CN101429898B - 最优化发动机燃料切断选择及输入转矩的方法 - Google Patents

最优化发动机燃料切断选择及输入转矩的方法 Download PDF

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CN101429898B
CN101429898B CN2008102138650A CN200810213865A CN101429898B CN 101429898 B CN101429898 B CN 101429898B CN 2008102138650 A CN2008102138650 A CN 2008102138650A CN 200810213865 A CN200810213865 A CN 200810213865A CN 101429898 B CN101429898 B CN 101429898B
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engine
motor
torque
cost
input torque
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CN101429898A (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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    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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Abstract

本发明涉及最优化发动机燃料切断选择及输入转矩的方法。提供了一种用于操作适于传输转矩到混合变速器的内燃机的方法和物件。该方法包括为多个发动机状态确定可传输到混合变速器的发动机输入转矩，该发动机状态包括被供给燃料的发动机操作和发动机燃料切断的操作。确定用于在发动机各状态中操作发动机和混合变速器以基本上满足操作者转矩请求的成本。基于该成本，控制发动机状态为被供给燃料的发动机操作和发动机燃料切断的操作之一。

Description

最优化发动机燃料切断选择及输入转矩的方法
技术领域
本发明一般涉及用于利用机电变速器(electro-mechanicaltransmission)的动力系控制系统的控制系统。
背景技术
在本部分中的陈述仅提供与本公开有关的背景信息且不构成现有技术。
动力系(powertrain)体系结构包括转矩产生装置，所述转矩产生装置包括内燃机和电机，其通过变速器装置将转矩传输到车辆传动系统。一个这种变速器包括双模式复合分用(compound split)机电变速器，其采用用于从原动机功率源接收动力转矩(motive torque)的输入构件和用于将动力转矩从变速器输送到车辆传动系统的输出构件，所述原动机功率源通常是内燃机。可操作地连接到电能存储装置的电机包括电动机/发电机，所述电动机/发电机可操作以独立于来自内燃机的转矩输入而产生用于输入到变速器的动力转矩。该电机还可操作以将通过车辆传动系统传输的车辆动能转化为电势能，所述电势能可存储在电能存储装置内。控制系统监控来自车辆和操作者的各种输入，并提供对动力系统的操作控制，包括控制变速器换挡、控制转矩产生装置和调节电能存储装置和电机之间的电功率交换。
示范性机电变速器通过转矩传递离合器的驱动选择性地以固定档位模式(fixed gear mode)和无级变速模式运行，其通常采用液压回路以实现离合器驱动。通常由于一个或多个转矩传递离合器的驱动，在变速器输出构件的转速为来自发动机的输入构件转速的固定比率时，固定档位模式出现。当变速器输出构件的转速基于一个或多个电机的运行速度可变时，无级变速模式出现。电机可以经由离合器的驱动、或通过直接连接而连接到输出轴。离合器驱动和停用(deactivate)通常是通过液压回路实现的。
实施具有机电变速器的动力系统的工程师担负着实施控制方案的任务，以监控系统状态和控制各种系统和致动器(actuator)的操作，从而有效控制动力系的操作。这种系统在下文中进行描述。
发明内容
根据本发明的实施例，存在一种用于操作适于将转矩传输到混合变速器的内燃机的方法。该方法包括为多个发动机状态确定可传输到混合变速器的输入转矩，该发动机状态包括给被供给燃料的发动机(fueled-engine)操作和发动机燃料切断操作。确定用于在发动机各状态中操作发动机和混合变速器以基本满足操作者的转矩请求的成本。基于该成本，控制发动机状态为被供给燃料的发动机操作和发动机燃料切断操作之一。
