CN101423061B - 基于扭矩机温度控制动力系统的方法 - Google Patents

基于扭矩机温度控制动力系统的方法 Download PDF

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CN101423061B
CN101423061B CN2008101738968A CN200810173896A CN101423061B CN 101423061 B CN101423061 B CN 101423061B CN 2008101738968 A CN2008101738968 A CN 2008101738968A CN 200810173896 A CN200810173896 A CN 200810173896A CN 101423061 B CN101423061 B CN 101423061B
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candidate
torque
input
motor
power system
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CN101423061A (zh
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A·H·希普
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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    • F16H2037/106—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts characterised by number of modes or ranges, e.g. for compound gearing with switching means to provide two variator modes or ranges
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Abstract

本申请涉及基于扭矩机温度控制动力系统的方法，其中动力系统包括连接到变速器设备的输入构件的发动机，所述变速器设备可操作在所述输入构件和扭矩机以及输出构件之间传递扭矩。所述扭矩机连接到能量存储设备。一种控制动力系统的方法包括监测扭矩机的温度；选择候选动力系统操作点；对于所述候选动力系统操作点确定扭矩机的电功率输入和电动机功率输出；确定与扭矩机的电动机功率输出和电功率输入有关的扭矩机功率损失；和基于扭矩机的温度确定在所述候选动力系统操作点时操作动力系统的与来自扭矩机功率损失有关的操作成本。

Description

基于扭矩机温度控制动力系统的方法
相关申请的交叉引用
本申请要求于2007年11月04日提交的美国临时申请No.60/985,260的权益，该临时申请作为参考引入本文。
技术领域
本披露总体上涉及用于动力系统的功率控制.
背景技术
该部分的内容仅提供与本披露有关的背景信息，且可能不构成现有技术。
已知的动力系统结构包括扭矩发生设备，包括内燃机和通过变速器设备传递扭矩给输出构件的电机。一种这样的变速器为双模式、复合分离、机电变速器，其采用：输入构件，所述输入构件用于从原动机动力源(优选为内燃机)接收驱动扭矩；和输出构件。所述输出构件可操作地连接到机动车辆的传动系统，以传递牵引扭矩给它。可操作为电动机或发电机的电机产生扭矩输入给变速器，与来自于内燃机的扭矩输入无关。电机可以将通过车辆传动系统传递的车辆动能转换为可存储在电能存储设备中的电能。控制系统监测来自车辆和操作者的各个输入，并提供动力系统的操作控制，包括控制变速器操作状态和换档；控制扭矩发生设备；和调节电能存储设备和电机之间的电力互换，以管理变速器的输出，包括扭矩和旋转速度。
发明内容
一种动力系统包括连接到变速器设备的输入构件的发动机，所述变速器设备可操作在所述输入构件和扭矩机以及输出构件之间传递扭矩。所述扭矩机连接到能量存储设备。一种控制动力系统的方法包括监测扭矩机的温度；选择候选动力系统操作点；对于所述候选动力系统操作点确定扭矩机的电功率输入和电动机功率输出；确定与扭矩机的电动机功率输出和电功率输入有关的扭矩机功率损失；和基于扭矩机的温度确定在所述候选动力系统操作点时操作动力系统的与来自扭矩机功率损失有关的操作成本。
附图说明
现在，参考附图示意性地描述一个或更多实施例，在附图中：
图1是根据本披露的示范性混合动力系统的示意图；
图2是根据本披露的控制系统和混合动力系统的示范性结构的示意图；
图3-9是根据本披露的控制方案的示意性流程图；
图10是根据本披露的示意性动力流程图；和
图11-12描绘了根据本披露的补偿成本确定方案。
具体实施方式
现在参见附图，其中所述视图仅用于图示说明本发明实施例的目的而不是为了限定本发明，图1和2描述了示范性混合动力系统。根据本披露的示范性混合动力系统在图1中示出，包括双模式、复合分离、机电混合变速器10，变速器10可操作地连接到发动机14和扭矩机，扭矩机包括第一和第二电机(MG-A)56和(MG-B)72。发动机14以及第一和第二电机56和72各产生可传递给变速器10的机械动力。由发动机14以及第一和第二电机56和72产生并传递给变速器10的动力在输入和电动机扭矩(在此分别称为TI，TA和TB)、和速度(在此分别称为NI，NA和NB)方面进行描述。
示范性发动机14包括多缸内燃机，所述内燃机选择性地在多个状态操作以经由输入轴12传递扭矩给变速器10，发动机14可以为火花点火式或压缩点火式发动机.发动机14包括可操作地连接到变速器10输入轴12的曲轴(未示出)。旋转速度传感器11监测输入轴12的旋转速度。由于输入轴12上设置在发动机14和变速器10之间的扭矩消耗部件(例如，液压泵(未示出)和/或扭矩管理设备(未示出))，发动机的功率输出(包括旋转速度和发动机扭矩)可以不同于变速器10的输入速度NI和输入扭矩TI。
示范性变速器10包括三个行星齿轮组24，26和28、和四个可选择性接合的扭矩传递设备，即离合器C1 70，C2 62，C3 73，和C4 75。如在此所使用的那样，离合器指任何类型的摩擦扭矩传递设备，例如包括单板或复合板离合器或组件、带式离合器和制动器.液压控制回路42可操作控制离合器状态，液压控制系统42优选地由变速器控制模块(下文称为TCM)17控制.离合器C2 62和C4 75优选地包括液压施用的旋转摩擦离合器。离合器C1 70和C3 73优选地包括液压控制的静止设备，所述液压控制的静止设备可选择地接地到变速器外壳68。离合器C1 70，C2 62，C3 73，和C4 75中的每个优选为液压施用的，从而经由液压控制回路42选择性地接收增压液压流体。
第一和第二电机56和72优选为三相AC电机，各包括定子(未示出)和转子(未示出)、以及相应的解析器80和82。每个电机的电动机定子接地到变速器外壳68的外部，且包括定子核芯，所述定子核芯带有从其延伸的卷绕电绕组。第一电机56的转子支撑在毂衬齿轮上，所述毂衬齿轮经由第二行星齿轮组26可操作地附接到轴60。第二电机72的转子固定地附接到套轴毂66。
每个解析器80和82优选地包括可变磁阻设备，其包括解析器定子(未示出)和解析器转子(未示出)。解析器80和82适当地定位和组装在第一和第二电机56和72中的相应电机上。相应解析器80和82的定子可操作地连接到第一和第二电机56和72的定子之一。解析器转子可操作地连接到相应的第一和第二电机56和72的转子。每个解析器80和82信号地和可操作地连接到变速器功率逆变器控制模块(下文称为TPIM)19，且每个传感和监测解析器转子相对于解析器定子的旋转位置，从而监测第一和第二电机56和72中的相应电机的旋转位置。此外，从解析器80和82输出的信号被编译以提供第一和第二电机56和72的旋转速度(即，分别为NA和NB)。
变速器10包括输出构件64，例如轴，输出构件64可操作地连接到车辆(未示出)的传动系统90，以提供输出功率给传动系统90，所述输出功率传递给车轮93(图1中示出了一个车轮).输出构件64的输出功率特征为输出旋转速度NO和输出扭矩TO。变速器输出速度传感器84监测输出构件64的旋转速度和旋转方向.每个车轮93优选配备有摩擦制动器94和适于监测车轮速度的传感器(未示出)，所述传感器的输出由关于图2描述的分布式控制模块系统的控制模块监测，以确定车辆速度、以及绝对和相对车轮速度，以用于制动控制、牵引控制和车辆加速管理。
来自发动机14的输入扭矩以及来自第一和第二电机56和72的电动机扭矩(分别为TI、TA和TB)是由于燃料或存储在电能存储设备(下文称为ESD)74中的电势进行能量转换的结果而产生的。ESD74经由DC传递导体27连接到TPIM19的高压DC.传递导体27包括接触器开关38。在正常操作下，当接触器开关38闭合时，电流可以在ESD74和TPIM19之间流动。当接触器开关38断开时，在BSD74和TPIM19之间电流流动被中断。TPIM19通过传递导体29将电能传输给和传输出第一电机56，且TPIM19类似地通过传递导体31将电能传输给和传输出第二电机72，以响应于电动机扭矩指令TA和TB而满足第一和第二电机56和72的扭矩指令。根据ESD74是充电还是放电而将电流传输给和传输出ESD74。
TPIM19包括功率逆变器对(未示出)和相应的电动机控制模块(未示出)，所述电动机控制模块构造为接收电动机扭矩指令且据此控制逆变器状态，以提供电动机驱动或再生功能，以便满足指令电动机扭矩TA和TB。功率逆变器包括已知的互补三相功率电子设备，且每个包括多个绝缘栅双极晶体管(未示出)，以通过高频切换而将来自BSD74的DC功率转换为AC功率从而给第一和第二电机56和72中的相应电机供以动力。绝缘栅双极晶体管形成配置为接收控制指令的开关模式电源。每个三相电机的每个相位通常有一对绝缘栅双极晶体管。绝缘栅双极晶体管的状态被控制，以提供电动机驱动机械发电或电力再生功能。三相逆变器经由DC传递导体27接收或提供DC电力，并将它转换为三相AC电力或从三相AC电力转换，它分别经由传递导体29和31传递给第一和第二电机56和72或从第一和第二电机56和72传递，以作为电动机或发电机操作。
图2是分布式控制模块系统的示意性方块图.下文所述的元件包括总体车辆控制结构的子集，且提供图1所述的示范性混合动力系统的协调系统控制。分布式控制模块系统综合有关的信息和输入，且执行算法以控制各种致动器满足控制目标，包括关于诸如燃料经济性、排放、性能、可驱动性、和硬件(包括ESD74电池以及第一和第二电机56和72)保护有关的目标。分布式控制模块系统包括发动机控制模块(下文称为ECM)23、TCM17、电池组控制模块(下文称为BPCM)21和TPIM19。混合控制模块(下文称为HCP)5提供对ECM23、TCM17、BPCM21和TPIM19的监督控制和协调。用户界面(UI)13可操作地连接到多个设备，车辆操作者通过所述UI13控制或指导机电混合动力系统的操作。该设备包括加速器踏板113(AP)、操作者制动器踏板112(BP)、变速器档位选择器114(PRNDL)和车辆速度巡航控制器(未示出)。变速器档位选择器114可具有离散数量的操作者可选择的位置，包括输出构件64的旋转方向以实现向前和向后方向之一。
前述控制模块经由局域网络(下文称为LAN)总线6与其它控制模块、传感器和致动器通信。LAN总线6允许操作参数状态和致动器指令信号在各种控制模块之间进行结构化通信。所采用的具体通信协议是依应用而定的。LAN总线6和合适的协议在前述控制模块和提供诸如防抱死制动、牵引控制和车辆稳定性的功能的其它控制模块之间提供稳定的信息传递和多控制模块交接。多个通信总线可用于改进通信速度且提供某些级别的信号冗余和整体性。单独的控制模块之间的通信也可以使用直接链路(例如，串行外围接口(SPI)总线(未示出))实现.
