CN102442222A - 用于电动力系统的增强稳定性控制 - Google Patents

用于电动力系统的增强稳定性控制 Download PDF

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Publication number
CN102442222A
CN102442222A CN2011103008001A CN201110300800A CN102442222A CN 102442222 A CN102442222 A CN 102442222A CN 2011103008001 A CN2011103008001 A CN 2011103008001A CN 201110300800 A CN201110300800 A CN 201110300800A CN 102442222 A CN102442222 A CN 102442222A
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China
Prior art keywords
vehicle
control system
traction motors
transition
electric traction
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CN2011103008001A
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English (en)
Inventor
H.杨
A.L.史密斯
S.H.斯沃尔斯
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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Publication of CN102442222A publication Critical patent/CN102442222A/zh
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
    • B60K6/20—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
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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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    • B60K6/42—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract

具有电动力系统的车辆包括用于执行动力传动系统稳定性控制方法的控制系统。在仅电(EV)模式或EV模式切换/过渡之前，主机确定车辆速度，经由陷波滤波器对向牵引马达的初始马达扭矩命令作为车辆速度的函数进行滤波，并在EV模式或切换期间使用被滤波的马达扭矩命令控制马达。陷波滤波器可具有中心频率和/或阻尼系数，其可按照变化的车辆速度被调节。用于车辆的控制系统包括主机、陷波滤波器和可选地具有基于车辆速度的主动阻尼模块。在EV模式或过渡期间，主机使用来自滤波器的被滤波马达扭矩命令控制马达，且可在EV模式或过渡期间提供阻尼控制。

Description

用于电动力系统的增强稳定性控制
技术领域
本发明涉及用于在具有电动力系统(electric powertrain)的车辆中提供增强稳定性控制的控制系统和方法。
背景技术
一些车辆可使用来自一个或多个电牵引马达的马达扭矩而被驱动。例如，在仅电(EV)运行模式下，混合动力电动车辆可将内燃机从变速器输入构件选择性地断开，以便保存燃料，并且将中间马达扭矩传递到变速器输入构件。发动机可自动地被曲轴转动和加燃料达到一临界速度，发动机扭矩可独立使用或与来自牵引马达(一个或多个)的马达扭矩一起来推进车辆。电池供电的电动车辆完全不需要发动机，且由此仅以EV模式运行。增程式电动车提供独特的技术组合，其中，较小的发动机仅被使用来为发电机提供超过临界EV范围的动力，由此，通过为电池充电或直接为牵引马达(一个或多个)供电来延长车辆的有效EV范围。
