CN101508289A - 混合动力系系统牵引和稳定性调节过程的发动机转矩控制 - Google Patents

混合动力系系统牵引和稳定性调节过程的发动机转矩控制 Download PDF

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CN101508289A
CN101508289A CNA2008101911764A CN200810191176A CN101508289A CN 101508289 A CN101508289 A CN 101508289A CN A2008101911764 A CNA2008101911764 A CN A2008101911764A CN 200810191176 A CN200810191176 A CN 200810191176A CN 101508289 A CN101508289 A CN 101508289A
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torque
driving engine
engine
input
input torque
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CN101508289B (zh
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A·H·希普
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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Abstract

一种内燃机被机械连接到混合动力变速器上以传递机械动力给输出构件。一种用于控制所述内燃机的方法，包括：基于加速踏板的驾驶员输入确定加速输出转矩请求，以及确定轴转矩响应类型。基于所述加速输出转矩请求确定从发动机到混合动力变速器的优选输入转矩。基于所述加速输出转矩请求和轴转矩响应类型，确定来自可以与混合动力变速器一起起作用的发动机的输入转矩容许范围。当优选输入转矩处于来自发动机的输入转矩容许范围之内时，控制发动机以满足优选输入转矩。当优选输入转矩处于来自发动机的输入转矩容许范围之外时，控制发动机处于来自发动机的输入转矩容许范围之内。

Description

混合动力系系统牵引和稳定性调节过程的发动机转矩控制
相关申请的交叉引用
本申请要求于2007年11月4日提交的美国临时申请No.60/985,256的优先权，该美国临时申请的内容将在此作为参考而被引用。
技术领域
本发明涉及混合动力系系统的控制系统。
背景技术
本部分的叙述仅仅是提供与本发明相关的背景资料，并且可能不构成现有技术。
已公知的混合动力系结构可以包括多种转矩生成装置，其包括内燃机和例如电机的非燃烧机器，这些转矩生成装置通过变速器装置将转矩传递给输出构件。一种典型的混合动力系包括双模式、复合分解、电动机械变速器，其采用从优选为内燃机的原动机动力源接收牵引转矩的输入构件和输出构件。所述输出构件可以连接到用于传递牵引转矩给汽车的动力传动系统。作为马达或者发电机运行的机器可以产生输入到所述变速器的转矩，所述转矩独立于内燃机所产生的转矩输入。所述机器可以将通过车辆动力传动系统传递的车辆动能转换为可储存在贮能装置中的能量。控制系统监控来自车辆和驾驶员的各种输入，并且提供所述混合动力系的运行控制，包括：控制变速器工作状态和换挡，控制转矩生成装置，以及在所述贮能装置和机器当中调节功率互换以便管理所述变速器的包括转矩和转速在内的输出。
发明内容
一种内燃机被机械连接到混合动力变速器上以传递机械动力给输出构件。一种用于控制所述内燃机的方法，包括：基于加速踏板的驾驶员输入确定加速输出转矩请求，以及确定轴转矩响应类型。基于所述加速输出转矩请求确定从发动机到混合动力变速器的优选输入转矩。基于所述加速输出转矩请求和轴转矩响应类型，确定来自可以与混合动力变速器一起起作用的发动机的输入转矩容许范围。当优选输入转矩处于来自发动机的输入转矩容许范围之内时，控制发动机以满足优选输入转矩。当优选输入转矩处于来自发动机的输入转矩容许范围之外时，控制发动机处于来自发动机的输入转矩容许范围之内。
附图说明
下面将结合附图通过实例对一个或多个实施例进行描述，在所述附图中：
图1是根据本发明的一种典型混合动力系的原理图；
图2是根据本发明的控制系统和混合动力系的一种典型结构的原理图；
图3和4是根据本发明的控制模式的示意流程图；并且
图5和6是根据本发明的曲线图。
具体实施方式
现在参考附图，其中所述展示的目的只是为了阐明特定的典型实施例，而不是为了对其进行限制，图1和2示出了一种典型的混合动力系。图1示出了根据本发明的所述典型混合动力系，其包括连接到发动机14的双模式、复合分解、电动机械混合动力变速器10和包括第一和第二电机(′MG-A′)56、(′MG-B′)72的低转速大转矩机械。所述发动机14和低转速大转矩机械，即第一和第二电机56、72，各自产生可以被传输到变速器10的动力。由发动机14以及第一和第二电机56、72所产生并且被传输到变速器10的动力用输入和马达转矩以及转速来描述，其中所述输入和马达转矩在这里分别用TI、TA和TB表示，所述转速在这里分别用NI、NA和NB表示。
所述典型的发动机14包括选择性地运行在若干状态以便经由输入轴12传递转矩给变速器10的多缸内燃机，并且可以是火花点火或者压缩点火发动机。发动机14包括可操作地连接到变速器10的输入轴12的曲轴(未示出)。转速传感器11监测输入轴12的转速。由于在发动机14和变速器10之间的输入轴12上设置的转矩消耗构件，例如液压泵(未示出)和/或转矩管理装置(未示出)，来自发动机14的包括转速和输出转矩的功率输出可以不同于变速器10的输入速度NI和输入转矩TI。