HCP 5提供对混合动力系统的监督控制，用于协调ECM23、TCM 17、TPIM 19和BPCM 21的操作。基于来自用户界面13和混合动力系统(包括ESD74)的多个输入信号，HCP 5确定操作者扭矩请求、输出扭矩指令、发动机输入扭矩指令、变速器10施用的扭矩传递离合器C1 70，C2 62，C3 73，C4 75的离合器扭矩，以及第一和第二电机56和72的电动机扭矩指令TA和TB。
ECM 23可操作地连接到发动机14，且用作从多个传感器获取数据并越过多个离散线路(为了简单起见示出为集总双向接口电缆35)控制发动机14的致动器。ECM 23从HCP 5接收发动机输入扭矩指令.ECM23基于所监测到的传送给HCP 5的发动机速度和负荷及时地确定此时提供给变速器10的实际发动机输入扭矩TI。ECM 23监测来自旋转速度传感器11的输入以确定输入轴12的发动机输入速度，其转换为变速器输入速度NI。ECM 23监测来自传感器(未示出)的输入以确定其它发动机操作参数的状态，所述参数包括例如歧管压力、发动机冷却剂温度、环境空气温度和环境压力。发动机负荷可以，例如从歧管压力或可替换地从监测加速器踏板113的操作者输入确定。BCM23产生并传送指令信号以控制发动机致动器，例如包括燃料喷射器、点火模块和节气门控制模块(均未示出)。
TCM17可操作地连接到变速器10，且监测来自传感器(未示出)的输入以确定变速器操作参数状态。TCM17产生并传送指令信号以控制变速器10，包括控制液压控制回路42。从TCM17到HCP5的输入包括每个离合器(即，C170，C2 62，C3 73，和C4 75)所估计的离合器扭矩、和输出构件64的旋转输出速度NO。可使用其它致动器和传感器，以从TCM17提供附加信息给HCP5以用于控制目的。TCM17监测来自压力开关(未示出)的输入，并选择性地驱动液压控制回路42的压力控制电磁阀(未示出)和换挡电磁阀(未示出)以选择性地驱动多个离合器C1 70，C2 62，C3 73，和C4 75，从而实现多个变速器操作范围状态，如下文所述。
BPCM 21信号连接到一个或更多传感器(未示出)以监测ESD 74，包括电流和电压参数状态，以提供表示电池ESD74参数状态的信息指示给HCP5。电池的参数状态优选包括电池电荷状态、电池电压、电池温度和可利用的电池功率(称为范围PBAT_MIN到PBAT_MAX)。
制动控制模块(下文称为BrCM)22可操作地连接到每个车轮93上的摩擦制动器94。BrCM22监测制动器踏板112的操作者输入，并产生控制信号来控制摩擦制动器94且发送控制信号给HCP5，来据此操作第一和第二电机56和72，从而通过称为混合制动的过程实现车辆制动。
控制模块ECM 23、TCM 17、TPIM 19、BPCM 21和BrCM 22中的每个优选为通用目的数字计算机(其包括微处理器或中央处理单元)；存储介质(包括只读存储器(ROM)、随机存取存储器(RAM)、电编程只读存储器(EPROM))；高速时钟；模拟-数字转换(A/D)和数字-模拟转换(D/A)电路；输入/输出电路和设备(I/O)和合适的信号调节和缓冲电路。每个控制模块具有一组控制算法，所述控制算法包括常驻程序指令和标定，其存储在一个存储介质中且被执行提供每个计算机的相应功能。控制模块之间的信息传递优选地使用LAN总线6和SPI总线完成.控制算法在预定循环周期期间执行，以便每个算法在每个循环周期执行至少一次。存储在非挥发性存储设备中的算法通过中央处理单元之一执行，以监测来自感测设备的输入，并使用预定标定来执行控制和诊断例程，从而控制致动器的操作。循环周期以规则间隔进行，例如在进行中的混合动力系统操作期间每3.125，6.25，12.5，25和100毫秒。可替换地，算法可响应于事件发生而被执行。
示范性混合动力系统选择性地以几个状态之一操作，所述状态可以描述为发动机状态(包括发动机运行状态(ON)和发动机停机状态(OFF)之一)和变速器操作范围状态(包括多个固定传动比和连续可变操作模式)，参见表1描述如下。
表1
Figure G2008101738968D00071
每个变速器操作范围状态在表中得以描述，且表示对每个操作范围状态施加了哪些具体的离合器C1 70，C2 62，C3 73，和C4 75。通过仅施用离合器C1 70以将第三行星齿轮组28的外齿轮构件“接地”，选定第一连续可变模式，即BVT Mode 1或M1.发动机状态可以是ON(M1_Eng_On)或OFF(M1_Eng_Off)之一。通过仅施用离合器C2 62以将轴60连接到第三行星齿轮组28的架，选定第二连续可变模式，即EVTMode2或M2.发动机状态可以是ON(M2_Eng_On)或OFF(M2_Eng_Off)之一。为了达到本说明书的目的，当发动机状态为OFF时，发动机输入速度等于0转/分(RPM)，即，发动机曲轴未旋转。固定传动比操作提供变速器10的输入-输出速度的固定比操作，即NI/NO。第一固定传动比操作(G1)通过施用离合器C1 70和C4 75选定。第二固定传动比操作(G2)通过施用离合器C1 70和C2 62选定。第三固定传动比操作(G3)通过施用离合器C2 62和C4 75选定。第四固定传动比操作(G4)通过施用离合器C2 62和C3 73选定。由于行星齿轮24，26和28中降低的传动比，固定比操作输入-输出速度随着增加的传动比操作而增加。第一和第二电机56和72的旋转速度(分别为NA和NB)取决于由离合装置限定的机构的内部旋转，且与输入轴12处测量的输入速度成正比。
响应于由用户界面13捕获的经由加速器踏板113和制动器踏板112的操作者输入，HCP5和一个或更多的其它控制模块确定扭矩指令，以控制扭矩发生设备(包括发动机14以及第一和第二电机56和72)，从而满足输出构件64处传递给传动系统90的操作者扭矩请求。基于来自用户界面13和混合动力系统(包括ESD74)的输入信号，HCP5分别确定操作者扭矩请求、从变速器10到传动系统90的指令输出扭矩、发动机14的输入扭矩、变速器10的扭矩传递离合器C1 70，C2 62，C3 73，和C4 75的离合器扭矩；和第一和第二电机56和72的电动机扭矩，如下文描述的那样。
