CN101508295B - 混合动力系系统的控制方法 - Google Patents
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Abstract
本发明涉及混合动力系系统中基于多发动机状态供油消耗的模式、档位、输入速度的优选选择方法，具体地，涉及混合动力系系统的控制方法，所述混合动力系系统包括基于功率消耗在全缸状态和停缸状态其中之一选择性地运行的发动机，所述方法包括确定变速器各工作范围状态的发动机功率消耗，确定系统功率消耗，选择优选的消耗和相应的发动机工作点，选择优选的工作范围状态，选择发动机状态，并基于选定的工作范围状态，选定的发动机状态，和发动机工作点控制发动机。
Description
相关申请的交叉参考
本申请要求2007年11月5日提交的美国临时申请No.60/985,364的权益，在此以引用方式将该临时申请并入本文。
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
本部分中的陈述仅是为了提供与本公开有关的背景信息，可能并不构成现有技术。
已知的混合动力系结构可包括多个转矩产生装置，其包括内燃机和非燃烧发动机(例如电机)，转矩产生装置经过变速器装置将转矩传递到输出元件。一个示例性的动力系包括双模式、复合分配、机电变速器(其利用输入元件接收来自主动力源的牵引转矩，主动力源优选为内燃机)以及输出元件。输出元件可被可操作地连接至机动车的传动系，用于将牵引转矩传递至传动系。电机(作为电动机或发电机运行)独立于内燃机的转矩输入而产生至变速器的转矩输入。电机可以将经过车辆传动系传递的车辆动能转换为能够存储在电能储存装置中的电能。控制系统监控来自车辆和操作者的各种输入，并且提供混合动力系的可操作控制，包括控制变速器运行状态与换挡，控制转矩产生装置，以及调节电能储存装置和电机之间的功率交换来管理变速器的输出(包括转矩和转速)。
发明内容
一种混合动力系系统的控制方法，所述混合动力系系统发动机，所述发动机基于功率消耗或成本(power cost)可选择地在全缸状态和停缸状态其中之一运行，所述方法包括确定变速器各工作范围状态的发动机功率消耗，确定系统功率消耗，选择优选的消耗和相应的发动机工作点，选择优选的工作范围状态，选择发动机状态，并基于选定的工作范围状态，选定的发动机状态，和发动机 工作点来控制发动机。
附图说明
参照附图，通过例子的方式，现将描述一个或多个实施例，其中：
图1是根据本发明的示例性混合动力系的示意图；
图2是根据本发明的控制系统和混合动力系的示例性结构的示意图；
图3-8是根据本发明的控制系统的流程示意图；
图9是根据本发明的功率流动示意图；
图10是根据本发明的数据图；以及
图11是根据本发明的控制系统的流程示意图；
具体实施方式
现参考附图，其中的图示仅用于示出特定示例性实施例，而不用于限制目的，图1和2描绘了示例性的混合动力系。图1中描绘了根据本公开的示例性的机电混合动力系系统，其包括双模式、复合分配、机电混合变速器10，变速器10可操作地连接至发动机14及转矩装置(包括第一与第二电机(MG-A)56与(MG-B)72)。发动机14及第一与第二电机56和72每个均产生可被传递至变速器10的功率。由发动机14及第一与第二电机56和72产生并传递至变速器10的功率通过输入和电动机转矩(本文中分别称为TI，TA，TB)以及速度(本文中分别称为NI，NA，NB)描述。
示例性的发动机14包括多缸内燃机，其可在几种状态下选择性地运行，从而经由输入轴12将转矩传递至变速器10，并且其可以是点燃式或压燃式发动机。发动机14包括可操作地耦接至变速器10的输入轴12的曲轴(未示出)。转速传感器11监控输入轴12的转速。由于将例如液压泵(未示出)和/或转矩管理装置(未示出)的转矩消耗组件放置在发动机14和变速器10之间的输入轴12上，包括转速与发动机转矩的发动机14的功率输出可不同于至变速器10的输入速度NI与输入转矩TI。
示例性的变速器10包括三组行星齿轮装置24、26与28，以及四个选择性地可接合的转矩传递装置，即离合器C170，C262，C373以及C475。如本文中使用的离合器指的是任何类型的摩擦转矩传递装置，例如包括单个或复合盘式离合器或组、带式离合器，以及制动器。优选地由变速器控制模块(以下为TCM)17控制的液压控制电路42可操作用于控制离合器状态。离合器C262 和C475优选地包括使用液压的旋转摩擦离合器。离合器C170和C373优选地包括液压控制的固定装置，固定装置可选择性地接地(ground)至变速箱68。每个离合器C170，C262，C373以及C475均优选地使用液压，经由液压控制电路42选择性地接收加压液压流体。
第一与第二电机56与72优选地包括三相AC电机，每个均包括定子(未示出)与转子(未示出)以及各自的旋转变压器80和82。每个电机的电动机定子接地至变速箱68的外部，并且包括定子铁心，定子铁心具有从其中延伸出来的线圈电绕组。第一电机56的转子被支撑于毂衬齿轮上，毂衬齿轮经由第二行星齿轮装置26可操作地附接至轴60。第二电机72的转子固定地附接至轴套毂66。
