CN101434201B - 利用再生制动操作车辆的方法 - Google Patents

利用再生制动操作车辆的方法 Download PDF

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Publication number
CN101434201B
CN101434201B CN2008101778490A CN200810177849A CN101434201B CN 101434201 B CN101434201 B CN 101434201B CN 2008101778490 A CN2008101778490 A CN 2008101778490A CN 200810177849 A CN200810177849 A CN 200810177849A CN 101434201 B CN101434201 B CN 101434201B
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speed
state
torque
brake pedal
pedal
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CN101434201A (zh
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G·塔梅
T·S·米勒
S·J·汤普森
L·A·卡明斯基
J·-J·F·萨
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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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract

本发明涉及利用再生制动操作车辆的方法。操作车辆的方法包括，监视加速踏板和制动踏板的操作者输入；监视车速；在操作人员分离加速踏板并且操作人员不接合制动踏板之后，使变速器保持在当前操作范围状态；在操作人员分离加速踏板并且操作人员接合制动踏板之后，使变速器装置转换到连续可变操作范围状态；当操作人员接合制动踏板并且车速大于第一阈值时，通过控制转矩机构反作用于通过变速器的转矩以通过传动系统制动车辆，来执行再生制动；当操作人员分离制动踏板紧接着在车速小于第一阈值并且大于第二阈值的情况下再接合制动踏板时禁止再生制动。

Description

利用再生制动操作车辆的方法
相关申请的交叉参考
本申请要求于2007年11月3日提交的美国临时申请No.60/985,220的权益，其在此用作参考全文引入。
技术领域
本公开涉及混合动力系统控制。
背景技术
本部分的描述只是提供与本公开相关的背景信息，可能不构成现有技术。
公知的动力系统构架包括转矩产生装置，这些装置包括内燃机和电机，电机通过变速器装置将扭矩传递给输出部件。一个典型性的动力系统包括双模式复合分离机电变速器，其采用输入部件和输出部件，该输入部件从牵引机功率源，优选是内燃机接收运动转矩。输出部件操作性地连接到牵引转矩所传递到的机动车辆的传动系统。作为电动机或发电机运行的电机产生输入到变速器的转矩，该转矩与从内燃机输入的转矩无关。电机可以将通过车辆动力系统传递的车辆动能转换成可存储在电能存储装置中的电能。控制系统监视来自车辆和操作人员的各种输入并提供动力系统的操作控制，包括控制变速器操作范围状态和换档，控制转矩产生装置，以及调节电能存储装置和电机之间的电功率交换，从而管理包括转矩和转速的变速器输出。
发明内容
