CN101532563B - 用于预测混合动力系系统的操作员转矩要求的方法 - Google Patents

用于预测混合动力系系统的操作员转矩要求的方法 Download PDF

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CN101532563B
CN101532563B CN2008101911213A CN200810191121A CN101532563B CN 101532563 B CN101532563 B CN 101532563B CN 2008101911213 A CN2008101911213 A CN 2008101911213A CN 200810191121 A CN200810191121 A CN 200810191121A CN 101532563 B CN101532563 B CN 101532563B
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accelerator pedal
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A·H·希普
K·Y·金
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GM Global Technology Operations LLC
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Abstract

本发明披露了一种基于输出部件的预测速度、预测操作员转矩要求以及预测油门踏板位置控制混合动力系系统的方法。该方法包含基于监测油门踏板位置和滤波油门踏板位置预测所述油门踏板位置，基于所述输出部件的监测速度预测输出部件速度，以及基于所述输出部件的预测速度和预测油门踏板位置预测所述操作员转矩要求。

Description

用于预测混合动力系系统的操作员转矩要求的方法
相关申请的交叉引用
本申请要求于2007年11月5日提出的申请号为60/985,422的美国临时申请的权益，该美国临时申请在此引入作为参考。
技术领域
本发明涉及用于电动机械变速器的控制系统。
背景技术
本节中的陈述仅仅提供与本发明相关的背景信息但未必构成现有技术。
已知的传动结构包括包含内燃机和电机在内的转矩发生装置，其经由变速器装置将转矩传递到输出部件。一个示范性传动系包括双模式，混合分解，电动机械变速器，其采用输入部件和输出部件，输入部件用于接收来自原动机动力源(优选为内燃机)的原动转矩。所述输出部件可在运行时被连接到用于传递牵引力矩至汽车的动力传动系统。用作马达或者发电机的电机，生成输入到所述变速器的转矩，其与来自所述内燃机的输入转矩无关。所述电机可将经由车辆动力传动系统传递的车辆动能转化为可储存在电能存储装置中的电能。控制系统监测来自车辆和操作员的各种输入并提供传动系的运行控制，包括控制变速器工作状态和换档，控制所述转矩发生装置，以及调节所述电能存储装置和所述电机之间的电力交换以控制所述变速器的包含转矩和转速在内的输出。
控制系统的输入可能含有噪声或者被延时；因此，预测控制系统输入将有益于提高传动系性能。
发明内容
一种基于输出部件的预测速度、预测的操作员转矩要求和预测的油门踏板位置控制混合动力系系统的方法，包括基于监测的油门踏板位置和过滤油门踏板位置来预测油门踏板位置，基于监测的输出部件速度来预测输出部件速度，和基于所述输出部件的预测速度以及预测的油门位置来预测所述操作员转矩要求。
附图说明
现在，将参考附图来举例说明一个或多个实施例，其中：
图1是根据本发明的一个示范性传动系的示意图；
图2是根据本发明的控制系统和传动系的示范性结构的示意图；
图3示出了一种用于控制和管理根据本发明的混合动力系系统转矩的控制系统结构；
图4示出了本发明的流程图；
图5示出了本发明中用于计算油门踏板位置基于时间变化的导数的方法；以及
图6示出了本发明中用于计算输出部件加速度的方法。
具体实施方式
现在参考所述附图，其中这些附图仅仅是为了示出某些示范性实施例，而并不限于这些内容，图1和2描绘了一个示范性电动机械混合动力系。图1中描绘了根据本发明的这一示范性电动机械混合动力系，其包含双模式，混合分解，和运行时被连接到发动机14以及第一和第二电机(′MG-A′)56和(′MG-B′)72的电动机械混合动力变速器10。所述发动机14以及第一和第二电机56和72均产生可以传递至所述变速器10的功率。由所述发动机14以及第一和第二电机56和72产生并传递至所述变速器10的功率被描述为输入和马达转矩(在此分别标记为TI，TA和TB)，以及速度(在此分别标记为NI，NA，和NB)。
