CN101445104A - 用于控制动力传递系统中能量储存装置的输出功率的方法 - Google Patents

用于控制动力传递系统中能量储存装置的输出功率的方法 Download PDF

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CN101445104A
CN101445104A CNA2008101911181A CN200810191118A CN101445104A CN 101445104 A CN101445104 A CN 101445104A CN A2008101911181 A CNA2008101911181 A CN A2008101911181A CN 200810191118 A CN200810191118 A CN 200810191118A CN 101445104 A CN101445104 A CN 101445104A
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torque
electric power
power limit
engine
output
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CN101445104B (zh
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A·H·希普
W·R·考索恩
W·布伦森
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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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    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—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
    • F16H37/08—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
    • F16H37/10—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
    • F16H2037/105—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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
    • F16H3/728—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path with means to change ratio in the mechanical gearing
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/84—Data processing systems or methods, management, administration

Abstract

本发明涉及用于控制动力传递系统中能量储存装置的输出功率的方法。该方法包括监控能量储存装置的充电状态；基于该能量存储装置的充电状态确定第一系列预定电功率极限和第二系列长期电功率极限。该方法还包括基于该第一系列预定电功率极限来提供用于对该能量储存装置进行机会充电和放电的功率范围。该方法还包括基于该第二系列电功率极限来提供用于控制该能量储存装置的电功率输出的功率范围。

Description

用于控制动力传递系统中能量储存装置的输出功率的方法
本申请要求2007年11月4日提交的美国临时申请第60/985.252的优先权，并且因此将其作为参考包括在内。
技术领域
本发明涉及动力传递系统内的电功率控制。
背景技术
这部分的描述仅提供与本发明相关的一些背景信息，且有可能不构成现有技术
已知的动力传递系统结构包括含有内燃机和电机的转矩发生装置，其通过一变速器装置将转矩传给一输出元件。一个示例性的能量传递系统包括一双模式，复合分流，电动机械变速器，其利用一输入元件接受来自于原始驱动器动力源的驱动转矩，优选为内燃机和输出元件。输出元件可以可操作地连接在一车辆传动系上以传递相关牵引转矩。作为电动机或者发电机操作的电机，产生一输入变速器的转矩，其独立于由内燃机输入的转矩。电机可以将通过车辆传动系传递来的车辆动能转化为可存于电功率存储装置中的电功率。控制系统监控来自于车辆和驾驶员的各种输入，并且提供对动力传递系统的可操作控制，这包括控制变速器的操作状态和变速换档，控制转矩发生装置以及管理电功率存储装置和电机之间的电功率交换以控制变速器的输出，其包括转矩和转动速度。
发明内容
动力传递系统包括发动机、转矩发生装置、变速器和连在转矩发生装置上的能量存储装置，其中变速器在输出元件、发动机以及转矩发生装置之间进行功率传递。用于控制动力传递系统的方法包括监控驾驶员转矩要求和能量存储装置的充电状态。基于能量存储装置的充电状态确定第一组电功率极限和第二组电功率极限。能量存储装置伺机进行充电和放电的功率范围取决于第一组电功率极限。而控制能量存储装置的功率输出的功率范围取决于第二组电功率极限。
附图说明
现在，将结合附图以举例的方式给出一个或更多的实施例，其中，
图1是根据本发明的示例性动力传递系统的示意图
图2是根据本发明的用于控制系统和动力传递系统的示例性结构示意图
图3和4是根据本发明的用于在动力传递系统中控制和操作转矩的控制系统结构示意流程图
图5是根据本发明实施例的用于描绘一能量存储装置的生效范围的图解描述；
图6-9是根据本发明实施例的用于描绘在动力传递系统内的转矩级别和能量存储装置的功率输出的图解描述。
具体实施方式
现在参看附图，其中绘图只是为了阐述特定的实施例而并不是为了限制实施例，图1和图2描述了示例性的混合动力传递系统。图1中描述的根据本发明的示例性混合动力传递系统包括双模式、复合分流的电动机械复合变速器10，此变速器可操作地连接到发动机14以及转矩发生装置上，该转矩发生装置在本实施例中由第一和第二电机(‘MG-A’)56和(‘MG-B’)72组成。发动机14以及第一和第二电机56和72各自产生传递到变速器10的动力。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的动力用术语表示为输入以及马达转矩，分别用TI、TA和TB表示，速度在这里分别用NI、NA以及NB表示。
示例性的发动机14包括多缸内燃机，其可选择性地在多个状态下运行，通过输入轴12将转矩传递给变速器10，并且也可以是火花点火或者压燃发动机。该发动机14包括运行中连接在变速器10的输入轴12上的曲轴(未示出)。旋转速度传感器11监控输入轴12的旋转速度。发动机14的功率输出，包括旋转速度和发动机转矩，可以与变速器10的输入速度NI以及输入转矩TI不同，原因在于发动机14和变速器10之间放置有安放在输入轴12上的转矩消耗部件，其例如是液压泵(未示出)和/或转矩管理装置(未示出)。
示例性的变速器10包括三个行星齿轮组24、26和28，以及四个选择性地啮合的转矩传递装置，即离合器C1 70、C2 62、C3 73和C4 75。此处所用的离合器指任何类型的摩擦转矩转换装置，其例如包括单板或复合板的离合器或其组合部件、带状离合器以及制动器。优先通过变速器控制模块(以下称“TCM”)17控制的液压控制回路42用来控制离合器状态，离合器C2 62以及C4 75优选包括应用液压控制的旋转摩擦离合器。离合器C1 70、C3 73优选包括可选择性地连接到变速器的壳体68上的液压控制固定装置。每个离合器C1 70、C2 62、C3 73以及C4 75都优选应用了液压，通过液压控制回路42选择性地接收加压液流。
第一及第二电机56和72优选包括三相交流电机，每一个电机都包括定子(未示出)和转子(未示出)，和各自的分解器80和82。每一个机器的发动机定子都连接在变速器壳体68上的外部，而且包括定子铁芯，该定子铁芯带有电线圈绕组并从中穿过。第一电机56的转子支撑在一毂衬齿轮上，该齿轮通过第二行星齿轮组26可操作地连接到轴60上。第二电机72的转子固定的连接到轴套66上。