每个旋转变压器80和82优选地包括可变磁阻装置，可变磁阻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与82适当地定位并装配在相应的第一与第二电机56与72上。旋转变压器80和82的各自的定子可操作地连接第一和第二电机56和72的定子。旋转变压器转子可操作地连接相应的第一与第二电机56和72的转子。每个旋转变压器80和82信号地且可操作地连接至变速器功率变换器控制模块(以下为TPIM)19，每个TPIM 19传感并监控旋转变压器转子相对于旋转变压器定子的旋转位置，由此监控第一与第二电机56与72的各自旋转位置。此外，中断来自旋转变压器80与82的信号输出来分别提供第一与第二电机56与72的转速，即，NA和NB。
变速器10包括输出元件64，例如可操作地连接至车辆(未示出)的传动系90的轴，以提供输出功率到传动系90，所述功率传递至车轮93(其中一个车轮示于图1)。通过输出转速NO与输出转矩TO表征输出元件64的输出功率。变速器输出速度传感器84监控输出元件64的转速与旋转方向。每个车轮93优选地装配有摩擦制动器94和适于监控轮速VSS-WHL的传感器(未示出)，轮速输出由图2中描述的分布式控制模块系统的控制模块监控来确定车速，以及制动控制、牵引控制和车辆加速度控制的绝对与相对轮速。
来自发动机14的输入转矩及第一与第二电机56与72的电动机转矩(分别为TI，TA及TB)由燃料或存储在电能存储装置(以下为ESD)74中的电势的能量转化而生成。ESD 74经由DC传递导体27高压DC耦接至TPIM 19。传递导体27包括接触器开关38。当接触器开关38闭合时，在正常运行下，电流可以在ESD 74与TPIM 19之间流动。当接触器开关38断开时，中断在ESD 74 与TPIM 19之间的电流。TPIM 19通过传递导体29将电力传递至第一电机56，并且从第一电机56传出电力，TPIM 19类似地通过传递导体31将电力传递至第二电机72，并且从第二电机72传出电力，以此来满足响应于电动机转矩TA与TB的第一与第二电机56与72的转矩指令。根据ESD 74正在充电或放电，电流传递至ESD 74或从ESD 74传出。
TPIM 19包括一对功率变换器(未示出)和各自的电动机控制模块(未示出)，其配置用于接收电动机转矩指令，并且由指令控制变换器状态，以此来提供电动机驱动或再生功能来满足受指令控制的转矩TA和TB。功率变换器包括已知的补偿三相功率电子装置，并且每个补偿三相功率电子装置均包括多个绝缘栅双极晶体管(未示出)，绝缘栅双极晶体管通过高频转换，将ESD 74的DC功率转换为AC功率，为相应的第一与第二电机56与72提供功率。绝缘栅双极晶体管形成配置用于接收控制指令的开关模式电源。每个三相电机的每一相均示例性地存在一对绝缘栅双极晶体管。控制绝缘栅双极晶体管的状态来提供电动机驱动机械功率生成或电力再生功能。三相变换器经由DC传递导体27接收或供给DC功率，并将其转换为三相AC功率或从三相AC功率转换而来，三相AC功率分别经由传递导体29与31被传导至第一与第二电机56与72或从第一与第二电机56与72传导而来，用于第一与第二电机56与72作为电动机或发电机运行。
图2是分布式控制模块系统的示意性框图。以下描述的元件包括整车控制结构的子系统，并提供图1中描绘的示例性动力系的协同系统控制。分布式控制模块系统综合相关信息和输入，并执行算法来控制各种致动器以满足控制目的(包括涉及燃油经济性、排放、性能、驾驶性能以及包括ESD 74的电池及第一与第二电机56与72的硬件保护的目的)。分布式控制模块系统包括发动机控制模块(以下为ECM)23，TCM 17，电池组控制模块(以下为BPCM)21，以及TPIM 19。混合动力控制模块(以下为HCP)5提供ECM 23，TCM 17，BPCM 21与TPIM 19的监管控制与协同。用户界面(UI)13可操作地连接至多个装置，通过用户界面，车辆操作者控制或指挥机电混合动力系系统的运行。所述装置包括加速踏板113(AP)，操作者制动踏板112(BP)、变速器档位选择器114(PRNDL)，以及车速巡航控制(未示出)。PRNDL 114可具有操作者可选择位置的离散数字，包括输出元件64的旋转方向，以实现前进与倒退方向 之一。
前述控制模块经由局域网(以下为LAN)总线6与其它控制模块，传感器，以及致动器相通讯。LAN总线6允许各个控制模块之间的运行参数状态与致动器指令信号的结构化通讯。使用的特定通信协议为专用的。LAN总线6与适当的协议提供用于前述控制模块与其它控制模块(提供包括例如防抱死制动，牵引控制和车辆稳定性的功能)之间的稳定的信息传送及多重控制模块接口连接。多重通讯总线可用于提高通讯速度，并且提供一定级别的信号冗余度与完整性。单个控制模块之间的通讯也可使用例如串行外设接口(SPI)总线(未示出)的直接联接。
HCP5提供混合动力系的监管控制，用于ECM 23，TCM 17，TPIM 19以及BPCM 21的协同运行。基于来自用户界面13以及混合动力系(包括ESD 74)的各种输入信号，HCP5确定操作者转矩需求(或请求)、输出转矩指令、发动机输入转矩指令、变速器10的应用转矩传递离合器C170，C262，C373，C475的离合器转矩，以及第一与第二电机56与72的电动机转矩指令TA和TB。