该示范性发动机14包含选择性地在多种状态下运转的多缸式内燃机以通过输入轴12传递转矩至所述变速器10，它可以是点燃式或者压燃式发动机。所述发动机14包括运行时与变速器10的输入轴12耦合的曲轴(未示出)。转速传感器11监测所述输入轴12的转速。从所述发动机14输出的包含转速和发动机转矩在内的功率，可以不同于所述变速器10的输入速度NI和输入转矩TI，因为在发动机14和变速器10之间的输入轴12上存在转矩消耗组件，例如，液压泵(未示出)和/或转矩管理装置(未示出)。
该示范性变速器10包含三个行星齿轮组24、26和28，以及四个可选择性耦合的转矩传递装置，即，离合器C1 70、C2 62、C3 73，和C4 75。在这里，离合器涉及任何类型的摩擦转矩传递装置，包括例如单盘或者多盘离合器或组，带式离合器，和制动器。液压控制回路42，优选由变速器控制模块(下文为′TCM′)17控制，用以在运行时控制离合器状态。离合器C2 62和C4 75优选包含液压供给式旋转摩擦离合器。离合器C170和C3 73优选包含液压控制式固定装置，其可以有选择地固定至变速箱体68。离合器C1 70，C2 62，C3 73，和C4 75均优选为液压供给，其通过液压控制回路42有选择地接收液压流体。
该第一和第二电机56和72优选包含三相交流电机，各自包括定子(未示出)和转子(未示出)，和相应的分相器80和82。每个电机的马达定子被固定至所述变速箱体68的外部，其包括从那里延伸的带有电线圈绕组的定子铁芯。所述第一电机56的转子通过第二行星齿轮组26支承在运行时被连接至轴60的毂衬(hubplate)齿轮上。第二电机72的转子固定地连接到套轴毂(hub)66上。
每一个分相器80和82优选包含可变磁阻装置，其包括分相器定子(未示出)和分相器转子(未示出)。所述分相器80和82被适当布置并装配在相应的第一和第二电机56和72上。所述分相器80和82的相应的定子运行时被连接到所述第一和第二电机56和72中的一个定子上。所述分相器转子运行时被连接到所述第一和第二电机56、72相应的转子上。每一个分相器80和82运行时被明显地连接到变速器功率逆变器控制模块(下文′TPIM′)19上，它们各自感知并监测分相器转子相对于分相器定子的旋转位置，因此监测第一和第二电机56和72相应的旋转位置。另外，所述分相器80和82的信号输出被译码从而提供第一和第二电机56和72的转速，即分别为NA和NB。
变速器10包括输出部件64(例如轴)，其运行时连接到车辆(未示出)的动力传动系统90，用以提供输出功率至所述动力传动系统90并传递至车轮93，其中一个变速器在图1示出。所述输出部件64的输出功率表征为输出转速NO和输出转矩TO。变速器输出转速传感器84监测所述输出部件64的转速和转动方向。每一个车轮93优选配备适于监测车轮转速的传感器94，其输出由图2所示的分布式控制模块系统的控制模块监测，用以确定车辆速度，和用于制动器控制、牵引力控制、和车辆加速度管理的绝对以及相对车轮转速。
发动机14的输入转矩以及第一和第二电机56和72的马达转矩(分别为TI，TA，和TB)由燃料或者储存在电能存储装置(下文′ESD′)74中的电势能通过能量转换而产生。所述ESD 74通过直流传输线路27高压直流耦合到所述TPIM 19。所述传输线路27包括接触器开关38。当接触器开关38闭合时，在正常条件下，电流可以在ESD 74和TPIM 19之间流动。当所述接触器开关38打开时，在ESD 74和TPIM 19之间流动的电流被切断。所述TPIM 19通过传输线路29传送电力出/入于所述第一电机56，类似地，其通过传输线路31传送电力出/入于所述第二电机72，用以满足与所述马达转矩TA和TB适应的所述第一和第二电机56、72的转矩要求。电流根据所述ESD 74是正在充电还是放电而流入/流出所述ESD 74。
