CN100449180C - 节流异相控制 - Google Patents

节流异相控制 Download PDF

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CN100449180C
CN100449180C CNB2005100090348A CN200510009034A CN100449180C CN 100449180 C CN100449180 C CN 100449180C CN B2005100090348 A CNB2005100090348 A CN B2005100090348A CN 200510009034 A CN200510009034 A CN 200510009034A CN 100449180 C CN100449180 C CN 100449180C
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CN1654855A (zh
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T·-M·希
A·C·贝内特
T·M·施泰因梅茨
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Motors Liquidation Co
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/20—Ambient conditions, e.g. wind or rain
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • 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
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    • Y02T10/72—Electric energy management in electromobility

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  • Combustion & Propulsion (AREA)
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  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
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Abstract

一种车辆动力系具有根据包括节流和制动转矩在内的各种转矩成分来建立的输出转矩。节流转矩成分与所请求的制动转矩的量成比例降低。而且，这种转矩降低随着所请求的节流转矩的增加而降低更少。其方法包括：响应于第一转矩请求信号而提供第一输出转矩成分项；根据预定因素来降低第一输出转矩成分项；以及将降低后的第一输出转矩成分项与至少一种其它输出转矩成分项组合成为合成输出转矩控制项，其特征在于，所述至少一种其它输出转矩成分项对制动转矩请求做出响应并且所述第一转矩请求信号包括节流转矩请求，所述预定因素通常a)当节流请求趋向于变大时则趋向于沿一种方向；以及b)当制动请求趋向于变大时则趋向于沿相反方向。

Description

节流异相控制
技术领域
本发明涉及车辆动力系控制。尤其是，本发明涉及将各种操作者转矩请求转变成用于控制车辆传动装置的最终合成输出转矩。
背景技术
在混合机车中，已知有各种混合动力系结构用于管理各种原动机的输入转矩和输出转矩，最常见的原动机是内燃机和电机。串联式混合结构通常特征在于由内燃机驱动发电机，而发电机又向电动力传动系统和电池组提供电力。串联式混合中的内燃机并非直接机械地联接于动力传动系统上。发电机还可在马达运转模式下运行以便向内燃机提供启动功能，并且电动力传动系统还可以通过在发电模式下运行而重获车辆制动能量以便向电池组充电。并联式混合结构通常特征在于内燃机和电动机二者均直接机械联接于动力传动系统上。通常，动力传动系统包括变速传动装置以便为较宽范围的运行提供必要的齿轮比。
