CN102963352B - 用于混合动力系统的控制系统 - Google Patents

用于混合动力系统的控制系统 Download PDF

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CN102963352B
CN102963352B CN201210320926.XA CN201210320926A CN102963352B CN 102963352 B CN102963352 B CN 102963352B CN 201210320926 A CN201210320926 A CN 201210320926A CN 102963352 B CN102963352 B CN 102963352B
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clutch
torque
joined
power
transfer clutch
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CN102963352A (zh
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A.K.纳维
B.德米罗维奇
P.古普塔
L.A.卡明斯基
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GM Global Technology Operations LLC
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K6/42—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
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
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Abstract

本发明涉及用于混合动力系统的控制系统，具体提供了一种包括动力系的车辆，所述动力系具有发动机、第一和第二转矩机器、和混合动力变速器。一种操纵车辆的方法，包括：使发动机在不被供给燃料的状态下操作，释放当接合时实现混合动力变速器在第一连续可变模式中操作的待分离离合器，并且向车轮施加摩擦制动转矩以补偿由于释放待分离离合器所导致的混合动力变速器输出转矩的增加。在释放待分离离合器之后，使接合时实现混合动力变速器在第二连续可变模式中的操作的待接合离合器同步。在待接合离合器同步之后，接合待接合离合器。

Description

用于混合动力系统的控制系统
技术领域
本公开涉及用于混合动力系统的控制系统。
背景技术
本节中的陈述仅提供与本公开有关的背景信息并且可以不构成现有技术。
已知的混合动力系结构利用内燃发动机和非燃烧转矩机器（例如电机）来产生转矩，该转矩经由传动装置被传递至输出构件。一种混合动力系包括双模式复合分配（compound-split）机电变速器，该变速器联接到机动车传动系以将牵引转矩传递至机动车传动系。转矩机器可以以产生转矩的电动机或发电机的形式而操作，所述转矩独立于来自内燃发动机的转矩被传递至变速器。转矩机器可将经由车辆传动系所传递的车辆动能转变成可存储于能量存储装置中的能量。控制系统监测来自车辆和操作者的各种输入并且提供对混合动力系各种元件的操作控制，包括控制变速器操作状态和换档，控制发动机和转矩机器，以及调节能量存储装置与转矩机器之间的能量交换，由此管理变速器的输出（包括转矩和转速）。
发明内容
本发明涉及一种包括动力系的车辆，所述动力系具有发动机、第一和第二转矩机器、及混合动力变速器。本发明还涉及一种操纵所述车辆的方法，该方法包括：使发动机在不被供给燃料的状态下操作、释放待分离离合器（off-going clutch）（该待分离离合器当接合时实现混合动力变速器在第一连续可变模式中的操作）、以及向车轮施加摩擦制动转矩以补偿由于释放待分离离合器所造成的混合动力变速器输出转矩的增加。在释放待分离离合器之后，使待接合离合器（oncoming clutch）同步，该待接合离合器当接合时实现混合动力变速器在第二连续可变模式中的操作。在待接合离合器同步之后，接合该待接合离合器。
本发明还涉及以下技术方案。
方案1. 用于操纵包括混合动力变速器的车辆的方法，所述混合动力变速器具有第一和第二转矩机器，所述方法包括：
减小与使所述混合动力变速器在第一连续可变模式中操作相关的待分离离合器的离合器压力，并且减小所述待分离离合器的离合器转矩保持能力；
使所述混合动力变速器在空档操作模式中操作，并且让与使所述混合动力变速器在第二连续可变模式中操作相关的待接合离合器同步；以及
