CN101571187A - 基于液压和离合器作用转矩能力来控制混合动力传动系统的方法 - Google Patents

基于液压和离合器作用转矩能力来控制混合动力传动系统的方法 Download PDF

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CN101571187A
CN101571187A CNA2008101842478A CN200810184247A CN101571187A CN 101571187 A CN101571187 A CN 101571187A CN A2008101842478 A CNA2008101842478 A CN A2008101842478A CN 200810184247 A CN200810184247 A CN 200810184247A CN 101571187 A CN101571187 A CN 101571187A
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torque
output
motor
clutch
speed
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CN101571187B (zh
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A·H·希普
J·-J·F·萨
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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Abstract

传动系统包括与电动机械变速器相连的发动机，其在发动机和若干转矩产生机构与输出部件之间传递动力。通过选择应用不同的转矩传递离合器，该变速器工作在若干工作范围状态中的一个上，并且该发动机可操作的与主液压泵相连以向液压回路提供压力流体来操作转矩传递离合器。一种用于控制传动系统的方法包括确定输出到输出部件的输出转矩要求，基于发动机输入速度确定主液压泵的压力输出，其中主液压泵的压力输出来计算每个应用的转矩传递离合器的离合器作用转矩能力，和确定最佳发动机输入速度，实现离合器作用转矩满足输出到输出部件的输出转矩要求。

Description

基于液压和离合器作用转矩能力来控制混合动力传动系统的方法
相关申请的交叉引用
[0001]本申请要求了于2007年5月11日申请的美国临时申请60/985,632的利益，因此该临时申请参考性地被合并在本申请中。
技术领域
[0002]本发明的内容涉及混合动力传动系的控制系统。
背景技术
[0003]本节的内容仅仅是提供一些与本发明相关的背景信息，但不构成现有技术。
[0004]已知的混合传动系的结构包括多个转矩发生装置，这些装置包括内燃机和无燃烧机械，如电机，这些装置通过变速器装置将转矩传递到输出部件。一种典型的混合动力传动系包括双模式、复合分解、电动机械变速器和输出部件，变速器采用输入单元，从初级动力源，优选为内燃机处，获得牵引转矩。输出部件可操作的连接到电动汽车的动力传动系统，以便传递牵引转矩。被用作电动机或发电机的机械，可以独立于内燃机产生的转矩产生转矩并输入到变速器中。这些机械可以将车辆的动力传动系统传递的车辆动力转换成可以存储在储能装置的能量。控制系统监控着来自车辆和操纵者的各种各样的输入，并且对混合动力传动系进行操作控制，包括控制变速器工作状态和档位切换；控制转矩发生装置，和调节储能装置与机械之间的能量交换以控制包括转矩与转速在内的变速器输出。
发明内容
[0005]传动系统包括连接在电动机械变速器上的发动机，以在该发动机和若干转矩发生机构和输出部件之间传递动力。通过选择不同的转矩传递离合器，变速器可以工作在若干工作档位状态中的一个上，并且发动机可操作地连接到主液压泵上，以便将压力流体供给到运转的液压回路中，以操作转矩传递离合器。用于控制传动系统的方法包括，确定输出到输出部件的输出转矩；基于发动机输入速度确定主液压泵的压力输出；基于主液压泵的压力输出，对每个应用的转矩传递离合器，计算离合器作用转矩能力；以及确定最优发动机输入速度以实现离合器作用转矩能力能满足输出到输出部件的输出转矩要求。
附图说明
[0006]下面通过例子，并参照附图来描述一个或多个实施例，其中：
[0007]图1是本发明的一种典型的混合动力传动系的示意图；
[0008]图2是本发明的控制系统和混合动力传动系统的典型结构的示意图；
[0009]图3-7是本发明的控制原理图的示意流程图；和
[0010]图8和9是本发明的数据曲线图。
具体实施方式
[0011]现在参考这些附图，其目的是图示出这些典型的实施例，但发明并不仅局限于这些实施例。图1和2描述了一典型的混合动力传动系统。本发明的该典型的混合动力传动系统如图1所示，包括一双模式、复合分解、电动机械混合变速器10，其可操作地连接到发动机14和转矩发生机构上，该转矩发生机构包括第一和第二电机(“MG-A”)56和(“MG-B”)72。发动机14与第一和第二电机56和72各自产生可以传递到变速器10上的机械动力。由发动机14和第一和第二电机56和72产生的并传递到变速器10上的动力被称为输入转矩和电机转矩，这里分别用TI、TA和TB来表示，而它们的速度，这里分别用NI，NA和NB表示。