已知的电变速传动装置(EVT)通过结合串联式与并联式混合动力系结构的特点来提供连续可变的速度比。EVT可以利用内燃机与最终驱动单元之间的直接机械路径来操作，从而实现高传动效率和应用较低成本和重量较小的马达硬件。EVT还可以利用发动机运行来操作，这种发动机运行机械上与最终驱动无关或者包括各种机械/电分离成分，从而实现高转矩的持续可变的速度比、电控发动、再生制动、发动机关闭空转以及多模式运行。
通常，常规型动力系对操作者转矩请求做出响应，操作者转矩请求可利用常规节流联动装置提供给内燃机。现代的动力系依靠基于转矩的控制以便确定来自加速器踏板位置的转矩请求，其中加速器踏板并未机械地操作联接于发动机上(例如利用导线的节流)。混合动力系通常依靠机械地操作上断开联接的加速器踏板来确定来自车辆操作者的推进转矩请求，该推进转矩请求可从内燃机和电机按照各种组成份额输送。类似地，混合动力系可通过控制传动装置电机的再生运行或者按照一定方式控制电机以便将车辆能量传送至发动机而提供全部或部分制动转矩，并且响应于操作者制动请求而通过发动机制动消耗该能量。因此，混合动力系通常既响应于加速器踏板又响应于主制动器踏板请求，以便根据它们提供输出转矩。
发明内容
本发明提供了一种用于在动力系控制中建立输出转矩控制项的方法，包括：响应于第一转矩请求信号而提供第一输出转矩成分项；根据预定因素来降低第一输出转矩成分项；以及将降低后的第一输出转矩成分项与至少一种其它输出转矩成分项组合成为合成输出转矩控制项，其中，所述至少一种其它输出转矩成分项响应于制动转矩请求，并且所述第一转矩请求信号包括节流转矩请求，所述预定因素通常a)当节流转矩请求趋向于变大时则趋向于沿一种方向；以及b)当制动转矩请求趋向于变大时则趋向于沿相反方向。
本发明提供了一种用于确定动力系输出转矩的方法，包括：提供制动转矩成分；提供节流转矩成分；根据预定标准衰减节流转矩成分；以及将制动转矩成分与衰减后的节流转矩成分组合起来以便建立动力系输出转矩，其中，衰减节流转矩成分的步骤包括向其应用可变增益，该可变增益通常a)当节流请求趋向于变大时则趋向于沿一种方向；以及b)当制动请求趋向于变大时则趋向于沿相反方向。
本发明提供了一种车辆动力系，包括：联接于传动装置的输入构件上的原动机，所述传动装置包括输出构件；以及基于计算机的控制器，包括具有编码于其中的计算机程序的存储介质，用于根据多个转矩成分建立传动装置输出构件处的转矩，所述计算机程序包括：用于衰减这些转矩成分中的第一转矩成分的代码，用于将这些转矩成分中的衰减后的第一转矩成分与这些转矩成分中的其它转矩成分组合成所需输出转矩的代码，以及用于根据所需输出转矩建立传动装置输出构件处的转矩的代码，其中，用于衰减的代码包括用于向这些转矩成分中的第一转矩成分应用可变增益的代码，该可变增益通常a)当操作者节流请求趋向于变大时则趋向于沿一种方向；以及b)当操作者制动请求趋向于变大时则趋向于沿相反方向。
本发明提供了一种用于车辆的方法和设备，以便有效地将各种转矩请求转变成来自动力系传动装置的输出转矩。相应地，提供了第一转矩成分，其可为根据操作者节流请求确定的节流转矩成分。类似地，提供了第二转矩成分，其可为根据操作者制动请求确定的制动转矩成分。第一转矩成分根据预定的标准而降低。在一个优选实施例中，节流转矩成分基本上随着操作者制动作用力的增加而不断降低。另外，在一个优选实施例中，节流转矩成分随着操作者请求的节流的增加而降低得更少。优选地，100％节流请求导致没有节流转矩降低，而不管制动作用力如何，0％节流请求导致降低最急剧，与制动请求成比例。
车辆动力系包括原动机，优选利用导线节流的柴油或汽油内燃机，以及传动装置。传动装置可为常规型电动液压控制的传动装置，其联接于发动机上并且通过摩擦转矩传送元件如离合器和制动器而按照选择改变输入/输出比。传动装置还可为电变速传动装置，包括一个或多个电机以便改变有效的输入/输出比并且提供包括再生制动在内的混合功能性。在其中所存储以便执行的各种控制程序中，电子控制器具有一组用于建立传动装置的输出转矩的指令。这些指令依靠各种输入，包括从操作者处获得的范围和转矩请求，例如节流请求和制动请求，并且根据动力系的各种转矩成分而建立输出转矩。用于衰减第一转矩成分的指令包括在内，该第一转矩成分可为根据操作者节流请求确定的节流转矩成分，优选为操作者制动请求的函数。优选地，这些转矩成分中的第一转矩成分包括节流转矩成分，这些转矩成分中的第二转矩成分包括制动转矩成分，并且指令对这些转矩成分中的第一转矩成分应用可变增益，该可变增益通常：a)当操作者节流请求趋向于变大时则趋向于沿一个方向；以及b)当操作者制动请求趋向于变大时则趋向于沿相反方向。
