CN101474998B - 用于控制混合动力系统的方法和用于操作动力系统的方法 - Google Patents

用于控制混合动力系统的方法和用于操作动力系统的方法 Download PDF

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CN101474998B
CN101474998B CN2008101785390A CN200810178539A CN101474998B CN 101474998 B CN101474998 B CN 101474998B CN 2008101785390 A CN2008101785390 A CN 2008101785390A CN 200810178539 A CN200810178539 A CN 200810178539A CN 101474998 B CN101474998 B CN 101474998B
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H·布尔
W·R·考索恩
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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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    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/104—Output speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/16—Ratio selector position
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
    • F16H2059/443—Detecting travel direction, e.g. the forward or reverse movement of the vehicle
    • 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
    • F16H2312/00—Driving activities
    • F16H2312/09—Switching between forward and reverse
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/915—Specific drive or transmission adapted for hev

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Abstract

本发明涉及禁止在动力系统变速器指令范围状态中操作的方法和系统。一种混合动力系统包括转矩产生装置，用于将动力传递给输出元件。检测操作员转矩请求，输出元件的旋转方向和速度，以及来自变速器档位选择器的信号输出。在确定预期运动的方向改变后，当输出元件的速度小于阈值时，动力系统可以改变输出元件的旋转方向。该动力系统可以禁止输出元件旋转方向的改变。

Description

用于控制混合动力系统的方法和用于操作动力系统的方法
相关申请的交叉引用
本申请要求2007年10月19日申请的美国临时申请NO.60/981250的益处，该申请通过引用的方式被结合在此。
技术领域
本发明涉及用于混合动力系统的控制系统。
背景技术
这部分的描述仅提供与本发明相关的背景信息，且可能不构成现有技术。
已知的混合动力系统结构可以包括多个转矩产生装置，包括内燃机和非燃机，例如电机，它们通过变速器装置将转矩传输至输出元件。一个示例性的混合动力系包括双模式、复合-分配(compound-split)、机电式变速器以及输出元件，该变速器利用输入元件接收来自于优选为内燃机的原动机动力源的牵引转矩。该输出元件可操作地连接于机动车的传动系统以用来向其传输牵引转矩。作为电动机或发电机操作的机器可以独立于来自内燃机的转矩输入而产生至变速器的转矩输入。该机器可以将被传送经过车辆传动系统的车辆动能转换成可存储在能量存储装置中的能量。控制系统可用于监测来自车辆和操作员的各种输入，并且为混合动力系统提供操作控制，这包括控制变速器的操作状态和换档，控制转矩产生装置，以及调节能量存储装置和所述机器之间的能量交换以管理变速器的输出，该输出包括转矩和旋转速度。
