CN101042183A - 使用多变量主动传动系缓冲的传动系间隙估计和碰撞管理 - Google Patents

使用多变量主动传动系缓冲的传动系间隙估计和碰撞管理 Download PDF

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CN101042183A
CN101042183A CNA2007100887528A CN200710088752A CN101042183A CN 101042183 A CN101042183 A CN 101042183A CN A2007100887528 A CNA2007100887528 A CN A2007100887528A CN 200710088752 A CN200710088752 A CN 200710088752A CN 101042183 A CN101042183 A CN 101042183A
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torque
power train
speed
motor
gap state
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CN101042183B (zh
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R·L·莫里斯
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GM Global Technology Operations LLC
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    • 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
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/36—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 apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—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 apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • 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
    • 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
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    • 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
    • F16H37/0833—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 with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—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 with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/0866—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft
    • 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
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    • 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
    • F16H2037/102—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 the input or output shaft of the transmission is connected or connectable to two or more differentials
    • 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
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    • 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
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • 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
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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
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Abstract

使用多变量反馈控制方法在具有多个转矩产生装置和转矩控制装置的动力系统中控制传动系间隙和碰撞以提供主动传动系缓冲。状态估计器所使用的控制参数根据传动系间隙被消除或当前是松弛的而不同。当估计的传动系车轴转矩并不基本为零时，在状态估计器中使用用于变速器模式或齿轮的标称参数。当估计的车轴转矩基本为零时，参数切换到中立参数，间隙估计器指示中立间隙状态，并跟踪间隙角直到在传动系中积累了预期量的间隙。在间隙转换时间过程中，主动缓冲控制传动系部件速度，使得间隙消除的影响最小。在间隙消除发生之后，系统使用所期望的车轴转矩。

Description

使用多变量主动传动系缓冲的传动系间隙估计和碰撞管理
技术领域
本发明一般地涉及混合动力系控制系统，并且更具体地涉及通过同时控制多个转矩输入而控制传动系间隙和撞击管理。
背景技术
已知各种混合动力系结构用于管理混合动力车辆中的各种原动机的输入和输出转矩，最常见的原动机是内燃机和电机。串联混合动力结构的特征一般在于内燃机驱动发电机，该发电机又向电传动系和蓄电池组提供电力。串联混合动力车辆中的内燃机并不直接机械地联接到传动系。发电机还可以在电动模式下工作来向内燃机提供起动功能，并且电传动系可以通过在发电机模式下工作来对蓄电池组再充电而回收车辆制动能量。并联混合动力结构的特征一般在于内燃机和电动机两者都直接机械联接到传动系。传动系传统上包括换档变速器以提供用于宽范围操作的优选速比。
一种混合动力系结构包括双模式、混合分动、机电(electro-mechanical)变速器，该变速器使用用于从原动机动力源接收动力的输入件和用于从变速器输出动力的输出件。第一和第二电机可操作地连接到用于在能量存储设备与电机之间交换电力的存储设备。设置有控制单元用于管理在能量存储设备与电机之间的电力交换。该控制单元还管理电机之间的电力交换。
工程师们在管理混合动力系统的工作状态的转换以使整个齿轮系中的传动系间隙或游隙对车辆驾驶性能的影响最小时遇到了挑战。传动系转矩从正转矩转换到负转矩或从空转矩转换到正或负转矩时的作用可能导致齿轮间隙、碰撞即可听到的噪声、以及冲击，因为传动系不再松弛且传动系部件彼此撞击。过大的齿轮间隙、碰撞、冲击和其它相关事件可能使驾驶员不满意，并可能不利地影响动力系和变速器的可靠性和耐用性。
齿轮间隙、碰撞和冲击可能在以下车辆操作过程中发生：当驾驶员改变变速器档位，例如从空档/停车到驱动或倒车时；当驾驶员踩下或松开油门时；或者当车辆在倾斜表面上运行时。间隙作用例如如下这样发生。动力系的转矩产生装置对变速器输入齿轮施加正转矩以通过传动系驱动车辆。在随后的减速过程中，输入到动力系和传动系的转矩减小，并且变速器和传动系中的齿轮分离。在通过零转矩点之后，齿轮重新连接来以电机制动、发电和其它形式传递转矩。齿轮重新连接来传递转矩导致齿轮撞击，从而产生碰撞和冲击。
例如示例性的双模式、混合分动、机电变速器的混合动力系统具有多个转矩产生装置。需要转矩产生装置的协调控制来减小传动系齿轮间隙、碰撞和冲击。此外，示例性的混合动力系统带来了管理传动系转换的挑战，所述转换可能在电动/发电机之一从电动模式工作转换到发电模式工作时发生。
因此，需要一种控制方案用于具有多个转矩产生装置的例如示例性的双模式、混合分动、机电变速器的混合动力系统，该方案解决了上述与传动系齿轮间隙和碰撞有关的问题。这包括考虑到传动系转矩转换的方案，所述转换可能在转矩产生装置之一包括在电动模式下工作和发电模式下工作之间转换的电机时发生。还需要开发一种混合动力系控制系统，其能够以有效利用车载计算资源的方式协调和管理来自转矩产生装置的动力。
发明内容
本发明提供了用于多变量反馈控制方法的传动系间隙信息，以对混合动力系统以及使用多个转矩产生和转矩控制装置的其它动力系统提供主动的传动系缓冲和碰撞管理。
状态估计器所使用的参数取决于传动系间隙被消除(即在通过传动系传递转矩)或者传动系间隙当前是松弛的或中立的。当估计的传动系车轴转矩的大小是并不基本等于零转矩值或空的值时，在状态估计器中使用用于合适模式或齿轮的标称参数，并且间隙估计器指示正或负间隙状态。当估计的车轴转矩的大小基本为零时，参数切换到中立间隙参数，间隙估计器指示中立间隙状态，并跟踪间隙角度直到该角度在传动系中积累了预期量的间隙。此时，间隙估计器再次指示正或负间隙。
为了管理碰撞，在发生转矩反转时限制所期望的车轴转矩。如果车辆驾驶员或系统执行要求系统从正转矩变到负转矩或从负转矩变到正转矩的命令，则将反转过程中的期望车轴转矩限制到低水平，直到间隙估计值已相应改变，即从正到负或从负到正。在此转换时间期间，主动缓冲控制传动系部件速度的响应，使得间隙消除的影响最小。在间隙消除发生之后，可以在不限制驾驶员或系统命令的情况下进行所期望的车轴转矩。
因此，根据本发明，提供了一种用于控制在动力系统和传动系之间传递的转矩的方法和制品。该动力系统优选包括多个可操作地连接到变速器的转矩产生装置。该方法包括确定传动系车轴转矩、动力系的输出速度和传动系的驱动轮的输出速度。确定间隙状态，并基于所述间隙状态控制各个转矩产生装置。
本发明的一个方面包括基于所述传动系车轴转矩以及所述动力系和所述传动系的驱动轮的输出速度来确定所述间隙状态是正状态、负状态和中立状态中的哪一个。
本发明的另一方面在于基于所述传动系车轴转矩来确定所述间隙状态是中立状态的步骤还包括在所述传动系车轴转矩基本等于零转矩值时，确定所述间隙状态是中立状态。
本发明的另一方面包括控制所述转矩产生装置，使得当所述间隙状态是空时，在所述动力系统和所述传动系之间传递的转矩的变化率小于驾驶员命令的传动系转矩变化率。
