CN101531189B - 在混合动力传动系统中控制电升压的方法 - Google Patents

在混合动力传动系统中控制电升压的方法 Download PDF

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CN101531189B
CN101531189B CN2008101911995A CN200810191199A CN101531189B CN 101531189 B CN101531189 B CN 101531189B CN 2008101911995 A CN2008101911995 A CN 2008101911995A CN 200810191199 A CN200810191199 A CN 200810191199A CN 101531189 B CN101531189 B CN 101531189B
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electric energy
torque
energy limit
engine
long
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CN101531189A (zh
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B·R·斯奈德
A·H·希普
J·J·麦康奈尔
G·塔梅
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B60W20/19—Control strategies specially adapted for achieving a particular effect for achieving enhanced acceleration
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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
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    • 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
    • F16H2037/105—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
    • 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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    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2041—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with four engaging means
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    • 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
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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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Abstract

本发明关于在混合动力传动系统中控制电升压的方法。本发明的动力传动系统，包括一连接到变速器的输入部件上的发动机，变速器用于在输入部件、转矩机械和输出部件之间传递动力。转矩机械连接到一能量存储装置上。发动机在包括发动机工作状态和发动机停止状态在内的发动机状态中选择运行。一种用于控制动力传动系统的方法，包括确定用于能量存储装置的输出功率的第一功率范围，控制发动机从第一发动机状态转换到第二发动机状态，和扩大能量存储装置的第一功率范围，及在第一发动机状态转换到第二发动机状态期间根据能量存储装置的扩大的功率范围控制转矩机械。

Description

在混合动力传动系统中控制电升压的方法
相关申请的交叉引用
本发明请求享有2007年11月5日提出的美国临时申请60/985,634的权益，在此将该申请通过引用结合进来。
技术领域
本发明涉及在动力传动系统内控制电功率。
背景技术
本部分的说明只是提供与本发明相关的背景信息，可能不会构成现有技术。
已知的传动系结构包括转矩产生装置，这些转矩产生装置包括内燃机和电机，其可以通过变速器装置将转矩传递给输出部件。一个典型的动力系包括一双模式、复合分解(compound-split)、电动机械变速器和一输出部件，该变速器利用一输入部件来从初级动力源，优选为一内燃机中接收动力转矩。输出部件可操作地连接到一汽车的动力动力传动系统上，以便传递其上的牵引转矩。作为电动机或发电机运行的电机，可以独立于来自内燃机的转矩，产生一转矩输入到变速器。电机可以将经由车辆动力动力传动系统所传递的车辆动能转换成存储在电能存储装置中的电能。控制系统监控车辆和操作者的各种输入，并且提供对传动系的操作控制，包括控制变速器的运行状态和档位切换，控制转矩产生装置并且调节电能存储装置和电机之间的电能转换，以便控制包括转矩和转速在内的变速器输出。
发明内容
本发明的一个目的是提供一种改进的混合动力传动系统中的电功率控制。
动力传动系统包括一连接到变速器的输入部件的发动机，变速器用于在输入部件、转矩机械和输出部件之间传递动力。转矩机械连接到能量存储装置上。发动机在包括发动机工作状态和发动机停止状态的发动机状态中选择运行。用于控制动力传动系统的方法包括，确定用于能量存储装置的输出功率的第一功率范围，控制发动机从第一发动机状态转换到第二发动机状态，和扩大能量存储装置的第一功率范围及在第一发动机状态到第二发动机状态的转换期间根据能量存储装置的扩大的功率范围控制转矩机械。
附图说明
现在将通过例子并参考附图来描述一个或多个实施例，其中：
图1是本发明的一种典型动力传动系统的示意图；
图2是本发明的一种用于控制系统和动力传动系统的典型结构的示意流程图；
图3和4是本发明的控制系统结构的示意流程图；和
图5和6是本发明的控制系统在一段时间中的输入和输出信号的图解描述。
具体实施方式
现在参考附图，其图示仅用来说明这些典型实施例，而不是用于限制本发明。图1和2描述了一典型的混合动力动力传动系统。本发明的典型的混合动力动力传动系统显示在图1中，其包括一可操作地连接到发动机14和第一和第二电机(′MG-A′)56和(′MG-B′)72的双模式、复合分解(compound-split)、电动机械混合动力变速器10。发动机14和第一和第二电机56和72各自产生可以传递到变速器10的动力。发动机14和第一和第二电机56和72所产生的并传递到变速器10的动力描述为输入转矩和电动机转矩和速度，输入转矩和电动机转矩这里分别表示为TI、TA和TB，这里速度分别表示为NI、NA和NB。
