CN101042185A - 参数状态估计 - Google Patents

参数状态估计 Download PDF

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CN101042185A
CN101042185A CNA2007100887602A CN200710088760A CN101042185A CN 101042185 A CN101042185 A CN 101042185A CN A2007100887602 A CNA2007100887602 A CN A2007100887602A CN 200710088760 A CN200710088760 A CN 200710088760A CN 101042185 A CN101042185 A CN 101042185A
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torque
speed
code
power system
clutch
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R·L·莫里斯
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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    • 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
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • 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
    • 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
    • B60K6/42—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
    • B60W10/04—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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • 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
    • 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
    • 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
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
    • F16H2037/104—Power split variators with one end of the CVT 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
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
    • F16H2037/105—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts characterised by number of modes or ranges, e.g. for compound gearing
    • F16H2037/106—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts characterised by number of modes or ranges, e.g. for compound gearing with switching means to provide two variator modes or ranges
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/0006—Vibration-damping or noise reducing means specially adapted for gearings
    • F16H2057/0012—Vibration-damping or noise reducing means specially adapted for gearings for reducing drive line oscillations
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
    • F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
    • 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

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  • Combustion & Propulsion (AREA)
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  • Electric Propulsion And Braking For Vehicles (AREA)
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Abstract

状态估计器提供用于操作状态的参数估计，所述操作状态不易于用产品动力系和传动系硬件测量，如车轴和减振器的实时转矩值。这促进了使用多变量反馈的转矩振动减振控制策略的实施。对具有多个转矩产生设备的动力系统估计控制参数，所述多个转矩产生设备可操作地连接到具有到传动系的转矩输出的变速器设备。这包括建立多个方程，所述方程可操作以基于转矩输入估计控制参数和其它操作参数。操作参数包括动力系统和传动系的操作速度。确定包括动力系统和传动系的操作速度的操作参数。基于动力系统的操作速度调整所述多个方程的系数。

Description

参数状态估计
技术领域
本发明一般地涉及混合动力系控制系统，并且更具体地涉及估计用于在缓冲动力系和传动系振动中使用的参数状态。
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。一种这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。第一和第二电动/发电机可操作地连接到用于在能量存储设备与第一和第二电动/发电机之间交换电力的能量存储设备。设置有控制单元用于管理在能量存储设备与第一和第二电动/发电机之间的电力交换。该控制单元还管理第一与第二电动/发电机之间的电力交换。
工程师们在实施动力系统时遇到传动系振动，该传动系振动典型地从操作者察觉不到的到引起操作者反感的范围变化。传动系振动使客户不满，并且会缩短一个或多个传动系部件的使用寿命。典型地，工程师们试图通过实施这样的系统来管理传动系振动，即，该系统可操作以消除在某个特定频率或在某频率范围上或基于传动系当前操作的传动比选择的一组频率下的转矩振动。这种转矩消除系统典型地通过减慢系统响应性的信号调整过滤器传递传动系输入。由于开发过滤器所需的瞬态响应中的延迟，慢的系统响应经常导致在操作者有激烈的转矩需求时出现的颠簸(bump)和过冲。这种系统经常使用典型地为发动机速度的单个反馈变量，并且命令典型地为发动机转矩的单个控制信号。然而，单个反馈/单个控制的振动控制系统在具有多个可操作以在传动系中产生振动的设备的系统中无法提供足够的缓冲。
具有多个可操作以在传动系中产生振动的设备的系统的示例是混合动力系统，其因此驱动了控制传动系振动的替代方法和装置的需求。可用可操作以监测并确定操作状态的参数的多个检测设备获得来自这种具有多个变化的操作状态的传动系统的反馈。然而，由于缺乏直接检测例如转矩的某些操作状态的能力，并且实施这种检测系统需要增加的成本和复杂性，某些操作状态难以直接检测。
因此，需要一种方法和装置以估计混合动力传动系统的操作状态的参数，尤其用于配备有混合动力传动系的车辆的操作，该混合动力传动系包括诸如直接连接在发动机、产生转矩的电动机和变速器输入轴之间的手动变速器构造。
发明内容
本发明对作为一种系统的传动系建模或仿真，该系统包括多个具有多个自由度的质量弹簧设备和多个转矩控制设备和车轮上的道路负载，包括具有发动机、电机、离合器和其它部件的动力系，其它传动系部件包括车轮和车轮致动器。对动态响应建模，该动态响应包括系统中每个独立的质量设备的速度和每个弹簧设备的转矩。该模型用作估计器以估计状态，即，预测每个被建模的传动系部件的速度和转矩。将估计的状态与希望的状态相比较，该希望的状态至少可部分基于使用者的输入确定。比较的结果用作反馈以产生用于传动系中的每个转矩设备的协调的转矩指令。将典型地为测量的速度的实际状态与估计的状态相比较以获得误差，所述误差与增益系数的矩阵相乘，以将协调的校正增加到每个估计的状态。使用已知的普通分析技术确定增益系数的矩阵。
状态估计器可提供用于操作状态的参数估计，所述操作状态不易于用产品动力系和传动系硬件测量，如车轴和减振器的实时转矩值。具有车轴和减振器的实时转矩值促进了使用多变量反馈的转矩振动减振控制策略的实施。状态估计器为这样的状态提供估计，即，所述状态可测量但会具有相关的高水平信号噪声或其它不确定性。这种状态估计器包括车轮转速和发动机转速。用于车轮和发电机速度的状态估计器类似于低通或高信号过滤器而起作用，而不引入相位延迟。
本发明的一方面包括估计用于动力系统的控制参数的方法和控制系统，所述动力系统包括多个转矩产生设备，所述转矩产生设备可操作地连接到具有到传动系的转矩输出的变速器设备。这包括建立多个方程，所述方程可操作以基于转矩输入估计控制参数和多个操作参数。操作参数包括动力系统和传动系的操作速度。确定包括动力系统和传动系的操作速度的操作参数。基于动力系统的操作速度调整所述多个方程的系数。
本发明的另一个方面还包括确定变速器操作模式，以及基于动力系统的操作速度和变速器操作模式调整所述多个方程的系数。
本发明的另一个方面包括基于动力系统的操作速度和变速器操作模式调整方程的系数，包括基于动力系统和传动系的操作速度与估计的操作速度之间的差确定估计器状态误差，以及基于估计器状态误差和变速器操作模式选择用于调整系数的增益矩阵。
本发明的另一个面包括控制参数，所述控制参数包括输入到传动系的阻尼转矩和传动系轴转矩。操作参数包括动力系统和传动系的操作速度，包括每个转矩产生设备的操作速度、变速器的输出速度和轮速。
本发明的另一个面包括到估计器的转矩输入，所述转矩输入包括：每个所述转矩产生设备的转矩输出；变速器离合器转矩；制动转矩；道路负载转矩；和附件转矩。
本发明的另一个面包括估计发动机转矩输出，包括：确定阻尼转矩误差，该阻尼转矩误差包括估计的阻尼转矩与基准阻尼转矩之间的差。执行发动机转矩补偿算法以计算发动机转矩校正值。基于发动机转矩校正值确定估计的实际发动机转矩。基于估计的发动机速度确定发动机摩擦；以及结合发动机摩擦和估计的实际发发动机转矩以获得发动机转矩。