每一个分解器80和82优选包括可变磁阻装置，该装置包含一分解器定子(未示出)和一分解器转子(未示出)。分解分解器80以及82被适宜地定位且安装在第一、第二电机56和72之一上，分解器80，82各自的定子可操作地连接在第一以及第二电机56和72上的其中一个定子上。分解器转子可操作地连接到用于相应的第一以及第二电机56和72上的转子上。每一个分解器80和82可操作地信号连接到变速器功率变换器控制模块(以下称“TPIM”)19上，用于感应以及监控分解器定子相对于分解器转子的旋转位置，由此监控第一、第二电机56、72中各自电机的旋转位置。除此之外，对从分解器80，82输出的信号进行解读从而分别为第一以及第二电机56和72提供转速，即NA和NB。
变速器10包括输出元件64，其例如是一可操作地连接在用于车辆(未示出)上的车辆传动系90上的轴，并且为车辆传动系90提供输出功率，该动力进而转移到车轮93上，其中之一在图1中显示。输出元件64的输出功率用术语输出旋转速率NO以及输出转矩TO表示。变速器输出速度传感器84监控输出元件64的旋转速度和旋转方向。每个车轮93优选装配有传感器94以监控车轮速度VSS-WHL，车轮速度的输出通过如图2所示的分布式控制模块系统中的控制模块进行监控，以确定车速，和用于制动控制、牵引控制以及用于车辆加速控制的绝对和相对车轮速度。
来自发动机14的输入转矩以及来自于第一和第二电机56和72的马达转矩(分别为TI、TA以及TB)是由于来自于燃料和电功率存储装置(以下称“ESD”)74中的电势能的转化结果而产生的。ESD74是通过直流电转换器27连接到TPIM19的高压直流存储装置。转换器27包括一接触开关38。当接触开关38闭合时，在正常操作情况下，电流可以在ESD74和TPIM19间流动。当接触开关38断开时，电流在ESD74和TPIM19间的流动被切断。TPIM19通过转换器29从第一电机56中转入和转出电功率，并且TPIM19同样地通过转换器31从第二电机72中输入和输出电功率，以作为马达转矩TA以及TB的回应而执行用于第一和第二电机56和72的转矩命令。根据ESD74是否被充电或放电，电流被输入ESD74或者从ESD74中输出。
TPIM19包括一对功率转换器(未示出)以及被设置为用于接收转矩命令和控制转换状态的各个电动控制模块(未示出)，以提供电动驱动或者再生功能以实现命令的马达转矩TA和TB。功率转换器包括已知的补偿三相动力电子装置，并且每个装置包括多个绝缘的门电路两极晶体管(未示出)用于将来自ESD74的直流电能转换为交流电能，以通过高频率地开关给第一和第二电机56和72中的各自的电机提供能量。绝缘门电路两级晶体管被设置为用于接收控制命令的开关模式能量供应元件。典型地为每个三相电机的每一相配备一对的绝缘门电路双极晶体管。控制绝缘门电路双极晶体管的状态以提供电动机驱动机械动力生成或电功率再生成功能。三相转化装置通过直流电转化器27接收或提供直流电电功率，并且将其转换为三相交流电能或者由交流电能转换而来，该电功率通过转换器29，31被传输至或者来自于该第一和第二电机56和72用于其作为电动机或发电机的运行。
图2是一分布式控制模块系统的示意性结构图。下文中将描述的元件包括整个车辆控制结构的子集，并且提供了对图1中描述的示例性的混合动力传递系统的协调系统控制。该分布式控制模块系统合成相关信息和输入，并且执行程序来控制各个致动器以实现控制目标，包括涉及以下参数的目标，燃料经济性、排放、性能、驱动性能以及对包括ESD74的电池和第一、第二电机56和72在内的硬件的保护。该分布式控制模块系统包括发动机控制模块(以下称“ECM”)23、TCM17、电池组控制模块(以下称“BPCM”)21以及TPIM19。混合控制模块(以下称“HCP”)5提供对ECM23、TCM17、BPCM21和TPIM19的监督控制和协调。用户界面(UI)13可操作的连接到多个装置，通过该界面车辆驾驶员就能控制或指挥电动机械混合动力传递系统的操作。该装置包括一加速踏板113(AP)、一驾驶员制动踏板112(BP)、一变速器齿轮选择器114(PRNDL)以及一车辆速度平稳控制器(未示出)。变速器齿轮选择器114可以有离散数量的驾驶员选择范围，其包括输出元件64的旋转方向，使得其产生向前和相反的方向中的一个方向。
前面提到的控制模块都通过局域网(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进行操作参数状态和致动器命令信号的结构化通信。所采用的特定的通信协议是面向特定应用的。LAN总线6和适当的协议使得可以在前面提到的控制模块和其他控制模块之间进行稳固的通信和多控制模块界面，所述的其他控制模块可提供的功能包括例如防抱死制动，牵引制动和车辆稳定性。复合通信总线可用来提高通信速度以及提供一定水平的信号冗余度和完整性。利用直接连接，如利用一系列外部界面(SPI)总线(未示出)也可以在单个控制模块之间进行通信。
HCP5能提供对混合动力系统的监督控制，对ECM23、TCM17、TPIM19和BPCM21的运行进行协调。基于来自用户界面13和包括ESD74的混合动力传递系统的各种输入信号，HCP5确定驾驶员的转矩要求、输出转矩命令、电动机输入转矩命令、用于变速器10的应用转矩转移离合器C1 70、C2 62、C3 73、C4 75的离合器转矩，以及用于第一和第二电机56和72的马达转矩TA和TB。TCM17可操作地连接到液压控制回路42并提供包括监控各种压力感应装置(未示出)的不同功能以及产生并传送用于各种电磁阀(未示出)的控制信号，从而来控制液压控制回路42中包含的压力开关和控制阀。
ECM23可操作地连接到发动机14，用于从各种传感器中获取数据，及通过多条离散的线来分别控制发动机14的致动器，为了简便起见，这些离散的线显示为双向总线35。ECM23接收来自于HCP5的发动机输入转矩命令。该ECM23确定实际发动机输入转矩TI，该实际发动机输入转矩TI此时根据监控到的发动机速度和负荷提供给与HCP5通讯连接的变速器10，ECM23监控来自旋转速度传感器11的输入来形成输入轴12的发动机输入速度，此速度表示为变速器输入速度NI。ECM23监控来自传感器(未示出)的输入以形成其他发动机操作参数的状态，包括例如，进气管压力，发动机冷却剂温度，环境空气温度，以及环境压力。发动机负荷取决于例如进气管压力或可替换地取决于监控驾驶员对加速踏板113的输入。ECM23产生以及传递命令信号以控制发动机致动器，包括例如燃料喷射器、点火模块和节气门控制模块，以上均未示出。
TCM17可操作地连接到变速器10上，并且监控来自于传感器(未显示)的信号以确定变速器操作参数的状态。该TCM17产生以及传递命令信号以控制变速器10，包括控制液压控制回路42。由TCM17传给HCP5的输入包括用于每个离合器，即：C1 70、C2 62、C3 73和C4 75，的估算离合器转矩，以及输出元件64的旋转输出速度No。为了进行控制，可以使用其它的致动器和传感器由TCM17向HCP5传送附加信息。该TCM17监控来自压力开关(未示出)的输入，并且选择性地激励压力控制电磁阀(未示出)和液压控制回路42的换档电磁阀(未示出)，以选择性地驱动各离合器C1 70、C2 62、C37 3和C4 75，从而实现如下文所描述的各种变速器的运行状态。
BPCM21与传感器(未示出)信号连接以监控ESD74，包括电流和电压参数的状态，以便为HCP5提供指示ESD74的电池状态信息的参数。此状态信息优选包括电池充电状态、电池电压、电池温度以及可用的电池能量，其表示为范围PBAT-MIN到PBAT-MAX。
一制动控制模块(以下称“BrCM”)22可操作地连接到每个车轮93上的摩擦制动器上(未示出)。该BrCM22监控制动踏板112的驾驶员输入，并产生控制摩擦制动控制信号，并且传递给HCP5一控制信号以操作其上的第一和第二电机56和72。
