CN101372207B - 在倾斜表面上停止混合动力电动车辆 - Google Patents

在倾斜表面上停止混合动力电动车辆 Download PDF

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Publication number
CN101372207B
CN101372207B CN2008101309905A CN200810130990A CN101372207B CN 101372207 B CN101372207 B CN 101372207B CN 2008101309905 A CN2008101309905 A CN 2008101309905A CN 200810130990 A CN200810130990 A CN 200810130990A CN 101372207 B CN101372207 B CN 101372207B
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expectation
motor
torque
power path
wheel torque
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CN101372207A (zh
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伊哈勃·S·索里曼
安德鲁·J·西尔韦里
迪帕克·阿斯瓦尼
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Ford Global Technologies LLC
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Ford Global Technologies 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
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
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    • 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
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    • 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
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K1/00—Arrangement or mounting of electrical propulsion units
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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

本发明涉及在倾斜表面上停止混合动力电动车辆，更具体地，涉及一种控制包括具有可驱动地连接到第一车轮组的第一电机的第一动力路径和具有可驱动地连接到第二车轮组的第二电机的第二动力路径的车辆动力系的方法，包括确定在倾斜表面上保持车辆静止所要求的期望的车轮扭矩，确定第一电机的温度和第一参考温度，确定第一动力路径的最大扭矩，若第一电机的温度低于第一参考温度，第一动力路径的最大扭矩大于期望的车轮扭矩，则使用第一动力路径产生期望的车轮扭矩。

Description

在倾斜表面上停止混合动力电动车辆
技术领域
本发明总体上涉及具有发动机和一个或多个电机的混合动力电动车辆的动力系，特别涉及当车辆位于坡道上且发动机停机时控制传递到驱动轮的扭矩。
背景技术
动力换挡变速器是不包括扭矩变换器，而是利用两个可驱动地连接到发动机曲轴的输入离合器的传动机构。动力换挡变速器使用同步的双离合器(clutch-to-clutch)换挡在正向驱动和反向驱动中产生多个传动比并连续地传递动力。