附图说明
图1为特别适用于本发明的控制的两模式、复合份额、电变速传动装置的一种优选形式的机械硬件示意图；
图2为一种用于实现本发明的控制的优选系统结构的电与机械示意图；
图3为关于本文中所公开的示例性EVT的输入速度与输出速度的各种运行区域的图示；
图4为示出了根据本发明用于确定节流异相系数的一种优选方法的控制示意图；
图5为跨过节流和制动的运行范围的示例性合成节流异相系数的图示；以及
图6为示出了在动力系控制中用于实现节流异相系数的优选方法的控制示意图。
具体实施方式
首先参看图1和2，车辆动力系总体上表示为11。动力系11中包括一种典型形式的多模式、复合份额型、电变速传动装置(EVT)，这种EVT特别适用于实现本发明的控制并且在图1和2中总体上由数字10表示。于是，特别地参看这些图，EVT 10具有输入构件12，该输入构件12可具有能够由发动机14直接驱动的轴的性质，或者，如图2中所示，瞬时转矩阻尼器16可被包括于发动机14的输出构件与EVT 10的输入构件之间。瞬时转矩阻尼器16可包括用于允许发动机14按照选择与EVT 10接合的转矩传递装置(未示出)或者与该转矩传递装置结合使用，但是必须理解，这种转矩传递装置并不用来改变或者控制EVT 10所运行于的模式。
在所示的实施例中，发动机14可为矿物燃料发动机例如柴油机，其容易适用于提供在恒定的每分钟转数(RPM)下输送的其可用动力输出。在图1和2所涉及的示例性实施例中，发动机14在启动之后，以及在其输入期间的大部分时间内，能够按一种恒定速度运行或者根据所需运行点按各种恒定速度运行，这可由操作者输入和驾驶条件来确定。
EVT 10使用三个行星齿轮子组24、26和28。第一行星齿轮子组24具有外齿轮构件30，其可一般被成为环形齿轮，其外接着内齿轮构件32，而内齿轮构件32一般被成为太阳齿轮。多个行星齿轮构件34可旋转地安装于托架36上以便使得每个行星齿轮构件34既与外齿轮构件30啮合，又与内齿轮构件32啮合。
第二行星齿轮子组26也具有外齿轮构件38，其一般被成为环形齿轮，其外接着内齿轮构件40，而内齿轮构件40一般被成为太阳齿轮。多个行星齿轮构件42可旋转地安装于托架44上以便使得每个行星齿轮构件42既与外齿轮构件38啮合，又与内齿轮构件40啮合。
第三行星齿轮子组28也具有外齿轮构件46，其可一般被成为环形齿轮，其外接着内齿轮构件48，而内齿轮构件48一般被成为太阳齿轮。多个行星齿轮构件50可旋转地安装于托架52上以便使得每个行星齿轮50既与外齿轮构件46啮合，又与内齿轮构件48啮合。
尽管所有这三个行星齿轮子组24、26和28按照自己的权利都是“简单”行星齿轮子组，但第一和第二行星齿轮子组24和26为复合式，因为第一行星齿轮子组24的内齿轮构件32通过毂衬齿轮54连结于第二行星齿轮子组26的外齿轮构件38上。相连接的第一行星齿轮子组24的内齿轮构件32和第二行星齿轮子组26的外齿轮构件38通过筒形轴58连续地连接于第一马达/发电机56上。第一马达/发电机56在此处还可被不同地称作马达A或MA。
行星齿轮子组24和26为复合式的原因还在于，第一行星齿轮子组24的托架36通过轴60连结于第二行星齿轮子组26的托架44上。这样，第一和第二行星齿轮子组24和26的托架36和44就分别连结起来。轴60还按照选择通过转矩传递装置62连接于第三行星齿轮子组28的托架52上，转矩传递装置62被用于帮助选择EVT 10的运行模式，后文中将对此更充分地进行说明。转矩传递装置62在此处还可被不同地称作第二离合器、离合器二或C2。
第三行星齿轮子组28的托架52直接连接于传动装置输出构件64上。当EVT 10被用于陆地车辆中时，输出轴64可连接于车辆轴(未示出)上，而车辆轴又末端位于驱动构件(也未示出)中。驱动构件可为使用它们的车辆的前轮或后轮，或者可为履带式车辆的主动齿轮。