典型的发动机14包括一多缸内燃发动机，可以是点燃式或者压燃式发动机，其选择性地在多个状态中运行以便经由一输入轴12将转矩传递到变速器10上。发动机14包括一可操作地连接到变速器10的输入轴12的曲轴(未显示)。一监控输入轴12转速的转速传感器11。由于设置在发动机14和变速器10之间的输入轴12上的转矩消耗元件，例如，液压泵(未显示)和/或转矩控制装置(未显示)的位置，发动机14输出的包括转速和发动机转矩在内的功率，可以与输入到变速器10的输入速度NI和输入转矩TI不同。
典型的变速器10包括三个行星齿轮装置24、26和28，和四个选择啮合转矩转换装置，即，离合器C1 70、C2 62、C3 73和C4 75。这里所使用的离合器可以参考任何类型的摩擦转矩传递装置，包括例如单个或者复合板离合器或组件、带式离合器和制动器。优选地由变速器控制模块(后面表示为′TCM′)17控制的液压控制回路42用于控制离合器状态。离合器C2 62和C4 75优选地包括应用液压的旋转摩擦离合器。离合器C1 70和C3 73优选地包括液压控制的固定装置，其可以选择性地与变速器箱体68固定。每个离合器C1 70、C2 62、C3 73和C4 75优选为应用液压，可选择经由液压控制回路42接收加压液压流体。
第一和第二电机56和72优选包括三相交流设备，每个都包括一定子(未显示)和一转子(未显示)以及各自的分相器80和82。各个设备的电动机定子与变速箱68的外部固定，并且包括在其上延伸的带有绕线式电绕组的定子铁心。用于第一电机56的转子支撑在一经由第二行星齿轮装置26操作连接到轴60的毂衬齿轮上。用于第二电机72的转子固定附设于一筒形轴毂66上。
每个分相器80和82优选包括一可变磁阻装置，该装置包括一分相器定子(未显示)和一分相器转子(未显示)。分相器80和82适当地设置并装配在相应的第一和第二电机56和72上。分相器80和82各自的定子操作连接到用于第一和第二电机56和72定子中的一个上。分相器转子操作连接到对应的第一和第二电机56和72的转子上。每个分相器80和82都信号地及可操作地连接到一变速器功率变换器控制模块(后面表示为′TPIM′)19上，并且分别传感和监控相对于分相器定子的分相器转子的旋转位置，从而分别监控第一和第二电机56和72的旋转位置。另外，分相器80和82输出的信号被解析，以便提供用于第一和第二电机56和72的转速，即，分别为NA和NB。
变速器10包括一可操作地连接到一用于车辆(未显示)的动力动力传动系统90上的输出部件64，例如一轴，从而为传递到车轮93的动力动力传动系统90提供输出功率，其中一个车轮显示在图1中。输出部件64的输出功率由输出转速No和输出转矩To来表示。变速器输出转速传感器84监控输出部件64的转速和旋转方向。每个车轮93都优选配备了一适于监控车轮速度VSS-WHL的传感器94，其输出通过图2所示的分布式控制模块系统的控制模块来监控，从而确定车辆的速度，和用于制动控制、牵引控制和车辆加速度控制的绝对和相对车轮速度。
来自发动机14的输入转矩和来自第一和第二电机56和72的电动机转矩(分别为TI，TA和TB)是由于燃料或存储在电能存储装置(后面表示为′ESD′)74的电势中的能量转换而产生的。ESD 74是经由直流传递导体27直流耦合到TPIM19上的高压电。传递导体27包括一接触器38。当接触器38闭合时，在正常条件下，电流可以在ESD 74和TPIM 19之间流动。当接触器38断开时，在ESD74和TPIM 19之间流动的电流被中断。响应于电动机转矩命令TA和TB，TPIM19通过传递导体29给第一电机56往复传递电能，类似地，TPIM 19通过传递导体31给第二电机72往复传递电能，以便满足第一和第二电机56和72的转矩指令。电流根据ESD 74是充电还是放电而从ESD 74往复传递。
TPIM 19包括一对功率逆变器(未显示)和配置为接收其转矩指令和控制变换器状态的相应的电动机控制模块(未显示)，以便提供电机驱动或再生功能来满足所请求的电动机转矩TA和TB。功率变换器包括已知的互补型三相功率电子装置，并且每个都包括多个通过高频开关将来自ESD 74的直流功率转换成交流功率的绝缘栅双极晶体管(未显示)，以便给各自的第一和第二电机56和72提供动力。绝缘栅双极晶体管形成了开关式电源，其配置为接收控制指令。通常每个三相电机的每相都有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机驱动机械功率的产生或电能再生功能。三相变换器经由直流传递导体27来接收或提供直流电能，并且将直流电能转换成三相交流电能或从三相交流电能转换成直流电流，其被传递到或从第一和第二电机56和72传递，以便使第一和第二电机分别经由传递导体29和31来作为电动机或发电机来操作。
图2为分布式控制模块系统的示意性框图。下面描述的元件包括所有车辆控制结构的于系统，并且提供对图1所述的典型混合动力动力传动系统的协作系统控制。分布式控制模块系统综合了有关的信息和输入，并且执行算法来控制各种致动器以满足控制目标，包括与燃油经济性、散热、性能、驱动性和包括ESD 74的电池和第一及第二电机56和72在内的硬件的保护有关的目标。分布式控制模块系统包括一发动机控制模块(后面表示为′ECM′)23、TCM 17、电池组件控制模块(后面表示为′BPCM′)21和TPIM 19。混合动力控制模块(后面表示为′HCP′)5提供对ECM 23、TCM 17、BPCM 21和TPIM 19的监控和协调。用户界面(′UI′)13可操作地连接到多个装置上，通过用户界面，车辆操作者可以控制或指挥操作电动机械混合动力动力传动系统。这些装置包括一加速踏板(′AP′113)、一操作者制动踏板(′BP′112)、一变速器档位选择器(′PRNDL′114)，和一车辆速度巡航控制(未显示)。变速器档位选择器114可以具有一若干离散的操作者可选择的位置，包括输出部件64的旋转方向，以便使车辆前进或后退。
上述的控制模块通过局域网(后文中的′LAN′)总线6与其他的控制模块、传感器和致动器通信。LAN总线6允许各个在控制模块之间进行运行参数和致动器指令信号的状态的结构化通信。所采用的具体通信协议根据应用具体确定。LAN总线6和合适的协议在上述控制模块和提供包括如反锁制动、牵引控制和车辆稳定性的功能的其他控制模块之间能够提供鲁棒通讯和多种控制模块接口。多路通信总线可以用来提高通信速度并保证一定程度的信号冗余和信号完整。个别控制模块之间的通信也可以利用直接耦合来实现，如串行外围接口(′SPI′)总线(未示出)。
HCP 5对混合动力传动系进行监控，以协调对ECM 23、TCM 17、TPIM 19和BPCM 21的操作。基于来自于用户界面13和包括ESD 74的混合动力传动系的各种输入信号，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、变速器10所应用的转矩传递离合器C1 70、C2 62、C3 73和C4 75的离合器转矩，和用于第一和第二电机56和72的电动机转矩TA和TB。TCM 17可操作地连接到液压控制回路42上，并提供各种功能，这些功能包括监控各种压力传感装置(未示出)和产生控制信号并将控制信号传递到各种电磁线圈(未示出)上从而控制压力开关以及控制包含在液压控制回路42内的阀门。