[0012]典型的发动机14包括多缸内燃机，其选择性地在多种状态下运行，以通过输入轴12将转矩传递到变速器10上，并且发动机14可以是点燃式或压燃式发动机。发动机14具有曲轴(图中未示出)，该曲轴可操作地与变速器10的输入轴12相连。转速传感器11监控着输入轴12的转速。发动机14输出的动力，包括转速和发动机转矩，它们与传递到变速器10上的输入速度NI和输入转矩TI不同，这取决于置于发动机14和变速器10之间的输入轴12上的转矩消耗元件，如液压泵88和/或转矩使用装置(图中未示出)。
[0013]典型的变速器10包括三个行星齿轮装置24，26和28，和四个选择啮合的转矩传递装置，包括例如离合器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，如单板或复板离合器或组件、带式离合器和制动器。液压泵88向液压控制回路(“HYD”)42供给加压的液压流体，其中该控制回路优选地由变速器控制模块(后面所述的“TCM”)17来控制离合器的状态。离合器C2 62和C4 75优选地由液压旋转摩擦离合器组成。离合器C1 70和C3 73优选地由液压控制固定装置组成，其选择性地固定在变速箱体68上。离合器C1 70，C2 62，C3 73和C4 75中的每个优选地采用液压式，并选择性地接收流经液压控制回路42的加压液压流体。离合器压力要基于并且受限于液压控制回路42中的液压，因而离合器作用转矩也要基于并受限于液压控制回路42中的液压。含有液压泵88在内的液压控制回路42产生液压的操作将在下面参考图8进行描述。
[0014]第一和第二电机56和72优选地由三相交流电机组成，每一个都包括定子(图中未示出)和转子(图中未示出)，和各自的分相器80和82。每一个电机的电动机定子固定在变速箱体68的外部，并且该电动机定子包括一定子铁心，从铁心延长出螺旋电绕组。第一电机56的转子由毂衬齿轮支撑，该毂衬齿轮可运转地经第二行星齿轮装置26附着在轴60上。第二电机72的转子固定地附着于空心轴毂66上。
[0015]每个分相器80和82优选地由可变磁阻装置组成，其包括分相器定子(图中未示出)和分相器转子(图中未示出)。分相器80和82适当定位并且安装在相应的第一和第二电机56和72上。分相器80和82的各自的定子可运转地连接到用于第一和第二电机56和72的定子中的一个。分相器转子可运转的连接到对应的第一和第二导电机构56和72的转子上。分相器80和82中的每个都信号地并且可操作地连接到变速器功率变换器控制模块(后文所述的“TPIM”)19上，并且每个分相器检测和监控分相器转子相对于分相器定子的旋转位置，从而相应地监控着第一和第二电机56和72的旋转位置。此外，从分相器80和82中输出的信号解析后提供第一和第二电机56和72的转速，即分别为NA和NB。
[0016]变速器10包括一输出部件64，例如轴，其可操作地连接到车辆(图中未示出)的动力传动系统90上，该输出部件向动力传动系统90输出功率，也就是传递到车轮93上，如图1示出其中一个车轮。输出部件64的输出功率由输出转速No和输出转矩To来表征。变速器输出速度传感器84监控着输出部件64的转速和旋转方向。每个车轮93优选地设置有摩擦制动器94和用于监控车轮转速的传感器(图中未示出)，它们的输出由分布式控制模块系统中的控制模块来监控，如图2所示，使得在进行制动控制、牵引控制和车辆加速度控制时来确定车辆转速、绝对车轮转速和相对车轮转速。
[0017]发动机14产生的输入转矩与第一和第二电机56和72产生的电动机转矩(分别为TI，TA，TB)是燃料或电能存储装置(后文中“ESD”)74中的电势进行能量转换得到的。该ESD74是经由直流传递导体27直流耦合到TPIM19上的高压电。该传递导体27包括一接触开关38。当该接触开关38关闭时，在正常操作中，电流可以在ESD74和TPIM 19之间流动。当该接触开关38打开时，在ESD 74与TPIM 19之间流动的电流被中断。根据电动机转矩命令TA和TB，该TPIM 19通过传递导体29在第一电机56处往返传递电功率，并且同样地，该TPIM 19通过传递导体31在第二电机72处往返传递电功率，以满足第一和第二电机56和72的转矩要求。根据ESD74是否正在充电或是放电，电流传输往返于ESD74。
[0018]该TPIM 19包括一对功率变换器(图中未示出)和相应的电动机控制模块(图中未示出)，该电动机控制模块设置用来接收电动机转矩命令并且由此控制变换器状态，以提供电机驱动或再生功能，满足所需的电动机转矩TA和TB。该功率变换器由已知的互补三相功率电子装置组成，并且每一个功率变换器包括若干绝缘栅双极晶体管(图中未示出)，用来将ESD74产生的直流功率转换成交流功率，以通过高频的开关各自向对应的第一和第二电机56和72提供动力。该绝缘栅双极晶体管形成一种开关式电源，其设置成用来接收控制命令。典型性地每个三相电的每一相采用一对绝缘栅双极晶体管。该绝缘栅双极晶体管的状态被控制成提供电动机驱动机械能发生或电功率再生功能。该三相变换器经由直流传递导体27接收和供给直流电功率，并且将直流电功率与三相交流功率相互转换，该三相交流电功率被传导到第一和第二电机56和72上，或从第一和第二电机上传导出，分别经过传递导体29和31，然后当作电动机达或发生器来操作。
