CN101279603A - 用于控制混合动力系统中能量流的方法和设备 - Google Patents

用于控制混合动力系统中能量流的方法和设备 Download PDF

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CN101279603A
CN101279603A CNA2008100900387A CN200810090038A CN101279603A CN 101279603 A CN101279603 A CN 101279603A CN A2008100900387 A CNA2008100900387 A CN A2008100900387A CN 200810090038 A CN200810090038 A CN 200810090038A CN 101279603 A CN101279603 A CN 101279603A
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S·C·哈斯曼
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Motors Liquidation Co
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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
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • B60W2050/0031—Mathematical model of the vehicle
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
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  • Combustion & Propulsion (AREA)
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  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

描述了混合动力系操作和控制。基于操作员扭矩需求确定从发动机到机电变速器和从能量存储系统到电机的优选能量流。发动机、电机和机电变速器的操作控制为基本满足操作员扭矩需求。监测能量存储装置的实际能量流。基于能量存储装置的实际能量流与优选能量流之间的差调整发动机的能量流。

Description

用于控制混合动力系统中能量流的方法和设备
技术领域
本发明总地涉及混合动力控制系统的控制系统，包括那些使用电动变速器的系统。
背景技术
这一部分的内容仅仅提供与本公开相关的背景技术，并可以不构成现有技术。
混合动力车辆(HEV)具有由至少一个电机或电动机与至少一个其它动力源组合而成的动力系统。通常，所述其它能源为汽油发动机或柴油发动机。依据电机与其它能源如何组合以给车辆提供驱动力的方式，具有几种HEV，包括串联、并联和混联HEV。
HEV的动力系结构管理着各种原动机(最普通的为内燃机和电动机)的输入和输出扭矩。串联混合动力系结构的特征通常在于，内燃机驱动发电机，然后发电机给电动传动系统和能量存储系统(包括电池组)提供电力。串联HEV中的内燃机并不直接机械地连接到传动系。发电机还可以电动机模式操作，以提供内燃机的起动功能，通过操作于发电机模式，电动传动系统还可回收车辆制动能量给电池组充电。并联HEV结构的特征通常在于，内燃机和电动机都直接地机械连接到传动系统。传动系统通常包括换档变速器，以提供宽范围操作所必需的传动比。
已知电动无级变速器(EVT)通过组合串联和并联HEV动力系结构的特征来提供连续可变的传动比。EVT可使用内燃机与主减速器单元之间的直接机械路径操作，从而能够实现高的变速器效率，并降低成本，减小电动机设备的体积。EVT还可使用在机械上独立于主减速器的发动机操作来操作，或者以各种机械/电动分配组成(即，输入分配、输出分配、复合分配结构)来操作，从而能够实现高扭矩连续可变传动比、电动起动、再生制动、发动机关闭怠速和双模式操作。
