CN101274628B - 用于控制混合动力动力系的运行的方法 - Google Patents

用于控制混合动力动力系的运行的方法 Download PDF

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CN101274628B
CN101274628B CN2008100900461A CN200810090046A CN101274628B CN 101274628 B CN101274628 B CN 101274628B CN 2008100900461 A CN2008100900461 A CN 2008100900461A CN 200810090046 A CN200810090046 A CN 200810090046A CN 101274628 B CN101274628 B CN 101274628B
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S·C·哈斯曼
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    • 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
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    • B60K6/44—Series-parallel type
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    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
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Abstract

本发明涉及用于在混合动力电动车辆内控制发动机速度的方法。提出一种用于控制混合动力动力系的运行的方法，混合动力动力系包括内燃机、电能量存储设备、电机和机电变速器。发动机、电机和机电变速器可运行以在其间传递转矩以生成输出。方法包括确定最优发动机运行和发动机容量和操作者转矩要求。基于最优发动机运行、发动机容量和电能量存储设备的参数状态确定对发动机容量的极限。确定动力极限。基于能量存储设备的动力极限调整对发动机容量的极限。基于发动机容量和对发动机容量的调整的极限控制发动机运行。

Description

用于控制混合动力动力系的运行的方法
技术领域
本发明一般地涉及用于混合动力动力系控制系统的控制系统，包括使用机电变速器的混合动力动力系控制系统。 
背景技术
混合动力车辆(HEV)具有推进系统，推进系统包括与至少一个其他动力源组合的至少一个电动马达或电机。典型地，其他动力源是汽油或柴油发动机。取决于电动马达(多个电动马达)和其他动力源(多个动力源)如何相互组合以为车辆提供推进力，存在多种类型的HEV，包括串联、并联和复合HEV。 
HEV的动力系结构管理了多种原动机的输入和输出转矩，原动机通常主要包括内燃机和电机。串联混合动力结构一般所具有的特征是以内燃机驱动发电机，发电机又向电动传动系和包括电池组的能量存储系统提供电力。在串联HEV中，内燃机不直接地机械联接到传动系。发电机也可以以马达模式运行以向内燃机提供起动功能，且电动传动系也可以通过发电机模式运行而再捕获车辆制动能量，以为电池组充电。并联HEV结构一般所具有的特征是内燃机和电动马达都直接地机械联接到传动系。传动系常规地包括换档变速器以提供用于宽运行范围的必要齿轮传动比。 
已知了电可变变速器(EVT)，它通过将串联和并联HEV动力系结构的特征组合而提供了连续可变的速度比。EVT可以在内燃机和最终驱动单元之间的直接机械路径运行，因此实现了高的变速器效率和低成本应用和更轻量的马达硬件。EVT也可以运行为使得发动机运行与最终驱动机械地无关，或在多种机械/电力分离贡献(即输入分离、输出分离和复合分离构造)中运行，因此实现了高转矩连续可变速度比、电能量占优的发动、再生性制动、发动机熄火怠速和双模式运行。 
注意到这样的复杂EVT HEV利用了一个或多个电机且要求先进的能量传递、转换和存储系统来向这些电机供给电能量和从这些电机接收和存储电能量，且这样的EVT HEV典型地包括例如至少一个电机、动 力变换器模块、功率总线、例如电池的电能量存储设备以及多种控制电子器件、控制算法和其他相关的项目。能量存储系统(ESS)可以包括适合于高密度能量存储的任何合适的能量存储系统，包括电池、超级电容器或其他高密度能量存储设备。如在此所使用，对电池的参考不仅包括单个电池，而且包括单个电池或多个电池或电池的单元在电池组或电池阵列内的组合，或多个电池组或电池阵列的任何组合。如在此所使用，术语电池一般地涉及任何二次电池或可充电电池。 