本发明的实施例包括意图用于在混合动力系统的控制系统中执行的方法，所述混合动力系统包括内燃机和机电变速器。优选的控制系统包括分布式控制模块体系结构，其包括多个用信号连接的控制模块。该方法在一个或多个控制模块内作为机器可读码执行，该方法包括操作适于将转矩传输到混合变速器的内燃机，所述方法包含：为多个发动机状态的每一个确定可传输到混合变速器的输入转矩。确定对于发动机各状态的优选成本。基于发动机各状态的优选成本，选择优选的发动机状态。基于优选的发动机状态，控制发动机以基本上满足操作者的转矩请求。
附图说明
在某些部分和部分的布置中本发明可以采取物理形式，这些部分的实施例在此详细描述并在附图中示出，附图构成了本公开的一部分，且其中：
图1是根据本发明的示范性动力系的示意图；
图2是根据本发明的用于控制系统和动力系的示范性体系结构的示意图；和
图3到9是根据本发明的参数流程图。
具体实施方式
现在参考附图，其中附图仅仅是用于图解说明本发明的目的且不是用于对本发明进行限制的目的；现在对操作适于将转矩传输到混合变速器系统的内燃机的策略控制方案进行描述。参考图3到9描述的策略控制方案，是优选地作为电子控制模块中的一个或多个算法执行。
该方法包括：为多个发动机状态的每一个确定可传输到混合变速器的输入转矩；并确定在各发动机状态中操作发动机和混合变速器以基本上满足操作者转矩请求的优选成本，所述多个发动机状态包括被供给燃料的发动机操作和发动机燃料切断操作。基于该成本，控制发动机状态为被供给燃料的发动机操作和发动机燃料切断操作之一。
该方法包括监控混合变速器的输出，通常是输出轴的转速No。执行策略控制130以确定从内燃机命令的(或所需的)输入转矩TI_CMD、和所需的发动机状态。到策略控制的关键输入优选地包括：变速器输出速度NO、发动机输入速度NI、当前发动机状态和各种发动机状态的可容许性、操作者转矩请求TO_REQ、和变速器的当前实际工作范围状态。示范性的当前发动机状态包括正常发动机操作(‘ALL_CYL’)、具有停用汽缸的发动机操作(‘DEACT’)、发动机燃料切断(‘FCO’)、和停用汽缸的发动机燃料切断(‘FCO_DEACT’)。发动机状态可容许性是发动机可以有效地过渡到一个或多个发动机状态的指示，其通常基于发动机工作状况。控制来自内燃机的输入转矩包括在其中一个发动机状态下控制发动机的操作到优选的速度/负载操作点，以达到输入转矩，优选地不会违背其它操作状况和要求，包括那些涉及到驱动性能(driveability)、燃料经济性和排放的要求。这将在下文中进行详细讨论。
现在参考图1和2，描绘了示范性混合动力系统，其包括发动机14、变速器10、控制系统、和已根据本发明实施例构建的传动系统90。示范性混合动力系统配置成执行图3到9中描绘的控制发动机的控制方案。示范性变速器10的机械方面在题为“Two-mode，Compound-Split，HybridElectro-Mechanical Transmission having Four Fixed Ratios”的共同受让的美国专利号6,953,409中详细公开，所述美国专利在此引入以供参考。在图1中描绘了体现本发明概念的示范性的双模式复合分用混合型机电变速器。变速器10包括具有输入速度NI的输入轴12、以及具有输出转速NO的输出轴64，所述输入轴12优选地由内燃机14驱动。发动机14具有特征速度为NB的曲轴，该曲轴可操作地连接到变速器输入轴12。当变矩器离合器装置(未示出)可操作地连接发动机与变速器时，发动机速度NB和输出转矩TB可以不同于变速器输入速度NI和发动机输入转矩TI。
变速器10利用三个行星齿轮组24、26、和28，以及四个转矩传输装置，即离合器C170、C262、C373和C475。电动液压控制系统42优选地由变速器控制模块(‘TCM’)17控制，所述电动液压控制系统42可操作以控制离合器的驱动和停用。离合器C2和C4优选地包括液压驱动的旋转摩擦离合器。离合器C1和C3优选地包括接地到变速箱68的液压驱动固定装置(stationary device)。
存在称为MG-A的包括电动机/发电机56的第一电机，以及称为MG-B的包括电动机/发电机72的第二电机，其可操作地经由行星齿轮连接到变速器。变速器输出轴64可操作地连接到车辆传动系统90，以提供动力输出转矩TO到车轮。每个离合器优选地借助于电动液压控制电路42由液压驱动，从泵接收增压液压流体(pressurized hydraulic fluid)，如下所述。