第二行星齿轮子组26的内齿轮构件40通过外接着轴60的筒形轴66连接于第三行星齿轮子组28的内齿轮构件48上。第三行星齿轮子组28的外齿轮构件46按照选择通过转矩传递装置70连接于由传动装置壳体68所代表的地上。转矩传递装置70在后文中还将进行说明，其也被用来帮助选择EVT 10的运行模式。转矩传递装置70在此处还可被不同地称作第一离合器、离合器一或C1。
筒形轴66也连续地连接于第二马达/发电机72上。第二马达/发电机72在此处还可被不同地称作马达B或MB。所有这些行星齿轮子组24、26和28以及马达A和马达B(56、72)都绕着沿轴向设置的轴60同轴地定向。应当指出，两个马达A和B都是环形构型，这种环形构型使得它们能够外接着三个行星齿轮子组24、26和28以便使得三个行星齿轮子组24、26和28被置于马达A和B的径向内侧。这种构型保证了EVT 10的整个外壳--即圆周尺寸--得以实现最小化。
主动齿轮80可从输入构件12引出。如图所示，主动齿轮80将输入构件12固定地连接于第一行星齿轮子组24的外齿轮构件30上，因此，主动齿轮80从发动机14和/或马达/发电机56和/或72接收动力。主动齿轮80与空转齿轮82啮合，而空转齿轮82又与固定于轴86一端上的传动齿轮84啮合。轴86的另一端可固定于传动装置流体泵88上，流体泵88从贮槽37中供应传动装置流体，将高压流体传送至调节器39，调节器39将一部分流体返回至贮槽37并且提供管路41中的经过调节的管路压力。
在所述的示例性机械设置结构中，输出构件64通过EVT 10内的两个不同的齿轮系接收动力。当致动了第一离合器C1以便将第三行星齿轮子组28的外齿轮构件46“接地”时，就选择了第一模式或第一齿轮系。当释放了第一离合器C1并且同时致动了第二离合器C2以便将轴60连接于第三行星齿轮子组28的托架52上时，就选择了第二模式或第二齿轮系。
本发明所属领域的普通技术人员应当理解，在每种运行模式内，EVT 10都能够提供一定范围的从较慢到较快的输出速度。这种两个各自带有从慢到快的输出速度范围的模式的组合容许EVT 10将车辆从静止状态推进至公路速度。此外，可以使用其中同时应用两个离合器C1和C2的固定比状态，以便通过固定齿轮比将输入构件有效地机械联接于输出构件上。而且，可以使用其中两个离合器C1和C2同时释放的中性状态，以便将输出构件从传动装置上机械地断开。最后，EVT 10能够在两种模式之间提供同步变速，其中两个离合器C1和C2的转差速度基本上为零。关于示例性EVT的运行的其它细节可见于共同转让的美国专利号5,931,757中，其内容在此引入作为参考。
发动机14优选地为柴油机并且由如图2中所示的发动机控制模块(ECM)23进行电子控制。ECM 23为常规型基于微处理器的柴油机控制器，其包括如微处理器、只读存储器ROM、随机存取存储器RAM、电可编程序只读存储器EPROM、高速时钟、模数转换(A/D)和数模转换(D/A)电路、和输入/输出电路和设备(I/O)以及适当的信号处理和缓冲电路之类的常见元件。ECM 23的功能是通过多条离散的线路从各种传感器获得数据并且分别控制发动机14的各种致动器。为简明起见，ECM 23被总体上示为通过集合线35与发动机14具有双向接口。可由ECM 23检测的各种参数中有油槽和发动机冷却剂温度、发动机速度(Ne)、涡轮压力、以及环境空气温度和压力。可由ECM 23控制的各种致动器包括燃料喷射器、风扇控制器、包括电热塞和栅格式进风预热器在内的发动机预热器。ECM优选地响应于由EVT控制系统提供的转矩命令Te_cmd而为发动机14所用的众所周知的基于转矩的控制作准备。这种发动机电子设备、控制和数量通常为本发明所属领域的普通技术人员众所周知，因而此处不需要对其进行更详细地说明。
通过以上描述应当清楚，EVT 10按照选择从发动机14接收动力。如同现在将继续参看图2所述，EVT还从蓄电装置如电池组模块(BPM)21中的一个或多个电池接收电力。可以使用其它具有存储电能和分配电能的能力的蓄电装置来代替电池，而不会改变本发明的思想。BPM 21为通过DC线27联接于双重功率变换器模块(DPIM)19上的高压DC。根据BPM 21是在充电还是在放电，电流可从BPM 21传递或者向BPM 21传递。DPIM 19包括一对功率变换器和相应的马达控制器，马达控制器构置成用于接收马达控制命令并且根据其控制变换器状态以提供马达驱动或再生功能性。