如上所述，这种复杂的EVT HEV使用一个或多个电机，需要先进的能量传送、转换和存储系统，以给这些机械提供电能和从其接收及存储电能，通常包括，如，至少一个电机、功率逆变器模块、电力总线、电能存储装置(ESD)(如电池)、以及各种电子控制设备、控制算法及其它相关的项目。ESD可包括任何适于高密度能量存储的适当能量存储系统，例如电池、超级电容或其它高能量存储装置。如这里所使用的，对于电池，不仅包括一个电池，还包括一个或多个电池或者其电池单元在电池堆或阵列、或多个电池堆或阵列中的任意组合。如这里所使用的，术语电池通常指的是任何的二次电池或可再充电电池。
根据操作员扭矩需求To_req来描述当前的系统操作，其中操作员扭矩需求的形式为加速踏板的踏下/抬起操作。操作员扭矩需求(To_req)通常通过加速踏板输入到系统，以在混合动力控制系统内产生输出扭矩指令(To_cmd)。当车辆加速时，混合动力控制系统在各操作点监测系统的操作，并对各点确定从电机和发动机通过EVT的能量流，通常使用发动机速度和扭矩作为两个关键标定值来确定主动力源和混合动力变速器系统的能量流。随同操作员扭矩需求确定这些点解决了动态系统方程，并确定了能量存储系统的能量流。发动机产生扭矩输入，而传送到电机的电能产生的额外扭矩产生传递到EVT的扭矩。
操作中，整个控制策略确定操作员扭矩需求To_req，并确定来自发动机的最佳扭矩输入以满足扭矩需求。最佳扭矩输入优选包括根据产生最小总动力系统损失的多个动力系统约束条件而在可行输入扭矩的解空间内确定的输入扭矩。在共同转让的美国专利US7,076,356B2中详细描述了确定最佳扭矩输入的优选方法，其全部内容通过参考并入本文。根据最佳输入扭矩确定电机的电机扭矩输出，并调整电机的电能传输，以使动力系统操作满足操作员扭矩需求。
发动机的输出通常包括传递到变速器输入和附属设备的扭矩。所述附属设备通常由单独的发动机滑轮输出来驱动，包括如空调压缩机和泵等装置。另外，车辆系统的乘客舱消耗来自电能存储装置的电能。附属设备消耗的能量通常由控制系统估计，并不直接测量；因此，在确定发动机的最佳扭矩输入中通常不考虑某些负载。另外，由于过高或过低的环境温度和操作温度、燃料质量的变化、组件的磨损和退化、系统或组件故障，可能存在发动机无法产生所需扭矩的情形。在这种操作情形下，当发动机速度和扭矩指令为速度/负载操作点(即，Ne和Te)时，发动机可能无法产生至变速器的最佳输入扭矩。电机的扭矩输出控制成满足操作员扭矩需求，消耗了额外的电能。
因此，需要一种控制策略，其控制动力系统的操作，以使行驶期间意外的、未曾预料的或未考虑到的电能最小。
发明内容
根据本发明的方面，提供了一种制品，包括存储介质，该存储介质具有编码在其中的可由机器执行的程序。所述制品适于操作混合动力系。所述动力系包括内燃机、能量存储系统、电机和机电变速器。所述能量存储系统与所述电机电有效地连接以在其间进行电力传输。所述发动机、所述电机和所述机电变速器机械有效地连接，以在其间传输动力，从而产生到输出的动力流。所述程序代码包括确定操作员扭矩需求。基于所述操作员扭矩需求确定从所述发动机到所述机电变速器的优选能量流和从所述能量存储系统到所述电机的优选能量流。控制所述发动机、所述电机和所述机电变速器的操作，以基本满足所述操作员扭矩需求。监测来自所述能量存储系统的实际能量流。基于所述能量存储系统的所述实际能量流与所述优选能量流之间的差来控制所述发动机的能量流。下面参考附图及实际例的说明来描述本发明这些及其它方面。
附图说明
本发明可在特定部分和这些部分的布置中采用物理形式，其实施例进行详细描述，并在组成本发明一部分的附图中示出，其中：
图1和2为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为根据本发明的数据曲线；
图4和5为控制策略的示意图；以及
图6为根据本发明的数据曲线。
具体实施方式
现在参考附图，其中的描述仅仅是示出本发明的目的，而不是限制本发明的目的，图1和2示出了根据本发明实施例构造的混合动力系统的示意图。本发明包括优选作为一个或多个算法和预定标定值来执行的控制策略，执行该控制策略来控制混合动力系的操作，以满足操作员扭矩需求。所述动力系优选包括内燃机、能量存储系统、一个或多个电机和机电变速器。能量存储系统与电机之间电有效地连接，以便其间的能量流动。发动机、电机和变速器之间机械有效地连接，以便其间的能量流动，从而产生输出到驱动系的扭矩。共同转让的题为Two-Mode Compound Split Electro-Mechanical VehicularTransmission的美国专利US 5,931,757中描述了典型的动力系，其全部内容通过参考并入本文。其中公开的混合动力系包括用于混合电动车辆的复合分配式电动无级变速器，其既具有串联装置的特征，又具有并联装置的特征，通常包括至少一个驱动发动机(例如内燃机)、至少一个适于给车辆提供推进力和产生存储在车辆上的电能的电机、和电能存储装置(也称为电池组模块(BPM)，通常包括可再充电电池或二次电池)，如这里所述的。本发明可用作控制混合动力系(包括上述和下述提及的一个混合动力系)的操作的控制算法。
