CN101513872A - 控制带两外部输入转矩范围电机械变速器的系统约束方法 - Google Patents

控制带两外部输入转矩范围电机械变速器的系统约束方法 Download PDF

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CN101513872A
CN101513872A CNA2008101547829A CN200810154782A CN101513872A CN 101513872 A CN101513872 A CN 101513872A CN A2008101547829 A CNA2008101547829 A CN A2008101547829A CN 200810154782 A CN200810154782 A CN 200810154782A CN 101513872 A CN101513872 A CN 101513872A
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torque
constraint
obtainable
power
input
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CN101513872B (zh
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T·-M·谢
A·H·希普
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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    • B60K6/445—Differential gearing distribution type
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
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    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
    • F16H2037/102—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts the input or output shaft of the transmission is connected or connectable to two or more differentials
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
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    • F16H2037/106—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts characterised by number of modes or ranges, e.g. for compound gearing with switching means to provide two variator modes or ranges
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    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
    • F16H3/728—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path with means to change ratio in the mechanical gearing
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract

一种控制带两外部输入转矩范围电机械变速器的系统约束方法，该电－机械变速器机械地操作联接至内燃发动机和第一和第二电机，以向输出元件传递功率，该方法包括确定电机转矩约束和电池功率约束。输出至输出元件的优选输出转矩确定成是在电机转矩约束内可获得的、是在第一转矩输入范围内可获得的、是在第二转矩输入范围内可获得的、且是基于电池功率约束的。

Description

控制带两外部输入转矩范围电机械变速器的系统约束方法
相关申请的交叉引用
[0001]本申请要求2007年11月2号提出的美国临时申请No.60/984,830的优先权，并在此引入作为参考。
技术领域
[0002]本发明属于电-机械变速器控制系统。
背景技术
[0003]本部分的陈述仅仅是提供涉及本发明的背景信息，它们可能并不构成现有技术。
[0004]已知的混合动力系结构可包括多种转矩产生装置，这些装置包括内燃发动机和非燃烧式机械(例如电机)，它们通过一变速器装置传递转矩至一输出元件。一个示例性混合动力系包括双模式、混合-分离(compound-split)、电-机械变速器和输出元件，该变速器利用一输入元件接收来自于优选为内燃发动机的原动机动力源的牵引转矩。输出元件可以操作地连接至机动车辆的传动系，用于将牵引转矩传递给传动系。作为电动机或者发电机运转的机械能够向变速器产生输入转矩，该输入转矩独立于来自内燃发动机的输入转矩。该机械可将通过车辆传动系传递的车辆动能转换成可存储在一电能存储装置中的能量。一控制系统监控来自于车辆和操作者的各种输入，并且对混合动力系提供操作控制，这些操作控制包括控制变速器的运行状态和换档、控制转矩产生装置、以及调节电能存储装置和该电机之间的能量交换，以管理包括转矩和转速在内的变速器输出。
发明内容