发明内容
在此提供了一种方法和控制系统，用于具有电动力传动系统的车辆，例如混合动力、电池供电或增程式电动车辆。本发明的方法在车辆运行于持续的仅电(EV)模式、或当车辆执行预定的EV模式切换或过渡时经由控制系统自动执行以保持动力传动系统的稳定性。例如，EV发动是在本发明范围内的可能EV模式，且向一EV模式的模式切换或从一EV模式的模式切换是可能的EV模式过渡，这两种情况均可得益于本发明的方法的稳定性增强。
当车辆运行于EV模式，各种与发动机相关的能量吸收元件，例如驱动轴依从件或可选发动机阻尼组件提供的依从件，与电动力传动系统断开或以其他方式隔绝。电池供电车辆通常不具有这些元件。动力传动系统的不稳定性可由几乎不具有固有阻尼的电动力系统中的高动力传动效率和要施加给车辆驱动轮的多于一个的扭矩源的组合而形成。本发明的控制系统和相应方法可被用于增强这种车辆中的动力传动系统稳定性控制。
具体地，本发明的控制系统使用车辆的动力系统扭矩控制环路中的稳定性控制模块，以便改善总的动力传动系统稳定性控制。在一个实施例中，稳定性控制模块自动地利用陷波滤波器，其结合变化的车辆速度而变化其滤波能力，即，稳定性控制模块以一方式作用，该方式是完全适应于变化的车辆速度。在一个实施例中，两个或更多不同陷波滤波器的查找表可通过车辆速度索引，并被存储在存储器中，本发明的方法包括利用控制系统的相关硬件访问该表。
一个或多个陷波滤波器的中心频率可被优化用于沿动力传动系统的在处于各车辆速度时的任何机械共振，且被存储作为用于不同车辆速度的标定值，或替换地存储作为标定带或速度范围。控制系统可针对当前车辆速度的适应性地调节陷波滤波器(一个或多个)的中心频率和滤波传递函数的阻尼系数，即，拉普拉斯变换。稳定性控制模块可选择性地接合任何现有主动动力传动系统阻尼控制方法(即，阻尼马达扭矩命令直接作用在输出速度反馈值上的方法)而工作。
用于控制具有牵引马达和变速器的车辆中的动力传动系统稳定性的方法，包括：在进入EV运行模式之前或执行EV模式过渡之前，判断车辆速度；然后使用陷波滤波器经由控制系统对初始马达扭矩命令进行滤波，且由此产生被滤波的马达扭矩命令。陷波滤波器通过变化的车辆速度施加不同的滤波特性，以产生被滤波的马达扭矩命令。该方法还包括，经由控制系统使用被滤波的马达扭矩命令控制电牵引马达，由此增强动力传动系统的稳定性。
陷波滤波器可具有中心频率和阻尼系数，每个都作为变化的车辆速度的函数而可被调节。例如，本发明的方法可包括从通过车辆速度索引的查找表中选择中心频率和阻尼系数。
一种车辆包括电牵引马达、变速器和控制系统。控制系统被构造为在EV运行模式期间和从EV运行模式进行预定过渡期间控制车辆的动力传动系统稳定性。控制系统被构造用于：在进入EV运行模式之前或执行预定过渡之前，判断车辆速度；和使用陷波滤波器对初始马达扭矩命令进行滤波。初始马达扭矩命令从控制系统的推进扭矩控制模块作为车辆速度的函数而被传递。此后，控制系统在EV模式或预定过渡期间，使用被滤波的马达扭矩命令控制电牵引马达。
本发明的上述特征和优点以及其他特征和优点将通过用于执行本发明的最佳模式的以下详细说明并结合附图而被容易显现。
附图说明
图1是具有控制系统的车辆的示意图，该控制系统在持续的仅电(EV)运行期间和在EV模式切换或过渡期间提供增强的动力传动系统的稳定性控制；
图2是描述用于图1所示车辆的控制系统的元件的示意性流程图；
图3是描述用于本发明控制系统的陷波滤波器(notch filter)的各种特性的波特图；
图4是描述用于本发明控制系统的陷波滤波器的各种特性的另一波特图；以及
图5是描述用于在EV模式和/或EV模式过渡时控制图1的车辆上的动力传动系统稳定性的方法的流程图。
具体实施方式
车辆10在图1中示出。车辆10被示出为是强混合动力的，即，车辆具有可被用于选择性地推进车辆和可按照需要被选择性地关闭以允许车辆按仅电(EV)模式推进的发动机12。替换地，车辆10可被构造为插入式混合动力电动车辆、增程式电动车辆或电池供电的电动车辆，而不偏离本发明的范围。