本发明的另一方面包括控制所述转矩产生装置，使得在一段时间内所述动力系统和所述传动系之间传递的转矩小于驾驶员命令的转矩。
本发明的另一方面在于基于所述间隙状态控制所述转矩产生装置的步骤还包括：选择用于多变量反馈控制系统的增益矩阵，所述多变量反馈控制系统可操作来基于所述间隙状态控制各个所述转矩产生装置。这优选包括选择用于可操作来控制多个转矩产生装置的多变量反馈控制系统的增益矩阵，使得当所述间隙状态是中立时，在所述动力系统和所述传动系之间传递的转矩小于驾驶员命令的转矩。这优选包括控制所述转矩产生装置，使得在一段时间内所述动力系统和所述传动系之间传递的转矩小于驾驶员命令的转矩。
本发明的另一方面包括通过利用传感器测量转矩来监测在所述动力系统和所述传动系之间传递的动力系转矩，并且确定驱动轮的输出速度的步骤包括利用传感器测量轮速。
本发明的另一方面包括通过估计传递到传动系的转矩来监测在所述动力系统和所述传动系之间传递的动力系转矩。或者，确定所述驱动轮的输出速度的步骤还包括测量多个驱动轮的轮速、并从其确定轮速的平均值。
本发明还包括通过基于动力系和驱动轮的输出速度估计车轴转矩来确定车轴转矩。
本发明的另一方面包括基于所测量的操作参数来估计动力系的变速器的输出速度和驱动轮的输出速度。
附图说明
本发明在某些部分和部分的布置中可采用物理形式，将详细说明并在附图中示出其优选实施例，附图形成本文的一部分，并且在附图中：
图1是根据本发明的示例性动力系的示意图；
图2是根据本发明的示例性控制结构和动力系的示意图；
图3、4和5是根据本发明的示例性信息流图；以及
图6和7是根据本发明的代表性数据曲线图。
具体实施方式
现在参照附图，其中附图是仅用于说明本发明的目的，而不是用于限制本发明的目的，图1和图2示出根据本发明的实施例构造的系统，该系统包括发动机14、变速器10、控制系统和传动系。
在公开于2005年6月23日的名为“具有四个固定速比的双模式混合分动混合动力机电变速器”的共同转让的美国专利申请公开No.U.S.2005/0137042 A1中详细公开了示例性变速器10的机械方面，该专利申请通过参考包含于此。体现了本发明的概念的示例性双模式混合分动机电混合动力变速器示于图1，并且总体由附图标记10表示。混合动力变速器10具有性质为轴的输入件12，该输入件可由发动机14直接驱动。在发动机14的输出轴18与混合动力变速器10的输入件12之间包括有瞬态转矩减振器20。该瞬态转矩减振器20优选地包括转矩传递装置77，该转矩传递装置具有分别如78和79所示的阻尼机构和弹簧的特征。瞬态转矩减振器20使发动机14可与混合动力变速器10选择性接合，但应理解，转矩传递装置77并不用于改变或控制混合动力变速器10的操作模式。转矩传递装置77优选地包括液压操作的摩擦离合器，也称为离合器C5。
发动机14可以是多种形式的内燃机中的任何一种，如火花点火发动机或压缩点火发动机，所述多种形式的内燃机可容易地适于在处于或接近600转每分钟(RPM)的怠速到超过6000RPM的操作速度范围内将动力输出提供给变速器10。不管发动机14通过何种装置连接到变速器10的输入件12，输入件12都连接到变速器10中的行星齿轮组24。
现在具体参照图1，混合动力变速器10使用三个行星齿轮组24、26和28。第一行星齿轮组24具有外齿轮件30，该外齿轮件可总体上指定为齿圈并且围绕总体上指定为太阳轮的内齿轮件32。在行星轮架36上可转动地安装有多个行星齿轮件34，以便使每个行星齿轮件34既与外齿轮件30啮合，又与内齿轮件32啮合。
第二行星齿轮组26也具有总体上指定为齿圈的外齿轮件38，该外齿轮件圈围绕总体上指定为太阳轮的内齿轮件40。在行星轮架44上可转动地安装有多个行星齿轮件42，以便使每个行星齿轮42既与外齿轮件38啮合，又与内齿轮件40啮合。
第三行星齿轮组28也具有总体上指定为齿圈的外齿轮件46，该外齿轮件圈围绕总体上指定为太阳轮的内齿轮件48。在行星轮架52上可转动地安装有多个行星齿轮件50，以便使每个行星齿轮50既与外齿轮件46啮合，又与内齿轮件48啮合。
齿圈/太阳轮上的齿数比通常基于本领域技术人员所知的设计考虑，并且在本发明的范围之外。作为示例，在一个实施例中，行星齿轮组24的齿圈/太阳轮齿数比是65/33；行星齿轮组26的齿圈/太阳轮齿数比是65/33；并且行星齿轮组28的齿圈/太阳轮齿数比是94/34。
三个行星齿轮组24、26和28每个都包括简单行星齿轮组。而且，第一和第二行星齿轮组24和26组合成使第一行星齿轮组24的内齿轮件32通过毂衬齿轮54连接到第二行星齿轮组26的外齿轮件38。相互连接的第一行星齿轮组24的内齿轮件32和第二行星齿轮组26的外齿轮件38连续地连接到也称为“电机A”的第一电动/发电机56。
行星齿轮组24和26还组合成使第一行星齿轮组24的行星轮架36通过轴60连接到第二行星齿轮组的行星轮架44。这样，第一和第二行星齿轮组24和26各自的行星轮架36和44相互连接。轴60还通过转矩传递装置62选择性地连接到第三行星齿轮组28的行星轮架52，这将在下文较详细地说明，采用该转矩传递装置62以辅助混合动力变速器10的操作模式的选择。第三行星齿轮组28的行星轮架52直接连接到变速器输出件64。
在所述实施例中，其中混合动力变速器10用在陆地车辆中，输出件64可操作地连接到传动系，该传动系包括将转矩输出提供给一个或多个车桥92或半轴(未示出)的齿轮箱90或其它转矩传递装置。车桥92继而终止于驱动件96。驱动件96可以是所用于车辆的前轮或后轮，或者也可以是履带车辆的驱动齿轮。驱动件96可具有与其相联的某种形式的车轮制动器94。驱动件每个都具有速度参数NWHL，该速度参数包括通常可用轮速传感器测量的每个车轮96的转速。
