CN103256382B - 用于执行混合动力变速器中的异步离合器到离合器切换的方法和设备 - Google Patents

用于执行混合动力变速器中的异步离合器到离合器切换的方法和设备 Download PDF

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CN103256382B
CN103256382B CN201310051171.2A CN201310051171A CN103256382B CN 103256382 B CN103256382 B CN 103256382B CN 201310051171 A CN201310051171 A CN 201310051171A CN 103256382 B CN103256382 B CN 103256382B
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B.德米罗维奇
P.古普塔
L.A.卡明斯基
A.K.纳维
A.H.希普
J-J.F.萨
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GM Global Technology Operations LLC
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    • 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
    • B60W10/101—Infinitely variable gearings
    • B60W10/105—Infinitely variable gearings of electric type
    • 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
    • B60K6/38—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 driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
    • F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
    • 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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  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Transmission Device (AREA)

Abstract

本发明涉及用于执行混合动力变速器中的异步离合器到离合器切换的方法和设备。一种混合动力变速器包括第一和第二电机。一种响应于执行从初始连续可变模式到目标连续可变模式的切换的命令而操作混合动力变速器的方法包括：增加与以目标连续可变模式操作相关的即将接合的离合器的扭矩和对应地减小与以初始连续可变模式操作相关的即将脱离的离合器的扭矩。在即将脱离的离合器的停用时，控制第一和第二电机的扭矩输出与即将接合的离合器的扭矩，以使即将接合的离合器同步。在即将接合的离合器的同步时，增加对于即将接合的离合器的扭矩，并且以目标连续可变模式操作变速器。

Description

用于执行混合动力变速器中的异步离合器到离合器切换的方法和设备
政府合同权利
该发明根据由美国能源部授权的协议No.DE-FC26-08NT04386在美国政府的支持下作出。美国政府在该发明中可具有一定的权利。
技术领域
本公开涉及包括切换执行的用于混合动力变速器的控制系统。
背景技术
在该部分中的陈述仅提供与本公开相关的背景信息。因此，这样的陈述不旨在构成现有技术的承认。
混合动力总成构架可包括通过变速器装置将扭矩传递至输出构件的多个扭矩生成装置，包括内燃机和例如电机的非燃烧扭矩机械。已知的混合动力总成系统可构造成以多个连续可变的模式和多个固定档位操作范围状态操作，所述已知的混合动力总成系统的一个实施例包括双模式的复合-分流机电混合动力变速器。在一个实施例中，这样的混合动力变速器包括用于从原动机功率源、优选地从内燃机接收牵引扭矩的输入构件、和输出构件。输出构件可操作地连接至用于机动车辆的传动系，用于将牵引扭矩传递至那儿。作为电动机或发电机操作的扭矩机械可与来自内燃机的扭矩输入无关地产生到混合动力变速器的扭矩输入。扭矩机械可将通过车辆传动系传递的车辆动能转换成可储存在能量储存装置中的能量。控制系统监测来自车辆和操作者的各种输入，并提供混合动力总成的操作控制，包括控制变速器操作状态和换档、控制扭矩生成装置和调节能量储存装置与电机之间的功率互换，以管理变速器的包括扭矩和旋转速度的输出。
构造成以多个连续可变的模式操作的混合动力变速器在所述多个连续可变的模式之间执行切换，其中这样的切换包括启动将要接合的离合器和停用即将脱离的离合器。这样的切换可同步地或异步地执行，伴随着噪声/振动/声振粗糙度问题。
发明内容
一种混合动力变速器包括第一和第二电机。一种响应于执行从初始连续可变模式到目标连续可变模式的切换的命令操作混合动力变速器的方法包括提高与以目标连续可变模式操作相关的的离合器的扭矩和对应地降低与以初始连续可变模式操作相关的即将脱离的离合器的扭矩。在即将脱离的离合器的停用时，控制第一和第二电机的扭矩输出和即将接合的离合器的扭矩，以使即将接合的离合器同步。在即将接合的离合器的同步时，增加对于即将接合的离合器的扭矩，并且以目标连续可变模式操作变速器。