一种车辆包括动力系统和摩擦制动系统，动力系统包括可运行于固定传动比操作范围状态和连续可变操作范围状态之一的混合变速器，用于在输入部件和转矩机构和连接到传动系统的输出部件之间传递转矩。一种操作车辆的方法，包括监视输入到加速踏板和制动踏板的操作者输入；监视车速；在紧接着操作人员脱离加速踏板和操作人员没有接合制动踏板之后，将变速器维持在当前操作范围状态；在紧接着操作人员脱离加速踏板和操作人员接合制动踏板之后，将变速器过渡到连续可变操作范围状态；当操作人员接合制动踏板并且车速大于第一阈值时，通过控制转矩机构反作用于通过变速器的转矩以通过传动系统制动车辆，来执行再生制动；当操作人员脱离制动踏板而且在车速小于第一阈值并稍小于第二阈值的情况下再次接合制动踏板时使再生制动失灵。
附图说明
现在通过示例的方式，参考附图对一个或多个实施例进行描述，其中：
图1是根据本发明的示意性动力系统的示意图；
图2是根据本发明的控制系统和动力系统的示意性架构的示意图；和
图3是根据本发明的再生制动方法的曲线图。
具体实施方式
参考附图，其示出的目的只是为了说明某些示意性的实施例，而非限制，图1和2示出了示意性的混合动力系统。根据图1所示的本发明的示意性混合动力系统包括操作性地连接到发动机14以及第一和第二电机(‘MG-A’)56和(‘MG-B’)72的双模式复合分离机电混合变速器10。由发动机14以及第一和第二电机56和72每一个都产生能够传递到变速器10的功率。根据输入和电机转矩(这里分别用TI，TA和TB表示)以及速度(这里分别用NI，NA和NB表示)，对由发动机14以及第一和第二电机56和72产生并传递到变速器10的功率进行描述。
示意性的发动机14包括选择性运行于几个状态下通过输入轴12将扭矩传递到变速器10的多缸式内燃机，可以是点燃或压燃发动机。发动机14包括操作性连接到变速器10的输入轴12的曲轴(未示出)。转速传感器11监视输入轴12的转速。由于发动机14和变速器10之间的输入轴12上设置了转矩消耗元件，如，液压泵(未示出)和/或转矩管理装置(未示出)，所以来自发动机14的包括转速和发动机转矩的功率输出可以与变速器10的输入速度NI和输入转矩TI不同。
示意性的变速器10包括三套行星齿轮组24，26和28，以及四个可选择性接合扭矩传递装置，即，离合器C1 70，C2 62，C3 73和C4 75。如这里所采用到的，离合器指任意类型的摩擦扭矩传递装置，例如，包括单个或复合片式离合器或离合器组(packs)，带式离合器，和制动器。优选由变速器控制模块(下文的‘TCM’)17控制的液压控制回路42可操作控制离合器状态。离合器C2 62和C4 75优选包括液压应用的旋转摩擦离合器。离合器C1 70和C3 73优选包括能够选择性接地到(固定连接到，ground to)传动箱68的液压控制固定装置。每个离合器C1 70，C2 62，C3 73和C4 75优选都是液压应用的，通过液压控制电路42选择性接收加压的液压流体。
第一和第二电机56和72优选包括三相AC电机和各自的解析器80和82，每个电机包括定子(未示出)和转子(未示出)。每个电机的电机定子接地到传动箱68的外部，并且包括定子铁心，该定子铁心具有从其延伸缠绕的电绕组。第一电机56的转子支撑在操作性通过第二行星齿轮组26连接到转轴60的毂衬齿轮上。第二电机72的转子固定连接到套轴轮毂66。
每个解析器80和82优选包括包含解析器定子(未示出)和解析器转子(未示出)的可变磁阻装置。解析器80和82适当定位并组装在各个第一和第二电机56和72上。各解析器80和82的定子操作性地连接到第一和第二电机56和72的一个定子上。解析器转子操作性地连接到相应的第一和第二电机56和72的转子上。每个解析器80和82传送信号到并操作性地连接到变速器功率变换器控制模块(下文的‘TPIM’)19，而且每一个都检测并监视解析器转子相对于解析器定子的旋转位置，从而监视第一和第二电机56和72各自的旋转位置。此外，从解析器80和82输出的信号被编译以分别用于提供第一和第二电机56和72旋转速度，即，NA和NB。