车辆10包括控制系统40，该控制系统被构造为通过产生和发送一组控制信号(箭头42)选择性地执行方法100。当运行于EV运行模式或当执行EV模式切换或过渡时，控制信号(箭头42)被用于控制动力传动系统稳定性，如以下所述。车辆10包括变速器14，为了示意性的清晰，在此示出为杆式图。变速器14的一个可行实施例分别包括第一和第二行星齿轮组20和30。第一行星齿轮组20具有三个节点22、24和26。同样，第二行星齿轮组30具有三个节点32、34和36。取决于实施例，相应的第一和第二齿轮组20和30的节点22、24和26以及节点32、34和36可以是太阳轮、环形齿轮和支架构件。
图1的变速器14具有三个制动离合器，包括输入制动器11、第一制动器13和第二制动器21。所有的制动离合器都将变速器14的指定构件选择性地连接到变速器的静止构件25和选择性地从其断开。变速器14还具有三个旋转离合器，即分别是第一、第二和第三离合器15、17和19，它们用于建立各种前进和倒档运行模式。
在不同EV运行模式，第一和第二电牵引马达16和18分别选择性地驱动行星齿轮组20和30。如图所示，第一牵引马达16可被连接到节点26，例如太阳轮，牵引马达18可被连接到节点32，其在同一实施例中也是太阳轮。变速器输出构件38被连接到第二行星齿轮组30的节点34，例如，支架构件，输出扭矩经由变速器输出构件传递到一组驱动轮(未示出)。
在图1所示的实施例中，车辆10被构造为两模式混合动力电动车辆，其具有第一和第二EV运行模式，此后为了简便分别称为EV1和EV2。EV1被进入时，发动机12关闭，即不供燃料，而输入制动器11完全接合。当输入制动器11和第二制动器21都被接合时，变速器14处于第一仅电模式(EV1)。离合器15在任一EV模式中被接合。在输入制动器11被接合时且在第一行星齿轮组20处提供充足的牵引扭矩，两个牵引马达16和18可按照需要提供正推进或负再生制动扭矩。
在第二仅电模式(EV2)，发动机12保持关闭，且输入制动器11保持接合。离合器19在此模式被应用。与EV1一样，两个牵引马达16和18可提供正推进或负再生制动扭矩。但是，如上所述，在EV运行模式(一个或多个)中的发动机阻尼的欠缺，即，从图1示意性所示的单独阻尼器组件23和/或从发动机轴的任何固有依从性(compliance)，可导致稳定性降低，特别是在诸如EV发动这样的EV运行模式期间或在诸如EV向EV模式切换这样的EV模式过渡期间产生的扭矩突然变化时。
如图1所示的控制系统40可包括一个或多个数字计算机，用作主机或服务器，每个具有微处理器或中央处理单元、充足的只读存储器(ROM)、随机访问存储器(RAM)、可电编程只读存储器(EPROM)、高速时钟、模数(A/D)和数模(D/A)电路，以及输入/输出电路和设备(I/O)，以及适当的信号调制和缓冲电路。存在于控制系统40或可由此容易访问的每组算法或代码(包括用于执行以下关于图5解释的本发明方法100所需的任何算法或计算机代码)可被存储在有形/非瞬态存储器中且可被按照需要通过控制系统的主机或其他适当硬件执行，以提供每个驻留控制模块的各种功能。
参考图2，图1的控制系统40以示意形式被示出为具有推进扭矩控制模块50、稳定性控制模块80和可选主动阻尼控制模块70。推进扭矩控制模块50接收一组输入，包括输出扭矩请求(箭头51)、动力传动系统惯性仿真(箭头53)和变速器输出速度(箭头71)。输出扭矩请求(箭头51)可以是司机命令的扭矩请求，其经由加速器或节流阀位置、制动压力/行程等而被确定。惯性仿真(箭头53)可从标定模型被提供，以表示在给定的一组已知车辆运行条件(诸如速度、加速度、质量等)下的动力传动系统惯性。变速器输出速度(箭头71)可以是如图1所示的变速器14的输出构件的被测量或计算的旋转速度。
来自推进扭矩控制模块50的输出可包括发动机扭矩命令(箭头55)，其在任何EV模式下都是零，还包括初始马达扭矩命令(箭头57和59)。在具有仅一个牵引马达的车辆中，仅一个马达扭矩命令将从扭矩控制模块50输出，但是在图2示出两个马达，以便与图1所示的车辆实施例一致。初始马达扭矩命令(箭头57和59)向前馈送到稳定性控制模块80，用于初始马达扭矩命令的滤波。