本发明提供以下技术方案：
1. 响应于执行从初始连续可变模式到目标连续可变模式的切换的命令而操作包括第一和第二电机的混合动力变速器的方法，包括：
增加与以所述目标连续可变模式操作相关的即将接合的离合器的扭矩和对应地减小与以所述初始连续可变模式操作相关的即将脱离的离合器的扭矩；
在所述即将脱离的离合器的停用时，控制所述第一和第二电机的扭矩输出与所述即将接合的离合器的扭矩，以使所述即将接合的离合器同步；以及
在所述即将接合的离合器的同步时，增加所述即将接合的离合器的扭矩并以所述目标连续可变模式操作所述变速器。
2. 根据方案1所述的方法，其中，增加所述即将接合的离合器的扭矩和对应地减小所述即将脱离的离合器的扭矩包括控制所述即将接合的离合器的扭矩，以响应输出扭矩请求产生变速器输出扭矩。
3. 根据方案1所述的方法，其中，增加所述即将接合的离合器的扭矩以等于减小所述即将脱离的离合器的扭矩的速率和大小的速率和大小发生。
4. 根据方案1所述的方法，其中，增加所述即将接合的离合器的扭矩和对应地减小所述即将脱离的离合器的扭矩包括根据以下关系确定所述即将接合的离合器的扭矩：
其中，Ta是对于所述第一电机的扭矩命令，
Tb是对于所述第二电机的扭矩命令，
Tcr2是所述即将脱离的离合器的离合器反作用扭矩，
Tc1_estimate是所述即将接合的离合器的扭矩的估计值，
To_Dsrd是所述输出扭矩请求，
Ni_dot是所述混合动力变速器的输入构件的旋转加速度，
No_dot是所述混合动力变速器的输出构件的加速度，
Ni是所述输入构件的旋转速度，
Nc是所述即将接合的离合器的离合器同步速度，以及
B是系统特殊标量值的3×6的矩阵。
5. 根据方案1所述的方法，其中，响应于包括操作者制动请求的输出扭矩请求，命令所述切换。
6. 根据方案1所述的方法，其中，响应于包括减速事件的输出扭矩请求，命令所述切换。
7. 操作构造成以两种连续可变模式中的一种操作的混合动力变速器的方法，包括：
监测对于执行所述混合动力变速器中的异步离合器到离合器切换的进入标准；以及
当满足所述进入标准时，响应于使所述混合动力变速器从初始连续可变模式切换至目标连续可变模式的命令，执行所述异步离合器到离合器切换；
其中，所述异步离合器到离合器切换包括：
增加与以所述目标连续可变模式操作相关的即将接合的离合器的扭矩和对应地减小与以所述初始连续可变模式操作相关的即将脱离的离合器的扭矩；
在所述即将脱离的离合器的停用时，控制所述第一和第二电机的扭矩输出与所述即将接合的离合器的扭矩，以使所述即将接合的离合器同步；以及
在所述即将接合的离合器的同步时，增加所述即将接合的离合器的扭矩并以所述目标连续可变模式操作。
8. 根据方案7所述的方法：
其中，监测所述进入标准包括监测变速器温度；以及
其中，当所述变速器温度大于阈值温度时，满足所述进入标准。
9. 根据方案7所述的方法，其中，增加所述即将接合的离合器的扭矩包括控制所述即将接合的离合器的扭矩，以响应输出扭矩请求产生变速器输出扭矩。
10. 根据方案7所述的方法，其中，增加所述即将接合的离合器的扭矩以等于减小所述即将脱离的离合器的扭矩的速率和大小的速率和大小发生。
11. 根据方案7所述的方法，其中，响应于包括操作者制动请求的输出扭矩请求，命令所述切换。
12. 根据方案7所述的方法，其中，响应于包括减速事件的输出扭矩请求，命令所述切换。
13. 操作包括第一和第二电机的混合动力变速器和构造成执行异步离合器到离合器切换的控制模块的方法，包括：
增加与以目标连续可变模式操作相关的即将接合的离合器的扭矩和对应地减小与以初始连续可变模式操作相关的即将脱离的离合器的扭矩包括：控制所述即将接合的离合器的扭矩，以控制所述混合动力变速器的输出扭矩的大小；
在所述即将脱离的离合器的停用时，控制所述第一和第二电机的扭矩输出与所述即将接合的离合器的扭矩，以使所述即将接合的离合器同步和响应输出扭矩请求；以及
在所述即将接合的离合器的同步时，响应于所述输出扭矩请求，增加所述即将接合的离合器的扭矩并以所述目标连续可变模式操作。
附图说明
现在将作为示例参考附图描述一个或多个实施例，其中：
图1是根据本公开的示例性混合动力总成的示意图；
图2是根据本公开的用于控制系统和混合动力总成的示例性构架的示意图；
图3图形性地示出根据本公开相对于包括描绘对于图1所示的混合动力总成的变速器操作范围状态的数据的变速器输出速度绘制的变速器输入速度；
图4图形地示出根据本公开与在异步离合器到离合器切换的执行期间操作混合动力总成系统相关的同时发生的参数；以及
图5是根据本公开用于评估与确定是否命令异步离合器到离合器切换相关的标准的控制方案的示意性流程图。
具体实施方式
现在参考其中显示仅为了图示某些示例性实施例而不是为了限制所述示例性实施例的附图，图1描绘了机电混合动力总成100。图示的机电混合动力总成100包括双模式的复合-分流机电混合动力变速器10和内燃机(发动机)14，所述双模式的复合-分流机电混合动力变速器10包括分别的第一和第二电机56和72。图示的机电混合动力总成100是构造成以至少两个连续可变的模式操作的混合动力总成系统的非限制性实施例。
发动机14与第一和第二电机56和72分别产生以传输至变速器10的扭矩的形式的功率。分别依据输入扭矩、电机A扭矩和电机B扭矩并分别依据输入速度、电机A速度和电机B速度描述从发动机14和第一与第二电机56与72的功率传输。生成的扭矩可以牵引扭矩或反作用扭矩的形式。牵引扭矩是正扭矩，所述正扭矩生成以加速变速器10的输出构件64，由此加速车辆。反作用扭矩是负扭矩，所述负扭矩生成以减速变速器10的输出构件64，由此使车辆减速。