所述典型的变速器10包括三个行星齿轮组24、26和28，以及四个选择性可接合的转矩传递装置，即离合器C1 70、C2 62、C3 73和C4 75。这里，离合器指的是任何一种摩擦转矩传递装置，包括例如单一或者复合圆盘离合器或组件、带式离合器以及制动器。优选为由变速器控制模块(下文称为′TCM′)17控制的液压控制回路42被用作控制离合器状态。离合器C2 62和C4 75优选为包括液压作用的旋转摩擦离合器。离合器C1 70和C3 73优选为包括可以选择性地固定到变速箱68上的液压控制固定装置。每一个离合器C1 70、C2 62、C3 73和C4 75优选为受液压作用，经由液压控制回路42选择性地接收加压的液压流体。
第一和第二电机56、72优选为包括三相交流电机，每个都包括定子(未示出)和转子(未示出)，以及相应的分相器80和82。所述每个电机的电机定子被固定到变速箱68的外部，并且包括定子铁心，所述定子铁心具有从其中延伸出来的绕成线圈的电绕组。第一电机56的转子支撑在经由第二行星齿轮组26连接到轴60的毂衬齿轮上。第二电机72的转子固定地连接到筒形轴毂66上。
每一个分相器(resolver)80和82优选为包括带有分相器定子(未示出)和分相器转子(未示出)的可变磁阻装置。所述分相器80和82适当的设置并且安装在第一和第二56和72中的相应一个上。分相器80和82中相应一个的定子连接到第一和第二电机56和72其中一个的定子上。所述分相器转子连接到相应第一和第二电机56和72的转子。每一个分相器80和82可通讯地(signally)和可操作地(operatively)连接到变速器功率变换器控制模块(下文称为′TPIM′)19，并且各自检测和监测分相器转子相对于分相器定子的轮转位置，从而监控第一和第二电机56和72中相应一个的轮转位置。另外，判断来自分相器80和82的信号输出，以分别提供第一和第二电机56和72的转速，即NA和NB。
所述变速器10包括例如轴的输出构件64，其可操作地连接到车辆(未示出)的动力传动系统90，以便提供例如到车轮93的输出功率，其中一个车轮如图1所示。所述输出功率通过输出转速NO和输出转矩TO来表示。变速器输出轴转速传感器84监测所述输出构件64的转速和旋转方向。每一个车轮93优选为装有适于监测车轮转速的传感器94，以便确定用于制动控制、牵引性能调节和车辆加速控制的车速、独立车轮转速和相对车速，其中所述传感器94的输出由根据图2所示的分布式控制模块系统的控制模块来监控。
来自发动机14的输入转矩以及来自第一和第二电机56、72的马达转矩(分别为TI、TA和TB)通过来自燃油或者存储在电能存储装置(下文称为′ESD′)74中电势的能量转换而产生。所述ESD 74经由直流电输送导体27高压直流电连接到TPIM19。所述输送导体27包括接触器开关38。当所述接触器开关38关闭时，在正常运行时电流可以在ESD 74和TPIM19之间流动。当所述接触器开关38打开时，在ESD 74和TPIM19之间的电流流动中断。响应于满足马达转矩TA和TB的第一和第二电机56、72的转矩命令，TPIM19通过输送导体29在它和第一电机56之间往返传递电能，并且同样地TPIM19通过输送导体31在它和第二电机72之间往返传递电能。根据ESD 74是否处于充电或者放电状态来确定流入和流出ESD 74的电流。
所述TPIM19包括一对功率变换器(未示出)和相应的发动机控制模块(未示出)，所述发动机控制模块设置成接收转矩命令并且由此控制变流器状态，用于提供电机驱动或者回收功能以满足预定马达转矩TA和TB。所述功率变换器包括已公知的补偿三相功率电子装置，并且每一个都包括多个绝缘栅双极晶体管(未示出)，所述绝缘栅双极晶体管用于通过高频转换将来自ESD 74的直流电功率转换为激励第一和第二电机56、72中相应一个的交流功率。所述绝缘栅双极晶体管形成为设置成接收控制命令的开关式电源。通常的三相电机的每一相都有一对绝缘栅双极晶体管。控制所述绝缘栅双极晶体管的状态以提供电机驱动机械动力产生或者电力回收功能。所述三相变流器经由直流电输送导体27接收或者提供直流电功率，并且在它和三相交流功率之间进行转换，所述三相交流功率经由输送导体29被传导给作为马达运行的第一和第二电机56、72，或者经由输送导体31由作为发电机运行的第一和第二电机56、72产生。
图2是所述分布式控制模块系统的示意性方框图。在下文中描述的部件包括整体车辆控制结构的子集，并且提供图1所示典型混合动力系的协作系统控制。所述分布式控制模块系统综合处理相关的信息和输入，并且执行算法以控制各个致动器从而实现控制目标，其包括与燃料经济性、排放物、性能、驾驶性能和硬件设备的防护相关的目标，其中所述硬件设备包括ESD74的电池以及第一和第二电机56、72。所述分布式控制模块系统包括发动机控制模块(下文称为′ECM′)23、TCM17、蓄电池组控制模块(下文称为′BPCM′)21、制动控制模块(下文称为′BrCM′)22和TPIM19。混合动力控制模块(下文称为′HCP′)5提供对所述ECM23、TCM17、BPCM21、BrCM22和TPIM19的管理控制和协调。用户界面(′UI′)13可操作地连接到多个装置，通过这些装置车辆驾驶员进行控制或者指示所述电动机械混合动力系的运行。所述装置包括确定驾驶员转矩请求的加速踏板113(′AP′)、驾驶员制动踏板112(′BP′)、变速器档位选择器114(′PRNDL′)和车速巡航控制(未示出)。所述变速器档位选择器114可以具有离散数量的驾驶员可选位置，包括使输出构件64能够向前和反向的旋转方向。
上述控制模块经由局域网(下文称为′LAN′)总线6同其它的控制模块、传感器和致动器通讯。所述LAN总线6允许在各个控制模块之间的操作参数状态和致动器命令信号的结构化通讯。采用的具体通信协议是专门的。所述LAN总线6和适当的协议保证在上述控制模块以及提供例如防抱死制动、牵引力调节和车辆稳定性等功能的其它控制模块之间的稳定通信和多控制模块接口。可以使用多种通讯总线来改善通讯速度以及提供相当水平的信号冗余度和完整性。在个别控制模块之间的通讯还可以利用直接耦合来进行，例如串行外围接口(′SPI′)总线(未示出)。