ECM 23可操作的连接到发动机14上，作用是从传感器上获取数据并通过若干离散线路来控制发电机14的致动器，该离散线路简单显示为聚合双向接口电缆35。ECM 23从HCP 5接收发动机输入转矩命令。ECM 23基于所监控的与HCP 5通信的发动机转速和负荷，确定出在该点上实时传递到变速器10的实际发动机输入转矩TI。ECM 23监控着来自转速传感器11的输入，以确定输入到输入轴12上的发动机输入速度，该速度被转换成变速器的输入速度NI。ECM23监控着来自传感器(未示出)的输入来确定其它发动机操作参数，包括如歧管压力、发动机冷却剂温度、周围空气温度和环境压力，的状态。如从歧管压力或备选地，从监控施加到加速踏板113上的操作者输入，可以确定发动机负荷。ECM 23产生并传送指令信号以控制发动机致动器，包括，如燃料喷射器、点火模块和节气门控制模块，它们都没有在图中显示出来。
该TCM 17可操作的连接到变速器10上，并且监控着来自传感器(未示出)的输入，以确定变速器运行参数的状态。TCM 17产生并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HCP 5的输入包括每个离合器，即C1 70、C2 62，C3 73和C4 75的估计离合器转矩和输出部件64的输出转速NO。出于控制的目的，还可以使用其他致动器和传感器来提供从TCM 17到HCP5的附加信息。TCM 17监控着压力开关(未示出)的输入，并且有选择地致动液压回路42的压力控制电磁线圈(未示出)和换挡电磁线圈(未示出)，这样可以有选择地致动各个离合器C1 70，C2 62，C3 73和C4 75，来实现多个变速器工作档位状态，如下文所述。
BPCM 21信号连接到传感器(未示出)上，以监控ESD 74，包括电流和电压参数的状态，以向HCP 5提供指示出ESD 74电池参数状态的信息。电池的参数状态优选地包括电池的充电状态、电池电压(′VBAT′)、电池温度和可利用的电池功率(′PBAT′)，其用范围PBAT_MIN到PBAT_MAX来表示。
制动控制模块(后文的′BrCM′)22可操作地连接到每一个车轮93的摩擦制动器(未示出)上。BrCM 22监控着输入到制动踏板112上的操作者输入，并且产生控制信号以控制摩擦制动器并且向HCP 5发送控制信号来操作基于其上的第一和第二电机56和72。
控制模块ECM 23、TCM 17、TPIM 19、BPCM 21和BrCM 22中的每个优选地是通用数字计算机，其包括微处理器或中央处理器、具有只读存储器(′ROM′)、随机存取存储器(′RAM′)、电子可编程序只读存储器(′EPROM′)的存储介质、高速时钟、模拟/数字(′A/D′)和数字/模拟(′D/A′)电路和输入/输出电路与装置(′I/O′)和合适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，算法包括常驻程序指令和保存在其中一个存储介质中的并使每台电脑执行相应功能的标定。在控制模块之间传递的信息优选地利用LAN总线6和SPI总线来实现。控制算法在预设回路循环中执行，这样每个算法在每个循环中至少执行一次。保存在非易失生存储器装置中的算法由中央处理器中的一个来执行，这样可以利用预设的标定来监控检测装置的输入，并且可以执行控制和诊断程序，来控制致动器的操作。回路循环每隔一定间隔执行一次，例如在混合动力传动系运行时每隔3.125、6.25、12.5、25和100毫秒执行一次。备选地，算法可以响应于事件的发生来执行。
典型的混合动力传动系选择性地在几个工作档位状态中的一个下工作，这些状态可以用发动机状态和变速器状态来表示，发动机状态包括发动机工作状态(′ON′)和发动机停止状态(′OFF′)中的一个，变速器状态包括若干固定档位和连续变动的工作模式，以下用表1来表示。
表1
  种类   发动机状态   变速器工作档位状态   所使用的离合器
  M1_Eng_Off   OFF   EVTMode 1   C1 70
  M1_Eng_On   ON   EVTMode 1   C1 70
G1 ON 固定档位比率1 C1 70 C4 75
  G2   ON   固定档位比率2   C1 70 C2 62
  M2_Eng_Off   OFF   EVTMode 2   C2 62
  M2_Eng_On   ON   EVTMode 2   C2 62
  G3   ON   固定档位比率3   C2 62 C4 75
  G4   ON   固定档位比率4   C2 62 C3 73
表中描述了每一种变速器工作档位状态，并且指出了对应每种工作档位状态具体采用离合器C1 70、C2 62、C3 73、和C4 75中的哪一个。第一连续变动模式，即EVT Mode 1或M1，通过使用离合器C1 70来选择，其仅用于“固定”第三行星齿轮装置28的外齿轮部件。发动机状态可以是ON(′M1_Eng_On′)或OFF(′M1_Eng_Off′)中的一个。第二连续变动模式，即EVT Mode 2或M2，通过使用离合器C2 62来选择，其仅用于将轴60连接到第三行星齿轮装置28的托架上。发动机状态可以是ON(′M2_Eng_On′)或OFF(′M2_Eng_Off′)中的一个。为了方便描述，当发动机状态为OFF时，发动机输入速度等于零转/分钟(′RPM′)，即发动机曲轴是不旋转的。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。第一固定档位操作(′G1′)通过使用离合器C1 70和C4 75来进行选择。第二固定档位操作(′G2′)通过使用离合器C1 70和C2 62来进行选择。第三固定档位操作(′G3′)通过使用离合器C2 62和C4 75来进行选择。第四固定档位操作(′G4′)通过使用离合器C2 62和C3 73来进行选择。输入-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，这取决于行星齿轮24、26和28上减小的齿轮齿数比。第一和第二电机56和72的转速，分别为NA和NB，取决于所谓的离合机构的内旋转，并且该转速与输入轴12上所测量的输入速度成比例。
根据用户界面13捕获的施加到加速踏板113和制动踏板112的操作者输入，HCP5和其他控制模块中的一个或多个确定出转矩指令来控制包括发动机14和第一和第二电机56和72在内的转矩产生装置，以满足在输出部件64和传递到动力动力传动系统90上的操作者转矩请求。基于用户界面13和具有ESD 74的混合动力传动系的输入信号，HCP 5分别确定出操作者转矩请求、从变速器10到动力动力传动系统90的输出转矩指令、发动机14的输入转矩、用于变速器10的转矩传递离合器C1 70、C2 62、C3 73、C4 75的离合器转矩，以及用于第一和第二电机56和72的电动机转矩，正如下文将要描述的。
车辆最终速度还受其他因素的影响，包括例如，道路阻力、道路坡度和车辆重量。根据混合动力传动系的各种运行特性来确定变速器10的工作档位状态。这包括前面所述的通过加速踏板113和制动踏板112与用户界面13进行通讯的操作者转矩需求。工作档位状态可以根据混合动力传动系的转矩需求来确定，该转矩需求由使第一和第二电机56和72在电能产生模式或转矩产生模式下运行的指令产生。工作档位状态还可以通过优化算法或程序来确定，该优化算法或程序基于操作者对动力、电池充电状态与发动机14和第一和第二电机56和72的能量效率的需要来确定出最佳的系统效率。控制系统基于执行优化程序的结果控制发动机14和第一和第二电机56和72的输入转矩，并且从而使系统效率实现最佳化，进而控制燃油经济性和电池充电。此外，基于组件或系统的故障来确定操作。HCP 5监控转矩产生装置，并且确定变速器10所需的输出功率，以根据于输出部件64所请求的输出功率，从而满足操作者转矩需求。从上述的描述可以看出，ESD 74与第一和第二电机56和72操作地电耦合相连，以使它们之间能量流通。此外，发动机14、第一和第二电机56和72和电动机械变速器10可机械操作地相连以传递它们之间的能量，并向输出部件64产生能量流。