最终车辆加速受其它因素影响，包括例如道路负荷、道路坡度和车辆质量。发动机状态和变速器操作范围状态基于混合动力系统的多个操作特性确定。这包括通过加速器踏板113和制动器踏板112传送给用户界面13的操作者扭矩需求，如前文所述..变速器操作范围状态和发动机状态可以基于由指令引起的混合动力系统扭矩需求判定，以便以电能发生模式或扭矩发生模式操作第一和第二电机56和72。变速器操作范围状态和发动机状态可以用优化算法或例程确定，所述优化算法或例程根据操作者动力需求、电池电荷状态、和发动机14以及第一和第二电机56和72的能量效率确定最优系统效率.控制系统基于所执行的优化例程的结果管理来自发动机14以及第一和第二电机56和72的扭矩输入，从而优化系统效率，来管理燃料经济性和电池充电。另外，操作可以根据部件或系统中的故障确定。HCP5监测扭矩发生设备，且确定输出构件64处的变速器10的功率输出，要求所属功率输出在满足操作者扭矩请求的同时满足其它动力系统的操作需求(例如，给ESD74充电)。从上述说明应当清楚，ESD74以及第一和第二电机56和72电操作地连接以用于它们之间的动力流流。此外，发动机14、第一和第二电机56和72、和机电变速器10被机械操作地连接，以在它们之间传递动力并产生动力流给输出构件64。
图3示出了用于控制和管理具有多个扭矩发生设备的混合动力系统中的信号流的控制系统结构，参考图1和2的混合动力系统在下文描述并以可执行的算法和标定形式驻留在前述控制模块中。控制系统结构可应用于具有多个扭矩发生设备的可替换混合动力系统中，包括例如具有发动机和单个电机的混合动力系统、具有发动机和多个电机的混合动力系统.可替换地，混合动力系统可以采用非电动扭矩发生设备和能量存储系统，例如液压机械混合变速器(未示出)。
操作中，加速器踏板113和制动器踏板112的操作者输入被监测以确定操作者扭矩请求。加速器踏板113和制动器踏板112的操作者输入包括可单独地确定的操作者扭矩请求输入，包括即时加速器输出扭矩请求(Output Torque Request Accel Immed)、预测加速器输出扭矩请求(Output Torque Request Accel Prdtd)、即时制动器输出扭矩请求(Output Torque Request Brake Immed)、预测制动器输出扭矩请求(Output Torque Request Brake Prdtd)和轴扭矩响应类型(AxleTorque Response Type)。如在此使用的，术语“加速”指的是在变速器档位选择器114的操作者选择位置命令车辆以向前方向操作时向前推进的操作者请求，所述操作者请求所述的操作者请求优选地导致车辆速度相对于当前车辆速度增加.术语“减速”和“制动”指的是优选为导致车辆速度从当前车辆速度减少的操作者请求。即时加速器输出扭矩请求、预测加速器输出扭矩请求、即时制动器输出扭矩请求、预测制动器输出扭矩请求和轴扭矩响应类型是控制系统的单独输入。另外，发动机14和变速器10的操作被监测，以确定输入速度(Ni)和输出速度(No)。
即时加速器输出扭矩请求包括基于加速器踏板113的操作者输入确定的即时扭矩请求。控制系统响应于即时加速器输出扭矩请求控制来自混合动力系统的输出扭矩，以使得车辆正加速。即时制动器输出扭矩请求包括基于制动器踏板112的操作者输入确定的即时制动请求。控制系统响应于即时加速器输出扭矩请求控制来自混合动力系统的输出扭矩，以使得车辆减速或负加速.通过控制混合动力系统的输出扭矩实现的车辆减速与通过车辆制动系统(未示出)实现的车辆减速结合，以使车辆减速实现即时制动请求。
即时加速器输出扭矩请求基于加速器踏板113当前发生的操作者输入确定，且包括在输出构件64处产生即时输出扭矩的请求，优选为使车辆加速。即时加速器输出扭矩请求是未整形的，但是可以通过在动力系统控制外部影响车辆操作的事件整形.这种事件包括动力系统控制中用于防抱死制动、牵引控制和车辆稳定性控制的车辆水平干涉，其可以用于整形或速率限制即时加速器输出扭矩请求。
预测加速器输出扭矩请求基于加速器踏板113的操作者输入确定，且包括在输出构件64处产生的最优或优选输出扭矩。在正常操作条件期间，例如在没有命令防抱死制动、牵引控制或车辆稳定中的任何一种情况时，预测加速器输出扭矩请求优选为等于即时加速器输出扭矩请求。当命令防抱死制动、牵引控制或车辆稳定中的任何一种情况时，预测加速器输出扭矩请求保持优选输出扭矩，其中即时制动器输出扭矩请求响应于与防抱死制动、牵引控制或车辆稳定性控制有关的输出扭矩指令而减少。
即时制动器输出扭矩请求基于制动器踏板112的操作者输入和控制信号确定，以控制摩擦制动器94产生摩擦制动扭矩。
预测制动器输出扭矩请求包括在输出构件64处响应于制动器踏板112的操作者输入的最优或优选致动器输出扭矩，服从输出构件64处许可的最大制动器输出扭矩而与制动器踏板112的操作者输入无关。在一个实施例中，输出构件64处产生的最大制动器输出扭矩限制为-0.2克。当车辆速度趋近于0时，而不管制动器踏板112的操作者输入，预测制动器输出扭矩请求可以逐步停止为0。如使用者希望的那样，存在预测制动器输出扭矩请求设定为0的操作条件，例如，当变速器档位选择器114的操作者设定被设定为倒档时，和当分动箱(未示出)设定为四轮驱动低范围时。预测制动器输出扭矩请求设定为0的操作条件是由于车辆操作因素引起的混合制动不是优选的条件。
轴扭矩响应类型包括用于通过第一和第二电机56和72整形和速率限制输出扭矩响应的输入状态。轴扭矩响应类型的输入状态可以为主动状态(优选地包括舒适性受限状态(pleasability limitedstate)和最大范围状态)、和被动状态。当指令轴扭矩响应类型处于主动状态时，输出扭矩指令是即时输出扭矩.优选地，该响应类型的扭矩响应尽可能快。
混合制动包括在车轮93处产生摩擦制动扭矩和在输出构件64处产生输出扭矩，以与传动系统90起作用而响应于制动器踏板112的操作者输入使车辆减速。BrCM22命令摩擦制动器94施加制动扭矩，并产生用于变速器10的指令以形成负的输出扭矩，该负的输出扭矩响应于即时制动请求与传动系统90起作用。优选地，所施加的制动扭矩和负的输出扭矩可以使车辆减速和停止，只要它们足以克服车轮93处的车辆动能。负的输出扭矩与传动系统90起作用，从而将扭矩传递给机电变速器10和发动机14。通过机动变速器10起作用的负的输出扭矩可以传递给第一和第二电机56和72之一或两者，以产生电力存储在ESD74中.