每个控制模块ECM 23，TCM 17，TPIM 19，BPCM21以及BrCM22优选是通用的数字计算机，它包括微处理器或中央处理单元以及存储介质，存储媒介物包括以下部分：只读存储器(ROM)、随机存取记忆器(RAM)、可编程只读存储器(EPROM)、高速计时器、模数(A/D)和数模(D/A)电路系统以及输入/输出电路系统和装置(I/O)和适当的信号调整和缓冲电路系统。每个控制模块都具有一组控制算法，其包括存储于其中一个存储媒介之中的驻留程序指令和标准，并执行之以实现每个计算机的相应功能。在控制模块间的信息传递优选由LAN6和SPI总线来完成。在预置循环中执行控制算法从而使每个算法在每个循环中至少执行一次。存储于稳定存储装置中的算法被中央处理单元之一执行去监控来自于传感器的输入并且采用预知标准来执行控制和诊断程序以控制致动器的操作。在常规的时间间隔下执行循环，例如，在混合动力传递系统操作运行期间间隔每3.125、6.25、12.5和25毫秒。替代地，可以是响应于事件的发生而执行算法。
示例性的混合动力传递系统选择性地在多个运行范围工况之一下运行，该工况可用术语描述为发动机工况和变速器工况，前者包括发动机运行工况(ON)和发动机关闭工况(OFF)，后者包括多个固定齿轮模式和无级变速运行模式，以下的表1中有描述：
表1
Figure A200810191118D00111
表中描述了每个变速箱运行范围工况，并指示了哪个特定的离合器C1 70，C2 62，C3 73和C4 75在每个运行范围工况中被应用。通过仅使用离合器C170以使第三行星齿轮组28的外齿圈元件“接地”而选择第一无级变速模式即EVTMODE1，或M1。发动机工况可以为运行(M1-Eng-On)或关闭(M1-Eeg-Off)。通过仅应用离合器C262以将轴60连接到第三行星齿轮组28的载体上而选择第二无级变速模式，即EVT MODE2或M2。发动机工况可以为运行(M2-Een-On)或关闭(M2-Eng-Off)。为了进行描述，当发动机工况为关闭时，发动机输入速度等于每分钟零转，即发动机曲轴不旋转。固定齿轮运行提供变速箱10的输入、输出速率的固定比例(‘RPM’)，即NI/No。应用离合器C1 70和C4 75时选择第一固定齿轮运行(G1)。应用离合器C1 70和C2 62时选择第二固定齿轮运行(G2)。应用离合器C2 62和C4 75时选择第三固定齿轮运行(‘G3’)。应用离合器C2 62和C3 73时选择第四固定齿轮(‘G4’)。由于在行星齿轮24，26和28中的齿轮比例减少，所以输入、输出速度的固定比率随着固定齿轮运行的增加而增加。第一和第二电机56和72的旋转速度，各自为NA和NB，取决于由离合器确定的机器部件的内部旋转并且与在轴12上测量的输入速度是相称的。
通过如由用户界面13接收的加速器踏板113和制动踏板112对驾驶员的输入作出反应，HCP 5和一个或多个其他控制模块确定出控制由轴14，第一和第二电机56和72组成的转矩产生装置的转矩命令，以实现驾驶员对输出元件64的转矩要求并且传送给车辆传动系90。基于来自用户界面13以及包括ESD74的混合动力传递系统的输入信号，HCP5确定出驾驶员的转矩要求，一用于车辆传动系统90的来自于变速箱10的命令输出转矩，一来自于发动机14的输入转矩，用于变速箱10的转矩转换离合器C1 70、C2 62、C3 73和C4 75的离合器转矩，以及用于第一和第二电机56和72的马达转矩，在下文中分别进行描述。
最终车辆加速可受到其他因素的影响，例如路载、道路坡度以及车辆重量。基于混合动力传递系统的各种运行特征来确定用于变速箱10的运行范围工况。这包括通过如前面所述的用于用户界面13的加速器踏板113和制动踏板112来实现通信的驾驶员转矩要求。运行范围工况可由混合动力传递系统转矩要求来预测，此转矩要求是由在一电功率产生模式或转矩产生模式中运行第一和第二电机56和72的命令引起的。运行范围工况可由一最佳算法或程序来确定，该最佳算法或程序根据驾驶员的动力要求、电池充电状态以及发动机14与第一和第二电机56和72的能量效率来确定最适宜的系统效率。控制系统根据被执行的最佳程序的结果来管理来自于发动机14以及第一和第二电机56和72的转矩输入，并且以此来优化系统效率，从而提高燃料经济性及管理电池充电。此外，可以根据部件和系统的故障来确定操作。HCP 5监控转矩发生装置，并确定变速箱10所需的功率输出以达到输出元件64所期输出转矩从而实现驾驶员的转矩要求。由上面描述可以显而易见地看出，ESD74和第一和第二电机56和72可操作地电气连接，以用于他们之间传递能量。此外，发动机14，第一和第二电机56和72以及电动机械变速箱10可操作地机械连接以在他们之间传递能量从而产生传递给输出元件64的能流。
图3和4展示了一控制系统结构，用于控制以及管理能量传递系统中的转矩和能量流，此管理能量传递系统具备多转矩产生装置，并且以执行算法和执行标准的形式存在于上述控制模块中，参照图1和2中展示的混合动力传递系统在下面描述。控制系统结构可用于任何具备多转矩产生装置的动力传递系统，包括例如，有单电机的混合动力传递系统，具备多电机的混合动力传递系统和无混合动力传递系统。
图3和4展示的控制系统结构描述了相关信号通过控制模块的流动。在运行中，驾驶员对被检测的加速器踏板113和制动器踏板112进行输入以确定驾驶员转矩要求(To-req)。监测发动机14和变速箱10以确定输入速度(Ni)和输出速度(NO)。策略最优化控制系统310确定一优选的输入速度(Ni-Des)和优选的发动机状况以及基于输出速度和驾驶员转矩要求的变速箱操作运行范围(Hybrid Range State Des)，并且还基于混合动力传递系统的其它运行参数进行优化，包括电池电功率极限和发动机14、变速箱10和第一和第二电机56和72的反应限制。策略最优化控制系统310优选由HCP5在每100毫秒循环和每25毫秒循环中执行。
策略最优化控制系统310的输出被用于执行换档运行和发动机启动/停止控制系统(Shift Execution and Engine Start/Stop)320，以命令包括转换运行范围工况转换的变速箱操作系统(Transmission Commands)的转换。这包括如果择优运行范围工况不同于当前运行范围工况时可通过利用一个或多个离合器C170、C262、C373和C475和其他变速箱命令的命令转换来执行在运行范围工况中的命令转换。可以确定当前运行范围工况(Hybrid Range StateActual)和输入速度曲线(Ni-prof)。该输入速度曲线是对接下来的输入速度的估计，并且优选包括接下来的循环中的目标输入速度的无向量的参数数值。发动机运行命令和转矩请求取决于变速箱运行范围工况转换期间的输入速度曲线。
策略控制系统(Tactical Control and Operation)330可在控制循环周期内重复运行来确定运行发动机的发动机命令，包括基于输出速度的从发动机14到变速箱10的优选输入转矩，输入速度，以及驾驶员转矩要求和变速箱的当前运行工况。发动机命令也包括含有全缸运行工况和停缸工况之一的发动机工况，在停缸工况中，一部分发动机汽缸停止运行和停止燃料供应，并且发动机工况包括加油工况和断油工况之一。
在TCM17中估算用于每个离合器的离合器转矩(Tcl)，这包括当前应用离合器和非应用离合器，并且在ECM23中确定响应输入元件12的当前发动机输入转矩(Ti)。运行输出和电动转矩确定系统(Output and Motor TorqueDetermination)340以确定来自动力传递系统的优选输出转矩(To_cmd)，这包括在此实施例中用于控制第一和第二电机56和72的马达转矩命令(TA，TB)。优选输出转矩的确定取决于用于每个离合器的估算离合器转矩，发动机14的当前输入转矩，当前运行范围工况，输入速度，驾驶员转矩要求，以及输入速度曲线。通过TPIM 19控制第一和第二电机56和72来实现基于优选输出转矩的优选马达转矩命令。输出和电动转矩确定系统340包括通常在6.25毫秒和12.5毫秒的循环中执行的程序编码，以确定优选的马达转矩命令。
参考图1和2的混合动力传递系统和图3的控制系统结构中有相关的描述，图4祥述了在混合动力传递系统中用于控制和管理输出转矩的系统。控制混合动力传递系统以便当驾驶员选择变速箱齿轮选择器114的位置以命令车辆向前运行时，以转换输出转矩给输出元件64并且然后传递给车辆传递系90，从而产生车轮93的牵引转矩来向前驱动车辆以响应驾驶员对加速踏板113的输入。优选地，只要输出转矩足够克服车辆的外部负荷，如道路坡度以及空气负荷以及其他负荷，向前驱动车辆会使车辆向前加速运行。
