CN101480947B - 将输出转矩性能最大化和最小化的方法和设备 - Google Patents
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Abstract
本发明涉及将输出转矩性能最大化和最小化的方法和设备,其中动力传动系统包括与电动机械变速器机械连接的发动机,该动力传动系统可选择性地工作在多个变速器工作档位状态中的一个状态以及多个发动机状态中的一个状态。用于控制动力传动系统的方法包括确定当前变速器工作档位状态和发动机状态,确定至少一个可能的变速器工作档位状态和发动机状态,提供驾驶员转矩需求,确定与当前变速器工作档位状态和发动机状态、与可能的变速器工作档位状态和发动机状态相关联的优选因数,给当前变速器工作档位状态和发动机状态优选因数优先加权,基于优选因数和驾驶员转矩需求,选择性地命令改变当前变速器工作档位状态和发动机状态。
Description
相关申请的交叉引用
本申请要求享有于2007年4月11日申请的美国临时申请60/985,231的优先权,因此该临时申请在此处通过引用被包含进来。
技术领域
本发明通常的涉及用于电动机械变速器的控制系统。
背景技术
这部分的描述仅提供与本发明相关的一些背景信息,且有可能不构成现有技术。
已知的动力传动系结构包括含有内燃机和电机的转矩发生装置,并通过变速器装置将转矩传给输出元件。一个示例的动力传动系包含双模式、复合分解、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驱动转矩的电动机械变速器、以及输出元件。所述输出元件可操作的连接到机动车辆的驱动系,并把牵引转矩传递到那里。电机,可操作的以电动机或发电机,产生输入到变速器的转矩,与来自内燃机的转矩输入无关。所述电机可以把通过车辆驱动系传递的车辆动能转化为电能,存于电能存储装置中。控制系统监控来自于车辆和驾驶员的各种输入,并且提供对动力传动系的有效控制,包括控制变速器操作状态和变速、控制转矩发生装置、以及调节电能存储装置和电机之间的电能交换来控制变速器的输出包括转矩和转速。
发明内容
动力传动系统包括与电动机械变速器机械连接的发动机,该发动机可选择的工作在多个变速器工作档位状态中的一个和多个发动机状态中的一个。用于控制动力传动系统的方法包括确定当前变速器工作档位状态和发动机状态,确定至少一个可能的变速器工作档位状态和发动机状态,提供驾驶员转矩需求,确定与当前变速器工作档位状态和发动机状态、以及可能的变速器工作档位状态和发动机状态相关联的优选因数,优选的给当前工作档位状态和发动机状态优选因数加权,基于优选因数和驾驶员转矩需求,选择性的命令当前变速器工作档位状态和发动机状态改变。
附图说明
现在通过举例方式参考附图介绍一个或多个实施例,其中:
图1是根据本发明的示例传动系的示意图;
图2是根据本发明的控制系统和传动系的示例结构示意图;
图3示出了根据本发明涉及的方法的第一组优选因数的布置;
图4示出了根据本发明的多个优选因数的组合;
图5A提供了根据本发明电动机械混合动力变速器的工作档位变化稳定性的示意图表;
图5B示出了根据本发明电动机械混合动力变速器的工作档位变化稳定性的另一示意图表;
图6示出了根据本发明来执行电动机械混合动力变速器工作档位变化的结构;
图7示出了根据本发明从一个变速器可能工作档位状态到另一个的改变过程中变速器输入速度的变化路线;
图8示出了根据本发明,对于电动机械混合动力变速器的各种可能工作档位状态,变速器输入速度值作为时间函数的变化;
图9示出了根据本发明,在电动机械混合动力变速器的各种可能工作档位状态之间,在选定时间点不同的变速器输入速度之间rpm值的差值;
图10示出了根据本发明,在滤波器重置期间电动机械混合动力变速器输入速度在模式变化时的曲线;
图11示出了根据本发明,对于给定驾驶员转矩需求,用于偏置可能的变速器工作档位状态的优选性的偏差成本函数;
图12是根据本发明的一个实施例,该实施例说明对于示例的变速器工作档位状态,驾驶员转矩需求和期望的变速器转矩输出之间的差值随时间变化;
图13是根据本发明的间隔确定图表,对于连续可变变速器模式,在该间隔内搜索引擎选择用于计算转矩输出的数值。
具体实施方式
现在参照附图,其中所显示的目的仅在于说明某一示例的具体实施例而不是为了限制实施例,图1示出了示例的电动机械混合动力传动系。如图1中所示的示例的电动机械混合动力传动系包含:双模式、复合分解、与发动机14可操作连接的电动机械混合动力变速器10、第一和第二电机(‘MG-A’)56和(‘MG-B’)72。所述发动机14和第一和第二电机56和72分别产生可传递到变速器10的动力。所述由发动机14和第一和第二电机56和72产生并传递到变速器10的动力被以输入转矩的形式描述,分别参照这里的TI、TA和TB,而速度,则分别参照这里的NI、NA和NB。
在一个实施例中,示例的发动机14包含多缸内燃机,所述多缸内燃机在几个状态中选择性的操作将转矩通过输入轴12传递到变速器10,所述多缸内燃机可以是点燃式或压燃式的发动机。所述发动机14包含可操作的连接到变速器10的输入轴12的曲轴。转速传感器11优选的出现在监控输入轴12的转速。由发动机14输出的动力,包含转速和输出转矩,可以不同于到变速器10的输入速度NI、和输入转矩TI,由于存在于操作机构的转矩消耗部件,而所述操作机构与位于发动机14和变速器10之间的输入轴12相连,例如,液压泵(未示出)和/或转矩管理设备(未示出)。
在具体实施例中所述示例的变速器10包含三组行星齿轮装置24、26和28,和四个选择性啮合的转矩传递设备,例如,离合器C1 70、C2 62、C3 73和C4 75。如这里所用的,离合器参考任意型号摩擦力矩传递设备,例如包括单盘或多叛离合器或组合件、带式离合器和制动器。液压控制回路42,优选的由变速器控制模块(今后用“TCM”表示)17控制,用来可操作的控制离合器状态。在具体实施例中,离合器C2 62和C4 75优选为液压-致动旋转摩擦离合器。在具体实施例中,离合器C1 70和C3 73优选为可选择的固定到变速器壳体68上的液压控制稳定装置。在优选实施例中,每个离合器C1 70、C2 62、C3 73和C4 75都优选为液压致动,经由液压控制回路42可选的接收增压的液压机液体。
在具体实施例中,所述第一和第二电机56和72优选的包括三相交流电机,每个包括定子(未示出)和转子(未示出),和各自的旋转变压器80和82。每个电机的定子都固定到变速器壳体68的外部,并包括带有从中穿过的电绕组的定子铁心。第一电机56的转子支撑在毂衬齿轮上,该齿轮经由第二行星齿轮组26有效地连接到输出轴60上。第二电机72的转子固定地连接到中空轴轮毂66上。
每个旋转变压器80和82优选的包括可变磁阻装置,所述装置包括旋转变压器定子(未示出)和旋转变压器转子(未示出)。旋转变压器80和82被恰当的定位并分别装配在第一和第二电机56和72上。旋转变压器80和82各自的定子可操作的连接到第一和第二电机56和72的其中的一个定子上。旋转变压器的转子可操作的连接到相应的第一和第二电机56和72的转子上。每个旋转变压器80和82信号的可操作的连接到变速器功率变换器控制模块(之后称作‘TPIM’),每个检测和监控旋转变压器转子相对于旋转变压器定子的旋转位置,由此监控第一和第二电机56和72各自的旋转位置。此外,从旋转变压器80和82输出的信号被翻译从而为第一和第二电机56和72分别提供转速,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驱动系90(未示出)上,并提供输出动力,例如到车轮93,图1示出了其中一个。输出动力表现为输出转速NO和输出转矩TO。变速器输出速度传感器84监控输出轴64的转速和转向。每个车轮93,优选的配有一用于监测车轮速度的传感器94,VSS-WHI,其输出由在图2中描述的分布式控制模块系统中的控制模块监控,来确定用于制动控制、牵引控制、车辆加速控制的车速、绝对和相对车轮速度。
来自发动机14以及第一和第二电机56和72的输入转矩(分别是TI、TA和TB)是由燃料或储存在电能存储装置(之后称作‘ESD’)74中的电能转化而来的。所述ESD 74经由直流电传递导线27通过高压直流电连接到TPIM 19。传递导线27包括接触开关38。当接触开关38闭合时,在正常运行下,电流可以在ESD 74和TPIM 19之间流通。当接触开关38断开时,在ESD 74和TPIM 19之间的电流中断。所述TPIM 19通过传递导线29将电能传递给第一电机56及传递来自于第一电机56的电能,类似地,TPIM 19通过传递导线31将电能传递给第二电机72及传递来自于第二电机72的电能,从而满足第一和第二电机56和72对应于输入转矩TA和TB的转矩需求。电流是传递到ESD 74还是从ESD74传出是根据提供到根据TPIM的指令,而所述指令则来源于如包含操作转矩需求、当前操作条件和状态的因素,而所述指令决定ESD 74是否被充电、放电或停滞在任意给定的瞬时。