所述TPIM 19包括一对功率逆变器(未示出)和相应的设置为可接收所述转矩指令并控制逆变器状态的马达控制模块(未示出)，用以提供马达驱动或者再生功能以满足要求的马达转矩TA和TB。所述功率逆变器包含已知的辅助三相大功率电子装置，其每个均包括多个通过高频切换将来自ESD 74的直流电转换为用于驱动相应的第一和第二电机56和72的交流电的绝缘栅双极晶体管(未示出)。所述绝缘栅双极晶体管形成设置为接收控制命令的开关式电源。一般在三相电机的每一相都分别存在一对绝缘栅双极晶体管。所述绝缘栅双极晶体管的状态是可控的，从而提供马达驱动机械动力生成或者电力再生功能。所述三相逆变器通过直流传输线路27接收或者提供直流电力，并将它与三相交流电力互相转换，三相交流电力分别通过传输线路29和31被传导出/入第一和第二电机56和72以用作马达或者发电机。
图2是所述分布式控制模块系统的示意性方框图。以下描述的元件包含全部车辆控制结构的一个子集，并提供图1所示混合动力系的协作系统控制。所述分布式控制模块系统综合相关信息和输入，并执行算法以控制各种不同的致动器来满足控制目标，其包括与燃油经济性、排放、性能、操控性和硬件(包括ESD 74的电池和第一和第二电机56和72)保护相关的目标。所述分布式控制模块系统包括发动机控制模块(下文′ECM′)23、TCM 17、电池组控制模块(下文′BPCM′)21和TPIM 19。混合控制模块(下文′HCP′)5提供所述ECM 23、所述TCM 17、所述BPCM 21和所述TPIM 19的监控和协调。用户界面(′UI′)13在运行时被连接到多个装置上，车辆操作员通过用户界面控制或者指引对所述电动机械混合动力系的操作。所述装置包括油门踏板113(′AP′)、操作员刹车踏板112(′BP′)、变速器档位选择器114(′PRNDL′)和车速巡航控制(未示出)。所述变速器档位选择器114具有离散数目的可供操作员选择的位置，包括所述输出部件64的转动方向以驱动一个前进和后退方向。
上述控制模块与其它控制模块、传感器和致动器通过局域网(下文′LAN′)总线6通讯。所述LAN总线6允许工作参数状态和致动器指令信号在不同的控制模块之间进行结构性通讯。具体采用的通信协议是面向应用而特制的(application-specific)。所述LAN总线6和适当的协议提供了上述控制模块之间的信息鲁棒性和多重控制模块接口，其它控制模块提供了例如刹车防抱死、牵引力控制和车辆稳定性等功能。多条通信总线可以用来提高通信速度并提供某种水平的信号冗余度和完整度。各个控制模块之间的通讯还可以采用直接链接来实现，例如，串行外设接口(′SPI′)总线(未示出)。
所述HCP 5提供对所述混合动力系的监控，用来协调所述ECM 23，TCM 17，TPIM 19，和BPCM21的操作。基于来自用户界面13和混合动力系(包括ESD 74)的各种不同的输入信号，HCP 5确定操作员转矩要求、输出转矩命令、发动机输入转矩命令、用于变速器10采用的转矩传递离合器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的马达转矩TA和TB。所述TCM17运行时被连接到所述液压控制回路42并提供各种不同的功能，包括监测不同的压力传感器(未示出)，生成并在不同的电磁线圈进行控制信号通讯(未示出)从而控制液压控制回路42中的压力开关和控制阀。
所述ECM 23运行时被连接到所述发动机14，其作用为从传感器获得数据并通过多条分离的线控制发动机14的致动器，图示简化为集成双向接口电缆35。所述ECM 23从所述HCP 5接收发动机输入转矩命令。所述ECM 23根据在此时监测到的基于时间变化的被传递至所述HCP 5的发动机转速和负载确定发动机实际输入转矩TI并将其提供至所述变速器10。所述ECM 23监测来自转速传感器11的输入以确定至输入轴12的发动机输入速度，其转化为变速器输入速度NI。所述ECM 23监测来自传感器(未示出)的输入以确定其它发动机工作参数的状态，包括，例如歧管压力，发动机冷却液温度，环境气温，和环境压力。所述发动机负载可以通过，例如所述歧管压力，或者通过检测操作员对油门踏板113的输入信息来确定。所述ECM 23产生并传达指令信号从而控制发动机致动器，包括，例如，燃油喷嘴，点火模块，和节气门控制模块(均未示出)。
所述TCM 17运行时连接到变速器10并监测传感器(未示出)的输入以确定变速器工作参数的状态。所述TCM 17产生并传达指令信号以控制变速器10，包括控制所述液压控制回路42。从TCM 17到HCP 5的输入包括每一个离合器，即C170、C2 62、C3 73和C4 75的离合器估算转矩，以及输出部件64的输出转速No。为了控制目的，其它致动器和传感器可以用来提供从TCM 17向HCP5的辅助信息。TCM 17监测来自压力开关(未示出)的输入并有选择地开动液压控制7回路42的压力控制电磁线圈(未示出)和移位电磁线圈(未示出)以有选择地驱动不同的离合器C1 70、C2 62、C3 73和C4 75从而实现不同的变速器工作范围状态，如下文所述。