作为从燃料或储存在电能储存装置(ESD)74内的电势的能量转换的结果，变速器10接收来自转矩产生装置的输入转矩，所述转矩产生装置包括发动机14和MG-A56和MG-B72，且所述转矩分别称为‘TI’、‘TA’、和‘TB’。ESD74是经由直流传送导体27耦合到变速器功率逆变器模块(‘TPIM’)19的高压直流电。TPIM19是下文中关于图2说明的控制系统的元件。TPIM19通过传送导体29将电能传输到MG-A56且从MG-A56传输电能，且TPIM19类似地通过传送导体31将电能传输到MG-B72且从MG-B72传输电能。根据ESD74是被充电还是放电，电流被传输到ESD74和从ESD74传输。TPIM19包括配对的功率逆变器和相应电动机控制模块，所述电动机控制模块配置成接收电动机控制命令并根据其控制逆变器状态，用于提供电动机驱动或再生功能性。优选地，MG-A56和MG-B72是每个具有转子的三相交流电机，所述转子可操作以在安装于变速器箱上的定子内转动。逆变器包括已知的互补式三相功率电子器件。
现在参考图2，示出了包括分布式控制模块体系结构的控制系统的示意性框图。下文中说明的元件包括总体车辆控制体系结构的子集，且可操作以提供本文中描述的动力系统的协同系统控制。控制系统可操作以综合相关信息与输入，并执行算法以控制各种致动器实现控制目标，包括诸如燃料经济性、排放、性能、驱动性能这样的参数，以及对包括ESD74和MG-A及MG-B56、72的电池在内的硬件的保护。所述分布式控制模块体系结构包括发动机控制模块(‘ECM’)23、变速器控制模块(‘TCM’)17、电池组控制模块(‘BPCM’)21、和TPIM19。混合控制模块(‘HCP’)5提供了前述控制模块的支配性控制和协调。用户界面(‘UI’)13可操作地连接到多个装置，车辆操作者通常通过该用户界面13借助于转矩输出的请求来控制或指导包括变速器10在内的动力系的操作。示范性的车辆操作者到UI13的输入包括加速器踏板、刹车踏板、变速器档位选择器和车速巡航控制(vehicle s peed cruise control)。每个前述控制模块经由局域网(‘LAN’)总线6与其它控制模块、传感器和致动器通信。LAN总线6允许在各个控制模块之间控制参数和命令的结构化通信。所使用的特定通信协议是专用的。LAN总线与合适的协议在前述控制模块之间提供鲁棒的消息收发(robust messaging)和多控制模块接口，且其它控制模块提供了诸如防抱死刹车、牵引控制、和车辆稳定性等功能性。
HCP5提供对混合动力系统的支配性控制，用于协调ECM23、TCM17、TPIM19、和BPCM21的操作。基于来自UI13和包括电池组的动力系的各种输入信号，HCP5产生各种命令，包括：输出到传动系统90的操作者转矩请求(‘TO_REQ’)，发动机输入转矩TI，用于变速器10的N个转矩传递离合器C1、C2、C3、C4的离合器转矩(‘TCL_N’)；以及用于MG-A和MG-B的电动机转矩TA和TB。TCM17可操作地连接到电动液压控制电路42，包括监控各种压力感测装置(未示出)，以及产生并执行用于各螺线管的控制信号，以控制压力开关和包含在其中的控制阀。
ECM23可操作地连接到发动机14且用于从各种传感器采集数据并通过共同示为聚集线路35的多条离散线路分别控制发动机14的各种致动器。ECM23从HCP5接收发动机转矩命令，并产生所需的车轴转矩、和到变速器的实际输入转矩TI的指示，所述指示被传送给HCP5。为简单起见，ECM23图示为经由聚集线路35与发动机14具有双向界面。可以由ECM23感测的各种其它参数包括：发动机冷却剂温度、发动机输入速度NE、歧管压力、环境空气温度和环境压力，发动机输入速度NE到轴12转化为变速器输入速度NI。可以由ECM23控制的各种致动器包括燃料喷射器、点火模块和节流阀控制模块。
TCM17可操作地连接到变速器10并用于从各种传感器采集数据并提供命令信号给变速器。从TCM17到HCP5的输入包括对于N个离合器(即C1、C2、C3、和C4)中的每一个估计的离合器转矩(TCL_EST_N)、和输出轴64的转速NO。其它致动器和传感器可以用来从TCM向HCP提供用于控制目的的额外信息。TCM17监控来自压力开关的输入，并选择性地驱动压力控制螺线管且移置螺线管以驱动各种离合器来实现各种变速器操作模式，如下文所述。