BrCM22命令车轮93上的摩擦制动器以施加制动力，并产生用于变速箱10的命令从而生成作用于车辆传动系统90的负输出转矩，以响应驾驶员对制动器塔板112和加速制动器踏板113的净输入，。优选地，利用的制动力和负输出转矩可使车辆减速或停止，只要他们足够克服车辆在车轮93上的动力。负输出转矩与车辆传动系90相互作用，以把转矩传递给电动-机械变速箱10和发动机14。负输出转矩通过电动机械变速箱10可传递给第一和第二电机56和72以产生存储于ESD74中的电力。
驾驶员对加速器踏板113和制动器踏板112的输入包括可单独确定的驾驶员转矩要求，其包括实时加速器输出转矩要求(Output Torque Request AccelImmed)，预定加速器转矩要求(Output Torque Request Accel Prdtd)。即刻制动输出转矩要求(Output Torque Request Brake Immed)，预定制动输出转矩要求(OutputTorque Request Brake Prdtd)和车轴转矩反应类型(Axle Torque Response Type)。当驾驶员变速箱齿轮选择器114的位置以命令车辆向前运行时，此处所用词“加速器“指优选导致增加目前车轮速度超过当前车轮速度的向前驱动力的驾驶员要求。术语“减速”和“制动’’指优选导致车辆从当前速度减速的驾驶员要求。即刻加速器输出转矩要求，预定加速器输出转矩要求，即刻制动输出转矩要求，预定制动输出转矩要求和车轴转矩反应类型都是单独输入给在图4中展示的控制系统。
即刻加速器输出转矩要求基于一当前发生的驾驶员对加速器踏板113的输入而确定，并且包括优选在输出元件64上产生即刻输出转矩来使车辆加速。即刻加速器输出转矩要求是非定型的，但可通过动力传递系统控制以外的影响车辆运行的事件来确定。所述事件包括动力传递系统中的车辆等级干预，用于防抱死刹车，牵引控制和车辆稳定性控制，并且其可用于非定型的或限速的即刻加速器输出转矩要求。
预定加速器输出转矩要求是基于驾驶员对加速器踏板113的输入而确定的，并且包括一在输出元件64上的优化或优选的输出转矩。预定加速器输出转矩要求在通常的运行条件下，即在防抱死刹车，牵引控制，或车辆稳定性中任意一种没有发生的情况下优选与即刻加速器输出转矩要求是等同的。当防抱死刹车，牵引控制或车辆稳定性中任意一种被要求时，预定加速器输出转矩要求保持该优选的输出转矩，同时，即刻加速器的输出转矩要求减少以响应与防抱死刹车，牵引控制，或车辆稳定性控制相关的输出转矩命令。
混合制动转矩包括产生于车轮93上的摩擦制动转矩和产生于输出元件64的输出转矩的结合体，其与车辆传动系90相互作用以在驾驶员对制动制动踏板112时降低车速。
即刻制动输出转矩要求的确定取决于当前发生的驾驶员对踏板112的输入，并且包括这样的要求，该要求在输出元件64上产生即刻输出转矩以引起与车辆传动系90相作用的转矩，该转矩优选可使车辆减速。即刻制动输出转矩要求基于驾驶员对制动踏板112的输入以及控制摩擦制动器并产生摩擦制动转矩的控制信号而被确定。
了响应驾驶员对制动踏板112的输入，预定制动输出转矩要求包括输出元件64上的优选或择优制动输出转矩，该转矩服从于输出元件64上生成的最大制动输出转矩，从而可以无视驾驶员对踏板112的输入。在一个实施例中，产生于输出元件64上的最大制动输出转矩被限制在负0.2g。预定制动输出转矩要求在当车辆速度接近零时，可以无视驾驶员对制动踏板112的输入而逐渐减少到零。如用户所期望的，可以有一种预定制动输出转矩要求被设为零的运行条件，例如，当驾驶员对变速箱齿轮选择器114的设定为倒退速度，转换装置(未示出)设定为四轮驱动低范围。预定制动输出转矩要求被设置为零的运行条件是那些由于车辆运行原因而不会优选混合制动的条件。
车轴转矩反应类型包括输入状态，此状态通过第一和第二电机56和72用于定制输出转矩反应或限制输出转矩反应的比例。用于车轴转矩反应类型的输入工况可以是工作工况，优选包括限制工况和最大范围工况之一，也可以是停止工况。当命令的车轴转矩反映类型是工作工况时，输出转矩命令是即刻输出转矩。优选地，用于这种反应类型的转矩反应是尽可能快的。
预定加速器输出转矩要求和预定制动输出转矩要求被输入到策略最优化控制系统(Stratigic Control)310。策略最优化控制系统(Stratigic Control)310为变速箱10确定需要的运行范围工况(Hybrid Range State Des)和从发动机14到变速器10的需要的输入速度(Ni Des)，此系统包括对换档运行和发动机运行工况控制系统(Shift Execution and Engine Start/Ttop)320的输入。
可以通过利用一电功率节气门控制系统(未示出)控制发动机节气门的位置，从而改变发动机14的空气纳入量而引起与来自变速器10的输入元件相作用的发动机14的输入转矩的变化，包括打开发动机节气门以增加发动机转矩以及关闭发动机节气门以减少发动机转矩。发动机14的输入转矩的改变可以通过调节点火定时来实现，包括从平均最好转矩的火花定时延迟火花定时以提高转动机转矩。发动机状态可在发动机关闭状态和发动机开启状态之间进行变化，从而引起输入转矩的变化。发动机状态可以在全汽缸运行状态和停缸状态之间进行变化，停缸状态中一部分汽缸是未供应燃料的。发动机状态可以通过选择性地使发动机14处于施供应燃料状态和未供应燃料状态其中之一的情况下进行变化，在这两种状态中发动机分别是旋转的和未供应燃料的。在变速器10中可以从第一运行范围状态变换到第二运行范围状态，这种变换通过选择性地应用和不应用离合器C1 70、C2 62、C3 73和C4 75而实现。
实时加速器输出转矩要求，预定加速器输出转矩要求，实时制动输出转矩要求，预定制动输出转矩要求，以及车轴转矩反应类型被输入策略控制和运行系统330，以确定包括发动机14的优选输入转矩的发动机命令。
策略控制和运行系统330可分成两个部分，这包括确定需要的发动机转矩，和因此在发动机14以及第一和第二电机56和72之间的动力分配，以及包括控制发动机14的状态和运行以达到所需要的发动机转矩。发动机状态包括全气缸状态和停缸状态，燃料供应状态和用于当前运行范围状态和当前发动机速度的减速燃料切断状态，以及发动机关闭状态和发动机开启状态。策略控制和运行系统330监控预定加速器输出转矩要求和预定制动器输出转矩要求以确定预定输入转矩要求。实时加速器输出转矩要求和实时制动输出转矩要求用以控制发动机速度/负荷运行点以回应驾驶员对加速器踏板113和制动器踏板112的输入，例如，确定包括给发动机14的优选输入转矩的发动机命令。优选的是，只有当第一和第二电机56和72不能达到驾驶员转矩要求时，才快速改变发动机14的优选输入转矩。
实时加速器输出转矩要求，即可制动器输出转矩要求，以及车轴转矩反应类型被输入给马达转矩控制系统(输出和马达转矩确定部件)340。马达转矩控制系统340运行以在每一个循环重复的过程中确定马达转矩命令，该循环优选是6.25毫秒(ms)的循环。
来自发动机14的当前输入转矩(Ti)以及估计应用离合器转矩(Tcl)被输入到马达转矩控制系统340。车轴转矩反应类型的信号确定了传递给输出元件64然后再到达车辆传动系统90的输出转矩命令的转矩反应特征。
马达转矩控制系统340控制第一和第二电机56和72的马达转矩命令，以传递净输出转矩命令给变速器10的输出元件64，从而实现驾驶员转矩请求。
控制系统结构控制在混合动力传递系统内的动力驱动器之间的能量流动。混合动力传递系统利用两个或多个动力驱动器提供输出功率给输出元件。控制动力驱动器之间的能量流动包括控制发动机14的输入速度NI，发动机的输入转矩TI以及第一和第二电机56和72的马达转矩TA、TB。尽管在示例性的实施例中如上述描述的那样，混合动力传递系统利用控制系统结构来控制在包括发动机14、ESD74和第一、第二电机56和72的动力驱动装置间的能量流动，但是在其它的替换实施例中，控制系统结构也可以控制在其他类型的动力驱动器之间的能量流动。可以利用的示例性的动力驱动器包括燃料电池、超级电容器以及液压驱动器。