当所述待接合离合器已同步时，应用所述待接合离合器。
方案2. 如方案1所述的方法，还包括：与减小所述待分离离合器的离合器压力同步地向车轮施加摩擦制动转矩。
方案3. 如方案2所述的方法，还包括：与应用所述待接合离合器同步地释放所施加的摩擦制动转矩。
方案4. 如方案1所述的方法，其中，使所述待接合离合器同步包括：控制所述第一和第二转矩机器的转矩以使所述待接合离合器同步。
方案5. 如方案4所述的方法，其中，使所述待接合离合器同步包括：以预定速率使所述待接合离合器同步。
方案6. 如方案1所述的方法，其中，当所述待接合离合器已同步时应用所述待接合离合器包括：增大所述待接合离合器的离合器压力并且增大所述待接合离合器的离合器转矩保持能力。
方案7. 如方案6所述的方法，还包括：在应用所述待接合离合器之前预填充所述待接合离合器。
方案8. 用于操纵包括动力系的车辆的方法，所述动力系包括发动机、第一和第二转矩机器、和混合动力变速器，所述方法包括：
使所述发动机在不被供给燃料的状态下操作；
释放待分离离合器，所述待分离离合器当接合时实现所述混合动力变速器在第一连续可变模式中的操作；
向车轮施加摩擦制动转矩以补偿由于释放所述待分离离合器所导致的所述混合动力变速器输出转矩的增加；
在释放所述待分离离合器之后，使当接合时实现所述混合动力变速器在第二连续可变模式中操作的待接合离合器同步；以及
在所述待接合离合器的同步之后，接合所述待接合离合器。
方案9. 如方案8所述的方法，其中，使发动机在不被供给燃料的状态下操作包括：使所述发动机在关闭状态下操作。
方案10. 如方案8所述的方法，其中，使发动机在不被供给燃料的状态下操作包括：使所述发动机在燃料切断模式中操作。
方案11. 如方案8所述的方法，还包括：在所述待接合离合器的同步之前，释放所施加的摩擦制动转矩。
方案12. 如方案8所述的方法，其中，使所述待接合离合器同步包括：控制所述第一和第二转矩机器的转矩以使所述待接合离合器同步。
方案13. 如方案12所述的方法，其中，使所述待接合离合器同步包括：以预定速率使所述待接合离合器同步。
方案14. 一种混合动力车辆系统，包括：
内燃发动机；
至少一个电机；
变速器，所述变速器可操作地联接到所述内燃发动机和所述至少一个电机，所述变速器包括当接合时实现所述变速器在第一连续可变模式中的操作的第一离合器、和当接合时实现所述变速器在第二连续可变模式中的操作的第二离合器；
摩擦制动器，所述摩擦制动器在可操作地联接到所述变速器的车轮上操作；
控制模块，所述控制模块实现所述变速器从第一连续可变模式向第二连续可变模式的转换，包括：
·使所述发动机在不被供给燃料的状态下操作；
·释放所述第一离合器；
·应用所述摩擦制动器以补偿由于释放所述第一离合器所导致的所述变速器的输出转矩的增加；
·在释放所述第一离合器之后，使所述第二离合器同步；以及
·在所述第二离合器同步之后，接合所述第二离合器。
附图说明
下面将通过举例并参照附图来说明一个或多个实施例。
图1示出了根据本公开的被构造成在至少两种连续可变操作模式中操作的混合动力系。
图2示出了根据本公开的被构造成控制图1的混合动力系的分布式控制器系统。
图3示出了根据本公开的相对于变速器输出转速而绘出的变速器输入转速，该图中包括描述图1中所示混合动力系的变速器操作范围状态的数据。
图4示出了根据本公开的在执行模式-空档-模式转换（mode-neutral-mode shift）期间与操纵混合动力系统有关的时间同步参数（time-coincident parameter）。
图5示出了根据本公开的用于对与是否命令模式-空档-模式转换的决定相关的标准进行评估的控制方案。
具体实施方式
现在参照附图，其中各图示仅以说明某些示例性实施例为目的而并非以限制其为目的，图1绘出了机电混合动力系100。机电混合动力系100包括双模式复合分配机电混合动力变速器10，该变速器10包括分别的第一和第二电机56和72以及内燃发动机14。图示的机电混合动力系100是混合动力系统的一个非限制性实施例，该系统被构造成在至少两种连续可变操作模式中操作。
发动机14以及第一和第二电机56和72各自以转矩的形式产生被传递至变速器10的功率。分别用输入转矩、电动机A转矩和电动机B转矩，以及分别用输入转速、电动机A转速和电动机B转速来描述来自发动机14以及第一和第二电机56和72的功率传递。产生的转矩可以是牵引转矩或者反转矩的形式。牵引转矩是正转矩，产生的正转矩使变速器10的输出构件64加速因此使车辆加速。反转矩是负转矩，产生的负转矩使变速器10的输出构件64减速因此使车辆减速。