ECM 23可操作地连接至发动机14，并且用于从发动机14的传感器与控制致动器在多条分离的线路上获取数据，为了简化起见，多条分离的线路以集合的双向接口电缆35示出。ECM 23从HCP5接收发动机输入转矩指令。基于监控的发动机速度与载荷，ECM 23确定当时提供至变速器10的实际发动机输入转矩TI，其被传送至HCP5。ECM 23监控来自转速传感器11的输入来确定发动机对于输入轴12的输入速度，该速度转变为变速器输入速度NI。ECM 23监控来自传感器(未示出)的输入来确定其它发动机运行参数的状态，包括例如歧管压力、发动机冷却温度，环境空气温度以及环境压力。例如，可以由歧管压力，或可替换地由监控操作者对加速踏板113的输入而确定发动机载荷。ECM23产生并传送指令信号来控制发动机致动器，包括例如燃料喷射器、点火模块，以及节气门控制模块，这些均未示出。
TCM 17可操作地连接至变速器10，并且监控来自传感器(未示出)的输入来确定变速器运行参数的状态。TCM 17生成并传送指令信号来控制变速器10，包括控制液压电路42。从TCM 17至HCP5的输入包括估算的每个离合器(即，C170，C262，C373以及C475)的离合器转矩以及输出元件64的输出转速NO。为了控制目的，可使用其它致动器与传感器将附加信息从TCM 17提供至 HCP5。TCM 17监控来自压力开关(未示出)的输入，并且选择性地致动压力控制电磁线圈(未示出)和液压电路42的切换电磁线圈(未示出)，以此来选择性地致动各种离合器C170，C262，C373，以及C475，从而达到如下文所述的各种变速工作范围状态。
BPCM 21信号地连接至传感器(未示出)来监控ESD 74(包括电流与电压参数的状态)来将ESD 74的电池的参数状态的指示信息提供至HCP5。电池的参数状态优选地包括电池充电状态、电池电压、电池温度，以及有效电池功率(指的是PBAT_MIN至PBAT_MAX的范围)。
制动控制模块(以下为BrCM)22可操作地连接至每个车轮93的摩擦制动器94。BrCM 22监控至制动踏板112的操作者输入，产生控制摩擦制动器94的控制信号，并向HCP5发送控制信号来基于HCP5运行第一与第二电机56与72。
每个控制模块ECM 23，TCM 17，TPIM 19，BPCM 21和BrCM22优选地为通用数字计算机，包括微处理器或中央处理器，存储介质，其包括只读存储器(ROM)，随机存取存储器(RAM)，电子可编程只读存储器(EPROM)，高速时钟，模数(A/D)与数模(D/A)电路，输入/输出电路与装置(I/O)，以及适当的信号调节与缓冲电路。每个控制模块都具有一组控制算法，包括存储在存储介质之一中并被执行来提供每个计算机各自功能的驻存程序指令和校准。控制模块之间的信息传递优选地使用LAN总线6与SPI总线来完成。在预设循环周期期间执行控制算法使得每个算法在每个循环周期中执行至少一次。存储在非易失存储装置中的算法由中央处理器之一执行来监控来自传感装置的输入，并且执行控制与诊断程序来通过使用预设校准控制致动器的运行。以规则时间间隔执行循环周期，例如在混合动力系的当前运行过程中每隔3.125，6.25，12.5，25以及100毫秒。可替换地，可响应于事件的发生而执行算法。
示例性的混合动力系选择性地以几种状态之一运行，工作范围状态可通过发动机状态与变速器工作范围状态描述，其中发动机状态包括发动机工作状态(ON)与发动机停止状态(OFF)之一，变速器状态包括多个固定档位与连续变量运行模式，以下参照表1描述。
表1
表中描述了每个变速器工作范围状态并指示每个工作范围状态中使用的是特定离合器C170，C262，C373以及C475中的哪个。为了“接地”第三行星齿轮装置28的外部齿轮元件，仅通过使用离合器C170来选择第一连续变量模式，即EVT模式1，或者M1。发动机状态可以为ON(M1_Eng_On)或OFF(M1_Eng_Off)之一。仅通过使用离合器C262来选择第二连续变量模式，即EVT模式2，或者M2，以此来将轴60连接至第三行星齿轮装置28的承载件。发动机状态可以为ON(M2_Eng_On)或者OFF(M2_Eng_Off)之一。为了本说明书的目的，当发动机状态为OFF时，发动机输入速度等于每分钟零转(RPM)，即发动机曲轴不旋转。固定档位运行提供变速器10的输入/输出速度的固定比率运行，即NI/NO。通过使用离合器C170和C475来选择第一固定档位运行(G1)。通过使用离合器C170和C262来选择第二固定档位运行(G2)。通过使用离合器C262和C475来选择第三固定档位运行(G3)。通过使用离合器C262和C373来选择第四固定档位运行(G4)。由于行星齿轮24，26及28中降低的传动比，因此输入/输出速度的固定比率运行随着升高的固定档位运行而提高。第一与第二电机56与72各自的转速NA和NB取决于由离合器限定的机构内部转速，并且与输入轴12处测量的输入速度成比例。
响应于由用户界面13获取的经由加速踏板113与制动踏板112的操作者输入，HCP5及一个或多个其它控制模块确定转矩指令来控制转矩产生装置(包括发动机14和第一与第二电机56与72)，以此来满足在输出元件64处并且传递至传动系90的操作者转矩需求。基于来自用户界面13和包括ESD74的混合 动力系的输入信号，HCP5确定操作者转矩需求，从变速器10至传动系90的受指令控制的输出转矩，来自发动机14的输入转矩，变速器10的转矩传递离合器C170、C262、C373、C475的离合器转矩；以及第一与第二电机56与72各自的电动机转矩，如下所述。