变速器包括在变速器输入和变速器输出之间的双中间轴配置中设置的传动装置。一个输入离合器在变速器输入和关联于偶数挡位的第一中间轴之间传递扭矩；另一个输入离合器在变速器输入和关联于奇数挡位的第二中间轴之间传递扭矩。通过交替地接合第一输入离合器并在当前挡位中运行，分离第二输入离合器，准备用于在目标挡位操作的变速器中的动力路径，分离第一离合器，接合第二离合器，准备用于在下一个挡位操作的变速器中的另一个动力路径，变速器产生传动比变化。
在坡度增加的上坡道路上的车辆缓行(creep)状态期间，由于道路负荷的增加，车辆最终将进入停止状态。在特定道路坡度的停止点，除非驾驶员踩加速器踏板，否则车辆需要静止。当车辆“驻车”时，除非道路坡度进一步增加超过该停止点，车辆不能在任何点向后溜车。车辆发生停止(“坡道驻车”)的道路坡度规定为车辆性能要求，并可以随制造商或车辆型号的不同而改变。
在装备有动力换挡变速器的常规车辆中，因为没有扭矩变换器，用于车辆坡道驻车所必需的发动机扭矩通过滑动合适的输入离合器传递到车轮。
由于在离合器滑动时达到离合器的热极限，离合器扭矩传递能力劣化，使用动力换挡变速器车辆仅能在坡道上停止有限的时期。离合器的热容量也将坡道驻车限制在较低的道路坡度。
若由于随着离合器温度增加离合器扭矩传递能力劣化，在坡道驻车状态下车辆向后溜车时，车辆驾驶员将最终踩加速器踏板或开始使用车轮制动器以在坡道上保持车辆静止。
此外，当驾驶员踩加速器踏板在坡道上从坡道驻车状态切换到前进状态时，车辆会向后溜车。
当车辆驾驶员踩加速器踏板以保持车辆坡道驻车时，虽然车辆停止，但要求的离合器最大扭矩增加，因为离合器还在滑动，这将进一步降低离合器耐用性。
在装备有动力换挡变速器的混合动力电动车辆中，当考虑附加的动力系操作模式，特别是在发动机停机的状态下时，车辆坡道驻车是具有挑战性的。
在工业中需要一种在发动机停机状态期间，使用附加的动力源或扭矩源及变速器的功能提供车辆坡道驻车的控制策略。
发明内容
一种控制包括具有可驱动地连接到第一车轮组的第一电机的第一动力路径和具有可驱动地连接到第二车轮组的第二电机的第二动力路径的车辆动力系的方法，包括确定在倾斜表面上保持车辆静止所要求的期望的车轮扭矩，确定第一电机的温度和第一参考温度，确定第一动力路径的最大扭矩，若第一电机的温度低于第一参考温度，且第一动力路径的最大扭矩大于期望的车轮扭矩时，使用第一动力路径以产生期望的车轮扭矩。
该控制方法通过限制电机过热并在需要时使用可用的电机，可以在发动机停机状态下提供车辆坡道驻车并使坡道驻车的时期的长度最大化。
当发动机停机时，该控制方法在正向和反向驱动方向上都提供车辆坡道驻车。使用该控制方法车辆坡道驻车不需要踩加速器踏板。
该控制方法在发动机停机时利用变速器扭矩倍增(torque multiplication)和完全接合变速器输入离合器的能力。
该控制方法减少了在提供坡道驻车功能时要求通过电机产生的扭矩，且可以适用于包括固定比率变速器的任何混合动力电动车辆(HEV)动力系配置。
参考本文的详细说明、权利要求、及附图，优选实施例的应用范围将变得显而易见。应理解，说明和具体示例，尽管指示了本发明的优选实施例，但仅用于演示提供。对所述实施例和示例的各种改变和修正对本领域技术人员是显而易见的。
结合附图参考下文说明，将更容易理解本发明。
附图说明
图1是示出混合动力电动车辆的机动车辆动力系的示意图；
图2是示出图1的动力系的推进动力流的示意图；
图3是示出在第一模式操作的图1的动力系的动力流的示意图；
图4是示出在第二模式操作的图1的动力系的动力流的示意图；
图5是示出在第三模式操作的图1的动力系的动力流的示意图；
图6是总结在发动机停机时车辆坡道驻车期间图1的动力系的操作模式和条件的图表。
图7是示出坡道驻车控制器的示意图；
图8是示出车辆坡道驻车控制方法步骤的示意图；
图9是示出动力换挡变速器的细节的示意图。
具体实施方式
现首先参考图1和图2，动力系10配置包括如内燃发动机、柴油发动机或汽油发动机的第一动力源；可驱动地产生多个正向和反向传动比的动力变速器14，如湿式离合器动力换挡变速器；可驱动地连接到发动机曲轴及变速器输入18的电机16，如用于提供起动机/发电机功能的曲轴集成式起动机/发电机(CISG)；及可驱动地连接到后轴差速器36的附加的电机20，如在电动驱动或混合动力驱动模式中提供附加的推进能力的电动后轴驱动(ERAD)。变速器输出24通过主减速器(final drive)单元和差速器26连接到分别驱动前轮32、33的前轴28、30。ERAD20通过ERAD传动装置48，差速器36，后轴22、23驱动后轮34、35。