发动机14优选地包括多气缸内燃发动机，该多气缸发动机选择性地在数种状态下操作从而将转矩经由输入构件12传递至变速器10，发动机14可以是火花点火发动机或压缩点火发动机。发动机14包括曲轴，该曲轴联接到变速器10的输入构件12。转速传感器11监测输入构件12的转速。由于在发动机14与变速器10之间的输入构件12上布置有转矩消耗元件（例如液压泵和/或转矩管理装置），因而来自发动机14的功率输出（包括转速和发动机转矩）可以不同于传递至变速器10的输入转速和输入转矩。
在一个实施例中，变速器10包括三个行星齿轮组24、26和28以及四个可选择性接合的转矩传递装置，即离合器C1 70、C2 62、C3 73、和C4 75。本文中使用的“离合器”是指任何类型的摩擦转矩传递装置，该摩擦转矩传递装置包括例如单片或复合片离合器或组、带式离合器、和制动器。液压控制回路42（优选地由变速器控制模块（TCM）17所控制）可操作地控制离合器状态。离合器C2 62和C4 75优选地包括以液压方式应用的旋转摩擦离合器。离合器C1 70和C3 73优选地包括利用液压控制的固定装置，该固定装置可以选择性地固接到（grounded to）变速器壳体68。每个离合器C1 70、C2 62、C3 73和C4 75优选地以液压方式应用，选择性地经由液压控制回路42接收加压的液压流体。
第一和第二电机56和72优选地包括三相交流电机，各电机包括定子和转子以及各自的旋转变压器80和82。各电机的电动机定子固接到变速器壳体68的外部并且包括定子铁芯，该定子铁芯具有从其延伸的盘绕的电绕组。第一电机56的转子被支承在毂衬齿轮（hub plate gear）上，该毂衬齿轮经由第二行星齿轮组26可操作地附接到轴60。第二电机72的转子固定地附接到套筒轴毂66。
每个旋转变压器80和82优选地包括可变磁阻装置，该可变磁阻装置包括旋转变压器定子和旋转变压器转子。旋转变压器80和82适当地定位并装配在第一和第二电机56和72中的相应电机上。每个旋转变压器80和82感测并监测旋转变压器转子相对于旋转变压器定子的旋转位置，由此监测第一和第二电机56和72中相应电机的旋转位置。此外，对来自旋转变压器80和82的信号输出加以解译从而给出第一和第二电机56和72的转速。
变速器10包括输出构件64（例如联接到车辆传动系90的轴），输出构件64是用于提供被传递至车轮93的输出功率，其中一个车轮示于图1。用输出转速和输出转矩来表征输出构件64处的输出功率。变速器输出转速传感器84监测输出构件64的转速和旋转方向。每个车轮93优选地装备有适于监测车轮速度的传感器94，由参照图2所述的分布式控制器系统的控制模块来监测该传感器94的输出，以确定用于制动控制、牵引力控制、和车辆加速管理的绝对和相对车轮速度、以及车辆速度。每个车轮93装备有用于施加摩擦制动转矩的摩擦制动器95。
作为对从燃料或存储于电能储存装置（ESD）74中的电势进行能量转换的结果，而产生输入转矩、电动机A转矩、和电动机B转矩。ESD 74经由直流传输导体27高电压直流联接到逆变器模块（TPIM）19。响应于用于电动机A转矩和电动机B转矩的命令，TPIM 19利用传输导体29将电功率传递至第一电机56以及传递来自第一电机56的电功率，TPIM 19类似地利用传输导体31将电功率传递至第二电机72以及传递来自第二电机72的电功率。根据ESD 74是否正在充电或者放电，而将电流传输给ESD 74或者传输来自ESD 74的电流。TPIM 19包括功率逆变器以及相应的电动机控制模块，该电动机控制模块被构造成用于接收转矩命令并且响应于用于电动机A转矩和电动机B转矩的命令而控制逆变器状态。功率逆变器包括已知的互补三相电力电子装置，并且各自包括多个绝缘栅双极晶体管，该晶体管是用于通过在高频率下进行切换而将来自ESD 74的直流电转换成交流电从而向第一和第二电机56和72中的相应电机提供电力。
图2示意性地示出了构造成用于控制图1的混合动力系100的分布式控制器系统的一个实施例。下文中描述的各元件包括整个车辆控制结构的子集，并且提供图1中所示混合动力系100的经协调的系统控制。分布式控制模块系统综合相关的信息和输入，并且通过执行例行程序来控制各种致动器以达到控制目标，该控制目标包括与燃料经济性、排放、性能、驾驶性能、和硬件保护有关的目标，所述硬件包括ESD 74的电池以及第一和第二电机56和72。分布式控制模块系统包括发动机控制模块（ECM）23、TCM 17、电池组控制模块（BPCM）21、和TPIM 19。混合动力控制模块（HCP）5提供对ECM 23、TCM 17、BPCM 21、和TPIM 19的监视性控制和协调。用户接口（UI）13可操作地连接到多个操作者输入装置，车辆操作者经过该输入装置生成用于控制并指导混合动力系100操作的输出转矩请求。操作者输入装置可包括加速器踏板113、操作者制动踏板112、变速器档位选择器114（例如PRNDL选择器）、车速巡航控制器、或者用于确定输出转矩请求的其它合适装置。变速器档位选择器114可具有离散数量的操作者可选择位置，包括使前进方向和倒退方向的车辆运动中的一种成为可能的输出构件64的旋转方向。