参考图1和2的描述的混合动力动力传动系统，以及前面以可执行算法和标定形式所述的控制模块图3，详细描述了在具有多个转矩产生装置的动力传动系统中控制和管理转矩和功率流动的系统。该控制系统的结构可以应用在任何具有多个转矩产生装置的动力传动系统中，动力传动系统包括，例如，一具有单个电机的混合动力动力传动系统、一具有多个电机的混合动力动力传动系统，和非混合动力动力传动系统。
图3的控制系统结构描述了通过控制模块的相关信号的流动。在操作中，监控操作者施加到加速踏板113和制动踏板112的输入，从而确定操作者转矩请求(′To_req′)。监控发动机14和变速器10的运行，从而确定输入速度(′Ni′)和输出速度(′No′)。战略优化控制方案(′战略控制′)(′Strategic Control′)310根据输出速度和操作者转矩请求来确定优选的输入速度(′Ni_Des′)和变速器工作档位状态(′混合动力档位状态期望′)(′Hybrid Range State Des′)，并且根据混合动力动力传动系统的其它工作参数，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的响应极限来进行优化。战略优化控制方案310优选为在每个100毫秒循环周期和每个25毫秒循环周期内由HCP 5来执行。
战略优化控制方案310的输出用于换档运行和发动机启/停控制方案(′换档运行和发动机启/停′)(′Shift Execution and Engine Start/Stop′)320中，以便下达改变变速器运行的指令(′变速器指令′)(′Transmission Commands′)，包括改变工作档位状态。假如优选的工作档位状态不同于当前的工作档位状态，这包括下达指令改变一个或多个离合器C1 70、C2 62、C3 73和C4 75的使用以及其它变速器指令来控制执行工作档位状态的改变。当前工作档位状态(′实际混合动力档位状态′)(′Hybrid Range State Actual′)和输入速度曲线(′Ni_Prof′)可以被确定。输入速度曲线是对下一输入速度的估计，并且优选包括一用于下一循环周期的目标输入速度的标量参数值。发动机操作指令和转矩请求是基于变速器工作档位状态的转换期间的输入速度曲线。
战术控制方案(′战术控制与操作′)(′Tactical Control and Operation′)330在其中一个控制循环周期中反复执行，以便确定用于运行发动机的发动机指令(′发动机指令′)(′Engine Commands′)，包括基于输出速度、输入速度、和操作者转矩请求以及变速器的当前工作档位状态的从发动机14到变速器10的优选输入转矩。发动机指令还包括发动机状态，该发动机状态包括全部汽缸工作状态和部分发动机气缸未激活并且无燃料的汽缸不激活工作状态中的一个，并且发动机状态包括燃料供应状态和断油状态中的一个。
各个离合器的离合器转矩(′Tcl′)在TCM 17中估算，这些离合器包括当前应用的离合器和未应用的离合器，并且在ECM 23中确定与输入部件12一起作用的当前发动机输入转矩(′Ti′)。执行输出和电动机转矩确定方案(′输出和电动机转矩确定′)(′Output and Motor Torque Determination′)340，以便确定来自传动系的优选输出转矩(′To_cmd′)，该方案包括在本实施例中用于控制第一和第二电机56和72的电动机转矩指令(′TA′和′TB′)。优选的输出转矩是基于各个离合器的预估的离合器转矩、来自发动机14的当前输入转矩、当前工作档位状态、输入速度、操作者转矩请求和输入速度曲线来确定的。第一和第二电机56和72通过TPIM19来控制，从而满足基于优选输出转矩的优选电动机转矩指令。输出和电动机转矩确定方案340包括在6.25毫秒和12.5毫秒循环周期内有规则地执行的算法代码，以便确定优选的电动机转矩指令。
当操作者所选择的变速器档位选择器114的位置指示让车辆向前运行时，控制混合动力传动系将输出转矩传递到输出部件64，进而传递到动力动力传动系统90上，以便在车轮93上产生牵引转矩，从而响应加速踏板113上的操作者输入而向前推动车辆。优选地，只要输出转矩足以克服车辆上例如，由于道路坡度、空气动力负荷和其它负荷所产生的外部负荷，向前推动车辆就能引起车辆向前加速。
在操作中，监控操作者在加速踏板113和制动踏板112的输入，从而确定操作者转矩请求。确定输出部件64和输入部件12的当前速度，即，No和Ni。确定变速器14的当前工作档位状态和当前发动机状态。确定电能存储装置74的最高和最低电能极限。
混合制动转矩包括一在车轮93上产生的综合摩擦制动转矩和在输出部件64上产生的输出转矩，输出转矩作用于动力动力传动系统90从而根据在制动踏板112上的操作者输入，使车辆减速。
根据于制动踏板112和加速踏板113上的操作者净输入，BrCM 22控制车轮93上的摩擦制动，以便施加制动力并对变速器10产生一指令，从而改变作用于动力动力传动系统90的输出转矩。优选地，所施加的制动力和负输出转矩只要足以克服车轮93上的车辆动能就可以使车辆减速并停下。负输出转矩作用于动力动力传动系统90，从而传递转矩到电控机械变速器10和发动机14上。经由电控机械变速器10起作用的负输出转矩可以传递到第一和第二电机56和72，以便产生用于存储在ESD 74中的电能。
在加速踏板113和制动踏板112上的操作者输入和转矩插入控制包括可单独确定的操作者转矩请求输入，该输入包括实时加速器输出转矩请求(′实时加速器输出转矩请求′)(′Output Torque Request Accel Immed′)、预计的加速器输出转矩请求(′预计加速器输出转矩请求′)(′Output Torque Request Accel Prdtd′)、实时制动输出转矩请求(′实时制动输出转矩请求′)(′Output Torque Request BrakeImmed′)，、预计的制动输出转矩请求(′预计制动输出转矩请求′)(′Output TorqueRequest Brake Prdtd′)和轴转矩响应类型(′轴转矩响应类型′)(′Axle Torque ResponseType′)。如这里所使用的，术语″加速器″表示操作者对向前的推动力的请求，当操作者所选择的变速器档位选择器114的位置指示是让车辆向前运行时，该推动力优选增加车辆速度使其超过当前车辆速度，并且当指示车辆反向时响应一类似的反向推进力。术语″减速″和″制动″表示一操作者请求，优选在当前车辆速度下降低车辆速度。实时加速器输出转矩请求、预计的加速器输出转矩请求、实时制动输出转矩请求、预计的制动输出转矩请求和轴转矩响应类型是单独输入到控制系统中的。