所述TPIM 19包括一对功率变换器(未示出)和相应的电动机控制模块(未示出),所述电动机控制模块配置成接收转矩命令并控制变换器的状态,从而用来提供电动机驱动或再生功能从而完成输入转矩TA和TB。所述功率变换器包括公知的互补型三相电力电子装置,每一个包括多个绝缘栅双极型晶体管(未示出),用于通过高频的切换开关把来自ESD 74的直流电功率转为交流电功率分别为第一和第二电机56和72供电。所述绝缘栅双极型晶体管形成开关模式功率供给,配置成接受控制指令。通常每个三相电机的每个相具有一对绝缘栅双极型晶体管。控制绝缘栅双极型晶体管的状态来提供电动机驱动机械功率产生或电功率再生功能。所述三相变换器通过直流电传递导线27接收或供给直流电功率并把它传递给三相交流功率或从三相交流功率传出,其分别通过传递导线29和31被传递到作为电动机或发电机工作的第一和第二电机56和72或从作为电动机或发电机工作的第一和第二电机56和72传出,取决于接收到的指令,而所述指令示例的基于包含当前操作状态和操作转矩需求的因素。
图2是分布式控制模块系统的示意性方框图。下文中将描述的元件是整个车辆控制结构的一个子集,且其提供了图1里所描述的示例混合动力传动系的协同系统控制。所述分布式控制模块系统合成有关信息和输入,并且执行算法来控制各个执行器以实现控制目标,包括与燃油经济性、排放、性能、驱动性能和保护包括电池ESD 74、第一和第二电机56和72的电池在内的硬件有关的目标。所述分布式控制模块系统包括发动机控制模块(之后称作‘ECM’)23、TCM 17、电池组控制模块(之后称作‘BPCM’)21以及TPIM 19。混合动力控制模块(之后称作‘HCP’)5提供监测控制以及对ECM 23、TCM17、BPCM 21和TPIM 19的协调。用户接口(‘UI’)13可操作地连接到多个装置,通过它,车辆驾驶员就能选择性的控制或者指挥电动机械混合动力传动系的运行。目前在UI13中的所述装置示例的包括用于确定驾驶员转矩需求的加速踏板113(‘AP’)、驾驶员制动踏板112(‘BP’)、变速器齿轮选择器114(‘PRNDL’)和车速巡航控制(未示出)。所述变速器齿轮选择器114可以具有分离的多个对于驾驶员可选择的位置,包括能够获得向前或倒退方向的输出元件64的旋转方向。
前面提到的控制模块通过局域网(之后称作‘LAN’)总线6与其它控制模块、传感器和执行器通信。LAN总线6允许运行参数和执行器命令信号在各种控制模块之间进行结构化通信。所采用的特定的通信协议是面向应用的。LAN总线6和合适的协议在前面提到的控制模块和其他控制模块之间规定了可靠的通讯和多重控制模块接口,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等功能。可以使用多条通讯总线来提高通讯速度以及达到某一级别的信号冗余度和完整性。在独立控制模块之间的通讯也可以利用直达通信,例如串行外围接口(‘SPI’)总线(未示出)来实现。
所述HCP 5提供混合动力传动系的监测控制和对ECM 23、TCM 17、TPIM19和BPCM 21的运行进行协调。基于来自UI13和包括ESD 74在内的混合动力传动系的各种输入信号,所述HCP 5生成多个指令,其中包括驾驶员转矩请求(‘TO_REQ’)、到驱动系90的输出转矩指令(‘TCMD’)、发动机输入转矩指令、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 72各自的转矩指令。所述TCM 17可操作的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)以及产生和传达各种电磁阀(未示出)的控制信号,从而来控制包含在液压控制回路42里的压力传动开关和控制阀。
所述ECM 23可操作地连接到发动机14,起到从各种传感器中获取数据,及通过多条分离的线来控制发动机14的执行器的作用,多条离散的线用的集成双向导线35来简单表示。所述ECM 23接收来自于所述HCP 5的发动机输入转矩命令。所述ECM 23基于监测到的传递给HCP 5的发动机转速和负载确定实际发动机输入转矩TI,及时提供给变速器10。所述ECM 23监测来自转速传感器11的输入来确定发动机到输入轴12的输入速度,其转换为变速器输入速度,NI。所述ECM 23监测来自传感器(未示出)的输入来确定其他发动机运行参数的状态,可能包括但不限制于:进气压力、发动机冷却液温度、环境空气温度和环境压力。发动机负载可以通过例如进气压力或监测到的驾驶员对加速踏板113的输入被确定。所述ECM 23产生并传输命令信号来控制发动机执行器,可能包括但不限制的执行器如:燃料喷射器、点火模块和节气门控制模块,均未示出。
所述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)的输入来确定变速器运行参数的状态。所述TCM 17产生并传输指令信号来控制变速器10,包括控制液压控制回路42。从TCM 17到HCP 5的输入包括每个离合器即C1 70、C2 62、C3 73和C4 75的估算离合器转矩,和输出元件64的旋转输出速度NO。出于控制目的,其他执行器和传感器可被用来由TCM 17向HCP 5提供附加信息。TCM 17监控压力传动开关(未示出)的输入,并且选择性地激励液压控制回路42的压力控制电磁阀(未示出)和换档电磁阀(未示出),从而选择性的来激励各离合器C1 70、C2 62、C3 73和C4 75,以实现各种变速器工作挡位状态,如下面所描述。
所述BPCM 21信号的连接到传感器(未示出)以监控ESD 74,包括电流或电压参数的状态,向HCP 5提供能表现ESD 74电池参数状态的信息。所述电池参数状态优选的包括电池充电状态、电池电压、电池温度和可用电量,引用为范围PBAT_MIN到PBAT_MAX。
每个控制模块ECM 23、TCM 17、TPIM 19和BPCM 21优选为通用数字计算机,包括微处理器或中央处理单元、包括只读存储器(‘ROM’)、随机存储器(‘RAM’)和电子可编程只读存储器(‘EPROM’)的存储介质、高速时钟、模数(‘A/D’)和数模(‘D/A’)转换电路以及输入/输出电路和装置(‘I/O’)和适宜的信号调节和缓冲电路。每个控制模块具有多个控制算法,包括存储于其中一个存储介质中的常驻程序指令和校验,执行后提供每个计算机各自的功能。在各控制模块之间的信息传递优选的利用LAN总线6和串行外围接口总线来实现。所述控制算法在预置循环周期内执行,因此每个算法在每个循环中至少被执行一次。储于永久存储装置中的算法被其中一个中央处理单元执行,用来监控来自传感装置的输入以及采用预置校准来执行控制和诊断程序以控制执行器的运行。通常在固定时间隔内执行循环,例如在混合动力传动系运行期间每3.125、6.25、12.5、25和100毫秒。然而,可能选定任意介于2毫秒和大约300毫秒之间的间隔。可选的,可以执行算法来响应任意选定的发生事件。
参照如图1中所示示例的混合动力传动系可以选择的以几种运行挡位状态的一种运行,其可以用发动机状态来描述,包括其中一个发动机运转状态(‘ON’)和发动机停车状态(‘OFF’),和变速器状态,其包括多个固定齿轮和无级变速运行,下面参照表1描述。表1
表中描述了各种变速器运行挡位状态并示出了在每个运行挡位状态中哪些特定离合器C1 70、C2 62、C3 73和C4 75被致动。例如,当只为了将第三行星齿轮组28的齿圈元件“接地”而致动离合器C1 70时,选择第一无级变速模式,即EVT模式1。发动机状态可以是其中的一种运行(‘M1_Eng_On’)或停车(‘M1_Eng_Off’)。当致动离合器C2 62只为了将轴60连接到第三行星齿轮组28的行星架上时,选择第二无级变速模式,即EVT模式2。发动机状态可以是其中的一种运行(‘M2_Eng_On’)或停车(‘M2_Eng_Off’)。为了这种描述的目的,当发动机状态为停车时,发动机输入速度等于0转每分钟(RPM),即,发动机曲轴不转动。固定齿轮状态提供了变速器10输入输出速度的固定比状态,即NI/NO。例如,第一固定齿轮状态(‘G1’)通过致动离合器C1 70和C4 75被选择。第二固定齿轮状态(‘G2’)通过致动离合器C1 70和C2 62被选择。第三固定齿轮状态(‘G3’)通过致动离合器C2 62和C4 75被选择。第四固定齿轮状态(‘G4’)通过致动离合器C2 62和C3 73被选择。输入输出速度的固定比状态随固定齿轮状态的增加而增加,因为行星齿轮24、26和28中齿轮比的降低。第一和第二电机56和72的转速,分别是NA和NB,依赖于由离合器构成的机构的内部旋转,与输入轴12处所测得的输入速度成比例。