动力系10包括可驱动地连接到包括CISG16，变速器14，主减速器单元26，前轴28、30及车轮32、33的负载的第一动力路径。变速器的挡位在输入18和输出24之间必须接合，关联于接合的挡位的输入离合器38或输入离合器39必须接合以完成在CI SG16和车轮32、33之间的驱动路径。动力系10还包括可驱动地连接到包括ERAD20，ERAD传动装置48，差速器36，后轴22、23及车轮34、35的负载的第二动力路径。
电子发动机控制模块(ECM)27控制发动机12的操作。电子变速器控制模块(TCM)25控制变速器14和输入离合器38、39的操作。集成的起动机控制器(ISC)40控制CISG16、ERAD20、及给电池42充电的系统的操作，电池42电连接到电机16、20。
图2示出从动力源12、16、20到在车轮32-35上的负载的动力和能量流路。发动机12产生的动力和CISG16产生的动力在44结合并传递到变速器输入18。电机16和电机20两者产生的电力在46结合用于给电池42充电，或从电池传递到电机。ERAD20产生的机械动力通过ERAD传动装置48通过后主减速器36传递到后轮34、35上的负载。
在发动机停机时，HEV车辆坡道驻车控制策略使用变速器提供的扭矩倍增并利用电机16和电机20两者使坡道驻车能力的持续期最大化，而不损坏各种构件或减少各种构件的寿命。现参考图3至图6，当发动机12停机时坡道驻车控制策略使用动力系10的三个操作状态。在第一模式中，如图3所示，ERAD20仅向后轮34、35提供动力，变速器分离，以便车辆主要通过电力在坡道上停止。在第二模式中，如图4所示，CISG16通过变速器14向前轮32、33提供动力，变速器14操作在相应的输入离合器38或输入离合器39完全地接合的挡位，即既不滑动也不开启。在第三模式中，如图5所示，ERAD20向后轮34、35提供动力，CISG16通过变速器14向前轮32、33提供动力，变速器14操作在相应的输入离合器38或输入离合器39完全地接合的挡位，即既不滑动也不开启。
对应于发动机12停机的坡道驻车时的接合的变速器挡位到变速器输入离合器38、39和齿轮接合机构的液压压力和液压流通过电动辅助泵50供应。只在发动机运转时通过发动机提供液压压力，因此电动辅助泵在发动机停机状态期间控制液压压力。如图4和图5所示，在第二工作模式和第三工作模式中CISG16和变速器14提供的扭矩倍增用于车辆坡道驻车。相比较于直接使用ERAD20用于坡道驻车，在第二模式和第三模式中在特定道路坡度上驻车所要求的马达扭矩较低，因为CISG16连接到变速器输入，CISG扭矩将通过变速器传动比放大。因为所要求的电机扭矩较低，马达温度增加的速度较低，从而增加了通过电机16、20提供坡道驻车扭矩的时期的长度。如图5所示当在第三模式中操作时，控制策略在CISG16和ERAD20之间切换用于坡道驻车的动力源同时变速器接合以限制马达的过热。此外，在严重的道路坡度上，相比较于如在第一模式中只使用ERAD20，第三模式可以用来在发动机停机时提供最佳的坡道驻车能力。
为了在发动机停机状态期间选择合适的坡道驻车操作模式或状态，控制策略使用如图6提出的优选技术，其中假定发动机12停机，电池42的充电状态还未达到自动重新起动发动机的参考量。
若没有条件满足在发动机停机期间在三个坡道驻车模式中的一个中操作时，发动机12重新起动以提供车辆坡道驻车的车轮扭矩。
图7示出包括电子微处理器的坡道驻车控制器51，电子微处理器可访问到包含存储的函数，变量，如图8所述的那些控制算法，及通过表示车辆，发动机12，CISG16，ERAD20，变速器14，输入离合器38、39，ERAD传动装置48，前/后主减速器单元及差速器26和36的操作参数和变量的各种传感器、CISG和ERAD温度传感器、车辆速度传感器、加速器踏板位置传感器、制动器踏板压力传感器或替代地制动器踏板位置传感器产生的电子信号的电子存储器。微处理器执行算法并产生控制指令，响应于控制指令CISG16和ERAD20产生扭矩，变速器14接合，分离输入离合器38、39，及交替地接合前进挡或倒挡。
