CN101428612A - 用于混合动力系统中的混合制动系统的系统结构 - Google Patents

用于混合动力系统中的混合制动系统的系统结构 Download PDF

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CN101428612A
CN101428612A CNA2008101887394A CN200810188739A CN101428612A CN 101428612 A CN101428612 A CN 101428612A CN A2008101887394 A CNA2008101887394 A CN A2008101887394A CN 200810188739 A CN200810188739 A CN 200810188739A CN 101428612 A CN101428612 A CN 101428612A
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torque
control module
regenerative brake
brake
request
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CN101428612B (zh
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A·H·希普
W·R·考索恩
S·T·麦格拉斯
T·M·卡恩亚特
W·K·马诺什
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GM Global Technology Operations LLC
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Abstract

本发明公开了一种用于混合动力系统中的混合制动系统的系统结构。发动机和第二动力产生装置通过变速箱传递动力至传动系，再至车轮。一控制模块确定一再生制动轴转矩容量和一再生制动转矩。根据一再生制动轴转矩请求控制来自第二动力产生装置的动力输出。一制动器控制模块确定总制动转矩请求，并根据总制动转矩请求、再生制动轴转矩容量和再生制动转矩产生再生制动轴转矩请求。该制动器控制模块控制摩擦制动器。

Description

用于混合动力系统中的混合制动系统的系统结构
相关申请的交叉参考
[0001]本申请要求2007年11月4日申请的美国临时申请No.60/985247的权益，并在此引入该临时申请作为参考。
技术领域
[0002]本发明属于用于混合动力系统的控制系统。
背景技术
[0003]这部分的叙述只是提供与本发明相关的背景技术，这些叙述可能并不构成现有技术。
[0004]已知的混合动力系结构包括多种转矩产生装置，这些装置包括内燃发动机和例如电机的非燃烧机，它们通过一变速箱装置传递转矩至一输出元件。一个示例性混合动力系包括双模式、混合-分离(compound-split)、电-机械变速箱和输出元件，该变速箱利用一输入元件接收来自于优选为内燃发动机的原动机动力源的牵引转矩。输出元件可以操作地连接至机动车辆的传动系，用于将牵引转矩传递给传动系。作为电动机或者发电机运转的机械能够向变速箱产生输入转矩，该输入转矩独立于来自内燃发动机的输入转矩。该机械可将通过车辆传动系传递的车辆动能转换成可存储在一能量存储装置中的能量。一控制系统监控来自于车辆和操作者的各种输入，并且对混合动力系提供操作控制，这些操作控制包括控制变速箱的运行状态和换档、控制转矩产生装置、以及调节能量存储装置和该机械之间的能量交换，以管理包括动力、转矩和转速在内的变速箱输出。
发明内容
[0005]一内燃发动机机械联接至变速箱装置，该变速箱装置用于在该发动机和第二动力产生装置与输出元件之间传递机械能，该输出元件机械联接至传动系以将牵引转矩传递给包括可致动摩擦制动器的车轮。一制动器控制模块操作连接至该可致动摩擦制动器。第二控制模块操作连接至内燃发动机和变速箱装置。该第二控制模块构造成确定再生制动轴转矩容量、确定通过变速箱装置的输出元件当前施加给传动系的再生制动转矩、将再生制动轴转矩容量和再生制动转矩传输给制动器控制模块，以及根据再生制动轴转矩请求产生一控制信号以命令从第二动力产生装置的动力输出。该制动器控制模块构造成根据对制动踏板的操作者输入确定总制动转矩请求，根据总制动转矩请求、再生制动轴转矩容量和再生制动转矩产生该再生制动轴转矩请求，以及根据总制动转矩请求和再生制动转矩产生一控制信号以控制可致动摩擦制动器。
附图说明
[0006]下面将参考附图，通过举例的方式来描述一个或多个实施例，其中：
[0007]图1是本发明的一示例性混合动力系的示意图；
