CN101508296B - 用于管理动力系统内部的电功率的方法 - Google Patents

用于管理动力系统内部的电功率的方法 Download PDF

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CN101508296B
CN101508296B CN2008101909533A CN200810190953A CN101508296B CN 101508296 B CN101508296 B CN 101508296B CN 2008101909533 A CN2008101909533 A CN 2008101909533A CN 200810190953 A CN200810190953 A CN 200810190953A CN 101508296 B CN101508296 B CN 101508296B
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power
closed
limitations
center system
torque
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CN101508296A (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

用于控制动力系统的方法，包括：监控储能装置的输出功率；当储能装置的输出功率超出触发功率限制时，修正优选电功率限制；和当储能装置的输出功率超出优选功率限制时，根据储能装置的估算输出功率确定第一功率致动器的功率限制。

Description

用于管理动力系统内部的电功率的方法
相关申请的交叉引用
本发明要求于2007年11月4日提交的美国临时申请No.60/985,249的优先权，其结合在本申请中作为参考。 
技术领域
本发明涉及管理动力系统内部的电功率。 
背景技术
本部分的说明仅仅是用于提供与本说明书相关的背景信息，并不意味着构成了现有技术。 
已知的动力系结构包括转矩发生装置，包括内燃机和电机，内燃机和电机通过变速器装置将转矩传送给输出元件。一种示意性的动力系包括双模式、复合分离、机电变速器，其利用输入元件和输出元件，输入元件从原动力源(优选的是内燃机)接收运动转矩。输出元件操作性地连接至用于机动车辆的传动系统，以向其传送牵引转矩。作为电动机或者发电机运行的电机，产生输入到变速器的转矩，该转矩与来自内燃机的转矩输入无关。电机可以将通过车辆传动系统传递的车辆动能转换为电能，该电能可储存在电能存储装置中。控制系统监控来自车辆和操作者的各种输入，并且提供动力系的操作控制，包括控制变速器操作状态和换档，控制转矩发生装置，和调节电能存储装置和电机间的电功率交换，以此来管理变速器的输出，包括转矩和转速。 
发明内容
本发明要提供一种用于控制动力系统的方法。 
动力系统包括第一功率致动器，第二功率致动器，变速器装置，以及与第一功率致动器和第二功率致动器其中之一连接的储能装置。变速器装置可操作以在输出元件与第一和第二功率致动器之间传递功率。用于控制动力系统的方法包括：监控储能装置的功率输出；和设置短期电功率限制、长期电功率限制、限定出优选功率范围的优选电功率限制，和用于储能装置操作的触发电功率限制。在储能装置的输出功率超出触发电功率限制之外时，修正所述优选电功率限制。监控传递给第一功率致动器的功率指令，并且估算所述功率指 令的储能装置的输出功率。当储能装置的功率在优选功率范围内时，第一功率致动器的功率限制基于长期电功率限制确定。并且，当储能装置的输出功率超出优选电功率限制之外时，第一输出功率致动器的功率限制基于储能装置的估算的输出功率确定。 
附图说明
现在将参考附图利用举例的方式来说明一个或多个实施例，其中： 
图1是依照本发明的示意性动力系的示意图； 
图2是依照本发明的用于控制系统和动力系的示意性结构的示意图。 
图3和4是依照本发明的用于控制和管理动力系统内的转矩的控制系统结构的示意流程图； 
图5、6和7是依照本发明的示意性的控制方案的流程图； 
图8依照本发明的控制方案的功率值与时间对比的图示描述； 
图9是依照本发明的示意性控制方案的流程图； 
图10依照本发明的控制方案的电压值和功率值与时间对比的图示描述；和 
图11和12是依照本发明的示意性的控制方案的流程图。 
具体实施方式
现在参见附图，其目的只是为了阐述本发明的一些示意性实施方式，而并不仅限于此，图1和2描述了示意性机电混合动力系。根据本发明的示意性机电混合动力系在图1中描述，其包括可操作地连接于发动机14与第一和第二电机(′MG-A′)56和(′MG-B′)72的双模式、复合分离、电机混合变速器10。发动机14和第一电机56以及第二电机72每一个都产生可以传递给变速器10的功率。由发动机14和第一电机56以及第二电机72所产生并且传递给变速器10的功率被描述为输入和电机转矩(这里被分别标记为TI、TA和TB)以及速度(这里被分别标记为NI、NA和NB)。 
示意性的发动机14包括多缸内燃机，其可选择性地在几个工况下运行，从而通过输入轴12将转矩传递给变速器10，并且也可以是点火式或者压燃式发动机。该发动机14包括曲轴(未示出)，所述曲轴可操作地被联接于变速器10的输入轴12。旋转速度传感器11监控输入轴12的旋转速度。由于发动机14和变速器10之间的输入轴12上设置了转矩消耗部件，例如液压泵(未示出) 和/或转矩管理设备(未示出)，所以来自发动机14的功率(包括旋转速度和发动机转矩)可以不同于变速器10的输入速度NI和输入转矩TI，。 
示意性的变速器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C170，C262，C373和C475。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，例如包括单个的或复合片式离合器或离合器组，带式离合器以及制动器。液压控制电路42优选地由变速器控制模块(以后简称′TCM′)17所控制，并且可操作来控制离合器状态。离合器C262和C475优选地包括液压-致动的旋转摩擦离合器。离合器C170和C373优选地包括可选择性地安装(ground)到变速箱68上的液压控制固定装置。每个离合器C170，C262，C373和C475都优选为液压致动，通过液压控制回路42选择性地接收加压液压流体。 
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，每一个电机都包括定子(未示出)和转子(未示出)。每个电机的电机定子被安装于变速箱68的外部，并且还包括定子铁心，定子铁心带有从其延伸缠绕的电绕组。第一电机56的转子被支撑在毂衬齿轮上，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的转子被固定地连接到轴套轮毂66上。 
每个解析器(旋转变压器)80，82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80，82被分别适当地定位和安装在各个第一电机56和第二电机72上。各个解析器80，82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。解析器转子被可操作地连接于相应的第一电机56和第二电机72的转子。每个解析器80，82被信号地和可操作地连接于变速器功率变换器控制模块(以下简称′TPIM′)19，并且每一个感测和监控解析器转子相对于解析器定子的旋转位置，因此监控第一电机56和第二电机72各自的旋转位置。此外，从解析器80和82所输出的信号被编译，以提供第一电机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，输出元件64可操作地连接于车辆(未示出)的传动系统90，以提供传递给车辆车轮93(其中的一个被显示在图1中)的输出功率给传动系统90。输出元件64中的输出功率表征为输出旋 转速度NO和输出转矩TO。变速器输出速度传感器84监控输出元件64的旋转速度和旋转方向。每个车辆车轮93优选地装配有适于监控车轮速度的传感器94，该传感器的输出被关于图2所描述的分布式控制模块系统中的控制模块所监控，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，以及绝对的和相对的车轮速度。 
发动机14的输入转矩和第一电机56以及第二电机72的电机转矩(分别为TI、TA、TB)由燃料或储存在电能存储装置(以下简称′ESD′)74中的电能的能量转换所产生。ESD 74是通过直流电传送导体27高压直流连接到TPIM 19。传送导体27包括接触开关38。当接触开关38闭合时，在正常操作下，电流可以在ESD 74和TPIM 19之间流动。当接触开关38断开时，在ESD 74和TPIM 19之间的电流被中断。TPIM 19通过传送导体29传输电功率给第一电机56并且从第一电机56传输电功率，并且类似地，TPIM 19通过传送导体31传输电功率给第二电机72并且从第二电机72传输电功率，以响应于电机转矩TI和TB而满足第一电机56以及第二电机72的转矩指令。电流根据ESD 74是充电还是放电而被传递给ESD 74或从ESD 74传递。 