变速器10包括输出部件64，例如，轴，可操作地连接到车辆(未示出)的传动系统90，从而将传递到车轮93图1示出了其中之一)的输出功率提供给传动系统90(。输出部件64处的输出功率取决于输出转速NO和输出转矩TO。变速器输出速度传感器84监视输出部件64的转速和转向。每个车轮93优选配备有适于监视车轮转速的传感器94，其输出由图2所示的分布式控制模块系统的控制模块监视，以确定用于制动控制，牵引控制，和车辆加速度管理的车速，以及绝对和相对车轮转速。
发动机14的输入转矩以及第一和第二电机56和72的电机转矩(分别为TI，TA和TB)由燃料或存储在电能存储装置(下文的‘ESD’)74中的电能的能量转换所产生。ESD74是通过DC转接导体27而高压DC连接到TPIM 19。转接导体27包括接触开关38。当接触开关38闭合时，在正常操作下，电流可以在ESD 74和TPIM 19之间流动。当接触开关38断开时，ESD 74和TPIM 19之间的电流中断。TPIM 19通过转接导体29将电功率输送到第一电机56并从第一电机56输送电功率，同样，TPIM 19通过转接导体31将电功率输送到第二电机72并从第二电机72输送电功率，以响应电机转矩TA和TB满足第一和第二电机56和72的转矩指令。根据ESD 74是充电还是放电向ESD 74输送电流或从ESD 74输送电流。
TPIM 19包括一对功率变换器(未示出)和各自的电机控制模块(未示出)，电机控制模块构成为接收转矩指令并据此控制变换器状态，用于提供电机驱动或再生功能以满足指令电机转矩TA和TB。功率变换器包括公知的三相功率补偿电子设备，每个设备包括多个绝缘栅双极性晶体管(未示出)，用于通过高频转换将来自ESD 74的DC功率变换成AC功率，从而为各个第一和第二电机56和72供电。绝缘栅双极性晶体管构成用于接收控制指令的开关电源。每个三相电机的每一相典型地具有一对绝缘栅双极性晶体管。控制绝缘栅双极性晶体管的状态以提供电机驱动机械功率产生或电功率再生功能。三相变换器通过DC转接导体27接收或提供DC电功率并将其转换成三相AC功率或将三相AC功率转换，功率分别通过转接导体29和31传送到第一和第二电机56和72或从第一和第二电机56和72传送功率，从而作为电动机或发电机运行。
图2是分布式控制模块系统的示意图。下文所描述的元件包括总体车辆控制结构的子组，并提供图1所示的示意性混合动力系统协调系统控制。分布式控制模块系统综合相关的信息和输入，并执行算法来控制各种执行机构，从而控制对象，包括与燃料经济性，排放物(emission)，性能(performance)，驾驶性能，和硬件(包括ESD 74的电池以及第一和第二电机56和72)保护相关的对象。分布式控制模块系统包括发动机控制模块(下文的‘ECM’)23，TCM17，电池组控制模块(下文的‘BPCM’)21，和TPIM 19。混合动力控制模块(下文的‘HCP’)5为ECM 23，TCM 17，BPCM 21和TPIM 19提供管理控制和协调。用户界面(‘UI’)13操作性地连接到多个设备，车辆操作人员通过这些设备来控制或指挥机电混合动力系统的操作。这些设备包括加速踏板113(‘AP’)，操作制动踏板112(‘BP’)，变速器档位选择器114(‘PRNDL’)，和车速巡航(cruise)控制(未示出)。变速器档位选择器114可以具有离散数量的可选操作位置，包括输出部件64的转向，以实现向前和向后之一。
上述控制模块通过局域网络(下文的‘LAN’)总线6与其它控制模块，传感器，和执行机构进行通信。LAN总线6允许各种控制模块之间进行操作参数状态和执行指令信号的结构通信。所采用的专门通信协议是专用的。LAN总线6和合适的协议在前述控制模块和其它控制模块之间提供牢固的通信联系和多控制模块交接，其它控制模块提供包括，例如，防抱死制动，牵引控制和车辆稳定性这些功能。多路通信总线可以用来提高通信速度并提供一些程度的信号冗余和完整性。单个控制模块之间的通信也可以利用直接链路(例如，串行外围接口(‘SPI’)总线(未示出))来实现。