[0005]动力系包括电-机械变速器，该电-机械变速器机械地操作联接到内燃发动机和第一和第二电机，以向输出元件传递功率。控制该电-机械变速器的方法包括确定第一和第二电机的电机转矩约束和确定电连接至第一第二电机的电能存储装置的电池功率约束。输入至电-机械变速器的第一转矩输入的范围和第二转矩输入的范围也被确定。确定输出至该电-机械变速器的输出元件的优选输出转矩，该优选输出转矩是在电机转矩约束内可获得的、是在第一转矩输入范围内可获得的、是在第二转矩输入范围内可获得的、且是以电池功率约束为基础的。
附图说明
[0006]现通过举例的方式并结合附图来描述一个或多个实施例，其中：
[0007]图1是根据本发明的示例动力系的示意图；
[0008]图2是根据本发明的用于控制系统和动力系的示例结构的示意图；及
[0009]图3-5是根据本发明的图解示意图。
具体实施方式
[0010]现在参看附图，其中附图只是为了示出某些示例性实施例，而不是限制实施例，图1和2描绘了一示例性电-机械混合动力系。图1所描绘的本发明的该示例性电-机械混合动力系包括双模式、混合-分离、电-机械混合变速器10，该变速器10操作连接至发动机14和第一和第二电机(‘MG-A’)56和(‘MG-B’)72。发动机14和第一和第二电机56和72每个都产生能传递给变速器10的功率。由发动机14和第一和第二电机56和72所产生的并且传递给变速器10的功率用术语输入转矩和电机转矩及速度来描述，在本文中该输入转矩和电机转矩分别用TI、TA和TB来表示，该速度则分别用NI、NA和NB来表示。
[0011]示例性发动机14包括多缸内燃发动机，其选择性地在多个状态下运转，以经由输入轴12将转矩传递给变速器10，该发动机14可以是点燃式或者压燃式发动机。发动机14包括操作联接到变速器10的输入轴12上的曲轴(未示出)。转速传感器11监控输入轴12的转速。来自发动机14的包括转速和发动机转矩的功率输出可能与传递给变速器10的输入速度NI和输入转矩TI不同，这是由于在发动机14和变速器10之间的输入轴12上放置转矩消耗部件，例如液压泵(未示出)和/或转矩管理装置。
[0012]该示例性的变速器10包含三组行星齿轮组24、26、28以及四个选择性接合的转矩传递装置，即离合器C1 70、C2 62、C3 73和C4 75。本文所使用的离合器是指任何类型的摩擦转矩传递装置，例如它们包括单盘式或复合盘式离合器或组件、带式离合器及制动器。优选由变速器控制模块(下面用‘TCM’表示)17控制的液压控制回路(HYD)42操作控制离合器的状态。离合器C2 62和C4 75优选包括以液压方式施用的旋转摩擦离合器。离合器C1 70和C3 73优选包括可选择性地接到变速器壳体68上的液压控制固定装置。离合器C170、C2 62、C3 73和C4 75中的每一个都优选是以液压方式施用的，选择性地通过液压控制回路42接收已加压的液压流体。
[0013]第一和第二电机56和72优选包括三相交流电机以及各自的第一和第二解算器(resolver)80和82，每个三相交流电机都包括定子(未示出)和转子(未示出)。每个电机的电机定子都接到变速器壳体68的外部上，并且还包括定子心，盘绕的电绕组自该定子心开始延伸。第一电机56的转子支撑在毂盘齿轮(hubplate gear)上，该毂盘齿轮经由第二行星齿轮组26操作地附接到轴60上。第二电机72的转子固定地附接到衬套轴毂(sleeve shaft hub)66上。
[0014]第一和第二解算器80、82的每一个优选都包括可变磁阻装置，该可变磁阻装置包括解算器定子(未示出)和解算器转子(未示出)。第一和第二解算器80和82分别被适当地定位和安装在对应的第一和第二电机56和72上。该解算器80和82的定子分别操作连接到第一和第二电机56和72的定子之一上。解算器的转子操作连接到对应的第一和第二电机56和72的转子上。第一和第二解算器80和82每个都信号连接和操作连接到变速器功率变换器控制模块(下面用‘TPIM’表示)19上，并且每个解算器检测和监控解算器转子相对于解算器定子的旋转位置，从而监控对应的第一和第二电机56和72的旋转位置。此外，将来自于第一和第二解算器80和82的信号输出进行解释，以分别提供第一和第二电机56和72的转速，即NA和NB。
[0015]变速器10包括输出元件64，例如轴，其可操作地连接车辆(未示出)的传动系90以向该传动系90提供输出功率，该输出功率被传递给车轮93，在图1中示出了该车轮93中的一个。在输出元件64处的输出功率用术语输出转速NO和输出转矩TO来表征。变速器输出速度传感器84监控输出元件64的转速和旋转方向。车轮93的每一个优选地都配有适于监测车轮速度的传感器94，该传感器94的输出由针对图2所描述的分布式控制模块系统中的一控制模块来监控，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。
[0016]来自发动机14的输入转矩和来自第一和第二电机56和72的电机转矩(分别为TI、TA和TB)是由燃料或存储于电能存储装置(下面用‘ESD’来表示)74中的电势能的能量转化而产生的。ESD 74经由直流电传递导线27而高压直流地连接到TPIM 19。传递导线27包括接触器开关38。在正常工况下，当接触器开关38闭合时，电流能够在ESD 74和TPIM 19之间流动。当接触器开关38断开时，ESD 74和TPIM 19之间的电流流动则中断。通过传递导线29，TPIM 19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，并且类似地，通过传递导线31，TPIM 19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，以作为对电机转矩TA和TB的响应来满足对第一和第二电机56和72的转矩命令。电流被传递给ESD 74及从ESD 74中输出是要依据ESD 74是被充电还是被放电。