TPIM 19包括一对功率变换器(未示出)和各自的电机控制模块(未示出)，该电机控制模块配置成接收转矩指令，并且据此来控制变换器的状态，从而用于提供电机驱动或者再生功能以满足指令的电机转矩TA和TB。功率变换器包括已知的互补型三相功率电子装置，每一个装置都包括多个绝缘栅双极晶体管(未示出)，用于通过高频转换将来自ESD 74的直流电功率转化成交流电功率，用来为各个第一电机56和第二电机72供电。绝缘栅双极晶体管构成用于接收控制指令的开关型电源。典型地，对于每个三相电机的每一相典型地具有一对绝缘栅双极晶体管。绝缘栅双极晶体管的工作状态被控制以提供电动机驱动机械功率发生或者电功率再生功能。三相变换器经由直流电传送导体27接收或提供直流电功率并且将它转换成三相交流电功率或者从三相交流电功率转换，直流电功率分别经由传送导体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传送，从而使得第一电机56和第二电机72分别通过传送导体29和31作为电动机或发电机工作。 
图2是分布式控制模块系统的示意性框图。下文中将描述的元件包括总车辆控制结构的子组，且提供图1中的示意性混合动力系统的协调系统控 制。该分布式控制系统综合有关的信息和输入，且执行算法来控制各种致动器以实现控制目标，所述目标包括涉及燃料经济性，排放，性能，驱动性能以及硬件保护的目标，所述硬件包括ESD 74的电池和第一电机56以及第二电机72。该分布式控制模块系统包括发动机控制模块(以下简称′ECM′)23，TCM 17，电池组控制模块(以下简称′BPCM′)21以及TPIM 19。混合控制模块(以下简称′HCP′)5为ECM 23、TCM 17、BPCM 21和TPIM 19提供监督控制和协调。用户界面(′UI′)13可操作地连接到多个设备，通过这些设备，车辆操作者就能控制或者指导机电混合动力系的操作。所述设备包括加速踏板113(′AP′)，操作者制动踏板112(‘BP’)，变速器档位选择器114(′PRNDL′)，和车辆速度巡航控制(未示出)。变速器档位选择器114可能具有离散数量个操作者可选择位置，包括输出元件64的旋转方向，以实现向前方向和反向中的一个。 
前面提到的控制模块经由局域网(以下简称′LAN′)总线6而与其它控制模块、传感器和致动器通信。该LAN总线6允许在各种控制模块之间进行关于运行参数状态和致动器指令信号的结构化通信。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提供了鲁棒通讯和多控制模块交接，所述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。多个通信总线可以被用来改善通信速度并且提供某种级别的信号冗余度和完整性。单个控制模块之间的通信也可以通过使用直接链路而实现，例如串行外围接口(′SPI′)总线(未示出)。 
HCP5为混合动力系提供监督控制，对ECM 23、TCM 17、TPIM 19和BPCM 21的操作进行协调。基于来自用户界面13和包括ESD 74在内的混合动力系统的各种输入信号，HCP5确定：操作者转矩请求，输出转矩指令，发动机输入转矩指令，变速器10所使用的转矩传递离合器C170，C262，C373，C475的离合器转矩；以及用于第一电机56和第二电机72的电机转矩TA、TB。TCM17可操作地连接到液压控制回路42，并且提供多种功能，包括监控各种压力传感器(未显示)以及产生控制信号和传送控制信号给各种螺线管(未显示)，由此来控制包含在液压控制回路42内的压力开关和控制阀。 
ECM 23可操作地连接于发动机14，用于通过多条离散线路(为了简化，用总的双向接口电缆35表示)从传感器中获取数据并控制发动机14的致动器。ECM 23接收来自HCP5的发动机输入转矩指令。ECM 23根据监控的发 动机速度和负载来及时确定在该时间点上提供给变速器10的实际发动机输入转矩TI，其被传送给HCP5。ECM 23监控来自旋转速度传感器11的输入以确定给输入轴12的发动机输入速度，该输入速度转换为变速器的输入速度NI。ECM 23监控来自传感器(未示出)的输入以确定其它发动机工作参数的状态，其它发动机工作参数包括例如歧管压力、发动机冷却液温度、环境空气温度和环境压力。发动机负载可以例如从歧管压力或者可选择地从监控加速踏板113的操作者输入而被确定。ECM 23产生并传送指令信号以控制发动机致动器，所述发动机致动器包括，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，并监控来自传感器(未示出)的输入从而确定变速器工作参数的状态。TCM 17产生并且传送指令信号以控制变速器10，包括控制液压回路42。从TCM 17到HCP5的输入包括：每个离合器——也就是C170，C262，C373和C475——的估算离合器转矩，以及输出元件64的旋转输出速度NO。出于控制目的，其他致动器和传感器可用来从TCM 17向HCP5提供附加信息。TCM 17监控来自压力开关(未示出)的输入，并且选择性地激励液压控制回路42的压力控制螺线管(未示出)和换档螺线管(未示出)，从而来选择性地致动各离合器C170，C262，C373和C475，以实现如下面所描述的各种变速器操作范围状态。 
BPCM 21被信号地连接于传感器(未示出)以监控ESD 74，包括电压和电流参数状态，从而为HCP5提供表示ESD 74的电池参数状态的信息。电池的参数状态优选包括电池充电状态，电池电压，电池温度，和用范围PBAT_MAX至PBAT_MIN表示的可用电池功率。 
制动控制模块(此后称为′BrCM′)22在车辆的每个车轮93上操作性地连接到摩擦制动器(未显示)。该BrCM 22监控制动踏板112上的操作者输入并且产生控制信号来控制摩擦制动器，并发送控制信号给HCP5以基于该信号操作第一和第二电机56和72。 
控制模块ECM 23、TCM 17、TPIM 19、BPCM 21和BrCM 22中的每一个优选地是通用数字计算机，包括：微处理器或中央处理单元；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′)；高速计时器；模-数(′A/D′)和数-模(′D/A′)电路；输入/输出电 路和设备(′I/O′)；和适宜的信号调节和缓冲电路。每个控制模块包括一组控制算法，其包括存储于一个存储介质中且被执行提供每个计算机各自的功能的常驻程序指令和标定。在控制模块之间的信息传递优选地使用LAN总线6和串行外围接口总线来完成。控制算法在预置的循环周期间被执行，这样每个算法在每个循环周期间被至少执行一次。存储于非易失性存储装置中的算法被中央处理单元的一个所执行，以监控来自于传感装置的输入并且执行控制和诊断程序，从而使用预置标定来控制致动器的操作。循环周期以规则间隔执行，例如在混合动力系统运行期间为每3.125，6.25，12.5，25和100毫秒。可选择地，算法可以响应于事件的发生而被执行。 
示意性的混合动力系统选择性地运行于几个状态中的一个，所述状态可以根据发动机状态和变速器状态描述，发动机状态包括发动机运行状态(′ON′)和发动机停机状态(′OFF′)中的一个，变速器状态包括多个固定档位和连续可变运行模式，参照下面表1的描述。表1 
Figure G2008101909533D00071
每一个变速器操作范围状态在表中都进行了描述并且表示对于每个操作范围状态而言应用了哪些特定的离合器C170，C262，C373和C475。第一连续可变模式，即EVT模式1或M1，通过仅仅应用离合器C170选择，以将第三行星齿轮组28的外部齿轮元件″接地(连接)″，。发动机的状态可以是ON(′MI_Eng_On′)或者OFF(′MI_Eng_Off′)中的一个。第二连续可变模式，即EVT模式2或M2，通过仅仅应用离合器C262选择，以为了将轴60连接至第三行星齿轮组28的行星架上。发动机的状态可以是ON(′M2_Eng_On′)或者OFF (′M2_Eng_Off′)中的一个。为了说明起见，当发动机状态是OFF的时候，发动机输入速度等于0转每分钟(′RPM′)，即，发动机曲轴不旋转。固定档位操作使得变速器10具有输入对输出(也就是NI/NO)的固定速度比率操作。第一固定档位操作(′G1′)通过应用离合器C170和C475而选择。第二固定档位操作(′G2′)通过应用离合器C170和C262而选择。第三固定档位操作(′G3′)通过应用离合器C262和C475而选择。第四固定档位操作(′G4′)通过应用离合器C262和C373而选择。因为行星齿轮24、26和28中的传动比的减小，输入速度对输出速度的固定比率操作随着固定档位操作的增加而增加。第一电机56和第二电机72的旋转速度，分别为NA/NB，取决于离合器限定的机构的内旋转，并且和在输入轴12上所测量到的输入速度成比例。 
