CN101428617B - 混合动力系统模式中产生平稳输入速度曲线的方法和设备 - Google Patents

混合动力系统模式中产生平稳输入速度曲线的方法和设备 Download PDF

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CN101428617B
CN101428617B CN2008101887375A CN200810188737A CN101428617B CN 101428617 B CN101428617 B CN 101428617B CN 2008101887375 A CN2008101887375 A CN 2008101887375A CN 200810188737 A CN200810188737 A CN 200810188737A CN 101428617 B CN101428617 B CN 101428617B
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input speed
input
requirement
control
advance
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CN101428617A (zh
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L·A·卡明斯基
A·H·希普
J·-J·F·萨
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GM Global Technology Operations LLC
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Abstract

本发明涉及混合动力系统模式中产生平稳输入速度曲线的方法和设备，具体而言公开了一种用于控制具有接合到的发动机和电机的机电变速器的动力系的方法，包括监控要求的输入速度；对要求的输入速度进行信号处理以产生提前控制信号来控制发动机，其中信号处理包括低通滤波要求的输入速度和对要求的输入速度应用系统约束限制；对要求的输入速度进行信号处理以产生即时控制信号来控制电机，其中信号处理包括通过提前期延迟要求的输入速度，低通滤波要求的输入速度，和对要求的输入速度应用系统约束限制；以及基于所述提前控制信号和所述即时控制信号控制动力系通过动力系转换。

Description

混合动力系统模式中产生平稳输入速度曲线的方法和设备
相关申请的交叉引用
本申请要求申请日为2007年10月29日提交的美国临时申请NO.60/983257的优先权，其内容以引用的方式纳入其中。
技术领域
本发明涉及一种机电变速器的控制系统。
背景技术
这一部分仅仅提供关于本申请的背景信息，可能不构成现有技术。
已知的动力系机构包括转矩产生装置，包括内燃机和电机，其将转矩通过变速器传递到输出元件。一个典型的动力系包括双模式、复合-分离式的机电变速器，其利用输入元件和输出元件，输入元件从原动机功率源(优选内燃机)接收驱动转矩。输出元件可操作地连接到机动车辆的动力系统以向其传递牵引转矩。电机(可操作为电动机或发电机)独立于来自内燃机的输入转矩为变速器产生转矩输入。电机可以将通过车辆的传动系统传递的车辆动能转换为储存在电能储存装置中的电能。控制系统监控各种来自车辆和操作者的各种输入，提供动力系的操作控制，包括控制变速器操作范围状态和换档，控制转矩产生装置，并且调节电能储存装置和电机之间的电能互换以控制包括转矩和转速的变速器的输出。
动力系转换包括改变动力系输出和变速器的换档。许多决定必须基于可利用的输入通过转换来维持动力系的操作控制。
如上所述的混合动力系的变速器，为了向输出元件提供转矩，通过传递和管理转矩实现了很多功能。为了满足特定功能的要求，变速器在多个操作范围状态或限定了通过变速器的转矩传递的变速器内部构造之间进行选择。已知的变速器使用的操作范围状态包括具有限定的传动比的固定档状态。例如，变速器能够利用四个连续布置的固定档状态并且允许在四个档状态之间进行选择以便通过宽范围的输出元件速度提供输出转矩。附加或替换地，已知的变速器还允许连续可变的操作范围状态或模式状态，例如能够通过使用行星齿轮组，其中为了调节由特定组输入提供的输出速度和输出转矩，变速器提供的传动比能够在一定范围内变化。另外，变速器能够在空档状态操作，停止所有从变速器传递的转矩。另外，变速器能够在倒退模式下操作，接受用于正常向前操作的特定旋转方向的输入扭矩并倒转输出元件的旋转方向。通过选择不同的操作范围状态，变速器能够提供给定输入的输出范围。
混合动力系车辆的上述装置的操作要求控制许多转矩承载轴或表示连接到上面提到的发动机、电机和传动系统的装置。来自发动机的输入转矩和来自电机或多个电机的输入转矩能够单独或配合地使用以提供输出转矩。尽管如此，来自变速器要求的输出转矩的变化(例如，由于操作者踏板位置或由于操作范围状态的改变)必须平稳处理。尤其是难以管理输入转矩，同时应用于变速器，具有对控制输入的不同的反应时间。基于单独的控制输入，不同装置能够在不同时间转变各自的输入转矩，导致通过变速器应用的全部转矩增加突变。通过变速器传递的各种输入转矩的突变或不协调的变化能够导致加速度的可以感觉到的变化或车辆的抖动，导致对车辆的驾驶性能产生不利影响。
离合器是本领域公知的用于接合和分离轴的装置，包括对轴之间转速和转矩差的管理。变速器能够使用单独的离合器操作在输入和输出之间传递的反扭矩。变速器能够使用多个离合器操作在输入和输出之间传递的反扭矩。操作范围状态的选择依靠离合器的选择性接合，不同的许可组合得出不同的操作范围状态。
从一个操作范围状态到另一个操作范围状态的换档或转换涉及至少一个离合器状态的转换。从一个固定档状态(包括两个初始在锁定状态的离合器)到另一个固定档状态(包括至少一个不同接合的离合器)的转换的例子，涉及卸载第一离合器，通过惯性速度阶段转换，和随后加载第二离合器。虽然由于离合器转换产生的输出转矩的变化或中断是变速器操作范围状态改变的正常部分，有序地管理输出转矩的变化降低了换档对驾驶性能的影响。
关于车辆要求操作的输入信号必须转换为能够接近要求操作同时保留驾驶性能的指令。输入信号和用于将信号转换为可用指令的处理器包括很多对动力系的控制有不利影响的挑战。基于在各种构件中不同的反应时间，在动力系中使用信号处理技术与信号策略结合来协调指令的方法对动力系的平稳操作是有益的。
发明内容