发动机14优选地包括多缸内燃机，所述多缸内燃机选择性地以多种状态操作，以经由输入构件12将扭矩传输至变速器10，并且发动机14可以是火花点火或压缩点火发动机。发动机的操作由发动机控制模块(ECM)23控制。发动机14包括耦联至变速器10的输入构件12的曲轴。旋转速度传感器11监测输入构件12的旋转速度。由于在发动机14与变速器10之间的输入构件12上的例如液压泵和/或扭矩管理装置的扭矩消耗部件的安置，所以来自发动机14的包括旋转速度和发动机扭矩的功率输出可不同于到变速器10的输入速度和输入扭矩。
在一个实施例中，变速器10包括三个行星齿轮组24、26和28和四个可选择性地接合的扭矩传输装置，即离合器C1 70、C2 62、C3 73和C4 75。如在此所使用地，离合器指的是任何类型的摩擦扭矩传输装置，包括例如单板或复板离合器或组件、带式离合器和制动器。优选地由变速器控制模块(TCM)17控制的液压控制回路42操作，以控制离合器状态。离合器C2 62和C4 75优选地包括液压施加的旋转摩擦离合器。离合器C1 70和C3 73优选地包括可选择性地接地至变速器外壳68的液压控制的固定装置。离合器C1 70、C2 62、C3 73和C4 75中的每个离合器优选地是液压施加的，以经由液压控制回路42选择性地接收增压液压流体。
第一和第二电机56和72优选地包括三相交流电机和相应的解算器80和82，所述三相交流电机各自包括定子和转子。用于每个电机的电机定子接地至变速器外壳68的外部，并包括具有从其延伸的线圈电绕组的定子铁芯。用于第一电机56的转子支撑在经由第二行星齿轮组26操作地附接至轴60的毂衬齿轮上。用于第二电机72的转子固定地附接至套筒轴毂66。
解算器80和82中的每个解算器优选地包括可变磁阻装置，所述可变磁阻装置包括解算器定子和解算器转子。解算器80和82合适地位于并装配在第一和第二电机56和72中相应的一台电机上。解算器80和82中的每个解算器感测和监测解算器转子相对于解算器定子的旋转位置，从而监测第一和第二电机56和72中相应的一台电机的旋转位置。另外，解释从解算器80和82输出的信号，以便为第一和第二电机56和72提供旋转速度。
变速器10包括例如轴的输出构件64，所述输出构件64耦联至用于车辆的传动系90，以提供传输至车辆车轮93的输出功率，在附图1中示出了所述车辆车轮93中的一个。输出构件64处的输出功率的特征在于输出旋转速度和输出扭矩方面。变速器输出速度传感器84监测输出构件64的旋转速度和旋转方向。车辆车轮93中的每个车辆车轮优选地配备有适合监测轮速的传感器94，所述传感器94的输出由参考图2描述的分布式控制器系统的控制模块监测，以确定车辆速度、和用于制动控制、牵引控制和车辆加速管理的绝对轮速和相对轮速。车辆车轮93中的每个车辆车轮配备有用于施加摩擦制动扭矩的摩擦制动器95。
输入扭矩、电机A的扭矩和电机B的扭矩由于从燃料或储存在电能储存装置(ESD)74中的电势的能量转换而产生。ESD74是经由DC传输导体27耦联至逆变器模块(TPIM)19的高压DC。响应于对于电机A的扭矩和电机B的扭矩的命令，TPIM19采用传输导体29，以往返于第一电机56传输电功率，并且TPIM19类似地采用传输导体31，以往返于第二电机72传输电功率。根据ESD74被充电还是放电，往返于ESD74传送电流。TPIM19包括功率逆变器和相应的电机控制模块，所述相应的电机控制模块构造成接收扭矩命令，并响应于对于电机A的扭矩和电机B的扭矩的命令控制逆变器状态。功率逆变器包括已知的互补三相功率电子装置，并各自包括多个绝缘栅双极型晶体管，用于通过以高的频率转换来将来自ESD74的DC功率转变成用于给第一和第二电机56和72中相应的电机提供动力的AC功率。
图2示意性地示出了构造成控制图1的混合动力总成100的分布式控制器系统的实施例。在下文中描述的元件包括整车控制构架的子集，并提供图1所描述的混合动力总成100的协调系统控制。分布式控制模块系统综合相关的信息和输入，并执行例程以控制各种致动器，从而满足控制目标，包括与燃料经济性、排放、性能、驾驶性能和包括ESD74的电池和第一与第二电机56与72的硬件的保护相关的目标。分布式控制模块系统包括ECM23、TCM17、电池组控制模块(BPCM)21和TPIM19。混合控制模块(HCP)5提供ECM23、TCM17、BPCM21和TPIM19的监督控制与协调。用户接口(UI)13操作地连接至多个操作者输入装置，车辆操作者通过所述多个操作者输入装置产生用于控制和指导混合动力总成100的操作的输出扭矩请求。操作者输入装置可包括加速器踏板113、操作者制动踏板112、例如PRNDL选择器的变速器档位选择器114、车速巡航控制及用于确定输出扭矩请求的其他合适的装置。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，包括输出构件64的旋转方向，以使得车辆向前和向后方向的移动中的一种成为可能。
前述控制模块经由局域网(LAN)总线6与其他控制模块、传感器和致动器通信。LAN总线6允许各种控制模块之间的操作参数和致动器命令信号的状态的结构化通信。所利用的特定的通信协议是专用的。LAN总线6和合适的协议提供在前述控制模块与提供包括例如防抱死制动、牵引控制和车辆稳定性的功能性的其他控制模块之间的坚固的消息接发和多重控制模块交互。多种通信总线可用于改善通信速度并提供某一水平的信号冗余度和完整性。还可利用例如串行外设接口(SPI)总线的直接链接实现独立的控制模块之间的通信。