响应于经由加速踏板113和制动踏板112的由用户界面13所获取的操作者输入，HCP5和一个或者多个其它控制模块确定转矩指令以控制包括发动机14和第一、第二电机56、72的转矩发生设备，以满足输出元件64上并且被传递给传动系统90的操作者转矩请求。基于用户界面13和包括ESD 74混合动力系统的输入信号，HCP5分别确定：操作者转矩请求，从变速器10到传动系统90的指令输出转矩，来自发动机14的输入转矩，用于变速器10的转矩传递离合器C170，C262，C373，C475的离合器转矩，以及用于第一电机56和第二电机72的电机转矩，如下文所述。 
最终的车辆加速度可以被其它因素影响，包括，例如道路负载、道路坡度和车辆质量。基于混合动力系统的各种运行特性确定变速器10的操作范围状态。这包括如前面描述的经由加速踏板113和制动踏板112传递给用户界面13的操作者转矩请求。操作范围状态可以根据混合动力系统转矩请求而判定，该转矩请求是由按照电能发生模式还是转矩发生模式来操作第一电机56和第二电机72的指令而产生的。所述操作范围状态可以由优化算法或程序来确定，该优化算法或程序基于操作者的功率需求，电池充电状态，以及发动机14与第一电机56和第二电机72的能量效率来确定优选系统效率。控制系统根据被执行的优化程序的结果来管理发动机14以及第一电机56和第二电机72的转矩输入，并且系统效率因此被优化，从而管理燃料经济性及电池充电。此外，还可以根据部件或系统的故障来确定操作。HCP5监控转矩发生装置，并响应输出元件64的期望输出转矩确定变速器10所需的功率输出，以满足操作者转矩请求。从 上面的说明中将清楚，ESD 74和第一电机56以及第二电机72可操作地电联接，从而实现它们之间的功率流。此外，发动机14，第一电机56和第二电机72，以及机电变速器10之间被机械地可操作地联接，以在其间传递功率，并且产生输出到输出元件64的功率流。 
图3和4显示了控制与管理动力系统中的转矩与功率流的控制系统结构，该动力系统具有多个转矩发生装置，以下参照图1与2中示出的混合动力系统描述，并且以可执行算法与标定形式存在于上述的控制模块中。控制系统结构可以用于具有多个转矩发生装置的任意动力系统，包括，例如，具有单电机的混合动力系统，具有多电机的混合动力系统，以及非混合动力系统。 
图3和4的控制系统结构图示了通过控制模块的相关信号流。在运行中，监控加速踏板113与制动踏板112的操作者输入，以确定操作者转矩请求(′TO_req′)。监控发动机14与变速器10的运行，以确定输入速度(′Ni′)以及输出速度(′NO′)。战略优化控制方案(′战略控制′)310基于输出速度与操作者转矩请求确定优选输入速度(′Ni_DES′)以及变速器操作范围状态(′混合动力范围状态Des′)，并且优选基于混合动力系的其他工作参数，包括电池功率限制与发动机14、变速器10、以及第一电机56与第二电机72的响应限制。战略优化控制方案310优选地通过HCP5在每100ms循环与每25ms循环过程中执行。 
战略优化控制方案310的输出用于换档执行与发动机启动/停机控制方案(′换档执行与发动机启动/停机′)320，以指令包括改变操作范围状态在内的变速器运行的变化(′变速器指令′)。这包括如果优选操作范围状态不同于当前操作范围状态，通过指令一个或多个离合器C170，C262，C373，以及C475的应用状况变化和其他变速器指令指令执行操作范围状态变化。确定当前操作范围状态(′混合动力范围状态实际值′)与输入速度曲线(′NI_PROF′)。输入速度曲线为即将到来的输入速度的估值，并且优选地包括标量参数值，该值为用于即将到来的循环的目标输入速度。在变速器操作范围状态的转换过程中，发动机运行指令与转矩请求均基于输入速度曲线。 
战术控制方案(′战术控制与操作′)330在一个控制循环中反复执行，以基于输出速度，输入速度，操作者转矩请求以及变速器的当前操作范围状态确定用于操作发动机的发动机指令(′发动机指令′)，包括从发动机14至变速器10的优选输入转矩。发动机指令还包括发动机状态，该发动机状态包括全缸工 作状态以及停缸工作状态之一，在停缸工作状态下，一部分发动机汽缸停用并不提供燃料，发动机状态包括供给燃料状态与燃料切断状态之一。 
每个离合器的离合器转矩(′Tcl′)在TCM 17中估算，包括当前应用的离合器与未应用的离合器，并且在ECM 23中确定与输入元件12发生作用的当前发动机输入转矩(′Ti′)。执行输出和电机转矩确定方案(′输出与电机转矩确定′)340，以确定来自动力系(′TO_cmd′)的优选输出转矩，其在该实施例中包括用于控制第一电机56与第二电机72的电机转矩指令(′TA′，′TB′)。优选输出转矩基于每个离合器的估算离合器转矩，来自发动机14的当前输入转矩，当前操作范围状态，输入速度，操作者转矩请求，以及输入速度曲线。第一电机56与第二电机72基于优选输出转矩由TPIM 19控制，以满足优选电机转矩指令。输出和电机转矩确定方案340包括算法代码，其在6.25ms与12.5ms循环过程中规则执行，以确定优选电机转矩指令。 
图4参考在图1和2中的混合动力系统和图3中的控制系统结构，详细说明了控制和管理在混合动力系统内的输出转矩的系统。当操作者选择传动档位选择器114的位置时，混合动力系响应加速踏板113的操作者输入而被控制以将输出转矩传送到输出元件64，由此传送给动力系统90以在车轮93产生牵引力矩，因而向前推动车辆。优选的是，向前推动车辆使车辆向前加速，只要输出转矩足够克服施加在车辆上的外部负载即可，外部负载例如由于道路坡度、空气动力学负载及其他负载引起。 
在运行中，监控加速踏板113与制动踏板112的操作者输入，以确定操作者转矩请求。确定输出元件64和输入元件12的当前速度，即No和Ni。确定变速器14的当前操作范围状态和当前发动机状态。确定ESD 74的最大和最小电功率限制。 
混合制动转矩包括在车轮93产生的摩擦力制动转矩和在输出元件64产生的输出转矩的组合，输出转矩响应于制动踏板112的操作者输入与传动系统90起作用从而使车辆减速。 
BrCM 22指令车轮93上的摩擦制动器施加制动力，并产生变速器10指令以产生输出转矩的变化，该输出转矩响应制动踏板112和加速踏板113的净操作者输入与传动系统90作用。优选地，该运用的制动力和负输出转矩可以使车辆减速和停止，只要它们足以克服车轮93处的车辆动能即可。该负输出转 矩与传动系统90作用，从而传送转矩到机电变速器10和发动机14。通过机电变速器10作用的该负输出转矩可以传送到第一电机56和第二电机72以产生存储在ESD 74中的电能。 
加速踏板113和制动踏板112的操作者输入与转矩干涉控制一起包括可单独确定的操作者转矩请求输入，其包括即时加速输出转矩请求(′即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′)、即时制动输出转矩请求(′即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′)和轮轴转矩响应类型(′轮轴转矩响应类型′)。如这里所使用的，术语″加速″指当变速器档位选择器114的操作者选择位置指令车辆以向前方向运行时，向前推进优选导致车速增加超过当前车速的操作者请求，和在车辆操作指令在反向时，类似的反向推动响应。术语″减速″和″制动″指优选导致车辆从当前车速减速的操作者请求。即时加速输出转矩请求、预测加速输出转矩请求、即时制动输出转矩请求、预测制动输出转矩请求和轮轴转矩响应类型是控制系统的单独输入，如图4所示。 
即时加速输出转矩请求包括基于加速踏板113和转矩干涉控制的操作者输入而确定的即时转矩请求。控制系统响应于即时加速输出转矩请求控制来自混合动力系统的输出转矩以产生车辆的正向加速。即时制动输出转矩请求包括基于制动踏板112和转矩干涉控制的操作者输入而确定的即时制动请求。控制系统响应于即时制动输出转矩请求控制来自混合动力系统的输出转矩以引起车辆的减速。通过控制混合动力系统的输出转矩实现的车辆减速和通过车辆制动系统(未示出)实现的车辆减速结合在一起来使车辆减速以实现操作者制动请求。 
即时加速输出转矩请求基于当前发生的加速踏板113的操作者输入而确定，并且包括在输出元件64产生即时输出转矩以优选地使车辆加速的请求。即时加速输出转矩请求可以通过基于动力系统控制之外影响车辆运行的事件由转矩干涉控制修正。这种事件包括在动力系统中用于防抱死制动、牵引控制和车辆稳定性控制的车辆级别的中断，其可以修正即时加速输出转矩请求。 
预测加速输出转矩请求基于加速踏板113的操作者输入而确定，包括在输出元件64上的最优或优选输出转矩。在正常运行条件过程中，例如当没有指令转矩干涉控制时，预测加速输出转矩请求优选与即时加速输出转矩请求 相等。当指令转矩干涉(例如防抱死制动、牵引控制或者车辆稳定性中任一个)时，响应于涉及转矩干涉的输出转矩指令，预测加速输出转矩请求可以随着即时加速输出转矩请求减小而保持优选输出转矩。 
即时制动输出转矩请求和预测制动输出转矩请求两者都是混合制动转矩请求。混合制动转矩包括在车轮93产生的摩擦力制动转矩和在输出元件64产生的输出转矩的组合，输出转矩响应于制动踏板112的操作者输入与传动系统90作用而使车辆减速。 