车辆驾驶员对车轮扭矩的要求通过加速器踏板和制动器踏板66下压的程度表示。响应于加速器踏板的下压通过传感器产生表示加速器踏板位置62的电子信号ppsREL；响应于制动器踏板66的下压通过传感器产生表示制动器压力64的电子信号brkPRS；及通过轴速度传感器产生的表示当前车辆速度68的电子信号，作为输入由期望的车辆坡道驻车扭矩函数70接收。函数70存取在电子存储器中，当通过车辆速度68和加速器踏板位置62索引(index)时，第一函数72产生期望的车轮扭矩，第二函数74产生通过车辆速度和制动器压力64索引的期望的车轮扭矩。在相加点76上，用于坡道驻车当前所要求的当前净期望的车轮扭矩TW_DES的量从函数72和函数74产生的车轮扭矩输出中产生。注意车辆坡道驻车不要求车辆驾驶员下压加速器踏板以要求附加的车轮扭矩，即没有踩加速器踏板。还注意当加速器踏板和制动器踏板都未被下压时，期望的车轮扭矩将是正向的且随着车辆速度增加而减少以提供坡道驻车。在水平地面上没有踏板输入时，该正向的期望的车轮扭矩提供车辆缓行。
在60确定的CISG和ERAD的温度及可用的最大扭矩量和在76确定的期望的坡道驻车车轮扭矩作为输入通过数据总线78供应到HEV坡道驻车控制策略80，HEV坡道驻车控制策略80在发动机12停机时使用图6的准则确定正确的坡道驻车操作模式HHOP_MODE。
参考正确的坡道驻车操作模式HHOP_MODE和当前净期望的车轮扭矩TW_DES，在82分别确定前轴28、30和后轴22、23的期望的扭矩TW_FA、TW_RA。
参考期望的后轴扭矩TW_RA，在84确定期望的ERAD扭矩，期望的ERAD扭矩的指令通过总线78传输到集成的起动机控制器(ISC)40，ISC40响应于指令将供应到ERAD20的电流的量调节到产生期望的ERAD扭矩的电流。
类似地，参考期望的前轴扭矩TW_FA，在86确定期望的变速器输出扭矩TO_FA。
通过函数88使用期望的变速器输出扭矩TO_FA和当前挡位产生的变速器传动比iG以确定要求的坡道驻车曲轴扭矩TCRK_DES。
从要求的坡道驻车曲轴扭矩TCRK_DES在90确定关联于当前变速器传动比iG的输入离合器38、39的最大扭矩。发出对于相关的输入离合器38、39的最大扭矩的指令TCL_CAP_DES92，且TCM25控制输入离合器扭矩以实现指令的最大扭矩TCL_CAP_DES。为了接合变速器，控制输入离合器扭矩以便输入离合器扭矩等于或大于要求的坡道驻车曲轴扭矩TCRK_DES。
从要求的坡道驻车曲轴扭矩TCRX_DES在94确定期望的CISG扭矩TCISG_DES。产生期望的CISG扭矩的指令96通过总线78传输到ISC40，ISC40响应于指令96控制供应到CISG16的电流的量以便产生期望的CISG扭矩。
在图8中示出坡道驻车控制方法的步骤。在步骤98确定在发动机停机的坡道驻车状态期间期望的车轮扭矩。在步骤100确定当前的CISG和ERAD的温度。
在步骤102，进行测试以确定CISG的温度是否低于参考的CISG温度(CISG温度<最大CISG温度)。若测试102的结果在逻辑上为真，则控制进行到步骤104。若测试102的结果为假，则控制进行到步骤108。
在步骤104，进行测试以确定可用的CISG的最大扭矩是否大于车辆坡道驻车所要求的车轮扭矩。若测试104的结果为真，则在步骤106动力系在第二模式中操作，即通过CISG16提供扭矩，相关的输入离合器38、39完全地接合，变速器在挡位中接合。若测试104的结果为假，控制进行到步骤113，因为只有CISG不能够提供坡道驻车所要求的车轮扭矩。
在步骤108，因为CISG已经达到最大热极限，进行测试以确定ERAD的温度是否低于参考的ERAD温度(ERAD温度<最大ERAD温度)。若测试108的结果在逻辑上为真，则控制进行到步骤110。若测试108的结果为假，则控制进行到步骤118。
在步骤110，进行测试以确定可用的ERAD的最大扭矩是否大于车辆坡道驻车所要求的车轮扭矩。若测试110的结果为真，则在步骤112动力系在第一模式中操作，即通过ERAD20提供扭矩。输入离合器38、39可以完全地分离。若测试110的结果为假，则控制进行到步骤118。
在步骤113，进行测试以确定ERAD温度是否低于参考的ERAD温度(ERAD温度<最大ERAD温度)。若测试113的结果在逻辑上为真，控制进行到步骤114。若测试113的结果为假，控制进行到步骤118。