发明内容
一种混合动力系统包括转矩产生装置，其用于将机械能传递给输出元件。动力系统通过信号(signally)连接于操作员可选择的变速器档位选择器。一种用于控制混合动力系统的方法，该方法包括：监测经由加速踏板而发出的操作员转矩请求；监测输出元件的旋转方向和旋转速度；监测来自变速器档位选择器的信号输出，该信号输出包括预期运动的方向；检测预期运动的方向从第一方向到第二方向的改变；当输出元件的速度小于预定阈值时，指令动力系统改变输出元件的旋转方向并且操作动力系统来传递转矩给输出元件以满足操作员转矩请求；以及，当输出元件的速度大于预定阈值时，禁止输出元件旋转方向发生改变。
附图说明
下面将通过举例的方式并参照附图描述一个或者多个实施方式，其中：
图1是根据本发明的示例性混合动力系统的示意图；
图2和图3是根据本发明的用于控制系统和混合动力系统的示例性结构的示意图；以及
图4是根据本发明的图形描述。
具体实施方式
现在参看附图，其中附图只是为了阐述本发明的特定实施例，而并不是为了限制实施例，图1和2示出了示例性机电式混合动力系统。图1示出了根据本发明的示例性机电式混合动力系统，其包括操作地连接于发动机14和扭矩机器的双模式、复合-分配、机电式混合变速器10，该扭矩机器包括第一电机(‘MG-A’)56和第二电机(‘MG-B’)72。发动机14以及第一电机56和第二电机72中每一个都产生可以被传递给变速器10的机械动力。以输入转矩和电动机转矩(在这里被分别标记为TI、TA和TB)以及速度(在这里被分别标记为NI、NA和NB)的形式描述由发动机14以及第一电机56和第二电机72所产生的并且被传递给变速器10的动力。
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，通过输入元件12将转矩传递给变速器10，并且发动机14也可以是火花点火或者压燃式发动机。发动机14包括曲轴(未示出)，所述曲轴可操作地联接于变速器10的输入元件12。旋转速度传感器11监测输入元件12的旋转速度。来自发动机14的动力输出包括旋转速度和发动机转矩，该动力输出可以不同于给予变速器10的输入速度NI和输入扭矩TI，这是由于在发动机14和变速器10之间的输入元件12上布置有转矩消耗部件，例如液压泵(未示出)和/或转矩管理装置(未示出)。
示例性的变速器10包括三组行星齿轮组24，26和28，以及四个可选择性地接合的转矩传递装置，即离合器C1 70，C2 62，C3 73和C4 75。如这里所使用的，离合器是指任何类型的摩擦转矩传递装置，包括例如单盘或复合盘离合器或组，带式离合器以及制动器。液压控制回路(‘HYD’)42优选地由变速器控制模块(以后简称为‘TCM’)17所控制，该液压控制回路用于控制离合器状态。离合器C2 62和C4 75优选地包括液压作用的旋转摩擦离合器。离合器C1 70和C3 73优选地包括可选择地被接地到变速器壳体68上的液压控制的固定装置。每个离合器C1 70，C2 62，C3 73和C4 75都优选为液压作用的，通过液压控制回路42选择性地接收加压的液压流体。
第一电机56以及第二电机72优选地包括三相交流电机以及各自的解析器80和82，每一个交流电机都包括定子(未示出)和转子(未示出)。用于每个电机的电动机定子接地到变速器壳体68的外部并且包括定子铁心，该定子铁芯带有从其处延伸的电绕组。用于第一电机56的转子被支撑在毂衬齿轮(hubplate gear)上，该齿轮通过第二行星组26可操作地附接到输出轴60上。用于第二电机72的转子被固定地附接于套轴毂66(sleeve shaft hub)上。
每个解析器80和82都优选地包括可变磁阻装置，该装置包含解析器定子(未示出)以及解析器转子(未示出)。解析器80和82被适当地定位并且安装在第一电机56和第二电机72中相应的一个上。解析器80和82各自的定子被可操作地连接于用于第一电机56和第二电机72的定子中的一个。解析器的转子被可操作地连接于用于相应的第一电机56和第二电机72的转子。解析器80和82中的每一个均通过信号且可操作地连接于变速器功率逆变器控制模块(以下简称‘TPIM’)19，并且每一个模块均检测和监测解析器转子相对解析器定子的旋转位置，从而监测第一电机56和第二电机72中相应一个的旋转位置。此外，对从解析器80和82输出的信号进行解释，以分别提供用于第一电机56和第二电机72的旋转速度，也就是NA和NB。