战略优化控制方案(Strategic Control)310基于输出速度和操作者扭矩请求且基于混合动力系统的其它操作参数(包括电池功率限制和发动机14、变速器10、以及第一和第二电机56和72的响应限制)确定优选输入速度(Ni_Des)和优选发动机状态及变速器操作范围状态(Hybrid Range State Des)。预测加速器输出扭矩请求和预测制动器输出扭矩请求输入给战略优化控制方案310。战略优化控制方案310优选地在每100毫秒循环周期和每25毫秒循环周期期间由HCP5执行。变速器10的希望操作范围状态和从发动机14到变速器10的希望输入速度输入给换档执行和发动机启动/停止控制方案320。
换档执行和发动机启动/停止控制方案320基于动力系统的输入和操作命令变速器操作(Transmission Commands)中的变化，包括改变操作范围状态。如果优选的操作范围状态不同于当前操作范围状态，这包括通过命令所施用的一个或更多离合器C170，C262，C373和C475中的变化和其它变速器指令而执行变速器操作范围状态的变化。当前操作范围状态(Hybrid Range State Actual)和输入速度轮廓(Ni_Prof)可以被确定。输入速度轮廓是即将到来的输入速度的估算，且优选地包括等于即将到来循环周期的目标输入速度的标量参数值。发动机操作指令和操作者扭矩请求基于变速器操作范围状态过渡期间的输入速度轮廓。
战术控制方案(Tactical Control and Operation)330在一个控制循环周期期间迭代地执行，以基于输出速度、输入速度、和操作者扭矩请求和变速器的当前操作范围状态确定操作发动机14的发动机指令(Engine Commands)，发动机指令包括从发动机14到变速器10的优选输入扭矩，操作者扭矩请求包括即时加速器输出扭矩请求、预测加速器输出扭矩请求、即时制动器输出扭矩请求、预测制动器输出扭矩请求、轴扭矩响应类型.发动机指令也包括发动机状态，包括全缸操作状态和气缸停用操作状态之一，在气缸停用操作状态中，发动机气缸的一部分被停用且不提供燃料，且发动机状态包括供有燃料状态和燃料切断状态之一。发动机指令优选地在ECM23中确定，发动机指令包括发动机14的优选输入扭矩和在发动机14和输入构件12之间起作用的当前输入扭矩(Ti)。每个离合器C1 70，C2 62，C3 73和C4 75(包括当前施用的离合器和未施用的离合器)的离合器扭矩(Tc1)优选地在TCM17中估算。
输出和电动机扭矩确定方案(Output and Motor TorqueDeterminat ion)340被执行以确定来自动力系统的优选输出扭矩(To_cmd)。这包括确定电动机扭矩指令(TA，TB)，以将满足操作者扭矩请求的净指令输出扭矩传递给变速器10的输出构件64，在该实施例中借助于控制第一和第二电机56和72.即时加速器输出扭矩请求、即时制动器输出扭矩请求、来自发动机14的当前输入扭矩和估算的施加的离合器扭矩、变速器10的当前操作范围状态、输入速度、输入速度轮廓、和轴扭矩响应类型是输入。执行输出和电动机扭矩确定方案340以在一个循环周期的每次迭代期间确定电动机扭矩指令。输出和电动机扭矩确定方案340包括算法编码，该算法编码在6.25毫秒和12.5毫秒循环周期期间规则地执行，以确定优选电动机扭矩指令。
在变速器档位选择器114的操作者选择位置命令车辆以向前方向操作时，混合动力系统被控制传递输出扭矩给输出构件64，以与传动系统90起作用产生车轮93的牵引扭矩，从而响应于加速器踏板113的操作者输入而向前推进车辆。类似地，在变速器档位选择器114的操作者选择位置命令车辆以向后方向操作时，混合动力系统被控制传递输出扭矩给输出构件64，以与传动系统90起作用产生车轮93的牵引扭矩，从而响应于加速器踏板113的操作者输入而向后推进车辆。优选地，推进车辆导致车辆加速，只要输出扭矩足以克服车辆上的外部负荷即可，例如由于道路坡度、动态负荷和其它负荷引起的外部负荷。
图4参考图1和2的混合动力系统和图3和4的控制系统结构详细描述了用于控制发动机14操作的战术控制方案(TacticalControl and Operation)330的信号流。战术控制方案330包括优选为同时执行的战术优化控制路径350和系统约束控制路径360。战术优化控制路径350的输出是发动机状态控制方案370的输入。发动机状态控制方案370和系统约束控制路径360的输出是发动机响应类型确定方案(Engine Response Type Determination)380的输入，以控制发动机状态、即时发动机扭矩请求、预测发动机扭矩请求和发动机响应类型。
来自发动机14的输入可以描述成发动机操作点，包括发动机速度和发动机扭矩，该发动机速度和发动机扭矩可以转换成与来自变速器10的输入构件起作用的输入速度和输入扭矩。当发动机14包括火花点火式发动机时，通过改变发动机14的进气空气质量，通过使用电子节气门控制系统(未示出)控制发动机节气门(未示出)的位置(包括打开发动机节气门以增加发动机扭矩和关闭发动机节气门降低发动机扭矩)可以影响发动机操作点的变化.发动机操作点的变化可以通过调节点火定时实现，包括从平均最佳扭矩火花定时迟延火花定时以降低发动机扭矩。当发动机14包括压缩点火式发动机时，发动机操作点通过控制喷入燃料的质量而控制，并通过从平均最佳扭矩喷射定时迟延喷射定时而调节以降低发动机扭矩。发动机操作点也可以通过在全缸状态和气缸停用状态之间控制发动机状态，通过在发动机供有燃料状态和燃料切断状态之间控制发动机状态而改变以实现输入扭矩的变化，在燃料切断状态中，发动机旋转且没有燃料供应。
战术优化控制路径350作用于大致稳态的输入，以选择优选发动机状态并确定从发动机14到变速器10的优选输入扭矩。战术优化控制路径350包括优化方案(Tactical Optimization)354以确定以全缸状态(Input Torque Full)、气缸停用状态(Input Torque Deac)、燃料切断的全缸状态(Input Torque Full FCO)、燃料切断的气缸停用状态(Input Torque Deac FCO)操作发动机14的优选输入扭矩和优选发动机状态(Preferred Engine State)。优化方案354的输入包括变速器10的超前操作范围状态(Lead Hybrid Range State)、超前预测输入加速轮廓(Lead Input Acceleration Profile Predicted)和在超前操作范围状态中跨过每个施用离合器的离合器反应扭矩的预测范围(Predicted Clutch Reactive Torque Min/Max)，优选在换档执行和发动机启动/停止控制方案320中产生。进一步的输入包括预测电功率限制(Predicted Battery Power Limits)、预测加速器输出扭矩请求(Output Torque Request Accel Prdtd)和预测制动器输出扭矩请求(Output Torque Request Brake Prdtd)。用于加速的预测输出扭矩请求通过预测输出扭矩整形过滤器352整形，同时考虑轴扭矩响应类型，以产生预测加速器输出扭矩(To Accel Prdtd)并与用于制动的预测输出扭矩请求结合确定净预测输出扭矩(To Net Prdtd)，它们是优化方案354的输入。变速器10的超前操作范围状态包括变速器10的操作范围状态的时间移位超前，以适应操作范围状态的指令变化和实际操作范围状态之间的响应时间延迟。因而，变速器10的超前操作范围状态是指令操作范围状态。超前预测输入加速轮廓包括输入构件12的预测输入加速轮廓的时间移位超前，以适应预测输入加速轮廓的指令变化和预测输入加速轮廓的测量变化之间的响应时间延迟。因而，超前预测输入加速轮廓是在时间移位之后发生的输入构件12的预测输入加速轮廓.表示为“超前”的参数用于适应通过动力系统使用具有不同响应时间的设备在共同输出构件64处相交的扭矩的同时传递.具体而言，发动机14可以具有300-600毫秒量级的响应时间，每个扭矩传递离合器C1 70，C2 62，C3 73和C4 75可以具有150-300毫秒量级的响应时间，第一和第二电机56和72可以具有10毫秒量级的响应时间.