响应由用户接口13获得的通过加速踏板113和制动踏板112的驾驶员输入,所述HCP 5和一个或多个其他控制模块确定输出转矩指令TCMD,为了满足驾驶员的转矩需求TO_REQ,在输出单元64来执行并传递到驱动系90。车辆的组合加速度被其他包含如道路阻力加载、道路坡度、河车辆重量的因素影响。变速器10的档位的操作是基于包含多个动力传动系操作特征的输入确定的。所述特征包括驾驶员转矩需求,而所述驾驶员转矩需求则通过加速踏板113和制动踏板112传到用户接口13。
在一些具体实施例中,工作档位状态可以根据动力传动系的转矩需求来判断,所述转矩需求由以电能产生模式或转矩产生模式运行第一和第二电机56和72的指令产生。在一些具体实施例中,工作档位状态可以由最优算法或程序来确定,所述最佳算法或程序基于驾驶员对动力的要求、电池充电状态以及发动机14与第一和第二电机56和72的运行效率来确定优先的选择。所述控制系统根据预选结果的标准嵌入被执行的选择程序,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,并且系统操作因此被控的有效的管理与ESD充电状态期望水平同量的资源和燃料配送。此外,基于检测一个或多个部件或子系统的故障,可以确定的操作,包括超越任意期望的特征。所述HCP 5监控转矩发生装置,确定为达到所必需的输出转矩以满足驾驶员转矩需求的变速器10输出功率。所述ESD 74和第一和第二电机56和72可电操作地连接在一起,以用于它们之间的功率通量传输。此外,发动机14、第一和第二电机56和72以及电动机械变速器10被可机械操作地连接在一起,以在它们之间传递能量,产生传递给输出元件64的功率通量。
假定各种可能的关于装备电动机械混合动力变速器的机动车辆操作情况,包括各种环境和路况如道路坡度和驾驶员转矩需求,在假定的操作时间内,通常电动机械混合动力变速器比一种变速器工作档位状态更加有用的、有效的使用是可能的,包括如表1中规定的档位状态。而且,可能是真的,当包含电动机械混合动力变速器的电动车经历示例的行程过程中,所有路面坡度的变化、节气门开度、和制动踏板下压,作为考虑到这样包含燃料经济性、变速器输出需求转矩、ESD74充电状态的因素的全部平衡的优点,不同变速器工作档位状态和发动机状态在任意时刻均是可见的。在任意的瞬时,特定的变速器工作档位状态和发动机状态可能是期望的、有利的或优选的,在随后的瞬时另一变速器工作档位状态和发动机状态可能是期望的,有利的或优选的,作为过了一段相对较短的时间段的结果,例如,五分钟,情况构成一打或更多的期望,有利的,或优选的变速器工作档位状态和发动机状态存在于这样的时间段内。然而,本发明提供了改变变速器工作档位状态和发动机状态,以对应于每一个操作情况的改变,对于具有电动机械混合动力变速器的电动车并不是必需期望的遭遇。
根据本发明的具体实施例,图3示出了第一组数值,每个数值表达了对于电动机械混合动力变速器每个可能的工作档位状态的优选因数,和可能的发动机状态,包括表I中表示的工作档位状态和发动机状态。在图3中,标记M1和M2表示电动机械混合动力变速器模式1和模式2。标记G1、G2、G3和G4分别表示档位1、档位2、档位3和档位4,HEOff表示发动机状态,其中发动机状态是工作状态或停止状态。在本发明的一个实施例中,任一个或多个这样优选的因数可能被任意的赋值。在另一实施例中,任一个或多个这样优选的因数可能包含像任意的算法或其他数据处理方法生成结果那样的输出,所述方法具有输入或者基于由任意一个或多个配置于机动车辆上任意位置的传感器提供的信息,所述机动车辆装备有这样的电动机械混合动力变速器,或配置于、在或邻近获取信息的传动列的任意部分。这样的传感器可能包含但不局限于:车轮速度传感器94、输出速度传感器84和转速传感器11。
所期望的是提供给图3中示出的每一个变速器工作档位状态和发动机状态的优选的因数与各自的变速器工作档位状态和发动机状态保持联合,并且根据本发明一个实施例这样优选的因数在图3中所示矩阵中给出。这样的排列并不是严格必须的,而是为了在执行根据本发明的方法时方便,就图4而论。
本发明同样提供多个数值,当应用于机动车辆上时,在时间上任一选定点的每个数值与电动机械混合动力变速器的可能的工作档位状态和发动机状态相关联,例如当车辆行驶在路面上时的操作过程中,多个可能参照如当前的工作档位状态数值。优选的实施例包括与车辆发动机状态相关联的数值。图4中示出的排列于矩阵中这第二组数值标记为“当前工作档位因数”,包含变速器工作档位状态和发动机状态的数值。
图4说明了如何将图3的第一组优选的因数和来自当前工作档位状态和发动机状态的第二组优选的因数结合的。在一个实施例中,所述结合是通过将来自每列中每个相应的工作档位状态和发动机状态的数值相加完成的,为了到达被标记为:“新的期望工作档位因数”的第三列,所述第三列包含每个可能的变速器工作档位状态和发动机状态的优选因数。正如本文所用的,期望工作档位状态指的是由于一个或另一个原因比当前变速器工作档位状态和/或发动机状态更需要的变速器工作档位状态或发动机状态,这些原因通常涉及驾驶性能,但也可以涉及发动机经济性、排放或电池寿命。所述目前位于第三列中的数值可能相互比较,在一个实施例中在目前第三列数值中最小数值的表示所要选择的或作为选择评价的基础的变速器工作档位状态或发动机状态,根据该选择来改变机动车辆当前运行下的电动机械混合动力变速器的工作状态。例如,在图4中的第三列,最小的数值是7,对应于电动机械混合动力变速器的工作模式1,而当前车辆变速器的工作档位状态是模式2,因为在当前的工作档位列中0作为最小的数值。在一个有说明性、不限制的示例实施例中,信号传入嵌入在TCM17中的换档执行模块,建议变速器工作档位状态从模式2变到模式1,所述改变可能由TCM来执行。在备选的实施例中,所述TCM可能提供附加的决策数据和算法,用于接受并执行根据本发明的在过程中改变结果的建议指令,或可能根据TCM17中编程的其他因数来拒绝这样的执行,该因数在一个实施例中可以是任意的,在其他实施例中则基于由车载传感器提供输入的一个或多个算法的输出。在本发明的实施例中,所述TCM17提供当前工作档位因数,可能与第二组优选的因数数值具有相同的格式。在另一实施例中,所述TCM17提供当前工作档位因数,采用任意不同于第二组优选因数数值的格式。
在另一实施例中,参照附图3中所描述的第一组优选因数可能与图4中标示为“期望工作档位因数”(包括变速器工作档位状态和发动机状态的数值)的数列中描述的另多个的优选因数相结合,从而达到包含一列被认为是“新期望工作档位因数”优选因数的第三列。包含期望工作档位因数的优选的因数可能如任意算法或其他数据输处理方法的结果那样生成的输出,所述数据处理方法由任意一个或多个传感器提供信息,所述传感器配备于装有这样的电动机械混合动力变速器的机动车辆的任意位置,或配备在、于、或邻近于获得数据的传动列的任意部分。这样的传感器包括但不限于:车轮速度传感器94、输出速度传感器84、转速传感器11。在另一实施例中,参照图3中描述的第一组优选因数可能与当前工作档位因数的优选因数和期望工作档位因数相结合,从而达到第三列包含新期望工作档位因数。
通常,在期望工作档位因数之间的一个或多个优选的因数会随时间变化,对应于装配有电动机械混合动力变速器的机动车辆遇到的工作状况的变化,所述因数的数值可能在车辆工作过程中增加或降低。例如,当车辆驾驶员在低速驾驶时遇到上坡时发出转矩需求,可能会引起与档位1工作相关联的优选因数相对应的在数值上的下降。类似的,当驾驶员在常速驾驶时遇到下坡时做出制动转矩需求,可能会引起与档位1工作相关联的优选因数实质上的在数值上的上升,从而基本上排除了选择档位1作为工作档位。
