CN101566225B - 用于输入速度和输入功率二元优化的控制结构和方法 - Google Patents
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Abstract
本发明涉及用于输入速度和输入功率二元优化的控制结构和方法。微处理器驱动二元搜索引擎检查变速器在多个搜索范围区域的操作点,并且辅助确定传动系统在区域内的各个操作点的适合点。区域的尺寸通过数据的重新排列减小。
Description
相关申请的交叉引用
本申请要求申请日为2007年3月11日的美国临时申请NO.60/985227的优先权,其内容以引用的方式纳入其中。
技术领域
本发明涉及一种电动机械变速器的控制系统。
背景技术
这一部分仅仅提供关于本申请的背景信息,不构成现有技术。
已知的传动系机构包括转矩产生装置,包括内燃机和电机,其将转矩通过变速器传递到输出元件。一个典型的传动系包括双模式、复合分解式的电动机械变速器,其利用输入元件和输出元件,输入元件从原动机功率源(优选内燃机)接收驱动转矩。输出元件可操作地连接到机动车辆的动力传动系统以向其传递牵引转矩。电机(可以是电动机或发电机)独立于来自内燃机的输入转矩为变速器产生转矩输入。电机可以通过车辆的动力传动系统将车辆动能转换为电能储存在电能储存装置中。控制系统监控各种来自车辆和操作者的各种输入,提供传动系的操作控制,包括控制变速器工作状态和齿轮换档,控制转矩产生装置,并且调节电能储存装置和电机之间的电能转换以控制包括转矩和转速的变速器的输出。
发明内容
一种减小区域尺寸的方法,二元搜索引擎从该区域中选择由用于评估的数值对限定的点,该区域包括至少一个二元第一区域,第一区域具有相应的横坐标和纵坐标的最小值和最大值,包括产生多个恒值线(contour)图表,恒值线图表具有横坐标轴和纵坐标轴,恒值线表示以横坐标轴和纵坐标轴为界限的第一区域的相关点的属性,从每个恒值线图表中选择第二区域,每个第二区域包括横坐标的最小值和最大值以及纵坐标的最小值和最大值,提供四个数据表格,四个表格中每个表格的数据包括从组群中选择的不同的四个之一,其中组群由横坐标最小值、横坐标最大值、纵坐标最小值和纵坐标最大值组成,提供二元输入要求,从表格中提取每个横坐标最小值、横坐标最大值、纵坐标最小值和纵坐标最大值的数值,基于输入要求提供提取的数值;以及基于提取的数值限定搜索区域。
附图说明
下面将通过示例的形式,结合相关附图对一个或多个实施例进行描述,其中:
图1是根据本发明的典型的传动系的示意图;
图2是根据本发明的典型控制系统和传动系的示意图;
图3-8是根据本发明的控制策略的各个方面的示意流程图;
图9是根据本发明的功率流示意图表;
图10示出了根据本发明的二元搜索范围或区域的实施例,其是由横坐标和纵坐标的最小值和最大值的相关坐标轴限定的区域;
图11示出了根据本发明的变速器的相应工作点的功率损耗的恒值线图表;
图12示出了根据本发明的一个来自多个恒值线图表的数据的排列。
具体实施方式
现在结合附图,其中图示仅仅用于描述本发明的典型实施例,不能限制保护范围,图1示出了典型的电动机械混合动力传动系。在图1中示出的典型的电动机械混合传动系包括可操作地连接到发动机14以及第一和第二电机(‘MG-A’)56和(‘MG-B’)72的双模式、复合分解式的电动机械混合动力变速器10。发动机14、第一和第二电机56和72各自能够产生传递到变速器10的功率。由发动机14、第一和第二电机56和72产生并传递到变速器10的功率以输入转矩的形式描述,此处分别标记为TI、TA和TB,以及速度分别标记为NI、NA和NB。
在一个实施例中,典型的发动机14包括可在多种状态下选择操作以通过输入轴12将转矩传递到变速器10的多缸内燃机,并且可以是汽油机或柴油机。发动机14包括可操作地接合到变速器10的输入轴12的曲轴(未示出)。转速传感器11监控输入轴12的转速。包括转速和输出转矩的发动机14的功率输出不同于变速器10的输入速度NI和输入转矩TI,这是由于发动机14和变速器10之间的输入轴上可操作机械连接了转矩消耗构件,例如液压泵(未示出)和/或转矩处理装置(未示出)。
在一个实施例中,典型的变速器10包括三个行星齿轮组24、26和28,和四个可选择接合的转矩传递装置,即离合器C1 70、C2 62、C3 73和C4 75。此处使用的离合器指任意类型的摩擦转矩传递装置,例如包括单一或复合盘式离合器或组件、带式离合器和制动器。优选由传送控制模块(此后称为‘TCM’)17控制的液压控制回路42可操作地控制离合器状态。在一个实施例中离合器C2 62和C4 75优选包括液压操纵旋转摩擦离合器。在一个实施例中离合器C1 70和C3 73优选包括液压控制的固定装置,该装置能够被选择性地放在变速器箱68上。在一个优选实施例中每个离合器C1 70、C2 62、C3 73和C4 75优选为液压操纵,可选择地通过液压控制回路42接受加压液压流体。
在一个实施例中,第一和第二电机56和72优选包括三相交流机,每个都包括定子(未示出)和转子(未示出)以及相应的分相器80和82。各个电机的电动机定子放置在变速器箱68的外部,并且包括定子铁芯,定子铁芯上延伸有螺旋电线圈。第一电机56的转子支承在中心盘齿轮上,通过第二行星齿轮组26可操作地与轴60接合。第二电机72的转子固定连接到中心轴套66。
每个分相器80和82优选包括可变磁阻装置,该装置包括分相器定子(未示出)和分相器转子(未示出)。分相器80和82准确定位并装配在第一和第二电机56和72相应的一个上。分相器80和82中相应的定子可操作地连接到第一和第二电机56和72的相应定子上。分相器转子可操作地连接到第一和第二电机56和72的相应转子上。每个分相器80和82信号地并可操作地连接到变速器功率转换器控制模块(此后为‘TPIM’)19,并且每个都感应和监控分相器转子相对于分相器定子的旋转位置,这样监控第一和第二电机56和72各自的旋转位置。此外,从分相器80和82输出的信号被编译以为第一和第二电机56和72提供转速,即分别为NA和NB。