再参考图1和2，现在详细描述混合动力系统10，包括内燃机和适于向电动机及机电变速器传输能量的电能存储装置。发动机和电机及机电变速器可有选择地操作，以在其间传递扭矩从而产生输出(通常为传动系，并具有扭矩和速度的特征)。电动机和机电变速器包括一种尤其适于执行本发明的控制的典型多模式复合分配电动无级变速器(EVT)，总地由标记10表示。EVT 10具有输入元件12，该输入元件12优选包括由发动机14直接驱动的轴，如图2所示，发动机14的输出元件与EVT 10的输入元件之间可插有瞬态扭矩阻尼器16。瞬态扭矩阻尼器16可集成在扭矩传输装置(未示出)中或与扭矩传输装置联合使用，以允许发动机14与EVT 10的选择性接合，但是必须理解，不使用这种扭矩传输装置来改变或控制EVT 10操作的模式。
在所述实施例中，发动机14可为易于适合通过轴12提供可用动力输出的矿物燃料发动机，如柴油机。发动机14在起动之后，在其输入的大部分期间，优选操作在恒定的速度，或者根据可从操作员输入和驱动条件确定的期望操作点操作在多个恒定速度。
EVT 10使用三个行星齿轮组24、26和28。第一行星齿轮组24具有通常称为齿圈的外齿轮元件30、其环绕通常称为中心齿轮的内齿轮元件32。行星架36上可旋转地安装多个行星齿轮元件34，使得各行星齿轮元件34既与外齿轮元件30啮合，又与内齿轮元件32啮合。
第二行星齿轮组26也具有通常称为齿圈的外齿轮元件38、其环绕通常称为中心齿轮的内齿轮元件40。行星架44上可旋转地安装多个行星齿轮元件42，使得各行星齿轮元件42既与外齿轮元件38啮合，又与内齿轮元件40啮合。
第三行星齿轮组28也具有通常称为齿圈的外齿轮元件46、其环绕通常称为中心齿轮的内齿轮元件48。行星架52上可旋转地安装多个行星齿轮元件50，使得各行星齿轮元件50既与外齿轮元件46啮合，又与内齿轮元件48啮合。
虽然三个行星齿轮组24、26和28其本身都是“简单式”行星齿轮组，但第一行星齿轮组24与第二行星齿轮组26复合，因为第一行星齿轮组24的内齿轮元件32连接到(如，通过毂衬齿轮54)第二行星齿轮组26的外齿轮元件38。连接的第一行星齿轮组24的内齿轮元件32和第二行星齿轮组26的外齿轮元件38通过套轴58持续地连接到第一电动机/发电机56(这里还称为电机A或MA)。
行星齿轮组24和26进一步复合，因为第一行星齿轮组24的行星架36连接到(如，通过轴60)第二行星齿轮组26的行星架44。这样，第一和第二行星齿轮组24和26的行星架36和44分别结合。轴60还有选择地连接到第三行星齿轮组28的行星架52，如通过扭矩传递装置62，该扭矩传递装置62用于辅助EVT 10的操作模式的选择(将在下文中更全面地描述)。这里，扭矩传递装置62还可称为第二离合器、离合器二或C2。
第三行星齿轮组28的行星架52直接连接到输出元件64上。当EVT 10用在陆地车辆中时，输出元件64通常连接到车轴(未示出)上，以给其提供牵引扭矩，其中车轴可随后终止于驱动元件(也未示出)。驱动元件为使用这些驱动元件的车辆的前轮或后轮，或者为有轨车辆的驱动齿轮。
第二行星齿轮组40的内齿轮元件40连接到第三齿轮组28的内齿轮元件48上，如通过环绕轴60的套轴66。第三行星齿轮组28的外齿轮元件46有选择地通过扭矩传递装置70接地(由变速器壳体68表示)。扭矩传递装置70(也将在下文中描述)也用于辅助EVT10的操作模式的选择。这里，扭矩传递装置70还可称为第一离合器、离合器一或C1。
套轴66也持续地连接到第二电动机/发电机72(这里也可称为电机B或MB)上。所有的选择齿轮组24、26和28以及电机A和电机B(56，72)同轴地定向，如绕着轴向布置的轴60。电机A和B都为环状结构，允许它们环绕三个行星齿轮组24、26和28，使得行星齿轮组24、26和28布置在电机A和B的径向内侧。该结构确保使EVT10的整个包装(即，周向尺寸)最小化。