BPCM21是用信号连接的一个或多个传感器，其可操作以监控ESD74的电流或电压参数来提供关于电池状态的信息给HCP5。这种信息包括电池的荷电状态、电池电压和称为范围PBAT_MIN到PBAT_MAX的有效电池功率。
每个前述控制模块优选地是通用数字计算机，所述通用数字计算机一般包括：微处理器或中央处理单元；储存介质，其包括只读存储器(ROM)、随机存取存储器(RAM)、电可编程只读存储器(EPROM)；高速时钟；模拟到数字(A/D)和数字到模拟(D/A)电路；以及输入/输出电路和装置(I/O)和适当的信号调节及缓冲电路。每个控制模块具有一组控制算法，包括常驻程序指令和标定(calibration)，它们存储在ROM内并被执行以提供每个计算机的相应功能。在各计算机之间的信息传递优选地是使用前述的LAN6完成的。
在每个控制模块中的用于控制及状态估计的算法通常在预设循环期间执行，从而使得每种算法在每个循环内至少一次执行。储存在非易失性存储器装置内的算法是通过其中一个中央处理单元执行的，且可操作以监控来自感测装置的输入，并使用预设的标定来执行控制和诊断例程，从而控制相应装置的操作。循环通常是以规则的时间间隔执行的，例如在运行中的发动机和车辆操作期间是每3.125、6.25、12.5、25和100毫秒的时间间隔。可选地，算法可以响应于事件的发生而执行。
示范性的双模式复合分用机电变速器在若干操作范围状态之一中运行，所述若干操作范围状态包括固定档位运行和无级变速运行，下面参考图1和表1加以说明。
表1
Figure G2008102138650D00071
在表中说明的各种变速器操作范围状态标明对于每个操作范围状态，哪个特定离合器C1、C2、C3、和C4被啮合(engage)或被驱动。当驱动离合器C170以便使第三行星齿轮组28的外部齿轮构件“停转(ground)”时，选择第一模式，即模式I。发动机14可以是开动或关停的。当释放离合器C170且同时驱动离合器C262以将轴60连接到第三行星齿轮组28的托架时，选择第二模式，即模式II。再次，发动机14可以是开动或关停的。为了本描述的目的，通过等于零转每分钟(RPM)的发动机输入速度NE(即发动机曲轴不旋转)来定义“发动机关停”，这通常是由于发动机与变速器去耦。本发明范围以外的其它因素影响电机56、72何时作为电动机和发电机运行，且在本文中不对这些因素进行讨论。
第一和第二操作模式指的是变速器功能由一个离合器(即离合器C162或C270)以及由电机56和72的受控速度和转矩控制的情况，所述操作模式可以被称为无级变速的变速器模式。下面说明了某些操作范围，其中通过应用附加的离合器而实现了固定的齿轮比。该附加的离合器可以是离合器C373或C475，如上面在表中所示。当应用附加的离合器时，实现了变速器输入-输出速度的固定比率(即，NI/NO)操作。电机MG-A56和MG-A72的旋转取决于由离合器咬合所限定机构的内部旋转，并与在轴12处测得的输入速度成比例。
响应于由UI13捕获的操作者的动作，监督的HCP控制模块5和一个或多个其它控制模块确定将在轴64处执行的操作者转矩请求TO_REQ。最终的车辆加速度受到其它因素影响，包括例如道路载荷、道路坡度(road grade)和车辆质量(vehicle mass)。基于动力系的各种工作特性，为示范性变速器确定操作模式。这包括操作者对转矩的需求，该需求通常是如前面所述通过输入传递到UI13。此外，使对输出转矩的需求基于外部条件，包括例如道路坡度、道路表面状况或风力载荷。可以使操作模式基于由控制模块命令引起的动力系转矩需求，以在电能产生模式或在转矩产生模式中操作电机。可以通过最优化算法或例程确定操作模式，所述最优化算法或例程可操作以基于操作者对功率、电池荷电状态和发动机14以及MG-A56与MG-B72的能量效率的需求而确定最优系统效率。控制系统基于所执行的最优化例程的结果来管理来自发动机14以及MG-A56和MG-B72的转矩输入，且进行系统最优化以对系统效率进行最优化来改进燃料经济性并管理电池充电。此外，可以基于部件或系统内的故障而确定操作。HCP5监控转矩产生装置的参数状态，并确定达到所需的转矩输出所需要的变速器输出，如下文所述。在HCP5的指导下，变速器10在从慢到快的输出速度范围上运行，以便满足操作者需求。