变速器10包括输出元件64,即轴,其可操作地连接到车辆(未示出)的传动系统90,为例如车轮93提供输出功率,其中之一在图1中示出。输出功率的特征为输出转速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的转速和旋转方向。每个车轮93优选配备监控车轮速度的传感器94,其输出被图2所描述的分配控制模块系统的控制模块监控,来检测车辆速度,和制动控制、牵引控制的绝对和相对的车轮速度以及车辆加速度处理。
来自发动机14和第一、第二电机56和72的输入转矩(分别为TI、TA和TB)是由燃油或储存在电能储存装置(此后为‘ESD’)74中的电能转化成的结果产生的。ESD74是通过直流传递导体27高压直流接合TPIM19。传递导体27包括导体开关38。当导体开关38闭合时,在正常操作下,电流能够在ESD74和TPIM19之间流动。当导体开关38打开时,电流在ESD74和TPIM19之间的流动中断。TPIM19与第一电机56之间通过传递导体29往返传递电能,相似地,TPIM19与第二电机72之间通过传递导体31往返传递电能,响应第一和第二电机56和72的转矩指令来获得输入转矩TA和TB。根据来自这例如包括操作者的转矩要求、当前操作条件和状态的因素提供到TPIM的指令,电流在ESD74中往返传递,并且在给定的瞬间指令确定ESD74是否充电、放电或停滞。
TPIM19包括一对功率转换器(未示出)和相应的用来接收转矩指令和控制变换器状态的电动机控制模块(未示出),提供电动机驱动或回收功能以获取输入转矩TA和TB。功率转换器包括已知的互补三相电能装置,每个都包括多个绝缘栅双级晶体管(未示出)用于通过高频转换将ESD74的直流功率转换为用第一和第二电机56和72中相应的一个的交流功率。绝缘栅双级晶体管形成设置为接收控制指令的转换模式功率供应。用于电机三相中的每个相位都具有典型的一对绝缘栅双级晶体管。绝缘栅双级晶体管的状态被控制以提供产生电动机驱动机械能或回收电能的功能。依靠典型地基于包括当前工作档位状态和操作者的转矩要求的因素接收的指令,三相转换器通过直流传递导体27接收或供应直流电能,并将其与三相交流功率进行往复转换,通过传递导体29和31从第一和第二电机56和72往返传递,以用作电动机或发生器。
图2是分配控制模块系统的示意方框图。在下文中描述的元件包括整个车辆控制机构的子设备,和提供图1中描述的典型的混合传动系统的调节系统控制。分配控制模块系统综合相关信息和输入,执行算法以控制各种致动器完成控制目的,包括燃油经济性、排放、性能、驾驶性能和硬件保护的目的,硬件包括ESD74和第一和第二电机56和72的电池。分配控制模块系统包括发动机控制模块(此后称为‘ECM’)23、TCM17、电池组控制模块(此后称为‘BPCM’)21和TPIM19。混合动力控制模块(此后称为‘HCP’)5对ECM23、TCM17、BPCM21和TPIM19提供管理控制和调节。用户界面(‘UI’)13可操作地连接到多个装置,车辆驾驶者通过用户界面可选择地对电动机械混合传动系进行控制或直接操作。典型的UI13的装置典型包括确定操作者转矩要求的加速踏板113(‘AP’)、操作者制动踏板112(‘BP’)、变速器档位选择器114(‘PRNDL’)和车速巡航控制(未示出)。变速器档位选择器114可以具有操作者选择位置的离散数值,包括输出元件64的旋转方向使得能够向前和倒退。
上述控制模块通过局域网(此后称为‘LAN’)总线6与其它控制模块、传感器和致动器之间进行通信。LAN总线6允许在各个控制模块之间进行操作参数状态和执行指令信号的结构通信。特殊通信协议的使用是特殊应用。LAN总线6和正当协议在上述控制模块和其它例如提供防抱死制动、牵引控制和车辆驾驶性能功能的控制模块之间提供鲁棒通信和多重控制模块界面。多条通信总线可以用于改进通信速度和提供一定等级的信号冗余度和完整性。各个控制模块之间的通信也能够使用直接链接,例如串行外围接口(‘SPI’)总线(未示出)。
HCP5提供传动系的管理控制,服务于ECM23、TCM17、TPIM19和BPCM21的调节操作。基于来自使用界面13和传动系的各种输入信号,包括ESD74,HCP5产生的各种指令,包括:操作者转矩要求(‘TO-REQ’),到达传动系统90的预定输出转矩(‘TCMID’),发动机输入转矩要求,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,以及第一和第二电机56和72各自的转矩要求。TCM17可操作地连接到液压控制回路42并提供各种功能,包括监控各种压力传感装置(未示出)和与各种电磁线圈(未示出)产生并交流控制信号,从而控制液压控制回路42中的压力开关和控制阀。
ECM23可操作地连接到发动机14,功能是通过多个离散线路从传感器和发动机14的控制致动器获得数据,简单显示为集合双向接口电缆35。ECM23从HCP5接收发动机输入转矩指令。ECM23基于监控发动机速度和载荷的时间点确定提供到变速器10的实际发动机输入转矩TI,其与HCP5进行通信。ECM23监控来自转速传感器11的输入以确定发动机向输入轴12的输入速度,其传递到变速器的输入速度NI。ECM23监控来自传感器(未示出)的输入,以确定其它发动机操作参数的状态,没有限制地包括管线压力、发动机冷却温度、节流阀位置、周围空气温度和外界压力。发动机负载能够由例如管线压力或可选择地监控由操作者对加速踏板113的输入来确定。ECM23发出和传输指令信号来控制发动机致动器,没有限制地包括燃油喷射器、点火模块和节流阀控制模块,所有这些都未示出。
TCM17可操作地连接到变速器10并监控来自传感器(未示出)的输入来确定变速器工作参数的状态。TCM17发出和传输指令信号以控制变速器10,包括控制液压回路42。从TCM17到HCP5的输入包括评估每个离合器,即C1 70、C2 62、C3 73和C4 75的各自的离合转矩和输出元件64的输出转速NO。其它致动器和传感器可以用来从TCM17到HCP5提供用于控制目的的附加信息。TCM17监控来自压力开关(未示出)的输入和并可选择的执行压力控制电磁线圈(未示出)和液压回路42的换档电磁线圈(未示出)来选择执行各种离合器C1 70、C2 62、C3 73和C4 75以实现各种变速器工作档位状态,如以下的描述。