本发明的另一个面包括估计变速器离合器转矩。这包括基于到每个离合器的要求的液压压力确定施加到每个离合器的转矩的大小，以及基于电机的转速和包括变速器输出速度的动力系统的被监测的操作速度确定每个离合器的离合器滑动的大小。
本发明的另一个面包括估计道路负载转矩，这包括：测量驱动轮速度和将驱动轮速度与估计的驱动轮速度相比较。执行补偿算法以确定道路负载校正项。基于平均驱动轮速度确定计算的道路负载。用道路负载校正项调整计算的道路负载。
道路负载估计器适应由道路坡度、风和车辆惯性的变化引起的道路负载的实时变化。
发动机转矩估计器适应到变速器的输入转矩的变化。发动机转矩估计器确定与阻尼转矩估计相匹配所需的到状态估计器的发动机转矩输入。
发动机转矩估计器和道路负载估计器使状态估计器可适应车辆参数、变速器损失和发动机转矩输出误差上的变化。
本发明使用在多变量反馈控制系统中，该多变量反馈控制系统为混合动力系或采用多个转矩产生设备的任何动力系提供主动传动系减振。传动系由具有多个自由度的多个质量弹簧设备和多个转矩控制设备代表。对系统中每个独立质量的速度和每个弹簧的转矩的动态响应建模。计算每个速度和转矩的希望的轨迹，并且将实际速度和转矩与其各自希望的轨迹相比较。轨迹误差的矢量与反馈增益的矩阵相乘，以形成发送到每个转矩产生设备的协调的指令。这样控制传动系中每个部件的整个动态轨迹。这消除了响应于激烈的操作者输入的车轴过冲或首次冲击，并在存在于传动系中的所有振动模式上提供完全控制。优选地反馈增益矩阵值为每个变速器操作模式离线确定，并作为查阅表存储在控制器中，所述变速器操作模式即传动系的每个模式和齿轮配置。当传动系在操作模式间切换时，从查阅表选择适当的反馈增益矩阵。该方法提供所有转矩指令的动态协调，以控制使用混合动力变速器的示例性传动系的瞬态响应，所述转矩指令包括发动机转矩指令、电机转矩指令、离合器转矩指令以及其它可控制的转矩输入。
当阅读并理解以下对实施例的详细说明时，本发明的这些和其它方面对本领域的技术人员将变得明显。
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，附图在此形成其一部分，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是根据本发明用于控制系统和动力系的示例性结构的示意图；以及
图3、4、5和6是根据本发明的示例性控制系统的示意图。
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具有轴的性质的输入件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设备77，该转矩传递设备具有分别如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，转矩传递设备77并不用于改变或控制混合动力变速器10操作的模式。转矩传递设备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通过何种方式连接到变速器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。
现在特定地参照图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，该外齿轮件可一般地指定为齿圈并且围绕一般地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也具有一般地指定为齿圈的外齿轮件38，该外齿轮件圈围绕一般地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也具有一般地指定为齿圈的外齿轮件46，该外齿轮件圈围绕一般地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。
在齿圈/太阳轮上的齿数的比典型地基于本领域的技术人员所知的设计考虑，并且在本发明的范围之外。通过示例，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还通过转矩传递设备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，采用该转矩传递设备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或其它转矩传递设备。车桥92继而终止于驱动件96。驱动件96可以是采用车轮的车辆的前轮或后轮，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，该速度参数包括典型地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通过转矩传递设备70选择性地连接到由变速器外壳68代表的地。也在下文说明的转矩传递设备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。