[0008]图2是本发明的控制系统和混合动力系的一示例性结构的示意图；
[0009]图3和4是本发明的用于控制和管理混合动力系统中的转矩的控制系统结构的示意流程图。
具体实施方式
[0010]现在参看附图，其中附图只是为了示出某些示例性实施例，而不是限制实施例，图1和2描绘了一示例性混合动力系。图1所描绘的本发明的该示例性混合动力系包括双模式、混合-分离、电-机械混合变速箱10，该变速箱10操作连接至发动机14和转矩机械，该转矩机械包括第一和第二电机(‘MG-A’)56和(‘MG-B’)72。发动机14和第一和第二电机56和72每个都产生能传递给变速箱10的动力。由发动机14和第一和第二电机56和72所产生的并且传递给变速箱10的动力用术语输入转矩和电机转矩及速度来描述，在本文中该输入转矩和电机转矩分别用TI、TA和TB来表示，该速度则分别用NI、NA和NB来表示。
[0011]示例性发动机14包括多缸内燃发动机，其选择性地在多个工况下运转，以经由输入轴12将转矩传递给变速箱10，该发动机14可以是点燃式或者压燃式发动机。发动机14包括操作联接到变速箱10的输入轴12上的曲轴(未示出)。转速传感器11监控输入轴12的转速。来自发动机14的包括转速和发动机转矩的动力输出可能与传递给变速箱10的输入速度NI和输入转矩TI不同，这是由于在发动机14和传动箱10之间的输入轴12上放置转矩消耗部件，例如液压泵(未示出)和/或转矩管理装置。
[0012]该示例性的变速箱10包含三组行星齿轮组24、26、28以及四个选择性接合的转矩传递装置，即离合器C1 70、C2 62、C3 73和C4 75。本文所使用的离合器是指任何类型的摩擦转矩传递装置，例如它们包括单盘式或复合盘式离合器或组件、带式离合器及制动器。优选由变速箱控制模块(下面用‘TCM’表示)17控制的液压控制回路(HYD)42操作控制离合器的状态。离合器C2 62和C4 75优选包括采用液压的旋转摩擦离合器。离合器C1 70和C3 73优选包括可选择性地接到变速箱壳体68上的液压控制固定装置。离合器C170、C262、C3 73和C4 75中的每一个都优选采用液压，选择性地通过液压控制回路42接收已加压的液压流体。
[0013]第一和第二电机56和72优选包括三相交流电机以及各自的第一和第二解算器(resolver)80和82，每个三相交流电机都包括定子(未示出)和转子(未示出)。每个电机的电机定子都接到变速箱壳体68的外部上，并且还包括定子心，盘绕的电绕组自该定子心开始延伸。第一电机56的转子支撑在毂盘齿轮(hubplate gear)上，该毂盘齿轮经由第二行星齿轮组26操作地附接到轴60上。第二电机72的转子固定地附接到衬套轴毂(sleeve shaft hub)66上。
[0014]第一和第二解算器80、82的每一个优选都包括可变磁阻装置，该可变磁阻装置包括解算器定子(未示出)和解算器转子(未示出)。第一和第二解算器80和82分别被适当地定位和安装在对应的第一和第二电机56和72上。该解算器80和82的定子分别操作连接到第一和第二电机56和72的定子之一上。解算器的转子操作连接到对应的第一和第二电机56和72的转子上。第一和第二解算器80和82每个都信号连接和操作连接到变速箱功率变换器控制模块(下面用‘TPIM’表示)19上，并且每个解算器检测和监控解算器转子相对于解算器定子的旋转位置，从而监控对应的第一和第二电机56和72的旋转位置。此外，将来自于第一和第二解算器80和82的信号输出进行解释，以分别提供第一和第二电机56和72的转速，即NA和NB。
[0015]变速箱10包括输出元件64，例如轴，其可操作地连接车辆(未示出)的传动系90以向该传动系90提供输出动力，该输出动力被传递给车轮93，在图1中示出了该车轮93中的一个。在输出元件64处的输出动力用术语输出转速NO和输出转矩TO来表征。变速箱输出速度传感器84监控输出元件64的转速和旋转方向。车轮93的每一个优选地都配有适于监测车轮速度VSS-WHL的传感器94，该传感器94的输出由针对图2所描述的分布式控制模块系统中的一控制模块来监控，以确定用于制动控制、牵引控制和车辆加速管理的车辆速度以及绝对的和相对的车轮速度。
[0016]来自发动机14的输入转矩和来自第一和第二电机56和72的电机转矩(分别为TI、TA和TB)是由燃料或存储于电能存储装置(下面用‘ESD’来表示)74中的电势能的能量转化而产生的。ESD 74经由直流电传递导线27而高压直流地连接到TPIM 19。传递导线27包括接触器开关38。在正常工况下，当接触器开关38闭合时，电流能够在ESD 74和TPIM 19之间流动。当接触器开关38断开时，ESD 74和TPIM 19之间的电流流动则中断。通过传递导线29，TPIM 19将电能传递给第一电机56，及传递来自于第一电机56的电能，并且类似地，通过传递导线31，TPIM 19将电能传递给第二电机72，及传递来自于第二电机72的电能，以作为对电机转矩TA和TB的响应来满足对第一和第二电机56和72的转矩命令。电流被传递给ESD 74及从ESD 74中输出是要依据ESD 74是被充电还是被放电。