最终的车辆加速度会受其它因素的影响，包括例如道路载荷，道路坡度，以及车辆重量。基于混合动力系的运行特性，确定发动机状态和变速器工作范围状态。这包括操作者转矩需求，其如前所述通过加速踏板113和制动踏板112传送至用户界面13。变速器工作范围状态和发动机状态能够以由指令产生的混合动力系转矩要求为基础，在电能生成模式或转矩生成模式中运行第一与第二电机56与72。变速器工作范围状态和发动机状态可以由最佳算法或程序确定，其基于操作者对功率，电池充电状态，以及发动机14及第一与第二电机56与72的能量效率的要求而确定最佳系统效率。控制系统基于执行的最佳程序的结果来管理发动机14及第一与第二电机56与72的转矩输入，因此最佳化系统效率来管理燃料经济性与电池充电。而且，可以基于组件或系统中的故障确定运行。HCP5监控转矩产生装置，并且确定输出元件64处所需的变速器10的功率输出，其满足操作者转矩需求同时满足其它动力系运行要求(例如给ESD74充电)。如从以上描述中显而易见的，ESD 74及第一与第二电机56与72电动可操作地耦接，用于传递它们之间的功率流。而且，发动机14，第一与第二电机56与72，以及机电变速器10机械可操作地耦接来传递它们之间的功率，从而产生至输出元件64的功率流。
图3显示了一种控制系统结构，用于控制和管理在具有多个转矩产生装置的混合动力系系统中的信号流，其在下文参照图1和2的混合动力系系统描述，并以可执行的算法或校准的形式贮存在上述控制模块中。控制系统结构也可应用于具有多个转矩产生装置的可替换混合动力系系统，包括例如具有发动机和单个电机的混合动力系系统、具有发动机和多个电机的混合动力系系统。可替换地，混合动力系系统可以使用非电转矩产生装置和能量存储系统，例如使用液压动力转矩装置的液压-机械混合动力变速器(未示出)。
在运行中，加速踏板113和制动踏板112的操作者输入被监控来确定操作者转矩需求。操作者对加速踏板113和制动踏板112的输入包括独立可确定的操作者转矩需求输入，其包括即时加速输出转矩需求，预测加速输出转矩需求， 即时制动输出转矩需求，预测制动输出转矩需求和轴转矩响应类型。如本文所使用的，术语“加速”指的是当变速器档位选择器114的操作者选择位置指令控制车辆向前运行时，优选地导致车辆在当前车速上加速的向前驱动的操作者需求。术语“减速”和“制动”指的是优选地导致车速在当前车速上减速的操作者需求。即时加速输出转矩需求、预测加速输出转矩需求、即时制动输出转矩需求、预测制动输出转矩需求和轴转矩响应类型是到控制系统的独立输入。另外，监控发动机14和变速器10的运行以确定输入速度(Ni)和输出速度(No)。即时加速输出转矩需求是基于当前发生的到加速踏板113的操作者输入确定的，且包括优选地在输出元件64处产生即时输出转矩使车辆加速的需求。预测加速输出转矩需求是基于到加速踏板113的操作者输入确定的并包括在输出元件64处的最佳或优选的输出转矩需求。预测加速输出转矩需求优选地等于在正常运行条件下的即时加速输出转矩需求，例如当防抱死制动、牵引控制或车辆稳定性中的任何一个不被命令时。当防抱死制动、牵引控制或车辆稳定性中的任何一个被指令控制时，预测加速输出转矩需求保持优选的输出转矩而即时加速输出转矩需求减少以响应与防抱死制动、牵引控制或车辆稳定性控制相关的输出转矩指令。
即时制动输出转矩需求是基于当前发生的到制动踏板112的操作者输入确定的，且包括在输出元件64处产生即时输出转矩来以传动系90对作用转矩施加作用而优选地使车辆减速的需求。预测制动输出转矩需求包括在输出元件64处最佳或优选的制动输出转矩以响应操作者对制动踏板112的输入，所述最佳或优选的制动输出转矩受最大制动输出转矩影响，最大制动输出转矩允许不考虑操作者对制动踏板112的输入。在一个实施例中，在输出元件64处产生的最大制动输出转矩被限制到-0.2g。当不考虑操作者对制动踏板112的输入，车速接近0时，预测制动输出转矩需求可逐渐减小到零。当由操作者指令控制时，可能存在将预测制动输出转矩需求设置为零的运行条件，例如，当变速器档位选择器114的操作者设置被设定为倒车档时，以及当变速箱(未示出)设置为四轮驱动低档位时。
战略控制系统310基于输出速度和操作者转矩需求，同时还基于混合动力系的其他运行参数，包括电池功率极限和发动机14、变速器10以及第一和第二电机56和72的响应极限，来确定优选输入速度(输入速度描述，Ni_Des)，优 选发动机状态及变速器工作范围状态(混合动力范围状态描述，Hybrid RangeState Des)。预测加速输出转矩需求和预测制动输出转矩需求输入到战略控制系统310。战略控制系统310在每100毫秒循环周期和每25毫秒循环周期内优选地由HCP5执行。所需的变速器10工作范围状态和从发动机14到变速器10的所需输入速度被输入到换挡执行和发动机启/停控制系统320。
换挡执行和发动机启/停控制系统320指令控制变速器运行中(变速器指令)的变化，包括基于动力系系统的输入和运行改变工作范围状态。这包括，如果优选的工作范围状态不同于当前的工作范围状态，通过指令控制一个或多个离合器C170，C262，C373和C475中的应用和其他变速器指令，执行变速器工作范围状态中的变化的命令。可确定当前的工作范围状态(实际混合动力范围状态)和输入速度曲线(Ni_Prof)。输入速度曲线是即将到来的输入速度的估计，且优选包括标量参数值，该标量参数值是即将到来的循环周期的目标输入速度。发动机运行指令和操作者转矩需求基于变速器工作范围状态转换期间的输入速度曲线。