稳定性控制模块80可包括至少与牵引马达一样多的多个不同信号滤波器。因此，为了与使用两个牵引马达16和18的图1所示的两模式实施例一致，第一滤波器60可被用于牵引马达16，第二滤波器160可被用于牵引马达18。为了改善低频率时的稳定性同时避免系统响应性的任何负面影响，滤波器60、160可在一个可行实施例中构造为一个或多个陷波滤波器，每个都可设计有中间或中心频率，该频率设置为车辆10的动力传动系统的标定或预定低响应频率或在其附近。
陷波滤波器可通过以下转移函数被数学地表示：
G ( s ) = s 2 + 2 ξ p · ω p · s + ω 2 p s 2 + 2 ξ m · ω m · s + ω 2 m
其中，ωm和ωp是中心频率(典型地被选择为相同的值)，且ξm和ξp是分别用于分子和分母的阻尼系数。中心频率和阻尼系数可事先存储作为标定值，例如，在通过车辆速度索引的查找表28中。
参考图3和4，陷波滤波器波特图被通过相对于频率的波幅(图3)和相位(图4)示出。如图3和4所示，箭头82和182分别指示车辆速度增加的方向。注意，图3中阻尼的幅度改变伴随车辆速度的增加。陷波越深，如各图线84所示，得到的稳定性和阻尼越好。
还应注意在图4中的随车辆速度的相位变化。如各个图线185表示的更多相位超前同样对应于改善的动力传动系统稳定性。被迫切需要的较大稳定边际和更高阻尼由此被准确地提供，其中它们被需要于：在较低的车辆速度时。在较高的速度时，司机输入更加温和且需要好的扭矩响应，且由此相应地降低阻尼特性。因此，需要较小的稳定边际和使用较小的阻尼。
再次参考图2，来自稳定性控制模块80的输出可包括被滤波的马达扭矩命令(箭头157和159)。在具有如图所示的可选主动阻尼控制模块70的车辆中，基于输出速度的动力传动系统阻尼增强提供校正的阻尼扭矩75和77用于每个牵引马达，例如图1的牵引马达16和18，其与被滤波的马达扭矩命令(箭头157和159)组合，以产生调整的马达扭矩命令(箭头257和259)
如将被本领域的技术人员所理解的，主动阻尼控制使用来自被测量发动机速度、马达速度(一个或多个)、车轮速度和其他值的反馈，以追踪和补偿较高频率动力传动系统干扰。阻尼控制模块70可包括高通滤波器74和主动阻尼增益模块76，该高通滤波器将输出速度信号中存在的任何高频干扰(即，高于标定频率临界值)滤除，该主动阻尼增益模块按照需要施加标定的比例和积分增益以产生所需的校正阻尼扭矩命令(箭头75和77)，以增强主动阻尼控制。扭矩命令(箭头75和77)最后被馈送到图1所示的车辆10的电推进系统90，诸如牵引马达16和18，且随后被用于在EV模式过渡期间控制牵引马达。阻尼控制模块70可经由切换信号(箭头72)被选择性地激活，从而仅在EV过渡期间激活增强的主动阻尼。
参考图5，本方法100被单独或结合主动动力传动系统阻尼控制而被使用，例如，经由阻尼控制模块70，以由此在以EV模式运行(例如，EV发动或诸如上述EV1或EV2的EV驱动模式)时和/或EV模式过渡期间增强动力传动系统稳定性。在此使用的术语“EV模式过渡”表示从一个EV模式切换或过渡，或切换或过渡到一个EV模式，例如，从EV1到EV2，或从EV2到EV1，或从EV1或EV2到电可变速器(EVT)模式，或EV模式作为开始或结束模式的任何其他过渡。
在这种过渡期间，由于扭矩中断、扭矩反向和不准确的离合器扭矩估计，可导致明显的扭矩扰动。扭矩扰动由此可潜在地导致大的动力传动系统激变，这主要由于复杂的模式过渡(包括多个扭矩和速度控制阶段)引起。方法100由此通过图1的控制系统40自动执行，以提供改善的EV模式过渡或切换质量。
从步骤102开始，图1的控制系统40首先判断EV运行模式(即，诸如EV发动或EV驱动的稳定状态EV运行，或如上所述的EV模式过渡)是否激活或将要激活。该步骤可包括处理来自混合动力控制模块或控制系统40的处理器部分或与控制系统40通讯的处理器部分的信息，和/或处理车辆信息，诸如发动机速度、输出速度和/或司机被请求的扭矩。如果判断出EV模式被激活或将要激活，方法100行进到步骤104。否则，重复步骤102。