所述BPCM 21明显地连接到传感器上(未示出)以监测ESD 74包括电流和电压参数的状态，从而为HCP 5提供指示ESD 74的电池参数状态的信息。所述电池的参数状态优选包括电池充电状态、电池电压、电池温度和可用的电池电力，称为范围PBAT_MIN～PBAT_MAX。
刹车控制模块(下文′BrCM′)22运行时连接到每个车轮93的摩擦制动器上(未示出)。所述BrCM 22监测操作员对刹车踏板112的输入并产生控制信号控制所述摩擦制动器，还发送控制信号到所述HCP 5以基于其操作所述第一和第二电机56和72。
每一个控制模块ECM 23、TCM 17、TPIM 19、BPCM 21和BrCM 22优选为通用数字计算机，其包含微处理器或者中央处理器，包含只读存储器(′ROM′)、随机存取存储器(′RAM′)、电可编程序只读存储器(′EPROM′)的存储介质，高速时钟，模数转换(′A/D′)和数模转换(′D/A′)电路，输入/输出线路和装置(′I/O′)以及适当的信号调节和缓冲电路。每一个控制模块具有一套控制算法，其包含储存在所述存储介质之一中并被执行以提供各个计算机相应功能的常驻程序命令和校准。控制模块之间的信息传输优选采用所述LAN总线6和SPI总线完成。所述控制算法在预置的循环周期内执行以便各个算法在每个循环周期内至少执行一次。储存在所述非易失性存储装置的算法由一个中央处理单元来执行以监测来自传感器的输入，并采用预置的标准来执行控制和诊断程序从而控制致动器的操作。在所述混合动力系操作运行期间，循环周期以固定的时间间隔被执行，例如每3.125、6.25、12.5、25和100毫秒。可选择的是，算法还可以响应于一个事件的发生而执行。
所述示范性混合动力系有选择地在若干工作范围状态中的一个状态下工作，它们被描述为包含发动机运转状态(′ON′)和发动机停车状态(′OFF′)之一的发动机状态，和包含多个固定速比和连续可变工作模式的变速器状态，参见以下的表1。
表1
Figure G2008101911213D00071
每种变速器工作范围状态均被描述在所述表中并表示出了每种工作范围状态所采用的是哪种具体的离合器C1 70、C2 62、C3 73，和C4 75。第一连续可变模式，例如，EVT模式1或者M1，通过仅采用离合器C1 70被选作用来″支撑(ground)″所述第三行星齿轮组28的外齿圈部件。所述发动机状态可以是ON(′M1_Eng_On′)或者OFF(′M1_Eng_Off)中的一个。第二连续可变模式，例如EVT模式2或者M2，通过仅采用离合器C2 62被选作用来连接轴60至所述第三行星齿轮组28的行星架。所述发动机状态可以是ON(′M2_Eng_On′)或者OFF(′M2_Eng_Off)中的一个。为了描述的目的，当所述发动机状态为OFF，发动机输入速度为零转/分(′RPM′)，也就是说，发动机曲轴没有旋转。固定的档位操作提供了变速器10的输入输出速度以固定比率运行，即NI/NO。第一固定档位操作(′G1′)通过采用离合器C1 70和C4 75被选中。第二固定档位操作(′G2′)通过采用离合器C1 70和C2 62被选中。第三固定档位操作(′G3′)通过采用离合器C2 62和C4 75被选中。第四固定档位操作(′G4′)通过采用离合器C2 62和C3 73被选中。由于所述行星齿轮24，26，和28中的齿轮比降低，输入输出速度比的固定比率伴随固定档位的增加而增加。所述第一和第二电机56和72的转速，分别为NA和NB，取决于由所述离合器定义的机构(mechanism)的内部旋转并与在所述输入轴12上测量的输入速度成正比。
响应于由用户界面13捕捉的操作员对油门踏板113和刹车踏板112的输入，HCP 5和一个或多个其它控制模块确定转矩命令以控制包含发动机14和第一和第二电机56和72在内的所述转矩生成装置，以满足在输出部件64上并传递至动力传动系统90的操作员转矩要求。基于所述用户界面13和包括ESD 74在内的混合动力系的输入信号，HCP 5确定操作员转矩要求，从变速器10到动力传动系统90的命令输出转矩，来自发动机14的输入转矩，变速器10的转矩传递离合器C170、C2 62、C3 73、C4 75的离合器转矩，以及分别用于第一和第二电机56和72的马达转矩，如下文所述。