优化方案354确定操作处于发动机状态的发动机14的成本，该成本包括操作供有燃料和全缸状态的发动机的成本(PCOST FULLFUEL)、操作没有燃料和全缸状态的发动机的成本(PCOST FULL FCO)、操作供有燃料和气缸停用状态的发动机的成本(PCOST DEAC FUEL)、和操作没有燃料和气缸停用状态的发动机的成本(PCOST DEAC FCO)。操作发动机14的前述成本连同实际发动机状态(Actual Engine State)和许可或容许发动机状态(Engine State Allowed)一起输入给稳定性和随机性(Stabilization and Arbitration)356，以选择一个发动机状态作为优选发动机状态(Preferred Engine State)。
在供有燃料和燃料切断时操作处于全缸状态和气缸停用状态的发动机14的优选输入扭矩输入给发动机扭矩转换计算器355，并通过考虑发动机14和变速器10之间的扭矩消耗部件(例如，液压泵)而分别转换成全缸状态和气缸停用状态的优选发动机扭矩(Engine TorqueFull和Engine Torque Deac)以及在燃料切断时的全缸状态和气缸停用状态的优选发动机扭矩(Engine Torque Full FCO和Engine Torque DeacFCO)。优选发动机扭矩和优选发动机状态包括发动机状态控制方案370的输入。
操作发动机14的成本包括基于包括车辆可驱动性、燃料经济性、排放和电池使用在内的因素确定的操作成本。成本被分配并与燃料和电功率消耗相关，并与混合动力系统的具体操作条件相关。较低的操作成本可以与高转化效率时的较低的燃料消耗、较低的电池功率使用和较低的排放相关，并考虑发动机14的当前操作状态。
全缸状态和气缸停用状态的优选发动机状态和优选发动机扭矩输入给发动机状态控制方案370，发动机状态控制方案370包括发动机状态机(Engine State Machine)372。发动机状态机372基于优选发动机扭矩和优选发动机状态确定目标发动机扭矩(Target EngineTorque)和发动机状态(Target Engine State)。目标发动机扭矩和发动机状态输入给过渡过滤器374，过渡过滤器374将目标发动机扭矩过滤以提供过滤后的目标发动机扭矩(Filtered Target Engine Torque)，并能够在发动机状态之间进行过渡。发动机状态机372输出表示选择全缸状态和气缸停用状态(DEAC Selected)之一和表示选择发动机供有燃料和减速燃料切断状态(FCO Selected)之一的指令。
全缸状态和气缸停用状态之一的选择和发动机供有燃料和减速燃料切断状态之一的选择、过滤后的目标发动机扭矩、以及最小和最大发动机扭矩输入给发动机响应类型确定方案380。
系统约束控制路径360确定输入扭矩的约束，包括可以由变速器10起作用的最小和最大输入扭矩(Input Torque Hybrid Minimum和Input Torque Hybrid Maximum)。最小和最大输入扭矩基于变速器10、第一和第二电机56和72、和ESD74的约束确定，这些约束影响变速器10以及电机56和72的容量。
系统约束控制路径360的输入包括由加速器踏板113与扭矩干涉控制结合测量到的即时输出扭矩请求(Output Torque RequestAccel Immed)和由制动器踏板112与扭矩干涉控制结合测量到的即时输出扭矩请求(Output Torque Request Brake Immed)。即时输出扭矩请求通过即时输出扭矩整形过滤器362整形，同时考虑轴扭矩响应类型以产生即时加速器输出扭矩(To Accel Immed)，并与用于制动的即时输出扭矩请求结合确定净即时输出扭矩(To Net Immed)。净即时输出扭矩和即时加速器输出扭矩是约束方案(Output and Input TorqueConstraints)364的输入。约束方案364的其它输入包括变速器10的超前操作范围状态、即时超前输入加速轮廓(Lead Input AccelerationProfile Immed)、处于超前操作范围状态的每个施用离合器的超前即时离合器反应扭矩范围(Lead Immediate Clutch Reactive TorqueMin/Max)、战术控制电功率约束(Tactical Control Electric PowerConstraints)(包括从最小战术控制电功率约束PBAT_MIN_TC到最大战术控制电功率约束PBAT_MAX_TC的范围)。战术控制电功率约束从电池功率功能(Battery Power Control)366输出。目标超前输入加速轮廓包括输入构件12的即时输入加速轮廓的时间移位超前，以适应即时输入加速轮廓的指令变化和即时输入加速轮廓的测量变化之间的响应时间延迟。超前即时离合器反应扭矩范围包括离合器的即时离合器反应扭矩范围的时间移位超前，以适应即时离合器扭矩范围的指令变化和即时离合器反应扭矩范围的测量变化之间的响应时间延迟.约束方案364基于前述数据确定变速器10的输出扭矩范围，并然后确定可以由变速器10起作用的最小和最大输入扭矩。
另外，约束方案364输入即时发动机扭矩请求，并基于操作者扭矩请求和约束方案364的其它输入而输出即时电功率PBATT_IMMED，即时电功率PBATT_IMMED是在发动机14以即时发动机扭矩操作且当电机56，72以优选电动机扭矩操作时估算的ESD74电池输出功率。
最小和最大输入扭矩输入给发动机扭矩转换计算器355，并通过考虑发动机14和变速器10之间的扭矩消耗部件(例如，液压泵)，寄生的及其他负荷，而转换成最小和最大发动机扭矩(分别为EngineTorque Hybrid Minimum和Engine Torque Hybrid Maximum)。
过滤后的目标发动机扭矩、发动机状态机372的输出以及最小和最大发动机扭矩输入给发动机响应类型确定方案380。发动机响应类型确定方案380将过滤后的目标发动机扭矩限制在最小和最大混合发动机扭矩内，并输出发动机指令给ECM23以控制发动机扭矩为即时发动机扭矩请求(Engine Torque Request Immed)和预测发动机扭矩请求(Engine Torque Request Prdtd)。其它指令控制发动机状态为发动机供有燃料状态和燃料切断状态(FCO Request)之一和气缸停用状态和全缸状态(DEAC Request)之一。另一输出包括发动机响应类型(EngineResponse Type)。当过滤后的目标发动机扭矩处于最小和最大发动机扭矩之间的范围内时，发动机响应类型是被动的。当过滤后的目标发动机扭矩下降低于发动机扭矩的最大约束(Engine Torque Hybrid Maximum)时，发动机响应类型是主动的，表示需要发动机扭矩的即时改变，例如通过发动机火花控制以改变发动机扭矩使之落入到最小和最大发动机扭矩的约束之内。
图5示出了战术优化控制路径350的战术优化方案354。执行战术优化方案(Tactical Optimization)354以确定以全缸状态(InputTorque Full)、气缸停用状态(Input Torque Deac)、燃料切断的全缸状态(Input Torque Full PCO)、和燃料切断的气缸停用状态(InputTorque Deac FCO)操作发动机14的优选输入扭矩和相关功率成本。如图4所示，战术优化方案354的系统输入包括净预测输出扭矩(To NetPrdtd)和预测加速器输出扭矩(To Accel Prdtd).操作中，监测预测加速器输出扭矩请求(Output Torque Request Accel Prdtd)和预测制动输出扭矩请求(Output Torque Request Brake Prdtd)。用于加速和制动的预测输出扭矩请求结合并通过预测输出扭矩整形过滤器352用轴扭矩响应类型整形。净预测输出扭矩包括通过加速器踏板113和制动器踏板112传输的操作者扭矩请求的总和。其它输入包括变速器10的超前操作范围状态(Lead Hybrid Range State)、超前预测输入加速轮廓(LeadInput Acceleration Profile Predicted)、在超前操作范围状态中跨过每个施用离合器的离合器反应扭矩的预测范围(Predicted ClutchReactive Torque Min/Max)、和预测电池功率限制(Predicted BatteryPower Limits)。
变速器10的超前操作范围状态包括变速器10的操作范围状态的时间移位超前，以适应例如发动机扭矩请求和实际发动机扭矩响应之间的响应时间延迟。因而，变速器10的超前操作范围状态变为指令操作范围状态.超前预测输入加速轮廓包括输入构件12的希望预测输入加速轮廓的时间移位超前，以适应响应时间延迟.因而，超前预测输入加速轮廓是在时间移位之后发生的输入构件12的预测输入加速轮廓。表示为“超前”的参数用于适于通过动力系统使用具有不同响应时间的设备在共同输出构件64处相交的扭矩的同时传递.具体而言，发动机14可以具有300-600毫秒量级的响应时间，每个扭矩传递离合器C1 70，C262，C3 73和C4 75可以具有150-300毫秒量级的响应时间，第一和第二电机56和72可以具有10毫秒量级的响应时间。
战术优化方案354包括优化管理器420，优化管理器420管理并产生功率成本输入、补偿成本、和用于搜索方案402和406以及估算方案404和408的优化输入。搜索方案402和406以及估算方案404和408确定以最小功率成本在每个发动机状态操作动力系统的优选输入扭矩和相应输出扭矩。