实时加速器输出转矩请求包括一根据加速踏板113上的操作者输入和转矩插入控制而确定的实时转矩请求。控制系统控制来自混合动力动力传动系统的响应实时加速器输出转矩请求的输出转矩，从而引起车辆正向加速。实时制动输出转矩请求包括一根据制动踏板112上的操作者输入和转矩插入控制而确定的实时制动请求。控制系统控制来自混合动力动力传动系统的响应实时制动输出转矩请求的输出转矩，从而使车辆减速。受混合动力动力传动系统的输出转矩的控制影响的车辆减速与受车辆制动系统(未显示)影响的车辆减速一起使车辆减速，从而实现操作者的制动请求。
实时加速器输出转矩请求根据加速踏板113上当前产生的操作者输入而确定，并且包括一在输出部件64上产生的优选为加速车辆的实时输出转矩的请求。实时加速器输出转矩请求可以根据在动力系控制外部影响车辆运行的事件通过转矩插入控制而改变。这种事件包括在传动系控制中的车辆能级中断，以用于防抱死制动、牵引力调节和车辆稳定性控制，这种事件可用于改变实时加速器输出转矩请求。
预计的加速器输出转矩请求根据加速踏板113上的操作者输入来确定，并且包括在输出部件64上的优化或优选输出转矩。在正常工作状态下，例如，转矩插入控制并未下达时，预计的加速器输出转矩请求优选等同于实时加速器输出转矩请求。当转矩插入，例如，防抱死制动、牵引力调节或车辆稳定性中的任何一个被控制时，预计的加速器输出转矩请求可以使优选输出转矩与实时加速器输出转矩请求保持减少，从而响应与转矩插入有关的输出转矩指令。
实时制动输出转矩请求和预计的制动输出转矩请求都与制动转矩请求一起混合。混合制动转矩包括一在车轮93上产生的综合摩擦制动转矩和在输出部件64上产生的作用于动力动力传动系统90的输出转矩，从而响应在制动踏板112上的操作者输入，使车辆减速。
实时制动输出转矩请求根据在制动踏板112上当前产生的操作者输入来确定，并且包括一在输出部件64上产生实时输出转矩的请求，以便产生作用于动力动力传动系统90的优选使车辆减速的作用转矩。实时制动输出转矩请求根据制动踏板112上的操作者输入和控制摩擦制动产生摩擦制动转矩的控制信号来确定。
预计的制动输出转矩请求包括输出部件64上的优化或优选制动输出转矩，不管制动踏板112上的操作者输入是多少，其都响应于承受输出部件64上所允许产生的最高制动输出转矩的制动踏板112上的操作者输入。在一个具体实施例中，输出部件64上产生的最高制动输出转矩限于-0.2g。不管制动踏板112上的操作者输入是多少，当车辆速度接近于零时，预计的制动输出转矩请求可以逐渐减小到零。依照请求，存在预计的制动输出转矩请求被设置为零的工作条件，例如，当操作者将变速器档位选择器114设置为倒档时，以及当变速箱(未显示)被设为低档四轮驱动时。预计的制动输出转矩请求设置为零的工作条件是那些由于车辆操作因素而没有优选混合制动的情况。
轴转矩响应类型包括一输入状态，该状态用于对通过第一和第二电机56和72的输出转矩响应进行成形和能级限定。轴转矩响应类型的输入状态可以是激活状态或非激活状态。当受控的轴转矩响应类型是激活状态时，输出转矩指令为实时输出转矩。优选地，用于这种响应类型的转矩响应越快越好。
预计的加速器输出转矩请求和预计的制动输出转矩请求被输入到战略优化控制方案(′战略控制′)(′Strategic Control′)310上。战略优化控制方案310确定出用于变速器10的期望工作档位状态(′期望混合动力档位状态′)(′Hybrid RangeState Des′)和一从发动机14到变速器10的期望输入速度(‘期望Ni’)(′Ni Des′)，该方案包括送入换档运行和发动工作状态控制方案(′换档运行和发动机启/停′)(′Shift Execution and Engine Start/Stop′)320中的输入。
来自发动机14的作用于变速器10的输入部件的输入转矩的变化受发动机14的吸入空气质量的变化的影响，这种影响是通过控制使用了电子节气门控制系统(未显示)的发动机节气门的位置来实现的，这种控制包括打开发动机节气门以增加发动机转矩，以及闭合发动机节气门以减小发动机转矩。发动机14的输入转矩的变化会受到包括从平均最佳转矩点火定时延迟点火定时在内的点火定时的调节的影响，从而减少发动机转矩。发动机状态可以在发动机停止状态和发动机工作状态之间变化，从而在输入转矩中产生变化。发动机状态可以在全部汽缸运行状态和汽缸不激活运行状态之间变化，其中一部分发动机气缸是没有燃料的。发动机状态可以选择在加燃料状态或燃料中断状态下运行发动机14，其中燃料中断状态时发动机是无燃料旋转的。变速器10从第一工作档位状态到第二工作档位状态的换档运行是可控的，并且通过选择性地应用及不激活离合器C1 70、C2 62、C3 73和C4 75来实现。
实时加速器输出转矩请求、预计的加速器输出转矩请求、实时制动输出转矩请求、预计的制动输出转矩请求和轴转矩响应类型被输入到战术控制与操作方案330中，以便确定包括发动机14的优选输入转矩在内的发动机指令。
战术控制与操作方案330可以分为两个部分。这包括确定期望发动机转矩，并由此确定发动机14和第一及第二电机56和72之间的动力分流，以及控制发动机状态和发动机14的运行以便满足期望发动机转矩。发动机状态包括全部汽缸状态和汽缸不激活状态，以及用于当前工作档位状态和当前发动机转速的加燃料状态和减速燃料中断状态。战术控制与操作方案330监控预计的加速器输出转矩请求和预计的制动输出转矩请求，以便确定预计的输入转矩请求。实时加速器输出转矩请求和实时制动输出转矩请求用于控制发动机转速/负载工作点，从而响应加速踏板113和制动踏板112上的操作者输入，例如，确定包括发动机14的优选输入转矩在内的发动机指令。优选地，只有在第一和第二电机56和72不能满足操作者转矩请求时，才会发生发动机14的优选输入转矩的急剧变化。
实时加速器输出转矩请求、实时制动输出转矩请求和轴转矩响应类型被输入到电动机转矩控制方案(′输出和电动机转矩确定′)(′Output and Motor TorqueDetermination′)340中。执行电动机转矩控制方案340，以便在其中一个循环周期，优选为6.25毫秒循环周期的每个迭代期间确定电动机转矩指令。
来自发动机14的当前输入转矩(′Ti′)和估算的离合器转矩(′Tcl′)被输入到电动机转矩控制方案340中。轴转矩响应类型信号确定出传递到输出部件64，进而传递到动力动力传动系统90的输出转矩指令的转矩响应特性。
电动机转矩控制方案340控制第一和第二电机56和72的电机转矩指令，以便将一满足操作者转矩请求的净输出转矩指令传递到变速器10的输出部件64中。控制系统结构控制混合动力动力传动系统内部的电力致动器之间的能量流动。混合动力动力传动系统利用两个或更多个电力致动器来给输出部件提供输出功率。控制电力致动器之间的能量流动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和第一和第二电机56、72的电动机转矩TA、TB。虽然本典型实施例在此描述了上述混合动力动力传动系统利用控制系统结构来控制包括发动机14、ESD 74和第一及第二电机56和72在内的电力致动器之间的能量流动，但是，其中实施例中，控制系统结构可以控制其它类的电力致动器之间的能量流动。可以利用的典型的电力致动器包括燃料电池、超大电容器和液压致动器。