[0017]TPIM 19包括一对功率变换器(未示出)和对应的电机控制模块(未示出)，该电机控制模块配置成接受转矩命令并基于此来控制变换器状态，以便提供电机驱动或者再生功能，从而满足所命令的电机转矩TA和TB。功率变换器包括公知的互补型三相功率电子装置，每个装置都包括多个绝缘栅双极晶体管(未示出)，其通过高频下的转换而将来自ESD 74的直流电转变为交流电，用于为相应的第一和第二电机56和72提供功率。绝缘栅双极晶体管形成为用于接收控制命令的开关模式功率供给源。典型地，每一个三相电机的每一相都配有一对绝缘栅双极晶体管。通过控制绝缘栅双极晶体管的状态来提供电机驱动机械能的产生或者电能再生的功能。三相变换器通过直流电传递导线27接收或者提供直流电，并且把直流电转化为三相交流电或者将三相交流电转化为直流电，该交流电分别通过传递导线29和31传导给第一和第二电机56和72或从第一和第二电机56和72传导出，以便作为电动机或者发电机工作。
[0018]图2示出了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整个车辆控制结构的一个子集，其对图1所描述的示例性混合动力系提供了协调系统控制。该分布式控制模块系统综合有关的信息和输入，并且执行算法来控制各个致动器以实现控制目标，这些控制目标包括：燃油经济性、排放物、性能、驾驶性能以及包括ESD 74的电池及第一和第二电机56和72在内的硬件的保护。分布式控制模块系统包括发动机控制模块(下面用‘ECM’来表示)23、TCM 17、电池组控制模块(接下来用’BPCM’来表示)21以及TPIM 19。混合控制模块(下面用‘HCP’来表示)5对ECM 23、TCM 17、BPCM 21和TPIM19提供监督控制和协调。用户接口(‘UI’)13信号地连接至多个装置，通过这些装置，车辆操作者就能控制或者指挥电-机械混合动力系的运行。这些装置包括加速踏板113(‘AP’)、操作者制动踏板112(‘BP’)、变速器档位选择器114(‘PRNDL’)和车辆速度巡航控制器(未示出)。变速器档位选择器114可以具有离散数目的操作者可选位置，这些可选位置包括输出元件64的旋转方向，以便能实现前进和倒退方向之一。
[0019]前面提到的这些控制模块通过局域网(下面用‘LAN’来表示)总线6与其它控制模块、传感器和致动器通信。LAN总线6允许在各种控制模块之间进行运行参数状态和致动器命令信号的结构化通信。所采用的特定通信协议是专用的(application-specific)。LAN总线6和合适的协议在前面提到的控制模块之间以及和其他控制模块之间提供了鲁棒通讯和多控制模块接口连接，这些其他控制模块提供了包括例如防抱死制动、牵引控制和车辆稳定性等功能。可以用多个通信总线来改进通信速度，并提供某种水平的信号冗余性和完整性。使用直接链路，例如串行外围接口(‘SPI’)总线(未示出)，还可以进行各个控制模块之间的通信。
[0020]HCP 5能对混合动力系提供监督控制，用于ECM 23、TCM 17、TPIM 19和BPCM21的协调运行。基于来自用户接口13和包括ESD74在内的混合动力系的各种输入信号，HCP 5确定出操作者转矩请求、输出转矩命令、发动机输入转矩命令、用于变速器10中所施用的转矩传递离合器C1 70、C2 62、C3 73、C475的离合器转矩、以及第一和第二电机56和72的电机转矩TA和TB。TCM17操作连接到液压控制回路42并提供各种功能，包括监测各种压力传感装置(未示出)和产生和传送控制信号至各种螺线管(未示出)，从而控制液压控制回路42内包含的压力开关和控制阀。
[0021]ECM 23操作连接至发动机14，其作用是在多条离散线路上从传感器获取数据并控制发动机14的致动器，为了简便起见，该多条离散线路图示为总的双向接口电缆35。ECM 23接收来自于HCP 5的发动机输入转矩命令。ECM 23根据监控到的发动机速度和负载确定出在那一时间点提供给变速器10的实际发动机输入转矩TI，该实际发动机输入转矩TI被传送至HCP 5。ECM 23监控来自转速传感器11的输入，以确定到达输入轴12的发动机输入速度，该发动机输入速度转化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，以确定包括如歧管压力、发动机冷却液温度、环境空气温度以及环境压力在内的其他发动机运行参数的状态。例如，从歧管压力或者可替代地从监控给加速踏板113的操作者输入可以确定发动机负载。ECM 23产生命令信号，并且传输这些命令信号来控制发动机致动器，这些致动器包括例如喷油器、点火模块和节气门控制模块，这些在图中都没有示出。
[0022]TCM 17操作连接至变速器10并且监控来自传感器(未示出)的输入，以确定变速器运行参数的状态。TCM 17产生命令信号，并且传输这些信号以控制变速器10，包括控制液压回路42。由TCM 17输入给HCP 5的输入包括：离合器(即C170、C262、C373和C475)中的每一个的估计离合器转矩，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自TCM 17向HCP 5提供附加信息。TCM 17监控来自于压力开关(未示出)的输入，并且选择性地致动液压回路42中的压力控制电磁阀(未示出)和换档电磁阀(未示出)，以选择性地致动各离合器C1 70、C2 62、C3 73和C4 75，进而实现如下面所描述的各种变速器运行范围状态。
[0023]BPCM 21信号连接至传感器(未示出)以监控ESD 74，包括监控电流和电压参数的状态，以向HCP 5提供表示ESD 74的电池的参数状态的信息。该电池的这些参数状态优选包括电池荷电状态、电池电压、电池温度及用范围PBAT_MIN到PBAT_MAX来表示的可用电池功率。
[0024]制动器控制模块(下面用‘BrCM’来表示)22操作连接至车轮93的每一个上的摩擦制动器(未示出)。BrCM 22监控操作者对制动踏板112的输入，并产生控制信号以控制摩擦制动器，并且向HCP 5发送控制信号以基于此信号来运转第一和第二电机56和72。