所述HCP5提供混合动力系的管理控制，用于协调ECM23、TCM17、TPIM19和BPCM21的运行。以来自用户界面13和包括ESD 74在内的混合动力系的各个输入信号为基础，HCP 5确定各个命令，包括：驾驶员转矩请求、送往动力传动系统90的输出转矩命令(′TCMD′)、输入转矩命令、变速器10使用的转矩输送离合器C1 70、C2 62、C3 73、C4 75的离合器转矩(TCL′)；以及第一和第二电机56、72的转矩命令TA和TB。所述TCM17可操作地连接到液压控制回路42，并且提供包括监控各个压力传感器(未示出)以及生成并传送控制信号到各个螺线管(未示出)的各种功能，从而控制包含在所述液压控制回路42之内的压力开关和控制阀。
所述ECM 23可操作地连接到发动机14，并且用于通过多个离散的线路获得来自传感器的数据以及控制发动机14的致动器，为简单起见所述多个离散的线路用集成双向接口电缆35表示。所述ECM 23接收来自HCP5的输入转矩命令。以监控的发动机转速和负载为基础，ECM 23确定在该点处及时提供给变速器10的实际输入转矩TI，其被传递给HCP5。ECM 23监测来自转速传感器11的输入以确定送至输入轴12的发动机输入速度，其被转换为变速器输入速度NI。ECM 23监测来自传感器(未示出)的输入以确定其它发动机操作参数的状态，包括例如歧管压力、发动机冷却液温度、环境气温和环境压力。例如，发动机载荷可以通过歧管压力或者通过监测加速踏板113的驾驶员输入来确定。ECM23产生并且传送命令信号以控制发动机致动器，包括例如都没有示出的燃料喷射器、点火模块和节流控制模块。
TCM 17可操作地连接到变速器10，并且监测来自传感器(未示出)的输入以确定变速器操作参数的状态。TCM 17产生并且传送命令信号以控制变速器10，包括控制液压控制回路42。从TCM 17到HCP5的输入包括每一个离合器即C1 70、C2 62、C3 73和C4 75的估算离合器转矩，以及输出构件64的旋转输出速度NO其它的致动器和传感器可能用来提供从TCM 17到HCP 5的用于控制目的的附加信息。如下文所述，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的压力调节螺线管(未示出)和移位螺线管(未示出)，以便选择性地激励各个离合器C1 70、C2 62、C3 73和C4 75，从而实现各个变速器操作范围状态。
BPCM21可通讯地连接到传感器(未示出)以监测ESD 74，包括电流和电压参数的状态，从而提供ESD 74的表示电池参数状态的信息给HCP 5。所述电池的参数状态优选为包括蓄电池充电状态、电池组电压、蓄电池温度和由范围PBAT_MIN到PBAT_MAX表示的有效蓄电池动力。
BrCM22可操作地连接到每一个车轮93上的摩擦制动器(未示出)。BrCM22监测对制动踏板112的驾驶员输入，并且产生控制信号以控制摩擦制动器，并且发送控制信号给HCP5以据此操作第一和第二电机56、72。
每一个控制模块ECM23、TCM17、TPIM19、BPCM21和BrCM22优选为通用数字计算机，其包括微处理器或者中央处理器、包括只读存储器(′ROM′)的存储介质、随机存取存储器(′RAM′)、电可编程序只读存储器(′EPROM′)、高速时钟、模数转换(′A/D′)和数模转换(′D/A′)电路、输入输出电路和装置(′I/O′)、以及适当的信号调节和缓冲电路。每一个控制模块具有一组控制算法，包括存储在其中一个存储介质上并且执行以提供每个计算装置的相应功能的常驻程序指令和标定。在所述控制模块之间的信息传输优选为利用LAN总线和SPI总线来完成。所述控制算法在预定周期内执行，因此每个算法每个周期至少被执行一次。利用预置的标定，存储在非易失性存储器装置中的算法通过其中一个中央处理器执行，以监测来自传感装置的输入并且执行控制和诊断程序从而控制致动器的运行。定期执行所述周期，例如在混合动力系正在进行的工作期间的每个3.125、6.25、12.5、25和100毫秒。或者，可以响应某个事件的发生而执行算法。
如下面的表1所示，所述典型的混合动力系选择性地运行在几个操作范围状态的其中之一，所述操作范围状态可以通过发动机状态和变速器状态来描述，其中所述发动机状态包括发动机工作状态(‘ON’)和发动机熄火状态(′OFF′)中的一个，所述变速器状态包括多个固定档位和连续可变运行模式。
表1
Figure A200810191176D00111
在上表中列出了每一个变速器操作范围状态，并且显示了某个特定地离合器C1 70、C2 62、C3 73和C4 75应用于每个操作范围状态。仅仅为了＂固定＂第三行星齿轮组28的外齿轮构件，通过使用离合器C1 70选择了第一连续可变模式，即EVT模式1或者M1。发动机状态可以是ON(′M1_Eng_On′)或者OFF(′M1_Eng_Off)其中之一。为了将轴60连接到第三行星齿轮组28的托架上，通过只使用离合器C2 62选择了第二连续可变模式，即EVT模式2或者M2。发动机状态可以是ON(′M2_Eng_On′)或者OFF(′M2_Eng_Off′)其中之一。对本说明书来说，当发动机状态为OFF时，发动机输入速度等于零转数/分(′RPM′)，即发动机曲轴没有旋转。固定档位操作提供了变速器10的输入-输出速度即Ni/No的固定比率运行。通过使用离合器C1 70和C4 75选择了第一固定档位运行(′G1′)。通过使用离合器C1 70和C2 62选择了第二固定档位运行(′G2′)。通过使用离合器C2 62和C4 75选择了第三固定档位运行(′G3′)。通过使用离合器C2 62和C3 73选择了第四固定档位运行(′G4′)。由于行星齿轮24、26和28中齿轮比的减少，输入-输出速度的固定比率运行随着固定档位运行的增加而增加。第一和第二电机56和72的各自转速NA、NB取决于由离合器限定的机构的内旋转，并且与在输入轴12处测量的输入速度成正比。