已显著地关注了维持使用在HEV应用内的电池的运行性能，包括维持电池组的充电状态(SOC)。SOC一般地限定为电池内剩余的电量与其完全充电容量的比。调整了多种硬件和软件控制策略以确定和维持电池的SOC。 
期望车辆，包括HEV响应于操作者的转矩要求而加速，包括实现多种发动特征，例如达到某速度所经历的时间。车辆发动一般地与车辆从停止开始运动相关，典型地其特征为车辆的速度，例如从0km/h至30km/h，和要求的转矩输出。在车辆运行的其他周期期间也存在发动情况，例如从低速间隔加速，或在通过斜坡时力图维持或增加速度。 
混合动力系统应用可能对能量存储系统利用不足，这因为数个因素，包括初级动力源，即内燃机的大小和动力容量，和车辆的特定的速度/负荷工作循环。在至少一个特定的情况中，最大能量存储使用显示为允许使用极限的大约一半。在混合动力系统中，希望在瞬态运行情况中，即在加速和减速中完全使用能量存储系统以降低燃料使用。 
目前的运行系统典型地通过最小化与在特定的输出转矩和速度(因此在特定的动力)下的运行相关的动力损失来优化燃料经济性。这通过求解准稳态运行点下的方程实现，以从初级动力源或次级动力源引导动力流。 
当前的系统运行可以参考具有节气门压下/抬起操作形式的操作者转矩要求(To_req)描述。操作者转矩要求(To_req)典型地通过节气门输入到系统，转矩要求(To_req)与混合动力控制系统内的输出转矩命令(To_cmd)关联。当车辆加速时，混合动力控制系统在每个运行点处监测系统运行，且对于每个点典型地使用发动机速度和转矩作为两个关键标准来确定来自电机和发动机的通过EVT的动力流，以确定来自初级动力源和混合动力变速器系统的动力流。确定这些点以及操作者转 矩要求求解了动态系统方程，且确定了来自能量存储系统的动力流。以此操作将发动机速度改变为跟随最优准稳态运行点。可以从怠速加速到高的发动机速度且当节气门输入降低回到零时使速度回落，而由传递到电机的能量生成的附加转矩传递到EVT。在节气门压下到稳态点的情况中，发动机通过跟随由当前控制系统逻辑限定的最优发动机速度轨迹而达到其最优运行速度。在此系统中，对于发动机速度改变存在固定的斜率。固定的斜率典型地设定为最大控制极限，且对于瞬态操作不调整。以此方式求解方程以满足操作者转矩要求不对于瞬态运行优化系统。 
需要的是用于混合动力动力系系统的优化方案，该方案观察动力源在运行点范围内的组合，该运行点在例如由操作者转矩要求导致的车辆加速事件的瞬态事件期间发生。希望的是开发用于车辆运行的优化方案，该优化方案优化了用于瞬态运行的系统且更充分地利用了电能量存储系统的容量，同时保证在发动情况下对ESS的管理和保护，以满足操作者转矩要求。 
发明内容
本发明可以一般地描述为用于控制混合动力动力系的运行的方法，混合动力动力系包括内燃机、电能量存储设备、电机和机电变速器。能量存储系统和电机电运行地联接以使动力在其间流动。发动机、电机和机电变速器机械运行地联接，以在其间传递动力以生成到输出的动力流。方法包括确定最优发动机运行和发动机容量和操作者转矩要求。监测电能量存储设备的参数状态。基于最优发动机运行、发动机容量和电能量存储设备的参数状态确定对发动机容量的极限。基于能量存储设备的参数状态确定能量存储设备的动力极限。基于能量存储设备的动力极限调整对发动机容量的极限。基于发动机容量和对发动机容量的调整的极限控制发动机运行。在阅读和理解如下的实施例详细描述时，本领域一般技术人员将清楚本发明的这些和其他方面。 
附图说明
本发明可以在某些零件和零件布置上具有物理形式，详细描述且在形成了本发明的部分的附图中图示了本发明的实施例，各图为： 
图1和图2是用于根据本发明的控制系统和动力系的典型结构的示 意图； 
图3是根据本发明的数据图； 
图4是根据本发明的算法流程图；和 
图5和图6是根据本发明的数据图。 
具体实施形式
现在参考附图，其中描绘仅用于图示本发明的目的且不用于限制本发明的目的。图1描绘了混合动力动力系的示意图，混合动力动力系包括根据本发明的实施例构造的内燃机、变速器和伴随的控制模块5。 
在此描述的本发明可以用作用于运行在名称为“TWO-MODECOMPOUND SPLIT ELECTRO-MECHANICAL VEHICLARTRANSMISSION”的共同让与美国专利No 5,931,757中描述的类型的混合动力动力系系统的控制算法，在此通过参考将该专利完整合并。在此披露的混合动力动力系包括用于混合动力电动车辆的复合分离的电可变变速器，其特征在于串联和并联设备，设备一般地包括至少一个驱动马达，例如内燃机，至少一个适合于为车辆提供推进和生成电力以存储在车辆上的电机，和典型地包括可充电电池或二次电池的ESS，如在此所描述。 