一种控制包括连接于发动机和电机的机电变速器的动力系的方法，包括监控要求的输入速度；对要求的输入速度进行信号处理以产生提前控制信号以控制发动机，其中信号处理包括将要求的输入速度进行低通滤波，和对要求的输入速度应用系统约束限定；对要求的输入速度进行信号处理来产生即时控制信号对电机进行控制，其中信号处理包括将要求输入速度延迟一个提前期，对要求的输入速度进行低通滤波，并且对要求的输入速度施加系统约束限定；和基于提前控制信号和所述即时控制信号来控制动力系通过动力系转换。
附图说明
下面将通过示例的形式，结合相关附图对一个或多个实施例进行描述，其中：
图1是根据本发明的典型的动力系的示意图表，包括可操作地连接于发动机以及第一和第二电机的双模式、复合分离式的机电混合变速器；
图2是根据本发明的典型分布式控制模块系统的示意方框图；
图3是根据本发明的典型的混合动力系构件对转矩要求变化的反应时间；
图4表明了根据本发明的典型混合动力系变速器的档位转换关系，尤其是如图1和表1的典型实施例中所描述的；
图5示出了根据本发明的用于控制和管理在动力系中的转矩和功率流并且以可执行算法和标定的形式存在于控制模块内的典型的控制系统结构，其中动力系具有多个转矩产生装置；
图6是换挡执行中示例的数据流的示意图，详细描述了根据本发明的例如图5中的典型控制系统结构的执行；
图7示出了根据本发明的在没有应用信号处理方法的情况下，在较长时间间隔下产生的典型的一组数据点和在较短时间间隔下产生的一组输出点；
图8示出了根据本发明的典型的在较长时间间隔下产生的一组数据点和在较短时间间隔下的得到的一组输出点，应用单独的处理方法产生的平稳输出信号；
图9示出了根据本发明的由一阶滤波器产生的典型输出数据；
图10示出了根据本发明的利用信号处理方法，描述动力系控制中用于将长期要求的输入速度信号转变为一组短期的提前和即时指令信号的典型方法的典型数据流；
图11示出了根据本发明的关于NI和相应项的限制的示例；
图12示出了根据本发明的图10的方法中描述的各项；
图13示出了根据本发明的典型过程结合完成典型的变速器换挡的惯性速度阶段；以及
图14示出了根据本发明的例子，其中系统约束强制实行在即时控制信号，由控制信号设置临时的超控值。
具体实施方式
现在结合附图，其中图示仅仅用于描述本发明的典型实施例，并不限制保护范围，图1和2描述了典型的机电混合动力系。根据本发明的典型的机电混合动力系在图1中示出，包括可操作地连接到发动机14以及第一和第二电机(‘MG-A’)56和(‘MG-B’)72的双模式、复合分离式的机电混合变速器10。发动机14、第一和第二电机56和72各自产生能够传递到变速器10的功率。由发动机14、第一和第二电机56和72产生并传递到变速器10的功率以输入转矩(此处分别标记为TI、TA和TB)以及速度(分别标记为NI、NA和NB)的形式描述。
典型的发动机14包括可在多种状态下选择性操作以通过输入轴12将转矩传递到变速器10的多缸内燃机，并且可以是火花点火式或压缩点火式发动机。发动机14包括可操作地接合到变速器10的输入轴12的曲轴(未示出)。转速传感器11监控输入轴12的转速。包括转速和输出转矩的发动机14的功率输出不同于变速器10的输入速度NI和输入转矩TI，这是由于发动机14和变速器10之间的输入轴12上布置了转矩消耗构件，例如液压泵(未示出)和/或转矩管理装置(未示出)。
典型的变速器10包括三个行星齿轮组24、26和28，和四个可选择接合的转矩传递装置，即离合器C1 70、C2 62、C3 73和C4 75。此处使用的离合器指任意类型的摩擦转矩传递装置，例如包括单一或复合盘式离合器或组件、带式离合器和制动器。优选由变速器控制模块(此后称为‘TCM’)17控制的液压控制回路42可操作地控制离合器状态。离合器C2 62和C4 75优选包括液压操纵的旋转摩擦离合器。离合器C1 70和C3 73优选包括液压控制的固定装置，该装置能够被选择性地接地到变速器箱68上。每个离合器C1 70、C2 62、C3 73和C4 75优选为液压操纵，可选择地通过液压控制回路42接受加压液压流体。
第一和第二电机56和72优选包括三相交流机，每个都包括定子(未示出)和转子(未示出)以及相应的分相器80和82。各个电机的电动机定子放置在变速器箱68的外部，并且包括定子铁芯，定子铁芯上延伸有螺旋电绕组。第一电机56的转子支承在毂板齿轮上，通过第二行星齿轮组26可操作地附接到轴60。第二电机72的转子固定连接到毂轴套66。
每个分相器80和82优选包括可变磁阻装置，该装置包括分相器定子(未示出)和分相器转子(未示出)。分相器80和82适当地定位并装配在第一和第二电机56和72相应一个上。分相器80和82中相应一个的定子可操作地连接到第一和第二电机56和72的定子之一上。分相器转子可操作地连接到相应的第一和第二电机56和72的转子上。每个分相器80和82信号地并可操作地连接到变速器功率转换器控制模块(此后为‘TPIM’)19，并且每个都感应和监控分相器转子相对于分相器定子的旋转位置，这样监控第一和第二电机56和72各自的旋转位置。此外，从分相器80和82输出的信号被编译以为第一和第二电机56和72提供转速，即分别为NA和NB。
变速器10包括输出元件64，例如轴，其可操作地连接到车辆(未示出)的传动系统90，为例如车轮93(其中之一在图1中示出)提供输出功率。输出功率的特征为输出转速NO和输出转矩TO。变速器输出速度传感器84监控输出元件64的转速和旋转方向。每个车轮93优选配备有适于监控车轮速度VSS-WHL的传感器94，其输出由如图B所描述的分布式控制模块系统的控制模块监控，以确定用于制动控制、牵引控制以及车辆加速管理的车辆速度，绝对和相对的车轮速度。
来自发动机14和第一、第二电机56和72的输入转矩(分别为TI、TA和TB)是由燃料或储存在电能储存装置(此后为‘ESD’)74中的电能转化成的结果产生的。ESD74是通过直流传递导体27高压直流接合TPIM19。传递导体27包括接触器开关38。当接触器开关38闭合时，在正常操作下，电流能够在ESD74和TPIM19之间流动。当接触器开关38断开时，电流在ESD74和TPIM19之间的流动中断。TPIM19与第一电机56之间通过传递导体29往返传递电能，相似地，TPIM19与第二电机72之间通过传递导体31往返传递电能，响应第一和第二电机56和72的转矩要求来获得输入转矩TA和TB。根据ESD74是充电或是放电，电流传递给ESD74或从ESD74传递。