[0017]TPIM 19包括一对功率变换器(未示出)和对应的电机控制模块(未示出)，该电机控制模块配置成接受转矩命令并基于此来控制变换器状态，以便提供电机驱动或者再生功能，从而满足所命令的电机转矩TA和TB。功率变换器包括公知的互补型三相电力电子装置，每个装置都包括多个绝缘栅双极晶体管(未示出)，其通过高频下的转换而将来自ESD 74的直流电转变为交流电，用于为相应的第一和第二电机56和72动力。绝缘栅双极晶体管形成为用于接收控制命令的开关模式功率供给源。典型地，每一个三相电机的每一相都配有一对绝缘栅双极晶体管。通过控制绝缘栅双极晶体管的状态来提供电机驱动机械能的产生或者电能再生的功能。三相变换器通过直流电传递导线27接收或者提供直流电，并且把直流电转化为三相交流电或者将三相交流电转化为直流电，该交流电分别通过传递导线29和31传导给第一和第二电机56和72或从第一和第二电机56和72传导出，以便作为电动机或者发电机工作。
[0018]图2示出了分布式控制模块系统的示意性框图。下文中将描述的元件包括整个车辆控制结构的一个子集，其对图1所描述的示例性混合动力系提供了协调系统控制。该分布式控制模块系统综合有关的信息和输入，并且执行算法来控制各个致动器以实现控制目标，这些控制目标包括：燃油经济性、排放物、性能、驾驶性能以及包括ESD 74的电池及第一和第二电机56和72在内的硬件的保护。分布式控制模块系统包括发动机控制模块(下面用‘ECM’来表示)23、TCM 17、电池组控制模块(接下来用’BPCM’来表示)21以及TPIM 19。混合控制模块(下面用‘HCP’来表示)5对ECM 23、TCM 17、BPCM 21和TPIM19提供监督控制和协调。用户界面(‘UI’)13信号地连接多个装置，通过这些装置，车辆操作者就能控制或者指挥电-机械混合动力系的运行。这些装置包括加速踏板113(‘AP’)、操作员制动踏板112(‘BP’)、变速箱档位选择器114(‘PRNDL’)和车辆速度巡航控制器(未示出)。BP 112能够直接地信号连接制动器控制模块(BrCM)22。变速箱档位选择器114可以具有离散数目的操作员可选位置，这些可选位置包括输出元件64的旋转方向，以便能实现前进和倒退方向之一。
[0019]前面提到的这些控制模块通过局域网(下面用‘LAN’来表示)总线6与其它控制模块、传感器和致动器通信。LAN总线6允许在各种控制模块之间进行运行参数状态和致动器命令信号的结构化通信。所采用的特定通信协议是专用的(application-specific)。LAN总线6和合适的协议在前面提到的控制模块之间以及和其他控制模块之间提供了鲁棒通讯和多控制模块接口连接，这些其他控制模块提供了包括例如防抱死制动、牵引控制和车辆稳定性等功能。可以用多个通信总线来改进通信速度，并提供某种水平的信号冗余性和完整性。使用直接链路，例如串行外围接口(‘SPI’)总线(未示出)，还可以进行各个控制模块之间的通信。
[0020]HCP 5能对混合动力系提供监督控制，用于ECM 23、TCM 17、TPIM 19和BPCM 21的协调运行。基于来自用户界面13和包括ESD 74在内的混合动力系的各种输入信号，HCP5确定出操作者转矩请求、输出转矩命令、发动机输入转矩命令、用于变速箱10中所使用的转矩传递离合器C1 70、C2 62、C3 73、C4 75的离合器转矩、以及第一和第二电机56和72的电机转矩TA和TB。
[0021]ECM 23操作连接至发动机14，其作用是在多条离散线路上从传感器获取数据并控制发动机14的致动器，为了简便起见，该多条离散线路图示为总的双向接口电缆35。ECM23接收来自于HCP5的发动机输入转矩命令。ECM 23根据监控到的发动机速度和负载确定出在那一时间点提供给变速箱10的实际发动机输入转矩TI，该实际发动机输入转矩TI被传送至HCP 5。ECM 23监控来自转速传感器11的输入，以确定到达输入轴12的发动机输入速度，该发动机输入速度转化为变速箱的输入速度NI。ECM 23监控来自传感器(未示出)的输入，以确定包括如歧管压力、发动机冷却液温度、环境空气温度以及环境压力在内的其他发动机运行参数的状态。例如，从歧管压力或者可替代地从监控给加速踏板113的操作者输入可以确定发动机负载。ECM 23产生命令信号，并且传输这些命令信号来控制发动机致动器，这些致动器包括例如喷油器、点火模块和节气门控制模块，这些在图中都没有示出。