现在参考图1和图2，现在描述了车辆动力系系统10，包括内燃机和适合于向电机和机电变速器传递能量的电能量存储设备。发动机和电机和机电变速器选择地运行以在其间传递转矩来生成输出，典型地为驱动线，且具有转矩和速度的特征。电机和机电变速器包括一个代表性形式的多模式复合分离的电可变变速器(EVT)，该EVT特别地适合于实施本发明的控制且一般地标识为10。EVT 10具有输入构件12，输入构件12优选地包括直接由发动机14驱动的轴，或如在图2中示出，瞬态转矩阻尼器16可以合并在发动机14的输出构件和EVT 10的输入构件之间。瞬态转矩阻尼器16可以合并转矩传递设备(未示出)或与之组合使用，以允许发动机14与EVT 10的选择的接合，但必须理解的是，这样的转矩传递设备不用于改变或控制EVT 10的运行模式。 
在所描述的实施例中，发动机14可以是化石燃料发动机，例如柴油发动机，它容易地适合于通过轴12提供其可利用的动力输出。发动机14优选地在起动后，且在其输入的大部分期间，根据希望的运行点 以恒定速度或以多个恒定速度运行，运行点如可以从操作者输入和驱动条件确定。 
EVT 10利用了三个行星齿轮子组24、26和28。第一行星齿轮子组24具有一般地可指示为齿圈的外齿轮构件30，外齿轮构件30包围一般地指示为太阳齿轮的内齿轮构件32。多个行星齿轮构件34可旋转地安装在行星架36上，使得每个行星齿轮构件34啮合地与外齿轮构件30和内齿轮构件32接合。 
第二行星齿轮子组26也具有一般地指示为齿圈的外齿轮构件38，外齿轮构件38包围一般地指示为太阳齿轮的内齿轮构件40。多个行星齿轮构件42可旋转地安装在行星架44上，使得每个行星齿轮42啮合地与外齿轮构件38和内齿轮构件40接合。 
第三行星齿轮子组28也具有一般地指示为齿圈的外齿轮构件46，外齿轮构件46包围一般地指示为太阳齿轮的内齿轮构件48。多个行星齿轮构件50可旋转地安装在行星架52上，使得每个行星齿轮50啮合地与外齿轮构件46和内齿轮构件48接合。 
虽然所有三个行星齿轮子组24、26和28本身是“简单”的行星齿轮子组，但第一和第二行星齿轮子组24和26复合为第一行星齿轮子组24的内齿轮构件32如通过毂盘齿轮54连结到第二行星齿轮子组26的外齿轮构件38。连结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通过套轴58连续地连接到在本文中不同地称为马达A或MA的第一马达/发电机56。 
行星齿轮子组24和26进一步复合为第一行星齿轮子组24的行星架36如通过轴60连结到第二行星齿轮子组26的行星架44。这样，第一行星齿轮子组24和第二行星齿轮子组26的行星架36和44分别连结。轴60也如通过转矩传递设备62选择地连接到第三行星齿轮子组28的行星架52，将在下文中更完全地解释的该转矩传递设备62用于帮助选择EVT 10的运行模式。转矩传递设备62在本文中也可以不同地称为第二离合器、离合器2或C2。 
第三行星齿轮子组28的行星架52直接连接到输出构件64。当EVT10使用在陆地车辆中时，输出构件64典型地连接到车辆的轴(未示出)，车辆的轴又以驱动构件(也未示出)终止，以向驱动构件提供牵引转矩。驱动构件是使用它们的车辆的前轮或后轮，或它们可以是履带车辆的驱 动齿轮。 
第二行星齿轮子组26的内齿轮构件40如通过包围了轴60的套轴66连接到第三行星齿轮子组28的内齿轮构件48。第三行星齿轮子组28的外齿轮构件46通过转矩传递设备70选择地连接到由变速器壳体68所代表的地。也将在后文中解释的转矩传递设备70也用于帮助选择EVT10的运行模式。转矩传递设备70在本文中也可以不同地称为第一离合器、离合器1或C1。 
套轴66也连续地连接到在本文中不同地称为马达B或MB的第二马达/发电机72。所有行星齿轮子组24、26和28以及马达A和马达B(56、72)同轴地定向，如绕轴向布置的轴60定向。应注意的是，马达A和马达B具有环形构造，这允许它们包围三个行星齿轮子组24、26和28，使得行星齿轮子组24、26和28径向地布置在马达A和马达B内侧。此构造保证EVT 10的总包络，即周向尺寸可以被最小化。 
驱动齿轮80可以由输入构件12给出。如所描绘，驱动齿轮80固定地将输入构件12连接到第一行星齿轮子组24的外齿轮构件30，且驱动齿轮80因此从发动机14和/或马达/发电机56和/或72接收动力。驱动齿轮80啮合地接合惰轮齿轮82，惰轮齿轮82又啮合地接合固定到轴86一端的传递齿轮84。轴86的另一端可以固定到变速器流体泵88，变速器流体泵88从箱37供给变速器流体，从而将高压流体输送到调节器39，调节器39又将流体的部分返回到箱37且提供管线41内的经调节的管线压力。 