控制系统结构利用电功率极限在示例性的动力传递系统内管理电功率。控制系统结构管理在动力传递系统内的电功率的方法包括，设立预定电功率极限，长期电功率极限，短期电功率极限以及以电压为基础的电功率极限。该方法进一步包括利用预定电功率极限确定发动机14的优选输入速度，发动机14的优选输入转矩，优选的发动机状态，以及变速器10的优选运行范围状态。该方法进一步包括基于该长期电功率极限和该短期电功率极限来确定限制发动机14输入转矩的输入转矩限制，以及用于限制输出元件64的输出转矩TO的输出转矩限制。通过限制输出转矩TO，包括第一和第二电机的第一和第二马达转矩TA、TB的总马达转矩TM也分别基于该组输出转矩限制和发动机14的输入转矩TI而被限制。在可供选择的实施例中，一组总马达转矩限制可以基于代替该组输出转矩限制或附加其上的长期电功率极限和短期电功率极限而被确定。更进一步，该方法包括，基于以电压为基础的电功率极限确定输出转矩限制。
预定电功率极限包括与优选的ESD74性能等级相关的优选电池输出等级，也就是预定电功率极限限定了所需要的ESD74的运行范围。预定电功率极限包括多个电池输出能量等级，从最小预定电功率极限(PBAT_MIN_PRDTD)到最大预定电功率极限(PBAT_MAX_PRDTD)。典型地，与长期电功率极限和短期电功率极限相比，预定电功率极限包括更多个电池输出能量等级的受限制的范围。
长期电功率极限包括当保证ESD74长期的耐久性时与ESD74运行相关联的电池输出能量等级。为了延长时间而使ESD74超出长期电功率极限的运行可能会缩短它的运行寿命。在一个实施例中，ESD74在稳定运行期间保持在长期电功率极限之内，即该运行与短暂的运行无关。具示例性的短暂运行包括加速器踏板113的抬起和下压，其中需要短暂的加速运行。保持ESD74在长期电功率极限内运行，使得ESD74能够提供例如不会缩短ESD74的运行寿命的最高能量等级。长期电功率极限包括一系列从最小长期电功率极限(PBAT_MIN_LT)到最大长期电功率极限(PBAT_MAX_LT)的电池输出能量等级。典型地，长期电功率极限和短期电功率极限相比，包括更多个电池输出能量等级的受限制的范围。
短期电功率极限包括与不会严重影响短期电池耐用性的电池运行相关的ESD74输出能量等级。ESD74超出短期电功率极限的运行可能会消减它的运行寿命。ESD74在短期电功率极限内运行，但在短时间内超出长期电功率极限地运行，可能会极少的缩减它的运行寿命，但是不会导致ESD74运行性能很大程度上的降低。在一个实施例中，ESD74短暂的运行在短期电功率极限内，短期电功率极限包括一系列从最小短期电功率极限(PBAT_MIN_ST)到最大短期电功率极限(PBAT_MAX_ST)的电池功率输出等级。
以电压为基础的电功率极限包括一系列基于ESD74运行电压的从最小的基于电压的电功率极限(PBAT_MIN_VB)到最大的基于电压的电功率极限(PBAT_MAX_VB)的电池输出电功率等级。最小的基于电压的电功率极限PBAT_MIN_VB是ESD74在到达最大电压VLID之前输出的最小电池输出能量。最大的基于电压的电功率极限PBAT_MAX_VB是ESD74在到达最小电压VFLOOR之前可以输出的电池估计输出能量。最小电压VFLOOR是用于运行电池而不严重影响短期电池性能的最小允许电压。当ESD74的电压等级低于最小电压VFLOOR时，ESD74的功率输出会引起它运行寿命的降低。
策略最优化控制系统310利用最优化功能状态下的预定电功率极限来确定优选的输入速度以及基于预定电功率极限和驾驶员转矩要求的变速器运行范围状态。策略控制系统330利用最优化功能状态下的预定电功率极限来确定优选输入转矩以及基于驾驶员转矩要求和预定电功率极限的发动机14的优选发动机状态。策略最优化控制系统310以及策略控制系统330的最优化功能可以通过确定考虑了最低消耗成本的运行点而确定优选的运行点(也就是，优选的输入速度、优选输入转矩、优选发动机状态和变速箱运行范围状态)。将预定电功率极限应用于策略最优化控制系统310和策略控制系统330的成本功能中，可以确定在选择的运行点上运行发动机的成本损耗。最优化功能进一步依据系统模块和动力传递系统各部分组件的运行特征的估算来确定成本损耗。
策略控制系统330基于短期电功率极限和长期电功率极限确定一系列的策略控制电功率极限。特别是，当ESD74的电池输出能量PBAT在优选的策略控制电池输出能量运行范围之内时，策略控制系统330会给长期电功率极限设定策略控制电功率极限，其中基于短期电功率极限确定优选的策略控制电池输出能量运行范围。当电池输出能量PBAT超出优选的策略控制电池输出能量运行范围，策略控制系统330利用基于电池输出能量PBAT和短期电功率极限的反馈控制来改进策略控制电功率极限，以将电池输出能量PBAT控制在优选的策略控制电池输出能量运行范围之内。
利用一系列策略控制电功率极限来确定策略控制系统330的一系列输入转矩限制。当通过最优化功能确定的优选输入转矩在该系列输入转矩限制之内时，策略控制系统330便对发动机14的优选输入转矩提出要求，发动机14调节发动机节气门的位置以控制输入转矩TI到优选的输入转矩。当优先输入转矩超出该系列输入转矩限制时，策略控制系统要求发动机14的超出限制的输入转矩得到调整，发动机14调节燃烧时间以将输入转矩控制在输入转矩限制之内。
输出和马达转矩确定系统340基于短期电功率极限和长期电功率极限确定一系列输出和马达转矩确认电功率极限。特别是，当ESD74的电池输出能量PBAT在优选的输出和马达转矩确定电池输出能量运行范围之内时，输出和马达转矩确定系统340对长期电功率极限设定输出和电功率转矩确定电功率极限。其中，优选的输出和马达转矩确定电池输出功率范围是基于短期电功率极限而定义的。当电池输出能量PBAT超出优选的输出和马达转矩确定电池输出能量运行范围时，输出和马达转矩确定系统340利用基于电池输出能量PBAT和短期电功率极限的反馈控制来改进输出和马达转矩确定电功率极限，以将电池输出能量PBAT控制在优选的输出和马达转矩确定电池输出能量运行范围之内。
利用系列输出和马达转矩确定电功率极限以确定用于输出和马达转矩确定系统340的一系列输出转矩限制。当输出和马达转矩确定系统的优选输出转矩在该系列输出转矩范围之内时，输出和马达转矩确定系统340要求第一和第二电机56和72的请求马达转矩满足优选的输出转矩。当输出和马达转矩确定系统340的优选输出转矩不在该系列输出转矩范围之内时，输出和马达转矩确定系统340要求第一和第二电机56和72的转矩实现用于电机转矩的违反限制。
控制系统监控电池输出能量PBAT超出长期电功率极限的持续时间。如果电池输出能量超出长期电功率极限的时间长于一个预定时间段，控制系统会设定长期电功率极限为短期电功率极限。
将电池输出能量PBAT控制在最大的基于电压的电功率极限之下和最小的基于电压的电功率极限之上。输出和马达转矩确定系统340利用最大和最小的基于电压的电功率极限来确定第一和第二电机56和72的最大马达转矩。输出和马达转矩确定系统340以及换档执行和发动机启动/停止控制系统320利用最大马达转矩以确定用于启动发动机的一个发动机启动曲线，如此发动机启动时将不会超出最大马达转矩。例如，如果最大的基于电压的电功率极限高于临界能量等级，可使用拥有较高电池输出能量PBAT的强行启动。如果最大的基于电压的电功率极限低于该临界能量等级，可使用拥有较低电池输出能量PBAT的启动曲线。进一步，如果在启动过程中，电池输出能量PBAT超出最大的基于电压的电功率极限时，改变启动曲线以保持池输出能量PBAT在最大基于电压电功率容量之下。在输出和马达转矩确定系统340中可进一步利用最大的基于电压的电功率极限，以允许动力传递系统在发动机启动条件下利用增长的可利用电池容量。
结合图1和图2中描述的混合动力传递系统以及图3和图4中描述的控制系统结构，图5详述了用于控制发动机14运行的策略控制系统(策略控制和运行)330中的信号流程。策略控制系统330包括策略最优化控制路径350以及系统限制控制路径360，两者优选同时执行。策略最优化控制路径350的输出被输入给一发动机状态控制系统370。发动机状态控制系统370的输出以及系统限制控制路径360的输出被输入给发动机反应类型确定系统(发动机反应类型确定元件)380以控制发动机状态，实时发动机转矩要求，预定发动机转矩要求以及发动机反应类型。