[0019]图2是分布式控制模块系统的示意框图。后文描述的元件包含了全部车辆控制结构的集合，并且提供了图1中描述的典型的混合动力传动系的协作系统控制。所描述的控制模式系统合并了相关的信息和输入，并且执行算法控制多个致动器以满足控制目标，这些目标包括与燃料经济性、散热、性能、操纵性能和包括ESD 74的电池组与第一和第二电机56和72在内的硬件的保护有关的目标。该分布式控制模块系统包括发动机控制模块(后文中的“ECM”)23、TCM17、电池组控制模块(后文中的“BPCM”)21，和TPIM 19。混合动力控制模块(后文中的“HCP”)5提供对ECM23、TCM 17、BPCM 21和TPIM 19的监控和协调。用户界面(“UI”)13运行地与若干装置相连，通过该界面，车辆操纵者可以控制或指挥着电动机械混合传动系统的操作。这些装置包括一加速踏板113(“AP”)、一操纵者制动踏板112(“BP”)、一变速器档位选择器114(“PRNDL”)，和一车辆速度巡航控制(图中未示出)。该变速器档位选择器114还可具有离散的操纵者可选择的位置，其包括使输出部件64的旋转方向为向前和反向中一个的位置。
[0020]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。该LAN总线6允许在各个控制模块之间进行操作参数和致动器指令信号的状态的结构化通信。具体所采用的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改善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(图中未示出)。
[0021]该HCP 5对混合传动系进行监控，以协调对ECM 23、TCM 17、TPIM 19和BPCM21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多样的输入信号，HCP 5确定出操纵者转矩要求、输出转矩命令、发动机输入转矩命令、变速器10已应用转矩传递离合器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的电动机转矩命令TA和TB。
[0022]该ECM23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上致动器，该离散线路为聚合双向接口电缆35，在图中简单示出。该ECM 23从HCP 5接收发动机输入转矩命令。该ECM 23确定出实际发动机输入转矩TI，基于监控的与HCP 5通信的发动机转速和负荷及时地在该点上将实际发动机输入转矩提供给变速器10。该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。该ECM 23监控着来自传感器(图中未示出)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、环境气温和环境压力。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。该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。
[0023]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(图中未示出)的输入，以确定变速器工作参数的状态。该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的旋转输出速度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HCP 5的附加信息。TCM 17监控着压力开关(图中未示出)的输入，并且有选择地开启液压回路42的压力控制电磁线圈(图中未示出)和换挡电磁线圈(图中未示出)，这样可以有选择地开启多个离合器C1 70，C2 62，C3 73和C4 75，来实现多个变速器工作范围状态，如下文所述。
[0024]该BPCM21信号连接到传感器(图中未示出)，以监控ESD 74，包括电流和电压参数的状态，以向HCP 5提供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荷电状态、电池电压、电池温度和可利用的电池能量，其用范围PBAT_MIN到PBAT_MAX来表示。
[0025]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94上。该BrCM 22监控着施加到制动踏板112上的操作者输入，并且产生控制信号以控制摩擦制动器94并且向HCP 5发送控制信号来操作变速器10和基于其上的第一和第二电机56和72。制动优选地由摩擦制动和反馈制动的组合组成。摩擦制动受所采用的摩擦制动器94的影响。通过选择性地采用其中一个离合器并且控制第一和第二电机56和72，经动力传动系统90，反馈制动起作用，克服由动力传动系统90经动力逆变器和相应的电动机控制模块传递来的转矩，以满足所需的电动机转矩TA和TB。
[0026]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”)和相应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和串行外围接口总线来实现。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。保存在非易失性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，算法可以根据事件的发生来执行。
[0027]典型的混合动力系选择性地在某一个状态下工作，这些状态可以用发动机状态和变速器工作档位状态来表示，发动机状态包括发动机工作状态(“ON”)和发动机停止状态(“OFF”)，变速器工作档位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