HCP 5提供混合动力系统的监督控制，用于协调ECM 23，TCM 17，TPIM19，和BPCM 21的操作。HCP 5根据来自用户界面13和包括ESD 74的混合动力系统的各种输入信号来确定操作者转矩请求，输出转矩指令，发动机输入转矩指令，变速器10所施用的扭矩传递离合器C1 70，C2 62，C3 63，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。TCM 17操作性地连接到液压控制电路42并提供各种功能，这些功能包括监视各种压力传感装置(未示出)以及产生控制信号并将这些控制信号传送到各种螺线管(未示出)，从而控制包含在液压控制电路42内部的压力开关和控制阀。
ECM 23操作性地连接到发动机14并用于通过多个离散线路(为简单起见用总的双向接口电缆35表示)从发动机14的传感器和控制执行机构获取数据。ECM 23接收来自HCP 5的发动机输入转矩指令。ECM 23根据基于监视的发动机速度和负载来及时确定在该时间点上提供给变速器10的实际发动机输入转矩TI，其被传送给HCP 5。ECM 23监视来自转速传感器11的输入以确定输入到输入轴12的发动机输入速度，其被转换成传动输入速度NI。ECM 23监视传感器(未示出)的输入以确定包括，例如，歧管压力，发动机冷却液温度，环境空气温度，和环境压力的其它发动机运行参数的状态。例如，根据歧管压力，或者可替换的，根据监视加速踏板113的操作者输入可以确定发动机负载。ECM23产生并传送指令信号以控制发动机执行机构，包括，例如，燃油喷射器，点火模块，以及节气门控制模块(它们都未示出)。
TCM 17操作性地连接到变速器10并监视来自传感器(未示出)的输入以确定变速器操作参数的状态。TCM 17产生并传送指令信号以控制变速器10，包括控制液压控制电路42。从TCM 17到HCP5的输入包括每个离合器(即，C1 70，C2 62，C3 73，和C475)的估算离合器转矩，以及输出部件64的旋转输出速度NO。可以采用其它执行机构和传感器来为控制目的提供从TCM 17到HCP 5的其它信息。TCM 17监视来自压力开关(未示出)的输入，并选择性地启动压力控制螺线管(未示出)和液压控制电路42的换档螺线管(未示出)，以选择性地起动各离合器C1 70，C2 62，C3 73，和C4 75，从而获得各种变速器操作范围状态，如下文所述。
BPCM 21信号连接到传感器(未示出)以监视包括电流和电压参数状态的ESD 74，从而为HCP 5提供表示ESD 74的电池参数状态的信息。电池参数状态优选包括电池充电状态，电池电压，电池温度，以及用范围PBAT_MIN到PBAT_MAX表示的可用电池功率。
制动控制模块(下文的‘BrCM’)22操作性地连接到每个车轮93上的摩擦制动器(未示出)。BrCM 22监视制动踏板112的操作者输入并产生控制信号来控制摩擦制动器，同时向HCP 5发送控制信号以在此基础上操纵第一和第二电机56和72。
每个控制模块ECM 23，TCM 17，TPIM 19，BPCM 21，和BrCM 22优选为通用型数字计算机，包括：微处理器或中央处理单元；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’)的存储介质；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’)；以及专用信号调节和缓冲电路。每个控制模块具有一套控制算法，包括常驻程序指令和存储在一个存储介质中并用于为每个计算机提供各自功能的标定值。控制模块之间的信息传递优选利用LAN总线6和SPI总线来实现。在预定的周期中执行控制算法使得每个算法在每个周期中至少执行一次。存储在非易失存储器装置中的算法利用预定的标定值通过一个中央处理单元执行，以监视来自传感装置的输入并执行控制和诊断程序，从而控制执行机构的操作。在混合动力系统正进行操作期间，以有规则的间隔执行周期，例如，每3.125，6.25，12.5，25和100毫秒的间隔。可替换地，可以响应事件的发生来执行算法。