BPCM21信号地连接到传感器(未示出)以监控ESD74,包括电流和电压的状态参数,提供ESD74到HCP5的电池状态参数的指示信息。电池状态参数优选包括电池充电状态、电池电压、电池温度和可用电池功率,用范围PBAT-MIN到PBAT-MAX表示。
【0028】每个控制模块ECM23、TCM17、TPIM19和BPCM21优选为多用途的数字计算机,其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’),电可编程只读存储器(‘EPROM’))时钟、模数(‘A/D’)和数模(‘D/A’)电路和输入/输出电路和装置(‘I/O’)和正确信号控制和缓冲电路。每个控制模块具有一组控制算法,包括储存在存储介质中的一个中的固有程序指令和程序并执行来为每个计算机提供相应的功能。在控制模块之间的信息转换优选使用LAN总线6和SPI总线实现。控制算法在预先设置的循环中执行使得每个算法在每个循环中至少执行一次。储存在非易失性存储装置中的算法被中央处理单元执行以监控来自传感装置的输入并使用预先设置的程序执行控制和诊断程序来控制致动器的操作。循环在正则区间执行,例如在传动系操作进行中的每个3.125,6.25,12.5,25和100毫秒。尽管如此,可以选择大约3毫秒和大约300毫秒之间的任何间隔。可替换地,算法可以在响应事件发生时执行。
图1示出的典型的传动系可选择在几个工作档位状态中的任何一个进行操作,可以描述为包括发动机通态(‘ON’)和发动机断态(‘OFF’)之一的发动机状态和包括多个固定档和持续可变的操作模式的传动系统状态,在下面的表1中进行相关描述。
表1
每个变速器工作档位状态在表中描述并显示了离合器C1 70、C2 62、C3 73和C4 75中的哪个应用于各个工作档位状态中。例如,第一持续可变模式,即EVT模式1或M1仅在为了连接第三行星齿轮组28的外部齿轮组件时由离合器C170选择。发动机状态为ON(‘M1-Eng-On’)或OFF(‘M1-Eng-Off’)中之一。第二持续可变模式,即EVT模式2或M2仅在为了连接第三行星齿轮组28的壳体与轴60时由离合器C262选择。发动机状态为ON(‘M2-Eng-On’)或OFF(‘M2-Eng-Off’)中之一。为了描述的需要,当发动机状态为OFF时,发动机输入速度等于0转每分钟(‘RPM’),即发动机曲轴没有旋转。固定档位提供变速器10的输入-输出速度的固定比值,即获得NI/NO。例如,第一固定档位(‘G1’)通过应用离合器C1 70和C4 75来选择。第二固定档位(‘G2’)通过应用离合器C1 70和C2 62来选择。第三固定档位(‘G3’)通过应用离合器C2 62和C4 75来选择。第四固定档位(‘G4’)通过应用离合器C2 62和C3 73来选择。由于行星齿轮24、26和28的减速传动比降低,随着固定档位的增加,输入-输出速度的固定比值也增加。第一和第二电机56和72的转速分别为NA和NB,依靠于由离合器产生的机构的内部转动,并与输入轴12测量的输入速度成比例。
响应由于在用户界面13获得的操作者通过加速踏板113和制动踏板112的输入,HCP5和一个或多个其它控制模块确定转矩指令来控制包括发动机14和第一、第二电机56和72的转矩产生装置以满足操作者对输出元件64的转矩要求并传递到传动系统90,基于用户界面13和混合动力传动系(包括ESD74)的输入信号,HCP5确定操作者转矩请求、由变速器10传输至动力传动系90的指令输出转矩、发动机14的输入转矩,变速器10的传递转矩的离合器C1 70、C2 62、C3 73、C4 75的离合转矩;以及第一和第二电机56和72各自的马达转矩,将在下文描述。
车辆最终加速度被其它因素影响,例如道路载荷、道路等级和车辆重量。基于混合传动系的操作特征确定发动机状态和变速器工作档位状态。包括操作者的转矩要求,如上所述通过加速踏板113和制动踏板112与使用界面13通信。变速器工作档位状态和发动机状态在传动系中可以预计,转矩要求是根据在电能产生模式或转矩产生模式中操作第一和第二电机56和72的指令所生成。变速器工作档位状态和发动机状态能够被最佳算法或程序确定,其基于操作者对功率、电池充电状态以及发动机和第一、第二电机56和72的功率的要求确定了最佳系统效率。控制系统管理基于执行的最佳程序的结果控制从发动机14和第一和第二电机56和72的转矩输入,以及系统效率最优化,由此管理燃油经济性和电池充电。此外,可以基于构件或系统的错误确定操作。HCP5监控转矩产生装置,并确定从变速器10在输出元件64的能量输出,要求满足操作者的转矩要求,同时满足其它传动系操作要求,例如,ESD的充电。从上面的描述可以看到,ESD74和第一、第二电机56和72是电操作连接的,其间有能量流。此外,发动机14,第一和第二电机56和72,以及电动机械变速器10是机械操作连接的,在其间传递功率以产生能量流到输出元件64。
图3示出了用于控制和管理具有多个转矩产生装置的混合传动系统中信号流的控制系统结构,下文将结合图1和2的传动系统进行描述,以执行算法和程序的形式存在于前述控制模块中。控制系统结构可用于替换具有多个转矩产生装置的混合传动系统,包括,例如具有发动机和单个电机的混合传系统、具有发动机和多个电机的混合传动系统。可替换地,混合传动系统能够用于非电转矩产生装置和发动机存储系统,例如,液压机械混合变速器(未示出)。
操作中,操作者对加速踏板113和制动踏板112的输入被监控以确定操作者的转矩要求。操作者对加速踏板113和制动踏板112的输入包括单独确定操作者的转矩要求输入,包括实时加速器输出转矩要求(‘Output Torque Request AccelImmed’)、预定加速器输出转矩要求(‘Output Torque Request Accel Prdtd’)、实时制动输出转矩要求(‘Output Torque Request Brake Immed’)预定制动输出转矩要求(‘Output Torque Request Brake Prdtd’)和轴转矩响应类型(‘Axle TorqueResponse Type’)。此处所用的术语‘加速器’表示当操作者选择了变速器档位选择器114的位置指令车辆向前运行,操作者要求向前推进产生车辆速度超过当前车辆速度的增加。术语‘减速’和‘制动’表示操作者要求产生车辆速度相对于当前车辆速度的降低。实时加速器输出转矩要求、预定加速器输出转矩要求、实时制动输出转矩要求、预定制动输出转矩要求和轴转矩的响应类型为到控制系统的单一输入。另外,发动机14和变速器10的操作被监控以确定输入速度(‘Ni’)和输出速度(No)。实时加速器输出转矩要求是基于当前发生的操作者对加速踏板113的操作输入来确定的,包括输出元件64产生实时输出转矩的要求,尤其是加速车辆。预定加速器输出转矩要求是基于操作者对加速踏板113的输入来确定,包括在输出元件64处的最佳或最优化输出转矩。预定加速器输出转矩要求最好是与正常工作档位状态期间实时加速器输出转矩要求相等,正常工作档位状态例如当非锁止制动、牵引控制、或车辆稳定性的其中任一个没有被指令。当控制了非锁止制动、牵引控制、或车辆稳定性的其中任一个时,预定加速器输出转矩要求保持最优输出转矩与实时加速器输出转矩要求响应于非锁止制动、牵引控制、或车辆稳定性控制输出转矩指令而降低。