驱动齿轮80可从输入元件12开始。如上所述，驱动齿轮80将输入元件12固定地连接到第一行星齿轮组24的外齿轮元件30上，因此，驱动齿轮80从发动机14和/或电动机/发电机56和/或72接收动力。驱动齿轮80与惰轮82啮合，惰轮82随后又与固定在轴86一端的传动齿轮84啮合。轴86的另一端固定到从油箱37供给变速器流体的变速器流体泵88上，该变速器流体泵88向调节器39输送高压流体，其中调节器39将一部分流体返回到油箱37，并在管路41中提供调节的管路压力。
在所述的典型机械布置中，输出元件64通过EVT 10内两个不同的齿轮组接收动力。当致动第一离合器C1以将第三行星齿轮组28的外齿轮元件46“接地”时，选择第一模式或齿轮组。当松开第一离合器C1，同时致动第二离合器C2以将轴60连接到第三行星齿轮组28的行星架52上时，选择第二模式或齿轮组。如这里所使用的，当提及有关的齿轮组的模式时，通常使用大写的标记MODE 1或MODE 2，或M1或M2来表示。
本领域的技术人员应当理解，EVT 10能够在各操作模式中提供从较慢到较快范围的输出速度。在各模式中具有从快到慢的输出速度范围的这两个模式的组合允许EVT 10将车辆从静止状态推进为高速状态。另外，同时应用离合器C1和C2的固定传动比状态可用于输入元件通过固定传动比至输出元件的有效机械连接。另外，同时松开离合器C1和C2的空档状态可用于将输出元件从变速器机械地断开。最后，EVT 10能够在两个模式之间提供同步换档，其中两个离合器C1和C2的打滑速度基本为零。
发动机14优选由发动机控制模块(ECM)23进行电子控制，如图2中所示。ECM 23为基于微处理器的传统柴油机控制模块，包括通用元件，如微处理器、只读存储器ROM、随机存取存储器RAM、可擦可编程只读存储器EPROM、高速时钟、模数(A/D)和数模(D/A)电路、输入/输出电路和装置(I/O)、以及适当的信号调节和缓冲电路。ECM 23用于从多个传感器获取数据，并通过多个不连续的线路分别控制发动机14的多个致动器。为简便起见，ECM 23总地显示为通过集合线35与发动机14双向连接。由ECM23感测的各种参数包括油底壳和发动机冷却液温度、发动机速度(Ne)、涡轮压力、大气温度和压力。由ECM 23控制的各种致动器包括燃料喷射器、风扇控制器、发动机预热器(包括电热塞和栅格式进气加热器)。优选地，ECM响应于由EVT控制系统提供的扭矩指令Te_cmd而给发动机14提供公知的基于扭矩的控制。这种发动机电子控制和量对于本领域的技术人员来讲是公知的，这里无需对其进行进一步的描述。
EVT 10有选择地从发动机14和电池组模块(BPM)21接收动力。动力系统还包括这种能量存储装置，该能量存储装置为其能量流的整体部分。在不改变本发明要领的情况下，还可使用其它具有存储电能和消耗电能的能力的电能存储装置，以替代电池。BPM 21为通过DC线27连接到双功率逆变器模块(DPIM)19的高压DC。可根据BPM 21是在充电还是在放电来从BPM 21收发电流。DPIM 19包括一对功率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，并从其控制逆变器状态，以提供电机驱动或再生能力。电机控制器为基于微处理器的控制模块，包括通用元件，如微处理器、只读存储器ROM、随机存取存储器RAM、可擦可编程只读存储器EPROM、高速时钟、模数(A/D)和数模(D/A)电路、输入/输出电路和装置(I/O)、以及适当的信号调节和缓冲电路。在电动控制中，各逆变器从DC线接收电流，并通过高压相线29和31向相应的电机提供AC电流。在再生控制中，各逆变器通过高压相线29和31从电机接收AC电流，并向DC线27提供电流。提供给逆变器或从逆变器提供的净DC电流确定了BPM21的充电或放电操作模式。优选地，MA和MB为三相AC电机，逆变器包括配套的三相电力设备。DPIM 19还从电机相位信息或传统的旋转传感器提供分别用于MA和MB的单独电机速度信号Na和Nb。这种电机、电力设备、控制和量对于本领域的技术人员来讲是公知的，这里无需对其进行进一步的描述。
上述各控制模块，即，系统控制器43、DPIM 19、BPM 21、ECM 23优选为通用数字计算机，包括微处理器、只读存储器ROM、随机存取存储器RAM、可擦可编程只读存储器EPROM、高速时钟、模数(A/D)和数模(D/A)电路、输入/输出电路和装置(I/O)、以及适当的信号调节和缓冲电路。每个控制模块都具有一组控制算法，包括存储在ROM中、执行以提供各计算机的相应功能的常驻程序指令和标定值。各种模块通过控制器局域网络(CAN)总线25通信，以传输信息。CAN总线25在各种模块之间实施控制参数和指令的结构性通信。使用的具体通信协议是专用的。例如，用于重载应用的优选协议为Society ofAutomotive Engineers standard J1939。