战术控制系统(战术控制和操作)330在控制循环周期内的一个期间执行，以确定用于操作发动机14的发动机指令，包括基于输出速度、输入速度和包含即时加速输出转矩需求、预测加速输出转矩需求、即时制动输出转矩需求、预测制动输出转矩需求、轴转矩响应类型和变速器当前工作范围状态的操作者转矩需求，从发动机14到变速器10的优选输入转矩。发动机指令还包括；两类发动机状态，第一类是包括全缸工作状态和停缸工作状态其中之一的发动机状态，第二类是包括供油状态和停止供油状态之一的发动机状态，其中停缸工作状态是指部分发动机油缸停止运行且不供油的状态。包含发动机14的优选输入转矩和在发动机14与输入元件12之间起作用的当前输入转矩(Ti)的发动机指令优选在ECM23中确定。优选在TCM17中评估，包括当前应用离合器和非应用离合器的每个离合器C170，C262，C373和C475的各自离合器转矩(Tcl)。
执行输出和电动机转矩确定系统340以确定来自动力传动系的优选输出转矩(输出转矩指令)。这包括通过在本实施例中控制第一和第二电机56和72来确定电动机转矩指令(TA，TB)以将净指令输出转矩传递到变速器10的输出元件64，以此来满足操作者转矩需求。即时加速输出转矩需求、即时制动输出转矩需求、来自发动机14的当前输入转矩和估计应用离合器转矩、变速器10的 当前工作范围状态、输入速度、输入速度曲线和轴转矩响应类型被输入。执行输出和电动机转矩确定系统340以确定一个循环周期的每次重复期间的电动机转矩指令。输出和电动机转矩确定系统340包括在6.25毫秒和12.5毫秒循环周期期间规律地执行以确定优选的电动机转矩指令的算法代码。
当变速器档位选择器114的操作者选择位置指令控制车辆在向前运行时，控制混合动力系以响应到加速踏板113的操作者输入，从而将输出转矩传递到输出元件64与动力传动系统90相作用以产生在车轮93上的牵引转矩，以此来向前推进车辆。类似地，当变速器档位选择器114的操作者选择位置命令车辆在相反的方向运行时，控制混合动力传动系以响应到加速踏板113的操作者输入从而将输出转矩传递到输出元件64与动力传动系统90相作用以产生在车轮93上的牵引转矩在相反方向上推进车辆。优选地，只要输出转矩足够克服车辆上的外部载荷，例如，由于道路坡度、空气动力载荷和其他载荷引起的，推进车辆就会产生车辆加速度。
图4详细示出了在战略最佳控制系统310中的信号流，该系统包括战略管理器220，工作范围状态分析器260，以及状态稳定性和判优模块280以确定优选输入速度(Ni_Des)和优选变速器工作范围状态(混合动力范围状态描述)。战略管理器220监控输出速度No，预测加速输出转矩需求和有效电池功率PBAT_MIN到PBAT_MAX。战略管理器220确定哪个变速器工作范围状态是允许的，并确定包含战略加速输出转矩需求和战略净输出转矩需求的输出转矩需求，所有这些与系统输入和功率消耗输入一起输入到工作范围状态分析器260。工作范围状态分析器260基于操作者转矩需求、系统输入、有效电池功率和功率消耗输入产生用于每个允许工作范围状态的优选功率消耗(P*cost)和相关输入速度(N*i)。用于每个允许工作范围状态的优选功率消耗和相关输入速度被输入到状态稳定性和判优模块280，其基于这些输入选择优选的工作范围状态和优选的输入速度。
图5示出了工作范围状态分析器260。工作范围状态分析器260在包括允许的工作范围状态的每个候选工作范围状态中执行搜索，所述允许的工作范围状态包括M1(262)、M2(264)、G1(270)、G1(272)、G3(274)和G4(276)，从而确定转矩致动器的优选运行，所述转矩致动器即本实施例中的发动机14及第一和第二电机56和72。优选运行优选地包括运行混合动力系系统的最小功率消耗和响 应操作者转矩需求在候选工作范围状态中运行的相关发动机输入。相关发动机输入包括响应并优选满足操作者转矩需求的优选发动机输入速度(Ni*)、优选发动机输入功率(Pi*)和优选发动机输入转矩(Ti*)中的至少一个。当发动机14处于发动机关闭状态时，工作范围状态分析器260估算M1-发动机关闭(264)和M2-发动机关闭(266)以确定响应和优选满足操作者转矩需求而运行混合动力系系统的优选消耗(P*cost)。
图6示意地显示了一维搜索系统610的信号流。在本实施例中包含最小和最大输入转矩(TiMin/Max)的一个可控输入的范围被输入到一维搜索模块415中。一维搜索模块415迭代地产生范围在最小和最大输入转矩之间的候选输入转矩(Ti(j))，其每一个都被输入到最佳函数(Opt To/Ta/Tb)440进行n次搜索迭代。到最佳函数440的其他输入包括系统输入，所述系统输入优选地包括电池功率、离合器转矩、电动机运行、变速器和发动机运行、特定工作范围状态和操作者转矩需求的参数状态。最佳函数440响应于候选工作范围状态的操作者转矩需求基于系统输入来确定包含输出转矩、电动机转矩和与候选输入转矩相关的电池功率(To(j)，Ta(j)，Tb(j)，Pbat(j)，Pa(j)，Pb(j))的变速器运行。输出转矩、电动机转矩、相关的电池功率及功率消耗输入被输入到消耗函数450，其执行以确定在响应操作者转矩需求的候选输入转矩下在候选工作范围状态中运行动力系的功率消耗(Pcost(j))。一维搜索模块415迭代地产生超过输入转矩范围的候选输入转矩并确定与其相关的功率消耗来识别优选输入转矩(Ti*)和相关的优选消耗(P*cost)。优选输入转矩(Ti*)包括在导致候选工作范围状态的最小功率消耗(即优选消耗)的输入转矩范围内的候选输入转矩。