[0022]TCM 17操作连接至变速箱10并且监控来自传感器(未示出)的输入，以确定变速箱运行参数的状态。TCM 17产生命令信号，并且传输这些信号以控制变速箱10，包括控制液压回路42。由TCM 17输入给HCP 5的输入包括：离合器(即C1 70、C2 62、C3 73和C4 75)中的每一个的估计离合器转矩，以及输出元件64的旋转输出速度NO。出于控制目的，其他致动器和传感器可用来自TCM 17向HCP 5提供附加信息。TCM 17监控来自于压力开关(未示出)的输入，并且选择性地致动液压回路42中的压力控制电磁阀(未示出)和换档电磁阀(未示出)，以选择性地致动各离合器C1 70、C2 62、C3 73和C4 75，进而实现如下面所描述的各种变速箱运行范围状态。
[0023]BPCM 21信号连接至传感器(未示出)以监控ESD 74，包括监控电流和电压参数的状态，以向HCP 5提供表示ESD74的电池的参数状态的信息。该电池的这些参数状态优选包括电池荷电状态、电池电压、电池温度及用范围PBAT_MIN到PBAT_MAX来表示的可用电池电量。
[0024]制动器控制模块(下面用‘BrCM’来表示)22操作连接至车轮93的每一个上的摩擦制动器(未示出)。BrCM 22监控操作者制动请求(包括通过制动踏板112的操作者输入)，并产生控制信号以控制摩擦制动器，并且向HCP5发送控制信号以基于此信号来运转第一和第二电机56和72。
[0025]控制模块ECM 23、TCM 17、TPIM 19、BPCM 21和BrCM 22的每一个优选都是通用数字计算机，该数字计算机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’)、随机存储器(‘RAM’)，可电编程只读存储器(‘EPROM’))、高速时钟、模拟/数字(‘A/D’)和数字/模拟(‘D/A’)转换电路、以及输入/输出电路和装置(‘I/O’)、和适宜的信号调节和缓冲电路。每个控制模块都包括一组控制算法，该算法包括存储于存储介质之一中的驻留程序指令和校验(calibration)，执行该算法来提供各计算机的相应功能。控制模块之间的信息传递优选由LAN总线6和串行外围接口总线来完成。在预设的循环周期中执行该控制算法使得每个算法在每个循环周期中至少被执行一次。由中央处理单元之一采用预设的校验来执行存储于非易失性存储器装置中的算法，以监控来自于传感装置的输入，及执行控制致动器运行的控制和诊断程序。定期执行循环周期，例如在混合动力系运行期间每3.125、6.25、12.5、25和100毫秒执行一次。或者，响应事件的发生而执行算法。
[0026]示例性混合动力系可选择性地在若干状态之一下运行，这些状态可以用包含发动机开状态(‘ON’)和发动机关状态(‘OFF’)的发动机状态的术语以及包含多个固定档位和无级变速运行模式的变速箱运行范围状态的术语来描述，下面参考表1对这些状态进行描述。
表1
[0027]表中描述了各个变速箱运行范围状态，并指出在每个运行范围状态中特定离合器C1 70、C2 62、C3 73和C4 75中的哪些被使用。通过使用离合器C170(只为了将第三行星齿轮组28的外部齿轮元件“接地”)，从而选择第一无级变速模式，即EVT模式1或M1。发动机状态可以是ON(‘M1_Eng_On’)或者OFF(‘M1_Eng_Off’)之一。通过使用离合器C262(只将轴60接到第三行星齿轮组28的架上)，从而选择第二无级变速模式，即EVT模式2或M2。发动机状态可以是ON(‘M2_Eng_On’)或者(‘)之一。为了便于说明，当发动机状态是时，发动机输入速度等于转每分钟(‘RPM’)，即，发动机曲轴不旋转。固定档位运行提供了变速箱10的输入比输出速度的固定传动比运行，即NI/NO。通过使用离合器C1 70和C4 75，而选择第一固定档位运行(‘G1’)。通过使用离合器C1 70和C2 62而选择第二固定档位运行(‘G2’)。通过使用离合器C2 62和C4 75而选择第三固定档位运行(‘G3’)。通过使用离合器C2 62和C3 73而选择第四固定档位运行(‘G4’)。由于行星齿轮组24、26和28中的减小的传动比，输入比输出速度的固定传动比运行随着固定档位运行的升高而增加。第一和第二电机56和72的转速NA和NB分别取决于由离合操作所限定的该机构的内部旋转，且与在输入轴12处所测得的输入速度成比例。
[0028]作为对由用户界面13所捕获的经由加速踏板113和制动踏板112输入的操作员输入的响应，HCP 5和一个或多个其他控制模块确定出转矩命令，从而控制包括发动机14及第一和第二电机56和72在内的转矩产生装置，以满足在输出元件64处传递给传动系90的操作员转矩请求。基于来自用户界面13以及包括ESD 74在内的混合动力系的输入信号，HCP 5分别确定操作者转矩请求、变速箱10至传动系90的被命令的输出转矩、来自发动机14的输入转矩、变速箱10的转矩传递离合器C1 70、C2 62、C3 73、C4 75的离合器转矩以及第一和第二电机56和72的电机转矩，在下文中将描述它们。