转矩传递设备73选择性地将太阳轮40与地，即与变速器外壳68连接。转矩传递设备75作为锁止离合器操作，通过选择性地将太阳轮40与行星轮架44连接，锁定行星齿轮组24、26、电机56、72和输入，以作为一个组转动。转矩传递设备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设备(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和电动/发电机56和72的多个转矩产生设备接收输入驱动转矩。ESD 74典型地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设备代替蓄电池，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和诸如排放、动力辅助和电动里程的驱动要求在内的因素设计ESD 74的尺寸。ESD 74经由DC线路或传输导体27高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。TPIM19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指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电流确定电能存储设备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设备。
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在内的参数，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设备，车辆操作者典型地通过所述多个设备控制或指挥包括变速器10的动力系的操作。到UI 13的示例性的车辆操作者输入包括加速踏板、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指令可结构化通讯。使用的特定通讯协议是专用的。通过示例，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UI 13和动力系的各种输入信号，HCP 5产生各种指令，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，并且用以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，并产生希望的轴转矩TAXLE_DES和通讯到HCP 5的实际发动机转矩TE_ACT的指示信号。为了简单，将ECM 23示出为一般地具有经由总线路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指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HCP5。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指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UI13的操作者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的预定转矩指令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。电能存储设备74经由直流线路27高压直流联接到TPIM 19。电流可根据ESD 74是正在充电还是放电而输送到TPIM19或从TPIM 19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、模拟到数字(A/D)和数字到模拟(D/A)电路、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。每个控制器都包括一套控制算法，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实现各种计算机之间的信息传递。
典型地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设备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设备的输入并执行控制和诊断例程，以使用预设校准控制各设备的操作。典型地以定期间隔执行循环，例如在发动机运行并且车辆操作期间每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捕获的操作者的动作，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T0。混合动力变速器10的被选择性地操作的组件被适当地控制和操纵以响应于操作者命令。例如，在图1和图2所示的示例性实施例中，当操作者选择向前驱动范围并操纵加速踏板或制动踏板中的任意一个时，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监测转矩产生设备的参数状态，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，以便满足操作者命令。
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，并且在数种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 70    C4 75C1 70    C2 62C2 62C2 62    C4 75C2 62    C3 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、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。当转矩传递设备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。当转矩传递设备70被释放并且转矩传递设备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。具有每个模式中的从慢到快的输出速度范围的两个模式的组合使变速器10可以从静止状态到高速推进车辆，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。