HCP5响应于来自用户接口13和包括ESD74的混合动力总成100的各种输入信号确定输出扭矩请求、输出扭矩命令、发动机输入扭矩命令、对于变速器10的应用的扭矩传输离合器C1 70、C2 62、C3 73、C4 75的离合器扭矩和对于第一与第二电机56与72的电机A扭矩与电机B扭矩命令。
ECM23连接至发动机14，以通过多个离散线路从传感器获取数据和控制发动机14的致动器。ECM23从HCP5接收发动机输入扭矩命令。ECM23基于传送至HCP5的监测的发动机转速和负荷确定在该时间点提供至变速器10的实际发动机输入扭矩。ECM23监测来自旋转速度传感器11的输入，以确定到输入构件12的发动机输入速度，所述发动机输入速度被转化成变速器输入速度。ECM23监测来自传感器的输入，以确定包括例如歧管压力、发动机冷却剂温度、周围空气温度和周围压力的其他发动机操作参数的状态。发动机负荷例如可由歧管压力确定，或者替代性地可由监测操作者对加速器踏板113的输入确定。ECM23产生并传送命令信号，以控制发动机致动器，例如包括燃料喷射器、点火模块和节气门控制模块，它们没有一个被示出。
TCM17操作地连接至变速器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。TCM17产生并传送命令信号，以控制变速器10，包括控制液压回路42。从TCM17到HCP5的输入包括对于离合器、即C1 70、C2 62、C3 73和C4 75中的每个离合器的估计的离合器扭矩和输出构件64的旋转输出速度。其他的致动器和传感器可用于为控制目的将来自TCM17的附加信息提供至HCP5。如在下文所描述地，TCM17监测来自压力开关的输入，并选择性地致动液压回路42的压力控制电磁阀和换挡电磁阀，以选择性地致动各种离合器C1 70、C2 62、C3 73和C4 75，从而实现各种变速器操作范围状态。
BPCM21信号地连接至传感器，以监测ESD74，包括电流和电压参数的状态，从而将表示ESD74的电池的参数状态的信息提供至HCP5。电池的参数状态优选地包括电池充电状态、电池电压、电池温度和可用的电池功率。
制动控制模块(BrCM)22操作地连接至车辆车轮93中的每个车辆车轮上的摩擦制动器95。BrCM22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，并将控制信号发送至HCP5，以诸如为了通过再生制动操作的能量捕获基于所述控制信号操作第一与第二电机56与72。这包括命令混和的制动扭矩，所述混和的制动扭矩是在车轮93处产生的摩擦制动扭矩与在输出构件64处产生的输出扭矩的组合，在输出构件64处产生的所述输出扭矩与传动系90反应，以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、处理器和类似的术语指的是一个或多个专用集成电路(ASIC)、电子电路、执行一种或多种软件或固件程序或例程的中央处理单元(优选地微处理器)和相关的存储器和储存器(只读、可编程只读、随机存取、硬盘等)、组合逻辑电路、输入/输出电路和装置、合适的信号调节和缓冲电路、以及提供所描述的功能性的其它部件中的任何一个或各种组合。软件、固件、程序、指令、例程、代码、算法和类似的术语指的是包括校准和查阅表的任何控制器可执行指令集。控制模块具有执行以提供期望的功能的一组控制例程。例程诸如由中央处理单元执行，并可操作以监测来自感测装置及其他网络控制模块的输入，和执行控制与诊断例程以控制致动器的操作。可在进行的发动机和车辆操作期间以规则的时间间隔、例如每隔3.125、6.25、12.5、25和100毫秒执行例程。替代性地，例程可响应于事件的出现执行。
混合动力总成100选择性地以以下参考表1描述的多种推进状态中的一种操作，所述多种推进状态依据包括发动机运转状态(ON)和发动机停机状态(OFF)中的一种的发动机状态和包括多个固定档位和连续可变模式的变速器操作范围状态描述。
表1
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表1指示了对于在此描述的实施例的变速器操作范围状态中的每种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的输入到输出速度的固定比操作。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，以实现相对于输入速度的相应地增加的输出速度。发动机状态包括发动机运转状态(ON)和发动机停机状态(OFF)。发动机运转状态包括其中发动机14旋转但不供燃料的燃料切断模式(FCO)。为了该说明，当发动机状态为OFF时，发动机输入速度等于零转每分钟（RPM），即发动机曲轴不旋转。在EVT模式1和EVT模式2中，发动机状态可为ON或OFF。