在所描述的典型的机械布置中，输出构件64通过EVT 10内两个截然不同的齿轮系接收动力。当第一离合器C1被促动以将第三行星齿轮子组28的外齿轮构件46接地时，选择了第一模式或第一齿轮系。当第一离合器C1释放且第二离合器C2同时被促动以将轴60连接到第三行星齿轮子组28的行星架52时，选择了第二模式或第二齿轮系。如在此所使用，当参考涉及齿轮系的模式时，将一般使用大写字母的标识MODE1或MODE2，或M1或M2。 
本领域一般技术人员将认识到，EVT 10能在每个运行模式内提供从相对地慢到相对地快的输出速度范围。将每个模式内带有从慢到快的输出速度范围的两个模式组合允许EVT 10将车辆从静止状态推进到公路速度。另外，可获得其中两个离合器C1和C2同时应用的固定比状态， 以用于输入构件到输出构件通过固定齿轮比的有效机械联接。此外，可获得其中两个离合器C1和C2同时释放的中性状态，以用于输出构件从变速器的机械分离。最后，EVT 10能提供在两个模式之间的同步转换，其中跨过两个离合器C1和C2的打滑速度大体上为零。 
发动机14优选地由在图2中图示的发动机控制模块(ECM)23电控。ECM 23是常规的基于微处理器的柴油机控制模块，例如包括如下通用元件：微处理器、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、和输入/输出电路和设备(I/O)和适当的信号调节和缓冲电路。ECM 23用于在多个离散线路上分别从发动机14的多个传感器获取数据且控制发动机14的多个促动器。为简化，ECM 23示出为一般地通过集合线35与发动机14形成双向的接口。可由ECM 23感测到的多种参数包括机油箱和发动机冷却液温度、发动机速度(Ne)、涡轮压力和环境空气温度和压力。可以由ECM 23控制的多种促动器包括燃料喷射器、风扇控制器、包括电热塞和网型进气加热器的发动机预热器。ECM优选地提供了已熟知的响应于由EVT控制系统提供的转矩命令Te_cmd的基于转矩的对发动机14的控制。这样的发动机电子器件、控制和量一般地对于本领域一般技术人员是熟知的，且在此不要求展示其进一步的细节。 
如应从前述的描述中显见，EVT 10选择地从发动机14接收动力。如现在将继续参考图1解释，EVT也从例如电池组模块(BPM)21中的一个或多个电池的电存储设备，即ESS接收动力。动力系系统也包括这样的能量存储设备，它们是其动力流的整体部分。其他能存储电力且分配电力的电存储设备可以作为电池的替代使用而不改变本发明的构思。BPM 21通过DC线路27高压DC联接到双动力变换器模块(DPIM)19。根据BPM 21充电还是放电，电流可传递到BPM 21或可从BPM 21传递。DPIM 19包括一对动力变换器和相应马达控制器，马达控制器构造为接收马达控制命令且从控制命令控制变换器，以提供马达驱动或再生功能性。马达控制器是基于微处理器的控制模块，例如包括如下通用元件：微处理器、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、和输入/输出电路和设备(I/O)和适当的信号调节和缓冲电路。在马达控制中，相应变换器从DC线路接收电流且通过高压相线路29和31提供 AC电流到相应马达，电动马达将AC电流转化为传递到变速器的转矩，分别称为马达转矩Ta和Tb。在再生控制中，相应变换器从马达通过高压相线路29和31接收AC电流且提供电流到DC线路27。提供到变换器或从变换器提供的净DC电流确定了BPM 21的充电或放电运行模式。优选地，MA和MB是三相AC电机，且变换器包括互补的三相电力电子器件。分别用于MA和MB的单独的马达速度信号Na和Nb也由DPIM19从马达的相位信息或从常规的旋转传感器导出。这样的马达、电子器件、控制和量一般地对于本领域一般技术人员是熟知的，且在此不要求展示其进一步的细节。 
前述的控制模块的每个，即系统控制器43、DPIM 19、BPM 21、ECM 23优选地是通用数字计算机，一般包括微处理器或中央处理单元、包括只读存储器(ROM)、随机存取存储器(RAM)、电可编程只读存储器(EPROM)的存储介质、高速时钟、模数(A/D)和数模(D/A)电路、和输入/输出电路和设备(I/O)和适当的信号调节和缓冲电路。每个控制模块具有一组控制算法，包括存储在ROM内且被执行以提供每个计算机的相应功能的驻留程序指令和标定。多种模块通过控制器局域网(CAN)总线25通信以传递信息。CAN总线25实现了控制参数和命令在各个模块之间的结构化通信。所利用的特定的通信协议是专用的。例如，用于重载应用的优选的协议是Society of Automotive EngineersStandard J 1939。 