通常在预定循环期间执行各控制模块中的控制和状态估计的算法，使得各算法在每个循环至少执行一次。存储在非易失性存储装置中的算法由中央处理单元中的一个执行，其可操作以监测感测装置的输入，并使用预定标定值执行控制各装置操作的控制和诊断程序。在发动机运行和车辆操作期间，通常以有规律的间隔执行程序循环，例如，每3.125、6.25、12.5、25、40和100毫秒。可选地，可响应于事件的发生来执行算法。
在具体实施例中，系统控制器43包括一对基于微处理器的控制模块，标识为车辆控制模块(VCM)15和变速器控制模块(TCM)17。VCM和TCM可提供例如与EVT和车辆底盘相关的各种控制和诊断功能，包括，如发动机扭矩指令、输入速度控制、与再生制动相匹配的输出扭矩控制、防抱死制动和牵引控制。尤其是对于EVT功能，系统控制器43用来从多个传感器直接获取数据，并通过多个不连续的线路来分别控制EVT的多个致动器。为简便起见，系统控制器43显示为通过集合线33与EVT双向连接。尤其应当注意，系统控制器43从旋转传感器接收频率信号，用于处理为输入元件12的速度Ni和输出元件64的速度No，以用在EVT 10的控制中。还示出了用户界面(UI)模块13，包括到系统控制器43的输入，如车辆加速踏板位置、用于可变驱动范围选择的按钮式换档选择器(PBSS)、制动力度和快怠速请求等等，可从这些输入确定操作员扭矩需求(To_req)。
系统控制器43确定提供给ECM 23的发动机扭矩指令Te_cmd。发动机扭矩指令Te_cmd表示需要从发动机获得的EVT扭矩。系统控制器43还确定表示EVT所需输入速度的发动机速度指令Ne_cmd，在发动机与EVT之间直接连接的情况下，其还是所需的发动机速度操作点。尽管发动机可直接与变速器相连，但是由于附属设备消耗的动力以及其它未完全考虑的因素(例如，过高或过低的环境温度和操作温度、海拔高度、燃料质量的变化、组件磨损和退化、以及系统或组件故障)，所以发动机扭矩Te也可与输入扭矩Ti不同。这些附属设备在图4中图示为ACC，将在下文提及。当发动机冷却风扇和空调满负荷时，附属负载可消耗20至60kw的功率(约27至81马力)。优选地，如共同转让且未决的美国专利申请US 10/686,508(代理卷号GP-304193)和US 10/686,034(代理卷号GP-304194)中所公开的那样确定所需输入速度操作点，这两篇美国专利申请的内容通过参考并入本文。在共同转让且未决的美国专利申请US 10/686,511(代理卷号GP-304140)中详细描述了用于混合动力变速器的优选控制，其内容通过参考并入本文。
现在参考图3，示出了输出速度No相对于输入速度Ni的曲线图，其中输出速度No沿着横轴，输入速度Ni沿着纵轴。线91示出了同步操作，这是离合器C1和C2同步操作而使其打滑速度基本为零的输入速度与输出速度的关系。这样，它基本示出了输入速度和输出速度关系，因而可在模式之间进行同步换档，或者因而通过同时应用两个离合器C1和C2可实施从输入到输出的直接机械连接，也称为固定传动比操作。线91这里还可称为同步线、换挡传动比线或固定传动比线。
换挡传动比线91的左侧是应用C1而松开C2的第一模式的优选操作区域93。换挡传动比线91的右侧是松开C1而应用C2的第二模式的优选操作区域95。当关于离合器C1和C2用在这里时，术语应用表示相应的离合器具有很大的扭矩传递能力，而术语松开表示相应的离合器具有很弱的扭矩传递能力。由于通常优选使换档从一个模式同步换到另一模式，所以通过两个离合器应用固定传动比来实现从一个模式换到另一个模式的扭矩传递，其中，在松开当前应用的离合器之前的有限时间内应用松开的离合器。并且，当通过继续应用与正进入的模式相关的离合器，并松开与要离开的模式相关的离合器，完成模式变化。
尽管EVT在MODE 1中的操作通常优选为操作区域93，但是这并不意味着EVT在MODE 2的操作不能或无法出现在其中。但是，由于MODE 1优选使用在各方面(例如，质量、体积、成本、惯量等)特别适于区域93的高起动扭矩的齿轮组和电机设备，所以优选将MODE1操作在区域93中。类似地，尽管EVT在MODE 2中的操作通常优选为操作区域95，但是这并不意味着EVT在MODE 1的操作不能或无法出现在其中。但是，由于MODE 2优选使用在各方面(例如，质量、体积、成本、惯量等)特别适于区域95的高速的齿轮组和电机设备，所以优选将MODE 2操作在区域95中。MODE 1操作通常优选的区域93可认为是低速区域，而MODE 2操作通常优选的区域95可认为是高速区域。换档至MODE 1被认为是减档，与根据Ni/No关系的更高传动比相关。同样，换档为MODE 2被认为是加档，与根据Ni/No关系的更低传动比相关。