搜索方案402执行输入扭矩的一维搜索，以确定在操作供有燃料且处于全缸状态的发动机时使功率成本最小的优选输入扭矩。在每个输入扭矩确定优选输出扭矩。这包括在发动机14以供有燃料状态和全缸状态操作时确定输入扭矩的范围，包括最小和最大输入扭矩(InputTorque Minimum Full，Input Torque Maximum Full)，所述输入扭矩输入给一维搜索引擎430。搜索引擎430产生处于输入扭矩范围内的候选输入扭矩(Ti(j))，候选输入扭矩输入给优化功能440.优化功能440基于候选输入扭矩和优化输入及系统输入计算输出，包括输出扭矩(To(j))以及来自第一和第二电机56和72的扭矩输出(Ta(j)，Tb(j))、以及来自ESD74的输出功率(PBAT(j))、来自第一和第二电机56和72的电功率(Pa(j)，Pb(j))、及变速器设备10施用离合器的离合器扭矩输出(Tcl1(j)，Tcl2(j))。优化功能440的输出输入给成本功能450，成本功能450计算候选输入扭矩的功率成本(PCOST(j))。搜索引擎迭代地产生候选输入扭矩且在输入扭矩的范围内执行，以识别在操作供有燃料且处于全缸状态的发动机时实现最小功率成本(PCOST FULL FUEL)的优选输入扭矩和相应输出扭矩。
搜索方案406执行输入扭矩的一维搜索，以确定在操作供有燃料且处于气缸停用状态的发动机时使功率成本最小的优选输入扭矩。这包括在发动机14以供有燃料状态和气缸停用状态操作时确定输入扭矩的范围，包括最小和最大输入扭矩(Input Torque Minimum Deac，InputTorque Maximum Deac)，所述输入扭矩输入给一维搜索引擎430.搜索引擎430产生处于输入扭矩范围内的候选输入扭矩(Ti(j))，候选输入扭矩输入给优化功能440。优化功能440基于候选输入扭矩和优化输入及系统输入计算输出，包括输出扭矩(To(j))以及来自第一和第二电机56和72的扭矩输出(Ta(j)，Tb(j))、以及来自BSD74的输出功率(PBAT(j))、及来自第一和第二电机56和72的电功率(Pa(j)，Pb(j))。优化功能440的输出输入给成本功能450，成本功能450计算候选输入扭矩的功率成本(PCOST(j))。搜索引擎迭代地产生候选输入扭矩且在输入扭矩的范围内执行，以识别在操作供有燃料且处于气缸停用状态的发动机时实现最小功率成本(PCOST DEAC FUEL)的优选输入扭矩和相应输出扭矩。
估算方案404估算输入扭矩以确定在操作处于没有燃料状态和全缸状态的发动机时的优选输出扭矩和功率成本。候选输入扭矩(Input Torque FCO Full)输入给优化功能440。优化功能440基于输入扭矩和优化输入及系统输入计算输出，包括输出扭矩(To)以及来自第一和第二电机56和72的扭矩输出(Ta，Tb)、以及来自ESD74的输出功率(PBAT)、及来自第一和第二电机56和72的功率(Pa，Pb)。优化功能440的输出输入给成本功能450，成本功能450计算在操作没有燃料且处于全缸状态的发动机时的功率成本(PCOST FULL FCO)。
估算方案408估算输入扭矩以确定在操作处于没有燃料状态和气缸停用状态的发动机时的优选输出扭矩和功率成本。候选输入扭矩(Input Torque FCO Deac)输入给优化功能440.优化功能440基于输入扭矩和优化输入及系统输入计算输出，包括输出扭矩(To)以及来自第一和第二电机56和72的扭矩输出(Ta，Tb)、以及来自ESD74的输出功率(PBAT)、及来自第一和第二电机56和72的功率(Pa，Pb)。优化功能440的输出输入给成本功能450，成本功能450计算在操作没有燃料且处于气缸停用状态的发动机时输入扭矩的功率成本(PCOST DEACFCO)。
优化功能440具有包括单个输入扭矩、优化输入和系统输入的输入.系统输入包括净预测输出扭矩(To Net Prdtd)和预测加速器输出扭矩(To Accel Prdtd)。优化输入包括变速器10的超前操作范围状态(Lead Hybrid Range State)、超前预测输入加速轮廓(Lead InputAcceleration Profile Predicted)、在超前操作范围状态中跨过每个施用离合器的离合器反应扭矩的预测范围(Predicted Clutch ReactiveTorque Min/Max)、和预测电池功率限制(Predicted Battery PowerLimits).其它限制包括来自第一和第二电机56和72的最大和最小电动机扭矩输出、以及系统惯性、阻尼、离合器滑移、以及电力/机械功率转换效率。对每个候选输入扭矩而言，优化功能440计算动力系统输出，所述动力系统输出响应于包括前述输出扭矩指令的系统输入，且在第一和第二电机56和72的最大和最小电动机扭矩输出内，在可利用电池功率内，在变速器10的当前操作范围状态施用离合器的离合器反应扭矩的范围内，并考虑系统惯性、阻尼、离合器滑移、以及电力/机械功率转换效率.动力系统输出包括最大可实现输出扭矩(To)和可从第一和第二电机56和72(Ta，Tb)实现的扭矩输出。
成本功能450通过响应于包括净预测输出扭矩和预测加速器输出扭矩的系统输入，确定在发动机14处于候选输入扭矩时操作动力系统的功率成本.功率成本由包括机械功率损失、电功率损失和寄生损失的因素确定，所述机械功率损失为摩擦和旋转损失、所述电功率损失与发热、内电阻和电流有关。在制动事件期间，功率成本包括由于未回收的动能引起的动能损失，该动能损失以在摩擦制动器94中发热的形式耗散，可以通过再生制动回收为电力.成本被分配并与燃料和电力消耗相关，并与混合动力系统的具体操作点相关。对于每个发动机速度/负荷操作点，较低的操作成本与高转化效率时的较低的燃料消耗、较低的电池功率使用和较低的排放相关，并考虑发动机14的当前操作状态。搜索方案402和406包括附加功率成本，附加功率成本包括与以全缸供有燃料状态(Full Cylinder Engine Power Loss Inputs)和气缸停用供有燃料状态(Deac Cylinder Engine Power Loss Inputs)操作发动机14有关的发动机功率成本。
图6详细描述了战略优化控制方案310中的信号流，战略优化控制方案310包括战略管理器(Strategic Manager)220、操作范围状态分析器260、和状态稳定性和随机性方块280，以确定优选输入速度(Ni_Des)和优选变速器操作范围状态(Hybrid Range State Des)。战略管理器(Strategic Manager)220监测输出速度NO、预测加速器输出扭矩请求(Output Torque Request Accel Prdtd)、预测制动器输出扭矩请求(Output Torque Request Brake Prdtd)、和可利用电池功率PBAT_MIN到PBAT_MAX。战略管理器220确定哪些变速器操作范围状态是许可的，且确定输出扭矩请求，输出扭矩请求包括战略加速器输出扭矩请求(Output Torque Request Accel Strategic)和战略净输出扭矩请求(Output Torque Request Net Strategic)，它们所有都连同补偿成本(Penalty Cost)、系统输入(System Inputs)和功率成本输入(PowerCost Inputs)一起输入操作范围状态分析器260.操作范围状态分析器260，基于操作者扭矩请求、系统输入、可利用电池功率和功率成本输入，产生每个许可操作范围状态的优选功率成本(P*cost)和有关输入速度(N*i)。许可操作范围状态的优选功率成本和有关输入速度输入给状态稳定性和随机性方块280，状态稳定性和随机性方块280据此选择优选操作范围状态和优选输入速度。
图7示出了操作范围状态分析器260，操作范围状态分析器260在每个候选操作范围状态中执行搜索，候选操作范围状态包括具有M1(262)，M2(264)，G1(270)，G2(272)，G3(274)和G4(276)的操作范围状态中的许可操作范围，以确定扭矩致动器(即，在该实施例中为发动机14以及第一和第二电机56和72)的优选操作.优选操作优选地包括响应于操作者扭矩请求操作混合动力系统的最小功率成本和以候选操作范围状态操作的有关发动机输入。有关发动机输入包括优选发动机输入速度(Ni*)、优选发动机输入功率(Pi*)、和响应于并优选地满足操作者扭矩请求的优选发动机输入扭矩(Ti*)中的至少一个。操作范围状态分析器260估算M1-Engine Off(264)和M2-Engine Off(266)，以在发动机14处于发动机停机状态时，确定动力系统的操作的优选成本(P*cost)，所述动力系统的操作响应于并优选地满足操作者扭矩请求。
G1(270)，G2(272)，G3(274)和G4(276)中的每个的优选操作可以通过执行1维搜索方案610确定。
图8示意性地示出了1维搜索方案610的信号流。操作者扭矩请求(Operator Torque Request)和一个可控输入的范围(在该实施例中包括最小和最大输入扭矩(Ti Min/Max))输入给1-D搜索引擎415。1-D搜索引擎415迭代地产生在最小和最大输入扭矩之间范围内的候选输入扭矩(Ti(j))以用于n次搜索迭代，每个候选输入扭矩(Ti(j))输入给优化功能(Opt To/Ta/Tb)440。优化功能440的其它输入包括系统输入，系统输入优选地包括电池功率的参数状态、离合器扭矩、电动机操作、变速器和发动机操作、和具体操作范围状态。响应于候选操作范围状态的操作者扭矩请求，优化功能440基于系统输入确定与候选输入扭矩有关的变速器操作，包括输出扭矩、电动机扭矩和有关的电池和电功率(To(j)，Ta(j)，Tb(j)，Pbat(j)，Pa(j)，Pb(j))。输出扭矩、电动机扭矩和有关的电池功率、补偿成本、功率成本输入被输入给成本功能450，成本功能450执行以确定响应于操作者扭矩请求在候选输入扭矩时以候选操作范围状态操作动力系统的功率成本(Pcost(j))。1-D搜索引擎415在输入扭矩范围内迭代地产生候选输入扭矩.候选输入扭矩输入给优化功能440和成本功能450，以确定与其有关的功率成本，以便识别优选输入扭矩(Ti*)和有关的优选成本(P*cost)。优选输入扭矩(Ti*)包括在输入扭矩范围内导致候选操作范围状态的最小功率成本(即，优选成本)的候选输入扭矩。