图7显示了工作范围状态分析器260的模块262和264中执行的每个连续变量模式M1和M2的优选运行。这包括基于前面确定的输入速度将图8和图6示出的二维搜索系统620的执行与用一维搜索系统610执行的一维搜索的执行相结合，其可被(输入速度稳定性和判优)615判优以确定工作范围状态的优选消耗(P*cost)和相关的优选输入速度(N*i)。如图7所描述的，二维搜索系统620确定第一优选消耗(2D P*cost)和相关的第一优选输入速度(2D N*i)。优选输入速度(N*i)被输入到二维搜索系统620和加法器612。加法器612将优选输入速度和输入速度的时间率变化(NI_DOT)与预设时间段(period)(dt)的乘积相加。结果与由二维搜索系统620确定的第一优选输入速度一起输入到开 关605。控制开关605将来自加法器612的结果或由二维搜索系统620确定的第一优选输入速度输入到一维搜索系统610。当动力系系统运行在再生制动模式中运行时(例如，当操作者转矩需求包括在输出元件64处产生即时输出转矩以传动系90对作用转矩施加作用而优选地使车辆减速的需求时)，控制开关605将由二维搜索系统620确定的第一优选输入速度输入到一维搜索系统610(如图所示)。当操作者转矩需求不包括再生制动时，控制开关605到第二位置(未示出)以输入来自加法器612的结果。执行一维搜索系统610以用一维搜索系统610确定第二优选消耗(1D P*cost)，其被输入到输入速度稳定性和判优模块615以选择最终优选消耗和相关的优选输入速度。
图8示意性地显示了用于二维搜索系统620的信号流。两个可控输入的范围(在本实施例中包括最小和最大输入速度(NiMin/Max)及最小和最大输入功率(PiMin/Max))被输入到二维搜索模块410。在另一个实施例中，两个可控输入可包括最小和最大输入速度及最小和最大输入转矩。二维搜索模块410迭代地产生范围在最小和最大输入速度和功率之间的候选输入速度(Ni(j))和候选输入功率(Pi(j))。候选输入功率优选转换成候选输入转矩(Ti(j))(412)。各候选输入速度(Ni(j))和候选输入转矩(Ti(j))输入到最佳函数(OptTo/Ta/Tb)440以进行n次搜索迭代。到最佳函数440的其他输入包括优选地包含电池功率、离合器转矩、电动机运行、变速器和发动机运行、特定工作范围状态和操作者转矩需求的参数状态的系统输入。最佳函数440基于系统输入和候选工作范围状态的操作者转矩需求来确定包含输出转矩、电动机转矩和与候选输入转矩和候选输入速度相关的电池功率(To(j)，Ta(j)，Tb(j)，Pbat(j)，Pa(j)，Pb(j))的变速器运行。输出转矩、电动机转矩和相关的电池功率及功率消耗输入被输入到消耗函数450，其执行以确定在响应于候选工作范围状态中的操作者转矩需求的候选输入功率和候选输入速度下运行动力系的功率消耗(Pcost(j))。二维搜索模块410迭代地产生超过输入速度范围和输入功率范围的候选输入功率和候选输入速度并确定与其相关的功率消耗来识别优选输入功率(P*)和优选输入速度(Ni*)及相关的优选消耗(P*cost)。优选输入功率(P*)和优选输入速度(Ni*)包括导致候选工作范围状态的最小功率消耗的候选输入功率和候选输入速度。
图9根据上述示例性动力系系统，示意性地显示了通过混合动力系系统的功率流和功率损失。具有来自燃料存储系统9的第一功率流动路径，其将燃料 功率(PFUEL)传递到发动机14，并将输入功率(PI)传递到变速器10。在第一流动路径中的功率损失包括发动机功率损失(PLOSS ENG)。具有第二功率流动路径，其将来自ESD74的电功率(PBATT)传递到TPIM19，并将电功率(PIN ELEC)传递到第一和第二电机56和72，第一和第二电机56和72将电动机功率(PMOTOR MECH)传递到变速器10。在第二功率流动路径中的功率损失包括电池功率损失(PLOSSBATT)和电动机功率损失(PLOSSMOTOR)。TPIM19具有在系统中供给电动载荷(HV Loads)的电功率载荷(PHV LOAD)，其可包括低压电池存储系统(未示出)。变速器10在系统(惯性存储)中具有的机械惯性功率载荷输入(PINERTIA)，其优选地包括发动机14和变速器10的惯性。变速器10具有机械功率损失(PLOSS MECH)和功率输出(POUT)，功率输出(POUT)当以轴功率(PAXLE)形式传递到传动系时可被制动器功率损失(PLOSS BRAKE)影响。