马达控制器为基于微处理器的控制器，其包括如微处理器、只读存储器ROM、随机存取存储器RAM、电可编程序只读存储器EPROM、高速时钟、模数转换(A/D)和数模转换(D/A)电路、和输入/输出电路和设备(I/O)以及适当的信号处理和缓冲电路之类的常见元件。在马达运转控制中，相应的变换器从DC线路接收电流并且通过高压相线路29和31向相应的马达提供AC电流。在再生控制中，相应的变换器通过高压相线路29和31从马达接收AC电流并且向DC线路27提供电流。提供至变换器或从变换器提供的净DC电流确定着BPM 21的充电或放电运行模式。优选地，MA和MB为三相AC机器并且变换器包括互补的三相电力电子设备。DPIM 19还分别从马达相信息或常规型旋转传感器获得MA和MB的各个马达速度信号Na和Nb。这种马达、电子设备、控制和数量通常为本发明所属领域的普通技术人员众所周知，因而此处不需要对其进行更详细地说明。
系统控制器43为基于微处理器的控制器，其包括如微处理器、只读存储器ROM、随机存取存储器RAM、电可编程序只读存储器EPROM、高速时钟、模数转换(A/D)和数模转换(D/A)电路、数字信号处理器(DSP)、和输入/输出电路和设备(I/O)以及适当的信号处理和缓冲电路之类的常见元件。在示例性实施例中，系统控制器43包括一对基于微处理器的控制器，它们被称为车辆控制模块(VCM)15和传动装置控制模块(TCM)17。举例来说，VCM和TCM可提供各种与EVT和车辆底盘相关的控制和诊断功能，包括例如与再生制动、防抱死制动和牵引控制相配合的发动机转矩命令、输入速度控制和输出转矩控制。特别地，关于EVT功能性，系统控制器43的功能是通过多条离散的线路分别直接从各种传感器获得数据并且直接控制各种致动器。为简明起见，系统控制器43被总体上示为通过另一集合线33与EVT具有双向接口。特别应当指出，系统控制器43从旋转传感器接收频率信号以便处理成输入构件12速度Ni和输出构件64速度No，以用于EVT 10的控制。系统控制器43还可从压力开关(未单独示出)接收和处理压力信号以便监控离合器C1和C2应用腔室压力。替代地，可以使用大范围压力监控所用的压力传感器。PWM和/或二进制控制信号由系统控制器提供给EVT 10以便控制离合器C1和C2的充满和排干，以用于将其应用或释放。此外，系统控制器43可例如从常规型热电偶输入(未单独示出)接收传动装置流体贮槽37温度数据，以便获得贮槽温度Ts并提供PWM信号，以用于通过调节器39控制线路压力，PWM信号可从输入速度Ni和贮槽温度Ts获得。离合器C1和C2的充满和排干响应于上文提到的PWM和二进制控制信号通过螺线管控制的滑阀来实现。优选地，使用利用可变排放螺线管的微调阀，以便精确地将滑柱安置于阀体内并且相应地在应用过程中精确控制离合器压力。类似地，线路压力调节器39可为螺线管控制的类型，以便根据所述的PWM信号来建立经过调节的线路压力。这种线路压力控制基本上为本发明所属领域的普通技术人员众所周知。离合器C1和C2的离合器转差速度从输出速度No、MA速度Na和MB速度Nb获得；具体地说，C1转差为No和Nb的函数，而C2转差为No、Na和Nb的函数。图中还示出了用户接口(UI)模块13，其包括如车辆节流位置、用于获得驱动范围选择(例如、驱动、反向、等等)的按钮变速选择器(PBSS)、制动作用力和快速空转需求之类的送往系统控制器43的输入。举例来说，在气压或液压制动系统中，制动作用力可由常规型压力传感器(未示出)提供。举例来说，节流位置可通过用于转换踏板行进的常规型位移传感器来提供。
系统控制器43确定所需的输出转矩，To_des，以便用于控制动力系。To_des的确定根据操作者输入因素例如加速器踏板位置及制动踏板位置和车辆动态条件例如车辆速度来进行。其它操作者输入因素例如变速选择器位置及动力输出要求、车辆动态条件例如加速度及减速度、和EVT运行条件例如温度、电压、电流和速度也可能影响输出转矩的确定。系统控制器43还根据发动机和电机成分和份额来确定输出转矩的构成。关于确定对EVT的各种转矩成分包括输出转矩、发动机转矩和马达MA和MB转矩的确定情况的其它细节详细地公开于共同未决的美国序号10/686,511(律师案卷号GP-304140)中，其在此引入作为参考。