变速器10包括输出元件64，例如轴，其可操作地连接于用于车辆(未示出)的传动系统90，以提供输出动力给传动系统90，该动力被传递给车辆车轮93，图1中示出了其中的一个车轮。在输出元件64处的输出动力的特征在于输出旋转速度No和输出转矩To。变速器输出速度传感器84监测输出元件64的旋转速度和旋转方向。每个车轮93优选地装配有传感器94，用来监测车轮速度，该传感器的输出由参照图2所描述的分布式控制模块系统的控制模块所监测，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、绝对的和相对的车轮速度。
作为源自燃料或储存在电能存储装置(以下简称‘ESD’)74中的电势的能量转化的结果，产生来自发动机14的输入转矩和来自第一电机56以及第二电机72的电动机转矩(分别为TI、TA和TB)。ESD 74经由直流输送线路27与TPIM19高压直流耦合。输送线路27包括接触开关38。当接触开关38被关闭时，在正常操作下，电流可以在ESD 74和TPIM19之间流动。当接触开关38被打开时，在ESD 74和TPIM19之间的电流被切断。TPIM19利用输送线路29通过第一电动机控制模块(‘MCP-A’)33向第一电机56和从第一电机56传输电力，并且TPIM19同样利用输送线路31通过第二电动机控制模块(‘MCP-B’)34向第二电机72和从第二电机72传输电力，以响应于电动机转矩TA和TB满足对于第一电机56以及第二电机72的转矩指令。电流根据ESD 74是被充电还是放电而被传递给ESD 74或从ESD 74被传递。
TPIM19优选地包括混合控制模块(以下简称‘HCP’)5和上述一对功率逆变器以及相应的电动机控制模块33和34，该电动机控制模块配置成接收转矩指令并且据此来控制逆变器的状态，从而提供电动机驱动或者再生功能以满足指令的电动机转矩TA和TB。功率逆变器包括已知的互补型三相电力电子器件，并且每一个器件都包括多个绝缘栅双极晶体管(未示出)，用于通过高频切换，将来自ESD 74的直流功率转化成交流功率，从而为第一电机56和第二电机72中的相应一个提供能量。绝缘栅双极晶体管构成用于接收控制指令的开关电源。通常，对于每个三相电机的每一相都设有一对绝缘栅双极晶体管。绝缘栅双极晶体管的状态被控制，以提供电动机驱动的机械动力生成或者电力再生功能。三相逆变器经由直流电输送线路27接收或提供直流电功率，并将该直流电功率转变为三相交流电功率或者从三相交流电源转变为直流电功率，该三相交流电功率分别经由输送线路29和31被传送给第一电机56和第二电机72或从第一电机56和第二电机72被传送出，从而使第一电机56和第二电机72按照电动机或发电机的模式而工作。
图2和图3是控制系统的分布式控制模块系统的示意性框图。如这里所使用的，术语“控制系统”被定义成控制模块、线束(未示出)、通信链路、传感器和致动器，监测和控制动力系统的操作。控制系统监测传感器输入并且指令输出以控制致动器。分布式控制模块系统包括整个车辆控制结构的一个子集，且提供图1中所描述的示例性混合动力系统的协调系统控制。该控制系统包括分布式控制模块系统，用于合成信息和输入且执行算法来控制致动器以满足控制目标，所述目标包括涉及燃料经济性，排放物，性能，驾驶性能以及保护包括ESD74以及第一电机56和第二电机72的电池在内的硬件的目标。分布式控制模块系统包括发动机控制模块(以下简称为‘ECM’)23，TCM17，电池组控制模块(以下简称为‘BPCM’)21以及TPIM 19。HCP5为ECM23、TCM17、BPCM21和TPIM 19提供监督控制和协调。用户接口(‘UI’)13优选地通过信号连接于多个装置，车辆操作员由此控制、指挥、指令机电式混合动力系统的操作。这些装置包括加速踏板113(‘AP’)、操作员制动踏板112(‘BP’)、变速器档位选择器114(‘PRNDL’)，和车辆速度巡航控制(未示出)。变速器档位选择器114优选地具有多个离散的操作员可选择位置，包括输出元件64的旋转方向以实现向前方向和反向方向中的一个。用户接口13可以包括单个装置(如图所示)，或者可选择性包括多个直接连接于各个控制模块(未示出)的用户接口装置。