在控制模块的每个中用于控制和状态估计的算法典型地在预设循环期间执行，使得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设备内的算法由中央处理单元的一个执行且可运行以监测来自感测设备的输入且执行控制和诊断程序以使用预设的标定控制相应设备的运行。循环典型地以规则的间隔执行，例如在正在进行的发动机和车辆运行期间每个3.125、6.25、12.5、25、40和100毫秒执行。替代地，算法可以响应于事件的发生而执行。 
在典型的实施例中，系统控制器43包括一对基于微处理器的控制模块，指示为车辆控制模块(VCM)15和变速器控制模块(TCM)17。VCM和TCM例如可以提供大量涉及EVT和车辆底盘的控制和诊断功能，例如包括与再生性制动、防抱死制动和牵引控制协同的发动机转矩命令、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用于通过多个离散的线路分别直接从EVT的多个传感器获得数据且直接地控制EVT的多个促动器。为简化，系统控制器43示出为一般地通过集合线33与EVT形成双向接口。特别地注意的是，系统控制器43从旋转传感器接收频率信号以用于处理为输入构件12速度Ni和输出构件64速度No，以使用在EVT 10的控制中。也图示了用户接口(UI)块13，它包括到系统控制器43的这样的输入，例如车辆节气门位置、用于可变驱动范围选择的按键换挡选择器(PBSS)、制动努力和快怠速要求等，从它们确定操作者转矩要求(To_req)。 
系统控制器43确定了提供到ECM 23的发动机转矩命令Te_cmd。发动机转矩命令Te_cmd代表了由发动机希望的EVT转矩贡献。系统控制器43也确定了代表了到EVT的希望的输入速度的发动机速度命令Ne_cmd，它在发动机和EVT之间直接联接的布置中也是希望的发动机速度运行点。对于在此描述的直接联接的布置，发动机转矩Te和EVT输入转矩Ti分别是等价的且可以在此替代地参考。类似地，发动机速度Ne和EVT输入速度Ni分别是等价的且可以在此替代地参考。希望的输入速度运行点优选地确定，如在共同让与且共同未决的美国专利申请No 10/686,508(律师案号GP-304193)和10/686,034(律师案号GP-304194)中披露，在此通过参考将其合并。用于混合动力变速器的优选的速度控制在共同让与且共同未决的美国专利申请10/686,511(律师案号GP-304140)中详细描述，在此通过参考将其合并。 
参考图3，图3图示了对于EVT 10的沿水平轴线的输出速度No与沿垂直轴线的输入速度Ni的图。线91代表了同步运行，即其中离合器C1和离合器C2同时运行使得越过它们的打滑速度大体上为零时的输入速度和输出速度关系。因此，其大体上代表了输入速度和输出速度的关系，其中可能发生模式之间的同步转换，或其中可以通过同时应用两个离合器C1和C2实现从输入到输出的直接机械联接，也已知为固定比运行。线91可以在此不同地称为同步线、转换比线或固定比线。 
在转换比线91的左侧是用于第一模式运行的优选区域93，其中C1应用而C2释放。在转换比线91的右侧是用于第二模式运行的优选区域95，其中C1释放而C2应用。当在此参考离合器C1和C2使用时，术语“应用”指示越过相应离合器的实在的转矩传递容量，而术语“释放”指示越过相应离合器的非实在的转矩传递容量。因为一般优选地导致从 一个模式到另一个模式的转换同步地发生，所以导致从一个模式到另一个模式的转矩传递通过两个离合器应用固定比发生，其中对于在目前应用的离合器释放前的有限的期间，目前释放的离合器应用。且模式改变在通过连续应用与待进入的模式相关的离合器且释放与待脱离的模式相关的离合器而使固定比脱离时完成。 
虽然运行的区域93一般地优选地用于EVT在MODE1中的运行，但不意味着暗示其中EVT的MODE2运行不能发生或不发生。然而，一般地优选的是在区域93内以MODE1运行，因为MODE1优选地使用在多种方面(例如质量、尺寸、成本、惯性容量)中特别好地适合于区域93的高发动转矩的齿轮子组和马达硬件。类似地，虽然运行的区域95一般地优选地用于EVT在MODE2中运行，这不意味着暗示其中EVT的MODE1运行不能发生或不发生。然而，一般地优选的是在区域95内以MODE2运行，因为MODE2优选地使用在多种方面(例如质量、尺寸、成本、惯性容量)中特别好地适合于区域95的高速度的齿轮子组和马达硬件。其中MODE1运行是一般优选的的区域93可以考虑为低速区域，而其中MODE2运行是一般优选的的区域95可以考虑为高速区域。转换到模式MODE1考虑为降低档位，且根据Ni/No关系与较高的齿轮比相关。类似地，转换到MODE2考虑为升高档位，且根据Ni/No关系与较低的齿轮比相关。 
如从以上描述总结，能量存储系统和电机电运行地联接以用于其间的动力流，且发动机、电机和机电变速器机械运行地联接，以在其间传递动力以生成到输出64的动力流。 