所述的各种模块(即系统控制器43、DPIM 19、BPM 21、ECM 23)通过控制器区域网络(CAN)总线25进行通讯。CAN总线25容许在各个模块之间进行控制参数和命令的通讯。所使用的特定通讯协议将针对具体应用而定。举例来说，重型应用所用的优选协议为美国Societyof Automotive Engineer标准J1939。CAN总线和适当的协议保证了在系统控制器、ECM、DPIM、BPIM及其它控制器如防抱死制动和牵引控制器之间的可靠通信和多控制器接口。
参看图3，示出了EVT 10沿着水平轴线的输出速度No与跨过垂直轴线的输入速度Ni的关系曲线。线91代表同步运行，即两个离合器C1和C2在其间的转差速度基本上为零的情况下同时运行时的输入速度和输出速度关系。这样，其就代表基本上能够从两种模式之间发生同步变速或者能够通过同时应用两个离合器C1和C2而实现从输入到输出的直接机械联接时的输入和输出速度关系，也称作固定比。能够产生由图3中的线91所示的同步运行的一种特定齿轮组关系如下：外齿轮构件30具有91个齿，内齿轮构件32具有49个齿，行星齿轮构件34具有21个齿；外齿轮构件38具有91个齿，内齿轮构件40具有49个齿，行星齿轮构件42具有21个齿；外齿轮构件46具有89个齿，内齿轮构件48具有31个齿，行星齿轮构件50具有29个齿。线91在此处可被不同地称作同步线、变速比线或固定比线。
变速比线91的左侧为第一模式的优选运行区域93，其中应用了C1而释放了C2。变速比线91的右侧为第二模式的优选运行区域95，其中释放了C1而应用了C2。当此处关于离合器C1和C2用到时，术语“应用”表示相应离合器具有相当大的转矩传递能力，而术语“释放”表示相应离合器几乎不具有转矩传递能力。由于通常优选地引起从一种模式向另一种模式变速以便同步发生，因此通过两离合器应用固定比而引起发生从一种模式进入另一种模式的转矩传递，其中，在释放目前应用的离合器之前的有限时间内，应用目前释放的离合器。并且，当通过连续地应用与正在进入的模式相关联的离合器并且释放与正在退出的模式相关联的离合器而退出固定比时，就完成了模式改变。尽管在MODE 1中运行EVT通常优选使用运行区域93，但并不意味着其中EVT的MODE 2运行模式不能或不会发生。然而，通常，优选在区域93中运行MODE 1，因为MODE 1优选地使用各个方面(例如质量、尺寸、成本、惯性能力、等等)特别适用于区域93的高发动转矩的齿轮组和马达硬件。类似地，尽管在MODE 2中运行EVT通常优选使用运行区域95，但并不意味着其中EVT的MODE 1运行模式不能或不会发生。然而，通常，优选在区域95中运行MODE 2，因为MODE 2优选地使用各个方面(例如质量、尺寸、成本、惯性能力、等等)特别适用于区域93的高速度的齿轮组和马达硬件。其中运行MODE 1通常所优选的区域93可被看作低速区域，而运行MODE 2通常所优选的区域95可被看作高速区域。进入MODE 1的变速被看作调低速档并且根据Ni/No的关系与较高的齿轮比相关联。同样，进入MODE 2的变速被看作调高速档并且根据Ni/No的关系与较低的齿轮比相关联。
分析操作者转矩意图并且根据其提供精确、合意的驾驶性能的总目的根据后文中结合图4-6在一个示例性实施例中所述的本发明而得以实现。首先参看图4，控制100接收节流请求信号、TH_req、和制动请求信号、BR_req。节流和制动请求以分别来自节流位置和制动系统压力传感器的经过预处理、过滤和调节过的信号的形式提供。优选地，请求信号受到测量并且可处于代表完全请求的百分比的0至100的标准化范围内。例如，完全被压下的节流踏板将产生相当于100的节流请求信号，而操作者的脚完全离开节流将产生相当于0的节流请求信号。制动请求受到类似地测量，而根据系统校准，没有脚踏制动踏板产生为0的制动请求信号，重重脚踏制动踏板产生为100的制动请求信号。在从全尺度信号数量例如100上减去请求信号的节点101处，对节流请求信号进行合计。合成的信号通过线路113输出并且处于0至100的范围；然而，尺度被相对于节流请求信号进行变换。然后，通过在节点103处将线路113上的信号乘以加权因子0.01并且在线路115上提供输出，就将线路113上的信号转换成百分比。通常，输入处的节流请求信号越大，则线路115上的信号越小。接着，在节点105处，将线路115上的信号乘以线路121上的信号。