在这个实施方式中，前面提到的控制模块经由包括局域网(以下简称为‘LAN’)总线6的通信链路与其它控制模块，传感器和致动器通信。该LAN总线6允许在不同控制模块之间进行结构化通信。所采用的特定通信协议是专用的。LAN总线6和相应的协议用于加强在前面提到的控制模块和其他控制模块之间的信息传递和多控制模块接口，所述的其他控制模块可提供如防抱死制动，牵引控制和车辆稳定性的功能。可采用多个通信总线来提高通信速度并且提供一定程度的信号冗余度和完整性。MCP-A33和HCP5之间以及MCP-B34和HCP5之间的通信优选地利用直接链路来实现，所述直接链路优选地包括串行外围接口(以下简称为‘SPI’)总线37。各个控制模块之间的通信也可以使用无线链路来实现，例如短程无线电通信总线(未示出)来实现。
HCP5为混合动力系统提供监督控制，用于对ECM23、TCM17、MCP-A33、MCP-B34和BPCM21的操作进行协调。基于来自用户接口13和包括ESD74在内的混合动力系统的各种指令信号，HCP 5确定操作员转矩请求，输出转矩指令，发动机输入转矩指令，变速器10所应用的转矩传递离合器C1 70，C2 62，C373，C4 75的离合器转矩，以及用于第一电机56和第二电机72的电动机转矩TA和TB。HCP 5发送指令给特定的控制模块以执行对发动机14、变速器10以及第一电机56和第二电机72的控制。
ECM 23可操作地连接于发动机14，用于从传感器中获取数据并通过多条离散的线来控制发动机14的致动器，为了简化，将该多条离散的线示出为集合的双向接口线缆35。ECM 23接收来自HCP 5的发动机输入转矩指令。ECM 23基于监测到的发动机速度和负荷，确定此时提供给变速器10的实际发动机输入转矩TI，该转矩被传送给HCP 5。ECM 23监测来自旋转速度传感器11的输入以确定传送给输入轴12的发动机输入速度，输入轴将该发动机输入速度转变为变速器输入速度NI。ECM 23监测来自传感器(未示出)的输入以确定其它发动机工作参数的状态，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。发动机负荷可以例如根据歧管压力或者可选择地通过监测操作员给予加速踏板113的输入而被确定。ECM 23产生并传送控制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，它们都没有被示出。
TCM 17可操作地连接到变速器10上，并监测来自传感器(未示出)的输入从而确定变速器工作参数的状态。TCM 17产生并且传送致动器控制信号以控制变速器10，包括控制液压控制回路42。从TCM 17传给HCP 5的输入包括：为每个离合器，也就是C1 70，C2 62，C3 73和C4 75，所估算的离合器转矩，以及输出元件64的旋转输出速度No。为了实现控制目的，可采用其他致动器和传感器来从TCM17向HCP5提供附加信息。TCM 17监测来自压力开关(未示出)的输入，并且选择性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)，从而来选择性地致动各离合器C1 70，C2 62，C3 73和C4 75，以实现如下面所描述的各种变速器操作范围状态。
BPCM 21通过信号连接于传感器(未示出)以监测ESD74，包括电流和电压参数的状态，以向HCP5提供表示ESD74的电池的参数状态的信息。电池的参数状态优选地包括电池荷电状态，电池电压，电池温度，和被称为范围PBAT-MIN至PBAT-MAX的可用电池功率。
刹车控制模块(以下简称‘BrCM’)22可操作地连接于每个车轮93上的摩擦制动器(未示出)。BrCM22监测操作员给予制动踏板112的输入并产生控制信号以控制摩擦制动器，发送控制信号给HCP5以基于该信号操作第一电机56和第二电机72。
图3示出了TPIM19的细节。MCP-A33和HCP5优选地通过信号连接于LAN6。MCP-A33和MCP-B34利用第一和第二SPI总线被直接地通过信号连接于HCP5，SPI总线优选是专用的，也就是分别在HCP5和MCP-A33之间以及HCP5和MCP-B34之间专门进行传送。