前述控制模块经由局域网（LAN）总线6与其它控制模块、传感器、和致动器进行通信。LAN总线6允许各种控制模块之间进行操作参数状态和致动器命令信号的结构化通信。所采用的具体通信协议是特定于应用的。LAN总线6和合适的协议提供在前述各控制模块与其它控制模块之间进行的可靠的消息传递和多控制模块接口连接（interfacing），所述其它控制模块提供包括例如防抱死制动、牵引力控制、和车辆稳定性在内的功能。多条通信总线可用于提高通信速度，并且提供一定水平的信号冗余度和完整性。也可利用直接链路（例如串行外设接口（SPI）总线）来实现各单个控制模块之间的通信。
HCP 5提供对混合动力系100的监视性控制，从而用于协调ECM 23、TCM 17、TPIM 19、和BPCM 21的操作。基于来自用户接口13和混合动力系100（包括ESD 74）的各种输入信号，HCP 5确定输出转矩请求、输出转矩命令、发动机输入转矩命令、用于变速器10的应用的转矩传递离合器C1 70、C2 62、C3 73、C4 75的离合器转矩、以及第一和第二电机56和72的电动机A转矩命令和电动机B转矩命令。
ECM 23连接到发动机14，用以在多条离散的线上从传感器中获取数据并且控制发动机14的致动器。ECM 23接收来自HCP 5的发动机输入转矩命令。在此时间点ECM 23基于监测到的发动机转速和负荷来确定提供给变速器10的实际发动机输入转矩，该实际发动机输入转矩被传送至HCP 5。ECM 23监测来自转速传感器11的输入以确定传输给输入构件12的发动机输入转速，该发动机输入转速被解译为变速器输入转速。ECM 23监测来自传感器的输入以确定其它发动机操作参数的状态，包括例如歧管压力、发动机冷却剂温度、环境空气温度、和环境压力。例如，可以根据歧管压力，或者可替代地通过监测操作者对加速器踏板113的输入来确定发动机负荷。ECM 23生成并传送命令信号以控制发动机致动器，包括例如燃料喷射器、点火模块、和节气门控制模块，这些构件均未示出。
TCM 17可操作地连接到变速器10并监测来自传感器的输入以确定变速器操作参数的状态。TCM 17生成并传送命令信号以控制变速器10，包括控制液压回路42。TCM 17向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、以及输出构件64的输出转速。可利用其它致动器和传感器来提供由TCM 17向HCP 5传送的以控制为目的的其它信息。TCM 17监测来自压力开关的输入并且选择性地致动液压回路42的压力控制电磁阀和换档电磁阀从而选择性地致动各种离合器C1 70、C2 62、C3 73、和C4 75以实现各种变速器操作范围状态，正如下文中所描述。
BPCM 21以信号方式连接到传感器用以监测ESD 74，包括电流和电压参数的状态，从而向HCP 5提供指示ESD 74的电池参数状态的信息。电池参数状态优选地包括电池充电状态、电池电压、电池温度、和可用电池功率。
制动器控制模块（BrCM）22可操作地连接到每个车轮93上的摩擦制动器95。BrCM 22监测操作者对制动踏板112的输入并产生控制信号以控制摩擦制动器95并且发送控制信号至HCP 5从而基于该控制信号来操纵第一和第二电机56和72，例如利用再生制动操作而捕获能量。这包括命令混合制动转矩，该混合制动转矩是车轮93处产生的摩擦制动转矩与输出构件64处产生的输出转矩的结合，输出构件64处产生的输出转矩与传动系90发生相互作用从而响应于操作者对制动踏板112的输入使车辆减速。
控制模块、模块、控制、控制器、控制单元、处理器以及类似的术语表示以下构件中的一个或多个的任何一种或者各种组合：专用集成电路(ASIC)、电子电路、执行一个或多个软件或固件程序或者例行程序的中央处理单元(优选微处理器)及相关的内存和存储器(只读存储器、可编程只读存储器、随机存取存储器、硬盘驱动器等)、组合逻辑电路、输入/输出电路和装置、适当的信号调理及缓冲电路、以及提供所述功能的其它构件。软件、固件、程序、指令、例行程序、代码、算法以及类似的术语表示包括校准和查找表在内的任何控制器可执行指令集。控制模块具有一组控制例行程序，通过执行这组例行程序而提供期望的功能。例行程序由例如中央处理单元所执行，例行程序可操作以监测来自各传感装置和其它联网控制模块的输入，并执行控制和诊断例行程序而控制各致动器的操作。在持续的发动机和车辆运行期间，可以以有规律的间隔(例如每3.125、6.25、12.5、25和100毫秒)执行例行程序。可替代地，可响应于一个事件的发生而执行例行程序。
混合动力系100选择性地在若干状态的一种状态下操作，所述若干状态可以用发动机状态（包括发动机开启状态（ON）和发动机关闭状态（OFF）中的一种状态）、以及变速器操作范围状态（包括多个固定档位和连续可变操作模式）来描述，参照下面的表1描述：表1