在图4中,仅仅是为了说明的目的,在矩阵中包含当前工作档位因数和期望工作档位因数的数值是相等的,而实际中这些组优选因数的数值可能是彼此不同的。在实施例的图3中第一组优选因数与期望工作档位因数相结合,从而提供了第三列包含用于新期望工作档位因数的优选因数,其中至少一个因数随后提供给嵌入在TCM17中的换档控制模块。对于所述换档控制模块命令变速器工作档位状态、发动机状态或全部执行改变的情况,包含新期望工作档位因数的优选因数作为输入传送给本发明的方法,作为本文所述方法下一循环的期望工作档位因数,因为在此实施例中需要在任意所需的或选择的时间段内反复的执行本文所描述的方法,可能在任意的2毫秒到大致300毫秒之间的时间段内,包括全部的时间段和时间段之间的范围。
根据本发明的优选的合并优选因数,只需将相似种类的因数彼此合并,例如,与M1相关的优选因数可能仅仅与M1相关的优选因数合并,G2与G2的,等等。尽管合并数列,每一个包含多个根据本发明的一个实施例的优选因数,已经给出的并描述成包括这样数列的累加,并选择当前数列中最小数值的作为电动机械混合动力变速器工作档位变动的参考数值,但是本发明同样包括选择标准为选择最大数值的实施例。在另外的实施例中,两个或多个可能数列合并可能包括对应于在数列中的每个工作档位的数值的减法、除法、或乘法,从而提供数值之一作为合并结果的其余数值中独一的或可区分的数值,每个数值表示发动机状态或变速器档位状态的相对优选性。在每个这样的实施例中,随后基于目前最高或最低的数值、或其他可区分的数值属性做出选择。对于目前在多个或数列中从合并由彼此相同或不可区分的优选因数的结果中的两个或多个优选因数情况,从这样不可区分的数值中做出变速器工作档位的选择可能是任意的,或调整到任意默认的期望的选择。
在本发明的一个实施例中,当合并参照图4中描述的期望工作档位因数和当前工作档位因数目前的数值时,在图3中示出的数列中第一组优选因数的数值可能被选为具有足够的大小去提供偏差效果。根据一个实施例方便期间,图3中这样一类优选因数可能被提供并排列在矩阵中,如下表II和表III所示:表II用于当前工作档位稳定作用的偏差矩阵从而,当前工作档位因数的多组优选因数可以从这样的矩阵中提供。在这样的排列下,如果当前的电动机械混合动力变速器的工作档位是模式1,那么第一行的数值被选择作为前述用于合并数列的数值。用于期望档位因数的数列可从如表III中示出的矩阵中选出,作为具有代表性的与电动机械混合动力变速器的期望档位状态和发动机状态相关联的优选因数。表III用于预先选定的期望工作档位稳定作用的偏差矩阵
当根据本发明合并参照图4中描述的包含当前工作档位因数和期望档位因数的数列与多个参照图3中提供的优选因数时,实际效果就是通过包含根据图3中给出的优选因数使得变速器换档到期望工作档位和当前工作档位稳定。通过明智的选择上述表II和表III中的数值,意料不到的益处在于使得选择数值成为可能,而所述数值阻止电动机械混合动力变速器工作档位状态产生特定的变化。例如,从工作档位模式2到档位4的改变可能是许可的,而从工作档位模式2到档位3可能是禁止的,选择怎么样的改变是允许的或禁止的则是本文方法的用户通过明智的选择优选因数数值来控制。通常,总是期望避免选择不允许的档位状态,无论基于变速器输出速度或其他任意的用户选择的标准。在一个实施例中,对于变速器模式1和模式2的不同可能的输入速度对于在向这些状态提供在第一组数值中相应的数值时是需要被考虑的,与期望变速器工作档位状态无关。根据一个实施例,选择过程包括仅仅考虑与选择的期望变速器工作状态相关联的输入速度。在一个优选实施例中,当前变速器工作档位状态的代表性的数值具有零偏置。在另外的实施例中,当前变速器工作档位状态的代表性的数值具有相对小的偏置,并且可能是正的或负的。尽管给出的是正的数值,既然所述方法的实际效应通常依靠于这些数值彼此相对大小,该方法为了特定的结果而合并不同的优选因数,因此根据本发明的优选因数可能是负的。
在图5A中说明了换档动作或根据本发明的电动机械混合动力变速器工作档位变化稳定作用的净效应,该图采用功率损失作为纵坐标;然而,根据需要也可采用其他的纵坐标单元。在图5A中以波纹虚线示出了与车辆工作在档位1时工作情况改变相关的功率损失。该功率损失沿标记为模式1的时间横坐标而变化,可以为其他电动机械混合动力变速器的工作档位状态所采用,从而有利于关于燃料的经济性、电池充电状态、总的转矩输出等等。然而通常驾驶员随时间给出的宽范围的转矩需求变化,多次换档或变速器模式变换会不利的影响这样装备的车辆的驾驶性能。因此,通过给出结合偏差、考虑所描述的优选因数,则与车辆工作在档位1时改变工作状况相关联的功率损失可沿纵坐标上升到相应的波纹实线,偏差的量是通过分别来自表II和表III第一行的因数A和B的加和表示的。参照图5A,其结果是变速器工作档位保持在模式1直到与在该模式下工作相关联的功率损失、加上偏差量超出工作在另外的工作档位时的功率损失,该例中为档位1,此时进行工作档位状态的改变,功率损失自始至终在描述时间段内跟随标记为实心圆的路径。因此,发生较大的电动机械混合动力变速器工作档位状态变化的情况,保持在任意的期望水平,由选择的优选因数决定,这表示这种情况被最小化以及基本或完全消除。图5B中同样描述了这些结果,示出了变速器期望工作档位状态作为纵坐标,描述已经被认为如非期望的工作档位状态由于车辆最终用途的应用而发生变化的移动,所述车辆是根据本发明的装配有电动机械混合动力变速器的。
在一个实施例中,所述矩阵、数列或其他本文所描述的优选因数的排列存在于或存储于微处理器,在硬件或软件存储器中,这里所描述的合并优选的采用这样的处理设备实施,随后发出输出到TCM17,而TCM17采用这样的输出作为到自身的决策程序的输入。然而,除了这里描述的矩阵或数列以外,为了方面计算的目的在存储器中可能采用任意的优选因数排列。个别的优选因数可能涉及、或基于任意的设计车辆工作的可能的变量,包括但不限于涉及能源的利用率、驾驶性能、燃油经济性、尾气排放、和电池充电状态,在一个实施例中由传感器提供关于这些变量的信息。在另外的实施例中,所述优选因数可能基于车辆全部机械驱动系统的损耗,或从中导出,所述损耗包括由于传送带、滑轮、阀门、链条的损耗以及电动系统的损耗、热损耗、电机功率损失、内部电池损耗、或其他任意的车辆系统的附加损耗,采用单独的,或与其他任意一个或多个损耗结合。
图6描述了包括微处理器的结构,所述微处理器可以执行根据本发明一个实施例的电动机械混合动力变速器的工作档位状态的变化。图6示出了微处理器MP,具有当前期望档位优选因数,和参照图3中所描述的优选因数的输入。所述微处理器具有输入到变速器控制模块TCM17的输出,所述变速器控制模块提供以多个当前工作档位状态为优选因数形式的反馈到微处理器。所述TCM17可以提供建议换档执行指令到变速器10。
操作装配有这里所描述的电动机械混合动力变速器(包括功能上等效的设备)的车辆同样包括变速器输入速度NI,而其自身也遵从在行驶过程中遇到机动车辆工作状况变化那样的变化。在经历工作状况变化后,确实在一些情况下其他不同的变速器工作档位状态可能成为比目前或当前变速起工作档位状态更加期望利用的。通常,当机动车辆行驶在给定的速度时,不同的变速器工作档位状态有不同的变速器的输入速度NI,当不同工作模式或变速器工作状态被期望利用作为在相同的给定速度的替代工作模式时。因此,变速器工作状态和/或发动机状态的变化期望伴随着变速器输入速度NI的变化。
图7利用图表说明了一个实例中当这里所描述的装备有电动机械混合动力变速器的车辆遇到示例的工作档位状态从模式1变化到模式2时,变速器输入速度NI也会随时间变化。所述M1的NI表示当前的变速器工作档位状态是M1时的当前NI。G2 NI和M2 NI表示的是对应于变速器工作档位状态选择的(期望的)NI。因为直接从工作档位状态M1变到M2是被禁止的,在这样的变换过程中变速器必须首先通过G2,可见当从M1到G2时,必要的变速器输入速度NI首先下降,然后在简要的工作再G2过程中略微的随时间上涨,在此之后在到达M2操作时NI会有一个急剧的上升。因此,变速器输入速度NI所预期要经过的路径或“行程”由下面公式给出:(M1NI-G2NI)+(M2NI-G2NI) [1]其中M1 NI是变速器M1操作时变速器的输入速度;G2 NI是变速器G2操作时变速器的输入速度,M2 NI是变速器M2操作时变速器的输入速度,而G2 NI是变速器G2操作时变速器的输入速度。将NI的方向变化加权后,变速器输入速度预期经过路径的全部成本可以由公式计算提供:TC=[(M1NI-G2NI)*a+(M2NI-G2NI)*b]*x [2]其中符号“*”表示乘法运算,a和b为常数,a用来表示NI的负变化而b用来表示NI的正变化。在备选的实施例中,a和b是变化的参数,作为对应于NI行程距离或对应于期望变速器工作档位状态的函数。变量x,行程方向加权常数,是可以被车辆工程师设定或决定的主观数值。所述x的决定考虑到变速器工作档位状态可能的改变是否首先需要跟随着调低档的调高档,或者是否首先需要跟随着调高档的调低档,如图7中所示。如果所述需求顺序是调低档,然后调高档,那么x设为主观决定值c。如果所述需求顺序是调高挡,然后调低档,那么x设为主观决定值d。如图7中所说明的情况,决定TC的公式为:TC=[(M1NI-G2NI)*a+(M2NI-G2NI)*b]*c [3]通过考虑NI必须要经过的用于变速器工作档位状态和发动机状态在车辆行驶的任意时间点内给定的可能的变化的行程,通过模拟运算容易得提供行程成本因数(TC)给每个变速器工作档位状态和发动机转改可能的变化。尽管为了说明的目的如图7中所示的NI的变化遵循直线路径,在实际操作中所述NI的变化可全部或部分地遵循曲线路径,其中所述路径可以是上凹的或下凹的。如图7中所示的发生在不同时间点,M1的NI值的计算(在本实例中是作为行程的起点作为被监控的当前NI值的起点)和G2和M2运行时NI值的计算,可同时进行。