现在参考图4，示出了根据本发明用于操作参考图1、2和3所述的动力系的控制策略。如图所示，控制发动机14和OPIM 19的各方面操作，以控制变速器10输出到传动系的能量流。发动机具有多个不受控制的附属设备负载和其它负载设备(图示为ACC)，其通常由控制系统估计，并不直接测量，如上所述。控制模块43以算法和预定标定值的形式执行控制策略。在发动机运行和车辆操作期间，优选有规律地在一个上述控制模块循环内执行所述算法。
总之，控制策略包括确定操作员扭矩需求和其它操作参数，并基于此确定从发动机到机电变速器的优选能量流和从能量存储系统到一个或两个电机的优选能量流。控制发动机、电机和机电变速器的操作，以基本满足操作员扭矩需求。监测能量存储装置的实际能量流，并调节发动机的优选能量流，以满足附属设备负载，并使能量存储装置的不受控能量流最小。现在对其进行详细描述。
在本实施例中，控制模块43的输入包括显示为输入到系统损失最小化模块78的操作员扭矩需求To_req、输出速度No、以及各种系统状态。所述系统状态包括当前电池功率(Pbat)、电池荷电状态(SOC)、电池容量(通常表示为Amp-小时/小时)、以及电机和电池的温度。估计系统状态的成本。使系统损失最小化。在共同转让的美国专利No.7,149,618B2中公开了确定和估计混合动力系统的系统状态的成本并使其损失最小化的其它细节，其内容通过参考并入本文。系统损失最小化模块78的输出包括发动机的优选能量流(称为所需发动机扭矩指令Te_des和速度指令Ne_des)和从BPM到电动机的能量流。所需能量流(称为所需电池能量流)Pbat_des包括基于最小化系统损失而从BPM到电动机的优选能量流。确定实际能量流与从BPM的所需能量流之间的误差，称为Pbat_error。
电池能量误差Pbat_error及所需发动机扭矩指令Te_des和速度指令Ne_des输入到闭环控制策略80，该策略优选包括参考图5和6所述的比例积分式控制器。所述闭环控制策略监测输入，并产生功率修正因子。功率修正因子表示从主能源(即发动机)所需的动力，以使从BPM的非期望能量流最小，即电池能量误差Pbat_error最小。功率修正因子分为调整过的发动机速度和扭矩项，称为Ne_adjust和Te_adjust。调整过的扭矩输入到ECM，以控制发动机的操作，如上所述。调整过的发动机速度和扭矩项连同扭矩需求(To_req)、变速器的输出速度(No)及变速器输入速度和扭矩(Ti，Ni)输入到设备模型动态方程82，以确定到MA和MB的扭矩指令，称为扭矩指令Ta_cmd和Tb_cmd。共同转让的美国专利No.6,976,388B2中详细描述了使用动态方程控制扭矩的优选方法，其内容通过参考并入本文。
在除了这里所述的情形之外，在正在进行的操作期间，调整电机的扭矩指令Ta_cmd和Tb_cmd，以使输出扭矩To符合操作员扭矩需求To_req。操作中，调整的发动机扭矩指令Te_adjust输入到ECM 23，以控制发动机操作，从而根据需要产生用于向附属设备ACC输送动力的扭矩，并以输入扭矩Ti和输入速度Ni的形式向变速器提供输入动力。
现在参考图5，现在描述闭环控制策略80。确定误差项Pbat_error(包括电池能量流与所需电池能量流之间的差)，并输入到比例积分(PI)控制器。PI控制器优选包括具有较慢更新率和有限控制权限的传统PI控制器，如下面参考图6所述的。慢的更新率避免了与快速控制循环(例如，换档逻辑)和快速车辆瞬态事件的相互干涉。有限控制权限防止了系统严重误差(例如，发动机组件故障)的过度修正。PI控制器的输出输入到参考图6所述的控制限制和重置逻辑策略。确定输出功率修正，并输入到功率分配决定元件，其确定调整的发动机速度和扭矩项，称为Ne_adjust和Te_adjust。调整的发动机速度和扭矩项优先通过设备模型82输入到设备(即，发动机和变速器)。调整的发动机扭矩项Te_adjust输入到ECM，以控制发动机的操作。