Figure A20081018424700111
[0028]表中描述了每一种变速器工作范围状态，并且指出了对应每种工作范围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，仅使用了离合器C1 70来实现，其为了固定第三行星齿轮装置28的外齿轮单元。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，仅使用了离合器C2 62来实现，以将轴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。对于种类来说，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。固定档位操作使变速器10的输入速度/输出速度实现定比率，即NI/NO。第一固定档位操作(“G1”)通过使用离合器C1 70和C4 75可以实现。第二固定档位操作(“G2”)通过使用离合器C1 70和C2 62可以实现。第三固定档位操作(“G3”)通过使用离合器C2 62和C4 75可以实现。第四固定档位操作(“G4”)通过使用离合器C2 62和C3 73可以实现。执行输入速度/输出速度定比率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上减小的齿轮比。第一和第二电机56和72的转速，分别为NA和NB，由定义为离合器的机构的内部旋转来决定，并且该转速与输入轴12上测的输入速度成比例。
[0029]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转矩发生装置，使得满足在输出部件64和传递到动力传动系统90上的操作者转矩要求，该转矩发生装置包括发动机14和第一和第二电机56和72。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要求，从变速器10到动力传动系统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，下文将进行描述。
[0030]末级车辆加速度还受其他因素的影响，例如，道路阻力、道路坡度和车辆重量。发动机状态和变速器工作档位状态取决于混合动力传动系的工作特性。这个工作特性包括前面所述的通过加速踏板113和制动踏板112传递到用户界面13的操作者转矩要求。变速器工作档位状态和发动机状态可以以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。变速器工作档位状态和发动机状态还可以通过最优化算法或程序来确定，该最优化算法或程序基于操作者对动力、电池荷电状态与发动机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。控制系统基于执行最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荷电。此外，基于组件或系统的故障来确定操作。HCP5监控转矩发生机构，并且确定变速器10在输出部件64上的输出功率，该功率需要在满足其他传动系操作，例如为ESD 74充电，的需要的情况下，满足操作者转矩要求。从上述的描述可以看出，ESD 74与第一和第二电机56和72电子操作地相连，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。
[0031]图3显示了用于控制和支配在具有多个转矩发生装置的混合动力传动系统中的信号流的控制系统结构，下文将参考图1和2的混合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来描述。控制系统结构适用于具有多个转矩发生装置的其它混合动力传动系统，包括，例如具有发动机和单个电机的混合动力传动系统、具有发动机和多个电机的混合动力传动系统。备选地，混合动力传动系统可以利用非电子转矩发生机构和储能系统，例如液压-机械混合动力变速器(图中未示出)。
[0032]在操作中，监控操作者施加到加速踏板113和制动踏板112的输入来确定操作者的转矩要求。操作者施加到加速踏板113和制动踏板112的输入包括单独确定的操作者转矩要求，包括实时加速器输出转矩要求(“实时加速器输出转矩要求”)、预计的加速器输出转矩要求(“预计加速器输出转矩要求”)、实时制动输出转矩要求(“实时制动输出转矩要求”)、预计的制动输出转矩要求(“预计制动输出转矩要求”)和轮轴转矩的响应类型(“轮轴转矩响应类型”)。正如这里所使用的，术语“加速器”表示操作者对向前的推进力的要求，当选择了变速器档位选择器114的位置的操作者指示了车辆向前方运行时，该推进力最好使车速增加到超过当前车速。术语“减速”和“制动”最好表示操作者希望当前的车速降低的要求。实时加速器输出转矩要求、预计的加速器输出转矩要求、实时制动输出转矩要求、预计的制动输出转矩要求，和轮轴转矩响应类型被各个地输入到控制系统。另外，监控发动机14和变速器10的运行来确定输入速度(“Ni”)和输出速度(“No”)。
[0033]实时加速器输出转矩要求是基于操作者当前施加到加速踏板113上的输入来确定的，而该要求包括在输出部件64上产生实时输出转矩，优选加速车辆的要求。预计的加速器输出转矩要求是基于操作者施加到加速踏板113上的输入来确定的，而该要求包括在输出部件64上产生最佳或最优的输出转矩。在正常操作状态时，预计的加速器输出转矩要求优选地等于实时加速器输出转矩要求，如，当反锁制动、牵引力控制或车辆稳定中的任何一个都没有被要求时。当要求反锁制动、牵引力控制或车辆稳定中的任何一个时，预计的加速器输出转矩要求保持为最佳输出转矩，而实时加速器输出转矩要求根据与反锁制动、牵引力控制或车辆稳定控制相关的输出转矩指令来降低。