M1(262)和M2(264)中每个的优选操作可以通过执行2维搜索方案620确定。图9示意性地示出了2维搜索方案620的信号流。两个可控输入范围(在该实施例中包括最小和最大输入速度(Ni Min/Max)以及最小和最大输入功率(Pi Min/Max))输入给2维搜索引擎410。在另一实施例中，两个可控输入可以包括最小和最大输入速度以及最小和最大输入扭矩。2维搜索引擎410迭代地产生在最小和最大输入速度和功率之间范围内的候选输入速度(Ni(j))和候选输入功率(Pi(j))。候选输入功率优选地转换为候选输入扭矩(Ti(j))(412)。每个候选输入速度(Ni(j))和候选输入扭矩(Ti(j))输入给优化功能(Opt To/Ta/Tb)440以用于n次搜索迭代.优化功能440的其它输入包括系统输入，系统输入优选地包括电池功率的参数状态、离合器扭矩、电动机操作、变速器和发动机操作、具体操作范围状态和操作者扭矩请求。功能基于系统输入和候选操作范围状态的操作者扭矩请求，优化功能440确定与候选输入功率和候选输入速度有关的变速器操作，包括输出扭矩、电动机扭矩和有关的电池和电功率(To(j)，Ta(j)，Tb(j)，Pbat(j)，Pa(j)，Pb(j))。输出扭矩、电动机扭矩、和有关的电池功率、补偿成本、和功率成本输入被输入给成本功能450，成本功能450执行以确定响应于候选操作范围状态的操作者扭矩请求在候选输入功率和候选输入速度时操作动力系统的功率成本(Pcost(j)).2维搜索引擎410在输入速度范围和输入功率范围内迭代地产生候选输入速度和候选输入功率，并确定与其有关的功率成本，以便识别优选输入功率(Pi*)和优选输入速度(Ni*)以及有关优选成本(P*cost)。优选输入功率(Pi*)和优选输入速度(Ni*)包括导致候选操作范围状态的最小功率成本的候选输入功率和候选输入速度。
图10示意性地示出了在上述示范性动力系统环境中通过混合动力系统的功率流和功率损失。第一功率流路径从传递燃料功率(PFUEL)的燃料存储系统9到发动机14，发动机14又传递输入功率(PI)到变速器10。第一流路径中的功率损失包括发动机功率损失(PLOSSENG)。第二功率流路径从ESD74传递电功率(PBAT)给TPIM19，TPIM19传递电功率(PINV ELEC)给第一和第二电机56和72，第一和第二电机56和72传递电动机机械功率(PMOTOR MECH)给变速器10。第二功率流路径中的功率损失包括电池功率损失(PLOSS BATT)和电动机功率损失(PLOSS MOTOR)。TPIM19具有在包括低电压电池存储系统(未示出)的系统中提供电负荷(HV Loads)的电功率负荷(PHV Load)。在优选包括来自发动机14和变速器10的惯性的系统(Inertia Storage)中，变速器10具有机械惯性功率输入(PINERTIA)。变速器10具有机械功率损失(PLOSS MECH)和功率输出(POUT)。制动器系统94具有制动器功率损失(PLOSS BRAKE)，且剩余功率作为轴功率(PAXLB)传递给传动系统。
成本功能450的功率成本输入基于与车辆可驱动性、燃料经济性、排放和电池使用有关的因素确定.功率成本被分配并与燃料和电力消耗相关，并与混合动力系统的具体操作点相关.对于每个发动机速度/负荷操作点，较低的操作成本可以与高转化效率时的较低的燃料消耗、较低的电池功率使用和较低的排放相关，并考虑发动机14的候选操作状态。如上文所述，功率成本包括发动机功率损失(PLOSS ENG)、电动机功率损失(PLOSS MOTOR)、电池功率损失(PLOSS BATT)、制动器功率损失(PLOSS BRAKE)、和与操作处于具体操作点的混合动力系统有关的机械功率损失(PLOSS MECH)，所述具体操作点包括输入速度、电动机速度、输入扭矩、电动机扭矩、变速器操作范围状态和发动机状态。
状态稳定性和随机性方块280选择优选变速器操作范围状态(Hybrid Range State Des)，优选变速器操作范围状态优选为与从操作范围状态分析器260输出的许可操作范围状态的最小优选成本有关的变速器操作范围状态，考虑与改变关于变速器操作的操作范围状态的仲裁效果有关的因素，以实现稳定的动力系统操作。优选输入速度(Ni_Des)是与包括优选发动机输入速度(Ni*)、优选发动机输入功率(Pi*)和优选发动机输入扭矩(Ti*)的优选发动机输入有关的发动机输入速度，优选发动机输入扭矩(Ti*)响应于并优选地满足选择的优选操作范围状态的操作者扭矩请求。
图11示意性地示出了由战略优化控制方案310和战术控制方案330使用的成本功能450，以确定迭代选择的候选动力系统操作点的功率损失成本PCOST(j)。成本功能450确定每个候选动力系统操作点的操作成本(单位为功率，例如千瓦功率)。成本功能450包括输入扭矩成本功能508(Input Torque Cost)、离合器扭矩成本功能510(ClutchTorque Cost)、ESD成本功能512(Energy Storage Device Cost)、电机成本功能514(Electric Machine Motor Torque Cost)、和成本求和功能518。
输入扭矩成本功能508确定操作发动机实现候选输入扭矩TI(j)的发动机输入扭矩功率成本PCOST_TI(j)。离合器扭矩成本功能510确定与对应于候选动力系统操作点(j)的变速器离合器扭矩TCL(j)有关的离合器扭矩功率成本PCOST_CL(j)。ESD成本功能512确定与对应于候选动力系统操作点(j)的BSD输出功率PBAT(j)有关的ESD输出功率成本PCOST_BAT(j).电机成本功能514确定与对应于候选动力系统操作点(j)的电机有关的电机成本PCOST_EM(j)。输入包括第一电机电动机扭矩TA(j)、第二电机电动机扭矩TB(j)、第一电机PELEC_A(j)的ESD74输出功率、和第二电机PELEC_B(j)的ESD74输出功率，它们每个对应于候选动力系统操作点(j)。其它输入包括第一电机电动机速度NA和第二电机电动机速度NB、第一电机温度成本倍增器(TempA Cost Multiplier)、和第二电机温度成本倍增器(TempB CostMultiplier)。
图12示意性地示出了电机成本功能514的细节，包括第一机械功率确定556(Mechanical Power Determination A)、第二机械功率确定558(Mechanical Power Determination B)、第一功率损失功能560(Electric Machine Power Loss Function A)、第二功率损失功能562(Electric Machine Power Loss Function B)、第一成本功能564(Power Loss Cost Function A)、第二成本功能566(Power LossCost Function B)和求和功能568(Summation)。
第一和第二电机56和72的温度被监测(TempA，TempB)且输入给相应的预定标定552和554(TempA Cost.Mult.Determination，TempB Cost.Mult.Determination)，以确定第一电机温度成本倍增器(TempA Cost.Mult.)和第二电机温度成本倍增器(TempB Cost.Mult.).第一电机温度输入到第一成本倍增器确定552，第二电机温度输入到第二成本倍增器确定554。第一电机温度和第二电机温度可以包括分别在第一和第二电机56和72内的多个位置的任何位置监测的温度。示范性位置包括定子、转子、解析器80，82、和TPIM19，TPIM19内包括各种电子部件(例如靠近集成门双极晶体管(IGBT)的电子部件)。此外，温度可以在多个位置监测，电机成本功能514在确定操作电机成本PCOST_EM(j)时可以采用多个温度输入。
第一和第二成本倍增器确定552和554各访问查询表，以分别基于第一电机温度和第二电机温度分别确定第一成本倍增器(TempACost.Mult.)和第二成本倍增器(TempB Cost.Mult.)。第一和第二成本倍增器通常随温度增加而增加。在一个实施例中，成本倍增器随着低于第一阀值温度的温度增加而增加，随着第一阀值温度和第二阀值温度之间的温度相对恒定，且随着高于第二阀值温度的温度增加而增加。成本倍增器反映与操作电机有关的、与操作温度有关的电功率成本。成本倍增器被执行，以将操作偏离开动力系统操作点，所述动力系统操作点在以高温操作的第一和第二电机56和72内产生增加数量的热量。
第一机械功率确定556通过将电动机速度NA乘以电动机扭矩TA(j)确定来自第一电机56的实际电动机功率输出Pa(j).第二机械功率确定558通过将电动机速度NB乘以电动机扭矩TB(j)确定来自第二电机72的实际电动机功率输出Pb(j)。
功率损失功能560通过从第一电机56的实际电动机功率输出Pa(j)减去第一电机的ESD功率输入(PA(j))确定第一电机56内的功率损失(Power Loss A)。功率损失功能562通过从第二电机72的实际电动机功率输出Pb(j)减去第二电机的ESD功率输出(PB(j))确定第二电机72内的第二功率损失(Power Loss B).