操作的第一和第二模式是指这样的情况，即，其中变速器功能由离合器C1 62或C2 70中的任意一个离合器以及电动/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，其中通过应用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。
当应用额外的离合器时，实现了变速器的输入到输出的速度的固定的速比，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设备74的电力而通过行星齿轮组28来自电机A和B的动力所提供。
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在固定速比操作与模式操作之间切换变速器操作模式。在固定速比或模式控制中的操作的确定通过由控制系统执行的算法确定，并且在本发明的范围之外。
操作的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主要落在模式I操作内。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的操作范围典型地显著重叠。
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参照图2的上述控制系统的控制器中的算法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。在共同转让并且共同待审的名为“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，其律师卷号为GP-307477。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设备14、56、72通过变速器10到传动系的转矩输出的基本元件。这包括以下所有元件：确定用于动力系统和传动系的希望的操作状态参数的控制元件210；确定多个操作状态误差、包括电机阻尼转矩控制的元件220；和基于操作状态误差执行传动系动态控制以控制每个转矩产生设备的元件。
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。在所有操作中，传动系动力学特性估计器240是数学模型，包括作为控制器中的一个内的算法执行的多个线性方程。包括校准值的数学模型方程包括参照图1和图2所述的示例性传动系的操作的算法表达，考虑了依应用特定的质量、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。估计用于上述动力系统的状态参数的方法包括监测在这种情况下为电机A 56、电机B 72的每个转矩产生设备的操作转速和来自发动机14在轴12处的输入速度NE。测量在轴64处的变速器10的输出转速。确定到转矩产生设备的转矩指令TA、TB、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，以确定包括TDAMP、TAXLE、NA、NB、NO、NE和NWHL的参数中的每个的估计参数。
控制参数优选地包括TDAMP和TAXLE，即，控制系统进行控制的那些参数。操作参数优选地包括NA、NB、NO、NE和NWHL，即，控制系统能使用动力系统上的检测系统测量的那些参数。
传动系动力学特性估计器240使用以下参数作为输入：到转矩产生设备的转矩指令和转矩负载，以估计控制参数TDAMP和TAXLE。多个方程作为估计器240中的矩阵执行，该估计器可操作以估计控制参数和操作参数。操作参数包括操作速度NA、NB、NO、NE和NWHL和转矩输入，该转矩输入包括电机转矩值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和道路负载TRL。估计用于操作速度NA、NB、NO、NE和NWHL的参数。确定测量的操作速度NA、NB、NO、NE和NWHL与估计的操作速度NA、NB、NO、NE和NWHL之间的差值，并且基于所确定的动力系统的操作速度上的差值调整用于多个方程的系数。参照图2所述的分布式控制器结构和此处所述的算法结构以这种方式执行以便使上述参数的估计实时实现，即，在确定各种状态中仅有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。本领域的技术人员能确定系统动力学特性，该系统动力学特性包括组件和系统的固有频率。控制系统在最小数量的控制器时钟周期中执行算法，以保证控制参数的变化以充分小于系统的动力学特性的频率发生，以消除系统中不稳定性的任何危险，从而避免操作者不满。