控制系统结构利用电能极限来管理典型动力传动系统内部的电能。这包括监控ESD 74的电压(′VBAT′)和电源(′PBAT′)。控制系统结构采用一方法来管理动力传动系统内部的电能，包括建立预计的电能极限、长期电能极限、短期电能极限和基于电压的电能极限。该方法还包括确定来自发动机14的优选输入速度、来自发动机14的优选输入转矩、优选发动机状态和采用预计的电能极限的变速器10的优选工作档位状态。该方法还包括根据长期电能极限和短期电能极限来确定用于限制来自发动机14的输入转矩的输入转矩限制，和用于限制传递到输出部件64的输出转矩To的输出转矩限制。通过限制输出转矩To，分别由第一和第二电机56和72的第一和第二电动机转矩TA和TB组成的总电动机转矩TM也根据所设置的输出转矩限制和来自发动机14的输入转矩TI受到限制。在另一个实施例中，可以根据长期电能极限和短期电能极限来确定总电动机转矩限制的设置，以便增加到，或者代替所设置的输出转矩限制。该方法还包括根据基于电压的电能极限来确定输出转矩限制。
预计的电能极限包括与优选的ESD 74性能指标相关的优选电池输出能级，即，预计的电能极限规定了ESD 74的期望运行范围。预计的电能极限包括从最低预计电能极限(′PBAT_MIN_PRDTD′)到最高预计电能极限(′PBAT_MAX_PRDTD′)的一个电池输出功率能级范围。预计的电能极限可以包括比长期电能极限和短期电能极限限制更多的电池输出功率能级范围。
在维持ESD 74的长期耐用性时长期电能极限包括与ESD 74运行有关的电池输出功率能级。用于延长周期的长期电能极限之外的ESD 74的运行可以降低ESD 74的使用年限。在一个实施例中，在稳态运行，即与瞬时操作无关的运行期间，ESD 74保持在长期电能极限范围内。典型的瞬时操作包括踩下和弹开加速踏板113，其中请求了瞬时加速运行。将ESD 74保持在长期电能极限范围内，使得ESD 74提供一种功能，例如传递不会降低ESD 74使用年限的最高功率能级。长期电能极限包括从最低长期电能极限(′PBAT_MIN_LT′)到最高长期电能极限(′PBAT_MAX_LT′)的一个电池输出功率能级范围。长期电能极限具有比短期电能极限限制更多的电池输出功率能级范围。
短期电能极限包括与电池运行有关的ESD 74输出功率能级，该电池运行不会严重影响到短期电池的持久性。短期电能极限之外的ESD 74的运行可能会减少ESD 74的使用年限。在短期电能极限内，而在长期电能极限之外的ESD 74的短期运行，可能最低限度地减少ESD 74的使用年限，但是，不会大幅度降低ESD 74的运行性能。在一个实施例中，瞬时操作期间ESD 74保持在短期电能极限之内。短期电能极限包括从最低短期电能极限(′PBAT_MIN_ST′)到最高短期电能极限(′PBAT_MAX_ST′)的一个电池输出功率能级范围。
根据ESD 74的期望工作电压，基于电压的电能极限包括从最低的基于电压的电能极限(′PBAT_MIN_VB′)到最高的基于电压的电能极限(′PBAT_MAX_VB′)的一个电池输出功率范围。最低的基于电压的电能极限PBAT_MIN_VB是ESD 74到达最高电压VBAT_MAX_BASE之前输出的电池输出功率的最低值。最高的基于电压的电能极限PBAT_MAX_VB是ESD74到达最低电压VBAT_MIN_BASE之前的电池输出功率估计值。最低电压VBAT_MIN_BASE是在没有严重影响短期电池持久性时用于运行电池的最低容许电压。当ESD 74的电压能级低于最低的VBAT_MIN_BASE时，ESD 74的输出功率会使ESD 74使用年限的降低。
战术控制方案330根据短期电能极限和长期电能极限来确定一组战术控制电能限制。特别地，当ESD 74的电池输出功率在优选的战术控制电池输出功率工作范围内时，战术控制方案330将战术控制电能限制设置为长期电能极限，其中，优选的战术控制电池输出功率工作范围是根据短期电能极限来定义。当电池输出功率超出优选的战术控制电池输出功率工作范围时，战术控制方案330利用基于电池输出功率和短期电能限制的反馈控制，在优选的战术控制电池输出功率工作范围内改变战术控制电能限制以便控制电池输出功率PBAT。
使用战术控制电能限制组来确定一组用于战术控制方案330的输入转矩限制。当通过优化函数所确定的优选输入转矩在输入转矩限制组的范围内时，战术控制方案330请求来自发动机14的优选输入转矩，并且发动机14将输入转矩TI控制为优选的输入转矩，例如，通过调节发动机燃料和/或调节发动机节气门的位置。当优选的输入转矩在输入转矩限制组外时，战术控制方案请求对来自发动机14的输入转矩的例外限制，并且发动机14调节燃烧时间以便在输入转矩限制内控制转入转矩。
图4参考图1和2的混合动力动力传动系统和图3的控制系统结构以及具有最高和最低可利用电池功率极限(′Pbat Min/Max′)的限制来详细描述了用于控制和管理通过第一和第二电机56和72的输出转矩的输出和电动机转矩确定方案340的信号流。输出和电动机转矩确定方案340控制第一和第二电机56和72的电动机转矩指令，以便将净输出转矩传递到变速器10的输出部件64，该净输出转矩经过限制和成形，作用于动力动力传动系统90，并满足操作者转矩请求。输出和电动机转矩确定方案340优选包括在6.25毫秒和12.5毫秒循环周期中有规则地执行的算法代码和预定的标定代码，以用于在本实施例中确定出用于控制第一和第二电机56和72的优选电动机转矩指令(′TA′、′TB′)。
输出和电动机转矩确定方案340确定并使用多个输入，来确定输出转矩上的限制，从该限制可以确定输出转矩指令(′To_cmd′)。用于第一和第二电机56和72的电动机转矩指令(′TA′、′TB′)可以根据输出转矩指令来确定。输出和电动机转矩确定方案340的输入包括操作者输入、动力传动系统输入和限制，以及自动控制输入。
操作者输入包括实时加速器输出转矩请求(′实时加速器输出转矩请求′)(′Output Torque Request Accel Immed′)和实时制动输出转矩请求(′实时制动输出转矩请求′)(′Output Torque Request Brake Immed′)。
自动控制输入包括转矩偏移量，该转矩偏移量影响了动力动力传动系统90的主动阻尼(412)，影响了发动机推力消除(408)，并且影响了基于输入和输出速度的闭环校正(410)。用于第一和第二电机56和72以影响动力动力传动系统90的主动阻尼的转矩偏移量(′Ta AD′、′Tb AD′)可以被确定，例如，去管理和影响动力动力传动系统的震动调节，并且该转矩偏移量从主动阻尼算法(′AD′)(412)中输出。影响发动机推力消除的转矩偏移量(′Ta PC′、′Tb PC′)可以在发动机工作状态(′ON′)和发动机停止状态(′OFF′)转换期间的发动机14开始和停止时确定，从而消除发动机转矩干扰，该转矩偏移量从推力消除算法(′PC′)(408)中输出。用于第一和第二电机56和72的以影响闭环校正转矩的转矩偏移量通过监控变速器10的输入速度和离合器C1 70、C2 62、C3 73和C4 75的离合器滑动速度来确定。当在一种工作档位状态模式下运行时，用于第一和第二电机56和72的闭环校正转矩偏移量(′Ta CL′、′Tb CL′)可以根据来自传感器11的输入速度(′Ni′)和输入速度曲线(′Ni_Prof′)之间的差值来确定。当空档运行时，闭环校正是基于来自传感器11的输入速度(′Ni′)和输入速度曲线(′Ni_Prof′)之间的差值，以及离合器滑动速度和目标离合器滑动速度，例如，用于目标离合器C1 70的离合器滑动速度曲线之间的差值来确定。闭环校正转矩偏移量从闭环控制算法(′CL′)(410)中输出。离合器转矩(′Tcl′)包括所应用转矩传递离合器的离合器作用转矩档位，和未应用离合器的未处理的离合器滑动速度和离合器滑动加速度，确定出该离合器转矩，以便用于任何当前所应用的和未锁定的离合器的具体工作档位状态。闭环电动机转矩偏移量和影响动力动力传动系统90的主动阻尼的电动机转矩偏移量被输入到一低通滤波器中，从而确定出第一和第二电机56和72的电动机转矩校正量(′TALPF′和′TBLPF′)(405)。