[0029]最终的车辆加速可能受到其他因素的影响，这些其它因素包括，例如路面载荷、道路等级以及车辆重量。基于混合动力系的各种运行特性可以确定出发动机状态和变速箱的运行范围状态。这包括如前面所描述的，通过加速踏板113和制动踏板112传输给用户界面13的操作者转矩请求。在电能产生模式或转矩产生模式下，根据由运行第一和第二电机56和72的命令所导致的混合动力系的转矩要求，可以断定变速箱运行范围状态和发动机状态。变速箱运行范围状态和发动机状态可以通过最佳算法或程序来确定，该最佳算法或程序根据操作员的动力要求、电池荷电状态以及发动机14和第一和第二电机56和72的能效确定最优的系统效率。控制系统根据所执行的最佳程序的结果来管理来自于发动机14及第一和第二电机56和72的转矩输入，并且由此使管理燃油经济性及电池充电的系统效率得到优化。此外，还可以根据部件或系统的故障来决定操作。HCP 5监控转矩产生装置，并且确定变速箱10在输出元件64处的动力输出，该动力输出要满足操作员的转矩请求，同时要满足例如对ESD74充电的其它传动系操作要求。根据上面所描述的，显然，ESD 74与第一和第二电机56和72操作电连接以便在它们之间形成能量流。此外，发动机14、第一和第二电机56和72以及电-机械变速箱10操作地机械连接以在它们之间传递动力，进而向输出元件64传递能量流。
[0030]图3示出了用于控制和管理具有多个转矩产生装置的混合动力系的信号流的控制系统的结构，下面将参照图1和图2中的混合动力系统对其进行描述，并且其以可执行算法和校验程序的形式存储在前面提及的控制模块中。该控制系统结构可适用于具有多个转矩产生装置的任一种混合动力系统，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。或者，该混合动力系统可使用非电的转矩机械和能量存储系统，例如，使用液压动力转矩机械(未示出)的液压机械混合变速箱。
[0031]在工作中，监控操作者对加速踏板113和制动踏板112的输入以确定操作者的转矩请求。操作者对加速踏板113和制动踏板112的输入包括可独立确定的各个操作者转矩请求输入，这些操作者转矩请求输入包括瞬时加速输出转矩请求、预计加速输出转矩请求、瞬时制动输出转矩请求、预计制动输出转矩请求和轴转矩响应类型。在本文中，术语‘加速’表示当操作者所选择的变速箱档位选择器114的位置命令车辆向前运动时优选能导致车速超过当前车速的向前推进的操作者请求。术语‘减速’和‘制动’表示优选导致车速比当前车速低的操作者请求。该瞬时加速输出转矩请求、预计加速输出转矩请求、瞬时制动输出转矩请求、预计制动输出转矩请求和轴转矩响应类型都是对控制系统的各个独立输入。此外，监控发动机14和变速箱10的运行以确定输入速度(‘Ni’)和输出速度(‘NO’)。
[0032]瞬时加速输出转矩请求包括根据对加速踏板113的操作者输入而确定的瞬时转矩请求。该控制系统响应瞬时加速输出转矩请求，控制来自混合动力系统的输出转矩，以产生正的车辆加速。该瞬时制动输出转矩请求包括根据对制动踏板112的操作者输入而确定的瞬时制动请求。该控制系统响应瞬时制动输出转矩请求，控制来自混合动力系统的输出转矩，以使车辆减速或产生负的加速。控制来自混合动力系统的输出转矩所导致的车辆减速与使车辆减速的车辆制动系统(未示出)所导致的车辆减速相结合以完成瞬时制动请求。
[0033]瞬时加速输出转矩请求根据当前对加速踏板113的操作者输入而确定，并且其包括在输出元件64处产生优选使车辆加速的瞬时输出转矩的请求。该瞬时加速输出转矩请求是未确定的(unshape)，但是其可由动力系统控制外的影响车辆运行的事件来确定(shape)。这样的事件包括用于防抱死制动、牵引控制和车辆稳定性控制的动力系控制中的车辆级中断(vehicle level interruptions)，其可用于不确定(unshape)或比率限制(rate-limit)该瞬时加速输出转矩请求。
[0034]预计加速输出转矩请求根据对加速踏板113的操作者输入而确定，并且其包含在输出元件64处的最优的或优选的输出转矩。在正常操作情况下，例如，没有命令防抱死制动、牵引控制或车辆稳定性中的任何一个时，该预计加速输出转矩请求优选等于瞬时加速输出转矩请求。当命令防抱死制动、牵引控制或车辆稳定性中的任一个时，作为对涉及防抱死制动、牵引控制或车辆稳定性控制的输出转矩命令的响应，该预计加速输出转矩请求保持该优选的输出转矩，且该瞬时加速输出转矩请求则被减小。