TPIM19包括一对功率转换器(未示出)和相应的用来接收转矩指令和控制变换器状态的电动机控制模块(未示出)，从而提供电动机驱动或再生功能以满足要求的马达转矩TA和TB。功率转换器包括已知的互补三相功率电子装置，每个都包括多个绝缘栅双级晶体管(未示出)用于通过高频转换将ESD74的直流功率转换为给第一和第二电机56和72中相应的一个提供动力的交流功率。绝缘栅双级晶体管形成设置为接收控制指令的开关模式功率供应。三相电机中的每个相位都具有典型的一对绝缘栅双级晶体管。绝缘栅双级晶体管的状态被控制以提供产生电动机驱动机械再生或电再生的功能。三相转换器通过直流传递导体27接收或供应直流电能，并将其转换成三相交流功率或从三相交流功率转换，分别通过传递导体29和31从第一和第二电机56和72往返传递，以用作电动机或发电机。
图2是分布式控制模块系统的示意方框图。在下文中描述的元件包括整个车辆控制结构的子设备，和提供图1中描述的典型的动力系的协调系统控制。分布式控制模块系统综合相关信息和输入，执行算法以控制各种致动器完成控制目的，包括燃料经济性、排放、性能、驾驶性能和硬件保护的目的，硬件包括ESD74电池和第一和第二电机56和72。分布式控制模块系统包括发动机控制模块(此后称为‘ECM’)23、TCM17、电池组控制模块(此后称为‘BPCM’)21和TPIM19。混合动力控制模块(此后称为‘HCP’)5对ECM23、TCM17、BPCM21和TPIM19提供管理控制和协调。用户界面(‘UI’)13可操作地连接到多个装置，车辆操作者通过用户界面控制或指导机电混合动力系的操作。装置包括确定操作者转矩要求的加速踏板113(‘AP’)、操作者制动踏板112(‘BP’)、变速器档位选择器114(‘PRNDL’)和车速巡航控制(未示出)。变速器档位选择器114可以具有离散数量的操作者可选择位置，包括输出元件64的旋转方向使得能够向前和倒退。
上述控制模块通过局域网(此后称为‘LAN’)总线6与其它控制模块、传感器和致动器之间进行通信。LAN总线6允许在各个控制模块之间进行操作参数状态和致动器指令信号的结构化通信。特殊通信协议的使用是特殊应用的。LAN总线6和合适的协议在上述控制模块和其它例如提供防抱死制动、牵引控制和车辆稳定性功能的控制模块之间提供加强通信和多重控制模块界面。多条通信总线可以用于改进通信速度和提供一定等级的信号冗余度和完整性。各个控制模块之间的通信也能够使用直接链路实现，例如串行外围接口(‘SPI’)总线(未示出)。
HCP5提供动力系的监督控制，用于ECM23、TCM17、TPIM19和BPCM21的协调操作。基于来自使用界面13和动力系(包括ESD74)的各种输入信号，HCP5产生各种指令，包括：操作者转矩要求(‘TO-REQ’)，到达传动系统90的指令输出转矩(‘TCMD’)，发动机输入转矩要求，变速器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各自的转矩要求。TCM17可操作地连接到液压控制回路42并提供各种功能，包括监控各种压力传感装置(未示出)和产生并传送控制信号给各种电磁阀(未示出)，由此控制液压控制回路42中的压力开关和控制阀。
ECM23可操作地连接到发动机14，用作通过多个离散线路(为了简单显示为集合双向接口电缆35)从传感器获得数据和控制发动机14的致动器。ECM23从HCP5接收发动机输入转矩要求。ECM23基于监控发动机速度和载荷及时确定此时提供到变速器10的实际发动机输入转矩TI，实际发动机输入转矩TI传送给HCP5。ECM23监控来自转速传感器11的输入以确定发动机向输入轴12的输入速度，其转换为变速器的输入速度NI。ECM23监控来自传感器(未示出)的输入，以确定其它发动机操作参数的状态，包括例如歧管压力、发动机冷却温度、周围空气温度和外界压力。发动机负载能够由例如歧管压力或可选择地监控由加速踏板113的操作者输入来确定。ECM23产生和传输指令信号来控制发动机致动器，包括，例如燃料喷射器、点火模块和节流阀控制模块，所有这些都未示出。
TCM17可操作地连接到变速器10并监控来自传感器(未示出)的输入来确定变速器操作参数的状态。TCM17产生和传输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C1 70、C2 62、C3 73和C4 75)的估算离合转矩和输出元件64的输出转速NO。其它致动器和传感器可以用来从TCM17提供用于控制目的的附加信息给HCP5。TCM17监控来自压力开关(未示出)的输入和并可选择地致动液压控制回路42的压力控制电磁阀(未示出)和换档电磁阀(未示出)来选择执行各种离合器C1 70、C2 62、C3 73和C4 75以实现各种变速器操作范围状态，如以下的描述。
BPCM21信号地连接到传感器(未示出)以监控ESD74，包括电流和电压参数的状态，提供表示ESD74电池参数状态的信息给HCP5。电池状态参数优选包括电池充电状态、电池电压、电池温度和可用电池功率，用范围PBAT-MIN到PBAT-MAX表示。
每个控制模块ECM23、TCM17、TPIM19和BPCM21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；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。每个控制模块具有一组控制算法，包括储存在存储介质中的一个中的常驻程序指令和标定并执行来为每个计算机提供相应的功能。在控制模块之间的信息传递优选使用LAN总线6和SPI总线实现。控制算法在预先设置的循环中执行使得每个算法在每个循环中至少执行一次。储存在非易失性存储装置中的算法被一个中央处理单元执行以监控来自传感装置的输入并使用预先设置的标定执行控制和诊断程序来控制致动器的操作。循环以规则间隔执行，例如在动力系操作进行中每个3.125，6.25，12.5，25和100毫秒。可替换地，算法可以在响应事件发生时执行。
典型的动力系可选择在几个操作范围状态中的一个进行操作，可以描述为包括发动机运行(‘ON’)和发动机停机(‘OFF’)之一的发动机状态和包括多个固定档和连续可变的操作模式的变速器状态，在下面的表1中进行相关描述。表1
Figure G2008101887375D00081
Figure G2008101887375D00091