第二行星齿轮组26的内齿轮件40通过围绕轴60的套轴66连接到第三行星齿轮组28的内齿轮件48。第三行星齿轮组28的外齿轮件46通过转矩传递装置70选择性地连接到由变速器外壳68代表的地。还在下文说明的转矩传递装置70也用于辅助混合动力变速器10的操作模式的选择。套轴66还连续地连接到也称为“电机B”的第二电动/发电机72。
所有行星齿轮组24、26和28以及两个电动/发电机56和72都绕轴向地布置的轴60同轴地定向。电动/发电机56和72都是环状构造，该环状构造使它们可围绕三个行星齿轮组24、26和28，以便使行星齿轮组24、26和28布置在电动/发电机56和72的径向内部。该构造保证了变速器10的总体包封(即圆周尺寸)最小。
转矩传递装置73选择性地将太阳轮40与地，即与变速器外壳68连接。转矩传递装置75作为锁止离合器操作，其通过选择性地将太阳轮40与行星轮架44连接而锁定行星齿轮组24、26、电机56、72和输入，以作为一个组转动。转矩传递装置62、70、73、75都是摩擦离合器，也分别称为：离合器C1 70、离合器C2 62、离合器C3 73和离合器C4 75。每个离合器都优选地是液压致动的，从泵接收加压的液压流体。使用已知的液压流体回路实现液压致动，在此不详细说明。
作为来自燃料或存储在电能存储装置(ESD)74中的电势的能量转换的结果，混合动力变速器10从包括发动机14及电动/发电机56和72在内的多个转矩产生装置接收输入驱动转矩。ESD 74通常包括一个或多个蓄电池。可使用具有存储电能并分配电能的能力的其它电能和电化学能存储装置代替蓄电池，而不改变本发明的概念。优选地基于包括再生要求、关于典型道路坡度和温度的应用问题以及诸如排放、动力辅助和电动里程的驱动要求在内的因素来设计ESD 74的尺寸。ESD 74经由DC线路或传输导体27高压DC联接到变速器电力逆变器模块(TPIM)19。该TPIM 19是以下参照图2说明的控制系统的元件。TPIM 19通过传输导体29与第一电动/发电机56连通，并且TPIM 19类似地通过传输导体31与第二电动/发电机72连通。电流可根据ESD 74正在充电或放电而传递到ESD 74或从ESD 74传递。TPIM 19包括一对电力逆变器和相应的电机控制器，所述电机控制器构造成接收电机控制命令并由此控制逆变器状态，用于提供电机驱动或再生功能。
在电动控制中，相应逆变器从DC线路接收电流，并在传输导体29和31上将AC电流提供给相应电机。在再生控制中，相应逆变器在传输导体29和31上从电机接收AC电流，并将电流提供给DC线路27。提供给逆变器或从逆变器提供的净DC电流确定电能存储装置74的充电或放电操作模式。优选地，电机A 56和电机B 72是三相交流电机，并且逆变器包括互补的三相电力电子器件。
再次参照图1，可从输入件12设有驱动齿轮80。如图所示，驱动齿轮80固定地将输入件12固定连接到第一行星齿轮组24的外齿轮件30，并且驱动齿轮80因此从发动机14和/或通过行星齿轮组24和/或26从电动/发电机56和/或72接收动力。驱动齿轮80与惰轮82啮合，该惰轮继而与固定在轴86的一端上的传动齿轮84啮合。轴86的另一端可固定到单独地或共同地以88表示并包括附件负载的液压/变速器流体泵和/或动力分出(“PTO”)单元。
现在参照图2，示出包括分布式控制器结构的控制系统的示意方块图。在此所述的元件包括整个车辆控制结构的子集，并且可操作以提供在此所述的动力系统的协调系统控制。控制系统可操作以综合相关信息和输入，并执行算法控制各种致动器以实现控制目标，该控制目标包括诸如燃料经济性、排放、性能、驾驶性和硬件的保护等参数，该硬件包括ESD 74的蓄电池和电机56、72。分布式控制器结构包括发动机控制模块(“ECM”)23、变速器控制模块(“TCM”)17、电池组控制模块(“BPCM”)21和变速器电力逆变器模块(“TPIM”)19。混合动力控制模块(“HCP”)5提供上层(overarching)控制和上述控制器的协调。设有用户界面(“UI”)13可操作地连接到多个装置，车辆驾驶员通常通过所述多个装置控制或指挥包括变速器10的动力系的操作。到UI 13的示例性的车辆驾驶员输入包括加速踏板、制动踏板、变速器档位选择器和车速巡航控制。上述控制器每个都经由局域网(“LAN”)总线6与其它控制器、传感器和致动器通讯。LAN总线6使各种控制器之间的控制参数和命令可结构化通讯。使用的特定通讯协议是专用的。作为示例，一个通讯协议是汽车工程师协会标准J1939。LAN总线和适当的协议在上述控制器以及提供诸如放抱死制动、牵引力控制和车辆稳定性控制的功能的其它控制器之间提供强大的通信(robust messaging)和多控制器接口连接。
HCP 5提供混合动力系统的上层控制，用于协调ECM 23、TCM 17、TPIM 19和BPCM 21的操作。基于来自U113和动力系的各种输入信号，HCP 5产生各种命令，包括：发动机转矩命令TE_CMD；用于混合动力变速器10的各离合器C1、C2、C3、C4的离合器转矩命令TCL_N_CMD；以及分别用于电机A和B的电机转矩命令TA_CMD和TB_CMD。