示意性的混合动力系统选择性地运行于几个操作范围状态中的一个状态，这些状态可以借助发动机状态和变速器状态来描述，其中发动机状态包括发动机运行状态(‘ON’)和发动机停机状态(‘OFF’)，变速器状态包括多个固定传动比和连续可变运行模式，参考下面表1的描述。
                    表1
Figure G2008101778490D00071
每个变速器操作范围状态都在表1中进行了描述，且表示对于每个操作范围状态而言施用了哪些特定离合器C1 70，C2 62，C3 73，和C4 75。第一连续可变模式，即，EVT模式1或M1，通过仅施用离合器C170来选择，以将第三行星齿轮组28的外部齿轮部件“接地”。发动机状态可以是ON(‘M1_Eng_On’)或OFFM1_Eng_Off’)中的一个。第二连续可变模式，即，EVT模式2或M2，通过仅施用离合器C262来选择，以将轴60连接到第三行星齿轮组28的行星架(carrier)。发动机状态可以是ON(‘M2_Eng_On’)或OFF(‘M2_Eng_Off’)中的一个。为说明起见，当发动机状态为OFF时，发动机输FF入速度等于0转/分钟(‘RPM’)，即，发动机曲轴不转动。固定传动比操作提供变速器10的输入与输出速度比的固定比操作，即，NI/NO。第一固定传动比操作(‘G1’)通过采用离合器C1 70和C475来选择。第二固定传动比操作(‘G2’)通过采用离合器C1 70和C2 62来选择。第三固定传动比操作(‘G3’)通过采用离合器C2 62和C4 75来选择。第四固定传动比操作(‘G4’)通过采用离合器C2 62和C3 73来选择。由于行星齿轮24，26，和28的传动比减小，所以输入与输出速度的固定比操作随着固定传动比操作的增加而增加。第一和第二电机56和72的转速NA和NB分别取决于由离合所限定的机构的内旋转，并与输入轴12所检测的输入速度成比例。
HCP 5和一个或多个其它控制模块响应于由用户界面13所捕获的，通过加速踏板113和制动踏板112的操作者输入来确定转矩指令，以控制包括发动机14以及第一和第二电机56和72的转矩发生装置，从而满足传递给传动系统90的输出部件64的操作者转矩请求。HCP 5基于来自用户界面13和包括ESD 74的混合动力系统的输入信号，分别确定操作者转矩请求，从变速器10到传动系统90的指令输出转矩，发动机14的输入转矩，变速器10的扭矩传递离合器C1 70，C2 62，C3 73，和C4 75的离合器转矩，以及第一和第二电机56和72的电机转矩，如下文所述。
最终车辆的加速度可能受其它因素的影响，这些因素包括，例如，道路负载，道路坡度，和车辆质量。变速器10的操作范围状态取决于基于混合动力系统的各种运行特性。这包括通过加速踏板113和制动踏板112传递到用户界面13的操作者转矩请求，如前面所述。可以根据在电能产生模式或转矩产生模式下操作第一和第二电机56和72的指令所产生的混合动力系统转矩需求来判定操作范围状态。可以通过优化算法或程序来确定操作范围状态，该算法或程序根据对功率的操作需求，电池充电状态，以及发动机14和第一和第二电机56和72的能量效率来确定最佳系统效率。控制系统根据已执行的优化程序的结果来管理来自发动机14以及第一和第二电机56和72的转矩输入，从而以系统效率最优化的方式来管理燃料经济和电池充电。此外，可以根据构件或系统的故障来确定操作方式。HCP 5监视转矩产生装置，并响应于输出部件64的期望输出转矩来确定变速器10所需的功率输出，以满足操作者转矩请求。从上面的描述应该清楚，DSD 74以及第一和第二电机56和72操作性地电连接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操作性地机械连接，以在其间传递功率，从而产生输出到输出部件64的功率流。