线路121上的信号为作为制动请求信号的函数而得到的负因子。通常，输入处的制动请求信号越大，则在线路121上得到的负信号越大。在线路121上提供信号时，制动请求信号在节点109处被乘以因子K1。K1为负校准常数并且优选地其值基本上为-0.01。也可以提供其它校准常数值，其影响在下文中进行讨论。来自线路117的节点105的输出为负数，并且在本实例中将介于0至-1.0之间。线路117上的信号在节点107处利用整数因子1进行合计。来自节点107的输出被提供于线路119上。线路119上的信号被嵌套输入至Min/Max方块111，以便根据高、低设置值，例如本实例中的0和1来限制信号。来自Min/Max方块111的输出为节流异相比TPOR，介于0和1之间。在本实施例中，当节流请求为100或制动请求为0时，TPOR将为0。否则，TPOR介于0和1之间，根据示例性的控制100，节流请求越小，TPOR越大，而制动请求越大，TPOR越小。
关于图5，示出了示例性TPOR与制动请求的关系线，分别标以123、125和127，对应于100％、50％和0％节流。关于特定的示例性值和实现的图示相对于图4的控制100进行描述。方向箭头130只是表示根据从0％至100％的节流请求增加的连续性的其它线的一般位置趋势。重新参看校准常数K1，为其选定的值所具有的影响参看图5和其中的TPOR线的位置将最容易理解。例如，K1为较大负值将会为相同节流和制动请求信号产生较小TPOR值。因此，TPOR线的总趋势为向下的枢轴，其中枢轴点在0％制动请求处保持为1.0的TPOR。基本上，TPOR线将具有更大的负斜率，对TPOR值区域的总体作用结果为TPOR在与K1的示例性值(例如-0.01)相当的制动请求处通常较小。于是，由此可见，对于相同的制动请求信号，K1的较小负值将会得到较大的TPOR值。因此，在这种情况下，TPOR线的总趋势为向上的枢轴，其中枢轴点在0％制动请求处保持为1.0的TPOR。基本上，TPOR线将具有更小的负斜率，对TPOR值区域的总体作用结果为TPOR在与K1的示例性值(例如-0.01)相当的制动请求处通常较大。
现在转到图6，示出了根据图4的示例性控制100确定的TPOR的示例性实现方式。通常，控制150的目的在于建立所需的输出转矩To_des，以便用于前文中所述的动力系的控制。根据制动请求和节流请求的转矩成分在图6的控制150中进行了举例说明。制动和节流转矩成分在节点143处进行合计以便提供合成的所需输出转矩To_des。其它转矩成分可按照相当的方式在节点143处进行合计。例如，可以根据操作者设置或请求而按照类似方式提供动力输出转矩项。制动转矩成分由线路137上的制动转矩信号TQ_br来提供。例如，其通过查表131来提供。示例性的表参考数量被示为前文中所述的制动请求信号BR_req和此处表示为No的车辆速度或输出速度。节流转矩成分由线路141上的节流转矩信号TQ_th来提供。TQ_th由方块135根据线路139上的节流转矩信号和来自控制100的TPOR信号来提供。线路139上的节流转矩信号例如通过查表133来提供。示例性的表参考数量被示为前文中所述的节流请求信号TH_req和此处表示为No的车辆速度或输出速度。在利用EVT的示例性实现方式中，从查表133得到的结果可为驱动范围中的负值，这将是需要再生制动的情况。
如上所述，TPOR被从控制100提供至方块135。根据需要，方块135的其它输入为来自线路139的节流转矩信号和EVT范围例如驱动(D)或反向(R)。方块135为将TPOR应用于线路139上的节流转矩请求信号上提供了示例性逻辑。表示再生制动转矩的节流转矩信号TQ_th未经修改直接被送至线路141。从方块135中可以看到，如果选定范围为驱动并且节流转矩小于校准常数K2，则不会由TPOR的加权衰减节流转矩。类似地，如果选定范围为反向并且节流转矩大于校准常数K3，则不会由TPOR的加权衰减节流转矩。在无论是驱动还是反向的每一种情况下，优选的校准常数K2和K3都各自等于0。在驱动时的节流转矩的负值和反向时的节流转矩的正值各自与相应范围中的再生制动调节相对应。当刚才所述的范围和再生转矩试验未肯定时，就由节流异相比TROR对节流转矩进行加权。于是，再次参看图5中所示的TPOR趋势线，可以清楚地看到，通常，与较小节流请求相比，作为制动请求的函数，较大的节流请求被衰减得更少。