响应于通过用户界面收集的对加速踏板113和制动踏板112的驾驶员输入，HCP 5和其它控制模块中的一个或多个确定转矩命令，从而控制转矩致动器以满足在输出构件64处用于传递到动力传动系统90的驾驶员转矩请求。所述转矩致动器优选为包括转矩生成装置，例如发动机14和包括在该实施例中的第一和第二电机56、72在内的低转速大转矩机械。所述转矩致动器优选为还包括转矩传递装置，包括该实施例中的变速器10。以来自用户界面13和包括ESD74在内的混合动力系的输入信号为基础，HCP 5确定驾驶员转矩请求、从变速器10送往动力传动系统90的命令输出转矩、来自发动机14的输入转矩、用于变速器10的转矩输送离合器C1 70、C2 62、C3 73、C4 75的离合器转矩；以及如下所述的分别用于第一和第二电机56、72的马达转矩。
最终的车辆加速可以受其它因素的影响，包括例如道路负载、道路坡度和车辆质量。基于混合动力系的各种运行特性，确定变速器10的所述操作范围状态。这包括如前所述通过加速踏板113和制动踏板112与用户界面13通讯的驾驶员转矩请求。所述操作范围状态可以根据混合动力系转矩要求来判定，所述混合动力系转矩要求由在电能生成模式或者转矩生成模式中操作第一和第二电机56、72的命令所引起。通过最优化算法或者基于驾驶员动力需要、蓄电池充电状态、发动机14以及第一和第二电机56、72的能量效率确定最佳化效率的程序，可以确定所述操作范围状态。基于执行最佳化程序的结果，所述控制系统管理来自发动机14以及第一和第二电机56、72的转矩输入，从而使系统效率最优化，以便管理燃料经济性和蓄电池充电。此外，可以基于元件或者系统中的故障确定操作。HCP 5监测转矩生成装置，并且响应于在输出构件64处为满足驾驶员转矩请求的期望输出转矩而确定来自变速器10所需的功率输出。根据上述说明显而易见地，ESD 74以及第一和第二电机56、72电可操作地连接以便在彼此之间的功率流动。此外，发动机14、第一和第二电机56、72以及电动机械变速器10是机械操作地连接，以便在彼此之间输送功率从而产生送到输出构件64的功率流。
图3示出了一个控制系统结构，其用于控制和管理具有多个转矩生成装置的混合动力系系统中与转矩和功率流相关的信号，下面将参考图1和2的混合动力系系统以及上述控制模块中的以可执行算法和标定形式的其余部分进行描述。所述控制系统结构适用于具有多个转矩生成装置的各种混合动力系系统，包括例如具有单个电机的混合动力系系统以及具有多个电机的混合动力系系统。所述控制系统结构包括送往战略优化控制方案(′战略控制′)310的多个输入，所述战略优化控制方案310根据输出速度和驾驶员转矩请求确定优选的输入速度(Ni_Des′)和优选的操作范围状态(′期望混合范围状态′)，并且根据包括蓄电池功率极限以及发动机14、变速器10、第一和第二电机56和72的响应极限在内的混合动力系的其它工作参数进行最优化。所述战略优化控制方案310优选为通过HCP 5在每个100毫秒周期和每个25毫秒周期内执行。
战略优化控制方案310的输出用于执行换档和发动机启动/停止控制器方案(‘执行换档和发动机启动/停止′)320，从而控制包括操作范围状态变更在内的变速器操作变化(′变速器命令′)。这包括，如果优选的操作范围状态不同于当前操作范围状态，通过控制离合器C1 70、C2 62、C3 73和C4 75中的一个或多个在使用中的变化以及其它的变速器命令，命令执行在操作范围状态方面的改变。可以确定所述当前操作范围状态(‘实际混合范围状态′)和输入速度曲线(′Ni_Prof′)。基于在变速器操作范围状态变化期间的发动机操作命令和驾驶员转矩请求，所述输入速度曲线是对输入速度即将出现的时间-速率变化的一种推测，并且优选为包括作为即将出现的周期的目标输入速度的数量参数值。
战术控制方案(′战术控制与操作′)330在一个控制周期内反复执行，以便确定用于运行发动机14的发动机命令(′发动机命令)，其包括基于输出速度、输入速度和驾驶员转矩请求的从发动机14到变速器10的优选输入转矩，其中所述驾驶员转矩请求包括实时加速输出转矩请求、预测加速输出转矩请求、实时制动输出转矩请求、预测制动输出转矩请求、轴转矩响应类型和变速器的当前操作范围状态。所述发动机命令还包括包含全汽缸工作状态以及一部分发动机汽缸停用和不供油的停缸工作状态之一在内的发动机状态，以及包含供油状态和断油状态之一在内的发动机状态。优选为在ECM 23中确定包括发动机14的优选输入转矩以及在发动机14和输入构件12之间起作用的当前输入转矩(′Ti′)的发动机命令。优选为在TCM17中估算用于每一个离合器C1 70、C2 62、C3 73和C4 75的离合器转矩(′Tcl′)，包括当前使用的离合器和不使用的离合器。
输出和马达转矩确定方案(′输出和马达转矩确定′)340执行以确定来自动力系的优选输出转矩(′To_cmd′)。这包括确定马达转矩命令(′TA′，′TB′)以输送净命令输出转矩到变速器10的输出构件64，所述输出构件64通过控制在该实施例中的第一和第二电机56、72满足驾驶员转矩请求。所述实时加速输出转矩请求、实时制动输出转矩请求、来自发动机14的当前输入转矩和估算使用的离合器转矩、变速器10的当前操作范围状态、输入速度、输入速度曲线和轴转矩响应类型被输入。所述输出和马达转矩确定方案340执行以便在其中一个周期的每次重复期间确定马达转矩命令。所述输出和马达转矩确定方案340包括算法代码，其在6.25毫秒和12.5毫秒周期内定期执行以确定优选的马达转矩命令。
当变速器档位选择器114的驾驶员选定位置命令车辆正向运行时，响应于驾驶员对加速踏板113的输入，所述混合动力系被控制以传送输出转矩到输出构件64，然后与动力传动系统90一起作用从而在车轮上产生牵引转矩以向前推动车辆。类似的，当变速器档位选择器114的驾驶员选定位置命令车辆反向运行时，响应于驾驶员对加速踏板113的输入，所述混合动力系被控制以传送输出转矩到输出构件64，然后与动力传动系统90一起作用从而在车轮上产生牵引转矩以反向推动车辆。优选为，只要所述输出转矩足够克服例如由于道路坡度、空气动力载荷及其它负载而作用在车辆上的外部载荷，推进车辆致使车辆加速。