ECM 23可操作地连接到发动机14，并且用于通过共同示为总线路35的多个分离线路分别从发动机14的各种传感器获得数据并控制发动机14的各种致动器。ECM 23从HCP 5接收发动机转矩命令TE_CMD，并产生希望的车轴转矩TAXLE_DES和通讯到HCP 5的实际发动机转矩TE的指示信号。为了简单，将ECM 23示出为总体上具有经由总线路35与发动机14的双向接口。可由ECM 23检测的各种其它参数包括发动机冷却液温度、到通向变速器的轴的发动机输入速度(NE)、歧管压力、环境空气温度和环境压力。可由ECM 23控制的各种致动器包括燃料喷射器、点火模块和节气门控制模块。
TCM 17可操作地连接到变速器10并且用于从各种传感器获得数据并将命令信号提供给变速器。从TCM 17到HCP 5的输入包括用于离合器C1、C2、C3和C4中的每个的估计的离合器转矩TCL_N_EST和输出轴64的转速NO。可使用其它致动器和传感器提供从TCM到HCP用于控制目的的额外信息。
BPCM 21信号地连接一个或多个传感器，所述传感器可操作以监测ESD 74的电流或电压参数，以将关于蓄电池状态的信息提供给HCP 5。这种信息包括蓄电池荷电状态Bat_SOC和蓄电池的其它状态，包括电压VBAT和可用功率PBAT_MIN和PBAT_MAX。
变速器电力逆变器模块(TPIM)19包括一对电力逆变器和电机控制器，所述电机控制器构造成接收电机控制命令并由此控制逆变器状态，以提供电机驱动或再生功能。TPIM 19可操作以基于来自HCP 5的输入产生用于电机A和B的转矩命令TA_CMD和TB_CMD，HCP 5由通过UI 13的驾驶员输入和系统操作参数驱动。用电机阻尼转矩TA_DAMP和TB_DAMP调整用于电机A和B的预定转矩命令TA_CMD和TB_CMD以确定电机转矩TA和TB，它们由包括TPIM 19的控制系统执行，以控制电机A和B。分别用于电机A和电机B的单独电机速度信号NA和NB由TPIM 19从电机相位信息或传统转动传感器导出。TPIM 19确定电机速度NA和NB，并将其通讯到HCP 5。电能存储装置74经由直流线路27高压直流联接到TPIM19。电流可根据ESD 74是正在充电还是放电而输送到TPIM 19或从TPIM19输送。
上述控制器每个都优选为通用数字计算机，该通用数字计算机通常包括微处理器或中央处理单元、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)和数模(D/A)电路、输入/输出电路和器件(I/O)以及适当的信号处理和缓冲电路。每个控制器都具有一套控制算法，包括存储在ROM中并执行以提供每个计算机的各功能的常驻程序指令和校准。优选地使用上述LAN 6实现各计算机之间的信息传递。
通常在预设循环期间执行用于每个控制器中的控制和状态估计的算法，以便使每个算法在每个循环中至少执行一次。存储在非易失性存储器器件中的算法由中央处理单元中的一个执行，并且可操作以检测来自检测装置的输入并执行控制和诊断例程，以使用预设校准控制各装置的操作。通常以规则的间隔执行循环，例如在发动机运行和车辆操作期间每3、6.25、15、25和100毫秒。或者，可响应于事件的发生执行算法。
响应于由UI 13捕获的驾驶员的动作，监管的HCP控制器5和其它控制器中的一个或多个确定所需的变速器输出转矩TO。混合动力变速器10的选择性操作组件被适当地控制和操纵以响应于驾驶员命令。例如，在图1和图2所示的示例性实施例中，当驾驶员选择向前驱动范围并操纵加速踏板或制动踏板时，HCP 5确定用于变速器的输出转矩，该输出转矩影响车辆如何以及何时加速或减速。最终车辆加速度受到包括例如道路负载、道路坡度和车辆质量的其它因素的影响。HCP 5监测转矩产生装置的参数状态，并且确定达到希望的转矩输出所需的变速器的输出。在HCP 5的指导下，变速器10在从低到高的输出速度范围上操作，以便满足驾驶员命令。
双模式混合分动机电混合动力变速器包括通过变速器10内的两个不同的齿轮系接收输出动力的输出件64，并且在数个变速器操作模式下操作，现在参照图1和下表1说明所述变速器操作模式。
表1
变速器操作模式     被致动的离合器
模式I固定速比1固定速比2模式II固定速比3固定速比4     C1 70C1 70C1 70C2 62C2 62C2 62 C4 75C2 62C4 75C3 73
表中所述的各种变速器操作模式说明了对于每个操作模式哪个特定离合器C1、C2、C3和C4被接合或致动。另外，在各种变速器操作模式中，电机A 56或电机B 72可每个都作为分别指示为MA、MB的电动机操作，或者电机A 56作为指示为GA的发电机操作。当转矩传递装置70被致动以便使第三行星齿轮组28的外齿轮件46“接地”时，选择第一模式或齿轮系。当转矩传递装置70被释放并且转矩传递装置62同时被致动以将轴60连接到第三行星齿轮组28的行星轮架52时，选择第二模式或齿轮系。本发明的范围之外的其它因素影响电机56、72何时作为电动机和发电机操作，并且在此不讨论。
主要在图2中示出的控制系统可操作以在每个操作模式中提供轴64从较慢到较快的变速器输出速度NO的范围。在每个模式中都有从慢到快的输出速度范围的两个模式的组合使变速器10可以推进车辆从静止状态到高速，并且满足上述各种其它要求。另外，控制系统协调变速器10的操作，以便在模式之间可同步切换。
第一和第二操作模式是指这样的情况，即，其中变速器功能由一个离合器即离合器C1 62或C2 70以及电动/发电机56和72的受控速度和转矩控制。以下说明操作的某些范围，其中通过合上额外的离合器实现固定速比。该额外的离合器可以是如上表所示的离合器C3 73或C4 75。