每个变速器操作范围状态在表中描述并显示了对于每个操作范围状态应用了哪些离合器C1 70、C2 62、C3 73和C4 75。第一连续可变模式，即EVT模式I或M I，由仅应用离合器C1 70选择，以将第三行星齿轮组28的外部齿轮元件接地。发动机状态为ON(‘M I-Eng-On’)或OFF(‘M I-Eng-Off’)中之一。第二连续可变模式，即EVT模式II或MII，由仅应用离合器C2 62选择，以将轴60连接到第三行星齿轮组28的行星架。发动机状态为ON(‘M II-Eng-On’)或OFF(‘MII-Eng-Off’)中之一。为了描述的目的，当发动机状态为OFF时，发动机输入速度等于0转每分钟(‘RPM’)，即发动机曲轴没有旋转。固定档位操作提供变速器10的输入-输出速度的固定比值操作，即获得NI/NO。第一固定档位操作(‘FG1’)通过应用离合器C170和C475来选择。第二固定档位操作(‘FG2’)通过应用离合器C170和C262来选择。第三固定档位操作(‘FG3’)通过应用离合器C262和C475来选择。第四固定档位操作(‘FG4’)通过应用离合器C262和C373来选择。由于行星齿轮24、26和28的传动比降低，随着固定档位的增加，输入-输出速度的固定比值也增加。第一和第二电机56和72的转速NA和NB，依靠于由离合器产生的机构的内部转动，并与输入轴12测量的输入速度成比例。
响应由于在用户界面13获得的通过加速踏板113和制动踏板112的操作者输入，HCP5和一个或多个其它控制模块确定指令输出转矩TCMD以满足操作者的转矩要求TO-REO，指令输出转矩TCMD在输出元件64处执行并传递到传动系统90。车辆最终加速度受其它因素影响，例如道路载荷、道路等级和车辆重量。基于动力系的各种操作特征为变速器10确定操作范围状态。这包括操作者的转矩要求，如上所述通过加速踏板113和制动踏板112与使用界面13通信。操作范围状态可以基于指令引起的动力系转矩要求判定，以便第一和第二电机56和72操作在电能产生模式或转矩产生模式中。操作范围状态能够被优化算法或程序确定，例如从HCP5的混合策略控制模块启动，其确定了基于操作者对功率的要求、电池充电状态、发动机14以及第一和第二电机56和72的能量效率确定最佳系统效率。控制系统基于执行的优化程序的结果控制从发动机14和第一和第二电机56和72的转矩输入，从而优化系统效率，由此控制燃料经济性和电池充电。此外，可以基于构件或系统的错误确定操作。HCP5监控转矩产生装置，并确定从变速器10输出要求达到预定输出转矩以满足操作者的转矩要求。从上面的描述可以看到，ESD74和第一和第二电机56和72是电操作连接的，以用于它们之间的功率流。此外，发动机14，第一和第二电机56和72，以及机电变速器10是机械操作连接的，在其间传递功率以产生功率流到输出元件64。
如上所述，为了保持驾驶性能，在混合动力系的控制中优先管理输出转矩。为响应用于变速器的输出转矩要求的变化而引起的转矩的任何变化将导致应用于传动系的输出转矩的变化，因此引起车辆驱动力的变化和车辆加速度的变化。转矩要求的变化能够来自于操作者的输入，例如关于操作者的转矩要求的踏板位置；车辆自动控制的变化，例如巡航控制或其它控制策略；或发动机响应环境情况的变化，例如车辆经历向上或向下的坡度。通过控制混合动力系中各种通过变速器传递的输入转矩的变化，车辆加速度的突然变化能够被控制并最小化以降低对驾驶性能的不利影响。
如该领域普通技术人员所知，任何控制系统都有反应时间。动力系操作点的变化，包括动力系要求达到希望的车辆操作的各种构件的速度和转矩，是由控制信号的变化驱动的。这些控制信号的变化影响动力系的各种构件并且每个都根据它们各自的反应时间产生反应。应用于混合动力系，控制信号的任何变化(显示了新的转矩要求，例如由于操作者转矩要求的变化所驱动或执行变速器换档的要求)，在每个受影响的转矩产生装置都发生反应，以执行相应输入转矩要求的变化。从发动机提供的输入转矩的变化被发动机转矩要求设定发动机产生的转矩所控制，例如通过ECM控制。发动机对发动机的转矩要求的变化的反应时间被许多本领域公知的因素影响，发动机操作的详细情况变化严重依赖于使用的发动机的详细情况和所用的模式或燃烧模式。在许多情况下，发动机对转矩要求变化的反应时间是构件对混合驱动系统的最长的反应时间。电机对转矩要求变化的反应时间包括启动任何必须开关、继电器、或其它控制器的时间以及借助于电能供应的变化激励或去激励电机的时间。
图3是根据本发明的典型的混合动力系构件对转矩要求变化的反应时间。典型的混合动力系统的包括发动机和两个电机的构件作为例子。示出了转矩要求和引起的由各个转矩产生装置产生的输入转矩的变化。如上所述，数据显示电机对转矩要求的变化快速反应，然而发动机跟随转矩要求的变化要慢得多。
公开了一种方法，其中混合动力系的发动机的反应时间和电机或多个电机的反应时间用来并行控制提前即时转矩要求(控制发动机)，和即时转矩要求(控制电机)，以大致同时实现输入转矩的变化，由各自的反应时间对转矩要求进行协调。
如上所述，因为发动机对输入转矩的变化的反应时间被公知一贯地比电机对输入转矩的变化的反应时间更长，公开方法的典型实施例能够实现发动机和电机对转矩要求的变化，如上所述并行执行，包括更快速反应装置电动机的提前期。提前期可以通过实验、经验、推测、通过建模或其它技术适当正确地推测发动机和电机操作产生，基于不同的发动机设置、状况、操作和范围以及车辆状况，多个提前期可以由相同的混合动力系使用。能够与测试数据的推测或装置反应时间的估计结合来计算根据本发明的提前期的典型的方程式为：Tlead＝Tlead Reaction-Timmediate ReactionTlead等于用于在此所述的方法的提前期。这个方程式假设使用了两个转矩产生装置。Tlead Reaction表示具有较长反应时间的装置的反应时间，Timmediate Reaction表示具有较短反应时间的装置的反应时间。如果使用不同的系统，包括例如具有长的提前期的发动机、具有中等提前期的第一电机和具有短的提前期的第二电机，提前期能够通过比较所有转矩产生装置产生。在这个典型系统中，如果涉及所有的三个转矩产生装置，两个提前期，一个用于发动机与各个电机比较，用于使各个装置的响应同步。同一系统在不同时间可能被操作关闭发动机和脱离变速器，将第一电机和第二电机比较的提前期能够用于同步两个电机的响应。通过这种方法，提前期能够产生，从而产生各种转矩产生装置之间的协调反应时间。
为了响应操作者转矩要求的变化实现输出转矩的大致同时的变化，使用提前期实现对不同转矩产生装置的并行转矩要求的典型方法，包括基本即时产生发动机转矩即时要求，在发动机内启动新的发动机输出转矩的变化。为了提供要求驱动车辆的变速器的整个输入转矩的一些部分，这个新的发动机输出转矩，与电动机操作状态结合，仍然由HCP管理。从发动机转矩即时要求变化的点开始，提前期终止，从而考虑发动机和电机之间反应时间的差。提前期之后，执行发给电机或多个电机的转矩要求的变化，这由HCP管理以实现操作者转矩要求的一部分，电机改变了电机操作状态，并且如上所述，由发动机和电机提供的输入转矩的变化基本同时变化。