最终的车辆加速度也受其它因素影响，包括例如，道路负荷，道路坡度，以及车辆质量。变速器10的工作范围状态基于混合动力系的各项工作特性确定。这包括上文描述的经由油门踏板113和刹车踏板112传达至用户界面13的操作员转矩要求。工作范围状态可以依据混合动力系转矩要求来判定，其由电能生成模式或者转矩生成模式下的第一和第二电机56和72的操作命令所产生。工作范围状态可以由最优化算法或者程序确定，其基于操作员功率需要，电池充电状态，和发动机14以及第一和第二电机56和72的能量效率来确定最佳系统效率。为了管理燃油经济性和蓄电池充电，所述控制系统基于最佳化程序执行的结果管理来自发动机14和第一和第二电机56和72的转矩输入，由此系统效率被最优化。另外，操作还可以基于组件或者系统的故障确定。HCP 5监测所述转矩生成装置，并确定为了响应输出部件64期望的输出转矩所需要的变速器10的功率输出以满足操作员转矩要求。从以上描述显而易见，为了彼此之间的电力流通，ESD 74和第一和第二电机56和72之间是电气操作性连接。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是机械操作性连接以在其间传递动力从而产生流向输出部件64的功率。
图3示出用于控制和管理具有多重转矩发生装置的混合动力系系统的转矩和动力流的控制系统结构，参考图1和2所示的混合动力系系统并如下所述，它们以可执行算法和标准的形式常驻在上述控制模块中。所述控制系统结构可应用于任何具有多重转矩发生装置的混合动力系系统，它们包括，例如，具有单个电机的混合动力系系统，具有多个电机的混合动力系系统，以及非混合动力系系统。
图3的控制系统结构描绘了通过所述控制模块的相关信号的流程。在运行中，操作员对油门踏板113和刹车踏板112的输入被监测以确定操作员转矩要求(‘To_req’)。发动机14和变速器10的运行被监测以确定输入速度(‘Ni’)和输出速度(‘No′)。战略最优化控制方案(′战略控制(Strategic Control)′)310基于输出速度和操作员转矩要求确定优选的输入速度(′Ni_Des′)和优选的发动机状态和变速器工作范围状态(′目标混合运行状态(Hybrid Range State Des)′)，并基于混合动力系的其它工作参数实现最优化，包括蓄电池电力极限，发动机14、变速器10和第一和第二电机56和72的响应极限。战略控制最优化方案310优选由HCP 5在每一个100毫秒周期和每一个25毫秒周期内执行。
战略最优化控制方案310的输出被用于换挡执行(shift execution)和发动机启动/停止控制方案(‘换挡执行和发动机启动/停止(Shift Execution and EngineStart/Stop)’)320以命令执行包括改变工作范围状态在内的变速器操作(‘变速器命令(Transmission Commands)’)的变化。这包括当优选工作范围状态与当前工作范围状态不同时，通过命令改变所采用的一个或多个离合器C1 70、C2 62、C3 73和C4 75及其它变速器命令来实现变速器工作范围状态变化的命令执行。当前工作范围状态(′实际混合运行状态(Hybrid Range State Actual)′)和输入速度曲线(′Ni_Prof)是可以确定的。输入速度曲线是即将到来的输入速度的估计值并优选包含作为下一个循环周期的目标输入速度的标量参数值(scalarparametric value)。发动机操作命令和操作员转矩要求就是以变速器的工作范围状态转变期间的输入速度曲线为基础的。
战术控制方案(′战术控制与操作(Tactical Control and Operation)′)330在一个控制循环周期期间重复地执行以确定用于操作发动机14的发动机命令(′发动机命令′)，包括基于输出速度、输入速度、操作员转矩要求和变速器当前工作范围状态的从发动机14到变速器10的优选输入转矩。发动机命令还包括全缸工作状态和其中一部分发动机汽缸停用和停止供油的单缸停止工作状态中的一个的发动机状态，和包括给油状态(fueled state)和停止供油状态的发动机状态。