示范性发动机14包括多汽缸内燃机，其选择性地操作在若干状态下以将转矩经由轴12传输到变速器，且可以是火花点火发动机或是压缩点火发动机。示范性的发动机状态包括正常发动机操作(‘ALL_CYL’)、具有停用汽缸的发动机操作(‘DEACT’)、发动机燃料切断(‘FCO’)、和停用汽缸的发动机燃料切断(‘FCO_DEACT’)。在正常发动机操作中，所有的发动机汽缸被供给燃料并燃烧。在汽缸停用状态下，通常半数的汽缸(例如V形配置的发动机的一排)被停用。通常通过停止到其的燃料传输，并选择性地使排气阀保持敞开，而使一排汽缸停用以减少发动机泵送损耗。在发动机燃料切断状态下，到所有汽缸的燃料传输都被停止。在汽缸停用的发动机燃料切断状态下，到所有汽缸的燃料传输被停止，且一排汽缸被停用以减少泵送损耗。
现参考图3到7，参考图1和2中说明的示范性动力系统，对控制混合动力系的操作进行了更详细的描述。参考图3，这里描述的方法和系统包括战略控制最优化的方面，其中基于操作者转矩请求TO_REQ、输入速度NI和输出速度NO，确定来自MG-A和MG-B的转矩输出。战略控制最优化包括战略控制110、换档执行(shift execution)和控制120、电动机转矩确定140以及策略控制130。策略控制130的输出包括输入到ECM23的所命令的或请求的发动机输入转矩TI_CMD、和所需的发动机状态Engine_StateDES。ECM23确定和输出发动机输入转矩TI的参数值，用于输入到电动机转矩确定块(块140)。示范性动力系的战略最优化和控制的总体体系结构的其他方面在共同未决的美国专利申请序列号11/561,140(代理人案号GP-308478-PTH-CD)中进行了描述，且不需要在本文中加以说明，所述专利申请在此引入以供参考。
现在参考图4，策略控制方法包括监控变速器的输出，通常为No。优选地在每25毫秒循环期间，执行策略控制130以确定从内燃机命令的(或所需的)发动机输入转矩TI_CMD，和所需的发动机状态Engine_StateDES，它们每个均输出到ECM23用于在那里执行。到策略控制130的关键输入优选地包括：变速器输出速度NO、发动机输入速度NI、当前发动机状态(‘Engine_State’)和来自ECM23的发动机状态可容许性(‘Eng_State_Allow’)、操作者转矩请求TO_REQ、和如前面在块120中确定的变速器的当前实际操作范围状态(‘Op_Range’)。从内燃机所需或所命令的发动机输入转矩TI_CMD传递到ECM23用于在其中执行。前述的到策略控制130的输入被输入到策略管理器220，其生成到策略系统约束块240和到策略最优化块260的输出。策略系统约束240的输出也被输入到策略最优化260。策略最优化260的输出被输入到发动机状态稳定和仲裁(arbitration)280，发动机状态稳定和仲裁280的输出包括发动机输入转矩命令TI_CMD、和所需的发动机状态Engine_StateDES。
现在参考图5，到策略管理器220的输入包括：到UI13的原始操作者输入，例如到加速器踏板和刹车踏板的操作者输入。传递成本结构信息，该成本结构信息包括与在特定操作条件下操作发动机相关联的成本，其按下文所述进行计算。到策略管理器220的原始策略输入包括NI、NO、和操作者转矩请求TO_REQ、发动机状态可容许性、对来自ESD74的功率输出的限制(即PBAT_MIN和PBAT_MAX)以及变速器操作范围状态(“Op_range”)的当前实际参数数据。策略管理器220的输出包括：到策略最优化块260的成本结构输入、和用于输入到系统约束块240和策略最优化块260两者的关于操作范围状态(“Op_range”)、NI、NO、和操作者转矩请求TO_REQ的当前实际参数数据的策略输入。
现在参考附图6和7，Op_range、NI、NO、和TO_REQ以及电池功率约束PBAT_MIN和PBAT_MAX的实际参数数据被输入到转矩约束(块230)以确定对系统的输出转矩To的约束。转矩约束部分230确定用于基于输入在每个发动机状态内运行的最大和最小发动机输入转矩。用于操作状态的发动机输入转矩被称为正常状态(TI_MIN_ALL_CYL，TI_MAX_ALL_CYL)；汽缸停用状态(TI_MIN_DEACT，TI_MAX_DEACT)；发动机燃料切断状态(TI_FCO)；和发动机燃料切断及汽缸停用状态(TI_FCO_DEACT)。该信息被传递到策略系统约束240，以及传递到策略最优化260。策略系统约束240也接收Op_range、NI、NO、和TO_REQ以及电池功率约束PBAT_MIN和PBAT_MAX的实际参数数据作为输入。策略系统约束(块240)使用该输入确定用于每个发动机操作状况的最大和最小发动机输入转矩值。