当合上额外的离合器时，实现了变速器的输入到输出速度的固定速比，即NI/NO。电动/发电机56、72的转动取决于由离合动作限定的机构的内部转动，并且与在轴12处确定或测量的输入速度NI成比例。电动/发电机用作电动机或发电机。它们完全独立于发动机以输出动力流，由此使两个都能作为电动机、都能作为发电机或电动机与发电机的任意组合。这允许例如在固定速比1的操作期间，在轴64处从变速器输出的驱动力由来自发动机的动力和通过接收来自能量存储装置74的电力而经由行星齿轮组28来自电机A和B的动力提供。
通过在模式I或模式II操作期间起动或停用一个额外的离合器，可以在固定速比操作与模式操作之间切换变速器操作模式。通过由控制系统执行的算法确定固定速比或模式控制的操作，并且该确定在本发明的范围之外。
操作模式可重叠操作的速比，并且选择又取决于驾驶员的输入和车辆对该输入的响应。当离合器C1 70和C4 75接合时，范围1主要落在操作模式I内。当离合器C2 62和C1 70接合时，范围2落在模式I和模式II内。当离合器C2 62和C4 75接合时，第三固定速比范围主要在模式II期间可用，并且当离合器C2 62和C3 73接合时，第四固定速比范围在模式II期间可用。应注意，用于模式I和模式II的操作范围通常显著重叠。
上述示例性动力系统的输出由于机械的和系统的限制而受到约束。由于在轴18处测量的发动机输出速度NE和在轴12处测量的变速器输入速度NI的限制以及表示为+/-NA、+/-NB的电机A和B的速度限制，因此在轴64处测量的变速器的输出速度NO受到限制。由于发动机输入转矩TE和在瞬态转矩减振器20之后的轴12处测量的输入转矩TI的限制以及电机A 56和B 72的转矩限制(TA_MAX，TA_MIN，TB_MAX，TB_MIN)，因此变速器64的输出转矩TO同样受到限制。
现在参照图3，示出控制方案，该控制方案包括优选地作为算法在参照图2的上述控制系统的控制器中执行的多变量反馈控制系统，以控制参照图1所述的系统的操作。以下说明的控制方案包括整个车辆控制结构的子集。控制方案包括用于多变量主动传动系减振的方法和装置。在共同转让且共同待审的名为“用于多变量主动传动系减振的方法和装置”的美国申请序列号10/xxx，xxx中说明了一种用于多变量主动传动系减振的示例性的方法和装置，其代理人卷号为GP-307477。所述方法和装置通过参考包含于此，从而无需详细描述多变量主动传动系减振。该示例性的多变量反馈控制方法和系统包括用于控制从转矩产生装置14、56、72通过变速器10到传动系的转矩输出的基本元件。这包括确定用于动力系统和传动系的希望的操作状态参数的所有控制元件，这些参数包括对所期望的动力学特性段210的输入。所期望的动力学特性段210的输出包括多个基准值：用于车轴转矩的基准值TAXLE_REF、用于阻尼转矩的基准值TDAMP_REF、以及用于各个速度的基准值NA_REF、NB_REF、NO_REF、NE_REF、NWHL_REF。这些基准值和从传动系的输出计算出的多个操作状态误差包括对电机阻尼转矩控制方案220的输入。执行电机阻尼转矩控制方案220以确定对转矩产生装置的阻尼转矩，在此实施例中是对电机A和B的阻尼转矩即TA_DAMP和TB_DAMP。示为230的传动系动力学特性控制包括基于操作状态误差和基准状态控制对变速器和传动系中每个转矩产生装置和其它转矩装置的输入。
现在参照图4，示出用于估计用于多变量传动系的状态参数、具有传动系动力学特性估计器240的方法和装置。在共同转让且共同待审的名为“参数状态估计”的美国申请序列号10/xxx，xxx中说明了一种用于多变量主动传动系减振的示例性的方法和装置，其代理人卷号为GP-307478。在所有操作中，传动系动力学特性估计器240是包括作为算法在控制器之一内执行的多个线性方程在内的数学模型。包括校准值的数学模型方程使用算法来执行，以在考虑依应用特定的质量、惯性、摩擦系数和影响各种操作状态的传动系的其它特征和参数的情况下，对参照图1和图2所述的示例性传动系的操作的表达进行建模。估计用于上述动力系统的状态参数的方法包括监测每个转矩产生装置(在这种情况下为电机A 56、电机B 72和发动机14)的操作转速。在轴18处测量发动机输出速度NE，并在轴12处测量变速器输入速度NI。测量在轴64处的变速器10的输出转速NO。确定从控制系统到转矩产生装置的转矩命令TA、TB和TE。还确定多个传动系转矩负载，并将其用作输入。上述数学模型方程在控制器中的一个中执行，以使用以下这些作为输入来估计包括TDAMP、TAXLE、NA、NB、NO、NE、NWHL在内的各个参数：用于各个转矩产生装置的操作速度、变速器装置的输出速度、对转矩产生装置的转矩命令、以及转矩负载。执行参照图2所述的分布式控制器结构以及这里所述的算法结构，以便实时实现上述状态参数的估计，即，在控制器的单个时钟周期期间发生每个估计状态的计算，使得确定各种状态仅存在有限的延迟时间或没有延迟时间，因而消除系统失控的可能或使其最小化。到传动系动力学特性估计器240的输入参数包括电机转矩值TA和TB、发动机转矩TE、到离合器C1、C2、C3、C4的离合器转矩TCL_N、制动转矩TBRAKE、附件负载TACC、路面负载TRL和变速器操作模式。上述输入应用到数学模型方程以基于输入参数动态地计算传动系的估计的输出状态，包括TDAMP_EST、TAXLE_EST、NA_EST、NB_EST、NO_EST、NE_EST和NWHL。从包括测量速度NA、NB、NO、NE和NWHL的第二速度矩阵减去包括估计速度NA_EST、NB_EST、NO_EST、NE_EST和NWHL_EST的第一速度矩阵。将结果矩阵输入到估计器232，其中将该结果矩阵乘以多个增益矩阵中的一个，以确定估计状态校正的矩阵。多个增益矩阵中的每个都包括标量增益系数矩阵，后者优选地对每个变速器操作模式即如上文参照表1所述的特定操作模式和齿轮构造而确定。在该实施例中，增益矩阵被离线确定，并且作为校准值存储在车载控制器中的一个中。优选至少有两组作为估计器反馈增益232作用的一部分来开发和执行的增益矩阵，其中一组在传动系处于中立间隙状态时使用，另一组在传动系处于传动状态时使用。