[0034]实时制动输出转矩要求是基于操作者当前施加到制动踏板112上的输入来确定的，并且该要求包括在输出的单元64上产生实时输出转矩的要求，使传动系统90上产生反向转矩，其优选地来降低车速。预计的制动输出转矩要求包括在输出的单元64上产生的最佳或最优的制动输出转矩，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。在一个实施例中，在输出部件64上产生的最大制动输出转矩限制到-0.2g。在车辆速度接近零的时候，不管操作者施加到制动踏板112上的输入是多少，预计的制动输出转矩要求会逐渐地减小到零。当操作者发出指令时，存在一种操作条件，在该操作条件下，预计的制动输出转矩要求被设置为零，例如，当操作者将变速器档位选择器114设置为倒档时，和当变速箱(图中未示出)被设置为四轮驱动的低档时。
[0035]基于输出速度和操作者转矩要求，并且基于混合动力传动系的其他操作参数，包括电池功率限制与发动机14、变速器10和第一和第二电机56和72的灵敏度限制，战略控制方案(“战略控制”)310确定了优选的输入速度(“Ni_Des”)和优选的发动机状态和变速器工作档位状态(“混合动力档位状态期望”)。预计的加速器输出转矩要求和预计的制动输出转矩要求被输入到该战略控制方案310中。战略控制方案310优选地在每个100ms的循环和每个25ms的循环中由HCP 5来执行。变速器10的期望工作档位状态范围和发动机14向变速器10输入的期望输入速度对于换档操作和发动机启/停控制方案320是输入。
[0036]换档操作和发动机启/停控制方案320支配变速器操作的改变(“变速器指令”)，这种改变包括基于该传动系的输入和操作来改变工作档位状态。如果优选的工作档位状态不同于当前工作档位状态，这包括下达指令改变离合器C1 70、C2 62、C3 73和C4 75中的一个或多个的使用与其它变速器指令来控制执行工作档位状态的改变。当前的工作档位状态(“当前混合动力档位状态″)和输入速度曲线(“Ni_Prof”)可以被确定。该输入速度曲线是对下一个输入速度的估计，并且其优选地为标量参数值，该标量参数值是下一个循环的目标输入速度。在变速器工作档位状态转换的过程中，发动机操作指令和操作者转矩要求要基于输入速度曲线的。
[0037]战术控制方案(“战术控制与操作”)330在一个控制循环中执行，以确定发动机指令(“发动机指令”)来操作发动机14，该指令包括发动机14基于输出速度、输入速度和具有实时加速器输出转矩要求、预计的加速器输出转矩要求、实时制动输出转矩要求、预计的制动输出转矩要求、轮轴转矩响应类型和变速器的当前工作档位状态的操作者转矩要求向变速器10传递的最佳输入转矩。发动机指令还包括发动机状态，该发动机状态具有所有汽缸工作状态和汽缸钝化工作状态中的一个，其中部分发动机汽缸钝化以及缺少燃料，并且该发动机状态具有燃油状态和燃油切断状态中的一个。发动机指令包括发动机14的最佳输入转矩和在发动机14和输入单元12之间作用的当前输入转矩(“Ti”)，优选地该发动机指令由ECM 23确定。包括当前所使用的离合器和未使用的离合器的每个离合器C1 70、C2 62、C3 73和C4 75的离合器作用转矩(“Tcl”)，优选地在TCM 17中进行估计。
[0038]执行输出和电动机转矩确定方案(“输出和电动机转矩的确定”)340可以确定出传动系的最佳输出转矩(“To_cmd”)。这包括确定出电动机转矩指令(“TA”、“TB”)，为了将纯指令的输出转矩传递到变速器10的输出部件64上以满足操作者转矩要求，在该实施例中通过控制第一和第二电机56和72来实现。该实时加速器输出转矩要求、该实时制动输出转矩要求、发动机14的当前输入转矩和估计应用离合器转矩、变速器10的当前工作档位状态、输入速度、输入速度曲线和轮轴转矩响应类型都是一种输入。执行该输出和电动机转矩确定方案340可以在一个循环的每次重复中确定出电动机转矩指令。该输出和电动机转矩确定方案340具有算法代码，其在6.25毫秒和12.5毫秒的循环中有规则的执行，以确定最佳电动机转矩指令。
[0039]当操作者将变速器档位选择器114的位置选择为使车辆向前运行时，混合动力传动系被控制将输出转矩传递到输出部件64上，然后带动动力传动系统90在轮93上产生牵引转矩，以响应操作者对加速踏板113的输入来向前推进车辆。同样地，当操作者将变速器档位选择器114的位置选择为使车辆反方向运行时，混合动力传动系被控制将输出转矩传递到输出部件64上，然后带动动力传动系统90在轮93上产生牵引转矩，以响应操作者对加速踏板113的输入在反方向推进车辆。优选地，只要该输出转矩足以克服施加在车辆上的外负荷，如道路坡度、空气动力载荷和其它负荷，推进车辆就可以使车辆加速。
[0040]图4详细描述了在战略优化控制方案310中的信号流，其中包括战略控制器220、工作档位状态分析机260与状态稳定和中断模块280来确定最佳输入速度(“Ni_Des”)和最佳变速器工作档位状态(“混合动力档位状态期望”)。战略控制器(“战略控制器”)220监控着输出速度No、预计的加速器输出转矩要求(“预计加速器输出转矩要求”)、预计的制动输出转矩要求(“预计制动输出转矩要求”)和可利用电池能量PBAT_MIN到PBAT_MAX。该战略控制器220确定出哪个变速器的工作档位状态是允许的，并且确定出具有战略加速器输出转矩要求(“战略加速器输出转矩要求”)和战略净输出转矩要求(“战略净输出转矩要求”)的输出转矩要求，所有的这些要求都随着系统输入(“系统输入”)和能耗输入(“能耗输入”)被输入到工作档位状态分析机260中。该工作档位状态分析机260基于操作者转矩要求、系统输入、可利用电池能量和能耗输入为每种允许工作档位状态产生最佳能耗(“P*cost”)和关联输入速度(″N*i″)。对应于允许工作档位状态的该最佳能耗和关联输入速度被输入到状态稳定和中断模块280上，该模块在此基础上选择出最佳工作档位状态和最佳输入速度。