图8采用图表说明了这里所描述的在操作装配有电动机械混合动力变速器的机动车辆的每个变速器工作档位状态中所选择的NI值是如何随时间而变化的。当前的NI线形表明了监控的当前NI值,在本例中所述NI值是当变速器工作档位状态为M1时。在一个实施例中,在不同的时间点选定的NI值(可能在备选的实施例中为期望NI值或需求NI值)被任意的选定以生成所示曲线。在另外的实施例中所述在各个时间点的选定的NI值是基于由车载传感器提供输入的一个或多个算法的输出,所述算法在经过如微处理器的处理后可以提供类似或不同于图8中所示的那些曲线。重要的是,如图9中所示,在考虑之中的每个时间点TX,存在与每个这样曲线相关联的单独的一个点,所述点可以用于作为计算每分钟转数rpm的差额的基础,标示为“Δrmp”的每分钟转数的差额用来确定与任意期望的时间点上变速器工作档位状态每个可能的变化相关联的行程成本因数。尽管这里采用每分钟转数举例说明一种实施方式,但其他的转速单位同样适用。在一个实施例中,所述Δrmp值可能方便的在如下表IV中的数列中给出:表IV与变速器工作档位状态可能变化相关联的每分钟转数差额值
其中与M2相关联的每分钟转数差额涉及如前面所述的M1到G2和G2到M2的每分钟转数差额。所述用于计算Δrmp的M1 NI值是当前M1 NI值,而不是选定的M1 NI值。表IV中的Δrmp值是当变速器目前在M1运行时遇到的示例值,因此M1的Δrmp值是0,具有倾向于保持变速器工作档位状态在M1的偏差效应,因此使得变速器工作档位状态稳定在M1模式运行。在一个实施例中,所述与变速器工作档位状态每个可能的变化相关联的Δrmp值,如表IV提供的那些值,接下来各乘以上文每个相关联的变速器工作档位状态可能变化的确定TC的公式中的行程方向加权常数a,b,c,d(在可选实施例中可能是变化的参数,是行程对应的距离、Δrmp、或对应的期望档位的函数),从而得到包含多个行程成本因数(Trips Costing factors,TC)的新数列,所述行程成本因数表示用于每一个变速器工作档位状态的优选因数,所述每一个变速器工作档位状态有效的基于与变速器工作档位状态可能变化相关联的输入速度行程或线形,表V中提供了本发明示例目的的并且不限制的数值:表V基于变速器输入速度NI行程的优选因数
M1 | M2 | G1 | G2 | G3 | G4 | HEOff |
0 | Δrmp3Δrmp2 | Δrmp1 | Δrmp3 | Δrmp4 | Δrmp5 | Δrmp6 |
M1 | M2 | G1 | G2 | G3 | G4 | HEOff |
0 | 0.6 | 0.3 | 0.4 | 0.5 | 0.7 | 0.8 |
表5中提出的与每个可能的变速器工作档位状态相关的、基于输入速度行程或者曲线的优选因数(“变速器输入速度行程的优选因数”),可与本文中详细说明的其它系列的优选因数相结合,包括在图4中示出并参照图4描述的对于新期望的工作档位因数的形成的多个或多组的优选因数。如图8中所示的在多个时间点的选定的NI值,可基于由微处理器执行的一个或多个算法的输出,微处理器具有一个或多个由车载传感器提供的输入,包括但不限于本文所提到的传感器。在一些实施例中,变速器对于M1运行和M2运行的变速器输入速度NI是由考虑了期望变速器工作档位状态的选定时间间隔提供的。在一实施例中,对于M1运行的NI值是由一个微处理器搜寻和选择一个与最低功率耗损有关的NI值,在本实施例中可作为从图3中决定M1运行的优选因数或作为优选因数决定的基础。几乎同时,M2运行的NI值由一个微处理器搜寻和选择一个与最低功率耗损有关的NI值,在本实施例中可能作为从图3中决定M2运行的优选因数或作为优选因数决定的基础。运行条件的轻微改变可以显著地改变优选因数,也可能导致在变速器工作中试图过于频繁地改变档位或模式,本文所描述的优选因数的偏差或加权减缓不期望的频繁换档。在M1和M2的NI值是由为了响应车辆工作状态变化而在毫秒级的短时间间隔中连续给出的实施例中,给定工作状态的轻微变化可以显著地改变优选因数,这种情况发生时的从一个时间间隔到下一个时间间隔过程中M1和M2的NI值会发生很大的波动。为了每次驾驶状态的轻微改变而改变工作档位状态可能基本导致变速器近似于经常地试图改变档位或模式,并使本文所描述的优选因数的偏差或加权可减缓不期望的频繁换档。接下来新的期望工作档位因数的产生和期望工作档位的选择,对于期望工作档位的NI值根据选择进行赋值,并且NI值会从一个时间间隔到下一个时间间隔显著变化是常有的情况。因此需要“过滤”NI值来去掉噪音,该噪音中包含由于在一个或多个短时间间隔中NI值的瞬间波动所导致的大大高于或低于平均NI值的值。在一个实施例中,M1运行、M2运行和空档运行的NI值均被过滤,即使给定的时间点上M1或M2只有一个值会被使用,即,系统连续为M1或M2运行的提供NI值。在这样的实施例中,尽管连续提供或以选定的时间间隔提供M1或M2运行的输入速度NI值,但只有与期望状态(M1或M2)相关联的输入速度NI值会被用来基于当前的车辆工作状态创建一个期望的变速器输入速度线形。当一个期望的工作档位被选择时,为M1和M2选择的NI值会被过滤掉噪音,过滤时,当期望的档位改变,重启将转换到的期望档位模式的过滤器,为了初始输出与输入值相等,如图10所示。建议的NI值将最终被用来创建一个基于期望档位的期望输入速度的线形。例如,当M1被选为期望档位,NI M1作为期望NI线形,当M2变为期望的档位时,线形会切换至建议的NI M2。这种选择性的重设的完成使得当系统从一个线形切换到另一个时,未过滤的建议NI值会被用为初始值。当为了减少噪音而过滤建议输入速度时,只有期望模式的建议输入速度会被过滤。这就允许当它的模式被选择时,建议输入速度重设。
对于操作一种装配了如本文所描述的电动机械混合动力变速器的机动车辆的考虑是:这种机动车辆的驾驶员会在不同的时间从驱动系做出不同的转矩需求(如通过踩下车辆的加速器或制动踏板)。然而,在很多驾驶员的转矩需求的例子中,车辆的驱动系和/或制动系统可能无法传递车辆的驾驶员要求的转矩量,即,制动或加速踏板可能被踩下到超出系统所能完成的传递请求转矩的能力的点。
对于变速器可能的工作档位状态中不同的发动机工作点,给定相同的驾驶员转矩需求,驾驶员需求转矩与车辆驱动系能力之间的差值通常相互不同。在本发明的一个实施例中,在一给定时间点驾驶员要求的转矩量和系统在可能的发动机工作点操作时所输送的转矩之间的差值对于每个发动机工作点都要被考虑,基本上在驾驶员做出转矩需求时为每个发动机工作点产生多个转矩差值。在一个实施例中,偏差“成本”值按照比例被赋值给各转矩差值,即与在变速器可能工作档位状态下给定的发动机工作点可输送的转矩相对于驾驶员转矩需求的下降幅度成比例。当该偏差成本相互比较并用来作为评价在车辆运行的一个特定时间点时对于给定驾驶员转矩需求哪个发动机工作点最适于或符合需要的基础时,该偏差成本值通常反映对发动机工作点的较低程度的需要,对于给定驾驶员转矩需求,所述发动机工作点具有与之相关联的高偏差成本。在一实施例中,表示各驱动系组件功率损失的所有部分之和与在所输送的最靠近车辆驾驶员要求的转矩处的各可能发动机工作点的偏差成本(包括总功率损失)被相互比较,当在最接近驾驶员需求的转矩下工作时具有最小功率损失的可能发动机工作点被选择作为期望的发动机工作点。