如上述公开的方法所述，公开了发动机转矩即时要求和电机的转矩要求并行使用以控制对操作者转矩要求变化作出反应的反应时间不同的转矩产生装置。操作者转矩要求的变化包括特定变速器操作范围状态的要求输出转矩的简单变化，或操作者转矩要求的变化要求与不同操作范围状态之间的变速器换档结合。如上所述，由于为了不发生滑动地从第一离合器应用的转矩转换到之前未应用的第二离合器，必须管理各种混合动力系构件的转矩和轴速，所以与变速器换档结合的操作者转矩要求的变化相比单纯操作范围状态涉及的变化复杂得多。
变速器的换档，例如图1的典型变速器，频繁地卸载第一离合器，通过惯性速度阶段转换，随后加载第二离合器。在只使用发动机的常规动力车辆的变速器中，变速器从一个固定档状态到另一个固定档状态的变化通常包括卸载第一离合器，允许车辆暂时滑行，然后加载第二离合器。尽管如此，如图1和表1所述，混合动力系变速器的离合器通常成对或成组应用，变速器的换档仅涉及卸载应用离合器中的一个并随后加载另一个离合器，同时在换档过程中保持第三离合器的接合。图4显示了图1和表1的根据本发明的典型实施例的典型混合动力系变速器的档位转换关系。NI对应NO绘图。在任意固定档状态，NO是由相应的NI沿固定档状态曲线确定。在EVT模式I或EVT模式II中任一个操作，能够在图上所示的相应区域发生，其中连续可变传动比用于从固定输入速度得到动力。如图1的典型实施例的描述，离合器状态C1-C4在表1中描述。例如，运行在第二固定档状态要求离合器C1和C2应用或加载并且离合器C3和C4不应用或卸载。而图4描述了在图1示出的典型动力系中可能的档位转换，本领域技术人员可知档位转换可用于混合动力系的任何变速器，并且本发明不局限于在此所述的特定实施例的描述。
如上所述，图4描述了在固定档状态或EVT模式下典型系统的操作，并且还描述了在各种变速器操作范围状态之间的换档转换。图表中的区域和曲线描述了通过转换操作范围状态的运行。例如，EVT模式区域下固定档状态之间的转换要求EVT模式下在固定档状态之间的短暂操作。类似地，从EVT模式I到EVT模式II的转换要求通过第二固定档状态转换，位于两种模式的边界上。
根据图1和4以及表1，进一步描述典型变速器从第三固定档状态到第四固定档状态的换档。根据图4，开始和优选操作范围状态都位于EVT模式II的区域中。因此，从第三固定档状态到第四固定档状态的转换要求首先从第三固定档状态到EVT模式II的换档，然后从EVT模式II到第四固定档状态的换档。根据表1，混合动力系变速器，从第三固定档状态开始，应用离合器C2和C4。表1进一步描述了在EVT模式II的操作，第一次换档的目的，包括应用离合器C2。因此，从第三固定档状态到EVT模式II换档要求离合器C4从应用变化到不应用状态，并要求离合器C2保持应用。另外，表1描述了在第二次换档的目的第四固定档状态的操作，其中应用离合器C2和C3。因此，从EVT模式II到第四固定档状态的换档要求应用并加载离合器C3以及要求离合器C2保持应用。因此，在典型换档中离合器C4和C3被转换，而离合器C2保持应用并在整个换档事件中向传动系统传递转矩。
图5示出了用于控制和管理具有多个转矩产生装置的动力系统的转矩和功率流的控制系统结构，下面将结合图1和2所示的混合动力系统进行描述，位于前述的控制模块中以可执行算法和标定的形式存在。控制系统结构能够应用于任何具有多个转矩产生装置的动力系统，包括例如具有单个电机的混合动力系统、具有多个电机的混合动力系统和非混合动力系统。
图5的控制系统结构示出了控制模块中相关信号的流动。操作中，加速踏板113和制动踏板112的操作者输入被监控以确定操作者的转矩要求(‘TO-REQ’)。发动机14和变速器10的操作被监控以确定输入速度(‘NI’)和输出速度(‘NO’)。战略优化控制方案(‘Strategic Control’)310基于输出速度和操作者的转矩要求确定优选输入速度(‘NI-DES’)以及优选发动机状态和变速器操作范围状态(‘Hybrid Range State Des’)，以及基于混合动力系的其它操作参数优化，包括电功率界限和发动机14、变速器10以及第一和第二电机56和72的响应界限。战略优化控制方案310优选由HCP5在每100ms循环和每25ms循环期间执行。
战略优化控制方案310的输出用于换档执行和发动机起动/停止控制方案(‘Shift Execution and Engine Start/Stop’)320来命令包括操作范围状态变化的变速器操作的变化(‘Transmission Commands’)。这里包括如果优选的操作范围状态不同于当前的操作范围状态，通过指令离合器C1 70、C2 62、C3 73和C4 75中的一个或多个的应用的变化和其它变速器指令来指令执行操作范围状态的变化。能够确定当前的操作范围状态(‘Hybrid Range State Actual’)和输入速度曲线(‘NI-PROF’)。输入速度曲线是对即将到来的输入速度的估计并优选包括数量参数值，数量参数值是即将来临的循环的目标输入速度。发动机操作指令和操作者的转矩要求基于变速器的操作范围状态转换期间的输入速度曲线。
战术控制方案(‘Tactical Control and Operation’)330在一个控制循环中重复执行以确定操作发动机的发动机指令(‘Engine Commands’)，包括基于变速器的输出速度、输入速度以及操作者的转矩要求和当前操作范围状态确定的从发动机14到变速器10的优选输入转矩。发动机指令还包括发动机状态，其包括全缸操作范围状态和气缸停用操作范围状态之一，其中发动机气缸的一部分停用并且无燃料供应，发动机状态包括为燃料供应状态和燃料断供状态之
每个离合器的离合转矩(‘TCL’)在TCM17中估算，包括当前应用的离合器和非应用离合器，作用于输入元件12的当前发动机输入转矩(‘TI’)由ECM23确定。执行马达转矩控制方案(‘Output and Motor TorqueDetermination’)340来确定动力系(‘TO-CMD’)的优选输出转矩，其包括本实施例中用于控制第一和第二电机56和72的马达转矩指令(‘TA’，‘TB’)。优选输出转矩基于各个离合器的估计离合转矩、发动机14的当前输入转矩、当前操作范围状态、输入速度、操作者的转矩要求和输入速度曲线。通过TPIM19控制第一和第二电机56和72以满足基于优选输出转矩的优选马达转矩指令。马达转矩控制方案340包括为确定优选马达转矩指令在6.25ms和12.5ms循环期间规律执行的算法编码。