操作所述动力系系统包括在操作范围状态之间转换变速器操作，其可以包括在换档期间转换到一个或多个中间操作范围状态，并且控制发动机运行以实现目标输入速度。将发动机14的运行从当前速度改变到目标输入速度的能力可以包括执行算法以确定可完成的或者优选的输入构件加速度变化率，例如，包括实时超前输入加速度曲线和预测超前输入加速度曲线在内的优选加速度变化率之一。这包括选择用于控制通过所述动力系系统的动力传送的独立可控制参数。基于来自例如在一个实施例中的第一和第二电机56、72的第一和第二低转速大转矩机械的转矩输出，可以导出用于输入构件的加速度变化率的参数方程。执行算法以同时求解所述参数方程并且确定用于输入构件的优选加速度变化率。可以控制发动机14的运行以实现输入构件12的优选加速度变化率。
BrCM 22命令车轮93上的摩擦制动器施加制动力，并且产生用于变速器10的一个命令，从而响应于对制动踏板112和加速踏板113的净驾驶员输入而产生与动力传动系统90一起起作用的负输出量转矩。优选为所述使用的制动力和负输出量转矩可以使车辆减速并且停止，只要它们足以克服车辆93的车辆动能。所述负输出量转矩与动力传动系统90一起起作用，因此传递转矩给电动机械变速器10和发动机14。通过所述电动机械变速器10起作用的负输出量转矩可以被输送到第一和第二电机56、72，从而产生存储在ESD74中的电功率。
对加速踏板113和制动踏板112的驾驶员输入分别包括可确定的驾驶员转矩请求输入，后者包括实时加速输出转矩请求(′实时加速输出转矩请求)、预测加速输出转矩请求(′预测加速输出转矩请求′)、实时制动输出转矩请求(′实时制动输出转矩请求′)、预测制动输出转矩请求(′预测制动输出转矩请求)和轴转矩响应类型(′轴转矩响应类型′)。这里，术语′加速′是指，当变速器档位选择器114的驾驶员选定位置命令车辆正向运行时，优选为导致增加车辆速度超过当前车辆速度的驾驶员前冲力要求。术语′减速和′制动′是指优选为导致车辆速度低于当前车辆速度的驾驶员请求。所述实时加速输出转矩请求、预测加速输出转矩请求、实时制动输出转矩请求、预测制动输出转矩请求和轴转矩响应类型独立输入到包括战略控制方案330的控制系统中。
所述实时加速输出转矩请求根据当前产生的对加速踏板113的驾驶员输入而确定，并且包括在输出构件64处产生优选为加速车辆的实时输出转矩的请求。所述实时加速输出转矩请求是未定型的，但是可以通过在动力系控制以外影响车辆运行的事件来定型。这样的事件包括在用于防抱死的动力系控制、牵引力调节和车辆稳定性控制中的车辆水平中断，其可用于对所述实时加速输出转矩请求进行定型或者速度限制。
所述预测加速输出转矩请求基于对加速踏板113的驾驶员输入而确定，并且包括在输出构件64处的最优或者优选输出转矩。在正常工作状态期间，例如当没有命令防抱死制动、牵引力调节或者车辆稳定性中的任何一个，所述预测加速输出转矩请求优选为等于实时加速输出转矩请求。当命令防抱死制动、牵引力调节或者车辆稳定性中的任何一个时，所述预测加速输出转矩请求与实时加速输出转矩请求一起保持在优选的输出转矩，其中所述实时加速输出转矩请求响应于与防抱死制动、牵引力调节或者车辆稳定性控制相关的输出转矩命令而减少。
混合制动力矩包括在车轮93处产生的摩擦制动力矩和在输出构件64处产生的输出转矩的混合，所述输出转矩与动力传动系统90一起作用响应于对制动踏板112的驾驶员输入而使车辆减速。
所述实时制动输出转矩请求基于对制动踏板112的当前产生驾驶员输入而确定，并且包括在输出构件64处产生实时输出转矩的请求，其与动力传动系统90一起施加优选为使车辆减速的反作用转矩。所述实时制动输出转矩请求基于对制动踏板112的驾驶员输入和控制摩擦制动器以产生摩擦制动力矩的控制信号而确定。
所述预测制动输出转矩请求包括在输出构件64处的最优或者选的制动输出转矩，其响应于对制动踏板112的驾驶员输入，其中所述制动踏板112承受在输出构件64处产生的与对制动踏板112的驾驶员输入无关的容许最大制动输出转矩。在一个实施例中，在输出构件64处产生的所述最大制动输出转矩被限制在-0.2g。当车辆速度与对制动踏板112的驾驶员输入无关地接近零时，所述预测制动输出转矩请求可以逐步停止到零。依照用户的要求，在预测制动输出转矩请求设置为零的情况下仍然可以处于工作状态，例如，当驾驶员将变速器档位选择器114设置为倒档，以及当分动箱(未示出)设置为四轮驱动低档。当预测制动输出转矩请求设置为零的工作状态是其中由于车辆运行因素致使混合制动不是优选的状态。
所述轴转矩响应类型包括一种输入状态，其用于通过第一和第二电机56、72对输出转矩响应进行定型和速度限制。轴转矩响应类型的输入状态可以是激活状态，优选为包括适当(pleasability)限制状态、最大运行状态和非活动状态。当命令轴转矩响应类型是激活状态时，输出转矩命令是实时输出转矩。优选为用于该响应类型的转矩响应尽可能的快。
预测加速输出转矩请求和预测制动输出转矩请求被输入到战略优化控制方案(′战略控制′)310。所述战略优化控制方案310确定变速器10的期望操作范围状态(′期望混合范围状态′)和从发动机14到变速器10的期望输入速度(Ni Des′)，其构成了送往执行换档和发动机工作状态控制模式(′执行换档和发动机启动/停止′)320的输入。
通过控制采用电子节流控制系统(未示出)的发动机节流阀的位置，包括打开发动机节流阀以增加发动机转矩以及关闭发动机节流阀以降低发动机转矩，能使送往发动机14的吸入空气质量改变，从而可以引起来自发动机14的输入转矩的变化。通过调整点火定时，包括使点火正时从平均最佳转矩点火正时延迟以降低发动机转矩，可以引起来自发动机14的输入转矩变化。所述发动机状态可以在发动机熄火状态和发动机工作状态之间变化，从而导致输入转矩的变化。所述发动机状态可以在全汽缸工作状态和一部分发动机汽缸不供油的停缸工作状态之间变化。可以通过选择性地使发动机14运行在供油状态和发动机旋转但不供油的断油状态之一，从而改变发动机状态。可以通过选择性地使用和不使用离合器C1 70、C2 62、C3 73和C4 75，控制和实现变速器10从第一操作范围状态到第二操作范围状态的执行换档。