响应于如由用户接口13捕获的经由加速踏板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控制模块确定扭矩命令，以控制包括发动机14与第一和第二电机56和72的扭矩致动器，从而满足输出构件64处的传输至传动系90的输出扭矩请求。响应于来自用户接口13的输入信号，HCP5确定输出扭矩请求，并产生用于操作混合动力总成的元件的命令。用于操作混合动力总成100的元件的命令包括响应于输出扭矩请求从变速器10到传动系90的输出扭矩命令、来自发动机14的输入扭矩、对于变速器10的扭矩传输离合器C1 70、C2 62、C3 73、C4 75的离合器扭矩和分别对于第一和第二电机56和72的电机A扭矩和电机B扭矩命令。最终的车辆加速度可受例如包括道路负荷、道路坡度和车辆质量的其他因素的影响。基于混合动力总成100的操作参数确定发动机状态和变速器操作范围状态。这如先前所描述地包括通过加速踏板113和制动踏板112传送至用户接口13的输出扭矩请求。优选的变速器操作范围状态和优选的发动机状态的选择可以以由在电能生成模式中或在扭矩生成模式中操作第一和第二电机56和72的命令所引起的扭矩需求为基础。可由最佳算法或例程确定优选的变速器操作范围状态和优选的发动机状态的选择，所述最佳算法或例程基于操作者对功率的需求、电池充电状态、和发动机14与第一和第二电机56和72的能量效率确定最佳系统效率。控制系统响应于执行的优化例程的结果，控制输入扭矩、电机A扭矩和电机B扭矩，并且优化系统效率，从而响应于输出扭矩请求管理燃料经济性和电池充电。此外，可基于部件或系统中的故障确定操作。HCP5监测扭矩致动器，并确定输出构件64处来自变速器10的功率输出，所述功率输出需要在满足例如给ESD74充电的其他动力总成操作需求的同时实现输出扭矩请求。如从以上说明显而易见地，ESD74与第一和第二电机56和72为在它们之间的功率流而被电操作地耦联。此外，发动机14、第一和第二电机56和72与机电变速器10被机械操作地耦联，以在它们之间传输功率，从而产生到输出构件64的功率流。
图3图示地示出了相对于变速器输出速度(RPM)320绘制的变速器输入速度(RPM)310，其中数据包括对于图1和2所示的混合动力总成系统100的实施例的表1中所描述的变速器操作范围状态的输入速度310与输出速度320之间的关系。G1 312、G2 314、G3 316和G4 318的固定档位模式被描绘成单独的线。EVT模式1 313和EVT模式2 315的连续可变模式被描绘成操作范围。
如先前所描述地，通过仅应用离合器C1 70而实现EVT模式1中的操作，并且通过仅应用离合器C2 62而实现EVT模式2中的操作。执行连续可变模式中的第一种与连续可变模式中的第二种之间的切换的已知方法包括执行同步的模式到模式切换，其包括在导致离合器C1 70和离合器C2 62的同时应用的其中一个固定档位模式、即在一个实施例中的G2中的中间操作。如所意识到地，包括以固定档位G2的操作的同步模式到模式切换可能要求通过调节发动机转速实现的输入速度的变化。调节发动机转速以实现固定档位G2中的中间操作可导致不可接受的噪声、振动和声振粗糙度(NVH)，例如包括车辆操作者可察觉的意外的发动机转速的命令提高。由于消耗以燃料和/或电功率的形式的能量以提高发动机转速，所以调节发动机转速以实现固定档位G2中的中间操作增加了操作成本。发动机转速的调节包括在降档期间提高发动机转速和在升档期间降低发动机转速。响应于输出扭矩请求和混合动力总成100的能力选择优选的变速器操作范围状态，以满足该输出扭矩请求。
只要满足或以另外的方式满足合适的进入标准，HCP5就命令异步的离合器到离合器切换的执行，以实现初始连续可变模式与目标连续可变模式之间的切换。参考图4描述并描绘示例性的异步的离合器到离合器切换。参考图5描述对于执行异步的离合器到离合器切换的进入标准。异步离合器到离合器切换是从初始连续可变模式到目标连续可变模式的变速器换档操作，所述变速器换档操作包括顺序地执行补给周期(staging period)、第一周期和第二周期。补给周期包括即将接合(OC)的离合器的液压补给。第一周期包括当液压地启动OC离合器并且液压地停用OG离合器时，通过即将脱离(OG)的离合器和滑移的OC离合器的同时重叠启动和扭矩传输。第二周期在OG离合器基本上被停用从而脱开时开始，并包括以速度阶段的第一和第二电机56和72的控制，以使OC离合器元件同步。第二周期在OC离合器的元件同步时终止，以允许在变速器以目标连续可变模式操作的情况下完全启动OC离合器。
图4图形地示出了与从EVT模式2到EVT模式1的异步的离合器到离合器切换的执行相关的多个时间重合的参数，并参考操作混合动力总成100的实施例描述。异步离合器到离合器切换的该执行被描述为响应于输出扭矩请求从EVT模式2到EVT模式1的降档事件，所述降档事件是滑行事件(即，操作者已中止对加速踏板113或制动踏板112的输入)或者其中操作者已通过制动踏板112命令净制动扭矩的制动事件。其他的操作状况可导致执行异步离合器到离合器切换的命令。
相对于经过时间410绘制时间重合的参数，并且所述时间重合的参数包括速度标度(RPM)420、系统扭矩标度(N-m)430和离合器扭矩标度(N-m)440。在速度标度(RPM)420上示出的参数包括OG离合器速度422、OC离合器速度424和发动机输入速度426。OG离合器速度422和OC离合器速度424指示离合器元件之间的相对速度，从而0RPM的速度指示对于离合器元件的同步速度。系统扭矩标度430包括对于扭矩致动器的扭矩命令，包括电机A扭矩432、电机B扭矩434和输入扭矩436。还示出了输出扭矩请求438和实现的输出扭矩439。在离合器扭矩标度440上示出的参数包括OG离合器扭矩命令442、OC离合器扭矩命令444和实现的OC离合器扭矩446。如在此所示并描述地，当混合动力总成100从EVT模式2切换至EVT模式1时，离合器C2 70是即将脱离的离合器，并且离合器C1 62是即将接合的离合器。时间点包括指示补给周期412、第一周期414和第二周期416的开始和终止的时间点411、413、415和417。