图11示出了用来提供偏差成本的成本函数,表示可能的发动机工作点和变速器工作档位状态的优选构成,其取决于车辆驾驶员作出的转矩需求的大小。图11的偏差成本图的示例定义是一般抛物线成本线形,其横坐标为驾驶员转矩需求。该偏差成本曲线可以通过车辆工程师期望的、选择的或创建的任意函数来确定,因此在确定不同的发动机工作点和可能的变速器工作档位状态的优选性时可能具有主观性。在这点上,对于任意范围的所需或所选的驾驶员转矩需求值,所用的函数类型包括但不限于:双曲线函数、线性函数、连续函数、非连续函数、常数函数、光滑曲线函数、圆函数、椭圆函数以及前述函数的任意组合,单独组合或者相互数学结合。因而,在一个实施例中,对于在具有本文所述驱动系的车辆行驶过程中任意选定的时间点处给定的驾驶员转矩需求,用于确定哪个发动机工作点和变速器工作档位状态是最需要的标准就不必须限制于机动车关于燃油经济性、动力输出、操纵性等的最有效操作了。
对于各发动机工作点和变速器可能工作档位状态,存在驱动系统能够输送的最小输出转矩(TO Min)和最大输出转矩(TO Max)。最大输出转矩通常用于车辆加速,且包括以下部分,如发动机给变速器输入的转矩和电机给变速器提供的转矩。最小输出转矩通常应用于车辆减速,且包括以下部分:如在再生制动期间提供的制动转矩,包括当车载电池或多或少由一个或多个作为发电机使用的电机来完成充电的情况。
参照图11,其表示了在可能的变速器工作档位状态中单个发动机工作点,显然对于TO Min和TO Max之间存在的可能驾驶员转矩需求值的基本范围内,并没有相关的偏差成本,例如,虚线表示的函数值为零。当驾驶员转矩需求达到或超过TO Max值时,然而,与驾驶员转矩需求相关的成本沿着虚线曲线对应于驾驶员转矩需求的纵坐标值给出。其他可能的变速器工作档位状态可以根据需要具有相同、相似形状、或不同形状的相关函数。
在一个实施例中,如果驾驶员转矩需求在TO Min和TO Max之间的范围内,其中图11的虚线曲线所表示的偏差成本函数为常数,在该例中为零,则考虑到该范围内驾驶员转矩需求的水平而没有偏差成本赋值给工作档位状态中特定的发动机工作点。当驾驶员转矩需求为大于TO Max的转矩时,确定与该转矩需求相关的偏差成本的函数由图11虚线来表示。因而该偏差成本除了确定发动机工作点选择和图3所示的第一组多个数值时与功率损失相关的客观成本外可以包括一主观部分。因而,在一实施例中,只略微超过TO Max,例如,10牛顿-米,的驾驶员转矩需求可以赋值一个小于赋值给超过TO Max多于10牛顿-米驾驶员转矩需求所赋值的偏差成本。
对于示例的变速器可能工作档位状态,表VI是一种示例方式来表达与车辆驾驶员转矩需求和驱动系统传递的最大转矩的差值有关的成本,其中ΔN*m是牛顿米为单位的差值,kW是成本,在该例中用千瓦表示;然而其他方便的单位或没有单位的,也可以使用。这样的数列可以储存在计算机存储器中并在需要时由微处理器读取。表VI用于对可能的变速器工作档位状态不同的转矩需求赋值的成本
ΔN*m | 0 | 10 | 100 | 1000 |
kW | 0 | 20 | 50 | 180,000 |
图12中示出了备选的表示与变速器可能工作档位状态有关的偏差成本。在图12中,x值表示车辆驾驶员需求的转矩量和对于可能的变速器工作档位状态期望的转矩输出(“期望TO”)之间的差值,仅作为一个实例。该期望TO是最接近驾驶员转矩需求的转矩量,其基于考虑所选发动机工作点的输出转矩限制(TO Min和TO Max)以及该特定变速器可能工作档位状态的转矩储备而获得的。表示转矩差值(ΔN*m)的x的量对于车辆运行的同一给定时间点的相同驾驶员转矩需求会根据所考虑的变速器可能工作状态而改变。在一个实施例中,比较给定相同的驾驶员转矩需求下不同变速器可能工作档位状态的x值,可以选择具有最小x值的变速器可能工作档位状态。在另一实施例中,偏差成本(加权因数)可以赋值给具有最小x值的变速器可能工作档位状态,其与表示各种驱动系组件的功率损失的所有部分之和相结合,从而得到一个总共的功率损失值,其可以用来作为以排除其他而选择特定的变速器可能工作档位状态的标准。
通过提供具有所需任意特征的函数,该特征包括但不限于那些由图11偏差成本曲线所示出的特征,可以在特定的情况下甚至是驾驶员转矩需求中所要求的转矩小于最大系统转矩输出时,为给定的驾驶员转矩需求赋值偏差成本。这在图11中由具有Q点处大小的驾驶员转矩需求来表示,其小于TO Max,然而仍有一个赋值给该变速器可能工作档位状态及驾驶员需求的偏差成本。提供这种成本(偏差)驾驶员转矩需求使得可以在驾驶员转矩需求范围内建立一个转矩储备,其位于TO Max到在TO Min和TO Max范围内没有偏差成本赋值的最大转矩之间。提供包含该转矩储备的驾驶员转矩需求的范围,可以有效地将变速器控制系统的优选偏离选择具有TO Max的系统执行部件工作点和变速器工作档位状态,考虑到TO Max大于驾驶员转矩需求一个量,甚至接近于驾驶员转矩需求,该量与驾驶员转矩需求和对于变速器工作档位状态下特定发动机工作点的TO Max之间的差值成比例。包括转矩储备部分可以将偏差标准点TO Max减小为TO Max减去该转矩储备部分,而不是对选择能产生最高TO Max和最低TO Min的系统执行元件工作点进行偏差。这不仅会影响到超出最大传递输出转矩的驾驶员转矩需求,还会影响到小于并且接近最大传递输出转矩的驾驶员转矩需求。当驾驶员转矩需求具有接近用于当前选择的变速器工作档位状态最大传递的大小时降低变速器换档或改变模式的趋势,从而使得机动车辆驾驶性能的提高,例如,当前使用的变速器工作档位状态。在下面的实施例中,未给出转矩储备。
此外,当驾驶员转矩需求超出TO Max(或小于TO Min)时,在这种情况下使用根据本发明的方法而不使用偏差成本,由于事实上计算总的功率损失是基于限于TO Max和TO Min之间的传递输出转矩的,因此丢失了与超出TO Max(或小于TO Min)的驾驶员转矩需求的量相关的信息。根据本发明记录的方法和获得用于驾驶员转矩需求超出TO Max(或小于TO Min)的偏差成本值提供了与超出TO Max的转矩需求的量相关的信息,该信息并入关于将要选择的发动机工作点和可能的变速器工作档位状态的全部选择过程。在一个实施例中,该信息有效的偏置嵌入软件和/或硬件的用于提供如图3中所示的多个数值的搜索引擎,用于定位每个可能的变速器工作档位状态内的发动机工作点,所述每个可能的变速器工作档位状态偏置于提供TO Max最大值(TO Min最小值)。在一个实施例中,基本在车辆行驶过程中驾驶员做出转矩需求时,对于各变速器可能的工作档位状态,与驾驶员转矩需求相关的偏差成本是用于决定图3所示的第一组多个数值的组分之一。
在一个实施例中,图3所示的第一组多个数值中出现的每个数值的计算都包括涉及客观功率损失例如发动机功率损失、电池功率损失、电机功率损失以及变速器功率损失的部分。另一实施例提供了附加的损失成本,包括超过电池电力极限、发动机转矩极限、电机转矩极限的成本和其他人为成本,其可以包括如本文所描述的与驾驶员转矩需求有关的偏差成本。还包括在一个采用基于微处理器搜索引擎的实施例中迭代数据处理方法所产生的部分。
在连续可变工作模式档位状态的情况下,对于各变速器可能工作档位状态,适于该方法的搜索引擎采用如图13所示的坐标轴上PI Min、PI Max、NI Min、NI Max限定的区域,其中PI表示输入给该电动机械混合变速器的功率,NI表示相同的变速器输入速度。搜索引擎随机或者按照任意期望的算法选择在S区域中成对出现的NI和PI,并计算TO Min和TO Max和与所选PI和NI相关的总功率损失,基于驱动系统组件的功率损失和工作条件限制,这些限制或者是系统中固有存在的,或者由车辆工程师设置的。对于大量不同的NI和PI对,重复该方法来为一给定的变速器可能工作状态给出多个不同的TO Min、TO Max和总功率损失。对每个变速器可能工作档位状态重复该方法,并在每个变速器可能工作档位状态的S区域内以及所提供的成对NI和PI产生多个TO Min、TO Max和总功率损失。
对于给定变速器可能工作档位状态,从搜索引擎产生的多个不同的TO Min、TO Max值中,当驾驶员转矩需求大于所产生的该多个不同的TO Max值时,具有与每个变速器可能工作档位状态相关的最高TO Max的成对NI和PI被偏置的选为优选的NI和PI,以减小与图11中输出转矩需求相关的偏差成本,其是总功率损失的多个组成之一。对于驾驶员转矩需求小于所产生的该多个不同的TO Min时,与该最低TO Min值相关的成对NI和PI被偏置的选为优选NI和PI来减小图11中与输出转矩需求相关的偏差成本,其是所考虑的特定变速器可能工作档位状态的总功率损失的多个组成之一。所述混合动力发动机停止状态可以被看作NI和PI为零的连续可变模式;从而确定TO Min、TO Max和总功率损失就无需进行搜索过程。