图6是换挡执行中示例的数据流的示意图，详细描述了根据本发明的例如图5中的系统的典型控制系统结构的执行。示出了包括多个混合驱动元件的动力系控制系统400，包括发动机410、电机420和离合器液压装置430。示出了战略控制模块310、换挡执行模块450、离合器容量控制模块460、战术控制和操作模块330、输出和马达转矩确定模块340和离合器控制模块490，处理信息和生成发动机410、电机420以及离合器液压装置430的控制指令。这些控制模块能够物理分离，能够整合在多个不同控制装置中或者能够在单个物理控制装置中全部完成。如图5所示，模块310，战略控制模块，执行关于优选动力系操作点和优选操作范围状态的确定。模块450，换挡执行模块，接收来自战略控制模块310和关于换挡启动的其它来源的输入。模块450处理关于通过离合器当前传递的反扭矩和将要转换的优选操作范围状态的输入。然后模块450运行程序，确定换档执行的参数，包括限制转矩提供装置要求的输入转矩的平衡的混合范围状态参数，关于执行优选操作范围状态的转换要求的预测的目标输入速度和输入加速度提前、前述的即时输入加速度提前、前述的即时离合反扭矩提前最小值和最大值以及即时离合反扭矩最小值和最大值。离合反扭矩参数和混合范围状态信息从模块450提供给离合容量控制模块460，提前控制参数和信号提供给战术控制和操作模块330，即时控制参数和信号提供给输出和马达转矩确定模块340。根据本发明的方法，离合容量控制模块460处理反扭矩和混合范围状态信息并生成记述离合反扭矩界限的逻辑，从而允许发动机通过模块330控制，电机通过模块340控制，离合器通过模块490控制。战术控制和操作模块330包括发出转矩要求和执行限制发动机410供应的输入转矩，以及提供且另外还描述从发动机供应到用于控制电机420的模块340的输入转矩。输出和马达转矩确定模块340也接收和处理信息以向电机420产生电机转矩要求。另外，模块340产生通过离合器控制模块490使用的离合器反扭矩指令。为了达到操作变速器要求的离合器转矩容量要求，模块490处理来自模块460和340的信息并产生液压指令。这个数据流的典型实施例示出了一个可能过程，通过其车用转矩产生装置并且相关离合器能够被根据本发明的方法控制。本领域技术人员可知所用的典型处理能够变化，本发明不局限于在此描述的典型实施例。
如上所述，为了产生协调的输出转矩，动力系战略控制产生要求的发动机和电机或多个电机的性能。战略控制的输出包括NI-DES和NI-DOT-DES，描述根据要求的动力系的总体性能的优选NI性能。从NI-DES和NI-DOT-DES，控制信号必须被产生以实现发动机和电机或多个电机的协调控制。在图6的典型实施例中，为了产生用于战术控制和操作模块330以及输出和马达转矩确定模块340的协调控制信号，战略控制模块310的输出必须被换档执行模块450使用。公开了一种基于优选输入速度信号产生混合动力系的控制信号的方法。
在动力系操作中，尤其是在EVT模式中或在通过ETV模式转换中，战略优化确定了要求的动力系能够理想运转的输入速度NI-DES。为了平稳控制NI到NI-DES，换档执行确定了多个用于控制转矩产生装置的信号。这些确定的信号能够根据被控制的装置分开。如上所述，提前信号用于控制发动机，由于从提前信号延迟提前期的即时信号用于控制电机或多个电机。由于需要快速执行动力系输出转换和变速器换档，并且由于发动机对于指令变化的相对长的反应时间，NI-DES必须快速转换为提前指令信号。在提前指令信号确定之后，确定即时指令信号以连同反馈的控制信号一起帮助将电机控制微调成从提前指令信号获得的发动机输出。
本领域技术人员可知，信号处理包括在不同的或干扰形式中操作和过滤数据得到有用信号的方法。信号处理解决的一个问题是不同的数据采样率。利用处理器将输入转变为输出的不同的动力系统，以不同的处理速度操作并产生具有不同的采样率的数据。当低处理速度下产生的信号用于控制在较高采样率下操作的系统便会出现问题。例如，典型战略控制模块可以产生NI-DES信号，每隔100ms更新信号数据点。典型输出和马达转矩确定模块，接收即时控制指令并向电机产生指令可以每隔20ms更新指令信号。没有信号处理，基于平稳的NI-DES数据点的图案的每隔100ms更新的电机指令会在每隔20ms的阶梯图案中产生不连贯的电机指令图案。图7图示了根据本发明的典型的在没有应用信号处理方法的情况下，在较长时间间隔下产生的一组数据点和在较短时间间隔下产生的输出结果。如上所述，输出结果是直接跟踪长时期输入数据点的具有间歇梯级波动的不连贯图案。只是基于不同的采样率，任何输入数据的波动都会在输出信号产生噪音或错误。通过应用信号处理技术，例如移动平均滤波器和前馈修正器，初始、长期输入数据点之间的数据点能够插入输出中。图8图示了根据本发明的典型的在较长时间间隔下产生的一组数据点和在较短时间间隔下的得到的一组输出点，应用信号处理方法产生的更平稳的输出信号。如本领域所知，移动平均滤波器根据一些历史值的样本，并且输出这些项的平均值。根据历史平均值，增加或减少新的数据点会引起输出值趋向新数据点的方向，具有时间延迟。另外，如本领域所知，可以利用前馈修正器，使用描述全部数据的附加信息趋向于预测的结果数据组的运动。图8中，移动平均滤波器能够用来跟随趋向输入数据，在渐进阶梯的输出值中产生增量运动。另外，关于输入数据预测或优选的变化的信息能够用作前馈修正以预先在预期变化的方向调节输出数据。如图8的典型输出数据所显示的那样，应用前述的信号处理方法能够用于平稳输出数据并在输入数据点之间插值趋向值。
其它信号处理方法是已知的。例如低通滤波器可以用来去除输入数据中利于长期、低频数据中的高频、瞬时或异常错误。另外，一阶滤波器通过在抛物线形状中提供一组插入值用来在长期数据点中进行调节。图9图示了根据本发明的典型的由一阶滤波器产生的输出数据。输入数据点的变化在输出数据中通过最初的高变化率进行调节，当输出值接近下一个输入值时进行缩减或衰退。另外，已知信号积分是通过一个时间段累积信号的数量总和。例如物体的加速度通过一个时间段积分是物体在那段时间产生的速度总变化。另外，标定时间延迟能够用来结合其它处理调节或同步输出数据流。
图10示出了根据本发明利用信号处理方法，描述动力系控制中用于将长期要求的输入速度信号转变为一组短期的提前和即时指令信号的典型方法的典型数据流。数据流500开始于数据输入，标记为NI-DES和NI-DOT-DES。这些输入由战略控制模块(未示出)以比数据流产生的指令信号需要的采样率更低的一些采样率产生。根据图8中描述的本发明的方法，输入在图框510通过应用移动平均滤波器进行处理，利用通过一些时间段的NI-DES历史值输出平均值，并且通过应用基于NI-DOT-DES的前馈修正器。图框510输出NI-DES-LEAD-FILTERED项。作为非延迟项，这个信号基于提前控制信号开始，为支持发动机指令而产生。如上所述，基于长期输入，该项也过滤以插入短期增量行为。这个项通过数据流的两个子组提供，一个子组输出提前控制信号的图框520-540，第二子组包括输出即时控制信号的图框550-590。图框520输入NI-DES-LEAD-FILTERED并且应用低通滤波器以去除信号中的瞬时或干扰数据点。另外，框图520基于系统的约束应用所产生的数据的程序化限制。例如，NI，输入加速度(‘NI-DOT’)，输入加速度(‘NI-DOUBLEDOT’)的变化率具有限制。