控制模块ECM23、TCM17、HCP5、MCP-A33、MCP-B34、BPCM21和BrCM22均优选是通用数字计算机，其包括微处理器或中央处理单元，存储介质和合适的信号调节和缓冲电路，高速时钟，模数转换(‘A/D’)和数模转换(‘D/A’)电路，以及输入/输出电路和设备(‘I/O’)，其中存储介质包括只读存储器(‘ROM’)、随机存取存储器(‘RAM’)、电可编程只读存储器(‘EPROM’)。每个控制模块均具有一组控制算法，包括存储于其中一个存储介质中并被执行以实现每个计算机的相应功能的驻留程序指令和标定值(calibration)。在控制模块之间的信息传递优选地使用LAN总线6和SPI总线37来完成。控制算法在预定的循环周期中被执行，以使每个算法在每个循环周期中至少执行一次。存储于非易失性存储装置中的算法被其中一个中央处理单元执行，以监测来自于传感装置的输入并且利用预设的标定值执行控制和诊断程序，从而来控制致动器的操作。循环周期在正在进行的混合动力系统操作期间以规定的时间间隔执行，例如每3.125，6.25，12.5，25和100毫秒。可选择地，所述算法可以响应于事件的发生而被执行。
示例性的混合动力系统选择性地以几个状态中的一个进行操作，所述状态可以根据发动机状态和变速器操作范围状态而被描述，其中发动机状态包括发动机运转状态(‘ON’)和发动机关闭状态(‘OFF’)中的一个，而变速器操作范围状态包括多个固定档位运行模式和无级变速运行模式，参照下面的表1进行描述。
表1
Figure GSB00000982352200071
表中描述的每一个变速器操作范围状态表示相对于每个操作范围状态应用了离合器C1 70，C2 62，C3 73和C4 75中的具体哪一个。为了使第三行星齿轮组28的外齿轮元件“接地”，通过仅应用离合器C1 70，选择第一无级变速模式，即EVT模式1或M1。发动机的状态可以是ON(‘M1_Eng_On’)或者OFF(‘M1_Eng_Off’)中的一个。为了将轴60连接至第三行星齿轮组28的行星架上，通过仅应用离合器C262，选择第二无级变速模式，即EVT模式2或M2。发动机的状态可以是ON(‘M2_Eng_On’)或者OFF(‘M2_Eng_OFF’)中的一个。为了对此进行说明，当发动机状态是OFF的时候，发动机输入速度等于零转速每分钟(‘RPM’)，即，发动机曲轴不旋转。固定档位操作实现了变速器10的输入-输出速度，也就是NI/No为固定比值的操作。第一固定档位操作(‘G1’)通过应用离合器C1 70和C4 75而被选择。第二固定档位操作(‘G2’)通过应用离合器C1 70和C2 62而被选择。第三固定档位操作(‘G3’)通过应用离合器C2 62和C4 75而被选择。第四固定档位操作(‘G4’)通过应用离合器C2 62和C3 73而被选择。输入-输出速度为固定比值的操作随着固定档位操作的增加而增加，该固定档位操作的增大是由于行星齿轮24、26和28中的传动比减小而导致的。第一电机56和第二电机72的旋转速度，分别为NA和NB，它们取决于通过离合作用所限定的机构的内部旋转并与在输入轴12上所测量到的输入速度成正比。当变速器10被控制为处于EVT模式1时，变速器10可被指令沿相反的方向操作，这通过利用第二电机72在TPIM19中的电动机控制模块使该第二电机沿相反的旋转方向操作来实现。
响应于用户接口13所捕获的、经由加速踏板113和制动踏板112的操作员输入，HCP5和一个或者多个其它控制模块确定转矩指令，以控制转矩致动器来满足输出元件64上的用于传递至传动系统90的操作员转矩请求。在本实施方式中，转矩致动器优选地包括多个转矩产生装置，例如发动机14和第一电机56以及第二电机72，还有包括变速器10在内的转矩传递装置。基于来自用户接口13的操作员指令，HCP5确定操作员转矩请求和从变速器10到传动系统90的输出转矩指令，且致动器控制包括来自发动机14的输入转矩，用于变速器10的转矩传递离合器C1 70，C2 62，C3 73和C4 75的离合器转矩，和用于第一电机56和第二电机72的电动机转矩。
混合动力系统的转矩安全性可以通过执行控制系统的完整性测试来实现，所述完整性测试包括监测硬件完整性，监测算法和存储设备的完整性，在控制模块内部的通信以及控制模块之间的通信期间保护并监测信号完整性，监测处理器完整性，以及执行补救措施。转矩安全性在出现观察到的错误时可以包括限制致动器指令信号。这可以包括对致动器指令信号的最大和最小限制，以及致动器指令信号的最大变化率。具体地，电动机转矩指令TA和TB可以被限制为最大和最小电动机转矩，并且电动机转矩指令TA和TB的改变可以被限制为实现输出转矩的最大变化率，例如0.2g。