在步骤104处，车辆速度被测量或以其他方式确定，诸如通过使用关于图1所示的变速器输出构件38定位的速度传感器，例如使用车轮速度传感器，经由计算和/或通过任何其他适当方式。一旦被测量和临时记录在存储器中，方法100行进到步骤106。
在步骤106处，图1的控制系统40自动地引用查找表，例如，图1所示的查找表28，使用在步骤104处测量的速度值，且然后从查找表选择上述转移函数G(s)的中心频率ωm和ωp及阻尼系数ξm和ξp。这些值在控制系统40的或可被该系统访问的存储器中临时记录，方法100随后行进到步骤108。
在步骤108处，来自步骤106的值经由使用上述等式的陷波滤波器而被应用。电推进系统90随后可使用来自上述图2所示陷波滤波器60、160的输出而被控制。
尽管已经详细描述了执行本发明的最佳模式，熟悉本发明所属领域的人可意识到在所附权利要求范围内用于实施本发明的各种替换设计和实施例。
相关申请的交叉引用
本申请要求美国临时专利申请No.61/388,119的优先权，其递交于2010年9月30日，在此通过引用完全并入。

Claims (10)

1.一种车辆，包括：
电牵引马达；
变速器，该变速器具有变速器输出构件，该变速器输出构件在仅电(EV)运行模式下经由该电牵引马达被选择性地驱动；和
控制系统，其被构造为在EV运行模式期间和从EV运行模式的预定过渡期间控制车辆中的动力传动系统稳定性；
其中，该控制系统被构造用于：
在进入EV运行模式之前或执行该预定过渡之前，确定车辆的速度；
使用陷波滤波器将从控制系统的推进扭矩控制模块传输的初始马达扭矩命令作为车辆速度的函数而对其进行滤波，且由此产生被滤波的马达扭矩命令；以及
在EV模式或该预定过渡期间，使用被滤波的马达扭矩命令控制电牵引马达。
2.如权利要求1所述的车辆，其中，电牵引马达包括一对电牵引马达，陷波滤波器包括一对陷波滤波器，并且其中，对于每个电牵引马达，控制系统使用该对陷波滤波器的一个不同滤波器对单独的初始马达扭矩命令滤波。
3.如权利要求2所述的车辆，还包括发动机，其中：
变速器包括第一和第二行星齿轮组，每个行星齿轮组具有第一、第二和第三节点，其中，第二节点被连接到变速器输出构件；
第一行星齿轮组的第一节点被选择性地连接到第二行星齿轮组的第一节点；
第一行星齿轮组的第二节点被连接到发动机，且能被选择性地连接到第二行星齿轮组的第一节点；
第一行星齿轮组的第三节点被连接到该对电牵引马达的第一马达，且被选择性地连接到第二行星齿轮组的第三节点；以及
该对电牵引马达的第二马达被连接到第二行星齿轮组的第一节点。
4.如权利要求1所述的车辆，其中，陷波滤波器具有能使用车辆速度调节的中心频率和阻尼系数中的至少一个。
5.如权利要求4所述的车辆，其中，控制系统被构造为从由车辆速度索引的查找表中自动选择中心频率和阻尼系数。
6.如权利要求5所述的车辆，其中，车辆包括两个电牵引马达，并且其中，控制系统被构造为从由车辆速度索引的查找表自动地选择用于两个电牵引马达的每个的中心频率和阻尼系数。
7.如权利要求5所述的车辆，其中，控制系统包括主动阻尼控制模块，该模块被构造用于在过渡期间提供基于输出速度的动力传动系统阻尼命令。
8.如权利要求1所述的车辆，其中，EV运行模式是稳定状态EV运行，且过渡是EV向EV模式的过渡。
9.如权利要求8所述的车辆，其中，控制系统被构造为，在EV向EV模式过渡期间，提供与基于输出速度的阻尼扭矩命令结合的被滤波马达扭矩命令。
10.一种用于具有电牵引马达和变速器的车辆的控制系统，其中变速器包括变速器输出构件，该变速器输出构件在仅电(EV)运行模式下经由该电牵引马达被选择性地驱动，
所述控制系统包括：
主机，其被构造为在进入EV模式或EV模式过渡之前确定车辆的速度；以及
被主机使用的陷波滤波器，该陷波滤波器对传输到电牵引马达的初始马达扭矩命令作为车辆速度的函数进行滤波，且产生被滤波的马达扭矩命令；
其中所述主机在EV模式或EV模式过渡期间使用被滤波的马达扭矩命令控制电牵引马达。
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