[0025]控制模块ECM 23、TCM 17、TPIM 19、BPCM 21和BrCM 22的每一个优选都是通用数字计算机，该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’)、随机存储器(‘RAM’)，可电编程只读存储器(‘EPROM’))、高速时钟、模拟/数字(‘A/D’)和数字/模拟(‘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。每个控制模块都包括一组控制算法，该算法包括存储于存储介质之一中的驻留程序命令和校验(calibration)，执行该算法来提供各计算机的相应功能。控制模块之间的信息传递优选由LAN总线6和串行外围接口总线来完成。在预设的循环周期中执行该控制算法使得每个算法在每个循环周期中至少被执行一次。由中央处理单元之一采用预设的校验来执行存储于非易失性存储器装置中的算法，以监控来自于传感装置的输入，及执行控制致动器运行的控制和诊断程序。定期执行循环周期，例如在混合动力系运行期间每3.125、6.25、12.5、25和100毫秒执行一次。或者，响应事件的发生而执行算法。
[0026]示例性混合动力系可选择性地在若干运行范围状态之一下运行，这些状态可以用包含发动机开状态(‘ON’)和发动机关状态(‘OFF’)的发动机状态以及包含多个固定档位和无级变速运行模式的变速器状态来描述，下面参考表1对这些状态进行描述。
表1
Figure A20081015478200111
[0027]表中描述了各个变速器运行范围状态，并指出在每个运行范围状态中特定离合器C170、C262、C373和C475中的哪些被施用。通过使用离合器C170(只为了将第三行星齿轮组28的外部齿轮元件“接地”)，从而选择第一无级变速模式，即EVT模式1或M1。发动机状态可以是ON(‘M1_Eng_On’)或者OFF(‘M1_Eng_Off’)之一。通过使用离合器C262(只将轴60接到第三行星齿轮组28的架上)，从而选择第二无级变速模式，即EVT模式2或M2。发动机状态可以是ON(‘M2_Eng_On’)或者OFF(‘M2_Eng_Off’)之一。为了便于说明，当发动机状态是OFF时，发动机输入速度等于0转每分钟(‘RPM’)，即，发动机曲轴不旋转。固定档位运行提供了变速器10的输入比输出速度的固定传动比运行，即NI/NO。通过使用离合器C1 70和C4 75，而选择第一固定档位运行(‘G1’)。通过使用离合器C1 70和C262而选择第二固定档位运行(‘G2’)。通过使用离合器C2 62和C4 75而选择第三固定档位运行(‘G3’)。通过使用离合器C2 62和C3 73而选择第四固定档位运行(‘G4’)。由于行星齿轮组24、26和28中的减小的传动比，输入比输出速度的固定传动比运行随着固定档位运行的升高而增加。第一和第二电机56和72的转速NA和NB分别取决于由离合操作所限定的该机构的内部旋转，且与在输入轴12处所测得的输入速度成比例。
[0028]作为对由用户接口13所捕获的经由加速踏板113和制动踏板112输入的操作者输入的响应，HCP 5和一个或多个其他控制模块确定出转矩命令，从而控制包括发动机14及第一和第二电机56和72在内的转矩产生装置，以满足在输出元件64处传递给传动系90的操作者转矩请求。基于来自用户接口13以及包括ESD 74在内的混合动力系的输入信号，HCP 5分别确定操作者转矩请求、变速器10与传动系90之间的被命令的输出转矩、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和第二电机56和72的电机转矩，在下文中将描述它们。命令输出转矩可以是牵引转矩，其中，转矩流动开始于发动机14和第一和第二电机56和72，并通过变速器10传递到传动系90，并且也可以是反作用转矩，其中转矩流动开始于传动系90的车轮93并通过变速器10传递到第一和第二电机56和72以及发动机14。
[0029]最终的车辆加速可能受到其他因素的影响，这些其它因素包括，例如路面载荷、道路等级以及车辆重量。基于混合动力系的各种运行特性可以确定出变速器的运行范围状态。这包括如前面所描述的，通过加速踏板113和制动踏板112传输给用户接口13的操作者转矩请求。在电能产生模式或转矩产生模式下，根据由运行第一和第二电机56和72的命令所导致的混合动力系的转矩要求，可以断定该运行范围状态。该运行范围状态可以通过优化算法或程序来确定，该优化算法或程序根据操作者的功率要求、电池荷电状态以及发动机14和第一和第二电机56和72的能效确定最优的系统效率。控制系统根据所执行的优化程序的结果来管理来自于发动机14及第一和第二电机56和72的转矩输入，并且由此使管理燃油经济性及电池充电的系统效率得到优化。此外，还可以根据部件或系统的故障来决定操作。HCP 5监控转矩产生装置，并且确定响应于在输出元件64处所需要的输出转矩而需要的变速器10的功率输出，以满足操作者的转矩请求。根据上面所描述的，显然，ESD 74与第一和第二电机56和72操作电连接以便在它们之间形成能量流。此外，发动机14、第一和第二电机56和72以及电-机械变速器10操作地机械连接以在它们之间传递功率，进而向输出元件64传递能量流。
[0030]发动机14和变速器10的运行由发动机14、第一和第二电机56和72、ESD74以及离合器C1 70、C2 62、C3 73和C4 75的功率、转矩和速度极限来约束。对发动机14和变速器10的运行约束可翻译为一套系统约束方程，该方程作为在控制模块之一(例如，HCP5)内的一个或多个算法而被执行。
[0031]再次参考图1，在总体运行中，变速器10通过选择性致动一个或两个转矩传递离合器而在这些运行范围状态之一中运行。每个发动机14和第一和第二电机56、72的转矩约束，每个发动机14和第一和第二电机56、72以及变速器10的输出轴64的速度约束被确定。ESD74的电池功率约束被确定，并且应用到进一步限制第一和第二电机56、72的电机转矩约束。基于电池功率约束，电机转矩约束以及速度约束，采用系统约束方程来确定动力系的优选运行范围。该优选运行范围包括发动机14和第一和第二电机56、72的允许运行转矩或速度的范围。