保护和监测信号完整性优选地通过单独地保护控制模块和保护控制模块之间的串行通信链路来实现。示例性实施方式的分布式控制模块系统优选包括被单独的控制模块控制的每一个转矩致动器。这个实施方式包括监测传感器并控制发动机14的致动器的ECM23，监测传感器并控制变速器10的致动器的TCM17，监测传感器并控制第一电机56的致动器的MCP-A33，以及监测传感器并控制第二电机的致动器的MCP-B34。HCP5监测来自ECM23、TCM17、MCP-A33和MCP-B34的输入以及它们的指令操作。ECM23、MCP-A33、MCP-B34和TCM 17中的每一个都基于从HCP5接收到的保护指令负责闭环监测以及自安全性。
其他硬件的完整性可以使用诊断软件来确定，该软件监测控制模块内的数据，并且在其中一个循环周期内使它有理化。当检测到所监测的数据和有理化后的数据之间不一致时，该不一致在错误生成算法中被记录为一个不匹配的计数，例如Y过程(routine)中的X，其中当在之前的Y次观测中观察到X次不匹配时检测出错误。一个例子就是，当之前的观测中超过一半是在所监测的数据和有理化后的数据之间出现的不匹配时，检测到错误。当错误生成算法达到不匹配观测的临界数量时，将对错误进行调整并且采取补救措施。补救措施可以是致动器专用的或者贯穿整个控制系统，并且优选地使动力系统处于转矩安全状态。补救措施也包括存储OBD适应代码(compliant code)用于后面的恢复。诊断可以预先确定未决的错误(fault pending)，这表示已经检测到不一致，但是错误产生算法还没有达到它的阈值。可以利用诊断软件进一步确定硬件完整性，所述软件监测控制系统的传感器和致动器。
其它转矩安全动作可以包括限制致动器指令信号。这可以包括对致动器指令信号的最大和最小限制，以及致动器指令信号的最大变化率。具体地，电动机转矩指令TA和TB可以被限制为最大和最小电动机转矩，并且电动机转矩指令TA和TB中的变化可以被限制为最大变化率，例如0.2g。
变速器档位选择器114包括由操作员操纵的设备，该设备可操作成被放置在多个离散位置中的一个上，例如停车(Park)、倒车(Reverse)、空档(Neutral)、驾驶(Drive)以及低速(Low)(‘PRNDL’)。优选地，设置有两个档位选择杆位置传感器(未示出)，该传感器附接于变速器档位选择器114，每一个传感器都包括提供对应于离散位置的离散输出信号的数字编码器。对于离散位置中每一个的各自位置通常由变速器档位选择器114中的机械定位凹槽(未示出)来识别。档位选择杆位置传感器可用来检测和辨别不同的档位选择器位置，并且优选地以机械方式彼此永久对齐，以避免两个传感器出现不对准。优选地，第一传感器(未示出)包括数字编码器，其为变速器档位选择器114的每个离散位置提供唯一的一组不连续输出。在一个实施方式中，第一传感器被称为档位编码器(Range Encoder)。优选地，第二传感器(未示出)包括数字编码器，其为离散位置的多个有效子集中的每一个提供唯一的一组不连续输出，其中每个子集包括与操作员选择的预期车辆推进力方向相对应的变速器10的输出元件64的旋转方向。在这个实施方式中有四个子集，包括对应于停车、倒车、空档、和驾驶位置中的一个的四个唯一的输出。在一个实施方式中，第二传感器被称作方向编码器(Direction Encoder)。控制系统基于来自变速器档位选择器114的传感器的输入，确定用于变速器档位和输出元件64的旋转方向的操作员指令。[0035]输出轴64的旋转速度优选地利用传感器84来监测，该传感器包括具有多齿轮(multi-tooth wheel)以及传感元件(未示出)的传感系统。该多齿轮优选地被可旋转地附接于输出轴64并且包括具有多个齿以及相应的定位凹槽的装置，所述定位凹槽围绕多个齿的圆周定位。传感元件优选地包括安装在邻近于多齿轮的固定位置上的霍尔效应(Hall-effect)传感装置。传感元件用于随着输出轴64旋转检测多齿轮上的齿和相应的定位凹槽，并且在多齿轮中在齿和定位凹槽之间的每个过渡处产生电脉冲信号。旋转速度基于传感器在经过预定的时间段内所产生的电脉冲的数量而被确定，这可由控制模块进行解释，在本实施方式中，该控制模块为TCM17。传感元件优选地被配置成产生电脉冲输出，从而根据该输出可以确定旋转方向。在所述的实施方式中，当输出轴64朝着能够导致车辆向前推进力的方向旋转时，电脉冲具有大约45微秒的持续时间。当输出轴64朝着能够导致车辆向后推进力的方向旋转时，电脉冲具有大约180微秒的持续时间。因此，TCM17监测一个或者多个信号脉冲的持续时间以确定输出轴64的旋转方向。