变速器操作范围状态 发动机状态 应用的离合器
EVT模式1 开启或关闭 C1 70
G1 开启 C1 70  C4 75
G2 开启 C1 79  C2 62
EVT模式2 开启或关闭 C2 62
G3 开启 C2 62 C3 75
G4 开启 C2 62 C3 73
空档 开启或关闭 无
表1指明对于本文中所描述实施例的每个变速器操作范围状态应用离合器C1 70、C2 62、C3 73、和C4 75中的哪些离合器。变速器操作范围状态包括连续可变模式和固定档位模式。连续可变模式包括第一电可变变速器（EVT）模式（EVT模式1）和第二EVT模式（EVT模式2）。固定档位模式包括变速器10的输入-输出转速的固定比操作。第一（G1）、第二（G2）、第三（G3）、和第四（G4）档位中的固定档位模式具有逐渐减小的传动比从而相对于输入转速获得相应增加的输出转速。发动机状态包括发动机开启状态（ON）和发动机关闭（OFF）状态。当关闭（OFF）时，认为发动机在不被供给燃料的状态下操作。发动机开启状态包括：燃料切断模式（FCO），其中发动机14在旋转但在不被供给燃料的状态下操作；以及被供给燃料模式，其中发动机在旋转且在被供给燃料的状态下操作。出于本说明的目的，当发动机状态为关闭（OFF）时发动机输入转速等于零转每分钟（RPM），即发动机曲轴不在旋转。在EVT模式1和EVT模式2中，发动机状态可以是“开启（ON）”或者是“关闭（OFF）”。
响应于经由加速器踏板113和制动踏板112的操作者输入（如由用户接口13所获得），HCP 5以及一个或多个其它控制模块确定转矩命令以控制包括发动机14以及第一和第二电机56和72的转矩致动器，从而在输出构件64处满足传递至传动系90的输出转矩请求。响应于来自用户接口13的输入信号，HCP 5确定输出转矩请求并生成用于操纵混合动力系各元件的命令。用于操纵混合动力系100各元件的命令包括：响应于输出转矩请求的由变速器10向传动系90的输出转矩命令、来自发动机14的输入转矩、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、以及分别用于第一和第二电机56和72的电动机A转矩命令和电动机B转矩命令。最终的车辆加速度会受到其它因素的影响，包括例如道路负荷、道路坡度、和车辆质量。基于混合动力系100的操作参数来确定发动机状态和变速器操作范围状态。这包括经由加速器踏板113和制动踏板112传送至用户接口13的输出转矩请求，如前所述。可以根据使第一和第二电机56和72在电能产生模式或转矩产生模式中操作的命令所引起的转矩需求，来确定对优选变速器操作范围状态和优选发动机状态的选择。可利用优化例行程序来确定优选变速器操作范围状态和优选发动机状态的选择，优化例行程序基于操作者功率需求、电池充电状态、以及发动机14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。所述控制系统响应于所执行的优化例行程序的结果来控制输入转矩、电动机A转矩、和电动机B转矩并且优化系统效率，由此响应于输出转矩请求来管理燃料经济性和电池充电。此外，可基于构件或系统中的故障来确定操作。HCP 5监测转矩致动器并确定来自变速器10的在输出构件64处的功率输出，要求该功率输出实现输出转矩请求同时满足其它动力系操作需求（例如给ESD 74充电）。正如应从以上描述中明了的，ESD 74与第一和第二电机56和72可电操作地联接从而在它们之间传递功率流。此外，发动机14、第一和第二电机56和72、以及机电变速器10可机械操作地联接从而在它们之间传递功率以产生传递至输出构件64的功率流。
图3以图形示出了相对于变速器输出转速（RPM）320而绘出的变速器输入转速（RPM）310，图中的数据包括针对图1和图2中所示混合动力系统100的在表1中所描述变速器操作范围状态的输入转速310与输出转速320之间的关系。G1 312、G2 314、G3 316、和G4 318的固定档位操作模式被描绘成单独的线。EVT模式1 313和EVT模式2 315的连续可变操作模式被描述为操作范围。
机电混合动力系100可以命令在连续可变操作模式中的第一模式与连续可变操作模式中的第二模式之间的转换。通过仅应用离合器C1 70来实现在EVT模式1中的操作，并且通过仅应用离合器C2 62来实现在EVT模式2中的操作。执行连续可变操作模式中的第一模式与连续可变操作模式中的第二模式之间转换的方法包括同步的模式-模式转换，该换档包括在各固定档位操作模式中的一种模式（例如G2）中的中间操作。同步转换的特征在于当经过离合器的转速基本上为零时（即，同步或同步化）应用待接合离合器。在G2固定档位操作模式中的操作包括同时应用离合器C1 70和离合器C2 62。正如可理解的，包括固定档位G2的同步模式-模式转换会要求改变输入转速，该改变是通过调节发动机转速而实现。通过调节发动机转速来实现固定档位G2中的中间操作会导致不可接受的噪声、振动、和声振粗糙度（NVH），包括例如所命令的显著且出乎车辆操作者意料的发动机转速的增加。发动机转速的调节包括在降档期间增加发动机转速以及在升档期间减小发动机转速。响应于输出转矩请求以及混合动力系100的满足输出转矩请求的能力，来选择优选变速器操作范围状态。