补给周期412实现即将接合(OC)的离合器的液压补给，并被示出在时间点411开始。这包括启动液压回路42的元件，以准备在提高压力以启动OC离合器之前在液压预填充动作中提高即将接合的离合器的压力。发动机14如所图示地当前以FCO模式操作，即旋转并处于不供燃料状况，并从而产生净负扭矩。因此，控制电机A扭矩432和电机B扭矩434，以响应于考虑输入扭矩436的输出扭矩请求438产生实现的输出扭矩439。OC离合器扭矩命令444保留在零扭矩处，如由OG离合器扭矩命令442所指示地，扭矩负荷通过变速器由OG离合器承载。
在当存在OG离合器扭矩命令442的命令的降低和OC离合器扭矩命令444的对应的命令的提高时的时间点413，补给周期412终止，并且第一周期414开始。OG离合器扭矩命令442的命令的降低包括降低的速率和大小，其优选地与实现的OC离合器扭矩446的提高的命令的速率和大小对应，以便最小化或消除由于离合器启动的变化引起的输出扭矩的任何干扰。
第一周期414操作，以在输出扭矩上没有干扰或者最小的干扰的情况下实现OG离合器与OC离合器之间的扭矩交换，如下。如所指示地，OC离合器扭矩命令444包括到第一扭矩大小443的斜坡提高，并且实现的即将接合的离合器扭矩446响应于此而提高。当实现的OC离合器扭矩446提高时，OC离合器速度424持续下滑，但朝同步速度降低。OC离合器速度422在第一周期414期间保持在零处并且无变化，指示在OG离合器中没有离合器滑移。发动机输入速度426可开始稍微提高，以降低OC离合器的滑差速度，从而缩短换挡事件的经过的时间。第一周期414包括当液压地启动OC离合器并且液压地停用OG离合器时，利用OG离合器和OC离合器的重叠的离合器启动和扭矩传输。
在EVT模式2中的操作期间，包括在第一周期414期间，可利用以下方程求解对于OC离合器的目标或命令的离合器扭矩，即Tc1_Tgt(当OC离合器是C1 70时)。
相关的输出项包括：NiDotDsrd，其是期望的发动机输入加速度；To_Dsrd，其是期望的输出扭矩，即由车辆操作者产生的输出扭矩请求；和Tc2，其是对于OG离合器(离合器C2)的离合器扭矩。对于OG离合器的离合器扭矩假定为零，以确定来自OC离合器的扭矩贡献，从而满足方程EQ1。控制和/或约束系统的操作以限制扭矩输出的相关控制项包括：Ta，其是电机A扭矩；Tb，其是电机B扭矩；Te，其是发动机输入扭矩；NC1Dot_Dsrd，其是期望的OC离合器加速度(与OC离合器同步相关)；Ni，其是输入构件12的旋转速度；No，其是输出构件64的旋转速度；和No_dot，其是输出构件64的加速度。Ta和Tb项分别表示最小和最大电机扭矩极限。当以EVT模式2操作时，期望的OC离合器加速度为零。A1是系统特殊标量值的2×4的矩阵。A2是系统特殊标量值的1×4的矩阵。A3是系统特殊标量值的4×4的矩阵。控制和/或约束系统的操作的控制项包括矩阵A1、A2和A3，所述矩阵A1、A2和A3包含考虑系统约束的系统特殊标量值，所述系统约束包括对电机A扭矩、电机B扭矩、电池功率和系统惯性的约束。采用方程1通过采用相关的输出项与最小和最大电机扭矩极限最初解出对OC离合器的目标离合器扭矩来确定对于OC离合器的目标离合器扭矩。应用另外的约束，包括与对于操作范围状态的前述离合器加速相关的电池功率极限和离合器能量，以便确定对于OC离合器的目标离合器扭矩。
对于OC离合器的目标离合器扭矩示出为图4所示的OC离合器扭矩命令444。对于OC离合器的目标离合器扭矩还受OC离合器能量极限和OC离合器在其内可控的操作区域约束。TCM17通过产生离合器电磁阀命令来实现对于OC离合器的目标离合器扭矩。应意识到的是，由于机械和液压系统响应，所以实现的OC离合器扭矩446落后于OC离合器扭矩命令444。在一个实施例中，利用已知的离合器扭矩估计方案估计实现的OC离合器扭矩446。
使用估计的实现的即将接合的离合器扭矩作为约束中的一个约束，可求解在第一周期414期间的EVT模式2中的操作。这导致方程1重写为方程2，如下。
                  [2]
相关的输出项包括：Ta，其是电机A扭矩命令；Tb，其是电机B扭矩命令；和Tcr2，其是OG离合器(离合器C2)的离合器反作用扭矩。控制和/或约束系统的操作的相关控制项包括：估计的实现的即将接合的离合器扭矩Tc1_estimate；To_Dsrd，其是期望的输出扭矩，即由车辆操作者产生的输出扭矩请求；Ni_dot，其是经由输入构件12的发动机14的旋转加速度；No_dot，其是输出构件64的加速度；Ni，其是经由输入构件12的发动机14的旋转速度；和Nc，其是OC离合器(C1)的离合器同步速度。[B]是系统特殊标量值的3×6的矩阵。控制和/或约束系统的操作的控制项包括矩阵[B]的项，所述矩阵[B]包含系统特殊标量值，所述系统特殊标量值考虑包括对电机A扭矩和电机B扭矩的约束和电池功率约束的系统约束、液压滞后和系统惯性。
控制系统采用方程2，以控制系统的操作，包括利用估计的实现的即将接合的离合器扭矩和控制和/或约束系统的操作的控制项求出电机A扭矩和电机B扭矩以及OG离合器的最后所得到的离合器反作用扭矩。当估计的实现的即将接合的离合器扭矩斜坡上升时，对于已知的期望的输出扭矩存在OG离合器的离合器反作用扭矩的对应的降低。因此，卸载由OG离合器承载的扭矩。如果估计的实现的即将接合的离合器扭矩达到对于OC离合器的目标离合器扭矩，则操作继续从OG离合器卸载扭矩，因而产生在操作的第一周期414期间输出扭矩的降低。第一周期414在OG离合器基本上被停用从而脱开时终止。OG离合器扭矩命令442降低至使得OG离合器不能保持同步的大小，从而所述OG离合器的元件开始异步地旋转。在时间点415处指示第一周期414的终止，在该点处，OC离合器将所有的扭矩通过变速器10传输至输出构件64。