操作者转矩请求通过监视加速踏板113和制动踏板112的接合程度来确定。制动踏板112和加速踏板113的接合程度分别对应于制动踏板112和加速踏板113被操作人员压下的程度。制动踏板112和加速踏板113的接合程度对应于从零到百分之百相对接合的程度。当再生制动被启用时，再生制动可以与摩擦制动结合使用，以响应于操作者转矩请求的减小来降低车速。再生制动包括车辆运行状态，其中车辆动能通过输出部件64从传动系统90传递到变速器10。第一和第二电机56和72通过反作用于动力系统转矩来产生存储在ESD74中的电能，该转矩由车辆动能通过传动系统90产生。摩擦制动包括通过使用摩擦制动系统(未示出)的制动装置(未示出)而产生摩擦力的制动。制动装置包括盘式制动器和鼓式制动器，其用于在制动装置和车轮93之间产生摩擦力，从而使车辆减速。当再生制动被禁止时，响应于操作者转矩请求的减小而单独采用摩擦制动来降低车速。
图3用曲线示出了操作车辆(未示出)的方法200的结果，该车辆配备有混合动力系统，例如，如图1和2所示，用以实现包括摩擦制动和功率再生制动的混合制动。方法200利用来自包括车速传感器94的车辆传感器的信号(‘VehSpd’)和利用加速踏板113(‘Accel Pedal’)和制动踏板112(‘Brake’)所检测的操作者输入，它们同时作为所经过时间的函数给出操作者输入。方法200利用监视信号来确定和控制车辆响应和变速器10的操作范围状态(‘Trans RangeState’)，车辆响应包括来自传动系统90的轮轴转矩响应(‘Axle Torque’)。
方法200响应于制动事件期间的操作者转矩请求来控制功率再生，从而控制输出转矩TO和输出速度NO的变化率。例如，由于变速器10的操作范围状态的改变和发动机状态的改变，所以方法200使输出转矩TO和输出速度NO的变化率中的差异减小。方法200包括当操作者转矩请求包括被压下的制动踏板112和被分离的加速踏板113(即，加速踏板百分之零接合)时，禁止操作范围状态改变(220)。操作范围状态可以通过算法或程序来确定，算法或程序基于操作者转矩请求，ESD 74的充电状态，和发动机14以及第一和第二电机56和72的能量效率来确定优选系统效率。当操作人员将加速踏板113接合并接着将加速踏板113分离(‘Brake ON-OFF Cycling’)时，操作范围状态禁止转换并因此保持当前操作范围状态。例如，图3示出了保持在第四固定传动比模式G4下的操作范围状态。
在示意性的实施例中，主动燃料管理控制方案控制发动机状态，以控制输入到发动机的燃料，从而提高燃料效率。主动燃料管理控制方案能够控制发动机14是否运行于全缸(all-cylinder)状态和汽缸停用状态中的一个状态，以及燃料供应状态和燃料切断状态中的一个状态。当发动机14运行于汽缸停用状态下时，部分发动机汽缸停用并且无燃料。当发动机14运行于燃料切断状态下时，切断发动机14的燃料。基于优化函数来控制发动机14的运行，优化函数基于操作者转矩请求和当前车速确定优选发动机状态。当发动机14从当前优选发动机状态转换到新的优选发动机状态时，不会因变速器10的操作范围状态的改变而出现复合加档(compound upshift)干扰，原因在于当操作人员接合加速踏板113并接着分离加速踏板113时，变速器10的操作范围状态是禁止转换的。
方法200还包括当车辆减速率高于阈值时，将操作范围状态从固定传动比操作范围状态转换到连续可变操作范围状态，在制动踏板112被接合并且加速踏板113被分离时发生，如图3所示(222)。当操作范围状态处于固定传动比G1，G2，G3，G4之一并且当制动踏板112被接合时，指令触发操作范围状态从固定传动比模式转换到连续可变模式M1，M2中的一个模式。在一个实施例中，命令操作范围状态从固定传动比G3，G4之一转换到连续可变模式M2，从固定传动比G1，G2之一转换到连续可变模式M1。变速器10的操作范围状态在再生制动动作一开始就被转换到连续可变操作范围状态中的一个状态，例如，M1或M2。因此，当再生制动有效时，操作范围状态中唯一允许的转换处于第一和第二连续可变操作范围状态之间。再生制动操作不会因固定和连续可变操作范围状态之间的转换而中断，从而降低因此引起的传动系统干扰。此外，当变速器10处于连续可变传动比操作范围状态时，来自发动机14的输入速度将被调整到优选等级，以降低反向驱动摩擦，从而增加再生制动期间所回收的能量。图3示出的实线表示基于制动踏板112的实际接合的车轴转矩(‘AxleTorque’)，其中操作人员在步骤222之前分离制动踏板112，而操作人员在步骤222之后接合制动踏板112。图3另外示出的虚线表示，当接着步骤222之后制动踏板112分离时在相应的车速和操作范围状态下与车轴转矩对应的制动分离车轴转矩(‘Axle Torque Brake OFF’)。