现在参考图6，现在描述闭环解决方案的各方面。示出了发动机速度/负载操作范围，包括发动机操作曲线75，该曲线包括典型的发动机凸形曲线。对于给定的发动机速度Ne，凸形曲线表示发动机扭矩Te的上限。当发动机速度和扭矩低于操作曲线75时，闭环控制策略的控制限制和重置逻辑部分作用，以响应于误差项(Pbat_error)来优先调整发动机输出扭矩Te。参考点A对其进行描述，包括低速轻载操作点，例如轻载巡航期间出现的操作点。点A表示对于该速度/负载操作点发动机机给变速器的最佳输入扭矩，圆A’表示使用PI控制器调整速度和扭矩的控制权限的限制。在轻载低速操作情形时调整矢量85优先调整发动机扭矩。因此，在该操作情形中，所述动力分配包括调整发动机扭矩指令，以控制操作将误差项(Pbat_error)减小为零。速度指令Ne_adjust不变。扭矩指令Te_adjust输出到ECM，以调整操作，并因而控制发动机14。Ti_adjust指令和不变化的Ne_adjust指令输出到设备模型82，其通过DPIM 19确定电机的扭矩指令，以减小和消除不受控的放电，包括由附属设备引起的不受控放电。
当发动机速度和扭矩在操作曲线75附近时，闭环控制策略的控制限制和重置逻辑部分作用，以响应于误差项(Pbat_error)优先调整发动机输出速度Ne。参考点B对其进行描述，包括高速重载操作点，例如重载巡航期间或爬坡操作出现的操作点。点B表示对于该速度/负载操作点发动机机给变速器的最佳输入扭矩，圆B’表示使用PI控制器调整速度和扭矩的控制权限的限制，进一步限制如下所述。在重载高速操作情形时调整矢量95优先调整发动机速度。因此，在该操作情形中，所述动力分配包括保持发动机扭矩指令基本不变，并调整发动机输入速度Ne_adjust，以控制操作将误差项(Pbat_error)减小为零。从Te指令基本不变化的Te_adjust输出到ECM，以控制发动机14。Ne_adjust指令和不变化的Te_adjust指令输出到设备模型82，其通过DPIM 19确定电机的扭矩指令，以减小和消除不受控的放电，包括由附属设备引起的不受控放电。
当发动机操作点处于或超过操作曲线75时(图示为B”)，发动机超出了其调整速度或扭矩的能力，需要给发动机减载，减小扭矩输出To，以减小或消除不受控的放电，包括由附属设备引起的不受控放电。
上面的描述公开和描述了本发明的具体实施例。本领域的技术人员从该描述、附图和权利要求书可容易地认识到，其中不脱离由权利要求限定的本发明的实质和范围的各种改变、修改和变形。

Claims (20)

1.一种制品，包括存储介质，该存储介质具有编码在其中适于操作混合动力系的机器可执行程序，所述动力系包括内燃机、能量存储系统、电机和机电变速器，所述能量存储系统与所述电机电有效地连接以在其间进行功率传输；并且，所述发动机、所述电机和所述机电变速器机械有效地连接，以在其间传递动力，从而产生到输出的能量流，所述程序包括：
确定操作员扭矩需求的代码；
基于所述操作员扭矩需求确定从所述发动机到所述机电变速器的优选能量流和从所述能量存储系统到所述电机的优选能量流的代码；
控制所述发动机、所述电机和所述机电变速器的操作，以基本满足所述操作员扭矩需求的代码；
在所述操作期间监测所述能量存储系统的实际能量流的代码；以及
基于所述能量存储系统的所述实际能量流与所述优选能量流之间的差来控制所述发动机的能量流的代码。
2.如权利要求1所述的制品，其中基于所述操作员扭矩需求确定从所述发动机到所述机电变速器的优选能量流和从所述能量存储系统到所述电机的优选能量流的所述代码还包括：确定从所述发动机到所述变速器的最佳能量流、并基于从所述发动机到所述变速器的所述最佳能量流来确定从所述能量存储系统到所述电机的能量流的代码。
3.如权利要求2所述的制品，其中确定从所述发动机到所述变速器的最佳能量流的所述代码包括：确定使所述动力系统的能量损失最小的发动机扭矩指令和发动机速度指令的代码。
4.如权利要求2所述的制品，其中控制所述发动机、所述电机和所述机电变速器的操作，以基本满足所述操作员扭矩需求的所述代码包括：控制所述发动机以产生给所述变速器的最佳能量流的代码，以及基于从所述发动机到所述变速器的所述最佳能量流来控制从所述能量存储系统到所述电机的能量流以满足所述操作员扭矩需求的代码。
5.如权利要求1所述的制品，其中监测所述能量存储系统的实际能量流的所述代码包括监测从其流出的电流的代码。
6.如权利要求1所述的制品，其中基于所述能量存储系统的所述实际能量流与所述优选能量流之间的差来控制所述发动机的能量流的所述代码包括：基于发动机操作和所述能量存储系统的所述实际能量流与所述优选能量流之间的所述差来执行闭环控制策略，以有选择地调整发动机扭矩指令和发动机速度指令的代码。