参考图1和2的混合动力系系统以及图3的控制系统结构，图4详细示出了用于控制发动机14运行的战术控制方案(′战术控制与操作′)330。所述战略控制方案330包括优选为同时执行的战略优化控制方案350和系统约束控制通路360。所述战略优化控制方案350的输出是发动机状态控制方案370的输入。所述发动机状态控制方案370和系统约束控制通路360的输出是用于控制发动机状态、实时发动机转矩请求和预测发动机转矩请求的发动机响应类型(enginereponse type)确定方案(发动机响应类型确定′)380的输入。
当发动机14包括火花点火发动机时，通过控制利用电子节流控制装置(未示出)的发动机节流阀(未示出)的位置，可以通过控制发动机14的吸入空气质量来实现用输入转矩和输入速度描述的发动机14的工作点。这包括打开节流阀以增加发动机输入速度和输出转矩以及关闭节流阀以降低发动机输入速度和转矩。通过调整点火定时，通常通过使点火正时从平均最佳转矩点火正时延迟以降低发动机转矩，可以实现所述发动机工作点。
当发动机14包括压缩点火发动机时，发动机14的工作点可以通过控制喷射燃油量来实现，并且可以通过使喷油正时从平均最佳转矩喷油正时延迟以降低发动机转矩来调整。
可以通过使发动机状态在发动机熄火状态和发动机工作状态之间变化来实现所述发动机工作点。通过控制发动机状态在全汽缸状态和一部分发动机汽缸不供油和发动机气门停用的停缸状态之间，可以实现所述发动机工作点。所述发动机状态可以包括其中发动机是旋转的但不供油以实施发动机制动的断油状态。
所述战术优化控制方案350作用于基本稳态输入以选择优选的发动机状态，并且确定从发动机14到变速器10的优选输入转矩。所述输入来源于执行换档和发动机工作状态控制方案320。所述战术优化控制方案350包括最佳化方案(′战术最佳化′)354，其确定用于使发动机14运行在全汽缸状态(′全输入转矩′)、停缸状态(′停缸输入转矩′)、全汽缸断油状态(′全缸断油输入转矩′)、断油停缸状态(′断油停缸输入转矩′)和优选发动机状态(′优选发动机状态′)的优选输入转矩。送往所述最佳化方案354的输入包括变速器10的超前操作范围状态(′超前混合运行状态′)、预测超前输入加速度曲线(′预测超前输入加速度曲线′)、每个当前使用离合器的离合器反作用转矩的预测范围(′预测离合器反作用转矩Min/Max′)、预测蓄电池功率极限(′预测蓄电池功率极限′)、用于加速的预测输出转矩请求(′预测加速输出转矩请求′)和用于制动的预测输出转矩请求(′预测制动输出转矩请求′)。用于加速和制动的所述预测输出转矩请求被合并，并且与轴转矩响应类型一起经由预测输出转矩定型滤波器352定型，从而得到输入到最佳化方案354的预测净输出转矩请求(′To Net Prdtd′)和预测加速输出转矩请求(To Accel Prdtd′)。变速器10的超前操作范围状态包括变速器10操作范围状态的时间换档超前，其提供在操作范围状态控制变化和操作范围状态测量变化之间的响应时间滞后。预测超前输入加速度曲线包括输入构件12的预测输入加速度曲线的时间换档超前，其提供在预测输入加速度曲线的控制变化和预测输入加速度曲线的测量变化之间的响应时间滞后。所述最佳化方案354确定使发动机14运行在各种发动机状态的成本，包括发动机运行在供油和全汽缸状态(′PCOST FULL FUEL′)、发动机运行在不供油和全汽缸状态(′PCOSTFULLFCO′)、发动机运行在供油和停缸状态(′PCOST DEAC FUEL′)以及发动机运行在不供油和停缸状态(PCOST DEAC FCO′)。运行发动机14的上述成本与实际发动机状态(‘实际发动机状态′)、容许或者可允许的发动机状态(’允许发动机状态′)一起被输入到稳定性分析方案(′稳定性和标定′)356，以便选择其中一个发动机状态作为优选的发动机状态(′优选的发动机状态′)。
发动机14在供油和断油的全汽缸状态以及供油和断油的停缸状态的优选输入转矩被输入到发动机转矩转换计算器(′发动机转矩转换′)355，并且通过考虑在发动机14和变速器10之间引入的附加及其它负载，使其分别转换为全汽缸状态和停缸状态的优选发动机转矩(′全发动机转矩′和′停缸发动机转矩′)以及断油全汽缸状态和断油停缸状态的优选发动机转矩(′断油全发动机转矩′和′断油停缸发动机转矩′)。运行在全汽缸状态和停缸状态的优选发动机转矩以及优选发动机状态构成发动机状态控制方案370的输入。
运行发动机14的成本包括运行成本，其通常基于包括车辆驾驶性能、燃料经济性、排放物和蓄电池使用率在内的因素来确定。成本被分配到燃油和电力消耗并与之相联系，并且与混合动力系的特定工作点有关。低运行成本通常与高转换效率下的低燃料消耗、低蓄电池动力使用率和每个发动机转速/负载工作点的低排放物相联系，并且考虑到发动机14的当前工作状态。
优选的发动机状态以及全汽缸状态和停缸状态的优选发动机转矩被输入到发动机状态控制方案370，其包括发动机状态机(′发动机状态机′)372。所述发动机状态机372基于优选的发动机转矩和优选的发动机状态确定目标发动机转矩(′目标发动机转矩′)和目标发动机状态(′目标发动机状态′)。所述目标发动机转矩和目标发动机状态被输入到转换过滤器(′转换过滤)374，其监测发动机状态中的任何一种控制转换并且过滤目标发动机转矩以提供过滤目标发动机转矩(′过滤目标发动机转矩′)。发动机状态机372输出一个命令，其表示停缸状态和全汽缸状态其中之一的选择(′DEAC选定′)，并且表示发动机工作状态和减速断油状态其中之一的选择(′FCO选定′)。
停缸状态和全汽缸状态其中之一的选择以及发动机工作状态和减速断油状态其中之一的选择、过滤目标发动机转矩、最小和最大发动机转矩被输入到发动机响应类型确定方案380。