[0041]图5示出了该工作档位状态分析机260，该分析机在每个备选的工作档位状态中进行搜索以确定出转矩致动器，即本实施例的发动机14和第一和第二电机56和72的最佳操作，这些备选的工作档位状态包括下列工作档位状态中允许的工作档位状态：M1(262)、M2(264)、G1(270)、G2(272)、G3(274)和G4(276)。该最佳操作优选地具有操作该混合动力系统的最低能耗以及响应操作者转矩要求时在备选工作档位状态上操作的关联发动机输入。该关联发动机输入包括最佳发动机输入速度(“Ni*”)、最佳发动机输入功率(“Pi*”)和最佳发动机输入转矩(“Ti*”)中的至少一个，并且该关联发动机输入响应并优选地满足操作转矩要求。该工作档位状态分析机260估计出M1_EngineOff(264)和M2_Engine Off(266)，以确定出在发动机14处于发动机停止状态时，响应和优选地满足操作者转矩要求的操作传动系统的最佳消耗(“P*cost”)。
[0042]图6示意地示出了一维搜索方案的信号流，该方案优选地由对G1(270)、G2(272)、G3(274)和G4(276)执行以确定出最佳操作。在本实施例中，一个可控输入的范围包括最小和最大输入转矩(Ti Min/Max)，并且该范围被输入到一维搜索引擎415中。发动机功率输出在输入速度Ni的范围内变化，并且因此输入到变速器14中的发动机转矩也在输入速度Ni的范围内变化。对于输入到战略控制方案310中的变速器输出速度No，该输入速度(“Ni”)是基于传动比在各个备选固定档位工作档位状态中确定出来的。
[0043]该一维搜索引擎415反复地产生备选输入转矩(“Ti(j)”)，该转矩的范围在最小和最大输入转矩之间，将它们中的每个输入到优化函数(“OptTo/Ta/Tb”)440中，做N次搜索迭代。其它输入到优化函数440的输入包括系统输入和操作者转矩要求，而系统输入包括与电池功率、电动机工作、变速器和发动机工作、具体的工作档位状态有关的参数状态。
[0044]该系统输入包括离合器作用转矩能力，即对于备选固定档位工作档位状态采用的离合器的最大和最小离合器作用转矩(“TCL Min/Max”)。实际操作中，输入速度(“Ni”)与液压系统的容量结合产生压力(“Pr Main Cap”)(413)以确定出主液压(“Pmain”)。在一个实施例中，该控制系统包括存储在存储器中的查寻表来确定出基于输入速度的主液压。图8示出了典型的液压控制回路42能力的曲线图，该液压控制回路包括主液压泵88，其基于输入速度Ni来产生液压(“PR Main Cap”)。该液压控制系统42优选地包括电力辅助泵(图中未示出)，该泵在输入速度为零，即发动机停止状态(“Ni＝0”)，和发动机14处于空转(“空转”)时产生最小水压。当输入速度从零增加时，如当发动机14正在发动时，主液压泵88产生液压。如同所描绘的，在液压控制回路中的液压不会上升超过最小水压，直到输入速度超过空转速度。当该输入速度超过空转速度时，该主液压泵88泵出液压液体产生液压，液压同增加的发动机输入速度一起增加，主液压泵88在最大液压(图中未示出)处稳定下来，该最大液压是基于具体的液压泵容量来确定的。
[0045]该控制系统基于液压容量(“Pr Main Cap”)和工作档位状态来确定最大和最小离合器作用转矩(“TCL Min/Max”)，该工作档位状态确定出具体采用的离合器(414)。在操作中，最大离合器作用转矩由下面的公式来确定：
TCL_Max＝Kn*(PMAIN-PRET)    [1]
其中Kn包括一标量增益条件，该条件用所应用的离合器的压力增益函数来表示离合器作用转矩；
PMAIN为基于发动机输入速度确定出的主液压，和
PRET为所采用的离合器的复位弹簧压力，
最小离合器作用转矩TCL Min为最大离合器作用转矩的负值。
[0046]优化函数440确定出变速器的操作，该操作基于系统输入包括输出转矩、电动机转矩和关联电池和与备选输入转矩相关的电功率(“To(j)，Ta(j)，Tb(j)，Pbat(j)，Pa(j)，Pb(j)”)，该系统输入包括响应备选工作档位状态的操作者转矩要求的最大和最小离合器转矩。将该输出转矩、电动机转矩、关联电池和电功率和能耗输入输入到成本函数450中，执行该函数可以确定出响应操作者转矩要求的备选输入转矩上操作传动系时的能耗(“Pcost(j)”)。该一维搜索工具415反复产生出位于输入转矩范围中的备选输入转矩。优化函数440和成本函数450确定出与每个备选输入转矩相关的能耗。就可以确定出最佳输入转矩(“Ti*”)和相应的最佳能耗(“P*cost”)。最佳输入转矩(“Ti*”)包含位于输入转矩范围中的备选输入转矩，该备选输入转矩产生了备选工作档位状态的最小能耗，即最佳能耗。