即时制动输出转矩请求基于当前发生的制动踏板112的操作者输入而确定，包括在输出元件64产生即时输出转矩的请求来实现传动系统90的作用转矩，其优选的是使车辆减速。即时制动输出转矩请求基于制动踏板112的操作者输入和控制信号确定，以控制摩擦制动器产生摩擦制动转矩。 
预测制动输出转矩请求包括响应于制动踏板112的操作者输入而在输出元件64中的最优或优选制动输出转矩，最优或优选制动输出转矩受与制动踏板112的操作者输入无关的在输出元件64产生的许可最大制动输出转矩的限制。在一个实施例中，在输出元件64产生的最大制动输出转矩被限制到-0.2g。当车速接近零时，预测制动输出转矩请求可以被逐渐减小到零，而与制动踏板112的操作者输入无关。如所期望的，可以存在预测制动输出转矩请求被设为零的运行状况，例如，当变速器档位选择器114的操作者设置被设定到倒档时，以及当变速箱(未示出)被设定到四轮驱动低范围时。而预测制动输出转矩请求被设为零的运行状况是那些因为车辆的运行因素而混合制动不被优选的情形。 
轮轴转矩响应类型包括用于整形和速率限制通过第一电机56和第二电机72的输出转矩响应的输入状态。轮轴转矩响应类型的输入状态可以是主动状态或被动状态。当指令轮轴转矩响应类型为主动状态时，输出转矩指令为即时输出转矩。优选地，这种响应类型的转矩响应尽可能地快。 
预测加速输出转矩请求和预测制动输出转矩请求都输入给战略优化控制方案(′战略控制′)310。战略优化控制方案310确定变速器10的期望操作范围状态(′混合操作状态Des′)和从发动机14至变速器10的期望输入速度(′NiDes′)，其包括换档执行与发动机操作状态控制方案(′换档执行与发动机启动/停机′)320的输入。 
通过利用电子节气门控制系统(未显示)控制发动机节气门的位置，包括开启发动机节气门以增加发动机转矩和关闭发动机节气门以降低发动机转矩，从变速器10与输入元件起作用的发动机14的输入转矩的变化可以通过改变发动机14的进气空气指令实现。从发动机14的输入转矩的变化可以通过调整点火定时实现，包括从平均最佳转矩点火正时延迟点火定时以降低发动机转矩。发动机状态可以在发动机停机状态和发动机运行状态之间变化以实现输入转矩的变化。发动机状态可以在全缸工作状态和停缸工作状态之间变化，其中在停缸工作状态下，一部分发动机气缸是不供给燃料的。发动机状态可以通过有选择地操作发动机14在供给燃料状态和燃料切断状态中的一个变化，在燃料切断状态中发动机是旋转而不供给燃料的。变速器10从第一操作范围状态换档到第二操作范围状态的执行可以通过有选择地应用和停用离合器C170，C262，C373和C475来指令和实现。 
即时加速输出转矩请求、预测加速输出转矩请求、即时制动输出转矩请求、预测制动输出转矩请求和车轴转矩响应类型是战术控制与操作方案330的输入，以确定发动机14的发动机指令，包括优选输入转矩。 
战术控制与操作方案330可以被分成两个部分。这包括：确定期望发动机转矩，因此在发动机14和第一电机56和第二电机72之间的电功率分离和控制发动机状态和发动机14的运行以满足期望发动机转矩。发动机状态包括全缸状态和停缸状态，和对于当前操作范围状态和即时发动机转速的供给燃料状态和减速燃料切断状态。战术控制与操作方案330监控预测加速输出转矩请求和预测制动输出转矩请求以确定预测输入转矩请求。即时加速输出转矩请求和即时制动输出转矩请求用来控制发动机速度/负载工作点以响应加速踏板113和制动踏板112的操作者输入，例如，为了确定包括发动机14的优选输入转矩的发动机指令。优选的是，只有当第一电机56和第二电机72不能满足操作者转矩请求时，发生发动机14的优选输入转矩急剧变化。 
即时加速输出转矩请求、即时制动输出转矩请求和车轴转矩响应类型输入给电机转矩控制方案(′输出和电机转矩确定′)340。在一个循环周期的每次迭代过程中，电机转矩控制方案340执行以确定电机转矩指令，优选是6.25毫秒循环周期。 
来自发动机14的当前输入转矩(′Ti′)和估算离合器转矩(′Tcl′)输 入给电机转矩控制方案340。车轴转矩响应类型信号确定被输送给输出元件64和由此被输送给传动系统90的输出转矩指令的转矩响应特性。 
电机转矩控制方案340控制第一电机56和第二电机72的电机转矩指令以传送净输出转矩指令给变速器10的输出元件64，以满足操作者转矩请求。控制系统结构控制在混合动力系内的功率致动器之间的功率流。混合动力系利用两个或更多功率致动器以向输出元件提供输出功率。控制功率致动器间的功率流包括控制来自发动机14的输入速度NI，来自发动机的输入转矩TI，以及第一电机56和第二电机72的电机转矩TA、TB。虽然在上文描述的示意性实施例中，混合动力系利用控制系统结构以控制包括发动机14、ESD 74和第一电机56和第二电机72的致动器之间的功率流，但是在可替换的实施例中控制系统结构也可以控制其他类型的功率致动器之间的功率流。示意性的功率致动器可以利用包括燃料电池、超电容器和液压致动器。 
控制系统结构在示意性的动力系统内利用电功率限制管理电功率。控制系统结构利用一种方法，以管理动力系统内部的电功率，其包括确立预测电功率限制、长期电功率限制、短期电功率限制和基于电压的电功率限制。该方法还包括利用预测电功率限制确定来自发动机14的优选输入速度，来自发动机14的优选输入转矩，优选发动机状态和变速器10的优选操作范围状态。该方法还包括基于长期电功率限制和短期电功率限制确定用于限制的发动机14的输入转矩输入转矩限制和用于限制输出元件64的输出转矩To的输出转矩限制。通过限制输出转矩To，分别包括第一电机56和第二电机72的第一和第二电机转矩TA和TB的总电机转矩TM也基于该组输出转矩限制和来自发动机14的输入转矩TI限制。在可替换的实施例中，除了该组输出转矩限制之外或取代该组输出转矩限制，一组总电机转矩限制可以基于长期电功率限制和短期电功率限制确定。该方法还包括根据基于电压的电功率限制确定输出转矩限制。 
预测电功率限制包括与优选ESD 74性能水平关联的优选电池输出水平，即，预测电功率限制规定ESD 74的期望操作范围。预测电功率限制包括从最小预测电功率限制(′PBAT_MIN_PRDTD′)到最大预测电功率限制(′PBAT_MAX_PRDTD′)的电池输出功率水平范围。预测电功率限制可以包括与长期电功率限制和短期电功率限制相比限制更严的电池输出功率水平范围。 
长期电功率限制包括在保持ESD 74的长期耐用性时与ESD 74的操 作关联的电池输出功率水平。ESD 74在长期电功率限制之外操作过长时间，可能减少ESD 74的使用年限。在一个实施例中，ESD 74在稳态操作(即与瞬时工作状态无关的操作)过程中保持在长期电功率限制的范围内。示意性的瞬时操作包括加速踏板113的踩下和抬起，其中请求了瞬时加速操作。将ESD 74保持在长期电功率限制内，允许ESD 74以提供这种功能，例如传送不减少ESD 74的使用年限的最高功率水平。长期电功率限制包括从最小长期电功率限制(′PBAT_MIN_LT′)到最大长期电功率限制(′PBAT_MAX_LT′)的电池输出功率水平范围。长期电功率限制可以包括与短期电功率限制相比限制更严的电池输出功率水平范围。 
短期电功率限制包括不会显著影响短期电池耐用性的与电池操作关联的ESD 74输出功率水平。在短期电功率限制之外操作ESD 74可能减少ESD 74的使用年限。在短期电功率限制内，但是在长期电功率限制之外操作ESD 74短时间，可以最低限度地减少ESD 74的使用年限，但是这样也不会导致ESD 74的运行性能大量的下降。在一个实施例中，ESD 74在瞬时操作期间保持在短期电功率限制内。短期电功率限制包括从最小短期电功率限制(′PBAT_MIN_ST′)到最大短期电功率限制(′PBAT_MAX_ST′)的电池输出功率水平范围。 
基于电压的电功率限制包括基于ESD 74的期望工作电压，从基于电压的最小电功率限制(′PBAT_MIN_VB′)到基于电压的最大电功率限制(′PBAT_MAX_VB′)的电池输出功率水平范围。基于电压的最小电功率限制PBAT_MIN_VB是到达最大电压VLID之前ESD 74输出的电池输出功率的最低值。基于最大电压的电功率限制PBAT_MAX_VB是到达最小电压VFLOOR之前ESD 74可以输出的电池输出功率的估计值。最小电压VFLOOR是在不会显著地影响短期电池耐用性的情况下操作电池的最小容许电压。当ESD 74的电压水平低于最小VFLOOR时，来自ESD 74的输出功率可能减少ESD 74的使用年限。 
图5详细描述了在用于控制发动机14操作的战术控制方案(′战术控制和操作′)330内的信号流，并参照图1和图2的混合动力系统和图3和图4中的控制系统结构进行描述。战术控制方案330包括战术优化控制通路350和系统限制控制通路360，其优选的被同时执行。战术优化控制通路350的输出被输入到发动机状态控制方案370。发动机状态控制方案370和系统限制控制通路360的输出被输入到发动机响应类型确定方案(′发动机响应类型确定′)380，用 于控制发动机状态、即时发动机转矩请求、预测发动机转矩请求和发动机响应类型。 