系统约束控制通路360确定在输入转矩上的约束，包括可以通过变速器10起作用的最小和最大输入转矩(′混合最小输入转矩′和′混合最大输入转矩′)。所述最小和最大输入转矩基于对变速器10以及第一和第二电机56、72的约束而确定，所述约束包括在当前周期内影响变速器10的功率以影响输入转矩的离合器转矩和蓄电池功率极限。系统约束控制通路360的输入包括通过加速踏板113测量的实时输出转矩请求(′实时加速输出转矩请求)和通过制动踏板112测量的实时输出转矩请求(′实时制动输出转矩请求′)，它们被合并并且与轴转矩响应类型一起经由实时输出转矩定型滤波器(′实时输出转矩定型′)362定型，从而得到净实时输出转矩(′to Net Immed′)和实时加速输出转矩(toAccel Immed′)。所述净实时输出转矩和实时加速输出转矩被输入到约束方案(′输出和输入转矩约束′)364。约束方案364的其它输入包括变速器的超前操作范围状态、实时超前输入加速度曲线(′实时超前输入加速度曲线′)、每个当前使用离合器的超前实时离合器反作用转矩范围(′超前实时离合器反作用转矩Min/Max′)和包括PBAT_MIN到PBAT_MAX范围的有效蓄电池功率(‘蓄电池功率极限′)。实时超前输入加速度曲线包括输入构件12的实时输入加速度曲线的时间换档超前，其提供在实时输入加速度曲线的控制变化和实时输入加速度曲线的测量变化之间的响应时间滞后。超前实时离合器反作用转矩范围包括离合器的实时离合器反作用转矩范围的时间换档超前，其提供在实时离合器转矩范围的控制变化和实时离合器反作用转矩范围的测量变化之间的响应时间滞后。所述约束方案364确定变速器10的输出转矩范围，然后确定可以基于上述输入通过变速器10起作用的最小和最大容许输入转矩(′最小混合输入转矩′和′最大混合输入转矩′)。由于上述输入的变化，所述最小和最大容许输入转矩可以在正在进行的工作期间变化，包括经由变速器14以及第一和第二电机56、72通过电功率再生增加能量回收。
所述最小和最大容许输入转矩被输入到发动机转矩转换计算器355，并且通过考虑在发动机14和变速器10之间引入的附加及其它负载，被分别地转换为最小和最大发动机转矩(′最小混合发动机转矩′和′最大混合发动机转矩′)。
过滤目标发动机转矩、发动机状态机372的输出以及最小和最大发动机转矩被输入到发动机响应类型确定方案380，其输入发动机命令给ECM23用于控制发动机状态、实时发动机转矩请求和预测发动机转矩请求。所述发动机命令包括可以基于过滤目标发动机转矩确定的实时发动机转矩请求(′实时发动机转矩请求′)和预测发动机转矩请求(′预测发动机转矩请求′)。其它的命令控制发动机状态为发动机供油状态和减速断油状态(′FCO请求′)其中之一以及停缸状态和全汽缸状态(′DEAC请求′)其中之一。另外的输出包括发动机响应类型(′发动机响应类型′)。当过滤目标发动机转矩在介于最小和最大发动机转矩的中间范围之内时，发动机响应类型是非活动的。当过滤目标发动机转矩超过最小和最大发动机转矩(′最小混合发动机转矩′和′最大混合发动机转矩′)的约束之外时，发动机响应类型是激活的，表明需要实时改变发动机转矩，例如通过发动机火花控制和延迟来改变发动机转矩和输入转矩使其落入最小和最大发动机转矩的约束内。
参考图1和2所述典型的动力系系统并且利用图3和4所述的控制系统，图5和6图示了控制混合动力变速器的发动机转矩输入的运行方法。本领域技术人员可以将该方法应用于其它的动力系系统。
图5示出了所述动力系的运行，包括促使控制系统命令实时减少在输出构件64处动力传动系统90的输出转矩的过程，优选为通过可以由牵引力调节过程或者车辆稳定性过程所引起的使轴转矩响应类型从非活动(inactive)状态到活动(active)状态的变化来实现。这导致实时加速输出转矩请求(′实时加速输出转矩请求′)降低。系统约束控制通路360减少可以通过变速器10起作用的最大发动机转矩(′最大混合发动机转矩′)。当可以通过变速器10起作用的最大发动机转矩变成小于由战略优化控制方案350输出的用于运行发动机14的优选发动机转矩(′优选发动机转矩′)时，如点A所示，来自发动机响应类型确定方案380的发动机响应类型输出使发动机响应类型从非活动变为活动。实时发动机转矩请求输出(′实时发动机转矩请求′)与可以通过变速器10起作用的最大发动机转矩一起降低，并且可以通过激活的发动机管理方案来实现，包括延迟提前点火或者提前燃油喷油正时以减少发动机转矩。当可以通过变速器10起作用的最大发动机转矩小于用于运行发动机14的优选发动机转矩期间，该操作持续进行。当可以通过变速器10起作用的最大发动机转矩大于用于运行发动机14的优选发动机转矩，如点B所示，发动机响应类型变为非活动的，并且发动机操作使激活的发动机管理方案中止。随后轴转矩响应类型可以变成非活动的。当轴转矩响应类型从活动状态变为非活动状态，实时和预测输出转矩请求变成等于用于运行发动机14的优选发动机转矩。
图6示出了所述动力系的第二种运行，其中促使控制系统命令实时减少在输出构件64处动力传动系统90的输出转矩的过程，优选为通过可以由牵引力调节过程或者车辆稳定性过程所引起的使轴转矩响应类型从非活动状态到活动状态的变化来实现。实时加速输出转矩请求(′实时加速输出转矩请求′)降低。系统约束控制通路360减少可以通过变速器10起作用的最大发动机转矩(′最大混合发动机转矩′)。当可以通过变速器10起作用的最大发动机转矩保持大于从战略优化控制方案350输出的用于运行发动机14优选发动机转矩(′优选发动机转矩)时，来自发动机响应类型确定方案380的发动机响应类型输出保持与实时发动机转矩请求一样，并且发动机操作是未受影响的。通过输出和马达转矩控制模式的控制，来自动力系系统的输出转矩减少，并且通过其中一个电机消耗发动机功率，优选为产生电功率。