发动机14的输入可用术语描述为发动机运行点，包括发动机速度以及发动机转矩，其可转化为与变速器10的输入元件相互作用的输入速度和输入转矩。当发动机14包括点燃式发动机时，可通过改变发动机的空气纳入量来改变发动机的运行点，这通过利用电子节气门控制系统(未显示)来控制发动机节气门(未显示)的位置实现，包括：打开发动机节气门以增加发动机转矩以及关闭发动机节气门以减少发动机转矩。可通过调节点火时间而引发发动机运行点的改变，包括：从平均—最好—转矩的点火时间减缓点火时间以降低发动机转矩。当发动机14包括压燃式发动机时，发动机运行点可通过对注入燃料的量进行控制而被控制，并且可通过从平均最好转矩的注入时间减缓注入时间来进行调节。还可以通过控制在全缸状态和停缸状态之间的发动机状态变化，并且也可以通过控制在注入燃料状态和燃料注入关闭状态之间的发动机状态变化，此时发动机正在旋转和无燃料注入，来改变发动机运行点从而引发输入转矩的变化，
策略最优化控制路径350进行基本地稳定状态输入以便选择优选的发动机状态并且确定一个从发动机14到变速器10的优选输入转矩。策略最优化控制路径350包括一个最优化系统(策略最优化)354，以确定在全缸状态(满输入转矩)、停缸状态(输入转矩停止)的发动机14运行的优选输入转矩和优选发动机状态(优选发动机状态)，在全缸状态中燃料未被切断(满输入转矩FCO)，在停缸状态中燃料被切断(输入转矩停止FCO)。优化结构354的输入包括变速器10的主导运行范围状态(主导混合范围状态)，主导预定输入加速曲线(主导输入加速曲线预期)，以及涉及在主导运行范围状态中应用的每个离合器的离合器反应转矩的预定范围，它们优选在换档和发动机启动/停止控制系统320中产生。进一步输入包括预定电功率极限(预定电池电功率极限)，预定加速器输出转矩要求(预定加速输出转矩要求)，以及预定制动输出转矩要求(输出转矩要求制动预定)。当考虑到轴转矩反应类型产生一预定加速器输出转矩(至预定加速)并且联合用于制动的预定输出转矩要求以确定输入给最优化系统354的净预定输出转矩(至净预定)时，用于加速的预定输出转矩要求通过一预定输出转矩整形过滤器352而形成。变速器10的主导运行范围状态，包括变速器10的运行范围状态的时间转换段，以容纳在运行范围状态的命令变化与现实运行范围状态之间的反应时间间隙。这样变速器10的主导运行范围状态是命令运行范围状态。主导预定输入加速曲线包括一输入元件12的预定输入加速曲线时间段，以容纳在预定输入加速曲线中命令转换和预定输入加速曲线中可测转换之间的反应时间间隙。如此，预定输入加速曲线是输入元件12的预定输入加速曲线并发生于范围转换之后。被指明为“段”的该参数用来实现转矩的同时转换，通过动力传递系统会聚于具有变化反应时间的共同输出元件64来实现转矩的共同转换。尤其是，发动机14可以有300—600毫秒数量等级的反应时间，并且每个转矩转换离合器C1 70、C2 62、C3 73以及C4 75可有150—300毫秒数量等级的反应时间，以及第一和第二电机56和72可以有10毫秒数量等级的反应时间。
最优化系统354确定将发动机14保持在发动机运行状态的损耗，它包括使发动机处于燃料燃烧和全缸状态下(PCOST FULL FUEL)、非燃料燃烧和全缸状态下(PCOST FULL FCO)、燃料燃烧和停缸状态下(PCOST DEAC FUEL)以及非燃料燃烧和停缸状态下(PCOSTFULL FCO)。所述运行发动机14的成本损耗和实际发动机状态(实际发动机状态)、允许或准许发动机状态(允许发动机状态)一起输入给稳定分析系统(稳定性裁定系统)356，以选择一个发动机状态作为优选的发动机状态(优选发动机状态)。
用于使发动机14运行于燃料供给和燃料切断的全缸状态和停缸状态的优选输入转矩输入给一发动机转矩转换计算器355，并被转换为全缸状态和停缸状态(发动机满转矩和发动机无转矩)的优选发动机转矩，并且考虑到发动机14和变速器10之间的转矩消耗部件，例如液压泵，在该全缸状态和停缸状态下燃料被切断(发动机满转矩FCO和发动机无转矩FCO)。优选发动机转矩和优选发动机状态包括对发动机状态控制系统370的输入。
运行发动机14的成本损耗包括运行损耗，其取决于如下因素：包括车辆驾驶性能、燃料经济性、排放以及电池使用率。成本损耗被指定并与燃料以及电功率消耗相关，还和混合动力传递系统的特定运行条件有关。低运行成本与高转换效率下的较低燃料消耗、较低电池能量消耗率以及低排放有关，还要考虑到发动机14的当前运行状态，
在全缸状态和停缸状态下的优选发动机状态以及优选发动机转矩输入给发动机状态控制系统370，它包括一发动机状态机器(发动机状态机器)372。该发动机状态机器372确定目标发动机转矩(目标发动机转矩)以及一基于优选发动机转矩和优选发动机状态的发动机状态(目标发动机状态)。目标发动机转矩以及发动机状态输入给转换过滤器374，其过滤目标发动机转矩以提供一经过过滤的目标发动机转矩(经过过滤的目标发动机转矩)，并且能在发动机状态之间进行过渡转变。发动机状态机器372输出一指明选择停缸缸和全缸状态之一的命令(DEAC选择)，并且指明选择发动机燃料供应状态和减速燃料切断状态(‘FCO Selected’)中之一。
停缸状态以及全缸状态之一的选择、燃料发动机状态以及减速燃料切断状态之一的选择、过滤的目标发动机转矩以及最小和最大发动机转矩被输入给发动机反应类型确定系统380。
系统限制控制路径360确定对输入转矩的限制，包括通过变速器10反应的最小和最大输入转矩(最小和最大混合输入转矩)。基于对变速器10、第一和第二电机56和72、以及影响变速器10和电机56、72性能的ESD74的限制而确定最小和最大输入转矩。
对系统限制控制路径360的输入包括与转矩干预控制(实时输出转矩请求加速)结合的加速器踏板113测量得到的实时输出转矩要求，以及与转矩干预控制(实时输出转矩请求制动)结合的制动踏板112测量得到的实时输出转矩要求。当考虑轴转矩反应类型产生一实时加速器输出转矩(实时输出转矩请求制动)时，可通过一实时输出转矩成形过滤器362而产生实时输出转矩要求，该实时输出转矩要求并与用于制动的实时输出转矩要求联合来确定净实时输出转矩(至净实时输出转矩)。净实时输出转矩以及实时加速器输出转矩被输入给限制系统(输出和输入转矩限制)364。对限制系统364的其它输入包括：变速器10的主导运行范围状态，一实时主导输入加速曲线(实时主导输入加速曲线)，用于在主导运行范围状态中每个应用离合器的主导实时离合器反应转矩范围(最大/最小主导实时离合器发应转矩)，以及包括一系列从最小策略控制电功率极限PBAT-MIN-TC到最大策略电功率极限PBAT-MAX-TC的策略控制电功率极限(策略控制电功率极限)。该策略控制电功率极限从电池能量功能模块(电池能量控制)366输出。目标主导输入加速曲线包括输入元件12的实时输入加速曲线的时间转换段，以容纳在实时输入加速曲线中的命令变化和实时输入加速曲线中的测量变化之间的反应时间间隙。主导实时离合器反应转矩范围包括离合器的实时离合器反应转矩范围的时间转换段，以容纳在实时离合器转矩范围中的命令变化和在实时离合器反应转矩范围中的测量变化之间的时间间隙。限制系统364确定用于变速器10的输出转矩范围，然后基于前面所述的输入确定变速器10反馈的最小和最大输入转矩。
另外，限制系统364输入实时发动机转矩要求以及输出实时电功率PBATT-IMMED，当基于驾驶员转矩要求和限制系统364的其他输入，发动机14在实时发动机转矩运行以及电机56和72在优选马达转矩下运行时，该实时电功率是ESD74的估算电池输出能量。
考虑到转矩消耗部件，例如液压泵，以及引入发动机14和变速器10之间的附属物和其他负荷，最小和最大输入转矩输入给发动机转矩转换计算器355并转换成最小和最大发动机转矩(分别为最小发动机转矩混合动力以及最大发动机转矩混合动力)。
经过过滤的目标发动机转矩，发动机状态机器372的输出以及最小和最大发动机转矩被输入给发动机反应类型确定系统380。发动机反应类型确定系统380将经过过滤的目标发动机转矩限于最小和最大混合发动机转矩内，并且输出发动机命令给ECM23，用以控制发动机转矩为实时发动机转矩要求(实时发动机转矩要求)和预定发动机转矩要求(预定发动机转矩要求)。其他命令控制发动机状态为发动机燃料供应状态和无燃料状态(FCO请求)之一以及为停缸状态和全缸状态之一。其他输出包括发动机反应类型(发动机反应类型)。当过滤的目标发动机转矩在最小和最大发动机转矩之间时，发动机反应类型是不工作的。当过滤的目标发动机转矩跌落到最大发动机转矩限度(最大混合发动机转矩)以下时，发动机反应类型是工作的，指明需要发动机转矩进行实时变化，例如，通过发动机点火控制以改变发动机转矩下降到最小和最大发动机转矩之间。