每一个离合器的离合器转矩(‘Tcl’)在TCM 17中被估算，包括当前应用离合器和未用离合器，与输入部件12作用的当前发动机输入转矩(‘Ti’)在ECM23中确定。马达转矩控制方案(‘输出和马达转矩判断(Output and Motor TorqueDetermination)’)340被执行用以确定来自动力传动系的优选输出转矩(‘To_cmd′)，其包括用于控制该具体实施例中的第一和第二电机56和72的马达转矩命令(‘TA’，‘TB’)。优选输出转矩基于每一个离合器的离合器估计转矩、来自发动机14的当前输入转矩、当前工作范围状态、输入速度、操作员转矩要求，以及输入速度曲线。所述第一和第二电机56和72由TPIM 19控制以处理基于所述优选输出转矩的优选马达转矩命令。马达转矩控制方案340包括算法代码，其以6.25毫秒和12.5毫秒为循环周期被有规则地执行以确定优选马达转矩命令。
图4描绘了用于预测未来瞬时操作员转矩要求的方法。在此描述的步骤执行顺序包括基于运转工况确定优选工作范围状态。驱动所述离合器并执行发动机启动/停止操作在之后的250到500毫秒后进行。命令和执行来自发动机的输入转矩变化在之后50-100毫秒进行。命令和执行来自电机的输出转矩变化在之后小于50毫秒内进行。所述方法可以进一步包含用以最小化动力传动系统扰动的转矩衰减过程。因为每一个步骤都是如上文所述依次执行，额外的实时参数反馈数据被用于计算来自所述战略控制方案310、换挡执行和发动机启动/停止控制方案320、战术控制方案330和马达转矩控制方案340的输出。
除使用在运行中的动力传动系操作期间的反馈数据外，前馈数据也可以用来确定用于反馈和控制动力传动系运行的工作参数。在运行中的动力传动系操作期间，用于确定所述预测操作员转矩要求，预测油门踏板位置，和所述输出部件64的预测角速度，即未来瞬时的输出速度No的方法被披露。
未来瞬时是一个在当前时间之后经过预定的流逝时间间隔的时间点。该术语“预测的(predicted)”、“将预测(predicting)”和“预测(predict)”的使用涉及在预定流逝时间间隔之后的未来瞬时。如上所述，在所述动力传动系运行工作期间，循环周期每隔一定间隔执行，例如每3.125、6.25、12.5、25和100毫秒。所述预定流逝时间间隔可以基于HCP 5中的循环周期或者是该循环周期的多倍。另外，所述战略控制方案310、换挡执行和发动机启动/停止控制方案320和战术控制方案330可以具有不同的预定流逝时间间隔。
未来瞬时的预测油门踏板位置可以基于监测油门踏板位置和预定流逝时间间隔(400)确定。所述预测油门踏板位置可以采用多个方法中的一个来确定。确定所述预测油门踏板位置可以包含监测所述油门踏板位置(′APP′)和计算所述油门踏板位置基于时间变化的导数(′APP导数(derivative)′)。所述油门踏板113产生与指示所述油门踏板位置的参数值相关的未加工电信号至所述控制模块中的一个。所述电信号可以经由滤波器滤波，例如，低通滤波器，以获得比监测所述未加工电信号更加连续的油门踏板位置迹线。所述低通滤波器通过减少信号噪声和削弱噪声放大从而产生比未加工监测电信号更连续的电信号来逼近所述油门踏板位置。优选的是，监测油门踏板位置和滤波后油门踏板位置之间的误差将被考虑。
所述油门踏板位置基于时间变化的导数可以采用多个方法中的一个确定。优选的是，所述油门踏板位置基于时间变化的导数在HCP 5中依算法确定。用于确定所述油门踏板位置基于时间变化的导数的第一种方法包含计算经过一段流逝时间周期后监测油门踏板位置的变化。所述油门踏板位置基于时间变化的导数就是监测油门踏板位置的变化除以所述流逝时间期限。或者，所述油门踏板位置基于时间变化的导数可以基于所述滤波后油门踏板位置确定，例如，所述滤波后油门踏板位置的变化除以所述流逝时间期限。图5示出用于确定所述油门踏板位置基于时间变化的导数的第二种方法。误差项(′误差(Error)′)将被考虑，其包含随流逝时间间隔(′Δt′)确定的所述监测油门踏板位置和滤波后油门踏板位置之间的差值。所述误差用于逼近油门踏板位置基于时间变化的导数。所述滤波后油门踏板位置相对监测踏板位置具有一个瞬间滞后。因此，所述监测油门踏板位置和滤波后油门踏板位置之间的误差除以所述流逝时间期限可以作为所述监测油门踏板位置基于时间变化的导数。本领域技术人员将认识到包括上述方法的许多其它方法也可以用来计算基于时间变化的导数。
所述油门踏板位置基于时间变化的导数乘以所述预定流逝时间间隔，再加到所述滤波后油门踏板位置。踏板位置修正因子(校正因子(Correction Factor)′)优选被用于确定未来瞬时的预测油门踏板位置(400)。