来自发动机14的输入可以描述为发动机工作点，该发动机工作点包括发动机速度和发动机转矩，发动机速度和发动机转矩可以被转换成与变速器10输入元件起作用的输入速度和输入转矩。当发动机14为点燃式发动机时，发动机工作点的改变可以通过改变发动机14的进气空气质量来实现，这通过利用电子节气门控制系统(未示出)控制发动机节气门的位置实现，包括打开发动机节气门以增加发动机转矩和关闭发动机节气门以减小发动机转矩。发动机工作点的改变可以通过调整点火正时来实现，包括比平均最佳转矩点火正时延迟点火正时以减小发动机转矩。当发动机14包括压燃式发动机时，发动机工作点通过控制燃料喷射量被控制，并通过比平均最佳转矩喷射正时延迟喷射以减小发动机转矩而调整。发动机工作点也可以被改变以实现输入转矩的改变，通过在全缸状态和停缸状态之间控制发动机状态和通过在发动机供给燃料状态和燃料切断状态之间控制发动机状态，在燃料切断状态时，发动机旋转而不供给燃料。 
战术优化控制通路350作用于基本上稳态的输入从而选择优选发动机状态并确定从发动机14到变速器10的优选输入转矩。战术优化控制通路350包括优化方案(′战术优化′)354，以确定在全缸状态(′输入转矩全缸′)、停缸状态(′输入转矩停缸′)、燃料切断的全缸状态(′输入转矩全缸FCO′)、燃料切断的停缸状态(′输入转矩停缸FCO′)运行发动机14的优选输入转矩以及优选发动机状态(′优选发动机状态′)。优化方案354的输入包括变速器10的提前操作范围状态(′提前混合动力范围状态′)，提前预测输入加速度曲线(′预测的提前输入加速度曲线′)，和在提前操作范围状态下通过每个应用的离合器的预测离合器作用转矩范围(′预测离合器作用转矩Min/Max′)，其优选在换档执行和发动机启动/停机控制方案320中产生。其它输入包括预测电池功率限制(′预测电池功率限制′)、预测加速输出转矩请求(′预测加速输出转矩请求′)和预测制动输出转矩请求(′预测制动输出转矩请求′)。用于加速的预测输出转矩请求在考虑轮轴转矩响应类型的同时通过预测输出转矩整形滤波器352整形，以产生预测加速输出转矩(′预测加速输出转矩′)，并与用于制动的预测输出转矩请求结合以确定净预测输出转矩(′净预测转矩′)，它们是优化方案354的输入。变速 器10的提前操作范围状态包括变速器10的操作范围状态的时间移位提前，以适应在操作范围状态的指令改变与实际操作范围状态之间的响应时间延迟。因此变速器10的提前操作范围状态是指令操作范围状态。提前预测输入加速度曲线包括输入元件12的预测输入加速度曲线的时间移位提前，以适应于在预测输入加速度曲线中的指令改变和在预测输入加速度曲线中测量到的改变之间的响应时间延迟。因此提前预测输入加速度曲线是在时间移位之后发生的输入元件12的预测输入加速度曲线。被称为′提前′的参数被用来适应于通过动力系统的转矩的同时传送，所述动力系统使用具有不同响应时间的装置汇合于公用输出元件64。具体地，发动机14可以具有300-600ms数量级的响应时间，并且每一个转矩传递离合器C170、C262、C373和C475可以具有150-300ms数量级的响应时间，以及第一电机56和第二电机72可以具有10ms数量级的响应时间。 
战术优化方案354确定用于操作发动机14处于发动机状态的成本，所述成本包括操作发动机供给燃料和全缸状态(′PCOSTFULL FUEL′)，操作发动机燃料切断和全缸状态(′PCOST FULL FCO′)，操作发动机供给燃料和停缸状态(′PCOSTDEAC FUEL′)，操作发动机燃料切断和停缸状态(′PCOST DEAC FCO′)。前述用于操作发动机14的成本与实际发动机状态(′实际发动机状态′)以及容许或者许可发动机状态(′许可发动机状态′)一起输入给稳定分析方案(′稳定和仲裁′)356，从而来选择一个发动机状态作为优选发动机状态(′优选发动机状态′)。 
用来操作发动机14处于燃料切断或者没有切断的全缸状态和停缸状态的优选输入转矩被输入给发动机转矩变换计算器355，并且分别被变换成处于全缸状态(′发动机转矩全缸′)和停缸状态(′发动机转矩停缸′)以及燃料切断时的全缸状态(′发动机转矩全缸FCO′)和停缸状态(′发动机转矩停缸FCO′)下的优选发动机转矩，通过考虑在发动机14和变速器10之间的转矩消耗元件，例如液压泵。优选发动机转矩和优选发动机状态包括发动机状态控制方案370的输入。 
用于操作发动机14的成本包括操作成本，该操作成本基于包括车辆驾驶性能、燃料经济性、排放和电池使用情况在内的因素确定。成本被分配并且与燃料和电功率消耗相关，并且与混合动力系的特定工作点相关。较低的操作成本可以与在高变换效率下的较低的燃料消耗、较低的电池功率使用、以及较低的排放相关，并且考虑发动机14的当前运行状态。 
在处于全缸状态和停缸状态下的优选发动机状态和优选发动机转矩被输入给发动机状态控制方案370，该发动机状态控制方案370包括发动机状态机(′发动机状态机′)372。发动机状态机372基于优选发动机状态和优选发动机转矩而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′)。目标发动机转矩和目标发动机状态被输入给变换滤波器374，该变换滤波器374滤波目标发动机转矩来提供滤波后的目标发动机转矩(′滤波后的目标发动机转矩′)，并且允许在发动机状态之间变换。发动机状态机372输出指令，该指令指示从停缸状态和全缸状态中选出一个(′DEAC被选择′)，以及指示从发动机供油状态和减速燃料切断状态中选出一个(′FCO被选择′)。 
从停缸状态和全缸状态中选出一个，以及从发动机供给燃料状态和减速燃料切断状态中选出一个，滤波后的目标发动机转矩，以及最大和最小发动机转矩被输入给发动机响应类型确定方案380。 
系统限制控制通路360确定对于输入转矩的限制，包括能够被变速器10作用的最小和最大输入转矩(′输入转矩混合动力最小′和′输入转矩混合动力最大′)。最小和最大输入转矩基于对于变速器10、第一电机56和第二电机72以及ESD 74的限制而被确定，这影响到变速器10和电机56和72的容量。 
系统限制控制通路360的输入包括加速踏板113与转矩干涉控制结合测量到的即时输出转矩请求(′即时加速输出转矩请求′)和制动踏板112与转矩干涉控制结合测量到的即时输出转矩请求(′即时制动输出转矩请求′)。即时输出转矩请求通过即时输出转矩整形滤波器362同时考虑车轴转矩响应类型整形，以产生即时加速输出转矩(′即时加速转矩′)并且其与用于制动的即时输出转矩请求结合以确定净即时输出转矩(′净即时转矩′)。净即时输出转矩和即时加速输出转矩是限制方案(′输出和输入转矩限制′)364的输入。限制方案364的其它输入包括变速器10的提前操作范围状态，即时提前输入加速度曲线(′即时提前输入加速度曲线′)，在提前操作范围状态中每个应用的离合器的提前即时离合器作用转矩范围(′提前即时离合器作用转矩Min/Max′)，以及战术控制电功率限制(′战术控制电功率限制′)，战术控制电功率限制包括从最小战术控制电功率限制PBAT_MAX_TC到最大战术控制电功率限制PBAT_MIN_TC的范围，如图6所示。该战术控制电功率限制从电池功率函数(′电池功率控制′)366输出。目标提前输入加速度曲线包括输入元件12的即时输入加速度曲线的时间移位提 前，从而适应于在即时输入加速度曲线中的指令改变和在即时输入加速度曲线中测量到的改变之间的响应时间延迟。提前即时离合器作用转矩范围包括离合器的即时离合器作用转矩范围的时间移位提前，从而适应于在即时离合器作用转矩范围中的指令改变和在即时离合器作用转矩范围中测量到的改变之间的响应时间延迟。限制方案364为变速器10确定输出转矩范围，并且然后基于上述的输入而确定能够被变速器10作用的最小和最大输入转矩。 
此外，限制方案364输入即时发动机转矩请求(′即时发动机转矩请求′)并基于操作者转矩请求和限制方案364的其它输入输出即时电功率PBAT_IMMED，即在发动机14在即时发动机转矩操作时和在第一电机56和第二电机72以优选电机转矩操作时ESD 74的估算电池输出功率。 
最小和最大输入转矩被输入给发动机转矩变换计算器355并且被转换成最小和最大发动机转矩(分别为′发动机转矩混合动力最小值′和′发动机转矩混合动力最大值′)，通过考虑转矩消耗部件，例如液压泵、在发动机14和变速器10之间被引入的寄生和其它负载。 
滤波后的目标发动机转矩，发动机状态机372的输出和最小和最大发动机转矩被输入给发动机响应类型确定方案380。发动机响应类型确定方案380将滤波后的目标发动机转矩限制到最小和最大混合发动机转矩，并输出发动机指令给ECM 23，用于控制发动机转矩为即时发动机转矩请求(′即时发动机转矩请求′)和预测发动机转矩请求(′预测发动机转矩请求′)。其它指令控制发动机状态从发动机供给燃料状态和燃料切断状态(′FCO请求′)中选出一个，并且从停缸状态和全缸状态(′DEAC请求′)中选出一个。另外的输出包括发动机响应类型(′发动机响应类型′)。当滤波后的目标发动机转矩介于最小和最大发动机转矩的范围内，则该发动机响应类型是被动的。当滤波后的目标发动机转矩下降到低于发动机转矩的最大限制(′发动机转矩混合动力最大值′)，则该发动机响应类型是主动的，表示需要发动机转矩即时变化，例如通过发动机火花控制以改变发动机转矩，使其落于最小和最大发动机转矩限制的范围内。 