在动力系统的运行操作中，控制系统监测操作员转矩请求、输出元件64的旋转方向和旋转速度以及来自变速器档位选择器114的信号输出，该信号输出包括所预期的车辆推进力的指令档位和指令方向。
当控制系统检测到变速器档位选择器114的指令方向从第一方向变为第二方向时，例如从所预期的向前方向的推进力变成所预期的向后方向的推进力，控制系统根据操作员转矩请求和车辆速度执行不同的动作过程。
检测变速器档位选择器114的指令方向从第一方向变为第二方向的变化包括检验改变方向的指令。检验改变方向的指令可以包括，比较来自变速器档位选择器114的方向编码器和档位编码器的信号输出的一致性。检验改变方向的指令可以包括检验输出轴64当前的方向。这包括监测上面所述的变速器输出速度传感器84的输出。
监测输出元件64的速度包括利用解析器80和82来监测第一电机56和第二电机72的旋转速度，也就是NA和NB，以及基于变速器10的操作范围状态来计算输出元件64的旋转速度。二者选一地或者组合地，一个或多个车轮93的车轮速度可以使用传感器94来监测以测量并计算输出元件64的旋转速度。冗余计算得到的旋转速度可以通过利用传感器84测量到的输出元件64的速度而被有理化。当利用车轮速度传感器94、传感器84以及解析器80和82监测车轮速度时，在任何一个传感器中的主动错误可以被减轻，并且输出元件64的旋转速度可以基于主动式、未出错传感器(active，non-faulted sensor)被确定。当计算出的旋转速度在考虑了任何离合器打滑的情况下处于测量速度的预定范围内时，输出元件64的速度被检验，并且被确定为计算到的和测量到的速度中最大的那个。
当输出元件64的速度小于预定的阈值，例如10km/h，并且改变方向的指令已经被检验时，控制系统指令动力系统改变输出元件64的旋转方向并且操作动力系统向输出元件64传递转矩，以满足操作员转矩请求。这包括控制第一电机56和第二电机72的旋转方向和控制离合器C170，C262，C373和C475的应用，从而响应于指令的方向改变来实现输出元件64的旋转方向的改变。在这个操作中，操作员转矩请求可以增加、减小或者保持不变，这取决于给予加速踏板112的操作员输入，但是其中作用有输出转矩的旋转方向改变。因此，30Nm的操作员转矩请求可以从朝前方向的30Nm推进力的转矩请求变为朝后方向的30Nm推进力的转矩请求。优选地，从向前推进力到向后推进力的转矩请求的变化作为车辆速度的函数在一段时间上逐渐地减小(ramped down)。
当输出元件64的速度大于预定的阈值并且改变方向的指令已经被检验时，输出元件旋转方向的改变被禁止。此外，动力系统操作被控制为减小传递到输出元件64的转矩。这将参照图4进行描述。图4用图形描述了变速器10的输出转矩(“Output Torque”)，其被绘制成对于从未踩踏板(‘AP＝0％’)到完全踩下踏板(‘AP＝100％’)的加速踏板112输入的车辆速度(‘Vehicle Speed’)的函数，示出了上述动力系统的操作。预定的速度阈值(‘Threshold’)被表示为用于向前车辆速度。车辆在初始操作条件(‘A’)下运行输出转矩和输出速度，该输出速度响应于加速踏板的位置并且大于阈值。在改变方向的指令已经被检验后，控制系统作用以将变速器输出转矩减小成负的输出转矩(‘B’)，因此在车辆朝前方向运行的情况下对传动系统90和车轮93产生阻力。通过经过第一电机56和第二电机72的反作用转矩，以及再生地恢复一些向前的动能作为存储在ESD74中的能量，和/或将发动机操作成空转或者将发动机操作控制成发动机停机状态，产生作用于传动系统90的负转矩或者阻力。负转矩初始地具有一定的大小，该大小足以减慢车辆速度而不会造成车辆不稳定。负转矩的大小优选地增加以减慢车辆速度，直至车辆速度达到0Km/h(‘C’)。可选择地，负转矩的大小增加以减慢车辆速度，直至车辆速度达到预定的速度阈值Km/h(‘D’)，在这时控制系统指令动力系统改变输出元件64的旋转方向并且在变速器档位选择器114所指令的方向上操纵动力系统向输出元件64传递转矩，以满足操作员转矩请求。