[0047]在M1和M2中的每个上的最佳操作可以通过执行二维搜索方案来确定，该二维搜索方案可以在每个M1(262)和M2(264)上执行，如图7所示。图7示意出了二维搜索方案的信号流。在这个实施例中，两个可控输入的范围包括最小和最大输入速度(“Ni Min/Max”)与最小和最大输入功率(“PiMin/Max”)，该范围被输入到二维搜索工具410中。该二维搜索引擎410反复产生备选输入速度(“Ni(j)”)和备选输入功率(“Pi(j)”)，它们都介于最小和最大速度与功率之间。备选输入功率优选地被转换成备选输入转矩(“Ti(j)”)(412)。每个备选输入速度(“Ni(j)”)被输入到预优化函数(418)中。其他输入到预优化函数(418)的输入包括液压容量(“Pr_Main_Cap(Ni)”)和工作档位状态，如前面所述。
[0048]该预优化函数(418)产生一范围，该范围具有基于备选输入速度Ni(j)(413、414)的最大和最小离合器作用转矩(“TCL_Min/Max(j)”)。预优化函数418的其他输出包括备选工作点的电动机转矩(“Ta Min/Max(j)”、“TbMin/Max(j)”)的范围。优化函数440确定出变速器的操作，该操作包括与备选输入转矩(“Ti(j)”)和备选输入速度(“Ni(j)”)相关的输出转矩、电动机转矩和关联电池和电功率(“To(j)，Ta(j)，Tb(j)，Pbat(j)，Pa(j)，Pb(j)”)，它们被限制在从发动机14到变速器10的最小和最大输入功率(“Pi Min/Max”)的范围中，并且基于系统输入，该系统输入包括最大和最小离合器转矩和备选工作档位状态的工作转矩要求。该输出转矩、电动机转矩，和关联电池功率和能耗输入被输入到成本函数450中，执行该函数可确定出能耗(“Pcost(j)”)，使传动系响应在备选工作档位状态下的操作者转矩要求，工作在备选输入功率和备选输入速度上。该二维搜索引擎410在输入速度范围和输入功率范围内反复地产生备选输入速度和备选输入功率，并且确定出与此相关的能耗，以确定最佳输入功率(“P*”)、最佳输入速度(“Ni*”)和关联的最佳消耗(“P*cost”)。最佳输入功率(“P*”)和最佳输入速度(“N*”)包括备选输入功率和备选输入速度，其导致备选工作档位状态的最低能耗。
[0049]该输入到成本函数450的能耗基于与车辆驾驶性能、燃油经济性、排放物和电池利用率相关的因素来确定。能耗被分配并且与燃料和电能消耗相关，并且与混合动力传动系的具体操作点相关。低工作消耗与高转换效率点上的低燃料消耗、低电池功率利用率和每个发动机速度/负荷工作点的低排放相关，并且考虑发动机14的备选工作状态。在混合动力传动系工作在特定工作点时，能耗包括与之相关的发动机损失、电动机功率损失、电池功率损失、制动功率损失和机械功率损失，而该特定工作点包括输入速度、电动机转速、输入转矩、电动机转矩、变速器工作档位状态和发动机状态。
[0050]该状态稳定和中断模块280选择出最佳变速器工作档位状态(“混合动力档位状态期望”)，其优选地为与最小的最佳消耗相关的变速器工作档位状态，该最佳消耗是工作档位状态分析机260得出的允许工作档位状态输出，还要考虑到与改变变速器的工作档位状态来实现稳定传动系工作的裁定结果相关的因素。该最佳输入速度(“Ni_Des”)是与最佳发动机输入有关的发动机输入速度，该最佳发动机输入包括最佳发动机输入速度(“Ni*”)、最佳发动机输入功率(“Pi*”)和在最佳工作档位状态时响应并优选满足操作者转矩要求的最佳发动机输入转矩(“Ti*”)。
[0051]对部分基于液压以及工作档位状态分析机260中的相关最小和最大离合器作用转矩(“TCL Min/Max(j)”)的备选输入速度Ni(j)进行估算，以便保证变速器操作不受备选输入转矩上得到的最小和最大离合器作用转矩(“TCL_Min/Max(j)”)的限制，该变速器操作包括与备选输入转矩(“Ti(j)”)相关的输出转矩(“To(j)”)。
[0052]在操作中，该控制系统对发动机输入速度Ni进行控制，以控制离合器作用转矩能力，来实现转矩经所应用的离合器传递。这可以在系统操作条件下影响系统操作，其中发动机可能处于发动机停止状态或在低速上操作，并且通过经由所应用的离合器的变速器10传递转矩的需求超过了所采用的离合器的离合器作用转矩。在这样的工作条件下，控制系统可以增加发动机输入速度以增加液压，进而增加离合器作用转矩能力。这样的系统操作条件可以包括通过加速踏板113输入的操作者转矩要求，其中发动机处于空转状态或处于发动机停止状态，如在车辆启动期间。当通过加速踏板113，包括通过制动踏板112输入的操作者转矩要求为零时，另一个系统操作条件可以包括在高速下的系统操作，其导致反馈制动操作。在这样的操作条件下，控制系统可以限制发动机输入速度的下降，以限制液压的下降来保持离合器作用转矩能力使其足以通过变速器10来传递转矩以响应第一和第二电机56和72。
[0053]图9示出了典型系统的操作，其包括从加速踏板(“AP”)113的信号输入和输入速度Ni和输出速度No(“No Output Speed”)与所经过时间(“Time”)的关系图。在时间中的一点上，系统操作变化是由对加速踏板113的操作者输入来决定的，该操作者输入包括部分节气门接触(“Part-Throttle Tip In”)，操作者输入通常是操作者转矩要求，用来确定出预计的加速器输出转矩要求和实时加速器输出转矩要求，这些要求被输入到从图3开始描述的控制系统中。第一条线(“A”)描述了发动机14的输入速度操作与加速踏板113的输入的关系，其包括响应时间滞延，并且对离合器作用转矩能力无补偿或调整。在这种条件下的发动机输入速度不足以使液压泵88自旋来产生液压向液压控制回路42提供加压液流来满足输出转矩要求(“输入速度过低不能执行输出转矩要求”)。第二条线描绘了发动机14的输入速度操作与加速踏板113的输入的关系，其具有使用上述的控制方案进行离合器作用转矩的补偿(“压力补偿输入速度”)。如所描绘的一样，在该条件下的发动机输入速度增加，操作液压泵88产生充足的液压向液压控制回路42提供加压液流来满足输出转矩要求。
