成本设定为零。当第二电机电动机转矩Tb(j)在优选的第二电机电动机转矩范围之外时，第二电机电动机转矩成本函数514基于第二电机电动机转矩T b(j)与最小第二电机电动机转矩Tb Min(j)和最大第二电机电动机转矩Tb Max(j)中违反的一个的接近度确定第二电机电动机转矩违约成本。
ESD输出功率成本函数516基于检索电流迭代(j)的发动机工作点确定ESD功率PBAT(j)的ESD功率违约成本。当ESD输出功率PBAT(j)在从最小ESD输出功率PBAT Min到最大ESD输出功率PBAT MAX的优选的ESD输出功率范围内时，ESD输出功率成本函数516将ESD输出功率违约成本设定为零。当ESD输出功率PBAT(j)在从最小ESD输出功率PBAT Min到最大ESD输出功率PBAT Max的优选的ESD输出功率范围PBAT(j)之外时，ESD输出功率成本函数516基于ESD输出功率PBAT(j)与最小ESD输出功率PBAT Min和最大ESD输出功率PBAT Max中违反的一个的接近度确定ESD输出功率违约成本。
违约成本确定方案500通过总计输入转矩违约成本、离合器转矩违约成本、第一电机电动机转矩违约成本、第二电机电动机转矩违约成本和ESD功率违约成本确定违约成本(‘违约成本’)。
本公开已说明了一些优选实施例及其改进。在阅读和理解说明书的基础上，其它的改进和变化可被其它的人想到。因此，本公开的目的并不在于限制在作为最佳实施方式而公开的具体实施例上，本公开将包括落入附加权利要求范围内的所有实施例。

Claims (20)

1.一种用于控制动力传动系***的方法，所述动力传动系***包括发动机、转矩机、变速器装置和储能装置，所述变速器装置设置成传递所述发动机、所述转矩机和输出部件的动力以产生输出转矩，所述方法包括：
监视操作者转矩请求；
选择候选的动力传动系***工作点；
确定优选的发动机转矩范围、优选的转矩机的转矩范围和优选的储能装置输出功率范围；
基于所述操作者的转矩请求和所述候选的动力传动系***工作点确定发动机转矩、转矩机的转矩和储能装置输出功率；
根据所确定的发动机转矩、所确定的转矩机的转矩和所确定的储能装置输出功率范围确定用于在所述候选的动力传动系***工作点操作所述动力传动系的动力成本；
确定用于在所述候选的动力传动系***工作点操作所述动力传动系的、相对于所述优选的发动机转矩范围、所述优选的转矩机的转矩范围和所述优选的储能装置输出功率范围的违约成本；以及
根据所述动力成本和所述违约成本确定用于在所述候选的动力传动系***工作点操作所述动力传动系的操作成本。
2.如权利要求1所述的方法，其中，所述候选的动力传动系***工作点包括候选的发动机工作点和候选的变速器操作范围状态中的至少一个。
3.如权利要求2所述的方法，其中，所述候选的发动机工作点包括候选的发动机状态、候选的发动机转速、候选的发动机转矩和候选的发动机功率中的至少一个。
4.如权利要求3所述的方法，其中，当所述变速器装置处于固定档位模式时，所述候选的发动机工作点包括发动机转矩。
5.如权利要求3所述的方法，其中，当所述变速器装置处于无级变速模式时，所述候选的发动机工作点包括发动机功率和发动机转速中的一个。
6.如权利要求3所述的方法，其中，所述候选的发动机状态包括供给燃料的发动机状态、燃料切断的发动机状态、全气缸发动机状态和停缸发动机状态之一。
7.如权利要求2所述的方法，其中，所述候选的变速器操作范围状态包括固定档位模式、无级变速模式和发动机关闭模式中的一个。
8.如权利要求1所述的方法，其中，确定相对于所述优选的发动机转矩范围的违约成本包括：基于所述确定的发动机转矩与所述优选的发动机转矩范围的接近度确定所述违约成本。
9.如权利要求1所述的方法，其中，确定相对于所述优选的转矩机的转矩范围的违约成本包括：基于所述确定的转矩机的转矩与所述优选的转矩机的转矩范围的接近度确定所述违约成本。