实时制动输出转矩要求是基于当前发生的操作者对制动踏板112的输入确定的,包括输出元件64产生实时输出转矩的要求,以实现优选降低车速的传动系统90的作用转矩。预定制动输出转矩要求包括最佳或最优化输出元件64的制动输出转矩,其在不考虑操作者对制动踏板112的输入情况下响应制动器输入到制动踏板112,并且受输出元件64产生的制动输出转矩的最大值影响。在一个实施例中,输出元件64产生的制动输出转矩的最大值限制到-0.2g。当车速趋近于0时,不管操作者对制动踏板112的输入如何,预定制动输出转矩要求能够逐步降到0。当操作者指令时,在预定制动输出转矩要求设为0的工作档位状态下,例如,当操作者将变速器档位选择器114设为倒档时,和当传动箱(未示出)设为低档位四轮驱动时。
策略控制图块(‘Strategic Control’)310基于输出速度和操作者的转矩要求的,以及基于混合传动系的其它操作参数(包括电能界限和发动机14、变速器10以及第一和第二电机56和72的响应界限的最优化)确定最优输入速度(‘Ni-Des’)以及最优发动机状态和变速器工作档位状态(‘Hybrid Range State Des’)。预定加速器输出转矩要求和预定制动输出转矩要求输入到策略控制图块310。策略控制图块310优选由HCP5在每100ms循环和每25ms循环期间执行。要求的变速器10的工作档位状态和要求的从发动机14到变速器10的输入速度都输入到换档执行和发动机启动/停止控制图块320。
换档执行和发动机起动/停止控制图块320指令改变了变速器操作(‘Transmission Commands’),包括改变基于传动系统的输入和操作的工作档位状态。这里包括如果优选的工作档位状态不同于当前的工作档位状态,通过指令离合器C1 70、C2 62、C3 73和C4 75中的一个或多个的应用和其它变速器指令的变化来指令执行变速器工作档位状态的变化。能够确定当前的工作档位状态(‘Hybrid Range State Actual’)和输入速度曲线(‘Ni-Prof’)。输入速度曲线是对即将到来的输入速度的估计并优选包括数量参数值,数量参数值是即将来临的循环的目标输入速度。发动机操作指令和操作者的转矩要求基于变速器的工作档位状态转换期间的输入速度曲线。
策略控制图块(‘Tactical Control and Operation’)330在一个控制循环中执行以确定操作发动机14的发动机指令(‘Engine Commands’),包括基于变速器的输出速度、输入速度以及操作者的转矩要求和当前工作档位状态确定的从发动机14到变速器10的最优输入转矩,其中操作者的转矩要求包括实时加速器输出转矩要求、预定加速器输出转矩要求、实时制动输出转矩要求、预定制动输出转矩要求、轴转矩响应类型。发动机指令还包括发动机状态,其包括全缸工作档位状态和停缸状态之一,其中发动机缸体的一部分被停缸并且无燃油,发动机状态包括为加油状态和断油状态之一。发动机指令包括发动机14的最优输入转矩和在发动机14和输入元件12之间反应的当前输入转矩(Ti)优选由ECM23确定。每个离合器C1 70、C2 62、C3 73和C4 75的离合转矩(‘Tcl’)包括预计当前应用的离合器和非应用离合器,尤其是在TCM17中。
输出和马达转矩确定图块(‘Output and Motor Torque Determination’)340是确定传动系(‘TO-CMD’)的最优输出转矩。其包括确定本实施例中用于控制第一和第二电机56和72的马达转矩指令(‘TA’,‘TB’)以向变速器10的输出元件64传递网络指令输出转矩来满足操作者的转矩要求。实时加速器输出转矩要求、实时制动输出转矩要求、当前发动机14的输入转矩和预计应用的离合器转矩、变速器10的当前工作档位状态、输入速度、输入速度范围,和轴转矩响应类型属于输入。执行输出和马达转矩确定图块340来确定在循环中的每个间隔期间的马达转矩命令。输出和马达转矩确定图块340包括为确定最优马达转矩指令在6.25ms和12.5ms循环期间规律执行的算法编码。
混合传动系被控制向输出元件64传递输出转矩,反应于传动系统以对车轮93产生牵引转矩,当操作者选择变速器档位选择器114的位置指令车辆向前方向的操作时响应于操作者对加速踏板113的输入向前推进车辆。相似地,混合传动系被控制向输出元件64传递输出转矩,反应于传动系统以对车轮93产生牵引转矩,当操作者选择变速器档位选择器114的位置指令车辆后退方向的操作时响应于操作者对加速踏板113的输入后退推进车辆。优选地,推动车辆以使得车辆加速直至输出转矩足够克服车辆的外部载荷为止,其中外部载荷例如为道路坡度、空气动力载荷和其它载荷。