图6显示了战术控制方案330的电池功率控制函数366(′电池功率控制′)。电池功率控制函数366确定该组战术控制电功率限制，包括最小战术控制电功率限制(′PBAT_MIN_TC′)和最大战术控制电功率限制(′PBAT_MAX_TC′)。电池功率控制函数366包括充电函数(‘过放电和过充电函数′)392和电压函数(′ 过电压和欠电压函数′)394。 
充电函数392的输入包括ESD 74的实际输出功率(′PBAT′)，最小短期电功率限制(′PBAT_MIN_ST′)、最大短期电功率限制(′PBAT_MAX_ST′)、最小长期电功率限制(′PBAT_MIN_LT′)、最大长期电功率限制(′PBAT_MAX_LT′)和即时电功率(′PBAT_IMMED′)。充电函数392确定和输出最小充电函数电功率限制(′PBAT_MIN_CF′)和最大充电函数电功率限制(′PBAT_MAX_CF′)。 
参见图7和8，图7描述了充电函数392，包括优选电功率范围确定函数(′优选功率范围确定′)500、比例微分闭环控制函数(′PD控制′)502和功率限制确定函数(′功率限制确定′)504。图8描述了以千瓦表示的功率值随着以秒表示的时间的推移的充电函数392的输入和输出功率值。与最大值关联的功率值指的是放电限制并且通常为正(电机产生正输出转矩，促使ESD 74放电)，与最小值关联的功率值指的是充电限制并且通常为负(电机产生电功率并给ESD 74充电)。 
电功率范围定函数500确定一组触发功率极限，其包括触发功率上限(′触发功率极上限′)和触发功率下限(未显示)，和一组优选电功率限制，包括优选电功率上限(′优选电功率上限′)和优选电功率下限(′优选电功率下限′)。 
功率范围确定函数500根据低于最大短期电功率限制的第一功率值设置触发功率上限。此外，当ESD 74的实际电池输出功率PBAT小于触发功率上限时，功率范围确定函数500将优选电功率上限基于最大短期电功率限制和触发功率上限之间的第二电功率值设置为初值。当ESD 74的实际电池输出功率PBAT超出(也就是说超过)触发功率上限(′PBAT满足触发上限′)时，该优选电功率上限从初值以预定增率增加，直到该优选电功率上限到达最大短期电功率限制PBAT_MAX_ST。 
同样地，功率范围确定函数500基于高于最小短期电功率限制的第一电功率值设置触发功率下限。此外，当ESD 74的输出功率大于触发功率下限时，功率范围确定函数500将优选电功率下限设置为最小短期电功率限制和触发功率下限之间的初值。当ESD 74的实际电池输出功率PBAT超出(低于)触发功率下限时，优选电功率下限以预定速率从初值降低到最小短期电功率限制。 
当ESD 74的实际电池输出功率PBAT超出优选电功率上限和优选电功 率下限中的一个时，比例-微分闭环控制函数502采用反馈控制确定改变限制的变化率(′限制变化率′)。变化率值基于ESD 74的实际电池输出功率PBAT和优选电功率上限和优选电功率下限中被超出的那个之间的差值确定。只要ESD 74的实际电池输出功率PBAT保持在优选电功率上限和优选电功率下限之间，该电功率限制不会依据变化率修正。 
功率限制确定504基于限制变化率值、最小长期电功率限制、最大长期电功率限制和储能装置的即时输出功率(由战术控制方案330确定)确定最小充电函数电功率限制(′PBAT_MIN_CF′)和最大充电函数电功率限制(′PBAT_MAX_CF′)。 
当触发功率限制没有由电池输出功率PBAT修正时，功率限制确定函数504分别将最大充电函数电功率限制PBAT_MAX_CF和最小充电函数电功率限制PBAT_MIN_CF设置为最大长期电功率限制和最小长期电功率限制。 
当ESD 74的实际电池输出功率PBAT超出优选电功率上限(′PBAT满足优选上限′)时，比例-微分闭环控制函数502确定负的变化率值，负的变化率值由功率限制确定函数504采用，以降低最大和最小充电函数电功率限制，从而控制ESD 74的实际电池输出功率PBAT保持在要求的范围内。同样地，当ESD 74的实际电池输出功率PBAT超出优选电功率下限，比例-微分闭环控制函数502确定正的变化率值，正的变化率值由功率限制确定函数504采用，以增加最大和最小充电函数电功率限制，从而控制ESD 74的实际电池输出功率PBAT。 
当即时电功率PBAT_IMMED小于最大充电函数电功率限制时，功率限制确定函数504在基于变化率值修正最大充电函数电功率限制之前将最大充电函数电功率限制设置为即时电功率。由此，最大充电函数电功率限制的变化将迅速地实现由转矩限制函数364确定的最大输入转矩值，因此该函数能够补偿PBAT_IMMED的测定误差，即ESD 74的实际PBAT和由战术控制方案330确定的PBAT_IMMED之间的差值。当所述即时电功率PBAT大于所述最小充电函数电功率限制时，在基于变化率值修正所述最小充电函数电功率限制之前，所述功率限制确定函数504将所述最小充电函数电功率限制设置为所述即时电功率。由此，最小充电函数电功率限制的变化将迅速地实现最小输入转矩值。 
因为功率限制确定函数504根据ESD 74的实际电池输出功率PBAT调整最大充电函数电功率限制和最小充电函数电功率限制中的一个，所以功率限 制确定函数504也以相同的量值调整另一个充电函数电功率限制，使得最大和最小充电函数电功率限制之间的差值保持不变。 
最小和最大充电函数电功率限制是居间电功率限制值，因为它们用于确定最后的电力功率限制值，即最小战术控制电功率限制(′PBAT_MIN_TC)和最大战术控制电功率限制(′PBAT_MAX_TC′)。 
参见图9和10，电压函数394的输入包括由BPCM 21监控的ESD 74的实际电池电压(′VBAT′)，ESD 74的最小基极电压限制(′PBAT_MIN_BASE′)、ESD 74的最大基极电压限制(′PBAT_MAX_BASE′)，充电函数最大电功率限制(′PBAT_MAX_CF′)、充电函数最小电功率限制(′PBAT_MIN_CF′)和即时电功率(′PBAT_IMMED′)。最小和最大电压限制为ESD 74的电压限定了工作范围，并且可以基于动力系统的参数确定，包括，例如ESD 74的温度。图10描绘了电压函数394的以伏特表示的电压值和以千瓦表示的电功率值随着以秒表示的时间的变化。 
电压函数394确定和输出最小战术控制电功率限制和最大战术控制电功率限制。电压函数394包括优选电压范围确定函数510(优选电压范围确定′)、比例-微分闭环控制函数512(′PD控制′)和功率限制确定函数514(′功率限制确定′)。优选电压范围确定函数510确定一组触发电压限制(包括触发电压上限(′触发电压上限′)和触发电压下限(未显示))和一组优选电压限制(包括优选电压上限(′优选电压上限′)和优选电压下限(优选电压下限′))。电压范围确定函数510根据低于最大基极电压限制的第一电压值设置触发电压上限。此外，当ESD 74的电池电压VBAT小于触发电压上限时，电压范围确定函数510根据在最大基极电压限制和触发电压上限之间的第二电压值将优选电压上限设置为初值。当ESD 74的电池电压PBAT超出触发电压上限(′VUTL′)时，优选电压上限从初值以预定速率增加，直到优选电压上限达到最大基极电压限制。 
同样地，电压范围确定函数510根据高于最小电压限制的第一电压值设置触发电压下限。此外，当ESD 74的电池电压VBAT大于触发电压下限时，将优选电压下限设置在最小基极电压限制和触发电压下限之间。当ESD 74的电池电压VBAT超出触发电压下限时，优选电压下限从初值以预定速率降低到最小电压限制。 
比例-微分闭环控制函数512利用反馈控制来确定修正最大或者最小战术控制电功率限制的变化率。变化率值根据优选电压上限和优选电压下限 中的一个与ESD 74的电池电压VBAT之间的差值确定。 
功率限制确定514根据限制变化率值确定最小和最大战术控制电功率限制、最小充电函数电功率限制PBAT_MIN_CF、最大充电函数电功率限制PBAT_MAX_CF和储能装置的即时电池输出功率PBAT_IMMED(由战术控制方案330确定)。 
当触发功率限制没有由电池输出功率VBAT修正时，功率限制确定函数504将最大和最小战术控制电功率限制PBAT_MAX/MIN_TC分别设置为最大和最小充电函数电功率限制PBAT_MAX/MIN_CF。 
当ESD 74的电池电压VBAT超出优选电压上限(′VUPL′)时，比例-微分闭环控制函数512确定正的变化率值，正的变化率值由功率限制确定函数514采用以增加最小战术控制电功率限制，从而控制ESD 74的电池电压VBAT。同样地，当ESD 74的电池电压VBAT超出优选电压下限时，比例-微分闭环控制函数512确定负的变化率值，负的变化率值由功率限制确定函数514采用，以降低最大战术控制电功率限制，从而控制ESD 74的电池电压VBAT。 