各种发动机输入转矩参数或范围与来自块220的TO_REQ和成本结构输入一起被输出到策略最优化260，所述参数或范围图示为沿着线242、244、246、248输出到策略最优化260。在策略最优化260中，基于输入确定最优操作点以及用于在每个操作状态下操作发动机的相关成本，所述输入包括：正常操作(TI_MIN_ALL_CYL，TI_MAX_ALL_CYL)；汽缸停用状态(TI_MIN_DEACT，TI_MAX_DEACT)。对于发动机燃料切断状态(TI_FCO)和发动机燃料切断-汽缸停用状态(TI_FCO_DEACT)，基于通常来自ECM的发动机输入转矩、操作者转矩请求和成本结构输入评估系统操作成本。因而，来自242的输入被输入到正常发动机状态最优化块262，来自244的输入被输入到停用汽缸发动机状态最优化块264，来自246的输入被输入到发动机燃料切断评估块266，以及来自248的输入被输入到发动机燃料切断及停用评估块268。
最优操作点优选地包括在每个发动机状态的转矩值范围内可得到的花费最小操作成本的操作点，该最小操作成本在部分260中确定，并参考附图8A到8D示出。最优化部分260的输出被输入到发动机状态稳定和仲裁部分280。在发动机状态稳定和仲裁部分280中，基于计算出的成本和涉及发动机、动力系和车辆耐久性及稳定性的其它因素，将从策略最优化260输入的其中一个发动机状态选择为优选的发动机状态。在发动机稳定和仲裁(块280)中，确定最优操作点TI_CMD、和操作状态(Engine_StateDES)，且随后在即将来临的循环内执行。通常，所选定的发动机状态是最小成本操作状态。
现在参考图8A、8B、8C和8D，现描述为每个发动机状态确定花费最小操作成本的可得到的最优操作点。参考图8A，用于正常发动机操作的到变速器的可允许发动机输入转矩值的范围被从部分242输入到块262的部分360，该范围包括最小发动机输入转矩TI_MIN_ALL_CYL、和最大发动机输入转矩TI_MAX_ALL_CYL。块360包括一维搜索引擎(“1D搜索引擎”)，其迭代地生成发动机输入转矩的参数值，即在可允许发动机输入转矩范围内的[TI]j，用于在迭代循环366中执行。下标“j”表示特定的迭代，并且其值在从1到n的范围中。迭代数量n，可以通过许多方法中的任一种生成，要么是在搜索引擎内部生成、要么作为全部方法的一部分。可允许发动机输入转矩包括与特定发动机实施例相关联的实际约束，且基于所使用的特定发动机的操作特性，其极限与燃烧稳定性和燃料切断有关。
发动机输入转矩的参数值[TI]j被输入到系统方程362。该系统方程包括一维最优化方程，根据其确定电动机转矩TA的最优参数值。当变速器在各固定档位操作模式之一下运行时，电动机转矩TB的参数值是基于所确定的电动机转矩TA的最优参数值而确定的。电动机转矩TA和TB以及发动机转矩TI被输入到成本函数364，所述成本函数364计算用于操作示范性动力系以实现特定的参数发动机输入转矩的成本(PCOST)j。根据搜索引擎360的细节，在搜索引擎360中返回和捕获、或分析每次迭代确定的成本。搜索引擎360迭代地计算成本(PCOST)j的参数值，并识别优选的成本，该优选的成本在此实施例中包括所有迭代计算的参数值的最小成本。该优选的成本和发动机输入转矩[TI_ALL_CYL，PCOST]PREP的相应值被输出到块280。
一维搜索引擎360包括作为控制模块之一内的算法而执行的若干已知方法中的任一种，所述算法操作以在可允许值的范围内生成TI的参数值，将参数值[TI]j输出到迭代循环366以确定相关成本(Pcost)j、并在搜索引擎360中评估结果即[TI，PCOST]j。通过将来自每次迭代的结果与先前确定的结果相比较，搜索引擎确定优选结果，即[TI，PCOST]PREF。当优选结果包括相关成本的最小值时，发动机360选择并捕获以及存储该结果和先前确定结果的较小值。当搜索引擎已在TI的参数值的范围内执行了搜索时，最终捕获的结果包括优选结果[TI，PCOST]PREF，其随后输出到块280。举例来说，一种这样的搜索引擎在可允许发动机输入转矩TI_MIN到TI_MAX的整个范围内迭代地生成输入。举例来说，另一搜索引擎包括试探式(heuristic)采样搜索过程，其中基于先前确定的TI和Pcost的参数值确定用于输入到系统方程(块362)的TI的参数值。该一维搜索方法涉及最优化问题，其查找低于当前点处的值的目标函数的值，即成本方程的输出。不考虑所利用的搜索引擎，其作为算法驻留在其中一个控制模块中用于在车辆的正进行的运行期间执行。