所述踏板位置修正因子基于在先预测油门踏板位置和所述监测油门踏板位置确定。所述在先预测油门踏板位置和所述监测油门踏板位置之间的差值乘以预定校准增益从而确定所述踏板位置修正因子。所述预定校准增益可以是动态的并基于所述在先预测油门踏板位置和所述监测油门踏板位置之间的误差。踏板位置修正因子可以在预定流逝时间间隔计算。用于确定所述踏板位置修正因子的预定流逝时间间隔优选在期限上比用于确定所述预测加速踏板位置的预定流逝时间间隔短，并优选在预定流逝时间间隔期间被多次应用。
HCP 5基于所述输出部件64的监测速度(′No′)和加速度(′NoDot′)确定所述输出部件64在未来瞬时的预测输出速度(′预测输出部件速度(Predicted OutputMember Speed)′)。所述预测输出速度No通过所述监测输出速度加上所述输出部件64的监测加速度乘以预定流逝时间间隔得到。还可以增加输出速度校正因子(402)。所述输出部件64的加速度可以基于所述监测输出速度No确定。所述输出部件64的加速度可以通过计算所述监测输出速度No基于时间变化的导数来确定。该基于时间变化的导数可以采用一个或多个方法计算。第一种方法包含计算所述监测输出速度No经过一流逝时间期限的变化。所述输出速度No基于时间变化的导数就是所述监测油门踏板位置的变化除以所述时间期限。图6示出用于确定所述输出速度No基于时间变化的导数的第二种方法。该第二种方法包含确定随流逝时间间隔(′Δt′)确定的所述监测输出速度No和滤波输出速度(′No-Filtered′)之间的误差。所述输出速度No可以，优选通过监测和滤波来自所述变速器输出速度传感器84的信号输入确定。该滤波输出速度可以用于逼近所述输出速度No基于时间变化的导数。该滤波输出速度No相对于所述输出速度No具有一个瞬时滞后。因此，所述输出速度No和所述滤波输出速度之间的误差除以所述流逝时间期限能被用作所述输出速度No基于时间变化的导数。包括上述方法的其它方法可以用来计算基于时间变化的导数。
所述输出速度修正因子基于在先预测输出速度No和所述监测输出速度No确定。所述在先预测输出速度No和所述监测输出速度No之间的差值乘以预定校准增益以确定所述输出速度修正因子。所述预定校准增益可以是动态的并基于所述在先预测输出速度和所述监测输出速度No之间的误差。输出速度修正因子可以在预定流逝时间间隔计算。用于确定所述输出速度修正因子的预定流逝时间间隔优选在期限上比用于确定所述预测输出速度No的预定流逝时间间隔短，并优选在预定流逝时间间隔期间被多次应用。
未来瞬时的预测操作员转矩要求可以基于所述预测油门踏板位置和所述预测输出速度No确定(404)。所述预测油门踏板位置和所述输出部件的预测速度用作基于所述预测油门踏板位置和所述预测输出速度No产生预测操作员转矩要求的查询表的输入。相应的预测操作员转矩要求可以在给定的油门踏板位置和输出速度No组合下用实验方法导出，或者基于物理上表示为数学方程式并依算法执行的确定关系得到。一旦所述预测油门踏板位置和所述预测输出速度No确定，相应的预测操作员转矩要求便可以在所述预定查询表中定位。
如上文所述的相同方法适用于在包括带有压燃、点燃、均匀电荷压燃，和点燃直喷发动机的动力传动系统的多重动力系系统操作的发动机自动启动。另一个示范性动力系系统包含带式交流发电机启动系统(′BAS′)。在所述BAS系统中，发动机可以是在车辆停止期间处于发动机熄火状态然后为了电池组充电和车辆加速自动启动。所述马达可以用来向蓄电池充电或者在发动机加速期间通过发动机机械地提供转矩。
可以理解的是，在本发明公开的范围内作出的改进是被允许的。通过参考特定的最优实施例及其改进已对本发明作出了描述。进一步的改进和变更也可以由阅读并理解本说明书的其它人作出。因此，应当理解本发明包括了目前为止所有的改进方案，它们均落入本发明的保护范围之内。

Claims (20)

1.用于控制包括发动机和机械连接到电动机械变速器以传递功率到输出部件的电机的动力系系统的方法，该方法包含：
监测油门踏板位置；
监测所述输出部件的速度；
确定所述输出部件的加速度；
确定未来瞬时，其为在当前时间之后经过预定的流逝时间间隔的时间点；
基于滤波油门踏板位置和所述油门踏板位置基于时间变化的导数预测未来瞬时的油门踏板位置；
基于所述输出部件的速度和加速度预测未来瞬时的输出部件速度；以及
基于所述输出部件的预测速度和未来瞬时的预测油门踏板位置预测未来瞬时的操作员转矩要求。
2.如权利要求1所述的方法，进一步包含：
滤波所述监测油门踏板位置；
基于所述滤波油门踏板位置和流逝时间期限确定所述油门踏板位置基于时间变化的导数。
3.如权利要求2所述的方法，其中所述油门踏板位置基于时间变化的导数基于所述监测油门踏板位置和所述滤波油门踏板位置之间的误差确定。