在上文参考一个实施例描述了所述方法和系统，在该实施例中包括发动机14以及机械连接到电动机械变速器10的第一和第二电机56、72。可选的，所述系统可以与具有单个电机的其它电动机械变速器系统(未示出)一起使用。可选的，所述系统可以与具有三个或更多电机的其它电动机械变速器系统(未示出)一起使用。可选的，所述系统可以与利用转矩生成机器和储能装置的其它混合动力传输系统(未示出)一起使用，例如液压机械混合动力传输。
应该理解：落入本发明范围内的变型是被允许的。已经具体地参考所述优选方案及其变型描述了本发明。其它人在阅读和理解了本说明书之后可以想到另外的变型和修改。本发明的意图是包括落入本发明范围之内的所有这类变型和修改。

Claims (18)

1.用于控制机械连接到混合动力变速器以传送动力给动力传动系统的内燃机的方法，包括：
监测加速踏板和制动踏板的驾驶员输入；
基于加速踏板的驾驶员输入确定实时和预测加速输出转矩请求；
确定包括活动的和非活动的响应之一的轴转矩响应类型；
基于所述预测加速输出转矩请求确定从发动机到混合动力变速器的优选输入转矩；
基于所述实时加速输出转矩请求和轴转矩响应类型确定来自与混合动力变速器一起起作用的发动机的输入转矩容许范围；
当优选输入转矩处于来自发动机的输入转矩容许范围之内时，运行发动机以满足优选输入转矩；以及
当优选输入转矩处于来自发动机的输入转矩容许范围之外时，在来自发动机的输入转矩容许范围之内运行发动机。
2.如权利要求1所述的方法，包括当命令进行牵引力调节过程和车辆稳定性过程其中之一时将轴转矩响应类型设置为活动的响应。
3.如权利要求1所述的方法，其中基于加速踏板的驾驶员输入确定实时加速输出转矩请求包括确定加速踏板的当前发生的驾驶员输入以产生实时输出转矩。
4.如权利要求1所述的方法，其中确定预测加速转矩请求包括在动力传动系统处的优选输出转矩。
5.如权利要求1所述的方法，还包括经由混合动力变速器通过动力回收增加来自发动机的输入转矩容许范围，并且当优选输入转矩处于来自发动机的输入转矩容许范围之外时，使发动机运行在来自发动机的输入转矩容许范围之内。
6.如权利要求1所述的方法，还包括基于用于传送机械动力给混合动力变速器的第二发电机的功率极限和混合动力变速器的转矩传送能力，确定可以与混合动力变速器一起起作用的来自发动机的输入转矩容许范围。
7.如权利要求1所述的方法，还包括通过减少来自发动机的功率输出使发动机运行在输入转矩容许范围之内。
8.如权利要求7所述的方法，包括通过延迟发动机的提前点火来减少来自发动机的功率输出。
9.如权利要求7所述的方法，包括通过提前发动机燃油喷射的时间来减少来自发动机的功率输出。
10.如权利要求1所述的方法，还包括通过增加来自发动机的功率输出使发动机运行在发动机转矩容许范围之内。
11.用于控制连接到变速器装置的发动机的方法，所述变速器装置用于将来自发动机和第二动力生成装置的机械动力传送到输出构件，所述方法包括：
监测加速踏板和制动踏板的驾驶员输入，以便确定实时加速转矩请求和预测加速输出转矩请求；
确定包括活动的和非活动之一的轴转矩响应类型；
基于所述预测加速输出转矩请求确定从发动机到变速器的优选输入转矩；
基于所述加速输出转矩请求和轴转矩响应类型，确定来自可以通过变速器起作用的发动机的输入转矩容许范围；
当优选输入转矩处于来自可以通过变速器起作用的发动机的输入转矩容许范围之内时，使发动机运行在优选输入转矩；以及
当优选输入转矩处于来自可以通过变速器起作用的发动机的输入转矩容许范围之外时，使发动机运行在来自发动机的优选输入转矩容许范围之内。
12.如权利要求11所述的方法，其中当轴转矩响应类型是非活动的，基于预测加速输出转矩请求确定来自可以通过变速器起作用的发动机的输入转矩容许范围。
13.如权利要求12所述的方法，其中当轴转矩响应类型是活动的，基于实时加速输出转矩请求确定来自可以通过变速器起作用的发动机的输入转矩容许范围。
14.如权利要求11所述的方法，还包括基于第二动力生成装置的功率极限和变速器的转矩传送能力，确定来自可以通过变速器起作用的发动机的输入转矩容许范围。
15.如权利要求14所述的方法，还包括选择性地使用变速器中的转矩传送离合器，以及基于变速器的选择性使用的离合器的最大反作用转矩确定变速器的转矩传送能力。
16.如权利要求11所述的方法，其中使发动机运行在来自发动机的输入转矩容许范围之内包括控制发动机的提前点火以限制来自发动机的输出转矩。
17.如权利要求11所述的方法，其中使发动机运行在来自发动机的输入转矩容许范围之内包括控制发动机的燃油喷射时间以限制来自发动机的输出转矩。
18.用于控制机械连接到变速器装置的内燃机的方法，所述变速器装置用于在发动机和第二动力生成装置以及输出构件之间传送机械动力，所述方法包括：
监测加速踏板和制动踏板的驾驶员输入；
基于所述加速踏板的驾驶员输入确定加速输出转矩请求；
确定轴转矩响应类型；
基于所述加速输出转矩请求确定从发动机到变速器装置的优选输入转矩；
基于所述加速输出转矩请求、制动力矩请求和轴转矩响应类型，确定来自可以与变速器装置一起起作用的发动机的最大输入转矩；
当优选输入转矩小于来自可以与变速器装置一起起作用的发动机的最大输入转矩时，使发动机运行在优选输入转矩；以及
当优选输入转矩大于来自可以与变速器装置一起起作用的发动机的最大输入转矩时，限制发动机运行在最大输入转矩。
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CN102259645B (zh) * 2010-05-28 2016-03-30 福特全球技术公司 控制车辆的方法及控制提供给车轮的输出的系统
CN110228460A (zh) * 2011-01-13 2019-09-13 卡明斯公司 用于控制混合动力传动系中的功率输出分布的系统、方法和装置
CN103523004A (zh) * 2012-07-03 2014-01-22 福特全球技术公司 用于改善低电量极限时的性能的方法及车辆
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