方法200包括当加速踏板113接合和制动踏板112分离中的一种情形出现时，并且当车速小于第一阈值速度(‘V1’)时，禁止再生制动(224)。当制动踏板112分离并且车辆滑行时，车轴转矩从步骤220和224之间所示的高车速(例如，80km/h以上)时的负车轴转矩斜线上升到步骤224和226之间的低车速正转矩。当在低车速下再生制动不动作时，用传动系统90的正车轴转矩给车轮93采用的摩擦制动器预加载，以降低动力传动系统的冲击干扰。此外，在低车速下，第一和第二电机56和72能够产生传递给变速器10的电机转矩TA和TB，以产生反作用于传动系统90的输出转矩TO，从而降低车速。所以，低车速下的交替再生制动会使得再生制动时传动系统90的负车轴转矩和不再生制动时传动系统90的正车轴转矩交替出现(‘Brake ON-OFF Cycling’)，从而引起不希望的驱动质量。因此，当加速踏板113接合和制动踏板112分离中的一种情形出现时，并且当车辆在第一阈值速度以下运行时，禁止再生制动以维持期望的驱动质量。
然而，当制动踏板112保持连续接合并且车辆从高于第一阈值速度V1的车速减速到低于第一阈值速度V1的车速时，在第一阈值速度V1时不禁止再生制动，而是只有当车辆达到小于第一阈值速度的第二阈值速度V2(未示出)时才禁止。此外，当在第一阈值速度V1以下制动踏板112分离时，保留再生制动禁止直到车辆达到等于第一阈值速度V1与滞后速度值Vh之和的第三阈值速度V3。在示意性的实施例中，第一阈值速度V1等于大约16km/h。滞后速度值Vh等于8km/h，第二阈值速度V2等于5km/h。所以，第三阈值速度V3等于24km/h。因此，当再生制动禁止时，它不会重新起用，直到车速超过24km/h的第三阈值速度V3并且使用制动踏板。通过采用两个不同的阈值速度来控制再生制动，当从高于第一阈值速度V1的车速到第三阈值速度V3连续制动时动力系统能够利用再生制动通过整个制动曲线进行功率转换，同时在低车速下的加速和减速交替出现的情况下能够保持期望的驱动质量。当车速等于零时使车辆停止(226)。
应当理解的是，在本公开范围之内的修改是可以允许的。已经具体参考优选实施例及其修改对本公开进行了描述。其他人在阅读和理解本说明书的基础上可以作进一步的修改和变化。本发明旨在包括落在本公开的范围之内的所有这种修改和变化。

Claims (20)

1.一种操作包括动力系统和摩擦制动系统的车辆的方法，动力系统包括混合变速器和连接到传动系统的输出部件，混合变速器运行于固定传动比操作范围状态和连续可变操作范围状态中的一个状态下，以在输入部件和转矩机构之间传递转矩，该方法包括：
监视加速踏板和制动踏板的操作者输入；
监视车速；
在操作人员分离加速踏板并且操作人员不接合制动踏板之后，使变速器保持在当前操作范围状态；
在操作人员分离加速踏板并且操作人员接合制动踏板之后，使变速器装置转换到连续可变操作范围状态；
当操作人员接合制动踏板并且车速大于第一阈值时，通过控制转矩机构反作用于通过变速器的转矩以通过传动系统制动车辆，来执行再生制动；和
当操作人员分离制动踏板并且紧接着再接合制动踏板之后保持接合制动踏板时在车速小于第一阈值并且达到第二阈值的情况下禁止再生制动，其中第二阈值小于第一阈值。
2.根据权利要求1的方法，还包括当车速从低于第一阈值的第一车速增加到超过第三阈值的第二车速时，通过传动系统再次允许再生制动。