在步骤114，进行测试以确定CISG16和ERAD20可用的结合的最大扭矩是否大于车辆坡道驻车所要求的车轮扭矩。若测试114的结果为真，则在步骤116动力系在第三模式中操作，即通过ERAD20和CISG16两者提供扭矩，相关的输入离合器38、39完全地接合，变速器在挡位中接合。若测试114的结果为假，控制进行到步骤118。
在步骤118，重新起动发动机12，因为独立于电池S0C在发动机停机时不可以再提供车辆坡道驻车。CISG16和ERAD20两者过热，或不能提供用于车辆坡道驻车所要求的车轮扭矩，或二者都为真。
在步骤120坡道驻车控制例程退出。
图9示出包括选择性地将变速器的输入18交替地连接到关联于第一中间轴244的偶数挡位242的第一输入离合器38和选择性地将变速器的输入18交替地连接到关联于第二中间轴249的奇数挡位243的第二输入离合器39的动力换挡变速器14的细节。
中间轴244支撑每个通过轴颈安装到中间轴244上的小齿轮260、262、264和固定到中间轴244的连接器266、268。小齿轮260、262、264分别关联于第二、第四、第六挡位。连接器266包括轴套270，轴套270可以向左移动接合小齿轮260并将小齿轮260可驱动地连接到中间轴244。连接器268包括轴套272，轴套272可以向左移动接合小齿轮262并将小齿轮262可驱动地连接到中间轴244，且可以向右移动接合小齿轮264并将小齿轮264可驱动地连接到中间轴244。
中间轴249支撑每个通过轴颈安装到中间轴249上的小齿轮274、276、278和固定到中间轴249的连接器280、282。小齿轮274、276、278分别关联于第一、第三、第五挡位。连接器280包括轴套284，轴套284可以向左移动接合小齿轮274并将小齿轮274可驱动地连接到中间轴249。连接器282包括轴套286，轴套286可以向左移动接合小齿轮276并将小齿轮276可驱动地连接到中间轴249，且可以向右移动接合小齿轮278并将小齿轮278可驱动地连接到中间轴249。
变速器输出24支撑每个都固定在轴24的齿轮288、290、292。齿轮288与小齿轮260和小齿轮274啮合。齿轮290与小齿轮262和小齿轮276啮合。齿轮292与小齿轮264和小齿轮278啮合。
连接器266、268、280、及282可以是同步器，或牙嵌式离合器或这些的组合。若车辆在向上倾斜的道路上后退，即车辆开始在上升的道路坡度上向后缓行，然后必须进行坡道驻车时，也可以应用坡道驻车策略。可以使用相同的策略。若变速器14接合，变速器14将在倒挡中接合。若使用CISG16(如图4和图5中所示的模式2和模式3)，CISG将产生正向扭矩(如在正向驱动模式下)，因为变速器在倒挡中。若使用ERAD，将产生用于坡道驻车的反向车轮扭矩。
根据一个方面，提供一种用于包括具有可驱动地连接到车轮组的第一电机的第一动力路径和具有可驱动地连接到所述车轮组的第二电机的第二动力路径的车辆动力系的方法。将车辆停止在倾斜表面上的方法包括以下步骤：(a)确定在倾斜表面上保持车辆静止所要求的期望的车轮扭矩的量；(b)使用期望的车轮扭矩的量，第一动力路径的可用的最大扭矩及第二动力路径的可用的最大扭矩以确定期望的动力路径或期望的动力路径的组合来产生期望的车轮扭矩的量；及(c)操作期望的动力路径的电机或期望的动力路径的组合的电机以产生期望的车轮扭矩的量。
根据另一方面，提供一种用于包括具有可驱动地连接到车轮组的第一电机的第一动力路径和具有可驱动地连接到所述车轮组的第二电机的第二动力路径的车辆动力系的方法。将车辆停止在倾斜表面上的方法包括以下步骤：(a)确定在倾斜表面上保持车辆静止所要求的期望的车轮扭矩的量；(b)使用期望的车轮扭矩的量，第一电机的温度和可用的最大扭矩及第二电机的温度和可用的最大扭矩以确定期望的动力路径或期望的动力路径的组合来产生期望的车轮扭矩的量；及(c)操作期望的动力路径的电机或期望的动力路径的组合的电机以产生期望的车轮扭矩的量。