[0032]通过推导并同时求解变速器10的动态方程，转矩极限(在这个实施例中为输出转矩T0)可采用下述线性方程确定：
TM1＝TAtoTM1*TA+TBtoTM1*TB+Misc_TM1[1]
TM2＝TAtoTM2*TA+TBtoTM2*TB+Misc_TM2[2]
TM3＝TAtoTM3*TA+TBtoTM3*TB+Misc_TM3[3]
其中，在这个实施例中，
TM1代表输出元件64处的输出转矩To。
TM2代表输入轴12的输入转矩TI。
TM3代表变速器10的所施用的转矩传递离合器C1 70、C2 62、C3 73和C4 75的反作用离合器转矩。
TAtoTM1，TAtoTM2，TAtoTM3分别为TA至TM1，TM2，TM3的影响因素。
TBtoTM1，TBtoTM2，TBtoTM3分别为TB至TM1，TM2，TM3的影响因素。
Misc_TM1，Misc_TM2和Misc_TM3是常数，该常数分别通过NI_DOT，NO_DOT，NC_DOT(输入速度、输出速度以及离合器打滑速度的时间率变化(time-ratechange))而贡献于TM1，TM2，TM3。
TA和TB为来自第一和第二电机56、72的电机转矩。
依赖于应用，转矩参数TM1、TM2、TM3可为任意三个独立参数，。
[0033]由于机械和系统限制，发动机14和变速器10以及第一和第二电机56，72具有速度约束、转矩约束和电池功率约束。
[0034]速度约束可包括发动机14的NI＝0(发动机关闭状态)以及N1的范围从600rpm(怠速)到6000rpm的的发动机速度约束。第一和第二电机56、72的速度约束如下：
-10500rpm≤NA≤+10500rpm，以及
-10500rpm≤NB≤+10500rpm
[0035]转矩约束包括发动机转矩约束和第一和第二电机的电机转矩约束，发动机转矩约束包括TI_MIN＜TI＜TI_MAX，第一和第二电机的电机转矩约束包括TA_MIN＜TA＜TA_MAX，TB_MIN＜TB＜TB_MAX。电机转矩约束TA_MAX和TA_MIN包括当第一电机分别作为转矩产生马达和发电机工作时的第一电机56的转矩极限。电机转矩约束TB_MAX和TB_MIN包括当第二电机分别作为转矩产生马达和发电机工作时的第二电机72的转矩极限。最大和最小电机转矩约束TA_MAX，TA_MIN，TB_MAX和TB_MIN优选地从一个控制模块的存储装置内的以表格形式存储的数据组中获得。这些数据组通过对电机与功率电子装置(例如功率变换器)的组合在各种温度和电压条件下进行常规测功试验而实验推导出。
[0036]电池功率约束包括PBAT_MIN到PBAT_MAX范围内的可用电池功率，其中，PBAT_MIN是最小允许电池充电功率，PBAT_MAX是最大允许电池放电功率。电池功率在放电时定义为正，在充电时定义为负。
[0037]为了控制发动机14、第一和第二电机56和72(下面也称为电机A 56和电机B 72)以及变速器10的运行以满足操作者转矩需求和命令输出转矩，在正在运行的工作期间，TM1的最小和最大值在速度约束，电机转矩约束、离合器转矩约束以及电池功率约束内确定。
[0038]包括转矩输出范围的运行范围可基于ESD74的电池功率约束来确定。电池功率利用(usage)PBAT的计算如下：
PBAT＝TA，ELEC+PB，EC+PDC_LOAD    [4]
其中，PA，ELEC包括电机A56的功率，
PB，ELEC包括电机B 72的功率，以及
PDC_LOAD包括已知的直流负载，包括附属负载。
[0039]替换PA，ELEC和PB，ELEC的方程，得到如下：
PBAT＝(PA，MECH+PA，LOSS)+(PB，MECH+PB，LOSS)+PDC_LOAD    [5]
其中，PA，MECH包括电机A 56的机械功率，
PA，LOSS包括电机A56的功率损失，
PB，MECH包括电机B72的机械功率，以及
PB，LOSS包括电机B72的功率损失。
[0040]方程5可重新表述为以下的方程6，其中，速度NA和NB以及转矩TA和TB代替了功率PA和PB。这包括一个假设，即，电机和变换器功率损失可基于转矩数学模型如下的二次方程，如下：
PBAT＝(NATA+(a1(NA)TA 2+a2(NA)TA+a3(NA)))
+(NBTB+(b1(NB)TB 2+b2(NB)TB+b3(NB)))
+PDC_LOAD    [6]
其中，NA和NB包括电机A 56和B 72的速度，TA和TB包括电机A 56和B 72的转矩，a1，a2，a3，b1，b2，b3每一个包括二次系数，其为各自电机速度NA，NB的函数。
[0041]这可作为以下的方程7重新表述。
PBAT＝a1*TA 2+(NA+a2)*TA    [7]
+b1*TB 2+(NB+b2)*TB
+a3+b3+PDC_LOAD
[0042]这可换算为方程8如下。
PBAT＝a1[TA 2+TA(NA+a2)/a1+((NA+a2)/(2*a1))2][8]
+b1[TB 2+TB(NB+b2)/b1+((NB+b2)/(2*b1))2]
+a3+b3+PDC_LOAD-(NA+a2)2/(4*a1)-(NB+b2)2/(4*b1)
[0043]这可换算为方程9如下。
PBAT＝a1[TA+(NA+a2)/(2*a1)]2+b1[TB+(NB+b2)/(2*b1)]2[9]
+a3+b3+PDC_LOAD-(NA+a2)2/(4*a1)-(NB+b2)2/(4*b1)
[0044]这可换算为方程10如下。
PBAT＝[SQRT(a1)*TA+(NA+a2)/(2*SQRT(a1))]2[10]
+[SQRT(b1)*TB+(NB+b2)/(2*SQRT(b1))]2
+a3+b3+PDC_LOAD-(NA+a2)2/(4*a1)-(NB+b2)2/(4*b1)
[0045]这可化简为方程11如下。
PBAT＝(A1*TA+A2)2+(B1*TB+B2)2+C    [11]
其中A1＝SQRT(a1)
B1＝SQRT(b1)
A2＝(NA+a2)/(2*SQRT(a1))