现在参考图4，图4中描绘了根据本发明的算法的流程图。算法实施了用于控制混合动力动力系的运行的方法，例如以上所述的典型的混合动力动力系，以在轴64处生成其特征在于转速No和转矩To的输出。算法优选地在发动机和车辆运行正在进行时在前述的控制模块循环的一个期间定期地执行，例如40毫秒，以生成发动机速度命令Ne_cmd。方法包括确定最优发动机运行和发动机容量，和操作者转矩要求(步骤402)。监测电能量存储设备的参数状态(步骤402)。基于最优发动机运行和发动机容量确定对发动机运行容量的极限(步骤404、406)。基于能量存储设备的参数状态确定能量存储设备的动力极限(步骤412)。基于能量存储设备的动力极限调整对发动机容量的极限(步骤418)。 发动机运行基于发动机容量和调整的对发动机容量的极限控制(步骤422A、B和C)。基于发动机运行控制从能量存储设备到电机的电力传递以满足操作者转矩要求，这包括确定从发动机的动力输出使得基于发动机容量和对发动机容量的调整的极限控制发动机运行。动力从能量存储设备传递到电机到机电变速器，且动力输出从发动机传递到机电变速器以生成动力流到输出来满足操作者转矩要求。现在更详细地描述总体运行。 
控制算法优选地执行以控制动力系的运行，以提供一致的车辆发动特征。车辆发动情况广泛地限定为其中希望电池放电以向车辆提供推进的情况，一般地，其中车辆输出速度低而希望的输出转矩高，例如从停止加速、上坡加速和其他其中希望ESS放电用于车辆推进的运行情况。发动情况可以通过车辆速度范围和希望的车辆输出转矩范围或与这些车辆速度相关的命令的输出转矩限定。 
现在详细描述图4中的方法。确定了多种运行状态，包括通过来自IU13的输入的操作者转矩要求(To_req)，发动机的最优运行状态，即最优发动机速度(Ne_pot)和转矩输出(Te_opt)。最优发动机速度(Ne_pot)和转矩输出(Te_opt)包括在理想的运行条件下实现了最优发动机运行的发动机运行情况，包括动力输出、燃料经济性和排放。也监测了电能量存储设备(ESS)的性能参数的状态(步骤402)。ESS性能参数优选地包括充电状态(SOC)、电池温度(Tbat)和电能量流量(Throughput，单位：安-时/小时)。确定对于HEV的ESS的参数化电池动力极限的典型方法在共同让与且共同未决的美国专利申请No10/965,671(律师案号GP-304118)和美国专利No 6,946,818中描述，在此通过参考将其完整合并，该方法考虑了电池SOC、温度和安-时流量。 
确定具有发动机速度斜率(ΔRPM/Δt)形式的发动机容量(步骤404)。发动机速度斜率基于待加速的发动机的总容量，考虑到多种发动机设计和控制因素，和关于燃料消耗和发动机转矩生成的优化的发动机运行。典型的发动机可以具有在600rpm/秒的范围内的最大斜率，且最优的斜率为大约300rpm/秒。 
发动机速度斜率极限Lim(ΔRPM/Δt)基于最优发动机运行、发动机容量和电能量存储设备的性能参数而响应于操作者转矩要求确定 (步骤406)。例如，当电池SOC和温度在正常运行范围内时，ESS能供给能量到电机MA、MB以承担许多用于车辆加速的初始转矩负荷的，以满足操作者转矩要求。相反地，当电池SOC降低或电池温度升高时，ESS可能不具有相同的容量以生成和承担输出转矩负荷。因此，发动机速度斜率极限用于管理和控制发动机。发动机速度斜率极限优选地包括关于发动机速度斜率ΔRPM/Δt限定的，和基于与SOC、温度和流量相关的因素和操作者转矩要求可检索的(retrievable)预先确定的标定极限阵列，这进一步优化了对于如应用于特定的EVT的特定发动机的发动机运行。典型的标定参考图6描绘，图6以曲线图描绘了发动机速度斜率极限Lim(ΔRPM/Δt)的值，该值基于最优发动机速度Ne_opt和基于电池使用的受限发动机速度Ne_lim之间的差异确定。受限发动机速度Ne_lim优选地在每个循环期间基于由在前一个循环期间确定的发动机速度斜率极限调整的当前发动机速度确定，以基于以能量存储设备的参数状态为特征的电池使用来限制发动机速度斜率。标定查询基于斜率极限函数的输入和输出和以SOC状态、温度和流量为特征的电池的情况。标定描绘了高、中和低电池使用，这基于参数确定，即高电池使用以低充电状态、高温度和高流量为特征，而低电池使用以高充电状态、中等温度和低流量为特征。这样，高电池使用导致最显著(aggressive)的斜率极限，且低电池使用导致最不显著的斜率极限，无斜率极限包括非限制状态，即发动机速度改变与发动机可以在速度上的增加一样快。这允许基于到斜率极限的输入和标定输出，即最优发动机速度Ne_opt和极限发动机速度Ne_lim之间的误差调整发动机速度斜率极限。 
因此，当系统要求发动机速度的大改变时，发动机速度斜率极限允许快速响应以满足系统要求，而当改变小时，发动机速度更严重地受到斜率限制。预先确定的标定极限优选地在动力系的生产前开发期间确定，且存储在控制模块的一个内，用于在正在进行的运行期间由算法检索。 