HCP 5或者另一个控制模块可命令模式-空档-模式转换的执行从而实现在连续可变操作模式中的第一模式与连续可变操作模式中的第二模式之间的转换。模式-空档-模式转换是在连续可变操作模式中的第一模式与连续可变操作模式中的第二模式之间的变速器转换操作，其包括使变速器在空档操作范围状态下操作的中间步骤。模式-空档-模式转换是在没有如下中间步骤的情况下执行，所述中间步骤包括在固定档位（例如本文中所描述混合动力系统100中的档位G2）操作模式中的操作。优选地，在模式-空档-模式转换期间同步地执行离合器的停用和激活。模式-空档-模式转换的执行被称为响应于输出转矩请求从EVT模式2到EVT模式1的降档事件，所述输出转矩请求是滑行减速事件（即操作者未给加速器踏板113或制动踏板112提供输入）、或者制动事件（其中操作者已经由制动踏板112命令了净制动转矩）。其它操作条件会引起执行模式-空档-模式转换的命令。
从EVT模式2到EVT模式1（即降档）的示例性模式-空档-模式转换的执行示于图4，图4以图形示出了与操纵本文中所描述混合动力系100相关的多个时间同步参数。相对于逝去时间410而绘出时间同步参数，时间同步参数包括：转矩致动器转矩标度 （N-m）420、系统转矩标度（N-m）430、离合器转矩标度（N-m）440、和系统速度标度（RPM）450。在转矩致动器转矩标度420上显示的参数包括：来自发动机14的输入转矩424、由第一电机56产生的电动机A转矩422、由第二转矩机器72产生的电动机B转矩426。在系统转矩标度430上显示的参数包括：输出转矩请求434、获得的输出转矩432、和摩擦制动转矩436。在离合器转矩标度440上显示的参数包括：待分离离合器压力442、待分离离合器转矩保持能力444、待接合离合器压力446、和待接合离合器转矩保持能力448。在系统转速标度450上显示的参数包括：输入转速452、待分离离合器转速456、和待接合离合器转速454。正如本文中所示及所述，当混合动力系100从EVT模式2转换到EVT模式1时，离合器C2 70是待分离离合器并且离合器C1 62是待接合离合器。
在时间411之前混合动力系100响应于命令而操作从而执行模式-空档-模式降档，包括减小待分离离合器压力442。输出转矩请求434是负值，表明是滑行减速事件。发动机14在FCO模式中操作，并且输入转矩424最初为负值。电动机A转矩422和电动机B转矩426均为负值，并且响应于输出转矩请求434和输入转矩424而操作以确保所获得的输出转矩432满足输出转矩请求434。如图所示，摩擦制动转矩436最初为零，表明无操作者制动转矩请求。应理解的是，摩擦制动转矩436可以相反地是负值，表明有操作者制动转矩请求。
在时间411，待分离离合器压力442已减小到引起待分离离合器转矩保持能力444降低的值，因此启动与模式-空档-模式降档相关联的一系列事件。随后，获得的输出转矩432增加（即负的程度变小），并且不再满足输出转矩请求434。待分离离合器转矩保持能力444的降低导致反转矩的减小，该反转矩是来自变速器10的输出。通过命令电动机A转矩422和电动机B转矩426发生变化而反映所获得输出转矩432的变化并且补偿待分离离合器转矩保持能力444的下降。所述控制系统通过命令摩擦制动转矩436的值的增加来补偿所获得输出转矩432与输出转矩请求434之间的差异。正如可理解的，摩擦制动转矩436的值的增加由于系统惯性和其它因素会最初不完全补偿所获得输出转矩432与输出转矩请求434之间的差异。
在时间413，在待接合离合器的液压预填充中增大待接合离合器压力446。应理解的是，可以在待接合离合器的同步化和激活之前的任何合适时间，执行液压预填充操作来增加待接合离合器压力446。
在时间415，待分离离合器压力442已减小到导致待分离离合器转矩保持能力444为零的值，因此停用待分离离合器。现在，混合动力变速器10处于空档操作范围状态。这是由待分离离合器转速456从零转速开始的变化所表明。获得的输出转矩432为零，利用摩擦制动转矩436实现输出转矩请求434。