B2＝(NB+b2)/(2*SQRT(b1))，以及
C＝a3+b3+PDC_LOAD-(NA+a2)2/(4*a1)-(NB+b2)2/(4*b1)
[0046]电机转矩TA和TB可以变换(transform)为TX和TY。
T X T Y = A 1 0 0 B 1 * T A T B + A 2 B 2 - - - [ 12 ]
其中，TX是TA的变换。
TY是TB的变换，以及
A1，A2，B1，B2包括具体应用的标量值
[0047]方程11可以进一步化简为如下。
PBAT＝(TX 2+TY 2)+C    [13]
PBAT＝R2+C    [14]
[0048]方程12详细说明了电机转矩TA到TX的变换以及电机转矩TB到TY的变换。这样，被称为TX/TY空间的一个新的坐标系统被定义，并且方程13包括被变换到TX/TY空间的电池功率PBAT。这样，位于最大和最小电池功率PBAT_MAX和PBAT_MIN之间的电池功率范围在该变换空间TX/TY中可以计算和画线成中心在点(0，0)处(指示为字母K)的半径RMax和RMin，如参考图3所示，其中：
RMin＝SQRT(PBAT_MIN-C)而且
RMax＝SQRT(PBAT_MAX-C)
[0049]最小和最大电池功率PBAT_MIN和PBAT_MAX优选与电池物理状态，例如，荷电状态、温度、电压以及利用(安培-小时/小时)相关联。以上的参数C定义为在电机转矩极限范围内在给定电机速度NA和NB处的绝对最小可能电池功率。在物理上，当TA＝0和TB＝0，从第一和第二电机56和72的输出功率为0。在物理上，TX＝0和TY＝0与ESD74的最大充电功率相对应。正标记(‘+’)定义为从ESD74放电，并且，负标记(‘-’)定义为向ESD74充电。RMax定义了一最大电池功率，通常是放电功率，RMin定义了最小电池充电功率。
[0050]前述的到TX/TY空间的变换显示在图3中，为具有RMin和RMax半径(电池功率约束)的同心圆的电池功率约束表示和电机转矩约束(电机转矩约束)的直线表示限定了允许的运行范围。可以分析，在方程12确定的变换矢量[Tx Ty]可以与方程13中定义的矢量(包括用RMIN和RMAX标识的最小和最大电池功率)同时得到求解，以便确定在TX/TY空间中的允许转矩范围，该允许转矩范围由受最小和最大电池功率PBAT_MIN和PBAT_MAX约束的电机转矩TA和TB构成。在TX/TY空间中，允许转矩的范围在图3中表示，在图中，A，B，C，D和E表示这些边界，并限定了直线和半径。
[0051]在TX/TY空间中定义了常数转矩线，如图3所示(TM1＝C1)，它包括方程1中描述的的极限转矩TM1。在该实施例中极限转矩TM1包括输出转矩TO，在TX/TY空间中方程1、2和3重新表示为以下方程。
TM1＝TAtoTM1*(TX-A2)/A1+TBtoTM1*(TY-B2)/B1+Misc_TM1[15]
TM2＝TAtoTM2*(TX-A2)/A1+TBtoTM2*(TY-B2)/B1+Misc_TM2[16]
TM3＝TAtoTM3*(TX-A2)/A1+TBtoTM3*(TY-B2)/B1+Misc_TM3[17]
[0052]定义TM1_XY，TM2_XY和TM3_XY作为TM1，TM2和TM3中仅由TA和TB贡献的部分。
TM1-XY＝TAtoTM1*(TX-A2)/A1+TBtoTM1*(TY-B2)/B1[18]
TM2-XY＝TAtoTM2*(TX-A2)/A1+TBtoTM2*(TY-B2)/B1[19]
TM3-XY＝TAtoTM3*(TX-A2)/A1+TBtoTM3*(TY-B2)/B1[20]
[0053]下面的系数被定义：
TXtoTM1＝TAtoTM1/A1，
TYtoTM1＝TBtoTM1/B1，
TM1_Intercept＝TAtoTM1*A2/A1+TBtoTM1*B2/B1，
TXtoTM2＝TAtoTM2/A1，
TYtoTM2＝TBtoTM2/B1，
TM2_IntercepT＝TAtoTM2*A2/A1+TBtoTM2*B2/B1，
TXtoTM3＝TAtoTM3/A1，
TYtoTM3＝TBtoTM3/B1，以及
TM3_Intercept＝TAtoTM3*A2/A1+TBtoTM3*B2/B1，
[0054]这样，方程1，2，3变换到TX/TY空间，如下所示。
TM1_XY＝TXtoTM1*TX+TYtoTM1*TY+TM1_Intercept    [21]
TM2_XY＝TXtoTM2*TX+TYtoTM2*TY+TM2_Intercept    [22]
TM3_XY＝TXtoTM3*TX+TYtoTM3*TY+TM3_Intercept    [23]
[0055]速度约束、电机转矩约束以及电池功率约束可以在正在进行(ongoing)的工作中被确定而且在TX/TY变换空间中可以表示为线性方程。方程21构成一个极限转矩函数，该函数描述了输出转矩约束TM1，例如TO。
[0056]变速器的转矩极限(在这个实施例中为输出转矩TO)可以在方程22和23定义的TM2和TM3约束下利用方程21来确定，以确定在TX/TY空间中变换的最小或最大极限转矩，它包括TM1_XYMax和TM1_XYMin(例如，已经被变换的最大和最小输出转矩TO_Max和TO_Min)中的一个。然后，在TX/TY变换空间中被变换的最大或最小转矩可以被重新变换(retransform)出TX/TY空间，以确定最大或者最小极限转矩TM1_Max和TM1_Min，以便管理变速器14和第一和第二电机56和72的控制和运行。
[0057]图4示出了由变换至Tx/TY空间的TA和TB的最小和最大电机转矩(‘TX_Min’、‘TX_Max’、‘Ty_Min’、‘Ty_Max’)构成的电机转矩约束。电池功率约束变换至Tx/TY空间(‘R_Min’、‘R_Max’)并且具有由(Kx，Ky)＝(0，0)构成的中心位置点K。所示出的输出转矩约束(Tm1＝Tx+Ty)与电池功率约束有切点。