在步骤408，当动机速度斜率小于发动机速度斜率极限，即ΔNe/Δt＜lim(ΔNe/Δt)时，则发动机速度通过发动机速度斜率调整(步骤420)，且因此以发动机速度命令Ne_cmd的形式控制发动机速度(步骤422C)。 
在步骤408，当发动机速度斜率大于发动机速度斜率极限，即ΔNe/ Δt＞lim(ΔNe/Δt)时，则基于发动机速度斜率极限控制发动机运行(步骤410)。这包括基于SOC的状态、电池温度和能量流量计算ESS的动力极限(步骤412)。动力极限包括预先确定的动力流特征，超过它则ESS被损坏且降低电池寿命，这包括深度放电或过充电。当ESS不接近动力极限时，即参数状态没有超过预先确定的阈值时，则发动机速度斜率控制为发动机速度斜率极限，即lim(ΔNe/Δt)(步骤416)，且因此以发动机速度命令Ne_cmd的形式控制发动机速度(步骤422A)。此运行的意图是通过电动马达MA和MB完全使用来自ESS的电能量以通过EVT产生牵引转矩来满足操作者转矩要求。 
当ESS接近动力极限时，即参数的状态已达到或超过预先确定的阈值，则极限发动机速度斜率即lim(ΔNe/Δt)被调整，调整的量足以避免超过ESS的能量存储和动力极限，因此防止对ESS的损坏(步骤418)。这优选地使用比例微分类控制循环实现，该控制循环监测能量存储动力接近极限的速率，且相应地上调发动机速度斜率到预先确定的极限以维持与动力极限的偏离。发动机速度因此以发动机速度命令Ne_cmd的形式控制(步骤422B)。在这样的情况中，极限发动机速度斜率即lim(ΔNe/Δt)选择地增加，增加的量可以按需要地高至发动机的斜率容量，由最终发动机速度命令Ne_cmd限制。 
发动机速度控制包括生成发动机速度命令Ne_cmd，它通信到ECM以控制发动机的运行。当发动机速度命令如上所述确定时，系统控制器43考虑到发动机满足对操作者转矩要求的贡献确定了从MA和MB的要求的转矩输出，以满足操作者转矩要求。电力从能量存储设备传递到电机以基于发动机运行满足操作者转矩要求，包括到发动机速度命令调整的极限，如简单地以式1描述： 
Ta+Tb+Te＝To_req[1] 
从能量存储设备到电机的传送的电力转化为机械转矩且传递到机电变速器，且动力输出从发动机传递到机电变速器以生成到输出的动力流，以满足操作者转矩要求。系统控制器命令电力从ESS传递到电机MA、MB，与发动机运行结合来满足速度命令Ne_cmd，以满足操作者转矩要求To_req。 
因此，在每个循环期间，算法起作用以控制和限制发动机速度的增加且增加电能量利用以生成牵引转矩，只要不超过电池极限。当超过电 池极限时，通过调整发动机速度斜率而增加发动机利用，以导致由发动机供给更多的牵引动力。发动机转矩输出增加，增加的量是实现发动机速度斜率和操作者转矩要求所必需的。新的逻辑也将发动机斜率与能量存储系统的当前状态相关联，使得如果能量存储在其极限下运行则不超过极限。基本上，在系统接近当前运行点下的最大希望电池使用时，发动机斜率逐渐停止。这允许新的逻辑适合于不同的工作循环，因为其试图在所有瞬态期间使用能量存储系统直至其极限的程度。 
现在参考图5，图5中以曲线图描绘了响应于来自车辆操作者的脚踏输入转矩要求的典型HEV动力系系统的运行结果，其中描绘了本发明的不同的方面。图5的上部分描绘了对于正常运行的加速器踏板输入、发动机速度(rpm)、发动机和电池功率(kW)和输出功率，而下部分描绘了根据在此描述的本发明的其中发动机速度受到限制的加速器踏板输入、发动机速度(rpm)、发动机和电池功率(kW)和输出功率。如所描绘，对于在两个模式中的运行输出功率相同，而发动机速度斜率和最大发动机速度受到限制，使得在加速事件期间电池功率提供了总功率的较大部分。 
由于HEV内的ESS经历的动态充电/放电情况，且希望监测和控制与这些情况相关的电池参数的状态，ESS的放电功率通过作为ESS参数的状态的结果的控制动作而限制。因此，当最大电池放电功率结合这样的控制动作而受到限制或降低时，与其中电池能完全利用且提供最大电池放电功率的情况相比，车辆发动性能降低。因此，在发动期间电池的放电功率极限扩展，使得短时内利用更多的电池动力以提供一致性的车辆性能而不损坏电池。 
前述论述披露且描述了本发明的典型实施例。本领域一般技术人员将容易地从这样的论述且从附图和权利要求书中认识到其中可以进行多种改变、修改和变化而不偏离由如下的权利要求书所限定的本发明的真实精神和正确范围。 

Claims (18)

1. 一种用于控制混合动力动力系的运行的方法，该混合动力动力系包括内燃机、能量存储系统、电机和机电变速器，能量存储系统和电机电运行地联接以使动力在其间流动；且发动机、电机和机电变速器机械运行地联接，以在其间传递动力，以生成到输出的动力流，该方法包括：
确定最优发动机运行和发动机容量和操作者转矩要求；