图11示出了根据本发明的对NI和有关项的限制的实施例。NI、NI-DOT和NI-DOUBLEDOT每个都描绘了各自的对应共同时间轴的部分。非限制信号绘制在描述典型NI-DES-LEAD-FILTERED项的每个部分，NI-DES-LEAD-FILTERED项描述战略控制模块的要求的输入速度性能。图表的每个部分包括限制值或最大和最小值，每个项必须保持在典型动力系规定的限制值或最大和最小值内。描述了典型方法，其中根据每个项的限制应用于每个信号，且每个限制的效果改变了得到的信号的性能。该实施例中限制按顺序应用，但是应该认为限制可以不同顺序应用。示出被NI-DOUBLEDOT限定的信号，其中NI-DOUBLEDOT干扰位于图形的底部。加速度不能瞬时改变，对得到的示出速率的限制的曲线进行变化，加速度可以该速率变化。由NI-DOT限制的信号是在根据NI-DOUBLEDOT干扰修正之前绘制的，其中NI-DOT干扰位于图形的中间部分。输入速度不能被加速太快，强制最大加速度造成图示区域的变化。最后，显示了在被其它限制项限制之前被NI限定的信号，其中NI干扰位于图形的顶部。输入元件的物理限制，包括连接发动机的物理限制或变速器的限制，能够要求强加最大输入速度，并且强加的最大输入速度造成图示区域的变化。被NI限定的信号也显示为附加的下降到0的斜坡，必然观察到与最小NI-DOUBLEDOT的冲突。这样，限制NI、NI-DOT和NI-DOUBLEDOT能够强加于信号，导致调节的信号落入到系统约束的限制内。
回到图10，图框520基于系统约束对产生的数据应用程序化限定。图框520输出输入加速度提前即时曲线，描述为在动力系转换中必须给予发动机的指令。图框530输入输入加速度提前即时曲线，并应用一阶滤波器且还应用滤波器常数以减弱动力系转换信号。为了预测发生在转换后的可能输入加速度，由图框530执行的操作具有平稳输入加速度提前即时曲线的效果，且滤除通过动力系转换的瞬时影响。图框530产生和输出输入加速度提前预期曲线。图框540基于输入加速度提前即时曲线确定由图框530使用的滤波器常数，从典型的查询表或描述了典型加速度性能的模型。这样，图10中示出的第一子组数据流结束于图框530，提供用于产生发动机指令的提前控制信号。
如上所述，无论转换包括简单输出变化还是变速器换档，输入加速度提前即时曲线项用于控制发动机通过动力系转换。混合动力系转换通常要求快速变化，有效地从一个操作设置调节到另一个动力系。输入加速度提前即时曲线指令的发动机响应通常由发动机火花正时的变化，而不是即时改变节气门位置控制。虽然节气门变化可能是更燃料有效的并且最终基于新的动力系设置被要求，但是发动机火花的变化能够比节气门变化更快地指令，因此通过动力系转换保留更好的驾驶性能。很明显可以使用其它方法代替火花正时器来产生这个作用，例如修改燃料喷射正时。另一方面，输入加速度提前预定曲线用于在动力系转换之后预测动力系设置，并且能够作为在转换完成之后的预期操作中控制发动机节气门变化的因素。
图10所述的数据流的第二子组包括图框550到590，且提供了用于产生电机指令的即时控制信号。在图框510中产生的NI-DES-LEAD-FILTERED是由图框550的输入，如上文关于发动机和电机的反应时间讨论的，其中信号被标定提前期延迟。这个延迟信号NI-DES-LEAD-FILTERED成为用于根据提前控制信号协调向电机产生指令的即时控制信号的基础。图框560输入NI-DES-LEAD-FILTERED，如对图框520的描述，其中应用一阶滤波器和对于NI、NI-DOT和NI-DOUBLEDOT的限制，且产生输入加速度即时曲线。这个信号描述了要求支持当前动力系转换的输入速度的变化。
为了改进电机的准确性，描述了作为输入加速度即时曲线结果产生的输入速度的相关项对于操作校正或反馈控制是有用的。输入加速度即时曲线是图框570的输入，图框570通过时间阶段积分信号以产生输入速度即时曲线。这个输入速度即时曲线描述了输入速度的变化，但是进一步插入信号成为用数据点之间的较短时间间隔改进的信号，例如选择匹配闭环速度控制器的采样率对于精确电机控制是有益的。图框580输入输入速度即时曲线并应用能够得到平稳输入速度即时曲线的移动平均滤波器。为了提供适于实时反馈控制的信号，输入加速度即时曲线和实际的电机反应之间的延迟必须在参考信号中近似并且匹配。如本领域技术人员所知，图框580的移动平均滤波器在得到的平稳输入速度即时曲线中提供一些延迟。附加的标定延迟由图框590提供，产生平稳的延迟输入速度曲线，在电机或多个电机的反馈控制中使用。
图12示出了根据本发明的图10的方法中描述的各项。绘出了NI-DES-LEAD-FILTERED，示出了战略控制模块的初始状态的输入信号(描述为NI-DES)。也绘出了NI-DES-FILTERED，具有动力系转矩产生装置的提前期延迟标定，描绘为NI-DES-LEAD-FILTERED信号的延迟重复。绘出了输入加速度提前即时曲线，描绘为包括系统局限性的输入加速度，能够最接近地传递NI-DES-LEAD-FILTERED。从输入加速度提前即时曲线得到的输入速度指令也绘制出来。输入加速度提前预期曲线描述为输入加速度提前即时曲线的滤波型式，频带限制并滤除动力系转换的瞬态效果，且预测转换之后的最终加速度。也应该注意的是，输入加速度提前预期曲线能够被输入加速度提前即时曲线限制，通过提前即时曲线的进展校正预期曲线。输入加速度即时曲线描述了输入加速度提前即时曲线的延迟型式，用于控制电机或多个电机。输入速度即时曲线描述了为了产生参考信号的目的而积分输入加速度即时曲线的自然结果。平稳的延迟输入速度即时曲线描述了输入速度即时曲线的插值并延迟的编译，用于控制变速器元件的反馈速度控制。该反馈控制可以是NI或NC1闭环速度控制。这样，传输要求的输入速度的输入信号能够用于控制同步混合动力系。