10.如权利要求1所述的方法，其中，确定相对于所述优选的储能装置输出功率范围的违约成本包括：基于所述确定的储能装置输出功率与所述优选的储能装置输出功率范围的接近度确定所述违约成本。
11.如权利要求1所述的方法，其中，确定所述优选的发动机转矩范围和所述优选的转矩机的转矩范围包括：基于所述候选的动力传动系***工作点确定所述优选的发动机转矩范围和所述优选的转矩机的转矩范围。
12.一种用于控制动力传动系***的方法，包括变速器装置、发动机和连接到储能装置的转矩机，所述变速器装置包括转矩传递离合器，所述变速器装置设置成通过所述转矩传递离合器的选择性的作用在输出部件、所述发动机和所述转矩机中传递动力，所述方法包括：
监视操作者转矩请求；
选择候选的动力传动系***工作点；
确定优选的发动机转矩范围、优选的转矩机的转矩范围、优选的储能装置输出功率范围和优选的变速器装置离合器转矩范围；
基于所述操作者的转矩请求和所述候选的动力传动系***工作点确定发动机转矩、转矩机转矩、储能装置输出功率和变速器装置离合器转矩；
确定用于在所述确定的发动机转矩操作所述发动机、在所述确定的转矩机转矩操作所述转矩机、在所述确定的储能装置输出功率操作所述储能装置和在所述确定的离合器转矩操作所述变速器装置的动力成本；
根据在所述优选的发动机转矩范围之外操作所述发动机、在所述优选的转矩机的转矩范围之外操作所述转矩机、在所述优选的储能装置输出功率范围之外操作所述优选的储能装置、以及在所述优选的变速器装置离合器转矩范围之外操作所述变速器装置确定与在所述候选的***工作点有关的违约成本；以及
根据所述动力成本和所述违约成本确定用于在所述动力传动系***工作点操作所述动力传动系的操作成本。
13.如权利要求12所述的方法，其中，确定相对于所述优选的储能装置输出功率范围的所述违约成本包括基于所述确定的变速器装置离合器转矩与所述优选的变速器装置离合器转矩范围的接近度确定所述违约成本。
14.如权利要求12所述的方法，其中，确定所述优选的变速器装置离合器转矩极限范围包括根据所述候选的动力传动系***工作点确定所述优选的变速器装置离合器转矩极限范围。
15.如权利要求12所述的方法，其中，所述候选的动力传动系***工作点包括候选的发动机工作点和候选的变速器操作范围状态中的至少一个。
16.如权利要求15所述的方法，其中，所述候选的发动机工作点包括候选的发动机状态、候选的发动机转速、候选的发动机转矩和候选的发动机功率中的至少一个。
17.如权利要求16所述的方法，其中，所述候选的发动机状态包括供给燃料的发动机状态、燃料切断的发动机状态、全气缸发动机状态和停缸发动机状态之一。
18.如权利要求15所述的方法，其中，所述候选的变速器操作范围状态包括固定档位模式、无级变速模式和发动机关闭模式中的一个。
19.一种用于控制动力传动系***的方法，所述动力传动系***包括发动机、转矩机、变速器装置和储能装置，所述变速器装置设置成传递所述发动机、所述转矩机和输出部件的动力以产生输出转矩，该方法包括：
监视操作者转矩请求；
选择候选的发动机工作点；
确定优选的发动机转矩范围、优选的转矩机转矩范围和优选的储能装置输出功率范围；
基于所述操作者的转矩请求和所述候选的发动机工作点确定发动机转矩、转矩机转矩和储能装置输出功率；
确定用于在所述确定的发动机转矩操作所述发动机、在所述确定的转矩机转矩操作所述转矩机以及在所述确定的储能装置输出功率操作所述储能装置的动力成本；
确定用于在所述优选的发动机转矩范围、所述优选的转矩机转矩范围和所述优选的储能装置输出功率范围之外操作所述动力传动系***的违约成本；以及
根据所述动力成本和所述违约成本确定用于在所述发动机工作点操作所述动力传动系的操作成本。
20.如权利要求19所述的方法，其中，所述候选的发动机工作点包括候选的发动机状态、候选的发动机转速、候选的发动机转矩和候选的发动机功率中的至少一个。
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