第一成本功能564通过将第一功率损失(Power Loss A)乘以第一成本倍增器(TempA Cost.Mult.)确定第一电机操作成本(CostA)。成本功能566通过将第二功率损失(Power Loss B)乘以第二成本倍增器(TempB Cost.Mult.)确定第二电机操作成本(Cost B)。求和功能568确定通过将第一电机成本和第二电机成本求和确定该操作点的总体电机成本(PCOST_EM(j))。
再次参见图11，成本求和功能518(Cost Summation)通过将变速器离合器扭矩成本、发动机输入扭矩成本、电机成本和ESD功率成本求和确定每个动力系统点的成本(PCOST(j)).
成本功能450响应于候选发动机状态和候选变速器操作范围状态的输出扭矩请求确定与操作发动机14以及第一和第二电机56和72有关的功率成本。第一和第二成本倍增器允许成本功能450在确定优选动力系统操作点时，第一和第二成本倍增器允许成本功能450除了功率损失之外还考虑第一和第二电机温度。当第一和第二电机温度小于确定电机成本的优选温度范围时，第一和第二成本倍增器可以由小的数值(例如小于1的数值)乘以第一和第二电机温度，从而降低电机成本。当电动机功率输出PA和PB增加时，第一和第二电机温度通常增加，从而控制第一和第二电机温度为优选温度范围。当第一和第二电机温度大于确定电机成本的优选温度范围时，第一和第二成本倍增器可以由大的数值(例如大于1的数值)乘以第一和第二电机温度，从而降低电机成本。当电动机功率输出PA和PB降低时，第一和第二电机温度通常下降，从而控制第一和第二电机温度为优选温度范围.
本披露已经描述一些优选实施例及其变型描述。在阅读和理解说明书之后，可以想到进一步的变型和修改。因而，本披露并不限于作为实施本披露的最佳模式所披露的具体实施例，而是将包括落入所附权利要求书的范围内的所有实施例。

Claims (20)

1.一种控制动力系统的方法，所述动力系统包括连接到变速器设备的输入构件的发动机，所述变速器设备可操作在所述输入构件和扭矩机以及输出构件之间传递扭矩，所述扭矩机连接到能量存储设备，所述方法包括：
监测扭矩机的温度；
选择候选动力系统操作点；
对于所述候选动力系统操作点确定扭矩机的电功率输入和电动机功率输出；
确定与扭矩机的电动机功率输出和电功率输入有关的扭矩机的功率损失；和
基于扭矩机的温度确定在所述候选动力系统操作点时操作动力系统的与来自扭矩机的功率损失有关的操作成本。
2.根据权利要求1所述的方法，其特征在于，监测扭矩机的温度包括监测扭矩机的电动机的温度。
3.根据权利要求1所述的方法，其特征在于，监测扭矩机的温度包括监测扭矩机的逆变器的温度。
4.根据权利要求1所述的方法，其特征在于还包括：
基于扭矩机的温度确定成本修正值；和
通过将所述成本修正值乘以扭矩机的功率损失值确定基于扭矩机的操作成本。
5.根据权利要求4所述的方法，其特征在于还包括：
确定扭矩机的优选温度范围；和
基于扭矩机的温度与优选温度范围的接近度确定成本修正值。
6.根据权利要求1所述的方法，其特征在于还包括：
监测扭矩机的多个温度；和
基于扭矩机的多个温度确定在所述候选动力系统操作点时操作动力系统的与来自扭矩机的功率损失有关的操作成本。
7.根据权利要求1所述的方法，其特征在于还包括：
迭代地选择候选动力系统操作点；
基于扭矩机的温度确定在每个候选动力系统操作点时操作动力系统的与来自扭矩机的功率损失有关的操作成本；和
选择优选动力系统操作点，所述优选动力系统操作点包括具有操作动力系统的最小操作成本的候选动力系统操作点。
8.根据权利要求7所述的方法，其特征在于还包括：
迭代地选择候选发动机操作点；
基于扭矩机的温度确定在每个候选发动机操作点时操作动力系统的与来自扭矩机的功率损失有关的操作成本；和
选择优选发动机操作点，所述优选发动机操作点包括具有操作动力系统的最小操作成本的候选发动机操作点。
9.根据权利要求8所述的方法，其特征在于还包括：
迭代地选择包括候选发动机状态和候选发动机输入功率的候选发动机操作点；
基于扭矩机的温度确定在每个候选发动机状态和候选发动机输入功率时操作动力系统的与来自扭矩机的功率损失有关的操作成本；和
选择优选发动机状态和发动机输入功率，所述优选发动机状态和发动机输入功率包括具有操作动力系统的最小操作成本的候选发动机状态和候选发动机输入功率。
10.根据权利要求9所述的方法，其特征在于，候选发动机状态包括供有燃料全缸发动机状态、燃料切断停用发动机状态、燃料切断全缸发动机状态、和供有燃料停用发动机状态。
11.根据权利要求7所述的方法，其特征在于还包括：
迭代地选择变速器操作范围状态；
基于扭矩机的温度确定在每个候选变速器操作范围状态时操作动力系统的与来自扭矩机的功率损失有关的操作成本；和
选择优选变速器操作范围状态，所述优选变速器操作范围状态包括具有操作动力系统的最小操作成本的候选变速器操作范围状态。
12.根据权利要求11所述的方法，其特征在于，候选变速器操作范围状态包括固定传动比操作范围状态和连续可变操作范围状态。
13.一种控制动力系统的方法，所述动力系统包括连接到变速器设备的输入构件的发动机，所述变速器设备可操作在所述输入构件和第一和第二电机以及输出构件之间传递扭矩，所述第一和第二电机连接到能量存储设备，所述方法包括：
监测第一电机的温度；
监测第二电机的温度；
选择候选动力系统操作点；
对于所述候选动力系统操作点确定第一电机的电功率输入和电动机功率输出；
对于所述候选动力系统操作点确定第二电机的电功率输入和电动机功率输出；
基于第一电机的电动机功率输出和第一电机的电功率输入确定第一电机的功率损失值；
基于第二电机的电动机功率输出和第二电机的电功率输入确定第二电机的功率损失值；和
确定与第一电机的功率损失值、第二电机的功率损失值、第一电机的温度和第二电机的温度有关的操作动力系统的操作成本。
14.根据权利要求13所述的方法，其特征在于，监测第一电机的温度包括监测第一电机的电动机的温度。
15.根据权利要求13所述的方法，其特征在于，监测第一电机的温度包括监测第一电机的逆变器的温度。
16.根据权利要求13所述的方法，其特征在于还包括：
确定第一电机的优选温度范围；和
基于第一电机的温度与优选温度范围的接近度确定成本修正值。
17.根据权利要求16所述的方法，其特征在于，候选动力系统操作点包括候选发动机操作点和候选变速器操作范围状态中的至少一个。
18.根据权利要求17所述的方法，其特征在于，候选发动机操作点包括候选发动机状态、候选发动机速度、候选发动机扭矩、和候选发动机功率中的至少一个。
19.一种控制动力系统的方法，所述动力系统包括连接到变速器设备的输入构件的发动机，所述变速器设备可操作在所述输入构件和第一和第二电机以及输出构件之间传递扭矩，所述第一和第二电机连接到能量存储设备，所述方法包括：
监测第一和第二电机的温度；
迭代地选择候选动力系统操作点；
对于每个候选动力系统操作点确定第一和第二电机的电功率输入和电动机功率输出；
确定与第一和第二电机的电动机功率输出和电功率输入以及温度有关的第一和第二电机的功率损失；
确定在候选动力系统操作点操作动力系统的与第一和第二电机的功率损失有关的操作成本；
选择优选动力系统操作点，所述优选动力系统操作点包括具有用于操作动力系统的最小操作成本的候选动力系统操作点；和
基于优选动力系统操作点控制动力系统的操作。
20.根据权利要求19所述的方法，其特征在于，候选动力系统操作点包括候选发动机状态、候选发动机功率、和候选变速器操作范围状态。
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