估计状态校正的矩阵被传动系动力学特性估计器240在基于输入参数确定传动系的动态计算的估计输出状态中用作反馈，所述估计输出状态包括TDAMP_EST、TAXLE_EST、NA_EST、NB_EST、NO_EST、NE_EST和NWHL_EST。当包括估计速度的第一速度矩阵等于包括测量速度的第二速度矩阵时，就确定包括TDAMP_EST、TAXLE_EST、NA_EST、NB_EST、NO_EST、NE_EST和NWHL_EST的估计器输出是传动系的实际操作状态的准确测量值。
现在参照图5至7，详细描述在导致传动系间隙和碰撞的转换过程中控制从参照图1和2所述的动力系统传递的转矩的方法。这里所述的方法和系统作为一个或多个算法在参照图2所示的分布式控制器结构中执行，并利用包括参照图4所述的参数状态估计在内的参照图3所述的多变量反馈控制方案。整个方法包括监测传递到传动系的动力系转矩的大小即TAXLE、变速器到传动系的输出速度NO、以及驱动轮速度NWHL。确定间隙状态，并基于该间隙状态控制动力系的各个转矩产生装置。在此实施例中，使用估计器250确定间隙状态，该估计器优选包括控制系统内的算法。对间隙状态估计器250的输入包括估计车轴转矩TAXLE_EST、估计的变速器输出速度NO_EST、和估计的驱动轮速度NWHL_EST，这些输入中的每个都是从传动系动力学特性估计器240输出的。间隙状态估计器250可操作来比较估计车轴转矩TAXLE_EST和估计的变速器输出速度NO_EST，以确定间隙状态是正状态、负状态或中立状态中的哪一个。当估计车轴转矩TAXLE_EST和估计的变速器输出速度NO_EST以及估计的驱动轮速度NWHL_EST显示从变速器通过传动系在向前的方向上传递转矩时，指示正状态。当估计车轴转矩TAXLE_EST和估计的变速器输出速度NO_EST以及估计的驱动轮速度NWHL_EST显示从变速器通过传动系在负向的方向上传递转矩时，指示负状态。当基本没有转矩通过变速器在驱动轮和传动系之间传递，即传动系车轴转矩基本等于零转矩值时，指示中立状态。
当间隙状态估计器的输出指示正间隙状态或负间隙状态时，基于间隙在控制系统中不发生作用。
当间隙状态估计器的输出指示中立状态时，在估计器反馈增益232中将结果矩阵乘以在传动系处于中立间隙状态时使用的增益矩阵，该结果矩阵包括上述在含估计速度的第一速度矩阵和含测量速度的第二速度矩阵之间的差。
当在传动系动力学特性估计器240使用用于间隙操作的估计状态校正矩阵时，包括TDAMP_EST、TAXLE_EST、NA_EST、NB_EST、NO_EST、NE_EST和NWHL_EST的估计器240的结果输出设置作为反馈用于多变量电机阻尼控制220。多变量电机阻尼控制220使用估计器输出在检测到中立间隙状态的时间段中对实际的车轴转矩输出TAXLE进行缓冲。对车轴转矩输出TAXLE进行缓冲优选通过控制电机56、72之一与电能存储装置74之间的电能传递时间速率来实现，而这种控制通过调节通过TPIM 19的电力逆变器和电机控制器的电流流动即控制电能传递时间速率来进行。
或者，对车轴转矩输出TAXLE进行缓冲可以通过使用已知的发动机控制策略调节从内燃机14通过轴18和12到变速器10的转矩输入来实现。于是，当间隙状态是中立时，传递到传动系的转矩TAXLE小于驾驶员命令的转矩TAXLE_DES。当间隙状态随后变成正或负的时，停止使用间隙增益矩阵，并如之前参照图4所述选择增益矩阵。
现在参照图6示出显示上述作用的结果。当确定估计车轴转矩TAXLE_EST基本等于零时，间隙状态从正间隙变到中立间隙。控制器能够基于乘以变速器和传动系的主传动比的估计轮速、估计输出速度、以及估计间隙角来确定间隙事件何时结束，即中立间隙状态何时结束，其中从所基于的这些参数可以确定间隙关闭速率。还可以确定估计关闭角。控制器可以基于关闭速率来控制来自电机A 56和电机B 72的转矩输出。对来自电机的转矩输出的控制通常通过控制从ESD 74传递到电机56、72之一或两者的电能的速率和大小来实现。
现在参照图7，当使用间隙控制方案来管理碰撞即传动系噪声时，如上所述监测间隙事件。确定所期望的车轴转矩TAXLE_DES，并调节到限制碰撞的期望车轴转矩，后者在中立间隙事件过程中实现。可以将间隙关闭速率限制到最大值，图7所示的一个示例值是每秒4弧度。此作用使得实际车轴转矩的变化率将小于所期望的变化率，从而限制碰撞或噪声。转矩限制优选通过控制电机A和电机B的阻尼转矩值TA_DAMP和TB_DAMP来实现，这两个阻尼转矩值参照之前所述的多变量电机阻尼转矩控制220计算得到。多变量电机阻尼转矩控制220使用估计器输出来对实际的车轴转矩输出TAXE进行缓冲。于是，当所期望的车轴转矩是限制碰撞的时，传递到传动系的转矩TAXLE小于驾驶员命令的转矩TAXLE_DES。
在估计器反馈增益块232中使用的多个间隙增益矩阵每个都包括标量增益系数矩阵，后者优选地对每个变速器操作模式即如上文参照表1所述的特定操作模式和齿轮构造而确定。在该实施例中，间隙增益系数被离线确定，并且作为校准值存储在车载控制器中的一个中。另外，使用间隙增益系数的持续时间可以被限制为预定的经过时间。这样，多变量反馈控制方案可用于管理和抑制传动系碰撞的大小和出现。