在固定档位状态的情况下,适于该方法的搜索引擎对于每个变速器可能工作档位状态都采用坐标轴上TI Mim、TI Max限定出的区域,其中TI表示输入给该电动机械混合动力变速器的转矩,其中变速器输入速度由变速器可能工作档位状态的硬件参数预先确定。该搜索引擎随机或者根据任意期望的算法选择在搜索区域中出现的TI,并计算TO Min和TO Max和与所选TI相关的总功率损失,基于驱动系统组件的功率损失和工作条件限制,这些限制或者是系统中固有存在的,或者由车辆工程师设置的。对于大量不同的TI,重复该方法来为给定的变速器可能工作状态提供多个不同的TO Min、TO Max和总功率损失。对每个变速器可能工作档位状态重复该方法,并对于每个变速器可能工作档位状态以及所提供的TI的搜索范围内产生多个TO Min、TO Max和总功率损失。
对于给定变速器可能工作档位状态,从搜索引擎产生的这些多个不同的TO Min、TO Max值中,当驾驶员转矩需求大于所产生的该多个不同的TO Max值时,具有与每个变速器可能工作档位状态相关的最高TO Max值的TI被偏置的选为优选的TI。这减小了图TI中与输出转矩需求相关的偏差成本,其是所考虑的该特定变速器可能工作档位状态的总功率损失的多个组成之一。对于驾驶员转矩需求小于所产生的该多个不同的TO Min时,与该最低TO Min值相关的TI被偏置的选为优选TI来减小图11中与输出转矩需求相关的偏差成本,其是所考虑的该特定变速器可能工作档位状态的总功率损失的多个组成之一。
在一个实施例中,包括当车辆驾驶员做出大于最大可输送的输出转矩的加速转矩需求时,随后产生对于每个变速器可能工作档位状态的多个发动机工作点(连续可变模式时是成对NI和PI,固定档位是TI),其中发动机工作点(连续可变模式时是成对NI和PI,固定档位是TI)各具有与其相关的TO Min、TO Max和总功率损失值,通过相互比较各变速器可能工作档位状态的与所选发动机工作点(连续可变模式时是成对NI和PI,固定档位是TI)有关的点来确定所需的变速器工作档位状态,并选择具有与偏置到其最高TO Max值的点相关的最小总功率损失的工作档位状态,其对应于图12中最小的x值。
在另一实施例中,包括当车辆驾驶员做出小于最小可输送的输出转矩加速的转矩需求时,随后产生对于每个变速器可能工作档位状态的多个发动机工作点(连续可变模式时是成对NI和PI,固定档位是TI),其中发动机工作点(连续可变模式时是成对NI和PI,固定档位是TI)各具有与其相关的TO Min、TO Max和总功率损失值,通过相互比较从具有最小总功率损失的每个变速器可能工作档位状态中选择的与发动机工作点(连续可变模式时是成对NI和PI,固定档位是TI)相关的点来确定所需的变速器工作档位状态,并选择具有与其最低TO Min值相关的最小总功率损失的工作档位状态(对应于图12中最小的y值)。
在一个实施例中,在变速器可能工作档位状态中与发动机工作点(这里使用的发动机工作点与连续可变模式时成对的NI和PI相关,在固定档位的情况下是TI值)相关的或由其确定的车辆工作点,确定与该车辆工作点相关的总功率损失包括结合工作成本,用能量使用率(kW)表示,其中工作成本是基于与该工作档位状态下的车辆驾驶性、燃油经济性、排放、电力消耗以及电池寿命相关的因素给出的。较低的工作成本通常与高转换效率下的低燃油消耗率、低电池电力使用率、工作点下的低排放相关,并考虑该动力传动系统的当前工作档位状态。
与工作在特定点相关的所有功率损失(总功率损失)的总和,该特定点与变速器可能工作档位状态的发动机工作点相关,为所考虑的特定变速器可能工作档位状态中的特定点下运行提供了优选因数(如图3所示的那些因数)。在这种情况下当驾驶员转矩需求大于驱动系可输送的转矩时,在各搜随区域S或者与变速器可能工作档位状态有关的可选范围中与发动机工作点(连续可变模式时是成对NI和PI,固定档位是TI)相关的点倾向于为该变速器可能工作档位状态中产生变速器最大输出转矩(TO Max)的点。根据与驾驶员转矩需求相关的偏差成本严重性,所选的点可以是或者可以不是产生最大输出转矩的点。由于点的选择是基于让总功率损失最小而做出的,与输出转矩需求相关的偏差成本是其一部分,则与输出转矩需求相关的偏差成本越大,选择产生变速器最大输出转矩的点就越有利。对于各变速器可能工作档位状态的搜索区域S或范围可以被检验,例如通过算法,与变速器最大输出转矩易于发生的发动机工作点相关的点为每个变速器可能工作档位状态识别出来。对于每个变速器可能工作档位状态,与变速器最大输出转矩易于发生的发动机工作点相关的点被相互比较,来找出具有最低功率损失的变速器可能工作档位状态,其很可能具有最高输出转矩(TO Max),当车辆驾驶员做出加速转矩需求时,该变速器可能工作档位状态被选择作为的优选变速器工作档位状态,该转矩需求是要向接触路面的车辆驱动轮输送更多的转矩。
类似地,在驾驶员转矩需求小于驱动系可输送的转矩的情况下,与变速器可能工作档位状态相关的发动机工作点相关的点可能被选为倾向于该变速器可能工作档位状态中产生变速器最小输出转矩(TO Min)的点。根据与驾驶员转矩需求相关的偏差成本严重性,所选的点可以是或者可以不是产生最小输出转矩的点。由于点的选择是基于让总功率损失最小化而作出的,与输出转矩需求相关的偏差成本是其中一部分,与输出转矩需求相关的偏差成本越大,选择产生变速器最小输出转矩的点就越有利。对于各变速器可能工作档位状态的搜索区域S或范围可以被检验,例如通过微处理器使用算法检验,且与易于产生变速器最小输出转矩(TO Min)的成对NI和PI相关的点为每个变速器可能工作档位状态识别出来。对于每个变速器可能工作档位状态,与变速器最小输出转矩易于发生的发动机工作点相关的点被相互比较,来确定可能具有最低TO Min的具有最低功率损失的变速器可能工作档位状态,当车辆驾驶员作出减速转矩需求时,该变速器可能工作档位状态被选择作为的优选变速器工作档位状态,该转矩需求是要向接触路面的车辆驱动轮输送较少的转矩。
根据本发明的一个实施例,对于驾驶员转矩需求要求车辆急剧加速(驾驶员转矩需求大于驱动系统可输送转矩的加速水平,且与该输出转矩需求相关的预定偏差成本足够大而足以忽视总功率损失中的其他部分)的情况,确定具有与其相关的具有最小功率损失的发动机工作点自然会导致确定具有TO Max的成对NI和PI,因为具有最高TO Max值的发动机工作点,也具有与其相关的最小功率损失。这种转换对于命令车辆减速的驾驶员转矩需求也是成立的。
因此,在根据本发明实施例的方法中,在配备有本文所述系统的车辆运行期间作出驾驶员转矩需求。由车载微处理器执行的搜索引擎来从与变速器可能工作档位状态相关的搜索区域S或范围中选择第一发动机工作点。计算在搜索区域S或范围中与该发动机工作点相关的TO Max和TO Min值。然后,计算在各自搜索区域S或范围中与该发动机工作点相关的功率损失。作为总功率损失计算的一部分,驾驶员转矩需求和TO Max(或在要求减速转矩的情况下使用TO Min)之间的差值被赋值给偏差成本。通过与变速器可能工作档位状态相关的搜索算法在搜索区域S或范围中选出的每个发动机工作点都重复该过程,得出通过与变速器可能工作档位状态相关的搜索算法在搜索区域S或范围中选出的每个发动机工作点所涉及的成本值。具有最低偏差成本的点必然会具有最高TO Max和最低TO Min值。
因此,根据本发明的方法是关于配平从多个变速器可能工作档位状态中选择变速器工作档位状态,所述多个变速器可能工作档位状态在各自的搜索区域S或范围中所选的发动机工作点(连续可变模式时是成对NI和PI,固定档位是TI,重点在于NI值,如前文所述其用于产生所需的变速器输入曲线)之间,其具有与各变速器可能工作档位状态相关的系统最低功率损失,其包括偏差成本,即将点的选择倾向于选择具有最高TO Max(或最低TO Min)的点。在一些实施例中优选给出对于各种变速器可能工作档位状态在相应的搜索区域S或范围内的具有最低绝对总功率损失的那些发动机工作点,具有与输出转矩需求相关的较大偏差成本,在某些情况下其更关注于满足驾驶员的极端转矩需求。在其他实施例中,可能优选给出对于各种变速器可能工作档位状态在相应的搜索区域S或范围内的具有最低绝对总功率损失的那些发动机工作点,其没有或者有很小的与输出转矩需求相关的偏差成本,因为这种情况下对于满足驾驶员极端转矩需求方面侧重较少,而更多的关注于整体的系统效率。这种是优选让系统性能尽可能地满足驾驶员极端转矩需求,还是让整个系统效率最大化,是由改变决定图11所示的偏差成本曲线形状的函数来控制的。当该函数限定的曲线斜率被选择为更陡峭时,则给满足高于或低于驱动系输出转矩的驾驶员转矩需求更多权重。