根据又一方面，提供一种使用包括具有通过包括挡位和关联于挡位的输入离合器的变速器可驱动地连接到第一车轮组的第一电机的第一动力路径和具有可驱动地连接到第二车轮组的第二电机的第二动力路径的车辆动力系在倾斜表面上停止车辆的方法。该方法包括以下步骤：确定在倾斜表面上保持车辆静止所要求的期望的车轮扭矩；确定第一电机的温度和第一参考温度；确定第一电机的最大扭矩；若第一电机的温度低于第一参考温度，第一电机的最大扭矩大于期望的车轮扭矩，则使用接合输入离合器和挡位接合的第一动力路径以产生期望的车轮扭矩。在一个实施例中，该方法还包括以下步骤：确定第二电机的温度和第二参考温度；确定第二电机的可用的最大扭矩；若第一电机的温度等于或高于第一参考温度，第二电机的温度低于第二参考温度，第二电机的最大扭矩大于期望的车轮扭矩，则使用第二动力路径以产生期望的车轮扭矩。在另一个实施例中，该方法还包括以下步骤：若第一电机的温度高于第一参考温度，第二电机的温度高于第二参考温度，或第一电机和第二电机结合的最大扭矩小于或等于期望的车轮扭矩，则停止使用第一电机和第二电机；及滑动输入离合器，接合挡位，使用发动机产生期望的车轮扭矩。在又一个实施例中，该方法还包括以下步骤：若第一电机的温度低于第一参考温度，第一动力路径的最大扭矩小于或等于期望的车轮扭矩，第二电机的温度低于第二参考温度，第一电机和第二电机的结合的最大扭矩大于期望的车轮扭矩，使用输入离合器接合和挡位接合的第一动力路径，和第二动力路径以产生期望的车轮扭矩。
还根据本发明的另一方面，提供一种使用包括具有可驱动地连接到车轮组的第一电机的第一动力路径和具有可驱动地连接到所述车轮组的第二电机的第二动力路径的车辆动力系在倾斜表面上停止车辆的方法。该方法包括以下步骤：确定在倾斜表面上保持车辆静止所要求的期望的车轮扭矩；确定第一电机的温度和第一参考温度；确定第一电机的最大扭矩；及若第一电机的温度低于第一参考温度，第一动力路径的最大扭矩大于期望的车轮扭矩，则使用第一动力路径产生期望的车轮扭矩；确定第二电机的温度和第二参考温度；确定第二电机的最大扭矩；及若第一电机的温度等于或高于第一参考温度，第二电机的温度低于第二参考温度，第二电机的最大扭矩大于期望的车轮扭矩，则使用第二动力路径产生期望的车轮扭矩。在一个实施例中，该方法包括以下步骤：若第一电机的温度低于第一参考温度，第一电机的最大扭矩小于期望的车轮扭矩，第二电机的温度低于第二参考温度，第二电机的最大扭矩小于期望的车轮扭矩，及第一动力路径和第二动力路径的结合的最大扭矩大于期望的车轮扭矩，则使用第一动力路径和第二动力路径产生期望的车轮扭矩。在另一个实施例中，第一动力路径包括发动机，该方法还包括以下步骤：若第一电机的温度高于第一参考温度，第二电机的温度高于第二参考温度，或第一电机和第二电机的结合的最大扭矩小于或等于期望的车轮扭矩，则停止使用第一电机和第二电机；及使用发动机和第一动力路径，而不使用第一电机产生期望的车轮扭矩。
根据专利法的规定，描述了优选的实施例。然而，应理解除了具体地示出和描述的实施例外，替代实施例也可以实施。

Claims (4)

1.一种在包括具有可驱动地连接到第一车轮组的第一电机的第一动力路径和具有可驱动地连接到第二车轮组的第二电机的第二动力路径的车辆动力系中在倾斜表面上停止车辆的方法，所述方法包括以下步骤：
(a)确定在倾斜表面上保持所述车辆静止所要求的净期望的车轮扭矩的量；
(b)使用所述净期望的车轮扭矩的量、所述第一动力路径的可用的最大扭矩及所述第二动力路径的可用的最大扭矩以确定期望的动力路径或期望的动力路径的组合来产生期望的车轮扭矩的量；及
(c)操作所述期望的动力路径的电机或所述期望的动力路径的组合的电机以产生所述期望的车轮扭矩的量。
2.如权利要求1所述的方法，其特征在于，所述步骤(a)还包括使用车辆速度和制动器压力以确定所述净期望的车轮扭矩的量的步骤。
3.如权利要求1所述的方法，其特征在于，所述步骤(a)还包括使用车辆速度、加速器踏板的下压、制动器踏板的下压以确定所述净期望的车轮扭矩的量的步骤。
4.如权利要求1所述的方法，其特征在于，还包括以下步骤：
使用所述期望的动力路径的可用的最大扭矩或所述期望的动力路径的组合的可用的最大扭矩，及所述净期望的车轮扭矩的量以确定在倾斜表面上保持所述车辆静止所要求的期望的前轮扭矩的量和期望的后轮扭矩的量；
响应于所述期望的前轮扭矩的量确定期望的曲轴扭矩；及
操作所述期望的动力路径的电机或所述期望的动力路径的组合的电机以产生所述期望的曲轴扭矩的量和所述期望的后轮扭矩的量。
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