[0035]该瞬时制动输出转矩请求根据对制动踏板112的操作者输入和控制摩擦制动器的控制信号而确定，以产生摩擦制动转矩。
[0036]该预计制动输出转矩请求包括响应对制动踏板112的操作者输入而在输出元件64处的最优或优选的制动输出转矩，其受限于在输出元件64处所能产生的而与对制动踏板112的操作者输入无关的最大制动输出转矩。在一个实施例中，在输出元件64处产生的最大制动输出转矩被限制到-0.2g。当车速接近零时，不管对制动踏板112的操作者输入，该预计制动输出转矩请求被逐渐减为零。如使用者所希望的，存在将预计制动输出转矩请求设定为零的操作情况，例如，当操作者对变速箱档位选择器114的设定为倒档时，以及将分动箱(transfercase，未示出)设定为四轮驱动的低速区(low range)时。将预计制动输出转矩请求设定为零的操作情况是指那些由于车辆的运行因素而不优选混合制动的情况。
[0037]轴转矩响应类型包括通过第一和第二电机56和72确定(shaping)和比率限制(rate-limiting)该输出转矩响应的输入状态。该轴转矩响应类型的输入状态可以是有效态和无效态，该有效态优选包括满意性受限状态和最大范围状态中的一个。当所命令的轴转矩响应类型是有效态时，输出转矩命令则是瞬时输出转矩。优选地，用于这种响应类型的转矩响应要尽可能快。
[0038]混合制动转矩包括在车轮93处产生的摩擦制动转矩和在输出元件64处产生的输出转矩的组合，其反作用于传动系90以使车辆减速，作为对制动踏板112的操作者输入的响应。BrCM 22命令车轮93上的摩擦制动器施加制动力并对变速箱10发出命令以产生一个反作用于传动系90的负的输出转矩，作为对瞬时制动请求的响应。优选地，所施加的制动力和负的输出转矩只要能克服车轮93处的车辆动能就可以使车辆减速和停止。该负的输出转矩反作用于传动系90，由此将转矩传递给电-机械变速箱10和发动机14。通过电-机械变速箱10反作用的该负的输出转矩能被传递给第一和第二电机56和72，从而产生电能储存在ESD 74中。
[0039]策略性最佳控制方案(‘策略控制’)310基于输出速度和操作者转矩请求和其它混合动力系的操作参数确定优选的输入速度(‘Ni_Des’)和优选的发动机状态以及变速箱运行范围状态(‘混合范围状态Des’)，这些其它混合动力系的操作参数包括电池功率极限、发动机14的响应极限、变速箱10的响应极限、以及第一和第二电机56和72的响应极限。预计加速输出转矩请求和预计制动输出转矩请求被输入至策略最佳控制方案310。该策略最佳控制方案310优选由HCP 5在每个100毫秒循环周期和每个25毫秒循环周期内执行。变速箱10的期望运行范围状态和从发动机14到变速箱10的期望输入速度被输入至换档执行和发动机启动/停止控制方案320。
[0040]该换档执行和发动机启动/停止控制方案320根据动力系统的输入和运行来命令变速箱运行的改变(‘变速箱命令’)，这些改变包括改变运行范围状态。这包括，如果优选的运行范围状态不同于当前的运行范围状态时，通过命令改变离合器C1 70、C2 62、C3 73和C4 75中的一个或多个的使用以及其它变速箱命令，来命令执行变速箱的运行范围状态的改变。当前的运行范围状态(‘实际混合范围状态’)和输入速度曲线(‘Ni_Prof’)可以被确定。该输入速度曲线是即将到来的输入速度的估计值，其优选包括用于即将到来的循环周期的目标输入速度的标量参数值。在变速箱的运行范围状态发生转换期间，发动机操作命令和操作者转矩请求都是根据该输入速度曲线来确定的。
[0041]战术控制方案(‘战术控制和操作’)330在控制循环周期之一内重复被执行以确定运行发动机14的发动机命令，其包括自发动机14到变速箱10的优选输入转矩，该优选输入转矩是基于输出速度、输入速度和操作者转矩请求确定的，该操作者转矩请求包括瞬时加速输出转矩请求、预计加速输出转矩请求、瞬时制动输出转矩请求、预计制动输出转矩请求、轴转矩响应类型和变速箱的当前运行范围状态。该发动机命令也包括发动机状态，该发动机状态包括全气缸(all-cylinder)运行状态和气缸失活运行状态之一，其中气缸失活运行状态是指发动机气缸的一部分失活及没有燃料供给，且发动机状态包括燃料供给状态和燃料供给中止状态之一。包括发动机14的优选输入转矩和反作用于发动机14和输入元件12之间的当前输入转矩(‘Ti’)的发动机命令优选在ECM23中确定。优选在TCM17中估计离合器C1 70、C2 62、C3 73和C4 75中的每一个的离合器转矩(‘Tcl’)，包括当前使用的离合器和没有使用的离合器。