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。上述输入应用到矩阵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参数，包括TDAMP_EST、TAXLE_EST、NA_EST、NB_EST、NO_EST、NE_EST和NWHL_EST。从包括测量的速度NA、NB、NO、NE和NWHL的第二矩阵减去包括估计的速度NA_EST、NB_EST、NO_EST、NE_EST和NWHL_EST的第一矩阵。结果矩阵乘以多个增益矩阵中的一个，这在块232中执行，以确定估计的状态校正的矩阵或系数。多个增益矩阵中的每个都包括标量增益系数的矩阵，优选地确定用于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。在该实施例中，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。
从块232输出的估计的状态校正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的输出状态中用作反馈，所述估计的输出状态包括TDAMP_EST、TAXLE_EST、NA_EST、NB_EST、NO_EST、NE_EST和NWHL_EST。当包括估计的速度NA_EST、NB_EST、NO_EST、NE_EST和NWHL_EST的矩阵等于包括测量的速度NA、NB、NO、NE和NWHL的矩阵时，确定包括TDAMP_EST、TAXLE_EST、NA_EST、NB_EST、NO_EST、NE_EST和NWHL_EST的估计器的输出是传动系的实际操作状态的准确测量值。包括TDAMP_EST、TAXLE_EST、NA_EST、NB_EST、NO_EST、NE_EST和NWHL_EST的估计器的输出被用作到多变量电机阻尼控制方案220的反馈矩阵，以控制电机A 56和电机B 72。因此，图4所示的反馈控制模型有效地代替了图3所示的反馈控制模型，用于在示例性系统中控制传动系动力学特性。
而且，到传动系动力学特性估计器240的输入中的一个或多个可由此处所述的估计方法确定。估计的输入参数包括用于发动机转矩TE、到离合器C1、C2、C3、C4的离合器转矩TCL_N、车辆制动转矩TBRAKE、附件负载TACC和路面负载TRL的操作参数。
现在参照图5，说明发动机转矩TE的估计。在该估计器中，通过计算估计的阻尼转矩TDAMP_EST与基准阻尼转矩TDAMP_REF之间的差确定阻尼转矩误差TDAMP_ERR，所述基准阻尼转矩是如上文参照图3所述在瞬态转矩减振器20之后在轴12处到变速器的基准输入转矩。阻尼转矩误差TDAMP_ERR输入到已知的比例积分发动机转矩补偿算法(见块248)，以计算发电机转矩校正因子TE_ERR。作为发动机转矩校正因子TE_ERR与实际发动机转矩TE之间的差确定估计的发动机转矩TE_EST。基于输入到已知的摩擦方程(见块246)的估计的发动机速度NE_EST计算发动机摩擦TE_FRIC。发动机摩擦TE_FRIC和估计的发动机转矩TE_EST相加以计算输入到传动系动力学特性估计器240的发动机转矩TE。
现在参照图6，说明道路负载TRL_EST的估计。该估计器包括测量平均驱动轮速度NWHL和将其与从动力学特性估计器240输出的估计的平均驱动轮速度NWHL_EST相比较。平均驱动轮速度NWHL优选地基于来自安装在每个驱动轮上的轮速传感器的原始信号输入。产生输入到用于确定道路负载补偿的已知比例积分道路负载补偿算法的误差项NWHL_ERR，并且计算校正项TRL_CORR(块244)。估计的平均驱动轮速度NWHL_EST输入到用于确定道路负载的算法242，以确定计算的道路负载TRL。用于基于估计的平均驱动轮速度NWHL_EST确定道路负载的算法在驱动轮速度的一范围上假定用于车辆的道路负载的已知值，该值可在车辆开发期间确定并基于车辆惯性、阻力系数和其它已知的负载因素。校正项TRL_CORR对道路负载的变化做出调整，补偿这种变化的因素，如车辆质量、风速、轮胎充气水平和其它因素。校正项增加到计算的道路负载TRL以确定估计的道路负载TRL_EST。
附件负载TACC的估计包括对由主液压泵消耗的能量的预定校准，所述主液压泵由变速器用于离合器控制，该能量可作为阻尼转矩TDAMP的大小的函数而确定。
离合器转矩TCL_N的估计包括基于到每个离合器的要求的液压压力、指示哪个离合器C1、C2、C3、C4被致动的变速器操作模式和离合器滑动的幅度确定施加到每个离合器C1、C2、C3、C4的转矩的大小。可基于电机A和B的转速，即，NA和NB，以及变速器输出速度NO确定离合器滑动的幅度。
车辆制动转矩TBRAKE的估计包括基于可通过UI 13测量的操作者到车辆制动踏板的输入测量施加的制动转矩。
可通过使用一个或多个传感器直接测量特定参数来确定反馈状态参数TDAMP、TAXLE、NA、NB、NO、NE和NWHL，所述传感器将数据输入到控制器中的一个，所述特定参数可能经过模拟到数字的转换、滤波、校准和其它处理，以获得代表测量参数的信号。用传感器直接测量参数是公知的。或者，可使用在控制系统中作为算法执行的一个或多个基于反馈的推理方程通过估计确定反馈状态参数TDAMP、TAKLE、NA、NB、NO、NE和NWHL中的一个或多个。
已专门参照优选实施例及其变型说明了本发明。其他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 (22)

1.一种估计用于动力系统的控制参数的方法，该动力系统包括多个转矩产生设备，所述转矩产生设备可操作地连接到具有到传动系的转矩输出的变速器设备，所述方法包括：
建立多个方程，所述方程可操作以基于多个转矩输入估计控制参数和多个操作参数，所述操作参数包括所述动力系统和传动系的操作速度；
确定所述操作参数，所述操作参数包括所述动力系统和传动系的操作速度；
基于所述动力系统的操作速度调整所述多个方程的系数。
2.根据权利要求1所述的方法，还包括：
确定变速器操作模式，以及