到消耗函数450的功率消耗输入是基于与车辆驾驶性能、燃油经济性、排放和电池使用率相关的因素确定的。功率消耗被分配且与燃油和电功率消耗相关并与混合动力系的特定工作点相关。低的运行消耗可与各发动机速度/载荷工作点的高转化效率时低的燃油消耗，低电池功率使用率和低排放相关，且考虑发动机14的候选工作状态。如上面所述，功率消耗可包括与在特定工作点运行混合动力系相关的发动机功率损失(PLOSS ENG)、电动机功率损失(PLOSS MOTOR)、电池功率损失(PLOSS BATT)、制动器功率损失(PLOSS BRAKE)和机械功率损失(PLOSS MECH)，所述工作点包括输入速度、电动机速度、输入转矩、电动机转矩、变速器工作范围状态和发动机状态。
优选的运行消耗(PCOST)可通过计算总的系统功率损失PLOSS TOTAL和相应的消耗损失(penalty)而确定。总的系统功率损失PLOSS TOTAL包括所有的动力系系统功率损失且包括发动机功率损失PLOSS ENG、电动机功率损失PLOSS MOTOR、电池功率损失PLOSS BATT、制动器功率损失PLOSS BRAKE和机械功率损失PLOSS MECH。
发动机14中的发动机功率损失包括由于燃油经济性、废气排放、机械系统(例如，齿轮、泵、带、滑轮、阀、链条)中的损失、电动系统(例如，电线阻抗，开关和螺线管损失)中的损失和热损失引起的功率损失。发动机功率损失可基于输入速度和输入转矩和/或输入速度和输入功率确定用于各工作范围状态。
图10图示地示出了作为示例性发动机的输入速度(Ni)和输入功率(Pi)的函数绘制的发动机功率损失值(EngPwrLoss)。这包括图10中描述的在全缸工作状态运行的工作范围和在停缸工作状态运行的允许工作范围。全缸工作状态和停缸工作状态的功率/速度工作范围可基于在各功率/速度工作点的发动机功率损失PLOSS ENG预定且在运行进行期间可更新。可替换地，发动机14的工作范围可基于输入转矩和输入速度指示。消耗函数450确定在全缸工作状态和停缸工作状态运行发动机14的发动机功率损失PLOSS ENG。
图11显示了例如在运行进行期间确定发动机功率损失PLOSS ENG的程序的流程图。修正因子基于发动机工作条件，包括例如，大气压力、冷却剂温度和排放物。发动机功率损失PLOSS ENG可基于实际的发动机输入功率并根据预定列表数据确定，所述列表数据优选地通过发动机工作点(例如，发动机转矩和速度)指示。产生发动机功率损失的优选方法应用如下的损失等式：
PLOSS ENG＝ηMAX_fuel*QFUEL-POUT+CF [1]
其中
ηMAX_fuel是描述在最大燃油效率下每工作燃料流动率中最大发动机功率输出的效率项，
QFUEL是工作燃料流动率(Fuel_Flow)，
POUT是到变速器10的发动机输入功率，以及
CF是考虑到非标准发动机工作条件，例如变化和大气压力和冷却剂温度的修正因子。
可用动力计试验来建立基线效率项ηMAX_fuel以及对超过发动机转矩和速度组合范围的相对发动机损失进行收集和制表。如上所示，通过从最大燃油效率、工作燃料流动率QFUEL下的最大发动机功率中减去实际的发动机输入功率POUT并加上修正因子CF来得到发动机功率损失PLOSS ENG。修正因子CF可存储在其中一个控制模块的存储设备的预定校准表中，确定发动机工作条件的范围。当发动机工作条件变化时修正因子CF变化，反映在变化的发动机工作条件下的发动机功率损失PLOSS ENG。
工作燃料流动率QFUEL是基于发动机状态确定的，例如全缸工作状态或停缸工作状态。优选的发动机状态是基于相对于全缸工作状态和停缸工作状态的功 率/速度工作范围所需的发动机工作点(如图10所示)和激活标准而确定的。激活标准包括例如冷却剂温度、发动机油温、存在的诊断错误和磁滞因素。优选地，仅当满足所有的激活标准时发动机14在停缸工作状态运行。当不满足激活标准时，发动机14在停缸工作状态不运行。预定的燃油消耗表包含各发动机状态的燃料流动数据并优选通过发动机速度和功率指示。如果满足激活标准且停缸工作状态中的运行受指令控制，当所需的发动机工作点在停缸工作状态区域内时，燃油消耗表返回用于在停缸工作状态运行发动机14的燃料流动率。如果不满足激活标准，使用在全缸工作状态运行发动机14的燃料流动率。当所需的发动机工作点在全缸工作状态区域内而不是在停缸工作状态区域内时，燃油消耗表返回用于在全缸工作状态运行发动机14的燃料流动率。优选地，全缸工作状态区域包含发动机14的整个速度/载荷工作区间。
因此，在固定档位运行中，即在本文描述的实施例中的G1、G2、G3和G4的固定档位工作范围状态的其中一个中，包含到消耗函数450的发动机功率消耗的功率消耗输入可基于各候选输入转矩Ti(j)在一维搜索系统610的每个迭代期间确定。在模式运行中，即在本文描述的实施例中的M1和M2的持续变量模式工作范围状态的其中一个中，包含到消耗函数450的发动机功率消耗的功率消耗输入可基于各候选输入功率Pi(j)和各候选输入速度Ni(j)在搜索系统620的每个迭代期间确定。
状态稳定性和判优模块280选择优选的变速器工作范围状态(混合动力范围状态描述)，其优选为与工作范围状态分析器260输出的允许工作范围状态的最小优选消耗相关的变速器工作范围状态，其考虑到了与判优作用相关的因子，所述判优作用改变变速器运行的工作范围状态而导致稳定的动力系运行。优选输入速度(Ni_Des)是与包含优选发动机输入速度(Ni*)、优选发动机输入功率(Pi*)和优选发动机输入转矩(Ti*)的优选发动机输入有关的发动机输入速度，其响应并优选地满足选定的优选工作范围状态的操作者转矩需求。