[0042]输出和电机转矩确定方案(‘输出和电机转矩确定’)340被执行以确定来自动力系的优选输出转矩(‘To_cmd’)。在这个实施例中，这包括确定电机转矩命令(‘TA’，‘TB’)，以通过控制第一和第二电机56和72传递满足操作者转矩请求的被命令的净输出转矩至变速箱10的输出元件64。瞬时加速输出转矩请求、瞬时制动输出转矩请求、来自发动机14的当前输入转矩以及所使用的离合器的估计转矩、变速箱10的当前运行范围状态、输入速度、输入速度曲线和轴转矩响应类型都是输入值。在循环周期之一的每个迭代过程中，执行该输出和电机转矩确定方案340以确定电机转矩命令。该输出和电机转矩确定方案340包括算法代码，其在6.25毫秒和12.5毫秒的循环周期内被定期执行以确定优选的电机转矩命令。
[0043]当操作者选择的变速箱档位选择器114的位置命令车辆向前运行时，作为对加速踏板113的操作者输入的响应，控制该混合动力系向输出元件64传递输出转矩，该输出转矩反作用于传动系90以在车轮93处产生向前驱动车辆的牵引转矩。类似地，当操作者选择的变速箱档位选择器114的位置命令车辆向相反方向运行时，作为对加速踏板113的操作者输入的响应，控制该混合动力系向输出元件64传递输出转矩，该输出转矩反作用于传动系90以在车轮93处产生向相反方向驱动车辆的牵引转矩。优选地，只要输出转矩足以克服车辆上的外部负荷，推进车辆就会导致车辆加速，这些外部负荷包括例如由于道路等级导致的负荷、空气流动负荷和其它负荷。
[0044]附图4示出了用于管理分布式控制系统中的信号流以通过车轮93中的一个或多个产生制动的控制系统结构，，参照上面描述的混合动力系对其进行描述。输入给制动踏板112的操作者制动请求由BrCM 22监控，该操作者制动请求优选包括瞬时制动输出转矩请求，通过该瞬时制动输出转矩请求，BrCM22可以确定总制动转矩请求。BrCM22根据总制动转矩请求和再生制动轴转矩容量和任何当前施加的再生制动转矩(‘估计再生制动获取转矩’)产生再生制动轴转矩请求。该再生制动轴转矩请求优选地包括上面参见图3所描述的预计制动输出转矩请求。根据驾驶员制动请求和再生制动转矩(该再生制动转矩由第一和第二电机56和72的运行通过变速箱14进行反作用并由HCP5估算)的差异，BrCM 22产生控制信号(‘摩擦制动器控制’)以控制每个车轮93中的可致动摩擦制动器。BrCM 22作为主控器用来控制摩擦制动器和变速箱10以满足操作员的制动请求。
[0045]HCP 5确定受最大制动输出转矩限制的再生制动轴转矩容量，其是变速箱10的将来自传动系90的转矩通过可选择使用的离合器C1 70、C2 62、C3 73和C4 75反作用至第一和第二电机56和72的能力的基于转矩的衡量。HCP5估算由传动系90和变速箱10的输出元件64反作用的该当前施加的再生制动转矩，并且将再生制动轴转矩容量和再生制动转矩传输给BrCM 22。HCP 5通过电机转矩控制方案340确定来自动力系的优选输出转矩(‘To_cmd’)，并且利用参考图3和4所描述的控制结构，根据再生制动轴转矩请求产生用于控制第一和第二电机56和72的电机转矩命令(‘TA’，‘TB’)。
[0046]从制动踏板112到BrCM 22再到HCP 5的传输信号的时间顺序是有意设置的，因为对制动踏板的大多数当前可用的操作者输入在发生制动时能用于控制制动。HCP 5通过再生制动进行动能回收，以产生可存储的电能并改进运行效率。
[0047]上述参照实施例描述的控制系统包括发动机14和机械连接电-机械变速箱10的第一、第二电机56、72。可替换的，该控制系统可以与具有转矩产生机和能量存储系统的其它变速箱系统一起使用，这些其它变速箱系统能可控制地通过传动系反作用转矩，以产生牵引制动，优选是那些系统，其利用通过传动系的反作用转矩来产生可供以后使用的可存储能量，例如，以电能、液压能或可存储的机械能的形式的能量。
[0048]可以理解，在本发明范围之内的变型是允许的。参考优选实施例及其变型对本发明进行了描述。在阅读和理解了本说明书后，他人可以做出更多的变型和改变。本发明意图是要包括落入本发明范围内的所有这样的变型和改变。

Claims (19)

1、一种设备，包括：
内燃发动机，其机械联接至变速箱装置，该变速箱装置用于在发动机和第二动力产生装置与输出元件之间传递机械动力，该输出元件机械联接至传动系，以向具有可致动摩擦制动器的车轮传递牵引转矩；
制动器控制模块，其操作连接至该可致动摩擦制动器；
第二控制模块，其操作连接至内燃发动机和变速箱装置；和
制动踏板；
该第二控制模块构造为：
确定再生制动轴转矩容量，
确定当前通过变速箱装置的输出元件施加给传动系的再生制动转矩，
将该再生制动轴转矩容量和该再生制动转矩传输给制动器控制模块，和
根据一再生制动轴转矩请求产生一控制信号，以命令从该第二动力产生装置的动力输出；
该制动器控制模块构造为：
根据对制动踏板的操作者输入确定总制动转矩请求，
根据该总制动转矩请求、该再生制动轴转矩容量和该再生制动转矩产生该再生制动轴转矩请求，和