3.根据权利要求2的方法，其中第三阈值基于第一阈值和滞后速度值。
4.根据权利要求1的方法，还包括当再生制动允许时执行摩擦制动和再生制动来降低车速，并且当再生制动禁止时执行摩擦制动来降低车速。
5.根据权利要求1的方法，包括当车速处于第一阈值和第二阈值之间时为动力系统提供来自摩擦制动的预加载转矩。
6.根据权利要求1的方法，还包括：
基于制动踏板的接合程度和加速踏板的接合程度确定操作者转矩请求；并且
当操作人员接合加速踏板时基于优化程序根据操作者转矩请求确定变速器装置的操作范围状态。
7.根据权利要求1的方法，还包括：
当加速踏板分离时确定优选发动机状态；和
当加速踏板分离时将发动机从当前发动机状态转换到优选发动机状态。
8.根据权利要求7的方法，其中优选发动机状态包括燃料切断发动机状态，汽缸停用发动机状态，以及燃料切断且汽缸停用发动机状态中的一个。
9.根据权利要求7的方法，其中当前发动机状态包括供油，全缸发动机状态之一。
10.根据权利要求7的方法，包括当采用再生制动时在第一连续可变操作范围状态和第二连续可变操作范围状态之间进行转换，中间不转换到固定传动比操作范围状态之一。
11.一种操作包括摩擦制动系统和变速器装置的车辆的方法，变速器装置运行于包括固定传动比模式和连续可变模式的多个操作范围状态中的一个状态下，以在发动机和连接到能量存储装置的电机之间传递转矩，该方法包括：
监视加速踏板和制动踏板的操作者输入并监视车速；
在操作人员分离加速踏板之后，使变速器装置保持在当前操作范围状态；
在操作人员接合制动踏板之后，使变速器装置转换到连续可变操作范围状态；
当操作人员接合制动踏板并且车速大于第一阈值时，通过控制转矩机构反作用于通过变速器的转矩以通过传动系统制动车辆，来执行再生制动；和
当制动踏板保持接合并且车速大于第二阈值时，允许再生制动，第二阈值小于第一阈值。
12.根据权利要求11的方法，还包括当操作人员分离制动踏板并且车速小于第一阈值时禁止再生制动。
13.根据权利要求12的方法，还包括只有当车速超过第三阈值时才再次允许再生制动。
14.根据权利要求11的方法，还包括：
当加速踏板分离时确定优选发动机状态；
当操作人员分离加速踏板时将发动机转换到优选发动机状态。
15.根据权利要求14的方法，其中优选发动机状态包括燃料切断发动机状态，汽缸停用发动机状态，以及燃料切断且汽缸停用发动机状态中的一个状态。
16.根据权利要求11的方法，还包括：
基于加速踏板的接合程度和制动踏板的接合程度确定操作者转矩请求；以及
基于操作人员接合加速踏板时的操作者转矩请求确定加速器的优选操作范围状态。
17.一种操作包括摩擦制动系统和混合变速器的车辆的方法，混合变速器运行于包括固定传动比和连续可变模式的多个操作范围状态中的一个状态下，以在发动机和连接到能量存储装置的电机之间传递转矩，该方法包括：
监视加速踏板和制动踏板的操作者输入；
监视车速；
在操作人员分离加速踏板并且不接合制动踏板之后，使变速器保持在当前操作范围状态；
在分离加速踏板并接合制动踏板之后，使变速器转换到连续可变模式；
当制动踏板接合并且车速大于第一阈值时，通过控制转矩机构反作用于通过变速器的转矩以通过传动系统制动车辆，来执行再生制动；和
在以下状态之一时禁止再生制动，即：当制动踏板保持接合并且车辆的速度小于第二阈值时，和当制动踏板在车速小于第一阈值下分离的情况下车速小于第三阈值时，其中第一阈值大于第二阈值并且小于第三阈值。
18.根据权利要求17的方法，还包括：
基于加速踏板的接合程度确定操作者转矩请求；和
基于操作者转矩请求确定变速器的优选操作范围状态。
19.根据权利要求17的方法，还包括：当加速踏板分离时使发动机状态转换到新的优选发动机状态。
20.根据权利要求17的方法，包括在再生制动的同时，在第一连续可变操作范围状态和第二连续可变操作范围状态之间进行转换，中间不转换到固定传动比操作范围状态之一。
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