图4详述了策略优化控制图块310的信号流程图,包括策略管理器220、工作档位状态分析器260以及状态稳定性和仲裁图块280来确定最优输入速度(‘Ni-Des’)和最优变速器工作档位状态(‘Hybrid Range StateDes’)。策略管理器(‘Strategic Manager’)220监控输出速度NO、预定加速器输出转矩要求(‘OutputTorque Request Accel Prdtd’)、预定制动输出转矩要求(‘Output Torque RequestBrake Prdtd’)、以及可用电池能量PBAT-MIN到PBAT-MAX。策略管理器220确定哪种变速器工作档位状态是允许的,以及确定包括策略加速器输出转矩要求(‘OutputTorque Request Accel Strategic’)和策略网络输出转矩要求(‘Output Torque RequestNet Strategic’)的输出转矩要求,所有这些与系统输入(‘System Inputs’)、能耗输入(‘Power Cost Input’)、和任何相关的用于预定限制之外的操作的损耗(‘Penalty Cost’)一起输入到工作档位状态分析器260。基于操作者的转矩要求、系统输入、可用电池能力和能耗输入,工作档位状态分析器260产生最优能耗(‘P*cost’)和每个允许的工作档位状态的相关输入速度(‘N*i’)。允许的工作档位状态的最优能耗和相关输入速度输入到状态稳定性和仲裁图块280,基于这些选择最优工作档位状态和最优输入速度。
图5示出了工作档位状态分析器260,在每个包含允许的工作档位状态之一的待选工作档位状态中执行搜索以确定最优致动器转矩的操作,即该实施例中的发动机和第一、第二电机56和72,其中工作档位状态包括M1(262)、M2(264)、G1(270)、G2(272)、G3(274)和G4(276)。最优操作优选包括操作混合传动系统的最低能耗和相关的响应操作者的转矩要求的在待选的工作档位状态中操作的发动机输入。相关的发动机输入至少包括最优发动机输入速度(‘Ni*’)、最优发动机输入功率(‘Pi*’)和最优发动机输入转矩(‘Ti*’)中的一个,响应并最好满足操作者的转矩要求。工作档位状态分析器260估计在M1-EngineOff(264)和M2-EngineOff(266)状态中的操作以确定当发动机14处于关闭发动机状态时响应并最好满足操作者的转矩要求的传动系统操作的最优损耗(‘P*cost’)。
图6示意性显示了一元搜索图块610的信号流,在每个G1(270)、G2(272)、G3(274)和G4(276)中执行。一个可控制输入的范围,在该实施例中包括输入转矩的最小值和最大值(‘TiMin/Max’),输入到1-D搜索引擎415。1-D搜索引擎415重复产生待选输入转矩(‘Ti(j)’),其范围在输入转矩的最小值和最大值之间,每个输入到优化功能(‘Opt To/Ta/Tb’)440,n次搜索重复。其它优化功能440的输入包括系统输入,优选包括电池能量参数状态、离合器转矩、电机电动机操作、变速器和发动机操作、特定工作档位状态和操作者的转矩要求。优化功能440确定变速器操作,其中变速器操作包括基于待选工作档位状态的响应操作者的转矩要求的系统输入待选输入转矩相关的输出转矩、马达转矩和相关电池和电能(‘To(j)、Ta(j)、Tb(j)、Pbat(j)、Pa(j)、Pb(j)’)。输出转矩、马达转矩和相关电池能量、损耗和能耗被输入到损耗功能450,其执行以确定在待选工作档位状态和待选输入转矩下响应于操作者转矩要求的操作传动系的能耗(‘Pcost(j)’)。1-D搜索引擎415重复产生超过输入转矩范围的待选输入转矩。优化功能440为每一待选输入转矩确定变速器操作。损耗功能450确定相关能耗。1-ID搜索引擎415识别最优输入转矩(‘Ti*’)和相关最优损耗(‘P*cost’)。最优输入转矩(‘Ti*’)包含输入转矩范围内的待选输入转矩,能够产生待选工作档位状态下的最小能耗,即最优损耗。
M1和M2的最优操作能够通过执行二元搜索图块620确定,在图7和8中示出,基于预先确定的输入速度与使用一元搜索图块610的一元搜索相联合,其中预先确定的输入速度能够被仲裁(‘Input Speed Stabilization and Arbitration’)615以确定最优输入速度(‘Ni*’)和工作档位状态中相关的最优损耗(‘P*cost’)。
图7显示了每个在工作档位状态分析器260的框图262和264中执行的可连续变量模式M1和M2中执行的最优操作。其包括了执行图6和8中示出的二元搜索图块620,基于预定输入速度与使用一元搜索图框610的一元搜索相联合,其中预定输入速度可以被仲裁(‘Input Speed Stabilization and Arbitration’)615以确定最优损耗(‘P*cost’)和相关的工作档位状态中的最优输入速度(‘Ni*’)。如图8所述,二元搜索图块620确定了第一最优损耗(‘2DP*cost’)和相应的第一最优输入速度(‘2DN*I’)。第一最优输入速度输入到二元搜索图块620和加法器612。加法器612将输入速度的时间率变化与预定时间阶段(‘dt’)的乘积与第一最优输入速度相加。结果与由二元搜索图块620确定的第一最优输入速度一起输入到开关605。控制开关605将加法器612的结果或由二元搜索图块620确定的最优输入速度输入到一元搜索图块610。当传动系在回收制动模式下工作时,例如,当操作者的转矩要求包括要求输出元件64产生实时输出转矩以对传动系统90产生反作用转矩时(优选是对车辆减速)。当操作者的转矩要求没有包含回收制动时,控制开关605被控制到第二位置(未示出)以输入加法器612的结果。使用一元搜索图块610执行一元搜索图块610以确定第二最优损耗(‘1DP*cost’),其输入到输入速度稳定和仲裁图框615来选择最终最优损耗和响应的最优输入速度。
图8示意性显示了二元搜索图块620的信号流。两个可控制输入的范围,在该实施例中包括输入速度的最小值和最大值(‘NiMin/Max’)和输入功率的最小值和最大值(‘Min/ax’)输入到2-D搜索引擎410。在另一个实施例中,两个可控制输入包括输入速度的最小值和最大值和输入转矩的最小值和最大值。2-D搜索引擎410重复产生待选输入速度(‘Ni(j)’)和待选输入功率(‘Pi(j)’),其范围在输入速度和转矩的最小值和最大值之间。待选输入功率优选转换为待选输入转矩(‘Ti(j)’)(412)。每个待选输入速度(‘Ni(j)’)和待选输入转矩(‘Ti(j)’)输入到优化功能(‘Opt To/Ta/Tb’)440,n次搜索重复。其它优化功能440的输入包括系统输入,优选包括电池能量参数状态、离合器转矩、从第一和第二电机56和72输出的转矩最小值和最大值、发动机输入转矩、特定工作档位状态和操作者的转矩要求。