当ESD 74的电池电压VBAT超出优选电压上限，并且当由战术控制方案330确定的即时电功率PBAT_IMMED大于最小战术控制电功率限制时，在根据变化率值修正最小战术控制电功率限制之前，功率限制确定函数514将最小战术控制电功率限制设置为即时电功率。当ESD 74的电池电压VBAT低于优选电压下限，并且当由战术控制方案330确定的即时电功率PBAT_IMMED小于最大战术控制电功率限制时，在根据变化率值修正最大战术控制电功率限制之前，功率限制确定函数514将最大战术控制电功率限制设置为即时电功率。 
不同于功率限制确定函数504，功率限制确定函数514仅仅调整战术控制电功率限制的一个，而不调整战术控制电功率限制的另一个，因此限制了电机的工作范围，由此减少了发动机控制的许可转矩范围。 
图11描述了用于输出和电机转矩确定方案340的信号流，其用于控制和管理通过第一电机56和第二电机72的输出转矩，它通过参考图1和2的混合动力系统及图3的控制系统结构以及包括最大和最小可用电池功率限制(′Pbat Min/Max‘)在内的限制描述。输出和电机转矩确定方案340控制第一电机56和第二电机72的电机转矩指令，并且将净输出转矩传递给变速器10的输出元件64，净输出转矩与传动系统90起作用并满足操作者转矩请求，遭受限制和 整形。输出和电机转矩确定方案340优选包括算法代码和预先确定的标定代码，该标定代码有规则地在6.25ms和12.5ms的循环周期中运行，以确定优选电机转矩指令(′TA、TB′)，以在这个实施例中控制第一电机56和第二电机72。 
输出和电机转矩确定方案340确定和运用多个输入以确定在输出转矩上的限制，由此确定输出转矩指令(′To_cmd′)。用于第一电机56和第二电机72的电机转矩指令(′TA′、′TB′)可以根据输出转矩指令确定。输出和电机转矩确定方案340的输入包括操作者输入，动力系统输入和限制，以及自主控制输入。 
操作者输入包括即时加速输出转矩请求(′即时加速输出转矩请求′)和即时制动输出转矩请求(′即时制动输出转矩请求′)。 
自主控制输入包括用以实现传动系统90(412)的主动阻尼，实现发动机脉动消除(408)和基于输入和输出速度实现闭环校正(410)的转矩偏移量。可以确定用于第一电机56和第二电机72以实现传动系统90的主动阻尼的转矩偏移量，(′Ta AD′、′Tb AD′)，例如为了管理和实现传动系统冲击调整，并且从主动阻尼算法(′AD′)(412)输出。当在发动机运行状态(′ON′)和发动机停机状态(′OFF′)之间的过渡过程中，在发动机启动和停机时，确定实现发动机脉动消除(′Ta PC′、′Tb PC′)的转矩偏移量以消除发动机转矩干扰，并从脉冲消除算法(′PC′)(408)输出。用于第一电机56和第二电机72实现闭环校正转矩的转矩偏移量通过监控有关变速器10的输入速度和离合器C170、C262、C373、和C475的离合器滑移速度确定。当以模式操作范围状态中的一种操作时，可以基于传感器11的输入速度(′Ni′)和输入速度曲线(′Ni_Prof′)之间的差值确定第一电机56和第二电机72的闭环校正转矩偏移量(′Ta CL′、′TbCL′)。当在以空档操作时，闭合校正基于来自传感器11的输入速度(′Ni′)和输入速度曲线(′Ni_Prof′)之间的差值，以及离合器滑移速度和目标离合器滑移速度之间的差值，该目标离合器滑移速度例如用于目标离合器C170的离合器滑移速度曲线。闭环校正转矩偏移量从闭环控制算法(′CL′)(410)输出。离合器转矩(′Tcl′)包括应用的扭力传递离合器的离合器作用转矩范围，且未处理的离合器滑移速度和未应用的离合器的离合器滑移加速度，可以被确定以用于任意的目前应用的和未锁定的离合器的具体操作范围状态。实现传动系统90的主动阻尼的闭环电机转矩偏移量和电机转矩偏移量输入给低通滤波器，以确定第 一电机56和第二电机72(405)的电机转矩校正(′TA LPF′和′TB LPF′)。 
动力系统的输入包括来自电池功率函数(′电池功率控制′)(466)的最大电机转矩控制电功率限制(’PBAT_MAX_MT’)和最小电机转矩控制电功率限制(’PBAT_MIN_MT’)，操作范围状态(′混合动力范围状态‘)和多个系统输入和限制(′系统输入和限制′)。系统输入可以包括对于动力系统和操作范围状态而言特定的标量参数，并且可以与输入元件12、输出元件64和离合器的速度和加速度相关联。在这个实施例中，其它的系统输入涉及系统惯量、阻尼和电力/机械能量变换效率。限制包括来自转矩机械的最大和最小电机转矩输出，所述转矩机械即第一电机56和第二电机72(′Ta Min/Max、′Tb Min/Max′)，和对于应用的离合器的最大和最小离合器作用转矩。其它的系统输入包括所述输入转矩、离合器滑移速度及其他相关状态。 
包括输入加速度曲线(′Nidot_Prof′)和离合器滑移加速度曲线(′离合器滑移加速度曲线′)的输入连同系统输入、操作范围状态和用于第一电机56和第二电机72的电机转矩校正(′Ta LPF′和′Tb LPF′)一起被输入到预优化算法(415)。输入加速度曲线是即将来临的输入加速度的估计值，所述即将来临的输入加速度优选地包括即将来临的循环周期的目标输入加速度。离合器滑移加速度曲线是对于一个或多个未应用的离合器的即将来临的离合器加速度的估计值，并且优选是包括用于即将来临的循环周期的目标离合器滑移加速度。优化输入(′Opt Inputs′)，其可以包括电机转矩、离合器转矩和输出转矩的值，可以对于当前操作范围状态计算并在优化算法中使用，以确定最大和最小原始输出转矩限制(440)和确定在第一电机56和第二电机72(440’)之间的开环转矩指令的优选分离。分析优化输入(′Opt Inputs′)、最大和最小电池功率限制、系统输入和当前操作范围状态以确定优选或者最佳输出转矩(′To Opt′)和最小和最大原始输出转矩限制(′To Min Raw′、′To Max Raw′)(440)，这可以被整形和滤波(420)。优选输出转矩(′To Opt′)包括使得电池功率受限于操作者转矩请求最小化的输出转矩。即时加速输出转矩请求和即时制动输出转矩请求各自整形和滤波，并且受最小和最大输出转矩限制(′转矩最小值滤波′、′转矩最大值滤波′)的限制以确定最小和最大滤波输出转矩请求限制(′最小滤波转矩请求′、′最大滤波转矩请求′)。限制后的加速输出转矩请求(′限制后的加速转矩请求‘)和限制后的制动输出转矩请求(′限制后的制动转矩请求′)可以根据最小和最大 滤波输出转矩请求限制(425)确定。 
此外，变速器10的再生制动容量(′再生制动容量′)包括与传动系统转矩起作用的变速器10的容量，并且可以根据包括来自转矩机械的最大和最小电机转矩输出和来自应用的离合器的最大和最小作用转矩的限制确定，并考虑电池功率限制。再生制动容量确立即时制动输出转矩请求的最大值。再生制动容量根据限制后的加速输出转矩请求和优选输出转矩之间的差值确定。限制后的加速输出转矩请求被整形和滤波，并与限制后的制动输出转矩请求结合以确定净输出转矩指令。净输出转矩指令与最小和最大请求滤波输出转矩比较以确定输出转矩指令(′To_cmd′)(430)。当净输出转矩指令在最大和最小请求滤波输出转矩之间时，输出转矩指令设置成净输出转矩指令。当净输出转矩指令超过最大请求滤波输出转矩时，输出转矩指令设置成最大请求滤波输出转矩。当净输出转矩指令小于最小请求滤波输出转矩时，输出转矩指令被设置成最小请求滤波输出转矩指令。 
动力系操作被监控，并且与输出转矩指令结合，以确定满足作用离合器转矩容量(′Ta Opt′和′Tb Opt′)的、在第一电机56和第二电机72之间的开环转矩指令的优选分离，并且提供关于优选电池功率(′Pbat Opt′)(440′)的反馈。减去用于第一电机56和第二电机72的电机转矩校正(′Ta LPF′和′Tb LPF′)以确定开环电机转矩指令(′Ta OL′和′Tb OL′)(460)。 
开环电机转矩指令与包括实现传动系统90(412)的主动阻尼、实现发动机脉动消除(408)以及基于输入和离合器滑移速度(410)实现闭环校正的转矩偏移量在内的自主控制输入结合，以此来确定用于控制第一电机56和第二电机72(470)的电机转矩TA、TB。上述限制、整形和滤波输出转矩请求的步骤以确定输出转矩指令(其转换为用于第一电机56和第二电机72的转矩指令)优选的是前馈操作，其作用于输入，并使用算法代码以计算转矩指令。 
如此设置的系统操作导致基于动力系统的当前操作和限制确定输出转矩限制。操作者转矩请求根据制动踏板和加速踏板的操作者输入确定。操作者转矩请求可以被限制、整形和滤波以确定输出转矩指令，包括确定优选再生制动容量。输出转矩指令可以根据限制和操作者转矩请求的限制确定。输出转矩指令通过指令转矩机械的操作实施。系统操作实现响应于操作者转矩请求并在系统限制内的动力系操作。系统操作导致输出转矩参考操作者驱动性能需 求而整形，包括在再生制动操作中的平稳操作。 