参考图8B，类似于图8A，用于汽缸停用操作的到变速器的可允许发动机输入转矩值的范围被从部分244输入到块264的部分360，所述范围包括最小发动机输入转矩TI_MIN_DEACT、和最大发动机输入转矩TI_MAX_DEACT。块360也包括一维搜索引擎(“1D搜索引擎”)，其迭代地生成发动机输入转矩的参数值，即在可允许发动机输入转矩的范围内的[TI]j，用于在迭代循环366内执行。发动机输入转矩的参数值[TI]j被输入到系统方程362，系统方程362包括一维最优化方程，当变速器在其中一个固定档位操作模式下运行时，根据所述一维最优化方程确定电动机转矩TA和TB的参数值。TA和TB以及发动机输入转矩TI被输入到计算成本(PCOST)j的成本函数364。搜索引擎360迭代地计算成本(PCOST)j的参数值，并识别优选的成本，该优选的成本在此实施例中包括所有迭代计算的参数值的最小成本。该优选的成本和发动机输入转矩[TI_DEACT，PCOST]PREF的相应值被输出到块280。
现在参考图8C，用于发动机燃料切断的发动机输入转矩TI_FCO从部分246输入并在块266中评估。发动机输入转矩的参数值TI_FCO被输入到系统方程362，系统方程362包括一维最优化方程，当变速器在其中一个固定档位操作模式下运行时，根据所述一维最优化方程确定电动机转矩TA和TB的参数值。TA和TB以及发动机输入转矩TI_PCO被输入到计算成本PCOST的成本函数364。该优选的成本和发动机输入转矩[TI_FCO，PCOST]PREF的相应值被输出到块280。
现在参考图8D，用于发动机燃料切断-汽缸停用操作的发动机输入转矩TI_FCO_DEACT从部分248输入和在块268中评估。发动机输入转矩的参数值TI_FCO被输入到系统方程362，系统方程362包括一维最优化方程，当变速器在其中一个固定档位操作模式下运行时，根据所述一维最优化方程确定电动机转矩TA和TB的参数值。TA和TB以及发动机输入转矩TI_FCO_DEACT被输入到计算成本PCOST的成本函数364。该优选的成本和发动机输入转矩[TI_FCO_DEACT，PCOST]PREF的相应值被输出到块280。
现在参考图9，对发动机状态仲裁(块280)加以说明，发动机状态仲裁的结果包括确定所需的发动机状态、和所需或命令的发动机输入转矩。在本发明中，为各发动机状态确定可输送到变速器14的输入转矩，所述发动机状态选择性地被分成给发动机供给燃料的操作，即正常发动机状态和汽缸停用状态，以及发动机燃料切断操作，即发动机燃料切断状态和发动机燃料切断汽缸停用状态。确定用于在发动机各状态中操作发动机和混合变速器以基本上满足操作者转矩请求的成本，如参考图8所说明的。
到发动机状态仲裁的输入包括可容许的发动机状态，和来自块260的最优化和评估的成本，所述成本包括来自262的PCOST(ALL_CYL)、来自264的PCOST(DEACT)、来自266的PCOST(FCO)和来自268的PCOST(FCO_DEACT)。当前的实际发动机状态通过块270评估，块270评估并评价与输入到块280的发动机状态的每个变化相关联的成本。基于来自块270的输出，补偿(offset)成本PCOST(ALL_CYL)、PCOST(DEACT)、PCOST(FCO)、和PCOST(FCO_DEACT)中的每种成本，且评估可容许的状态以识别使得成本最小化的用于操作动力系统的发动机输入转矩(TI_CMD)和所需的发动机状态(Engine_StateDES)。
在该评估中，成本PCOST(ALL_CYL)和PCOST(DEACT)被比较以识别给发动机供给燃料的优选操作。类似地，成本PCOST(FCO)和PCOST(FCO_DEACT)被比较以识别发动机燃料切断的优选操作。比较优选的给发动机供给燃料的操作与优选的发动机燃料切断操作，以基于成本确定优选的操作。控制系统基于成本命令发动机状态的操作为供给燃料的发动机操作和燃料切断的操作之一。
应理解在本发明范围内的修改是可允许的。已经具体参考实施例和对其的修改描述了本发明。在阅读和理解本说明书时，其他人可以想到进一步的修改和变更。在这些修改和变更落入本发明的范围的前提下，旨在包括所有这些修改和变更。

Claims (20)

1.用于操作适于传输转矩到混合变速器的发动机的方法，该方法包括：
为多个发动机状态确定可传输到混合变速器的发动机输入转矩，该发动机状态包括被供给燃料的发动机操作和发动机燃料切断操作；
确定用于在发动机各状态下操作发动机和混合变速器以基本上满足操作者转矩请求的成本；以及
基于该成本，控制发动机状态为供给燃料的发动机操作和发动机燃料切断操作之一。
2.根据权利要求1所述的方法，还包括为正常发动机状态和发动机燃料切断状态确定可传输到混合变速器的发动机输入转矩，其中在正常发动机状态下，所有的发动机汽缸被供给燃料并燃烧，以及在发动机燃料切断状态下，到所有汽缸的燃料传输都被停止。