[0058]图描绘了对输入至变速器10的第一转矩输入的约束，包括最大和最小极限(‘Tm2＝Tm2_Higt_Lmt’和‘Tm2＝Tm2_Low_Lmt’)，该约束优选包括在该实施例中被变换至TX/TY空间的在输入轴12处的输入转矩TI的范围，并且该约束在数学上可用上述方程22所描述的线TM2_XY来表示。在方程22中描述的线TM2_XY包括TM2_Intercept，该TM2_Intercept具有与发动机输入转矩TI的最大极限和最小极限相对应的两个不同的值。可替换地，该第二输入转矩TM2_XY可包括离合器转矩或另一种转矩输入的范围。
[0059]图描述了对输入至变速器10的第二转矩输入的约束，包括最大和最小极限(‘Tm3_High_Lmt’)和下限(‘Tm3_Low_Lmt’)，且该约束优选地包括在本实施例中被变换到TX/TY空间的所施用离合器的转矩范围，并且该约束在数学上可用上文中的方程23所描述的线TM3_XY来表示。在方程23中所描述的线TM2_XY包括TM3_Intercept，该TM3_Intercept具有与变速器10的转矩传递离合器C170、C2 62、C3 73、C4 75中所施用的一个离合器的最大和最小极限相对应的两个不同的值。可替换地，该第二输入转矩TM2_XY可包括发动机输入转矩或者另一种转矩输入的范围。
[0060]表示线TM1_XY的输出转矩线(‘Tm1＝-TX+TY’)在具有方程24中的通式的正斜率a/b：
Tm1＝a*Tx+b*Ty+C    [24]
其中：a＜0且b＞0且C是常数项。在接下来的描述中，为了方便介绍，线TM1_XY具有正斜率1∶1。方程24中x截距C可变。该输出转矩线构成了描述输出转矩的极限转矩函数。
[0061]图5描绘了基于速度约束、电机转矩约束、电池功率约束、第一转矩输入范围和第二转矩输入范围(参考图4)确定最大和最小输出转矩TO_Max和TO_Min之一的过程。最大和最小输出转矩、速度约束、电机转矩约束、电池功率约束、第一转矩输入范围和第二转矩输入范围的方程都被变换到TX/TY空间。最大和最小输出转矩TO_Max和TO_Min包括TM1_XY Max和TM1_XYMin之一。可以确定优选解是否是输出转矩的最大值，即，通过设定标记(‘Tm1_Max_Flag’)来指示为TM1_XYMax，或者，可替代地，可以确定该优选解是否是输出转矩的最小值，即通过不设定该Tm1_Max_Flag标记来指示为TM1_XYMin。基于TX/TY空间中的电机转矩约束和电池功率约束计算输出转矩Tm1的最大(或最小)值，包括TM1_XYMax和TM1_XYMin中的一个，并具有坐标(Tx，Ty)(505)。
[0062]在输出转矩Tm1的具有坐标(Tx，Ty)的最大(或最小)值处使用方程22来计算第二输入转矩TM2_XY的值(‘Tm2_Value’)(530)。确定第二输入转矩TM2_XY的计算值(‘Tm2_Value’)是否在第二输入转矩的运行范围内，该范围在图4显示为表示输入到变速器10的第一转矩输入的最大和最小极限的线(‘Tm2＝Tm2_High_Lmt’和‘Tm2＝Tm2_Low_Lmt’)(532)。
[0063]当确定在第一转矩Tm1的最大(或最小)值处第二输入转矩TM2_XY的计算值(‘Tm2_Value’)位于第二输入转矩的运行范围内时，将具有坐标(Tx1，Ty1)的初始可获得的第一转矩点设定成等于(Tx，Ty)(536，540)。当确定在输出转矩Tm1的最大(或最小)值处第二输入转矩TM2_XY的计算值(‘Tm2_Value’)位于第二输入转矩的运行范围之外时，将(Tx，Ty)点修正为具有坐标(Tx1，Ty1)的初始可获得的第一转矩点(534，538)。取决于在(Tx，Ty)处的第二输入转矩TM2_XY的计算值，该初始可获得的第一转矩点位于表示输入到变速器10的第一转矩输入的最大和最小极限的线之一上。在任一情况下，用方程21计算在具有坐标(Tx1，Ty1)的该初始可获得的第一转矩点处的输出转矩Tm1的最大(或最小)值(542)。
[0064]在第一转矩Tm1的具有坐标(Tx，Ty)的最大(或最小)值处使用方程23来计算第三输入转矩TM3_XY值(‘Tm3_Value’)(510)。确定第三输入转矩TM3_XY的计算值(‘Tm3_Value’)是否在第三输入转矩的运行范围内，该范围在图4显示为代表上限(‘Tm3_High_Lmt’)和下限(‘Tm3_Low_Lmt’)的线(512)。当确定在输出转矩Tm1的最大(或最小)值处第三输入转矩TM3_XY的计算值(‘Tm3_Value’)位于第三输入转矩的运行范围内时，将具有坐标(Tx2，Ty2)的初始可获得的第二转矩点设为等于(Tx，Ty)(516，520)。当确定在输出转矩Tm1的最大(或最小)值处第三输入转矩TM3_XY的计算值(‘Tm3_Value’)处于第三输入转矩的运行范围之外时，将(Tx，Ty)点修正为具有坐标(Tx2，Ty2)的初始可获得的第二转矩点(514，518)。取决于在(Tx，Ty)处的第三输入转矩TM3_XY的计算值，该初始可获得的第一转矩点位于表示输入到变速器10的第二转矩输入的最大和最小极限值的线之一上。在任一情况下，用方程21计算在具有坐标点(Tx2，Ty2)的该初始可获得的第二转矩点处的输出转矩Tm1的最大(或最小)值(522)。
[0065]对具有坐标(Tx1，Ty1)的该初始可获得的第一转矩点和具有坐标(Tx2，Ty2)的该初始可获得的第二转矩点进行比较(550)。当该优选解是输出转矩的最大值(即通过设定标志(’Tm1_Max_Flag’)指示为TM1_XYMax)，且具有坐标(Tx1，Ty1)的该初始可获得的第一转矩点(Tx1，Ty1)大于或等于具有坐标(Tx2，Ty2)的该初始可获得的第二转矩点时，则最终解(Tx_Final，Ty_Final)是在坐标为(Tx1，Ty1)的该可获得的第一转矩点处的输出转矩(550，570)。
[0066]当该优选解是输出转矩的最大值(即通过设定标志(’Tm1_Max_Flag’)指示为TM1_XYMax)，且具有坐标(Tx1，Ty1)的该初始可获得的第一转矩点小于具有坐标(Tx2，Ty2)的该初始可获得的第二转矩点时，则最终解(Tx_Final，Ty_Final)是在坐标为(Ty2，Ty2)的该可获得的第二转矩点处的输出转矩(550，560)。