如果本发明的方法用于识别要选择哪种变速器可能工作档位状态,则作为选择该特定变速器可能工作档位状态的基础的变速器输入速度NI用作连续可变模式的变速器输入速度。
可以理解的是在本发明范围内允许修改。本发明是特别参考优选实施例及其改进来进行介绍的。进一步的改进和变更可以由阅读和理解本说明书的其他人作出。其应包括落在本发明范围之内的所有改进和变更。
Claims (21)
1.一种控制动力传动系统的方法,该动力传动系统包括与电动机械变速器机械联结的发动机,该电动机械变速器可选择性地工作在多个变速器工作档位状态中的一个状态以及多个发动机状态中的一个状态,所述方法包括:
确定当前变速器工作档位状态和发动机状态;
确定至少一个可能的变速器工作档位状态和发动机状态;
提供驾驶员转矩需求;
确定与当前变速器工作档位状态和发动机状态、与可能的变速器工作档位状态和发动机状态相关联的优选因数;
给当前变速器工作档位状态和发动机状态优选因数优先加权;
并基于与当前变速器工作档位状态和发动机状态相关联的优选因数、与可能的变速器上作档位状态和发动机状态相关联的优选因数和所述驾驶员转矩需求,选择性地命令改变当前变速器工作档位状态和发动机状态,
其中,确定与可能的变速器工作档位状态相关的优选因数包括为每一个可能的变速器工作档位状态提供偏差成本函数。
2.如权利要求1所述的方法,其特征在于:确定与可能的变速器工作档位状态相关的优选因数包括当驾驶员转矩需求超出可传递的输出转矩时在数值上降低可能的变速器工作档位状态的优选性,对于每一个可能的变速器工作档位状态,与所述的驾驶员转矩需求超出所述的可传递的输出转矩的量成比例。
3.如权利要求1所述的方法,其特征在于:每个所述的函数定义了偏差成本线形,所述线形包括成本函数的值基本上是常数的、代表驾驶员转矩需求的一个转矩值范围,和至少一个成本函数对于驾驶员转矩需求是变化的、代表驾驶员转矩需求值的转矩范围,其幅度在当成本函数基本为常数时最大转矩的驾驶员转矩需求,和在考虑到可能的变速器工作档位状态的最大变速器输出转矩之间。
4.如权利要求3所述的方法,其特征在于:所述成本函数基本上为常数的、代表驾驶员转矩需求的转矩值范围中的偏差成本函数值实际上为零。
5.如权利要求3所述的方法,其特征在于:在与对于可能的变速器工作档位状态的驾驶员转矩需求相关的转矩值处,偏差成本函数值与所述与驾驶员转矩需求相关的转矩值超出所述成本函数为常数的最大转矩值的量成比例的变化。
6.如权利要求1所述的方法,其特征在于:所述与可能的变速器工作档位状态和可能的发动机状态相关的优选因数包括新的期望工作档位优选因数。
7.如权利要求6所述的方法,其特征在于:选择性地命令改变变速器工作档位状态和目前的发动机状态,作为一个选择的数值,该数值属于从所述新的期望工作档位优选因数的最小值和最大值组成的组中来选取的所述新的期望工作档位优选因数。
8.如权利要求1所述的方法,其特征在于:进一步包含通过周期性的重复权利要求1中所述的方法来提供连续的迭代。
9.如权利要求8所述的方法,其特征在于:利用来自于预先迭代的新的期望工作档位优选因数来确定与当前变速器工作档位状态和当前发动机状态相关的优选因数。
10.如权利要求7所述的方法,其特征在于:出现于新的期望工作档位优选因数中的一个优选因数被用于给换档执行模块提供信息。
11.如权利要求10所述的方法,其特征在于:所述换档执行模块为所述的变速器当前工作档位状态和发动机在如权利要求1中所述方法的连续迭代时提供数值。
12.如权利要求8所述的方法,其特征在于:所述与可能的变速器工作档位状态和可能的发动机状态相关的优选因数包括新的期望工作档位优选因数。
13.一种用于选择发动机工作点的偏差选择标准的方法,该发动机工作点选自机动车辆中多个可能的变速器工作档位状态的每一个的多个发动机工作点,其中该机动车辆包括与电动机械变速器机械连接的发动机,包括:
提供最小转矩输出值和最大转矩输出值给所述变速器的对于每个可能的变速器工作档位状态中的多个发动机工作点,其中最小值和最大值为每个可能的变速器工作档位状态中的每个发动机工作点确定了可能的转矩输出范围;
为每个可能的变速器工作档位状态中的多个发动机工作点在与其相关联的可能的转矩输出范围内提供偏差成本函数;
提供具有一定转矩大小的驾驶员转矩需求;并
基于所述驾驶员转矩需求的大小将偏差成本赋值给每个可能的变速器工作档位状态中的发动机工作点。
14.如权利要求13所述的方法,其特征在于:基于所述偏差成本函数,偏差成本被赋值给多个可能的变速器工作档位状态的每一个中的可能的发动机工作点,其中由所述驾驶员转矩需求表示的转矩大小超出了所述可能的发动机工作点的可能的转矩输出范围。
15.如权利要求13所述的方法,其特征在于:基于所述偏差成本函数,偏差成本被赋值给所述变速器的多个可能的变速器工作档位状态的每一个中的可能的发动机工作点,其中由所述驾驶员转矩需求表示的转矩大小位于所述可能的发动机工作点的可能的转矩输出范围内。
16.如权利要求13所述的方法,进一步包括基于比较赋值给发动机工作点的偏差成本来从每个可能工作状态选择发动机工作点,其中由所述驾驶员转矩需求表示的转矩大小超出了他们可能的转矩输出范围。
17.如权利要求13所述的方法,进一步包括基于比较赋值给可能的变速器工作档位状态的偏差成本来命令改变变速器工作档位状态,其中由所述驾驶员转矩需求表示的转矩大小超出了他们可能的转矩输出范围。
18.如权利要求13所述的方法,其特征在于:选择导致最低总成本的变速器输入速度,其中总成本包括那些从偏差成本函数导出的功率损失,其中所述偏差成本函数当所述驾驶员转矩需求超出了所考虑的特定变速器可能工作档位状态的可能的输出转矩范围时,倾向于选择可以提供与驾驶员转矩需求最接近的输出转矩的变速器输入速度。
19.一种用于从机动车的可能的变速器工作档位状态中选择变速器工作档位状态的方法,该机动车包括与电动机械变速器机械连接发动机,其包括:
提供具有一定大小的驾驶员转矩需求;
提供配置为执行搜索引擎的车载微处理器,所述搜索引擎用于从包含与可能的变速器工作档位状态相关的可能的发动机工作点的搜索区域内选择第一发动机工作点;
计算驱动系统可以传递的与第一发动机工作点相关的最大和最小输出转矩(TOMax,TOMin);
如果在所述第一发动机工作点确定的参数下运行所述电动机械变速器,通过偏差成本函数将偏差成本赋值给驾驶员转矩需求和所述电动机械变速器可以传递转矩之间的差值;
将与在所述第一发动机工作点确定的参数下运行所述电动机械变速器相关的功率损失求和,来提供总功率损失;
对于在所述搜索区域内的多个发动机工作点循环所述选择、计算、赋值和求和,从而提供该组发动机工作点的总功率损失;
从具有最低功率损失的搜索区域内选择至少一点;
重复所述选择、计算、赋值、求和、循环并选择至少两个可能的变速器工作档位状态;
并基于比较与发动机工作点相关的功率损失,选择性的命令改变变速器工作档位状态。
20.如权利要求19所述的方法,其特征在于:用于选择性命令的发动机工作点是一个具有与之相关联的变速器输入速度的发动机工作点,所述变速器输入速度被用来作为选择特定的变速器工作档位状态的基础。
21.一种用于控制动力传动系统的系统,该动力传动系统包括与电动机械变速器机械连接的发动机,所述动力传动系统可选择的工作在多个变速器工作档位状态中的一个状态和多个发动机状态中的一个状态,所述用于控制动力传动系统的系统包括:
微处理器,被配置为接受数据并提供输出,所述数据包括
第一组优选因数,
涉及所述变速器期望工作档位状态的第二组优选因数,
涉及所述变速器当前工作档位状态的第三组优选因数,
第四组优选因数,所述第四组优选因数包括输入速度行程优选因数;
控制模块,被配置为控制所述变速器换档动作,所述控制模块具有输入和输出,其中从所述微处理器的输出提供给所述控制模块作为输入,此外所述控制模块被配置为向所述微处理器提供所述第三组优选因数作为输入;以及
从所述控制模块有效的电传递输出的电动机械变速器;
基于至少一个驾驶员转矩需求,所述系统充分的被配置为利用赋值给变速器可能的工作档位状态的偏差成本来执行命令改变变速器工作档位状态,所述成本由提供转矩储备的偏差成本函数确定。
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