3.根据权利要求2所述的方法，其中确定用于在发动机各状态下操作发动机和混合变速器以基本上满足操作者转矩请求的成本包括：为正常发动机状态和发动机燃料切断状态的每一个确定最小动力系统操作成本及相关联的发动机输入转矩，从而以最小动力系统操作成本下基本上满足操作者转矩请求。
4.根据权利要求3所述的方法，其中为正常发动机状态确定最小动力系统操作成本及相关联的发动机输入转矩包括在发动机输入转矩的一范围上执行一维搜索。
5.根据权利要求4所述的方法，其中该一维搜索包括在发动机转矩的该范围上迭代地选择发动机输入转矩的参数值，且为迭代选择的发动机输入转矩的参数值的每一个执行系统方程和成本函数。
6.根据权利要求3所述的方法，包括为与发动机燃料切断有关的发动机输入转矩执行系统方程和成本函数以确定动力系统操作成本。
7.根据权利要求3所述的方法，还包括基于所述用于在发动机各状态下操作发动机和混合变速器以基本上满足操作者转矩请求的成本控制发动机状态为正常发动机状态和发动机燃料切断状态之一。
8.根据权利要求1所述的方法，还包括为汽缸停用状态和汽缸停用发动机燃料切断状态确定可传输到混合变速器的发动机输入转矩，其中在汽缸停用状态下，一排汽缸被停用，以及在汽缸停用发动机燃料切断状态下，到所有汽缸的燃料传输被停止且一排汽缸被停用。
9.根据权利要求8所述的方法，其中确定用于在发动机各状态下操作发动机和混合变速器以基本上满足操作者转矩请求的成本包括为汽缸停用状态和发动机燃料切断下的汽缸停用状态的每一个确定最小动力系统操作成本及相关联的发动机输入转矩，从而以最小动力系统操作成本基本上满足操作者转矩请求。
10.根据权利要求9所述的方法，其中为汽缸停用发动机操作确定最小动力系统操作成本及相关联的发动机输入转矩包括在发动机输入转矩的一范围上执行一维搜索。
11.根据权利要求10所述的方法，其中该一维搜索包括在发动机转矩的该范围上迭代地选择发动机输入转矩的参数值，且为迭代选择的发动机输入转矩的参数值的每一个执行系统方程和成本函数。
12.根据权利要求9所述的方法，包括为汽缸停用及汽缸停用发动机燃料切断发动机输入转矩执行系统方程和成本函数以确定动力系统操作成本。
13.根据权利要求9所述的方法，还包括基于所述用于在发动机各状态下操作发动机和混合变速器以基本上满足操作者转矩请求的成本控制发动机状态为汽缸停用操作和汽缸停用发动机燃料切断操作之一。
14.根据权利要求1所述的方法，其中基于操作者转矩请求、发动机操作状况和发动机操作约束，为每个发动机状态确定可传输到混合变速器的发动机输入转矩。
15.根据权利要求1所述的方法，还包括：基于混合变速器的当前操作范围为多个发动机状态中的每一个确定可传输到混合变速器的发动机输入转矩。
16.根据权利要求15所述的方法，其中混合变速器的当前操作范围包括多个固定档位模式或两个无级变速模式。
17.用于操作混合动力系的方法，该混合动力系包括发动机、能量存储系统、电机和机电变速器，所述能量存储系统和电机电可操作地耦合用于它们之间的功率流；且发动机、电机和机电变速器机械可操作地耦合以在它们之间传输功率，从而将转矩传输到输出，该方法包括：
确定可容许的发动机状态和操作者转矩请求；
为发动机状态确定可传输到机电变速器的发动机输入转矩，所述发动机状态包括给发动机供给燃料的操作和发动机燃料切断操作；
确定用于在发动机各状态中操作发动机和机电变速器以基本上满足操作者转矩请求的成本；和
基于该成本，控制发动机状态为给发动机供给燃料的操作和发动机燃料切断操作之一。
18.根据权利要求17的方法，其中基于到变速器的发动机输入速度、变速器输出速度、变速器的当前操作范围状态、操作者转矩请求、和来自可操作地连接到电机的电存储装置的可用功率，为每个发动机状态确定发动机输入转矩。
19.根据权利要求17所述的方法，其中确定用于在发动机各状态中操作发动机和机电变速器以基本上满足操作者转矩请求的成本包括：为给发动机供给燃料的操作和发动机燃料切断操作的每一个确定最小动力系统操作成本及相关联的发动机输入转矩，从而以最小动力系统操作成本基本上满足操作者转矩请求。
20.根据权利要求19所述的方法，其中确定最小动力系统操作成本和相关联的发动机输入转矩包括：执行一维搜索，由此在发动机输入转矩的范围上迭代选择发动机输入转矩的参数值，且为迭代选择的发动机输入转矩的参数值的每一个执行系统方程和成本函数。
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