如在时间点415处所指示地，第二周期在OG离合器基本上被停用时开始。第二周期416包括以速度阶段的第一和第二电机56和72的控制，以使OC离合器元件同步，并实现响应输出扭矩命令438的输出扭矩439。存在OC离合器扭矩命令444的逐步提高、电机A扭矩432的对应降低以及电机B扭矩434的对应提高，以随后在时间点417处发生使OC离合器的元件的速度同步。在时间点415处提高OC离合器扭矩命令444，以通过控制第一和第二电机56和72使OC离合器同步，从而产生正输出扭矩，从而存在对提高的OC离合器扭矩的需求，以取消正输出扭矩，从而满足输出扭矩命令438。
在以速度阶段的操作期间，包括在第二周期416期间，可利用一下方程解算输出扭矩To。
相关的输出项包括：Ta，其是电机A扭矩；Tb，其是电机B扭矩；和To，其是输出扭矩。
控制和/或约束系统的操作的相关控制项包括：估计的实现的即将接合的离合器扭矩Tc1_estimate；NclDot，其是OC离合器(C1)的离合器加速度；Ni_dot，其是经由输入构件12的发动机14的旋转加速度；No_dot，其是输出构件64的加速度；Ni，其是经由输入构件12的发动机14的旋转速度；和Nc，其是OC离合器(C1)的离合器同步速度。[C]是系统特殊标量值的3×6的矩阵。控制和/或约束系统的操作的控制项包括矩阵[C]的项，所述矩阵[C]包含系统特殊标量值，所述系统特殊标量值考虑包括与电机A扭矩和电机B扭矩、电池功率、液压滞后和系统惯性相关的约束的系统约束。
在第二周期416中的操作期间，例如，如时间点419处所示，可能有以将发动机模式变成发动机停机状态的命令的形式的关闭发动机的命令。将发动机模式变成发动机停机状态的命令要求电机A扭矩432的进一步减小，如所指示地，发动机输入速度426相应地斜坡减小到零。当达到OC离合器的元件的速度的同步时，电机B扭矩434减小，以允许OC离合器的平稳的同步和启动。
如在时间点417处所指示地，第二周期416在OC离合器的元件同步并且OC离合器扭矩命令444作为逐步命令而增加时终止，以允许在变速器以目标连续可变模式操作的情况下完全启动OC离合器。OC离合器速度424为零，指示同步和零离合器滑移。
以目标连续可变模式操作包括控制电机A扭矩432和电机B扭矩434，使得实现的输出扭矩439响应于输出扭矩请求438。该操作允许目标连续可变模式中的再生能量的回收，包括在发动机处于发动机停机状态的情况下操作的可能。该异步的离合器到离合器切换排除具有其相关的功率成本和约束的固定档位G2中的中间操作。异步离合器到离合器切换在发动机处于OFF状态(M1_Eng_Off)的情况下实现到以第一EVT模式操作变速器10的快速过渡。
在目标连续可变模式中的后续操作期间，可利用以下方程解算输出扭矩To：
                                          [4]
其中，To_acv是实现的输出扭矩，所述实现的输出扭矩在NiDotDsrd作为优选的输入加速度的情况下利用方程4确定，
TC1是OC离合器、即C1的离合器容量，以及
[K1]、[K2]和[K3]是系统特殊标量值的矩阵。
控制和/或约束系统的操作的控制项包括包含系统特殊标量值的矩阵[K1]、[K2]和[K3]的项，所述系统特殊标量值考虑包括对电机A扭矩和电机B扭矩的约束和电池功率约束的系统约束、液压滞后和系统惯性。
图5示意性地示出了用于控制混合动力总成100的操作的流程图500，所述流程图500包括评估与确定是否命令异步的离合器到离合器切换相关的标准。表2作为图5的图解被提供，其中数字标明的块和对应的功能如下阐述。
表2
。
流程图500在混合动力总成100的控制模块中的一个控制模块中作为一个或多个例程被执行。有规则地并且不间断地监测包括变速器10的混合动力总成100的操作，其中监测的状态包括变速器操作范围状态、输出扭矩请求、发动机输入速度、变速器的输出速度、变速器油温及其他参数(502)。
例如在当前的变速器操作范围状态和目标的变速器操作范围状态均为连续可变模式时，初始地确定异步离合器到离合器切换的执行是否是优选的切换执行策略(504)。这包括确定当前的变速器操作范围状态是否是连续可变模式中的一种(1)。应意识到的是，如果当前的和目标的变速器操作范围状态中的一个或两者是固定档位状态(0)，则不允许异步离合器到离合器切换的执行(520)。
确定输出扭矩请求是否在对于异步离合器到离合器切换的执行的允许范围内(506)。对于输出扭矩请求的允许范围包括在一个实施例中与对加速踏板113具有最小输入或者没有输入的操作者相关的输出扭矩请求，所述输出扭矩请求包括滑行和制动事件。在一个实施例中，当操作者接合加速踏板113以请求输出扭矩时，输出扭矩请求在对于异步离合器到离合器切换的执行的允许范围外(0)，并且不允许异步离合器到离合器切换的执行(520)。可选择用于允许或禁止异步离合器到离合器切换的执行的其他合适的输出扭矩请求状态。
确定发动机转速从当前发动机转速到目标发动机转速的变化是否低于NVH阈值(508)，所述目标发动机转速为实现与同步模式到模式切换相关的固定档位操作（例如档位G2）所需。NVH阈值是对于在滑行事件或制动事件中想不到的并且对车辆操作者可察觉的发动机转速的变化的最大阈值。在一个实施例中，合适的最大NVH阈值可以是在700RPM的范围内的发动机转速的变化。于是，如果与同步模式到模式切换相关的发动机转速的变化大于NVH阈值(1)，则不允许异步切换的执行(520)。否则，如果发动机转速的变化低于NVH阈值(0)，则如果发动机转速的变化低于NVH阈值，操作继续。