图6-9示出了基于充电状态范围控制输入转矩TI的方法。图6的图形500中，y轴表示ESD74的功率输出(动力)，x轴表示ESD74的充电状态(SOC)。控制系统确定是否运行动力传递系统给ESD74充电(充电)，借此在负输出能量等级上运行ESD74，还确定是否运行动力传递系统给ESD74放电(放电)，借此在正输出能量等级上运行ESD74，或者是否以0输出能量运行ESD74(0)，借此基于长期电功率极限和预定电功率极限对ESD74既不充电也不放电。基于ESD74的充电状态而确定长期电功率极限和预定电功率极限。因此，ESD74的充电状态定义为基于ESD74功能的运行范围，包括非放电范围“非放电范围”，强制放电范围“强制放电范围”，充电和放电机会范围“电和放电机会范围”，自由充电范围“自由充电范围”以及非充电范围“非充电范围”。
定电功率极限定义了一系列以最优化功能利用的能量。最优化功能可确定基于运行动力传递系统的能量消耗的优选动力传递系统的运行点。优选动力传递系统运行的运行点包括，例如，优选发动机运行点或变速器10的优选运行范围状态。倘若预定电功率极限比长期电功率极限定义了更受限制的ESD74输出能量运行范围，利用预定电功率极限确定优选动力传递系统运行点，并且如下面所述，利用长期电功率极限的变速器10的输出转矩命令提供强制放电范围和自由充电范围。
无放电范围包括充电状态范围，其中最大的长期电功率极限的数值低于或等于零。当ESD74的充电状态在无放电范围之内时，控制ESD74输出负或者零的输出能量数值，因此，控制ESD74以限制放电。
强制放电范围包括充电状态范围，其中，最大的长期电功率极限数值大于零，并且最大的预定电功率极限小于或等于零。当ESD74的充电状态在强制放电范围之内，策略最优化控制系统310和策略控制系统330的最优化功能在确定优选动力传递系统运行点时限制放电。尽管如此，输出和马达转矩确定系统340可能命令ESD74放电以实现驾驶员转矩要求。例如，在踏板完全打开期间，控制ESD74放电以实现超出发动机性能的变化的驾驶员输出转矩要求。这样，输出和马达转矩系统340可以命令ESD74放电，以积极影响输出转矩TO，从而实现驾驶员转矩要求。因为优选动力传递系统的运行点是在不考虑ESD74放电时确定的，发动机14的优选输入转矩不通过补充输入转矩TI和第一和第二电机56和72的马达转矩TA和TB而基于保存燃料而确定，以实现驾驶员转矩要求TO_REQ。
机会(opportunity)充电和放电范围包括充电状态范围，其中，最大预定电功率极限大于或等于零，并且最小预定电功率极限小于或等于零。当ESD74充电状态在机会充电和放电范围时，最优化功能在确定基于能量损耗的优选动力传递系统运行点时，既考虑到ESD74放电，又考虑到其放电。
自由充电范围包括充电状态范围，其中最小长期电功率极限数值小于或等于零，并且最小预定电功率极限大于或等于零。当ESD74的充电状态在自由充电范围之内时，策略控制系统310和策略控制系统330的最优化功能在确定优选动力传递系统运行点时，限制充电。尽管如此，输出和马达转矩控制系统340会命令ESD74充电，以实现驾驶员转矩要求。例如，当最优化功能确定发动机14在更高发动机转矩运行(例如，当节气门大幅打开时的运行)相比于在低发动机转矩下运行消耗更少的转动机转矩时，ESD74被控制充电。因为，优选动力传递系统运行点是基于不考虑ESD74充电而被确定的，在最优化功能确定了消耗额外的燃料更具有能量效益时，优选发动机转矩不基于给ESD74充电的额外燃料消耗而确定。尽管如此，可以控制ESD74利用否则会损耗掉的能量，例如通过混合制动。因此当充电是“免费”时，即充电不需要消耗额外的燃料时，将给ESD74充电。
无充电范围包括充电状态范围，其中，最小长期电功率极限数值大于或等于零。当ESD74的充电状态在无充电范围之内时，控制ESD74以输出或者正或者零的输出能量价值，并且因此ESD74受控以限制充电。
图7A显示了图形600，X轴表示动力传递系统的转矩等级(转矩)，Y轴表示ESD74的输出电功率等级(PBAT)，此时ESD74运行于强制充电状态，也就是ESD74处于正常的低充电状态，而此时动力传递系统处于加速状态(强制放电范围和加速范围)。图形600包括一从最小发动机运行输入转矩(TIMINRUN)到最大输入转矩(TI MAX)的探询范围601。最优化功能确定一在发动机停止时的输入转矩(TIMIN OFF)或者在探询范围601之内的较优输入转矩。
随着来自发动机14的输入转矩的增加，发动机14消耗的燃料量增大，其表示为燃料连续体。最优化功能搜索输入的转矩并核算相应的基于驾驶员转矩要求TO-REQ的第一、第二电机56和72的马达转矩TA和TB，其中最大和最小相应的马达转矩通过允许充电但限制ESD74放电的最大预定电功率极限PBAT-MAX-PRDTD和最小预定电功率极限PBAT-MIN-PRDTD而界定。最优化功能确定在探询范围601之内的输入转矩造成的不利损耗，其没有实现与马达转矩TA和TB(TO-PEQ Not Met)联合的驾驶员转矩要求。最优化功能进一步确定用于最小发动机关闭输入转矩TI MIN OFF的不利消耗，其没有实现驾驶员转矩要求(TO-REQ notMet)。
图7B显示了图形650，X轴表示转矩等级(转矩)，Y轴表示ESD74的输出电功率等级(PBAT)，此时ESD74运行于强制放电范围下，即ESD74处于正常的低充电状态，并且此时动力传递系统处于惰性周期(强制放电范围和惰性周期)，图形650包括一在最小发动机运行输入转矩(TMIN RUN)和最大输入转矩(TMAX RUN)之间的探询范围651。最优化功能确定一在发动机停止的输入转矩(TIMIN OFF)或者在探询范围651内的输入转矩的优选输入转矩。
随着来自发动机14的输入转矩TI的增加，发动机14消耗的燃料量增大，被称为燃料连续体。最优化功能探询输入转矩TI以及核算相应基于驾驶员转矩要求TO-REQ的第一和第二电机56和72的马达转矩TA和TB，其中最小相应马达转矩通过最大预定电功率极限(PBAT-MAX-PRDTD)和最小预定电功率极限(PBAT-MIN-PRDTD)而界定，其提供允许ESD74充电但不允许放电的功率范围(机会充电)。最优化功能确定用于在与超出驾驶员转矩请求(TO-REQExceeded)的允许马达转矩TA和TB联合的探寻范围601内的用于输入转矩的不利消耗。
图8A显示了图形700，X轴表示动力传递系统的转矩等级(转矩)，Y轴表示ESD74的输出电功率等级(PBAT)，此时ESD74运行于机会充电和放电范围下，即ESD74处于正常的充电状态，并且此时动力传递系统处于加速阶段(机会充电和放电范围以及加速阶段)。该图形700包括从一最小发动机运行输入转矩(TMIN RUN)到一最大输入转矩(TIMAX)的探询范围701。最优化功能确定一或者在发动机停止的输入转矩(TIMIN OFF)或者在探询范围701内的输入转矩的优选输入转矩。
随着来自发动机14TI的输入转矩的增加，发动机消耗的燃料量也增加，其表示为燃料连续体。最优化功能探询输入转矩以及基于驾驶员转矩请求TO-REQ，核算相应第一和第二电机56和72的马达转矩TA和TB，其中最大和最小相应马达转矩通过既可允许ESD74充电(机会充电)又可允许ESD74放电(机会放电)的最大预定电功率极限(PBAT-MAX-PRDTD)和最小预定电功率极限(PBAT-MIN-PRDTD)而界定。最优化功能确定用于在探询范围701之内的输入转矩，其和允许的马达转矩TA和TB联合，不能实现驾驶员转矩请求(TO-REQnot Met)。最优化功能进一步确定用于最小发动机关闭的输入转矩，并与允许的马达转矩TA和TB联合，没有实现驾驶员的转矩要求(TO-REQnot Met)。
图8B显示了图形750，X轴表示转矩等级(转矩)，Y轴表示ESD74的输出电功率等级(PBAT)，此时ESD74运行于机会充电和放电范围下，并且此时动力传递系统处于惰性周期(机会充电和放电范围以及惰性周期)。图表750包括一在最小发动机运行输入转矩(TIMIN RUN)和最大输入转矩(TIMAX RUN)之间的探询范围751。最优化功能确定一或者在发动机停止的输入转矩(TI MIN OFF)或者在探询范围751内的探询点的优选输入转矩。