现在，通过执行操作而使待接合离合器同步，同时混合动力变速器10处于空档操作范围状态。通过控制第一和第二电机56和72的操作而使待接合离合器转速454斜变（ramp）至零转速，包括控制电动机A转矩422和电动机B转矩426，如图所示。应理解的是，使待接合离合器转速454斜变至零转速包括控制电动机A转矩422和电动机B转矩426以使待接合离合器的相对的夹紧元件的转速同步。在图示的实施例中，在无输入转速452的相应变化的情况下，待接合离合器转速454斜变至零转速，但这不是要求。通过控制电动机A转矩422和电动机B转矩426而以使对驾驶性能的影响最小化的预定速率使待接合离合器转速454斜变，并且可以用1000 ms的时间来执行同步。
在时间417之前，以使传动系转矩扰动最小化的斜变速率减小摩擦制动转矩436的值。在时间417，待接合离合器转速454被同步化并且待接合离合器压力446增大，由此提高了待接合离合器转矩保持能力448。相应地调节电动机A转矩422和电动机B转矩426，优选地减小电动机B转矩426。获得的输出转矩432下降（即负的程度变大）并且在时间421与输出转矩请求434会合。这组变化有助于在EVT模式1中的操作，并且完成降档。
如在时间419所示，所述系统可以随后命令发动机14在发动机关闭状态下操作，这需要以停止发动机14旋转的方式控制电动机A转矩422和电动机B转矩426。如图中所示，电动机A转矩422以与电动机B转矩426相同的时间变化率而变化，同时通过控制输入转速452而停止发动机14的旋转。随后，如在时间421所示，混合动力系在EVT模式1中操作同时发动机处于发动机关闭状态，并且获得的输出转矩432符合且追随输出转矩请求434。
图5示意性地示出了用于控制混合动力系100的操作的流程图500，包括评估与决定是否要命令模式-空档-模式转换相关的标准。以图5的索引表的方式而提供表2，其中对用数字标记的方框及相应功能做如下说明：
表2
方框 方框内容
502 监测变速器操作范围状态、输出转矩请求、发动机转速、变速器操作
504 当前变速器操作范围状态和目标变速器操作范围状态是否均为连续可变模式?
506 输出转矩请求是否在模式-空档-模式转换的容许范围内?
508 发动机转速从当前发动机转速到固定档位操作所要求的发动机转速的变化是否小于NVH阈值?
510 用于操作目标连续可变模式的目标发动机转速是否接近同步转换所要求的目标发动机转速?
512 变速器油温是否大于阈值?
514 命令的动力系输出转矩是否大于容许限度?
516 实际转矩是否小于容许限度?
518 执行模式-空档-模式转换
520 执行同步模式-模式转换
以混合动力系100的各控制模块中的一个控制模块中的一个或多个例行程序的形式执行流程图500。混合动力系100的操作包括定期且持续地监测变速器10，包括变速器操作范围状态、输出转矩请求、发动机输入转速、变速器输出转速、变速器油温、和其它参数（502）。
最初判断模式-空档-模式转换的执行是否为优选的转换执行策略，例如当前变速器操作范围状态和目标变速器操作范围状态是否均为连续可变模式（504）。这包括判断当前变速器操作范围状态是否为连续可变模式之一（1）。应理解的是，如果当前变速器操作范围状态和目标变速器操作范围状态中的一个或两个为固定档位状态（0），则不允许模式-空档-模式转换的执行并且执行同步模式-模式转换（520）。
判断输出转矩请求是否在模式-空档-模式转换的执行的容许范围内（506）。在一个实施例中，输出转矩请求的容许范围包括与操作者具有对加速器踏板113的最小输入或者无输入的情况相关的输出转矩请求，所述情况包括滑行减速和制动事件。这种滑行减速和制动事件可以共同地称为动力关闭事件（power-off events）。在一个实施例中，当操作者接合加速器踏板113以请求输出转矩时，该输出转矩请求是在模式-空档-模式转换的执行的容许范围之外（0），因此不允许模式-空档-模式转换的执行且执行同步模式-模式转换（520）。可以选择用于允许或禁止模式-空档-模式转换的执行的其它合适的输出转矩请求状态。
判断发动机转速从当前发动机转速到实现与同步模式-模式转换相关的固定档位（例如档位G2）操作所需的目标发动机转速的变化是否小于NVH阈值（508）。该NVH阈值是在滑行减速或制动事件中是出乎预料的并且是车辆操作者可觉察到的发动机转速变化的最大阈值。在一个实施例中，最大的合适NVH阈值可以是发动机转速在700 RPM范围内的变化。因此，如果与同步模式-模式转换相关的发动机转速的变化大于NVH阈值（1），则不允许模式-空档-模式转换的执行并且执行同步模式-模式转换（520）。否则，如果发动机转速的变化小于NVH阈值（0），则操作继续，如果发动机转速的变化小于NVH阈值。
判断用于在目标连续可变模式操作中操作的目标发动机转速是否接近执行同步模式-模式转换所要求的发动机转速（510）。此问题意味着在执行转换之后发动机仍然将处于开启（ON）状态。如果用于在目标连续可变模式操作中操作的目标发动机转速大致接近执行同步模式-模式转换所要求的发动机转速（1），则控制系统优先地选择执行同步模式-模式转换并且不允许模式-空档-模式转换的执行并且执行同步模式-模式转换（520）。否则，如果用于在目标连续可变模式操作中操作的目标发动机转速明显小于执行同步模式-模式转换所要求的发动机转速（0），则操作继续。