应当理解的是，在本公开的范围内可以进行各种修改。本公开具体参考优选实施例及其修改进行了描述。通过阅读和理解本说明书，可出现其他进一步的修改和替换。其旨在涵盖进入本公开范围内的所有修改和替换。
Claims (10)
1.一种动力系运行的控制方法，所述动力系包括耦接到混合动力变速器的输入元件上的发动机，所述混合动力变速器包括第一和第二转矩产生装置以传递功率到输出元件，所述发动机可选择地在全缸状态和停缸状态中的一个运行，所述方法包括：
确定操作者转矩需求；
执行搜索模块以迭代地选择候选发动机工作点，所述搜索模块基于一定的算法在输入到其的可控输入范围内的值中进行搜索；
确定各候选发动机工作点的发动机功率损失，其中，所述发动机功率损失是从最大燃油效率、工作燃料流动率下的最大发动机功率中减去实际的发动机输入功率并加上修正因子来获得；
基于所述候选发动机工作点和所述操作者转矩需求确定来自所述第一和第二转矩产生装置的转矩输出；
确定各候选发动机工作点的总的系统功率损失，所述总的系统功率损失包括所有的动力系系统功率损失且包括发动机功率损失、电动机功率损失、电池功率损失、制动器功率损失和机械功率损失；
选择具有最小总的系统功率损失的所述候选发动机工作点；以及
当选定的候选发动机工作点在所述停缸状态的工作范围内时选择性地在所述停缸状态运行所述发动机。
2.根据权利要求1所述的方法，其特征在于，所述变速器选择性地在多个工作范围状态中的一个中运行，而且进一步包括：
基于多个工作范围状态中每一个的所述候选发动机工作点和所述操作者转矩需求确定来自所述第一和第二转矩产生装置的转矩输出；
基于多个工作范围状态中每一个的所述发动机功率损失和来自所述第一和第二转矩产生装置的所述转矩输出确定各候选发动机工作点的总的系统功率损失。
3.根据权利要求2所述的方法，其特征在于，进一步包括根据具有最小总的系统功率损失的所述候选发动机工作点在所述工作范围状态运行所述变速器。
4.根据权利要求1所述的方法，其特征在于，所述候选发动机工作点包括发动机输入速度和发动机输入功率。
5.根据权利要求1所述的方法，其特征在于，所述候选发动机工作点包括发动机输入转矩。
6.一种动力系运行的控制方法，所述动力系包括可操作地连接到混合动力变速器的内燃发动机，所述内燃发动机选择性地在包括全缸状态和停缸状态其中之一的发动机状态下运行，所述混合动力变速器包括第一和第二转矩产生装置以传递功率到输出元件，所述方法包括：
确定操作者转矩需求；
执行搜索模块以迭代地选择候选发动机工作点，所述搜索模块基于一定的算法在输入到其的可控输入范围内的值中进行搜索；
确定各候选发动机工作点的发动机功率损失，其中，所述发动机功率损失是从最大燃油效率、工作燃料流动率下的最大发动机功率中减去实际的发动机输入功率并加上修正因子来获得；
基于所述候选发动机工作点和所述操作者转矩需求确定来自所述第一和第二转矩产生装置的转矩输出；
确定各候选发动机工作点的总的系统功率损失，所述总的系统功率损失包括所有的动力系系统功率损失且包括发动机功率损失、电动机功率损失、电池功率损失、制动器功率损失和机械功率损失；
选择具有最小总的系统功率损失的候选发动机工作点；
基于所述具有最小总的系统功率损失的候选发动机工作点选择包括所述全缸状态和所述停缸状态其中之一的发动机状态；以及
基于选定的发动机状态和所述具有最小总的系统功率损失的候选发动机工作点控制所述内燃发动机。
7.根据权利要求6所述的方法，其特征在于，进一步包括执行二维搜索模块在允许输入速度范围内和允许发动机输入功率范围内迭代地选择候选发动机工作点，其中，所述二维搜索模块具有两个可控输入的范围。
8.根据权利要求6所述的方法，其特征在于，进一步包括执行一维搜索模块在允许发动机输入转矩范围内迭代地选择候选发动机工作点，其中，所述一维搜索模块具有一个可控输入的范围。
9.一种动力系系统的运行方法，所述动力系系统包括发动机和耦接到变速器的第一和第二转矩产生装置，所述变速器选择性地在多个工作范围状态的一个中运行以传递功率到输出元件，所述发动机选择性地在包括全缸状态和停缸状态其中之一的发动机状态中运行，所述方法包括：
确定操作者转矩需求；
执行搜索模块以迭代地选择各变速器运行范围状态的候选发动机工作点，所述搜索模块基于一定的算法在输入到其的可控输入范围内的值中进行搜索；
确定各变速器运行范围状态的各候选发动机工作点的发动机功率损失，其中，所述发动机功率损失是从最大燃油效率、工作燃料流动率下的最大发动机功率中减去实际的发动机输入功率并加上修正因子来获得；
基于所述候选发动机工作点和所述操作者转矩需求确定来自所述第一和第二转矩产生装置的转矩输出；以及
确定各变速器运行范围状态的各候选发动机工作点的总的系统功率损失，所述总的系统功率损失包括所有的动力系系统功率损失且包括发动机功率损失、电动机功率损失、电池功率损失、制动器功率损失和机械功率损失；以及
基于最小总的系统功率损失选择变速器工作范围状态、发动机状态和发动机工作点。
10.根据权利要求9所述的方法，其特征在于，进一步包括控制所述变速器到选定的变速器工作范围状态并控制所述发动机到选定的发动机状态和选定的发动机工作点。
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