优化算法(440、440′)包括被执行来确定动力系统控制参数的算法，这些参数响应于操作者转矩请求，以使电池功率消耗最小化。优化算法440包括基于系统输入和限制、当前操作范围状态和可用电池功率限制监控机电混合动力系的当前操作条件，例如，在上文中描述的动力系统。对于备选输入转矩，优化算法440计算响应于包括前述的输出转矩指令的系统输入的动力系统输出，并且动力系统输出在来自第一电机56和第二电机72的最大和最小电机转矩输出之内，并在可用电池功率之内，在对于变速器10的当前操作范围状态而言应用的离合器的离合器作用转矩的范围内，并考虑系统惯量、阻尼、离合器滑移和电力/机械能量变换效率。优选的是，动力系统输出包括优选输出转矩(′ToOpt′)、第一电机56和第二电机72的可达到的输出转矩(′Ta Opt′、′Tb Opt′)和与可达到的输出转矩相关联的优选电池功率(′Pbat Opt′)。 
图12显示的是输出和电机转矩确定方案340的电池功率函数466。电池功率函数466确定该组电机转矩电功率限制，包括最大电机转矩控制电功率限制(′PBAT_MAX_MT′)和最小电机转矩控制电功率限制(′PBAT_MIN_MT′)。电池功率函数466包括充电函数(′过放电和过充电函数′)492和电压函数(′过电压和欠电压函数)494。 
充电函数492的输入包括由BPCM 21监控的ESD 74的实际电池输出功率(′PBAT′)、最小短期电功率限制(′PBAT_MIN_ST′)、最大短期电功率限制(′PBAT_MAX_ST′)、最小长期电功率限制(′PBAT_MIN_LT′)、最大长期电功率限制(′PBAT_MAX_LT′)和优选电池功率(′PBAT_Opt′)。利用大体上类似于上述的用于充电函数392的方法，充电函数492确定和输出最小充电函数电功率限制(′PBAT_MIN_CF′)和最大充电函数电功率(′PBAT_MAX_CF′)，其中优选电池功率PBAT_Opt代替即时电池功率PBAT_IMMED使用。电压函数494的输入包括由BPCM 21监控的ESD 74的电池电压(′VBAT′)、最小基极电压限制(′PBAT_MIN_BASE′)、最大基极电压限制(′PBAT_MAX_BASE′)、充电函数最大电功率限制(′PBAT_MAX_CF′)、充电函数最小电功率限制(′PBAT_MIN_CF′)和优选电池功率(′PBAT_Opt′)。电压函数494利用大体上类似于通过充电函数394的方法确定和输出最小电机转矩控制电功率限制和最大电机转矩控制电功率限制，以分别确定最小和最大战术控制电功率限制，其中优选电池功率PBAT_Opt利用即时电池功率(′PBAT_IMMED′)代 替。 
本说明书以及描述了某些优选的实施例和在那里的修改。在阅读和理解本说明书后，其他本领域技术人员也可以提出更进一步的修改和改变。因此，可以意识到的是本发明并不局限于所公开的作为用于执行本发明的最佳方式设想的特定的实施例，但是本发明将包括落入附带的权利要求的范围内的所有的实施例。 

Claims (20)

1.一种用于控制动力系统的方法，该动力系统包括第一功率致动器、第二功率致动器、变速器装置和与所述第一功率致动器和第二功率致动器中的一个连接的储能装置，该变速器装置可操作以在输出元件、及第一和第二功率致动器之间传递功率，所述方法包括：
监控储能装置的输出功率；
提供短期电功率限制、长期电功率限制、优选电功率限制和对于储能装置的操作的触发电功率限制，所述优选电功率限制限定优选功率范围；
其中长期电功率限制包括在保持储能装置的长期耐用性时与储能装置的操作关联的电池输出功率水平；短期电功率限制包括不会显著影响短期电池耐用性的与电池操作关联的储能装置的输出功率水平；
当储能装置的输出功率超出触发电功率限制时，修正优选电功率限制；
监控对第一功率致动器的功率指令；
估算对于功率指令而言的储能装置的输出功率；
当储能装置的输出功率在优选功率范围内时，基于长期电功率限制确定第一功率致动器的功率限制；和
当储能装置的输出功率超出优选电功率限制时，基于储能装置的估算输出功率确定第一功率致动器的功率限制。
2.根据权利要求1所述的方法，还包括提供包括短期电功率限制的一组短期电功率限制，包括长期电功率限制的一组长期电功率限制，包括优选电功率限制的一组优选电功率限制，和包括用于所述储能装置的触发电功率限制的一组触发电功率限制。
3.根据权利要求1所述的方法，还包括：
监控储能装置的温度，和
根据储能装置的温度确定所述短期电功率限制和长期电功率限制中的一个。
4.根据权利要求1所述的方法，还包括：
监控储能装置的电压；和
基于储能装置的电压和第一功率致动器的功率限制确定所述第一功率致动器的基于电压的功率限制。
5.根据权利要求1所述的方法，还包括：根据短期电功率限制确定所述优选电功率限制和触发电功率限制。
6.根据权利要求1所述的方法，还包括：
基于短期电功率限制将所述优选电功率限制设置为第一电功率值；和
当储能装置的输出功率超出触发电功率限制时，使优选电功率限制以预定速率随着时间的推移从第一电功率值以一定斜率变化为第二电功率值。
7.根据权利要求6所述的方法，其中第二电功率值与短期电功率限制相等。
8.根据权利要求1所述的方法，还包括：
监控构成第一功率致动器的发动机的功率指令；
估算对于功率指令而言储能装置的输出功率；
当储能装置的输出功率在优选功率范围内时，基于长期电功率限制确定发动机的功率限制；和
当储能装置的输出功率超出优选电功率限制时，基于储能装置的估算输出功率确定发动机的功率限制。
9.根据权利要求8所述的方法，其中对于发动机的功率指令包括转矩指令。
10.根据权利要求1所述的方法，还包括：
监控构成第一功率致动器的电机的功率指令；
估算对于所述功率指令而言储能装置的输出功率；
当储能装置的输出功率在优选功率范围内时，基于长期电功率限制确定电机的功率限制；和
当储能装置的输出功率超出优选电功率限制时，基于储能装置的估算输出功率确定电机的功率限制。
11.根据权利要求10所述的方法，其中电机的功率指令包括转矩指令。
12.根据权利要求1所述的方法，还包括：当储能装置的输出功率超出优选电功率限制时，基于储能装置的输出功率确定第一功率致动器的功率限制。
13.根据权利要求12所述的方法，还包括：当储能装置的输出功率超出优选电功率限制时，在闭环控制方案中采用储能装置的输出功率。
14.一种用于控制动力系统的方法，所述动力系统包括发动机、电机、变速器装置和与电机连接的储能装置，该变速器装置可操作以在输出元件、发动机和电机之间传递功率，所述方法包括：
监控储能装置的输出功率；
提供短期电功率限制、长期电功率限制、优选电功率限制和用于储能装置的触发电功率限制，所述优选电功率限制限定优选功率范围；
其中长期电功率限制包括在保持储能装置的长期耐用性时与储能装置的操作关联的电池输出功率水平；短期电功率限制包括不会显著影响短期电池耐用性的与电池操作关联的储能装置的输出功率水平；
当储能装置的输出功率超出触发电功率限制时，修正优选电功率限制；
监控发动机的功率指令；
估算对于所述功率指令而言的储能装置的输出功率；
当储能装置的输出功率在优选功率范围内时，基于长期电功率限制确定发动机的功率限制；和
当储能装置的输出功率超出优选电功率限制时，基于储能装置的估算的输出功率确定发动机的功率限制。
15.如权利要求14所述的方法，还包括提供包括短期电功率限制的一组短期电功率限制，包括长期电功率限制的一组长期电功率限制，包括优选电功率限制的一组优选电功率限制，和包括用于所述储能装置的触发电功率限制的一组触发电功率限制。
16.根据权利要求14所述的方法，还包括：
基于短期电功率限制将优选电功率限制设置为第一电功率值；和
当储能装置的输出功率超出触发电功率限制时，使优选电功率限制以预定速率随着时间的推移从第一电功率值以一定斜率变化至等于短期电功率限制的第二电功率值，其中第一电功率值与长期电功率限制相等。
17.根据权利要求14所述的方法，还包括：当储能装置的输出功率超出优选电功率限制时，基于储能装置的输出功率确定发动机的功率限制，其中功率限制包括发动机的转矩限制。
18.一种用于控制动力系统的方法，所述动力系统包括发动机、电机、变速器装置和与电机连接的储能装置，该变速器装置可操作以在输出元件、发动机和电机之间传递功率，所述方法包括：
监控储能装置的输出功率；
提供短期电功率限制、长期电功率限制、优选电功率限制和用于储能装置的触发电功率限制，所述优选电功率限制限定优选功率范围；
其中长期电功率限制包括在保持储能装置的长期耐用性时与储能装置的操作关联的电池输出功率水平；短期电功率限制包括不会显著影响短期电池耐用性的与电池操作关联的储能装置的输出功率水平；
当储能装置的输出功率超出触发电功率限制时，修正优选电功率限制；
监控电机的功率请求；
估算对于所述功率请求而言储能装置的输出功率；
当储能装置的输出功率在优选功率范围内时，基于长期电功率限制确定用于限制电机功率的功率限制；
当储能装置的输出功率超出优选电功率限制时，基于储能装置的估算输出功率确定用于限制电机功率的功率限制。
19.根据权利要求18所述的方法，还包括：
确定发动机的输入功率；
确定用于限制输出元件的输出功率的限制；和
基于用于限制输出功率和发动机的输入功率的限制来限制电机的输出功率。
20.根据权利要求19所述的方法，还包括：
确定发动机的输入转矩；
确定用于限制输出元件的输出转矩的限制；和
基于用于限制输出转矩和发动机的输入转矩的限制来限制电机的转矩。
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