判断变速器油温是否大于最小阈值（512）。如果变速器油温小于最小阈值（0），则不允许模式-空档-模式转换的执行并且执行同步模式-模式转换（520）。此操作避免当变速器尚未充分升温的情况下在变速器上产生过度的机械应力。否则，如果变速器油温大于最小阈值（1），则操作继续。
判断命令的动力系输出转矩是否大于容许限度（514）。当命令了动力系制动的值时不期望执行模式-空档-模式转换，因为在某些情况下由于再生制动损失所导致的充电损失会是不可接受的（0），并且不允许模式-空档-模式转换的执行并且执行同步模式-模式转换（520）。否则，操作继续（1）。
判断当前的输出转矩是否小于模式-空档-模式转换的容许限度（516）。如果“是”（0），则不允许模式-空档-模式转换的执行并且执行同步模式-模式转换（520）。否则（1），允许模式-空档-模式转换的执行（518）。
应理解的是，在本公开范围内修改是允许的。现已具体参考优选实施例及其修改说明了本公开。其他人在阅读并理解本说明书之后，可以想到进一步的修改和变更。意图是本发明包括所有这种修改和变更，只要它们是在本公开的范围内。

Claims (14)

1.用于操纵包括混合动力变速器的车辆的方法，所述混合动力变速器具有第一和第二转矩机器，所述方法包括：
减小与使所述混合动力变速器在第一连续可变模式中操作相关的待分离离合器的离合器压力，并且减小所述待分离离合器的离合器转矩保持能力；
使所述混合动力变速器在空档操作模式中操作，并且使与将所述混合动力变速器在第二连续可变模式中操作相关的待接合离合器同步；以及
当所述待接合离合器已同步时，应用所述待接合离合器。
2.如权利要求1所述的方法，还包括：与减小所述待分离离合器的离合器压力同步地向车轮施加摩擦制动转矩。
3.如权利要求2所述的方法，还包括：与应用所述待接合离合器同步地释放所施加的摩擦制动转矩。
4.如权利要求1所述的方法，其中，使所述待接合离合器同步包括：控制所述第一和第二转矩机器的转矩以使所述待接合离合器同步。
5.如权利要求4所述的方法，其中，使所述待接合离合器同步包括：以预定速率使所述待接合离合器同步。
6.如权利要求1所述的方法，其中，当所述待接合离合器已同步时应用所述待接合离合器包括：增大所述待接合离合器的离合器压力并且增大所述待接合离合器的离合器转矩保持能力。
7.如权利要求6所述的方法，还包括：在应用所述待接合离合器之前预填充所述待接合离合器。
8.用于操纵包括动力系的车辆的方法，所述动力系包括发动机、第一和第二转矩机器、和混合动力变速器，所述方法包括：
使所述发动机在不被供给燃料的状态下操作；
释放待分离离合器，所述待分离离合器当接合时实现所述混合动力变速器在第一连续可变模式中的操作；
向车轮施加摩擦制动转矩以补偿由于释放所述待分离离合器所导致的所述混合动力变速器输出转矩的增加；
在释放所述待分离离合器之后，使当接合时实现所述混合动力变速器在第二连续可变模式中操作的待接合离合器同步；以及
在所述待接合离合器的同步之后，接合所述待接合离合器。
9.如权利要求8所述的方法，其中，使发动机在不被供给燃料的状态下操作包括：使所述发动机在关闭状态下操作。
10.如权利要求8所述的方法，其中，使发动机在不被供给燃料的状态下操作包括：使所述发动机在燃料切断模式中操作。
11.如权利要求8所述的方法，还包括：在所述待接合离合器的同步之前，释放所施加的摩擦制动转矩。
12.如权利要求8所述的方法，其中，使所述待接合离合器同步包括：控制所述第一和第二转矩机器的转矩以使所述待接合离合器同步。
13.如权利要求12所述的方法，其中，使所述待接合离合器同步包括：以预定速率使所述待接合离合器同步。
14.一种混合动力车辆系统，包括：
内燃发动机；
至少一个电机；
变速器，所述变速器可操作地联接到所述内燃发动机和所述至少一个电机，所述变速器包括当接合时实现所述变速器在第一连续可变模式中的操作的第一离合器、和当接合时实现所述变速器在第二连续可变模式中的操作的第二离合器；
摩擦制动器，所述摩擦制动器在可操作地联接到所述变速器的车轮上操作；
控制模块，所述控制模块实现所述变速器从第一连续可变模式向第二连续可变模式的转换，包括：
·使所述发动机在不被供给燃料的状态下操作；
·释放所述第一离合器；
·应用所述摩擦制动器以补偿由于释放所述第一离合器所导致的所述变速器的输出转矩的增加；
·在释放所述第一离合器之后，使所述第二离合器同步；以及
·在所述第二离合器同步之后，接合所述第二离合器。
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