监测电能量存储设备的参数状态；
基于最优发动机运行、发动机容量和电能量存储设备的参数状态确定对发动机容量的极限；
基于能量存储设备的参数状态确定能量存储设备的动力极限；
基于能量存储设备的动力极限调整对发动机容量的极限；和
基于发动机容量和对发动机容量的调整的极限控制发动机运行。
2. 根据权利要求1所述的方法，进一步包括基于发动机运行控制从能量存储设备到电机的动力传递以满足操作者转矩要求。
3. 根据权利要求2所述的方法，其中基于发动机运行控制从能量存储设备到电机的动力传递以满足操作者转矩要求进一步包括：
确定从发动机的动力输出，基于发动机容量和对发动机容量的调整的极限控制的发动机运行；和
将能量从能量存储设备传递到电机到机电变速器，且将动力输出从发动机传递到机电变速器，以生成到输出的动力流以满足操作者转矩要求。
4. 根据权利要求2所述的方法，其中基于能量存储设备的动力极限调整对发动机容量的极限包括：当从能量存储设备传递的动力接近能量存储设备的动力极限时增加对发动机容量的极限。
5. 根据权利要求4所述的方法，其中当从能量存储设备传递的动力接近能量存储设备的动力极限时增加对发动机容量的极限包括：充分地增加发动机速度斜率以避免超过能量存储设备的动力极限。
6. 根据权利要求1所述的方法，其中确定最优发动机运行和发动机容量包括：确定最优发动机速度和发动机转矩，和基于发动机的运行容量确定发动机速度斜率。
7. 根据权利要求1所述的方法，其中确定对发动机容量的极限包括确定发动机速度斜率极限。
8. 根据权利要求1所述的方法，其中监测能量存储设备的参数状态包括监测充电状态、温度和电能量流量。
9. 根据权利要求8所述的方法，其中基于能量存储设备的参数状态确定对发动机容量的极限包括：基于预先确定的标定控制发动机速度斜率，该标定基于涉及充电状态、电池温度和电能量流量之一的因素可检索。
10. 一种用于控制内燃机运行的方法，包括：
将发动机机械可运行地联接到机电变速器，该机电变速器机械可运行地联接到电机，以在其间传递动力，以生成到输出的动力流，
将电机电运行地联接到能量存储系统和机电变速器，以在其间传递动力流；
确定最优发动机运行和发动机速度斜率，和操作者转矩要求；
监测电能量存储设备的使用；
基于最优发动机运行、发动机速度斜率和电能量存储设备的使用确定发动机速度斜率极限；
基于能量存储设备的使用确定能量存储设备的动力极限；
基于能量存储设备的动力极限调整发动机速度斜率极限；和
基于发动机速度斜率和调整的发动机速度斜率极限控制发动机运行。
11. 根据权利要求10所述的方法，进一步包括：控制能量从电能量存储设备到电机的传递以生成到输出的动力流，以满足操作者转矩要求。
12. 根据权利要求10所述的方法，其中基于能量存储设备的使用确定发动机速度斜率极限包括：监测能量存储设备的充电状态、温度和电能量流量以确定电池使用；和
基于电池使用调整发动机速度斜率极限。
13. 根据权利要求12所述的方法，其中基于电池使用调整发动机速度斜率极限包括：随着电池使用的增加而增加发动机速度斜率。
14. 根据权利要求13所述的方法，其中电池使用的特征在于SOC、温度和流量的参数状态。
15. 根据权利要求12所述的方法，进一步包括基于最优发动机速度与基于发动机速度斜率确定的极限发动机速度之间的差异调整发动机速度斜率极限。
16. 一种在瞬态操作期间控制混合动力动力系的元件的方法，元件包括内燃机、电能量存储设备、电机和机电变速器，该方法包括：
将发动机机械可运行地联接机电变速器，该机电变速器机械可运行地联接到电机，以在其间传递动力，以生成到输出的动力流，
将电机电运行地联接到能量存储系统和机电变速器，以在其间传递动力流；
监测操作者转矩要求；
确定最优发动机运行和发动机容量；
监测电能量存储设备的使用；
基于最优发动机运行、发动机容量和电能量存储设备的使用确定对发动机容量的极限；
基于能量存储设备的使用确定能量存储设备的动力极限；
当能量存储设备的动力极限接近预先确定的极限时调整对发动机容量的极限；
基于发动机容量和对发动机容量的调整的极限控制发动机运行，且基于发动机运行控制从电机的输出以满足操作者转矩要求。
17. 根据权利要求16所述的方法，进一步包括基于发动机运行控制从能量存储设备到电机的动力传递以满足操作者转矩要求。
18. 根据权利要求17所述的方法，其中基于发动机运行控制从能量存储设备到电机的动力传递以满足操作者转矩要求进一步包括：
确定从发动机的动力输出，基于发动机容量和对发动机容量的调整的极限控制的发动机运行；和
将能量从能量存储设备传递到电机到机电变速器，且将动力输出从发动机传递到机电变速器，以生成到输出的动力流以满足操作者转矩要求。
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