随着发动机14的输入转矩TI的增加，被发动机14消耗的燃料量增加，其表示为燃料连续体。最优化功能探询输入转矩以及基于驾驶员转矩请求TO-REQ核算相应的第一和第二电机56和72的马达转矩TA和TB，其中最小和最大相应的马达转矩通过允许ESD74放电的最大预定电功率极限(PBAT-MAX-PRDTD)和最小预定电功率极限(PBAT-MIN-PRDTD)而界定。最优化功能确定探寻范围601之内的输入转矩的不利消耗，其与允许的发动机转矩TA和TB联合，超出了驾驶员的转矩要求(TO-REQ Exceeded)。
图9A显示了图形800，X轴表示转矩等级(转矩)，Y轴表示ESD74的输出电功率等级(PBAT)，此时ESD74运行于自由充电范围下，即ESD74处于正常的高充电状态，并且此时动力传递系统处于加速阶段(自由充电范围和加速阶段)。该图形800描绘了一从最小发动机运行输入转矩(TI MIN RUN)到最大输入转矩(TI MAX)的探询范围801。最优化功能确定一或者在发动机停止的输入转矩(TIMIN OFF)或者在探询档801内的探询点的优选输入转矩。
随着来自发动机14的输入转矩TI的增加，发动机消耗的燃料量增加，其表示为燃料连续体(‘Fuel Continuum’)。最优化功能探询输入转矩以及基于驾驶员转矩请求TO-REQ核算相应的第一和第二电机56和72的马达转矩TA和TB，其中最小的相应马达转矩被最大预定电功率极限(PBAT-MAX-PRDTD)和最小预定电功率极限(PBAT-MIN-PRDTD)而界定，其允许ESD74放电但不允许充电(机会放电)。最优化功能进一步确定在探询范围701之内并应于输入转矩的不利消耗，其与允许的马达转矩TA和TB联合，并且没有实现驾驶员转矩请求(TO-REQ not Met)并且超出驾驶员转矩要求(T0-REQ-Exceed)。该最优化功能进一步不确定用于最小发动机关闭的输入转矩的不利消耗，它们与允许的马达转矩TA和TB联合，未实现驾驶员转矩请求(TO-REQ not Met)。
图9B显示了图形850，X轴表示转矩等级(转矩)，Y轴表示ESD74的输出电功率等级(PBAT)，此时ESD74运行于自由充电范围下，即ESD74处于正常的高充电状态，并且此时动力传递系统处于惰性周期(自由充电范围和惰性周期)。图形850描述了从最小发动机运行输入转矩(TI MIN RUN)到一最大输入转矩(TIMAX)的探寻范围851。最优化功能确定一或者在发动机停止的输入转矩(TIMIN OFF)或者在探询范围851内的探询点的优选输入转矩。
随着发动机14的输入转矩TI的增加，发动机消耗的燃料量增加，其表示为燃料连续体(‘Fuel Continuum’)。最优化功能探寻输入转矩，并基于驾驶员转矩请求TO_REQ核算相应的第一和第二电机56和72的马达转矩TA和TB，其中最小的相应马达转矩被最大预定电功率极限(PBAT-MAX-PRDTD)和最小预定电功率极限(PBAT-MIN-PRDTD)而界定，其允许ESD74放电但不允许充电。最优化功能确定与允许马达转矩TA和TB联合的，在探寻范围601之内并应用于输入转矩的不利消耗，其超出了驾驶员转矩要求(‘To_REQ Not Met’)。最优化功能进一步确定用于最小发动机关闭的输入转矩的不利消耗，它们与允许的马达转矩TA和TB联合，超出了驾驶员转矩要求(TO_REQ Met)。
在这里，参考优选的实施例和变型对本发明进行了描述。在阅读和理解了说明书后，可以得到更多变型和改变。因此本发明不限于为了描述发明作为最佳模式公开的上述特别的实施例，而是包括落入权利要求范围内的所有实施例。

Claims (20)

1.一种用于控制动力传递系统的方法，该动力传递系统包括发动机、转矩机、变速器装置和能量存储装置，该变速器装置可操作以便在发动机、转矩机和产生输出转矩的输出元件之间进行功率传递，该方法包括：
监控驾驶员转矩请求；
监控能量存储装置的充电状态；
确定基于能量存储装置的充电状态的第一系列电功率极限以及第二系列电功率极限；
基于第一系列电功率极限，提供能量存储装置的机会充电和放电的功率范围；
基于第二系列电功率极限，提供能量存储装置的功率输出的功率范围。
2.如权利要求1所述的方法，其特征在于，还包括当充电状态在自由充电范围时，利用第一系列电功率极限和第二系列电功率极限来允许能量存储装置自由充电，以及限制能量存储装置的机会充电。
3.如权利要求1所述的方法，其特征在于，还包括当充电状态在强制放电范围时，利用第一系列电功率极限和第二系列电功率极限来允许能量存储装置的强制放电，以及限制能量存储装置的机会放电。
4.如权利要求1所述的方法，其特征在于，还包括当充电状态在非充电范围时，利用第一系列电功率极限和第二系列电功率极限来限制能量存储装置的自由充电以及能量存储装置的机会充电。
5.如权利要求1所述的方法，其特征在于，还包括当充电状态在非放电范围时，利用第一系列电功率极限和第二系列电功率极限来限制能量存储装置的强制放电以及能量存储装置的机会放电。
6.如权利要求1所述的方法，其特征在于，还包括当充电状态在机会充电和放电范围时，利用第一系列电功率极限和第二系列电功率极限来允许能量存储装置的机会充电以及机会放电。
7.如权利要求1所述的方法，其特征在于，还包括当对能量存储装置进行机会放电时使发动机在停缸状态运行。
8.如权利要求1所述的方法，其特征在于，还包括基于驾驶员转矩要求，通过确定优选的发动机运行点，确定能量存储装置的机会充电和放电。
9.如权利要求8所述的方法，其特征在于，优选的发动机运行点包含发动机功率。
10.如权利要求8所述的方法，其特征在于，优选的发动机运行点包含发动机功率和发动机速度。
11.如权利要求8所述的方法，其特征在于，还包括：
提供一系列发动机运行点；
在该系列发动机运行点内确定和发动机运行点相关的成本；以及
选择优选的发动机运行点作为具有最低成本的发动机运行点。
12.如权利要求11所述的方法，其特征在于，还包括基于动力传递系统内的功率损耗成本确定成本。
13.如权利要求12所述的方法，其特征在于，功率损耗成本包含燃料消耗成本。
14.如权利要求1所述的方法，其特征在于，运行于第二系列电功率极限范围内不会降低长期电池耐久性。
15.如权利要求14所述的方法，其特征在于，第一系列电功率极限和第二系列电功率极限相比更受限制。
16.一种用于控制动力传递系统的方法，该动力传递系统包括发动机、转矩机、变速器装置和能量存储装置，该变速器装置可以操作以便在发动机、转矩机和产生输出转矩的输出元件之间进行功率传递，该方法包括：
监控能量储存装置的充电状态；
基于该能量存储装置的充电状态确定系列预定电功率极限和系列长期电功率极限；以及
当该充电状态处于自由充电范围时，基于该预定电功率极限和该长期电功率极限来允许该能量储存装置的自由充电以及限制该能量储存装置的机会充电。
17.如权利要求16所述的方法，其特征在于，还包括当充电状态为自由充电范围时，基于该能量储存装置的放电来确定优选的发动机运行点。
18.如权利要求17所述的方法，其特征在于，还包括当基于该能量储存装置的放电确定该优选的运行点以及当充电状态为自由充电范围时，控制该能量储存装置的输出功率以对该能量储存装置充电。
19.一种在动力传递系统中管理电功率的方法，该动力传递系统包括能量储存装置、发动机、第二转矩生成装置以及变速器装置，该变速器装置用来在输出元件、发动机和该第二转矩生成装置之间进行功率传递，该第二转矩生成装置与能量储存装置电气连接，该方法包括：
监控能量储存装置的充电状态；
基于该能量存储装置的充电状态确定系列预定电功率极限和系列长期电功率极限；以及
当该充电状态处于强制放电范围时，基于该预定电功率极限和该长期电功率极限来允许该能量储存装置的强制放电以及限制该能量储存装置的机会放电。
20.如权利要求19所述的方法，其特征在于，还包括：
当充电状态为强制放电范围时，基于该能量储存装置的充电来确定优选的发动机运行点；
当基于该能量储存装置的放电确定该优选的运行点以及当充电状态为强制放电范围时，控制该能量储存装置的输出功率以使该能量储存装置放电。
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