优化功能440确定变速器操作,其中变速器操作包括基于待选工作档位状态的响应操作者的转矩要求的系统输入待选输入转矩相关的输出转矩、马达转矩和相关电池和电能(‘To(j)、Ta(j)、Tb(j)、Pbat(j)、Pa(j)、Pb(j)’)。输出转矩、马达转矩和相关电池能量、损耗和能耗被输入到损耗功能450,其执行以确定在待选输入功率和待选输入速度中在响应于操作者转矩要求的操作中传动系的能耗(‘Pcost(j)’)。2-D搜索引擎410重复产生超过输入速度范围和输入转矩范围的待选输入速度和待选输入转矩。优化功能440确定变速器对于每个待选输入速度和待选输入功率的操作。损耗功能450确定相应的能耗。2-D搜索引擎410识别最优输入功率(‘Pi*’)和相关输入速度(‘Ni*’)以及相应的最优损耗(‘P*cost’)。最优输入功率(‘Pi*’)和相关输入速度(‘Ni*’)包含待选输入功率和待选输入速度,以得到待选工作档位状态的最低能耗。
图9示意性显示了在上述的典型传动系统中混合传动系统的功率流和功率损耗。第一功率流路径从转换燃油能量(‘PFUEL’)的燃油存储系统9到向变速器10传递输入功率(‘PI’)的发动机14。第一流动路径的功率损耗包括发动机功率损耗(‘PLOSS ENG’)。第二功率流路径将电功率(‘PBAT’)从ESD74传递到TPIM19,其向第一和第二电机56和72传递电功率(‘PINV ELEC’),第一和第二电机56和72向变速器10传递电动机机械功率(‘PMCTOR MECH’)。第二流动路径的功率损耗包括电池功率损耗(‘PLOSS BATT’)和电动电动机功率损耗(‘PLOSS MOTOR’)。TPIM19具有电动功率载荷(‘PHVLOAD’)在系统中提供电动载荷(‘HV载荷’),其包括低压电池存储系统(未示出)。变速器10具有机械惯性功率输入(‘PINERTIA’)到系统中(‘惯性存储’),优选包括发动机14和变速器10的惯性。变速器10具有机械功率损耗(‘PLOSS MECH’)和功率输出(‘POUT’)。制动系统94具有制动功率损耗(‘PLOSS BRAKE’)并保持功率作为轴功率(‘PAXLE’)传递到传动系统。
基于车辆驾驶性能、燃油经济性、排放和电池利用的因素确定输入到损耗功能450的功率损耗。功率损耗被分配并且与相应的燃油和电功率消耗与混合传动系的特定操作点相关。较低的操作损耗能够和较低的燃油消耗联系在一起,在每个发动机速度/载荷操作点具有高转换效率、较低电池功率使用和较低排放,并且考虑发动机14的待选工作档位状态。如上所述,功率损耗包括发动机功率损耗(‘PLOSS ENG’)、电动电动机功率损耗(‘PLOSS MOTOR’)、电池功率损耗(‘PLOSS BATT’)、制动功率损耗(‘PLOSS BRAKE’)和机械功率损耗(‘PLOSS MECH’),与混合传动系在特定操作点的运行相联系,其中特定操作点包括输入速度、电动机速度、输入转矩、马达转矩、变速器工作档位状态和发动机状态。
变速器10的机械功率损耗包括由于旋转、转矩传递和摩擦引起的功率损耗,附加载荷的操作,例如变速器10的液压泵(未示出)。机械功率损耗能够被变速器14的工作档位状态和输入速度所确定。机械功率损耗与输入速度(‘Ni’)和输出速度(‘No’)的关系可以由方程1表示:
PMECH LOSS=aNi+bNi 2+cNiNO+dNO 2 [1]
其中a、b、c和d为由特定传动系统和每个特定变速器工作档位状态所确定的标定标量值。
在固定档操作中,即在此处描述的实施例中的固定档工作档位状态G1、G2、G3和G4中的一个,包括输入到损耗功能450的机械功率损耗的功率损耗输入可以在一元搜索图块610之外预定。在操作模式,即在此处描述的实施例的模式工作档位状态M1和M2中的一个,包括输入到损耗功能450的机械功率损耗的功率损耗输入可以在每个搜索图块620的重复期间被确定。
状态稳定性和仲裁图框280选择最优变速器工作档位状态(‘Hybrid RangeState Des’),尤其是变速器工作档位状态与从工作档位状态分析器260输出的工作档位状态允许的最优损耗的最小值相联系,考虑对于仲裁为实现稳定传动系操作的变速器操作的工作档位状态改变的影响的因素。最优输入速度(‘Ni-Des’)是与最优发动机输入相联系的发动机输入速度,其中最优发动机输入包括最优发动机输入速度(‘Ni*’)、最优发动机输入功率(‘Pi*’)和最优发动机输入转矩(‘Ti*’),为选择最优变速器工作档位状态响应并最好满足操作者的转矩要求。由于此处描述的系统强制的主观约束,从发动机使用和功率损耗的观点来看,变速器工作档位状态的选择可能不是所有方面都是真正优化的。
在一个实施例中,系统可以提供用于确定要求的变速器输入速度的搜索方法,联合包括至少一个机械连接到变速器的转矩致动器,而转矩传感器对所述变速器的输入速度有影响。一个搜索方法包括首先从搜索范围为至少一个转矩致动器选择可能的操作点,可能的操作点具有相应的变速器输入速度值和变速器输入转矩值。为了描述的需要,在描述操作点和变速器工作档位状态时术语‘待选’可以和术语‘可能的’互换。相应于可能的操作点的操作的多个功率损耗是确定的,每个提供该点的总功率损耗。可能的操作点的选择、功率损耗的确定以及它们的联合被重复以提供多个可能的操作点,每个都具有相应的总功率损耗。基于至少一个从组群中选择的标准对可能的操作点进行评估,其中组群由目标操作标准和主观操作标准组成,并且从多个可能的操作点中选择一个操作点。传导这样的搜索方法使得在所述变速器的输出功率约束下保持基本恒定使得当限定在NI,PI平面时功率损耗的恒值线更倾向于直线,以提供搜索引擎的有利速度,与集中在一个重要操作点的方法结合。
搜索引擎例如410可以认为在限定在二元空间操作,其中二元空间包括对应于每个待选的可能的变速器工作档位状态的NI和PI值的点,例如图10显示的区域S,位于PIMin、PIMax、NIMin和NIMax限定的坐标轴,其中PI表示电动机械混合变速器的输入功率,NI是变速器输入速度。区域S是搜索范围,区域S通过使用硬件的规格限定,典型地包括电机运行速度限制、发动机运行速度限制、变速器输出速度和发动机转矩限制。尽管如此,一般情况下,区域S没有布置在NI、PI坐标轴的静态位置,而是响应操作情况随着时间改变它的位置,包括操作者的转矩要求的变化和道路坡度的变化。区域S在NI、PI坐标轴的位置变化能够发生在微处理器的重复的操作循环的每次重复,并且能够在时间间隔短到1毫秒时发生。因此,一段时间之后,区域S可以有效清除在NI、PI坐标轴可能的数值之上的巨大区域。根据本发明的一个实施例,实现减少区域S的有效尺寸。