当变速器档位选择器114处于向前的档位位置上时，例如驾驶(DRIVE)，加速踏板113处于0％，并且车辆速度为0mph，存在有正的动力系统输出转矩给车辆车轮，这足以允许车辆缓慢前行，也就是向前推进力最小。随着车辆速度增加，输出转矩减小。在第二车辆速度下，输出转矩为零。超过第二车辆速度之后，输出转矩变负，因此动力系统输出转矩成为负值并且对车辆车轮产生阻力。当变速器档位选择器114处于向前的档位位置上，例如驾驶(DRIVE)，加速踏板113处于0％，并且车辆速度为负值时，存在有正的动力系统输出转矩给车辆车轮以抵抗车辆反转。动力系统输出转矩随着负的车辆速度增加而增加。
应当理解的是在本发明范围之内的修改是允许的。已经具体参照优选的实施例及其修改描述了本发明。在阅读和理解说明书之后，其他人可以做出进一步的修改和改变。所有的这种修改和改变都包括在本发明的范围内。

Claims (10)

1.一种用于控制混合动力系统的方法，该混合动力系统包括可操作以向输出元件传递机械动力的转矩产生装置，该动力系统通过信号连接于操作员可选择的变速器档位选择器，该方法包括：
监测经由加速踏板而发出的操作员转矩请求；
监测所述输出元件的旋转方向和旋转速度；
监测来自所述变速器档位选择器的信号输出，该信号输出包括所述输出元件的预期运动的方向；
检测所述预期运动的方向从第一方向到第二方向的改变；
当所述输出元件的速度小于预定阈值时，指令所述动力系统改变所述输出元件的旋转方向，并且操作所述动力系统向所述输出元件传递转矩以实现操作员转矩请求；以及，
当所述输出元件的速度大于所述预定阈值时，禁止所述输出元件的旋转方向的改变。
2.如权利要求1所述的方法，还包括当所述输出元件的速度大于所述预定阈值时，减小所述转矩产生装置对所述输出元件的转矩输出。
3.如权利要求2所述的方法，还包括当所述输出元件的速度大于所述预定阈值时，控制所述转矩产生装置来产生负的输出转矩给输出元件。
4.如权利要求3所述的方法，还包括基于所述输出元件的速度来减小转矩输出。
5.如权利要求3所述的方法，还包括随后在所述输出元件的速度小于所述预定阈值时，指令所述动力系统改变所述输出元件的旋转方向，并且操作所述动力系统向所述输出元件传递转矩以实现操作员转矩请求。
6.一种用于控制混合动力系统的方法，该混合动力系统包括可操作以向输出元件传递机械动力的转矩产生装置，该动力系统通过信号连接于操作员可选择的变速器档位选择器，该方法包括：
监测操作员转矩请求；
监测所述输出元件的旋转方向和旋转速度；
监测来自所述变速器档位选择器的信号输出，该信号输出包括档位和所述输出元件的预期运动的方向；
检测使所述预期运动的方向从第一方向改变到第二方向的指令；
检验使所述预期运动的方向从第一方向改变到第二方向的所述指令；以及
当所述输出元件的速度大于预定阈值时，禁止改变所述输出元件的旋转方向并且减小传递给所述输出元件的转矩；并且当所述输出元件的速度小于所述预定阈值时，指令所述动力系统来改变所述输出元件的旋转方向并且操作所述动力系统向所述输出元件传递转矩以实现操作员转矩请求。
7.如权利要求6所述的方法，还包括当所述输出元件的速度大于所述预定阈值时，控制所述转矩产生装置来产生负的输出转矩给所述输出元件。
8.一种用于操作动力系统的方法，该动力系统包括可操作地连接于变速器的发动机和转矩产生装置，用于通过输出元件传递动力给传动系统，该动力系统通过信号连接于操作员可选择的变速器档位选择器，该方法包括：
监测经由加速踏板而发出的操作员转矩请求；
监测所述变速器档位选择器的信号输出；
监测所述输出元件的旋转方向和旋转速度；
监测来自所述变速器档位选择器的信号输出，所述信号输出包括档位和输出元件的预期运动的方向；
检测使所述输出元件的预期运动的方向从第一方向改变到第二方向的指令；
检验使所述输出元件的预期运动的方向从第一方向改变到第二方向的所述指令；以及
当所述输出元件的速度大于预定阈值时，禁止改变输出元件的预期运动的方向并且减小传递给传动系统的动力。
9.如权利要求8所述的方法，还包括当所述输出元件的速度小于所述预定阈值时，指令所述动力系统改变输出元件的旋转方向并且操作所述动力系统来向传动系统传递动力以实现操作员转矩请求。
10.如权利要求9所述的方法，还包括当所述输出元件的速度大于所述预定阈值时，控制所述转矩产生装置来产生负的输出转矩给所述传动系统。
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