[0054]可以理解地，在本发明范围内的修改是允许的。本发明已经描述出具体的最佳实施例和相关的修改。在阅读和理解了本发明具体内容的基础上，其他人还可以联想到其他的修改和改变。在它们可以归入本发明的范畴内的限度上，本发明也包括所有这些修改和改变。

Claims (15)

1、用于控制传动系统的方法，该传动系统包括与电动机械变速器相连的发动机，变速器在发动机和若干转矩产生机构与输出部件之间传递动力，通过选择应用不同的转矩传递离合器，变速器工作在若干工作档位状态中的一个上，并且发动机可操作地与主液压泵相连以向液压回路提供压力流体来操作转矩传递离合器，该方法包括：
确定输出到输出部件的输出转矩要求；
基于发动机输入速度来确定主液压泵的压力输出；
基于主液压泵的压力输出来计算每个应用的转矩传递离合器的离合器作用转矩能力；和
确定最佳发动机输入速度来实现离合器作用转矩能力以满足输出到输出部件的输出转矩要求。
2、权利要求1的方法，进一步包括对应于最佳发动机输入速度，确定变速器的最佳工作档位状态，来实现离合器作用转矩能力以满足输出到输出部件的输出转矩要求。
3、权利要求2的方法，进一步包括控制发动机工作在最佳发动机输入速度，并且控制变速器工作在最佳工作档位状态，来实现离合器作用转矩能力以满足输出到输出部件的输出转矩要求。
4、权利要求1的方法，进一步包括：
基于对加速踏板的操作者输入来确定输出到输出部件的输出转矩要求；
确定最佳离合器作用转矩能力，实现输出转矩要求；和
控制发动机输入速度来控制主液压泵的压力输出，实现最佳离合器作用转矩能力。
5、权利要求4的方法，包括通过增加发动机输入速度来增加主液压泵的压力输出，实现离合器作用转矩能力。
6、权利要求1的方法，进一步包括：
基于对制动踏板的操作者输入来确定输出到输出部件的输出转矩要求；
确定最佳离合器作用转矩，实现输出转矩要求；
确定离合器作用转矩能力，实现最佳离合器作用转矩；和
控制发动机工作在最佳发动机输入速度上，以达到控制主液压泵的压力输出，实现最佳离合器作用转矩能力。
7、权利要求6的方法，包括将发动机输入速度保持在阈值之上，来保持主液压泵的压力输出以保持住离合器作用转矩能力，实现再生制动。
8、权利要求1的方法，进一步包括：
基于最佳发动机输入速度和输出到输出部件的输出转矩要求来对备选变速器工作档位状态进行搜索；和
基于最佳发动机输入速度和在备选变速器工作档位状态下输出到输出部件的输出转矩要求，来确定转矩产生机构的最佳电动机转矩。
9、权利要求8的方法，进一步包括：
基于转矩产生机构的最佳电动机转矩和最佳发动机输入速度来确定工作在备选工作档位状态下的变速器的能耗；和
基于能耗来选择最佳工作范围状态。
10、权利要求9的方法，其中最佳工作档位状态包括具有最小能耗的备选工作档位状态。
11、权利要求9的方法，进一步包括：
确定最佳离合器作用转矩，实现输出转矩要求；
确定离合器作用转矩能力，实现最佳离合器作用转矩；
通过控制发动机工作在最佳发动机输入速度，来控制主液压泵的压力输出，实现最佳离合器作用转矩能力；和
控制变速器工作在最佳工作档位状态上。
12、权利要求11的方法，进一步包括控制转矩产生机构在最佳电动机转矩上。
13、用于控制传动系统的方法，该传动系统包括与电动机械变速器相连的发动机，在发动机和若干转矩产生机构与输出部件之间传递动力，通过选择应用不同的转矩传递离合器，变速器工作在若干工作档位状态中的一个上，并且发动机可操作地与主液压泵相连以向液压回路提供压力流体来操作转矩传递离合器，该方法包括：
确定输出到输出部件的输出转矩要求；
基于发动机输入速度来确定主液压泵的压力输出；
基于主液压泵的压力输出来计算应用的转矩传递离合器的离合器作用转矩能力；和
控制发动机工作在最佳发动机输入速度上，实现离合器作用转矩能力，并且控制转矩产生机构以满足输出到输出部件上输出转矩要求。
14、权利要求13的方法，进一步包括对应于最佳发动机输入速度，确定变速器的最佳工作档位状态，实现离合器作用转矩以满足输出到输出部件的输出转矩要求。
15、一种用于控制传动系统的方法，该传动系统具有混合动力变速器，该变速器通过应用不同的转矩传递离合器在发动机和转矩机构与输出部件之间传递动力，发动机可操作的与主液压泵连接以向液压回路提供压力流体来操作转矩传递离合器，该方法包括：
确定输出到输出部件的输出转矩要求；
基于发动机输入速度来确定主液压泵的压力输出；
基于主液压泵的压力输出计算应用的转矩传递离合器的离合器作用转矩能力；和
控制发动机工作在最佳发动机输入速度上，实现离合器作用转矩能力，并且控制转矩产生机构来满足输出到输出部件的输出转矩要求。
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CN104097630B (zh) * 2013-04-11 2017-04-12 通用汽车环球科技运作有限责任公司 用于控制多模式动力总成系统的方法和设备
CN104228815A (zh) * 2013-06-24 2014-12-24 通用汽车环球科技运作有限责任公司 用于控制多模式动力总成系统中的变速器换挡的方法和装置
CN105485326A (zh) * 2014-10-02 2016-04-13 福特全球技术公司 用于在变速器接合过程中利用道路坡度和质量估算值控制扭矩传递的车辆系统及方法

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