在一个实施例中搜索引擎例如发动机410随机或根据任何要求的算法选择当前区域S的NI和PI对,和相应于所选的NI和PI对的变速器输出转矩最大值(ToMax)和变速器输出转矩最小值(ToMin),基于系统约束计算。大量的不同可能的NI和PI对的方法的重复为每个可能的变速器工作档位状态提供了多个不同的ToMin和ToMax值。重复每个可能的变速器工作档位状态的方法和产生每个可能的变速器工作档位状态和提供的NI和PI对的区域S的多个ToMin和ToMax对。
从这样的通过搜索引擎在给定的可能变速器工作档位状态产生多个不同的ToMin和ToMax值,当操作者的转矩要求大于ToMax值时,相应于每个可能的变速器工作档位状态的具有最高ToMax值的NI和PI对通常选择作为最优NI和PI对。在一些实施例中,当操作者的转矩要求小于ToMin值时,可能的相应于最低ToMin值的NI和PI通常情况下考虑选择作为特定的可能的变速器工作档位状态的最优NI和PI对。任何情况下,通常要求能够在每个可能的变速器工作档位状态的区域S中快速定位,NI和PI对具有最低功率损耗。这样的工作的效率被区域S的定位实质上持续移动的因素所抑制,其随着时间使得区域S的搜索范围的有效尺寸非常大。
区域S的有效尺寸的减少,在计算机模拟中执行预先计算,其中此处描述的计算机模拟在一个实施例中没有可操作地连接到传动系统。这样的预先计算,或者离线模拟是实现发动机冷却温度、发动机转矩曲线、电池功率限制、电机速度限制、电机转矩自安置、变速器油温和电池充电状态的使用值,通常在运行期间遇到监控的车辆中,以确定能够用于限定区域S的NI和PI的最大值和最小值,其中限定区域S的范围小于在此处描述的使用搜索引擎和系统期间遇到的区域S。未使用此处描述的方法时,区域S包含的搜索范围基于速度系统约束的NI最小和NI最大值,以及基于ECM23提供的TI最小和TI最大值的PI最小和PI最大值;尽管如此此处提供的方法基于离线模拟的结果将区域S包含的搜索范围变窄。
本发明的一个实施例中,NI、PI平面代表通过首先选择的平面内的一个点确定区域S包含的搜索范围并且评估功率损耗。随机或根据任何要求的算法选择其它点,并且如果系统在这些点操作,则相似的评估功率损耗。通过离线计算机模拟的评估大量的点(大约100000点),从而获得如图11所示的恒值线图表。图11的图表中的恒值线代表具有功率损耗,或者运行在那些点上的相应损耗相等的点。产生图11所示的图表的过程是重复具有不同变速器输出速度和变速器输出转矩的结合的点以提供图11所示的每个No、To点的图表。通过这样的方法,产生离线图表“库”,其数量由参数要求确定,例如,在一个实施例中,一个库包含大约2500个这样产生的图表。
这样,根据前面所述,搜索范围由评估由系统约束设置的在巨大搜索范围区域S每个NI、PI平面的点的离线模拟确定。图11显示在Ni,Pi区域内操作点(No,To)的总功率损耗(消耗)。大幅度倾斜的恒值线变化表示,例如,To,Ta,Ti和PBatt。要求的搜索范围区域S排除了违反系统约束的操作点和大损耗相应的点,它们被(主观)确定为不合适点。对于超过可使用的To极限的To点,转矩边缘包含在搜索确定窗口中,使得窗口没有收缩到搜索片面的单个点。
从图11中可以得到图表中定位的想法,其中功率损耗(消耗,如功率的表述)是相对很小的,功率损耗是图11的高亮框中标识B的区域。图11中标识B的区域可以使用算法确定,下面示出了一个例子:
If To>To MaxMax-To Margin
Find Ni,Pi Range where(To Max<To MaxMax-To Margin)&(Ta penalty Cost<a)&(Tb penalty Cost<b)&(Ti penalty Cost<c)&(PBatt penalty Cost≤d)
ElseIf To>ToMinMin+ToMargin
Find Ni,Pi Range where(To Min<To MinMin+To Margin)&(Ta penalty Cost<a)&(Tb penalty Cost<b)&(Ti penalty Cost<c)&(PBatt penalty Cost≤d)
Else
Find Ni,Pi Range where(To Min≤To≤To Max)&(Ta penalty Cost<a)&(Tbpenalty Cost<b)&(Ti penalty Cost<c)&(PBatt penalty Cost≤d)&(Objective powerlossCost<e======
End
其中a、b、c和d是损耗标准,其能够降低搜索范围以执行位于系统约束之外的操作点。将这些值设为0会排除所有没在约束内的点。将值设到很小,非0正值会实现提供系统约束周围的边缘值以使得模拟错误的影响最小化,另一方面模拟错误会错误的排除约束内的点。Ta/Tb/Ti/PBatt损耗代表强制没有位于可实现限制的Ta、Tb、Ti、Pbatt点相应的NI、PI对的损耗。通常,提供这些损耗以适当增加超过可实现限制的点的数量。损耗标准“e”能够进一步降低搜索范围以排除在系统约束之内但具有高目标功率损耗而被主观确定为非优化的点。在首先的If步骤,为每个通过具有输出转矩限制的搜索循环估计的Ni,Pi点计算ToMax(ToMin)。ToMaxMax(ToMinMin)是所有ToMax(ToMin)的最大值(最小值),代表估计Ni,Pi范围内产生的输出转矩的最大值(最小值)。在Else步骤,目标功率损耗是电池功率损耗、机械功率损耗、发动机功率损耗和变速器功率损耗的总和。
上面相关的设置以后的确定图11中的区域B的过程可能为每个离线模拟期间产生的位于库中的图表重复,以达到一个区域,对于每个图表综合到图11的区域B。在假设情况下,例如上面提到的一个,其中库中包含2500个这样产生的图表,为2500个图表中的每个产生一个类似于图11中区域B的区域。尽管如此,图11的区域可以由四个点表示,其限定了矩形的区域B,并且在本发明一个实施例的方法中,库包含2500个前述产生的图表,一个结果是产生每个2500图表中的一组四个点。