根据该总制动转矩请求和该再生制动转矩产生一控制信号，来控制该可致动摩擦制动器。
2、如权利要求1所述的设备，进一步包括：该第二控制模块构造为：根据通过变速箱反作用的再生制动轴转矩产生一控制信号，以命令从第二动力产生装置的动力输出。
3、如权利要求2所述的设备，其中：该再生制动轴转矩进一步包括所述从第二动力产生装置通过变速箱反作用至传动系的所述当前施加的转矩。
4、如权利要求3所述的设备，进一步包括：该变速箱包括一选择性使用的离合器，该再生制动轴转矩容量根据在第二动力产生装置通过该选择性使用的离合器至输出元件之间传递的反作用转矩而确定。
5、如权利要求1所述的设备，其中：该再生制动轴转矩请求包括一瞬时制动输出转矩请求。
6、如权利要求1所述的设备，其中：该再生制动轴转矩请求包括一预计制动输出转矩请求。
7、如权利要求1所述的设备，进一步包括：该制动器控制模块构造为监控车轮速度，并且构造为当车轮速度接近为零转矩时，逐步停止该再生制动轴转矩请求。
8、如权利要求7所述的设备，进一步包括：该制动器控制模块构造为当档位选择器开关设定为倒档时，将该再生制动轴转矩请求设定为零转矩。
9.一种设备，包括：
内燃发动机；
电机；
变速箱装置，其包括输出元件和选择性使用的离合器；
该内燃发动机和该电机机械联接至变速箱装置；
该输出元件机械联接至传动系；
该传动系包括具有可致动摩擦制动器的车轮；
该变速箱构造为将从该传动系至输出元件的转矩通过该选择性使用的离合器反作用至电机；
制动器控制模块，其操作连接至该可致动摩擦制动器；
第二控制模块，其操作连接至该内燃发动机和该变速箱；和
制动踏板；
该第二控制模块构造为：
确定再生制动轴转矩容量，
确定从传动系作用至变速箱装置的输出元件的转矩的大小；
将该再生制动轴转矩容量和从传动系反作用的该转矩的大小传输给该制动器控制模块，和
根据一再生制动轴转矩请求产生一控制信号，以命令从该电机的动力输出；
该制动器控制模块构造为：
根据对制动踏板的操作者输入确定总制动转矩请求，
根据该总制动转矩请求、该再生制动轴转矩容量和该反作用转矩大小来产生该再生制动轴转矩请求，和
根据该总制动转矩请求和该反作用转矩大小产生一控制信号，以控制该可致动摩擦制动器。
10、如权利要求9所述的设备，进一步包括：该第二控制模块构造为：根据通过变速箱反作用的再生制动轴转矩产生一控制信号，以命令从该电机的动力输出。
11、如权利要求10所述的设备，其中：该再生制动轴转矩进一步包括从该电机通过变速箱反作用至传动系的所述当前施加的转矩。
12、如权利要求11所述的设备，进一步包括：该再生制动轴转矩容量根据从该电机通过该选择性使用的离合器传递至该输出元件的反作用转矩来确定。
13、如权利要求9所述的设备，其中：该再生制动轴转矩请求包括一瞬时制动输出转矩请求。
14、如权利要求9所述的设备，其中：该再生制动轴转矩请求包括一预计制动输出转矩请求。
15、如权利要求9所述的设备，进一步包括：该制动器控制模块构造为监控车轮速度，并且构造为当车轮速度接近为零转矩时，逐步停止该再生制动轴转矩请求。
16、如权利要求15所述的设备，进一步包括：该制动器控制模块构造为当档位选择开关设为倒档时，将该再生制动轴转矩请求设定为零转矩。
17、如权利要求9所述的设备，进一步包括：
该电机运转以将从传动系反作用的该转矩转换为电力；和
连接到该电机的能量存储装置，其用于将该电力存储为电势能。
18、一种操作动力系统的方法，该动力系统包括：机械联接至变速箱的发动机，电连接至能量存储装置的动力产生装置，该变速箱用于在发动机和动力产生装置与输出元件之间传递机械动力，该输出元件联接到传动系以将牵引转矩传递给车轮，该车轮包括可致动摩擦制动器，该动力产生装置反作用从车轮通过传动系传递至变速箱的牵引转矩，该方法包括：
用第一控制模块监控对制动踏板的操作者输入；
用第二控制模块确定再生制动轴转矩容量；
用该第二控制模块确定在传动系与变速箱装置的输出元件之间传递的再生制动转矩；
将该再生制动轴转矩容量和该再生制动转矩传输给该第一控制模块；和
用该第二控制模块根据一再生制动轴转矩请求产生一控制信号，以命令从该第二动力产生装置的动力输出；
用该第一控制模块根据对制动踏板的该操作者输入来确定一总制动转矩请求；
用该第一控制模块根据该总制动转矩请求、该再生制动轴转矩容量和该再生制动转矩产生该再生制动轴转矩请求；
用该第一控制模块根据该总制动转矩请求和该再生制动转矩产生一控制信号，以控制该可致动摩擦制动器。
19、根据权利要求18的方法，进一步包括：
将能量存储装置连接至该电机；
将在传动系与变速箱装置的输出元件之间传递的该再生制动转矩转化为电力；和
将该电力存储为电势能。
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