4.如权利要求3所述的方法，其中所述误差包含所述监测油门踏板位置和所述滤波油门踏板位置随流逝时间期限的差值。
5.如权利要求2所述的方法，其中所述油门踏板位置基于时间变化的导数是所述油门踏板位置随所述流逝时间期限的变化。
6.如权利要求1所述的方法，其中预测未来瞬时的油门踏板位置包含：
计算所述油门踏板位置基于时间变化的导数；
将所述油门踏板位置基于时间变化的导数乘以一个预定流逝时间间隔；以及
将所述油门踏板位置基于时间变化的导数和所述预定流逝时间间隔的乘积结合到所述滤波油门踏板位置。
7.如权利要求6所述的方法，进一步包含：增加修正因子到所述滤波油门踏板位置。
8.如权利要求1所述的方法，进一步包含将所述输出部件的监测加速度和一个预定流逝时间间隔的乘积结合到所述输出部件的监测速度以预测所述输出部件的速度。
9.如权利要求1所述的方法，包含基于所述输出部件的预测油门踏板位置和预测速度以及它们之间的预定关系确定未来瞬时的预测操作员转矩要求。
10.用于控制包含机械式可操作地连接于内燃机的电动机械变速器和第一和第二电机以传递机械功率至输出部件的动力系的方法，该方法包含：
监测油门踏板位置；
监测所述输出部件的速度；
确定所述输出部件的加速度；
确定未来瞬时，其为在当前时间之后经过预定的流逝时间间隔的时间点；
对所述油门踏板位置进行滤波；
基于所述滤波油门踏板位置和流逝时间期限确定所述油门踏板位置基于时间变化的导数；
基于所述滤波油门踏板位置和油门踏板位置基于时间变化的导数预测未来瞬时的油门踏板位置；
基于所述输出部件的速度和加速度预测未来瞬时的输出部件速度；以及
基于所述未来瞬时的所述输出部件的预测速度和预测油门踏板位置预测未来瞬时的操作员转矩要求。
11.如权利要求10所述的方法，其中所述油门踏板位置基于时间变化的导数基于所述监测油门踏板位置和所述滤波油门踏板位置之间的误差确定。
12.如权利要求11所述的方法，其中所述误差是所述监测油门踏板位置和所述滤波油门踏板位置的差值。
13.如权利要求12所述的方法，其中所述油门踏板位置基于时间变化的导数包含所述监测油门踏板位置随所述流逝时间期限的变化。
14.如权利要求13所述的方法，其中预测未来瞬时的油门踏板位置包含：
计算所述油门踏板位置基于时间变化的导数；
将所述油门踏板位置基于时间变化的导数乘以一个预定流逝时间间隔；以及
将所述油门踏板位置基于时间变化的导数和所述预定流逝时间间隔的乘积加到所述滤波油门踏板位置。
15.如权利要求14所述的方法，进一步包含：
将所述油门踏板位置基于时间变化的导数和所述预定流逝时间间隔的乘积加到所述滤波油门踏板位置和修正因子。
16.如权利要求10所述的方法，其中预测未来瞬时的输出部件速度包含：
将所述输出部件的监测加速度与所述流逝时间间隔的乘积加到所述输出部件的监测速度。
17.用于控制机械式可操作地连接于电动机械变速器的内燃机的方法，该方法包含：
监测油门踏板位置；
监测所述电动机械变速器的输出部件的速度；
确定所述输出部件的加速度；
确定未来瞬时，其为在当前时间之后经过预定的流逝时间间隔的时间点；
对所述监测油门踏板位置进行滤波；
基于所述滤波油门踏板位置和流逝时间期限确定所述油门踏板位置基于时间变化的导数；
基于所述滤波油门踏板位置和油门踏板位置基于时间变化的导数预测未来瞬时的油门踏板位置；
基于所述输出部件的监测速度和加速度预测未来瞬时的输出部件速度；以及
基于所述未来瞬时的所述输出部件的预测速度和预测油门踏板位置预测未来瞬时的操作员转矩要求。
18.如权利要求17所述的方法，其中所述油门踏板位置基于时间变化的导数基于所述监测油门踏板位置和所述滤波油门踏板位置之间的误差确定，其中所述误差是所述监测油门踏板位置和所述滤波油门踏板位置的差值。
19.如权利要求17所述的方法，其中所述油门踏板位置基于时间变化的导数是所述监测油门踏板位置随流逝时间期限的变化除以所述流逝时间期限，并且其中预测未来瞬时的油门踏板位置包含：
计算所述油门踏板位置基于时间变化的导数；
将所述油门踏板位置基于时间变化的导数乘以一个预定流逝时间间隔；以及
将所述油门踏板位置基于时间变化的导数和所述预定流逝时间间隔的乘积结合到所述滤波油门踏板位置。
20.如权利要求17所述的方法，其中预测未来瞬时的输出部件速度包含：
将所述输出部件的监测加速度和预定流逝时间间隔的乘积加到所述输出部件的监测速度。
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