[0067]当该优选解是输出转矩的最小值(即通过不设定标志(’Tm1_Max_Flag’)指示为TM1_XYMin)，且具有坐标(Tx1，Ty1)的该初始可获得的第一转矩点小于或等于具有坐标(Tx2，Ty2)的该初始可获得的第二转矩点时，则最终解(Tx_Final，Ty_Final)是在坐标为(Tx1，Ty1)的该可获得的第一转矩点处的输出转矩(550，570)。当该优选解是输出转矩的最小值(即通过不设定标志(’Tm1_Max_Flag’)指示为TM1_XYMin)，且具有坐标(Tx1，Ty1)的该初始可获得的第一转矩点大于具有坐标(Tx2，Ty2)的该初始可获得的第二转矩时，则最终解(Tx_Final，Ty_Final)是在坐标为(Ty2，Ty2)的该可获得的第二转矩点处的输出转矩(550，560)。
[0068]该(Tx_Final，Ty_Final)点代表控制运行的优选解，其可重新变换成电机转矩(TA，TB)，以控制第一和第二电机56和72的运行，从而获得输出转矩(580)。因此，基于速度约束、电机转矩约束、电池功率约束、第一转矩输入范围(例如输入转矩TI)和第二转矩输入范围(例如离合器转矩)，限制了该优选的最小或最大的输出转矩。
[0069]上述所描述的实施例是以输出转矩线TM1_XY为基础，该输出转矩线TM1_XY具有方程24中的通式的正斜率a/b：
Tm1＝a*Tx+b*Ty+C    [24]
其中：a＜0且b＞0且C为常数项，为了方便介绍，斜率a/b＝1∶1，x截距C是可变的且表示最大的电池放电功率。该描述适用于a＞0、b＜0以及斜率a/b小于1∶1和大于1∶1的组合。
[0070]本发明介绍了某些优选的实施例和修正例。在阅读和理解本说明书时，更进一步的修正和变化可能被想到。因此，本发明并不限于这里公开的特定的实施例，公开内容将包括落在以下所附权利要求范围内的所有实施例。

Claims (13)

1.一种用于控制电-机械变速器的方法，该电-机械变速器操作联接至第一和第二电机，以向输出元件传递功率，该方法包括：
确定第一和第二电机的电机转矩约束；
确定电连接至第一和第二电机的电能存储装置的电池功率约束；
确定输入至该电-机械变速器的第一转矩输入的范围；
确定输入至该电-机械变速器的第二转矩输入的范围；和
确定输出到该电-机械变速器的输出元件的优选输出转矩，该优选输出转矩是在电机转矩约束内可获得的、是在第一转矩输入范围内可获得的、是在第二转矩输入范围内可获得的、且是基于该电池功率约束的。
2.如权利要求1所述的方法，其中：该优选输出转矩包括到输出元件的最大牵引转矩。
3.如权利要求1所述的方法，其中：该优选输出转矩包括到输出元件的最大制动转矩。
4.如权利要求1所述的方法，其中：第一转矩输入包括发动机输入转矩。
5.如权利要求4所述的方法，其中：第二转矩输入包括用于所施用的离合器的转矩。
6.如权利要求1所述的方法，进一步包括：控制该电-机械变速器和第一和第二电机的运行，以在输出元件处实现在电机转矩约束内可获得的、在第一转矩输入范围内可获得的、在第二转矩输入范围内可获得的、且基于该电池功率约束的该优选输出转矩。
7.如权利要求1所述的方法，其中：该优选输出转矩包括输出至该输出元件的命令输出转矩，以完成操作者转矩请求。
8.如权利要求1所述的方法，其中：该电池功率约束包括最大电池放电功率和最大电池充电功率。
9.如权利要求1所述的方法，进一步包括：
确定初始可获得的第一转矩点，该初始可获得的第一转矩点是在电机转矩约束内可获得的、是在第一转矩输入范围内可获得的、且是基于该电池功率约束的；
确定初始可获得的第二转矩点，该初始可获得的第二转矩点是在电机转矩约束内可获得的、是在第二转矩输入范围内可获得的、且是基于该电池功率约束的；和
基于该初始可获得的第一转矩点和该初始可获得的第二转矩点，选择输出至该输出元件的该优选输出转矩。
10.如权利要求1所述的方法，进一步包括：
构造表示第一和第二电机的最大和最小电机转矩约束的数学方程以及表示最大和最小的电池功率约束的数学方程；
构造表示输出转矩的数学方程；
构造表示第一转矩输入的范围的数学方程；
构造表示第二转矩输入的范围的数学方程；
将表示最大和最小电池功率约束的数学方程变换为具有各自半径的同心圆的方程；
将表示第一和第二电机的最大和最小电机转矩约束的数学方程变换为由线构成的方程；
将表示第一转矩输入的范围的数学方程变换为由线构成的方程；
将表示第二转矩输入的范围的数学方程变换为由线构成的方程；和
将表示输出转矩的数学方程变换为由线构成的方程。
11.如权利要求10所述的方法，进一步包括：
基于第一和第二电机的变换电机转矩约束、变换电池功率约束、变换第一转矩输入范围和变换第二转矩输入范围，确定至少一个变换的、可获得的输出转矩；
确定来自电-机械变速器的变换的可获得的最大输出转矩；及
将该变换的可获得的最大输出转矩进行重新变换，以确定第一和第二电机的优选电机转矩。
12.如权利要求10所述的方法，包括：
计算以下方程的至少一个交点：表示最大和最小电池功率约束的变换数学方程、表示第一和第二电机的最大和最小电机转矩约束的变换数学方程、表示第一和第二转矩输入的变换数学方程和表示输出转矩的变换数学方程。
13.一种用于控制电-机械变速器的方法，该电-机械变速器操作联接至第一和第二电机，以向输出元件传递机械功率，该方法包括：
确定第一和第二电机的电机转矩约束；
确定电连接至第一和第二电机的电能存储装置的电池功率约束；
确定输入至该电-机械变速器的第一转矩输入的范围；
确定输入至该电-机械变速器的第二转矩输入的范围；
确定输出至该电-机械变速器的输出元件的优选输出转矩，该优选输出转矩是在电机转矩约束内可获得的、是在第一转矩输出范围内可获得的、是在第二转矩输入范围内可获得的、且是基于该电池功率约束的。
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