电池功率函数(′电池功率控制′)(′Battery Power Control′)466监控电池功率输入，以便确定电能限制，该电能限制包括输入到一优化算法440的最低和最高原始输出转矩限制(′To Min Raw′、′To Max Raw′)(440)的最高电动机转矩控制电能限制(′PBAT_MAX_MT′)和最低电动机转矩控制电能限制(′PBAT_MIN_MT′)。电池功率函数466的输入包括电池电压(′VBAT′)、电池功率(′PBAT)′、最高电压VBAT_MAX_BASE、最低电压VBAT_MIN_BASE、最高长期电能极限(′PBAT_MAX_LT′)、最低长期电能极限(′PBAT_MIN_LT′)、最高短期电能极限(′PBAT_MAX_ST′)和最低短期电能极限(′PBAT_MIN_ST′)。同样还包括具有升压请求(′Boost Request′)在内的离散输入。
其他的系统输入包括工作档位状态(′混合动力档位状态′)(′Hybrid RangeState′)及多个系统输入和限制(′系统输入和限制′)(′System Inputs andConstraints′)。系统输入可以包括专用于动力传动系统和工作档位状态的标量参数，并且可以关联到输入部件12、输出部件64和离合器的速度与加速度上。在本实施例中，其他系统输入与系统惯量、阻尼和电能/机械能转换效率有关。限制包括来自转矩机械，即第一和第二电机56和72的最高和高低电动机转矩输出(′Ta Min/Max′、′Tb Min/Max′)，以及用于所应用离合器的最高和高低离合器作用转矩。其他系统输入包括输入转矩、离合器滑动速度及其他相关的状态。
包括输入加速度曲线(′Nidot Prof′)和离合器滑动加速度曲线(′Clutch SlipAccel Prof′)在内的输入与系统输入、工作档位状态和用于第一和第二电机56和72的电动机转矩校正量(′TALPF′和′TBLPF′)一起被输入到预优化算法(415)中。输入加速度曲线是对下一输入加速度的预测，优选地包括一用于下一循环周期的目标输入加速度。离合器滑动加速度曲线是对一个或多个未使用离合器的下一离合器加速度的预测，并且优选地包括用于下一循环周期的目标离合器滑动加速度。优化输入(′Opt Inputs′)可以包括用于电动机转矩、离合器转矩和输出转矩的数值，该优化输入可以在当前工作档位状态中计算并用在一优化算法中，以便确定最高和最低的原始输出转矩限制(440)以及确定第一和第二电机56和72之间的优选开环转矩指令分流(440’)。分析优化输入、最高和最低电池功率极限、系统输入和当前工作档位状态，从而确定优选的或优化的输出转矩(′To Opt′)和可以被形及滤波(420)的最低和最高原始输出转矩限制(′ToMin Raw′、′To Max Raw′)(440)。优选的输出转矩(′To Opt′)包括使接受操作者转矩请求的电池功率最小化的输出转矩。实时加速器输出转矩请求和实时制动输出转矩请求各自被成形及滤波，并接受最低和最高输出转矩限制(′To MinFilt′、′To Max Filt′)的约束，从而确定最低和最高滤波输出转矩请求限制(′To MinReq Filtd′、′To Max Req Filtd′)。可以根据最低和最高滤波输出转矩请求限制(425)来确定受限制的加速器输出转矩请求(′To Req Accel Cnstrnd′)和受限制的制动输出转矩请求(′To Req Brake Cnstmd′)。
此外，变速器10的再生制动容量(′Opt Regen Capacity′)包括一作用于动力动力传动系统转矩的变速器10的容量，并且在考虑电池功率极限时，可以根据包括转矩机械的最高和最低电动机转矩输出及所使用离合器的最高和最低作用转矩来确定再生制动容量。再生制动容量设立了用于实时制动输出转矩请求的最高值。再生制动容量根据受限制的加速器输出转矩请求和优选输出转矩之间的差值来确定。受限制的加速器输出转矩请求被成形及滤波，并且与受限制的制动输出转矩请求组合，以便确定净输出转矩指令。比较净输出转矩指令和最低及最高请求滤波输出转矩，从而确定输出转矩指令(′To_cmd′)(430)。当净输出转矩指令介于最高和最低请求滤波输出转矩之间时，输出转矩指令设置为净输出转矩指令。当净输出转矩指令超过最高请求滤波输出转矩时，输出转矩指令设置为最高请求滤波输出转矩。当净输出转矩指令低于最低请求滤波输出转矩时，输出转矩指令设置为最低请求滤波输出转矩指令。
传动系的运行被监控并且与输出转矩指令组合，以便确定满足作用离合器转矩容量的介于第一和第二电机56和72之间的优选开环转矩指令分流(′TA Opt′和′TB Opt′)，并且提供与优选电池功率(′Pbat Opt′)(440′)有关的反馈。减小第一和第二电机56和72的电动机转矩校正量(′TALPF′和′TBLPF′)，以便确定开环电动机转矩指令(′TAOL′和′TBOL′)(460)。
开环电动机转矩指令与包括影响动力传动系统90的主动阻尼(412)、影响发动机推力消除(408)和根据输入及离合器滑动速度来影响闭环校正量(410)的转矩偏移量在内的自动控制输入结合，从而确定出用于控制第一和第二电机56和72的电动机转矩TA和TB(470)。上述对输出转矩请求进行限制、成形和滤波以便确定出转换成第一和第二电机56和72的转矩指令的输出转矩指令的步骤优选为前反馈操作，该操作作用于输入上并使用算法代码来计算转矩指令。
所配置的系统操作可以根据动力传动系统的当前操作和限制来确定输出转矩限制。操作者转矩请求根据操作者输入到制动踏板和加速踏板的请求来确定。操作者转矩请求可以被限制、成形和滤波，从而确定输出转矩指令，包括确定出优选的再生制动容量。根据限制和操作者转矩请求而被限制的输出转矩指令可以被确定。输出转矩指令通过控制转矩机械的操作而实现。系统操作影响了响应于操作者转矩请求并在系统限制之内的传动系的运行。系统操作产生了成形于操作者操作性要求的输出转矩，该操作性要求包括再生制动操作期间的平稳操作。
优化算法(440、440′)包括一算法，执行该算法可以确定出响应于使电池功率消耗最小化的操作者转矩请求的动力传动系统控制参数。优化算法440包括根据系统输入和限制、当前工作档位状态和可利用电池功率限制来监控电控机械混合动力传动系，例如上文所描述的动力传动系统的当前工作条件。对于一备选输入转矩，，优化算法440计算出动力传动系统输出，该输出响应于具有上述输出转矩指令在内的系统输入并且介于第一和第二电机56和72的最高和最低电动机转矩输出中，和可利用电池功率中，及所使用的用于变速器10的当前工作档位状态的离合器的离合器作用转矩范围中，并且考虑了系绕惯量、阻尼、离合器滑动和电能/机械能转换效率。优选地，动力传动系统输出包括优选的输出转矩(′To Opt′)、第一和第二电机56和72的可实现的输出转矩(′TaOpt′、′Tb Opt′)和与可实现的输出转矩有关的优选电池功率(′Pbat Opt′)。