混合动力系的转换包括在变速器操作范围状态内的动力系输出的简单变化，或者转换能够包括转矩和操作范围状态都变化的更复杂的变速器换挡。换档事件指令的同步对于驾驶性能是很重要的。图13示出了根据本发明的典型的通过变速器换挡的惯性速度阶段来完成同步的方法。描述变速器换挡对换档过程的两项的效果根据共同时间轴在两部分示出。上面的部分描述了初始通过第一、初始应用的离合器连接的轴的输入速度。上方虚线表示在换档开始前第一离合器在锁定状态的输入速度的曲线。底部虚线表示必须达到的输入速度的曲线，使得输入速度与第二离合器的输出速度同步。两条虚线之间的转换表示为完成换挡必须进行的输入速度的变化。图13的底部描述了输入加速度。输入加速度由两个同步项描述：输入加速度提前即时曲线描述了通过要求的变化驱动发动机的必要指令，以及输入加速度即时曲线描述了通过相同的要求的变化驱动电机或多个电机的必要指令，包括相应的提前期的延迟。输入加速度即时曲线紧密追随实际输出加速度。输入加速度的初始的平坦部分描述了使输入速度在换挡开始之前增加的加速度，这个固定值反映了输入速度在图13顶部的左侧部分的斜率。在换档开始的时候，基于例如踏板位置的操作者输入和变速器控制系统的算法，包括确定优选操作范围状态，确定要求完成同步的目标输入速度和要求完成换档的目标输入加速度曲线。用于在换挡完成之后支持目标加速度变化率计算的输入加速度变化率称为预期输入加速度提前，并描述了在惯性速度阶段完成之后需要存在的输入加速度。如图13的上面部分所示，由于输入速度必须通过惯性速度阶段改变以完成换挡，并且由于输入加速度描述了输入速度的变化率，在惯性速度阶段被控制的装置的输入加速度必须反映输入速度的变化以通过惯性速度阶段完成。在图13显示的典型数据中，输入速度需要降低以完成变速器换挡，装置的输入加速度必须变化成表示输入速度变化的负值。一旦输入速度降低到能够转换为同步输入和输出速度所需的目标输入速度的水平，输入加速度变化以匹配预期的输入加速度提前。这样，输入速度和输入加速度能够通过惯性速度阶段被控制以匹配完成平稳变速器换挡所需的目标输入速度和目标输入加速度。
图14示出了通过惯性速度阶段为发动机控制确定输入加速度提前即时曲线的例子，此外，通过惯性速度阶段为电机控制确定相应的输入加速度即时曲线。在惯性速度阶段发动机发生负的输入加速度或减速的情况下，这种状况通常是发动机简单地被允许通过惯性摩擦和发动机中泵送压力减速的情况。尽管如此，当电机减速时，该状况通常仍在用发动机航行时用电机实现，或相反，以发电机模式操作。由于电机始终在系统控制下操作并且与车辆系统的其余部分相关，电动机始终受系统约束，例如可以驱动电动机的电池功率。图14在最小输入加速度约束中强加这样的系统约束。其中这样的约束干扰输入加速度即时曲线，电机控制系统程序更改输入加速度即时曲线以适应于约束。一旦在输入加速度即时曲线内约束不再限制电机操作，系统操作恢复输入加速度以实现要求的输入速度的变化。
包括移动平均滤波器、低通滤波器、一阶滤波器、延迟装置、积分器、以及差分器的滤波器用于上述方法中，提供了这些方法的典型配置。尽管如此，动力系控制系统的不同的配置要求这些方法和技术的不同安排，本发明不局限于此处描述的特殊实施例。另外，本领域公知的用于解决特殊数据的产生信号处理方法没有特别描述。尽管如此，应该理解为本领域任何这样的方法都可以用于此处描述的方法中。
应该理解为在本发明公开的范围内可以进行各种变形。公开的内容通过优选实施例和其变形进行描述。但是在阅读和理解的过程中可以进行进一步的变形和改变。所述变形和改变都将落入本发明的保护范围。

Claims (10)

1.一种控制包括机械可操作地连接到内燃机和电机的机电变速器的动力系的方法，所述方法包括：
监控要求的输入速度；
对所述要求的输入速度进行信号处理以产生提前控制信号来控制所述内燃机，其中所述信号处理包括低通滤波所述要求的输入速度和对所述要求的输入速度应用系统约束限制；
对所述要求的输入速度进行信号处理以产生即时控制信号来控制所述电机，其中所述信号处理包括：
以提前期延迟所述要求的输入速度，
低通滤波所述要求的输入速度，和
对所述要求的输入速度应用系统约束限制；以及
基于所述提前控制信号和所述即时控制信号控制所述动力系通过动力系转换。
2.根据权利要求1所述的方法，
其中所述变速器还连接到第二电机，并且
其中产生所述即时控制信号的所述信号处理还产生第二即时控制信号以控制所述第二电机。
3.根据权利要求1所述的方法，还包括在对所述要求的输入速度进行信号处理以产生提前控制信号之前对所述要求的输入速度应用移动平均滤波器。
4.根据权利要求3所述的方法，还包括：
监控要求的输入加速度；和
结合所述移动平均滤波器，使用所述要求的输入加速度作为所述要求的输入速度的前馈修正。
5.根据权利要求1所述的方法，
其中所述提前控制信号包括输入加速度提前即时曲线，和
其中所述方法还包括对所述输入加速度提前即时曲线应用低通滤波器和滤波器约束以产生输入加速度提前预期曲线，输入加速度提前预期曲线描述了在所述动力系转换之后所述动力系的预期操作。
6.根据权利要求5所述的方法，其中所述输入加速度提前即时曲线用于控制所述内燃机的火花正时，和
其中所述输入加速度提前预期曲线用于控制所述内燃机的节气门设置。
7.根据权利要求1所述的方法，
其中所述即时控制信号包括输入加速度即时曲线，和
其中所述方法还包括积分所述输入加速度即时曲线以产生输入速度即时曲线来实行输入速度的反馈控制。
8.根据权利要求7所述的方法，还包括对所述输入速度即时曲线应用移动平均滤波器和延迟，从而产生平稳延迟的输入速度即时曲线，用于以相同的采样率作为输入速度反馈控制器提供对所述输入速度的反馈控制，并与电机输出同步。
9.一种控制包括机械可操作地连接到内燃机和电机的机电变速器的动力系的方法，所述方法包括：
监控要求的输入速度，以比用于所述内燃机的指令的采样率更低和比用于所述电机指令的采样率更低的采样率产生；
通过对所述要求的输入速度应用移动平均滤波器，以高于所述要求的输入速度的采样率产生要求的提前滤波输入速度；
对所述要求的提前滤波输入速度进行信号处理以产生提前控制信号来控制所述内燃机，其中所述信号处理包括：
低通滤波所述要求的提前滤波输入速度，和
对所述要求的提前滤波输入速度应用系统约束限制；
对所述要求的提前滤波输入速度进行信号处理以产生即时控制信号来控制所述电机，其中所述信号处理包括：
以提前期延迟所述要求的提前滤波输入速度，
低通滤波所述要求的提前滤波输入速度，和
对所述要求的提前滤波输入速度应用系统约束限制；以及
基于所述提前控制信号和所述即时控制信号控制所述动力系通过动力系转换。
10.根据权利要求9所述的方法，还包括监控要求的输入加速度，其中所述以高于所述要求的输入速度的采样率产生所述要求的提前滤波输入速度还包括基于所述要求的输入加速度应用前馈修正。
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