基于所述动力系统的操作速度和所述变速器操作模式调整所述多个方程的系数。
3.根据权利要求2所述的方法，其特征在于，基于所述动力系统的操作速度和所述变速器操作模式调整所述多个方程的系数还包括：
基于所述动力系统和传动系的操作速度与估计的操作速度之间的差确定多个估计器状态误差；
基于所述估计器状态误差和所述变速器操作模式选择用于调整所述系数的增益矩阵。
4.根据权利要求1所述的方法，其特征在于，所述控制参数包括：输入到所述传动系的阻尼转矩和传动系车轴转矩。
5.根据权利要求1所述的方法，其特征在于，包括所述动力系统和传动系的操作速度的所述操作参数包括：每个所述转矩产生设备的操作速度、所述变速器的输出速度和轮速。
6.根据权利要求1所述的方法，其特征在于，所述多个转矩输入包括以下至少一个：每个所述转矩产生设备的转矩输出；变速器离合器转矩；制动转矩；道路负载转矩；和附件转矩。
7.根据权利要求6所述的方法，其特征在于，估计每个所述转矩产生设备的转矩输出包括估计发动机转矩输出，包括：
确定阻尼转矩误差，该阻尼转矩误差包括估计的阻尼转矩与基准阻尼转矩之间的差；
执行发动机转矩补偿算法以计算发动机转矩校正值；
基于所述发动机转矩校正值确定估计的实际发动机转矩；
基于估计的发动机速度确定发动机摩擦；以及
结合所述发动机摩擦和所述估计的实际发发动机转矩。
8.根据权利要求6所述的方法，其特征在于，估计包括变速器离合器转矩的转矩输入还包括：
基于到每个离合器的要求的液压压力确定施加到每个离合器的转矩的大小；
基于所述电机的转速和包括变速器输出速度的所述动力系统的被监测的操作速度确定每个离合器的离合器滑动的大小。
9.根据权利要求6所述的方法，其特征在于，估计包括道路负载转矩的转矩输入包括：
测量驱动轮速度；
将所述驱动轮速度与估计的驱动轮速度相比较；
执行补偿算法以确定道路负载校正项；
基于平均驱动轮速度确定计算的道路负载；以及
用所述道路负载校正项调整所述计算的道路负载。
10.一种控制系统，包括存储介质，该存储介质具有在其中编码的计算机程序，用于实现估计用于动力系统的控制参数的方法，所述动力系统包括多个转矩产生设备，所述转矩产生设备可操作地连接到变速器设备，该变速器设备可操作以将转矩输出供给到传动系，所述控制器可操作以监测所述动力系统和传动系的操作参数，所述程序包括：
包括多个方程的代码，所述多个方程可操作以基于多个转矩输入估计所述控制参数和多个操作参数，所述操作参数包括所述动力系统和传动系的操作速度；
确定包括所述动力系统和传动系的操作速度的所述操作参数；以及
基于所述动力系统的操作速度调整所述多个方程的系数。
11.根据权利要求10所述的控制系统，还包括：
用于确定变速器操作模式的代码，以及
用于基于所述动力系统的被监测的操作速度和所述变速器操作模式调整所述多个方程的系数的代码。
12.根据权利要求11所述的控制系统，其特征在于，用于基于所述动力系统的被监测的操作速度和所述变速器操作模式调整所述多个方程的系数的所述代码还包括：
用于基于所述动力系统和传动系的被监测的操作速度和估计的操作速度之间的差确定多个估计器状态误差的代码；
用于基于所述估计器状态误差和所述变速器操作模式选择调整每个所述系数的增益矩阵的代码。
13.根据权利要求10所述的控制系统，其特征在于，所述控制参数包括：输入到所述传动系的阻尼转矩和传动系车轴转矩。
14.根据权利要求10所述的控制系统，其特征在于，包括所述动力系统和传动系的操作速度的所述操作参数包括：每个所述转矩产生设备的操作速度、所述变速器的输出速度和轮速。
15.根据权利要求10所述的控制系统，其特征在于，所述多个转矩输入包括以下至少一个：每个所述转矩产生设备的转矩输出；变速器离合器转矩；制动转矩；道路负载转矩；和附件转矩。
16.根据权利要求15所述的控制系统，其特征在于，用于估计每个所述转矩产生设备的转矩输出的代码包括用于估计发动机转矩输出的代码，包括：
用于确定阻尼转矩误差的代码，所述阻尼转矩误差包括估计的阻尼转矩与基准阻尼转矩之间的差；
用于执行发动机转矩补偿算法以计算发动机转矩校正值的代码；
用于基于所述发动机转矩校正值确定估计的实际发动机转矩的代码；
用于基于估计的发动机速度确定发动机摩擦的代码；以及
用于结合所述发动机摩擦和所述估计的实际发发动机转矩的代码。
17.根据权利要求15所述的控制系统，其特征在于，用于估计包括变速器离合器转矩的转矩输入的代码还包括：
用于基于到每个离合器的要求的液压压力确定施加到每个离合器的转矩的大小的代码；
用于基于所述电机的转速和包括变速器输出速度的所述动力系统的被监测的操作速度确定每个离合器的离合器滑动的大小的代码。
18.根据权利要求15所述的控制系统，其特征在于，用于估计包括道路负载转矩的转矩输入的代码包括：
用于测量驱动轮速度的代码；
用于将所述驱动轮速度与估计的驱动轮速度相比较的代码；
用于执行补偿算法以确定道路负载校正项的代码；
用于基于平均驱动轮速度确定计算的道路负载的代码；以及
用于用所述道路负载校正项调整所述计算的道路负载的代码。
19.根据权利要求10所述的控制系统，其特征在于，在其中编码的所述计算机程序可操作以在最小数量的计算机时钟周期中执行。
20.根据权利要求10所述的控制系统，其特征在于，在其中编码的所述计算机程序可操作以在一定数量的计算机时钟周期中执行，该数量小于导致所述传动系的动态不稳定性的数量。
21.根据权利要求10所述的控制系统，其特征在于，所述转矩产生设备包括内燃机和一对电机。
22.根据权利要求10所述的控制系统，其特征在于，所述变速器包括双模式混合分动机电混合动力变速器。
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