7.如权利要求6所述的制品，还包括在所述发动机扭矩输出大大小于最大发动机扭矩输出时执行所述闭环控制策略，以有选择地调整所述发动机扭矩指令的代码。
8.如权利要求6所述的制品，还包括在所述发动机扭矩输出接近最大发动机扭矩输出时执行所述闭环控制策略，以调整所述发动机速度和所述发动机扭矩指令的代码。
9.如权利要求6所述的制品，还包括在所述发动机扭矩输出基本为最大发动机扭矩输出时执行所述闭环控制策略，以有选择地调整所述发动机速度指令的代码。
10.如权利要求6所述的制品，还包括在所述发动机扭矩指令超过最大发动机扭矩输出时减小到所述输出的能量流的代码。
11.如权利要求1所述的制品，还包括：当所述能量存储系统的所述实际能量流与所述优选能量流之间的所述差超过预定阈值时有选择地减小到传动系的能量流的代码。
12.一种制品，包括存储介质，该存储介质具有编码在其中适于操作混合动力系的机器可执行程序，所述动力系包括内燃机、能量存储系统、电机和机电变速器，所述能量存储系统与所述电机电有效地连接以在其间进行功率传输；并且，所述发动机、所述电机和所述机电变速器机械有效地连接，以在其间传递动力，从而产生到输出的能量流；所述发动机输出能量比到所述变速器的输入能量超过一定量；所述程序包括：
确定操作员扭矩需求的代码；
基于所述操作员扭矩需求确定从所述发动机到所述机电变速器的优选输入能量和从所述能量存储系统到所述电机的优选能量流的代码；
控制所述发动机、所述电机和所述机电变速器，以基本满足所述操作员扭矩需求的代码；
监测所述能量存储系统的实际能量流的代码；
基于从所述能量存储系统到所述电机的所述优选能量流与所述能量存储系统的所述实际能量流之间的差来确定所述发动机输出能量超过到所述变速器的输入能量的量的代码；以及
基于所述发动机输出能量超过到所述变速器的输入能量的量来调整所述发动机的输出能量的代码。
13.如权利要求12所述的制品，其中所述发动机输出能量超过到所述变速器的输入能量的量基于附属设备负载消耗的能量、环境温度、操作温度、海拔高度、燃料质量、组件故障和组件老化中的至少一个。
14.如权利要求12所述的制品，其中基于所述操作员扭矩需求确定从所述发动机到所述机电变速器的优选能量流和从所述能量存储系统到所述电机的优选能量流的所述代码还包括：确定从所述发动机到所述变速器的最佳能量流、并基于从所述发动机到所述变速器的所述最佳能量流来确定从所述能量存储系统到所述电机的能量流的代码。
15.如权利要求14所述的制品，其中确定从所述发动机到所述变速器的最佳能量流的所述代码包括：确定使所述动力系统的能量损失最小的发动机扭矩指令和发动机速度指令的代码。
16.如权利要求12所述的制品，其中基于所述发动机输出能量超过到所述变速器的输入能量的量来调整所述发动机的输出能量的所述代码包括：基于发动机操作和所述能量存储系统的所述实际能量流与所述优选能量流之间的所述差来执行闭环控制策略，以有选择地调整发动机扭矩指令和发动机速度指令的代码。
17.如权利要求16所述的制品，还包括在所述发动机扭矩输出大大小于最大发动机扭矩输出时执行所述闭环控制策略，以有选择地调整所述发动机扭矩指令的代码。
18.如权利要求17所述的制品，还包括在所述发动机扭矩输出基本为最大发动机扭矩输出时执行所述闭环控制策略，以有选择地调整所述发动机速度指令的代码。
19.如权利要求18所述的制品，还包括在所述发动机扭矩指令超过最大发动机扭矩输出时减小到所述输出的能量流的代码。
20.一种制品，包括存储介质，该存储介质具有编码在其中适于操作混合动力系的机器可执行程序，所述动力系包括内燃机、能量存储系统、两个电机和机电变速器，所述能量存储系统与所述电机电有效地连接以在其间进行功率传输；并且，所述发动机、所述电机和所述机电变速器机械有效地连接，以在其间传递动力，从而产生到输出的能量流；所述程序包括：
确定操作员扭矩需求的代码；
基于所述操作员扭矩需求确定从所述发动机到所述机电变速器的优选能量流和从所述能量存储系统到所述电机的优选能量流的代码；
将所述发动机的能量流控制为所述优选能量流，并控制从所述能量存储系统到所述电机的能量流，以基本满足所述操作员扭矩需求的代码；
监测从所述能量存储系统到所述电机的能量流的代码；以及
调整所述发动机的所述优选能量流，以减小所述监测的能量流与从所述能量存储系统到所述电机的所述优选能量流之间的差的代码。
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