前述产生的每个2500图表中的四个点的另一种表现形式是提供四个数据表,每个图表的四个数据表格包含2500条目,每个图表的四个数据表格包含图12所示的NImin、NImax、PImin和PImax值。这样的包含NImin值的表格在图12的圆框中放大,并且可见包含50列No值和50行To值。本领域公知当每分钟转数已知时将功率值变换为转矩值。NImax、PImin和PImax表格的结构时相似的。这样,当车辆操作者提出具有如图12的上部所示的No和To值的转矩要求时,确定这样的功率要求相应的NImin值是很容易根据NImin表格找到的。例如,如果操作者的功率要求包含1000转/每分的No值和1500牛顿*米的To值,微处理器根据NImin值的表格很容易地找到具有1000,1500位置的单元并提取NImin(a)的值。以相同的方式,操作者要求的具有1000转/每分的No值和1500牛顿*米的To值的NImax、PImin和PImax很容易从其它三个表格中提取。本领域技术人员应该认识到,在这个实施例中图表的数量2500是为了便于说明而选取的,任何要求数量的图表都可以产生。图12的例子中No和To的参数是离散数字,为了确定位于行和列的数值之间的No和To数值,使用简单的数学插值。
这样,如此处所描述的,提供了确定输入到如410的2-D搜索引擎的NImin、NImax、PImin和PImax值的方法,这些NImin、NImax、PImin和PImax值充分限定了搜索范围区域S,其尺寸基本上比系统提供的其它方式的尺寸小。通过根据本发明的方法提供的区域S的尺寸减小转换为计算机资源需求的减少,并且更有效搜索和更快查明精确的待选变速器运行模式的操作点的相关结果。
应该理解为在本发明公开的范围内可以进行各种变形。公开的内容通过优选实施例和其变形进行描述。但是在阅读和理解的过程中可以进行经一步的变形和改变。所述变形和改变都将落入本发明的保护范围。
Claims (14)
1.一种减小区域尺寸的方法,其中二元搜索引擎从该区域中选择由用于评估的数值对限定的点,所述区域包括至少一个二元第一区域,所述第一区域具有相应的横坐标和纵坐标的最小值和最大值,所述方法包括:
产生多个恒值线图表,所述恒值线图表具有横坐标轴和纵坐标轴,并且包括代表与由横坐标轴和纵坐标轴为界限的第一区域内的点相关的属性的恒值线;
从每个恒值线图表中选择第二区域,每个所述第二区域包括变速器输入速度横坐标的最小值和最大值以及变速器输入功率纵坐标的最小值和最大值;
在每个所选择的第二区域内提供二元输入要求,所述二元输入要求包括具有输出速度和输出转矩的值的功率输入要求;
提供四个数据表格,所述四个表格中每个表格的数据包括从组群中选择的四个变量之一,其中组群包括:所述变速器输入速度横坐标最小值、所述变速器输入速度横坐标最大值、所述变速器输入功率纵坐标最小值和所述变速器输入功率纵坐标最大值;
从所述表格中提取每个所述横坐标最小值、所述横坐标最大值、所述纵坐标最小值和所述纵坐标最大值的数值,基于输入要求提供提取的数值;以及
基于所述提取的数值限定尺寸减小的搜索区域。
2.如权利要求1所述的方法,其特征在于,还包括:
基于任何预选标准,搜索所述搜索区域以确定所需的点。
3.如权利要求2所述的方法,其特征在于,所述搜索是使用算法控制的。
4.如权利要求1所述的方法,其特征在于,所述属性是对于所述第一区域内定位的点来说与传动系相关的功率损耗,所述第一区域具有变速器输入速度和变速器输入功率的坐标轴。
5.如权利要求1所述的方法,其特征在于,所述数值对各自包括变速器输入速度值和变速器输入功率值。
6.如权利要求1所述的方法,其特征在于,当在可连续变量模式下在所述区域内的所述数值对表示的点运行时,被选择用来评估的所述数值对各自与至少两个功率损耗相加得到的值相关,所述至少两个功率损耗与电动车辆的传动系统相关。
7.如权利要求1所述的方法,其特征在于,所述输入要求包括两个坐标轴,所述两个坐标轴包括用作限定所述四个表格中的每个表格的变量的相同的至少一个坐标轴。
8.如权利要求1所述的方法,其特征在于,二元平面上的所述第二区域的面积比所述第一区域小。
9.如权利要求1所述的方法,其特征在于,所述第一区域经历二元平面内的位置变化,该位置变化是时间的函数。
10.一种控制传动系统的方法,其特征在于,传动系统包括发动机和变速器,变速器在多个操作模式之一下运行以在发动机和输出元件之间传递功率,该方法包括:
限定二元区域,该二元区域内存在所述变速器的待选操作点,每个待选操作点包括变速器输入速度值和变速器输入功率值;
通过如权利要求1所述的方法,在所述二元区域内限定较小的二元区域;
搜索所述较小的二元区域以确定基于预先选择的标准选取的操作点;以及
选择地指令所述传动系统以使用与从所述二元区域选取的点相关的变速器输入速度值和变速器输入功率值进行操作。
11.如权利要求10所述的方法,其特征在于,所述预先选择的标准包括与所述传动系统相关的至少两个功率损耗之和。
12.如权利要求10所述的方法,其特征在于,还包括随后选择地指令所述传动系统以使用与从所述较小二元区域选取的点相关的变速器输入速度值和变速器输入功率值进行操作。
13.如权利要求10所述的方法,其特征在于,所述较小的二元区域通过相对于所述传动系统提供的操作参数的离线模拟确定。
14.如权利要求13所述的方法,其特征在于,至少一个所述操作参数是主观的。
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CN101566225A (zh) | 2009-10-28 |
EP2055605B1 (en) | 2013-04-10 |
US8868252B2 (en) | 2014-10-21 |
EP2055605A3 (en) | 2012-04-18 |
EP2055605A2 (en) | 2009-05-06 |
US20090118952A1 (en) | 2009-05-07 |
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