虽然作为控制电机的输出说明了本发明，但应理解，本发明的替换实施例可包括可操作以控制内燃机和电机的转矩输出的控制方案。还应理解，转矩和速度的估计值中的某些或所有可用传感器和检测方案直接监测而代替。
已具体参照优选实施例及其变型说明了本发明。其它人在阅读并理解说明书时会做出其它变型和修改。意在将所有这种变型和修改都包括在本发明的范围内。

Claims (26)

1.一种用于控制在动力系统和传动系之间传递的转矩的方法，所述动力系统包括多个可操作地连接到变速器的转矩产生装置，所述方法包括：
确定所述传动系的间隙状态；以及
基于所述间隙状态控制所述转矩产生装置。
2.根据权利要求1所述的方法，其特征在于，确定间隙状态的步骤包括：
确定传动系车轴转矩；
确定所述动力系的输出速度和所述传动系的驱动轮的输出速度；
基于所述传动系车轴转矩以及所述动力系和所述传动系的驱动轮的输出速度来确定所述间隙状态是正状态、负状态和中立状态之一。
3.根据权利要求2所述的方法，其特征在于，基于所述传动系车轴转矩来确定所述间隙状态是中立状态还包括在所述传动系车轴转矩基本等于零转矩值时，确定所述间隙状态是中立状态。
4.根据权利要求3所述的方法，其特征在于，所述方法包括控制所述转矩产生装置，使得当所述间隙状态是中立时，在所述动力系统和所述传动系之间传递的转矩的变化率小于驾驶员命令的传动系转矩变化率。
5.根据权利要求3所述的方法，其特征在于，所述方法还包括控制所述转矩产生装置，使得在一段时间内所述动力系统和所述传动系之间传递的转矩小于驾驶员命令的转矩。
6.根据权利要求2所述的方法，其特征在于，基于所述间隙状态控制所述转矩产生装置的步骤包括：选择用于多变量反馈控制系统的增益矩阵，所述多变量反馈控制系统可操作来基于所述间隙状态控制各个所述转矩产生装置。
7.根据权利要求6所述的方法，其特征在于，所述方法包括选择用于可操作来控制多个转矩产生装置的多变量反馈控制系统的增益矩阵，使得当所述间隙状态是中立时，在所述动力系统和所述传动系之间传递的转矩小于驾驶员命令的转矩。
8.根据权利要求7所述的方法，其特征在于，所述方法还包括控制所述转矩产生装置，使得在一段时间内所述动力系统和所述传动系之间传递的转矩小于驾驶员命令的转矩。
9.根据权利要求8所述的方法，其特征在于，监测在所述动力系统和所述传动系之间传递的动力系转矩包括利用传感器测量转矩。
10.根据权利要求8所述的方法，其特征在于，监测在所述动力系统和所述传动系之间传递的动力系转矩包括估计传递到所述传动系的转矩。
11.根据权利要求1所述的方法，其特征在于，确定车轴转矩包括基于所述动力系和所述驱动轮的输出速度来估计车轴转矩。
12.根据权利要求1所述的方法，其特征在于，确定所述动力系的输出速度包括测量变速器装置的输出速度，所述变速器装置可操作来将转矩从各个所述转矩产生装置传递到所述传动系。
13.根据权利要求1所述的方法，其特征在于，确定所述驱动轮的输出速度包括利用传感器测量轮速。
14.根据权利要求13所述的方法，其特征在于，确定所述驱动轮的输出速度还包括测量多个驱动轮的轮速、并从其确定轮速的平均值。
15.根据权利要求1所述的方法，其特征在于，确定所述动力系的输出速度和所述传动系的驱动轮的输出速度包括基于所测量的操作参数来估计所述动力系的变速器的输出速度和所述驱动轮的输出速度。
16.一种制品，包括编码有计算机程序的存储介质，所述计算机程序用于实现控制在动力系和传动系之间传递的转矩的方法，该动力系统包括多个可操作地连接到变速器的转矩产生装置，所述程序包括：
确定所述传动系的间隙状态的代码；以及
基于所述间隙状态控制所述转矩产生装置的代码。
17.根据权利要求16所述的制品，其特征在于，确定间隙状态的代码还包括：
确定传动系车轴转矩的代码；
确定所述动力系的输出速度和所述传动系的驱动轮的输出速度的代码；
基于所述传动系车轴转矩以及所述动力系和所述传动系的驱动轮的输出速度来确定所述间隙状态是正状态、负状态和中立状态之一的代码。
18.根据权利要求16所述的制品，其特征在于，所述多个转矩产生装置包括第一电机和第二电机。
19.根据权利要求18所述的制品，其特征在于，所述传动系与所述第一电机和第二电机可操作来通过变速器在其间传递转矩。
20.根据权利要求19所述的制品，其特征在于，基于所述间隙状态控制所述转矩产生装置的代码包括控制在所述电机之一与电能存储装置之间的电能传递时间速率的代码。
21.根据权利要求20所述的制品，其特征在于，基于所述间隙状态控制所述动力系的多个转矩产生装置的代码还包括控制从所述电机之一输出的转矩的代码。
22.根据权利要求20所述的制品，其特征在于，基于所述间隙状态控制所述动力系的多个转矩产生装置的代码还包括控制由所述电机之一产生的电能的代码。
23.根据权利要求18所述的制品，其特征在于，所述多个转矩产生装置还包括内燃机。
24.一种用于控制动力系的方法，所述动力系包括可操作地连接到变速器装置的电机，所述方法包括：
确定可操作地连接到所述变速器装置的输出的传动系的车轴转矩；
确定所述变速器和所述传动系的驱动轮的输出速度；
命令所述电机在转矩产生操作状态和发电操作状态之间转换；
确定间隙状态；以及
基于所述间隙状态来控制在所述动力系和所述传动系之间传递的转矩。
25.根据权利要求24所述的方法，其特征在于，动力系装置还包括都可操作地连接到所述变速器装置的内燃机和第二电机。
26.根据权利要求24所述的方法，其特征在于，基于所述间隙状态来控制在所述动力系和所述传动系之间传递的转矩的步骤还包括基于所述间隙状态控制在所述动力系和所述传动系之间传递的转矩的变化率。
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