此处所述以及关于图4和6的控制示意图所示的控制优选地作为系统控制器43的可执行计算机编码和数据结构的一部分而实现。
以上相对于优选实现方式和包括利用导线节流的电变速传动装置与内燃机组一起对本发明进行了描述。然而，常规型电动液压、包括常规型机械联接和利用导线节流的多速度传动装置与内燃机组都能够与本发明一起使用。本发明所属领域的普通技术人员将会认识到，在使用常规型机械联接的节流的系统中，节流异相将利用发动机转矩减小方法例如燃料控制、火花定时控制、包括相位、提高和解除致动的阀控制、以及其它众所周知的发动机输出转矩控制来实现。
尽管以上参看特定优选实施例对本发明进行了描述，但应当理解，可以在所述发明思想的精神和范围内做出众多改变。因此，本发明并不限于所公开的实施例，而是具有技术方案的语言所允许的全部范围。

Claims (12)

1.一种用于在动力系控制中建立输出转矩控制项的方法，包括：
响应于第一转矩请求信号而提供第一输出转矩成分项；
根据预定因素来降低第一输出转矩成分项；以及
将降低后的第一输出转矩成分项与至少一种其它输出转矩成分项组合成为合成输出转矩控制项，
其特征在于，所述至少一种其它输出转矩成分项响应于制动转矩请求，并且所述第一转矩请求信号包括节流转矩请求，所述预定因素a)当节流转矩请求趋向于变大时则趋向于沿一种方向；以及b)当制动转矩请求趋向于变大时则趋向于沿相反方向。
2.根据权利要求1所述的用于在动力系控制中建立输出转矩控制项的方法，其中所述预定因素为第一转矩请求信号的函数。
3.根据权利要求2所述的用于在动力系控制中建立输出转矩控制项的方法，其中所述预定因素为制动转矩请求信号的函数。
4.根据权利要求1所述的用于在动力系控制中建立输出转矩控制项的方法，其中所述预定因素为节流转矩请求和制动转矩请求的函数。
5.一种用于确定动力系输出转矩的方法，包括：
提供制动转矩成分；
提供节流转矩成分；
根据预定标准衰减节流转矩成分；以及
将制动转矩成分与衰减后的节流转矩成分组合起来以便建立动力系输出转矩，
其中，衰减节流转矩成分的步骤包括向其应用可变增益，该可变增益a)当节流请求趋向于变大时则趋向于沿一种方向；以及b)当制动请求趋向于变大时则趋向于沿相反方向。
6.根据权利要求5所述的用于确定动力系输出转矩的方法，其中制动转矩成分响应于操作者制动请求而提供，节流转矩请求响应于操作者节流请求而提供，并且通过向节流转矩成分应用可变增益而将其衰减，该可变增益a)当操作者节流请求趋向于变大时则趋向于沿一种方向；以及b)当操作者制动请求趋向于变大时则趋向于沿相反方向。
7.一种车辆动力系，包括：
联接于传动装置的输入构件上的原动机，所述传动装置包括输出构件；以及
基于计算机的控制器，包括具有编码于其中的计算机程序的存储介质，用于根据多个转矩成分建立传动装置输出构件处的转矩，所述计算机程序包括：
用于衰减这些转矩成分中的第一转矩成分的代码，
用于将这些转矩成分中的衰减后的第一转矩成分与这些转矩成分中和第一转矩成分不同的其它转矩成分组合成所需输出转矩的代码，以及
用于根据所需输出转矩建立传动装置输出构件处的转矩的代码，
其中用于衰减的代码包括用于向这些转矩成分中的第一转矩成分应用可变增益的代码，该可变增益a)当操作者节流请求趋向于变大时则趋向于沿一种方向；以及b)当操作者制动请求趋向于变大时则趋向于沿相反方向。
8.根据权利要求7所述的车辆动力系，其中，这些转矩成分中的第一转矩成分包括节流转矩成分，这些转矩成分中的第二转矩成分包括制动转矩成分，并且用于衰减的代码包括用于与一请求的制动转矩成比例而降低这些转矩成分中的第一转矩成分的代码。
9.根据权利要求7所述的车辆动力系，其中用于衰减的代码还包括用于与一请求的节流转矩成反比例而降低这些转矩成分中的第一转矩成分的代码。
10.根据权利要求7所述的车辆动力系，其中，这些转矩成分中的第一转矩成分包括节流转矩成分，这些转矩成分中和第一转矩成分不同的其它转矩成分包括制动转矩成分。
11.根据权利要求7所述的车辆动力系，其中传动装置为电动液压控制的传动装置。
12.根据权利要求7所述的车辆动力系，其中传动装置为电变速传动装置。
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