图5和6参考这里所描述的动力传动系统，用图形描述了在发动机停止状态和发动机工作状态转换期间的电源升压操作466的运行。图5显示了发动机自动启动运行状态(′AUTOSTART′)的执行，图6显示了发动机自动停止运行状态(′AUTOSTOP′)的执行。图中示出了最高升压电能极限和最低升压电能极限，其优选包括具有最高短期电能极限(′PBAT_MAX_ST′)和最低短期电能极限(′PBAT_MIN_ST′)的输入。图中还绘制了最高长期电能极限(′PBAT_MAX_LT′)和最低长期电能极限(′PBAT_MIN_LT′)。按照一定时间(′时间[秒]′)内的电池的千瓦级输出功率(′电池功率[千瓦]′)描述了最高调节电能极限(′PBAT_MAX_ADJ′)和最低调节电能极限(′PBAT_MIN_ADJ′)。正功率值涉及放电值，其中第一和第二电机56和72的电动机产生了引起ESD 74放电的正输出转矩。负功率值涉及充电值，其中第一和第二电机56和72的电动机产生了引起ESD 74充电的负输出转矩。升压请求信号(′升压请求′)(′BOOST REQUEST′)随着时间变化成为活动态(′ACTIVE′)或者非活动态(′INACTIVE′)。当升压请求信号是活动态时，则发动机处于自动起动运行模式和自动停止运行模式中的一种。
如图5和6所示，升压操作466随时间变化提高和降低最低和最高调节电能极限，以响应于升压请求信号中的变化，从而防止了由于调节电能极限的急剧变化而引起的转矩急剧变化。当升压请求信号是活动态时，升压操作466根据以预定速率将最高调节电能极限提高到最高自动启动电能极限的操作来确定最高调节电能极限。另外，当升压请求信号是活动态时，升压操作466根据以预定速率将最低调节电能极限降低到最低自动启动电能极限的操作来确定最低调节电能极限。
当升压请求信号是非活动态时，电源升压操作466根据以预定速率将最高调节电能极限降低到最高长期电能极限的操作来确定最高调节电能极限。当电池输出功率PBAT大于最高长期电能极限时，例如，当退出自动启动运行模式时，电源升压操作466将最高调节电能极限设置为实际电池输出功率PBAT，并在之后以标定的速率降低最高调节电能极限，直到最高调节电能极限满足最高长期电能极限。另外，当升压请求信号是非活动态时，电源升压操作根据以预定速率将最低调节电能极限升高到最低自动启动电能极限的操作来确定最低调节电能极限。当实际电池输出功率PBAT小于最低长期电能极限时，例如，当退出自动停止发动机运行模式时，电源升压操作466将最低调节电能极限设置为实际电池输出功率PBAT，并以标定的速率升高最低调节电能极限，直到最低调节电能极限等于最低长期电能极限。因此，期间任一点上，包括最高电动机转矩控制电能极限(′PBAT_MAX_MT′)和最低电动机转矩控制电能限制(′PBAT_MIN_MT′)的电能极限可以在传动系的运行期间内确定，并且该电能极限可以包括最高短期电能极限(′PBAT_MAX_ST′)和最低短期电能极限(′PBAT_MIN_ST′)、最高长期电能极限(′PBAT_MAX_LT′)和最低长期电能极限(′PBAT_MIN_LT′)，或最高调节电能极限(′PBAT_MAX_ADJ′)和最低调节电能极限(′PBAT_MIN_ADJ′)，这取决于发动机是否进入或退出自动启动运行模式，或者是否进入或退出自动停止运行模式，或者是否处于自动启动或自动停止运行模式中的一个。
本发明已经描述了一些优选实施例和其修改。在阅读并理解说明书之后可以进行更多的修改和变动。因此，本发明的意图不是将所公开的具体实施例限制为执行本发明的最佳构思方式，而是本发明将包括落入附加的权利请求范围内的所有实施例。

Claims (17)

1.用于控制动力传动系统的方法，该动力传动系统包括连接到变速器输入部件的发动机，该变速器用于在变速器输入部件、转矩机械和变速器输出部件之间传递动力，转矩机械连接到能量存储装置上，发动机在动力传动系统运行期间在包括发动机工作状态和发动机停止状态在内的发动机状态中选择运行，第一发动机状态为发动机工作状态和发动机停止状态之一，且第二发动机状态为发动机工作状态和发动机停止状态中的另一个，该方法包括：
确定能量存储装置的输出功率的长期电能极限；
在动力传动系统运行期间控制发动机从第一发动机状态转换到第二发动机状态；和
扩大能量存储装置的长期电能极限，并且根据从第一发动机状态转换到第二发动机状态期间能量存储装置的扩大的长期电能极限来控制转矩机械。
2.如权利要求1所述的方法，进一步包括扩大能量存储装置的长期电能极限，直到扩大的长期电能极限满足一组升压电能极限。
3.如权利要求1所述的方法，进一步包括，以标定的速率随时间变化来扩大长期电能极限。
4.如权利要求1所述的方法，进一步包括：
根据第一发动机状态转换到第二发动机状态之后能量存储装置扩大的电能极限来控制转矩机械。
5.如权利要求4所述的方法，进一步包括当退出发动机自动起动运行模式或自动停止运行模式时，缩小能量存储装置的已扩大的电能极限，直到所缩小的电能极限满足长期电能极限。
6.如权利要求5所述的方法，其中，长期电能极限基于长期电池持久性。
7.如权利要求5所述的方法，进一步包括，以标定的速率随时间变化缩小能量存储装置的已扩大的长期电能极限。
8.如权利要求1所述的方法，进一步包括，根据能量存储装置的已扩大的长期电能极限在一组输出转矩限制内控制变速器输出部件的输出转矩。
9.用于控制动力传动系统的方法，该动力传动系统包括发动机、第二转矩机械、变速器装置和能量存储装置，该变速器装置用于在发动机、第二转矩机械和变速器输出部件之间传递动力，以便产生输出转矩，该方法包括：
监控能量存储装置的输出功率；
监控自动启动工作状态的发动机；
确定能量存储装置输出功率的长期电能极限，该长期电能极限包括最高电能极限；
当发动机处于自动启动运行的发动机工作状态时，启动电能升压；和
当启动电能升压时，提高最高电能极限大于长期电能极限。
10.如权利要求9所述的方法，进一步包括，以标定的速率随时间变化提高最高电能极限大于长期电能极限，直到提高的最高电能极限满足最高升压电能极限。
11.如权利要求9所述的方法，进一步包括：
当发动机不处于自动启动运行的发动机工作状态时，禁止电能升压；和
当禁止电能升压时，降低提高的最高电能极限至长期电能极限。
12.如权利要求11所述的方法，进一步包括，以标定的速率随时间变化降低提高的最高电能极限，直到最高电能极限满足最高长期电能极限。
13.如权利要求12所述的方法，其中，长期电能极限基于长期电池持久性。
14.用于控制动力传动系统的方法，该动力传动系统包括发动机、第二转矩机械、变速器装置和能量存储装置，该变速器装置用于在发动机、第二转矩机械和变速器输出部件之间传递动力，以便产生输出转矩，该方法包括：
监控能量存储装置的输出功率；
监控自动停止工作状态的发动机；
确定能量存储装置输出功率的长期电能极限，该长期电能极限包括最低电能极限；
当发动机处于自动停止工作状态时，启动电能升压；和
当启动电能升压时，降低最低电能极限小于长期电能极限。
15.如权利要求14所述的方法，进一步包括，以标定的速率随时间变化降低最低电能极限小于长期电能极限，直到降低的最低电能极限满足最低升压电能极限。
16.如权利要求14所述的方法，进一步包括：
当发动机不处于自动停止工作状态时，禁止电能升压；和
当禁止电能升压时，提高降低的最低电能极限至长期电能极限。
17.如权利要求16所述的方法，进一步包括，以标定的速率随时间变化提高降低的最低电能极限，直到最低电能极限满足最低长期电能极限。
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