确定对于以目标连续可变模式操作来操作的目标发动机转速是否接近执行同步模式到模式切换所需的发动机转速(510)。这暗示发动机在完成换档执行之后将保留在ON状态。当对于以目标连续可变模式操作来操作的目标发动机转速大致接近执行同步模式到模式切换所需的发动机转速时(1)，由于对执行异步离合器到离合器切换对于NVH没有益处，所以控制系统优选地选择执行同步模式到模式切换。因此，不允许异步离合器到离合器切换的执行(520)。否则，当对于以目标连续可变模式操作来操作的目标发动机转速大致低于执行同步模式到模式切换所需的发动机转速时(0)，操作继续。
确定变速器油温是否大于最小阈值(512)。当变速器油温小于最小阈值时(0)，不允许异步切换的执行(520)。该动作避免在当变速器没有充分地变热时的情况下对变速器的不适当的机械应力。否则，当变速器油温大于最小阈值时(1)，操作继续。
确定命令的动力总成输出扭矩是否大于允许极限(514)。因为由于再生制动的损失引起的充电损失在一定条件下可能不可接受(0)，所以当命令动力总成制动的大小时，不希望异步离合器到离合器切换的执行，并且不允许异步离合器到离合器切换的执行(520)。否则，操作继续(1)。
确定当前输出扭矩是否低于对于异步离合器到离合器切换的允许极限。如果是这样的话(0)，则不允许异步离合器到离合器切换的执行(520)。否则(1)，则允许异步离合器到离合器切换的执行(518)。
当不允许异步离合器到离合器切换时，执行另一切换，例如同步模式到模式切换(520)。
已示出作为优选的切换执行策略的异步离合器到离合器切换的执行，以降低在换档期间的NVH，降低换档相关的燃料消耗、增加能量回收。通过避免与同步切换的执行相关的发动机转速增加来降低与切换相关的燃料消耗。在变速器以EVT模式1和随后的再生制动模式操作来操作的情况下，通过允许发动机到发动机停机状态的急剧变化来增加能量回收。
本公开已描述了某些优选的实施例及所述某些优选实施例的变型。本领域的技术人员在阅读和理解说明书时可想到另外的变型和变更。因此，本公开不应局限于作为设想用于实施本公开的最佳模式而公开的特定实施例，而是本公开应包括落入所附权利要求的范围内的所有实施例。

Claims (11)

1.响应于执行从初始连续可变模式到目标连续可变模式的切换的命令而操作包括第一和第二电机的混合动力变速器的方法，包括：
增加与以所述目标连续可变模式操作相关的即将接合的离合器的扭矩和对应地减小与以所述初始连续可变模式操作相关的即将脱离的离合器的扭矩；
在所述即将脱离的离合器的停用时，控制所述第一和第二电机的扭矩输出与所述即将接合的离合器的扭矩，以使所述即将接合的离合器同步；以及
在所述即将接合的离合器的同步时，增加所述即将接合的离合器的扭矩并以所述目标连续可变模式操作所述变速器；
其中，增加所述即将接合的离合器的扭矩以等于减小所述即将脱离的离合器的扭矩的速率和大小的速率和大小发生。
2.根据权利要求1所述的方法，其中，增加所述即将接合的离合器的扭矩和对应地减小所述即将脱离的离合器的扭矩包括控制所述即将接合的离合器的扭矩，以响应输出扭矩请求产生变速器输出扭矩。
3.根据权利要求1所述的方法，其中，增加所述即将接合的离合器的扭矩和对应地减小所述即将脱离的离合器的扭矩包括根据以下关系确定所述即将接合的离合器的扭矩：
其中，Ta是对于所述第一电机的扭矩命令，
Tb是对于所述第二电机的扭矩命令，
Tcr2是所述即将脱离的离合器的离合器反作用扭矩，
Tc1_estimate是所述即将接合的离合器的扭矩的估计值，
To_Dsrd是输出扭矩请求，
Ni_dot是所述混合动力变速器的输入构件的旋转加速度，
No_dot是所述混合动力变速器的输出构件的加速度，
Ni是所述输入构件的旋转速度，
Nc是所述即将接合的离合器的离合器同步速度，以及
B是系统特殊标量值的3×6的矩阵。
4.根据权利要求1所述的方法，其中，响应于包括操作者制动请求的输出扭矩请求，命令所述切换。
5.根据权利要求1所述的方法，其中，响应于包括减速事件的输出扭矩请求，命令所述切换。
6.操作构造成以两种连续可变模式中的一种操作的混合动力变速器的方法，包括：
监测对于执行所述混合动力变速器中的异步离合器到离合器切换的进入标准；以及
当满足所述进入标准时，响应于使所述混合动力变速器从初始连续可变模式切换至目标连续可变模式的命令，执行所述异步离合器到离合器切换；
其中，所述异步离合器到离合器切换包括：
增加与以所述目标连续可变模式操作相关的即将接合的离合器的扭矩和对应地减小与以所述初始连续可变模式操作相关的即将脱离的离合器的扭矩；
在所述即将脱离的离合器的停用时，控制第一电机和第二电机的扭矩输出与所述即将接合的离合器的扭矩，以使所述即将接合的离合器同步；以及
在所述即将接合的离合器的同步时，增加所述即将接合的离合器的扭矩并以所述目标连续可变模式操作；
其中，增加所述即将接合的离合器的扭矩以等于减小所述即将脱离的离合器的扭矩的速率和大小的速率和大小发生。
7.根据权利要求6所述的方法：
其中，监测所述进入标准包括监测变速器温度；以及
其中，当所述变速器温度大于阈值温度时，满足所述进入标准。
8.根据权利要求6所述的方法，其中，增加所述即将接合的离合器的扭矩包括控制所述即将接合的离合器的扭矩，以响应输出扭矩请求产生变速器输出扭矩。
9.根据权利要求6所述的方法，其中，响应于包括操作者制动请求的输出扭矩请求，命令所述切换。
10.根据权利要求6所述的方法，其中，响应于包括减速事件的输出扭矩请求，命令所述切换。
11.操作包括第一和第二电机的混合动力变速器和构造成执行异步离合器到离合器切换的控制模块的方法，包括：
增加与以目标连续可变模式操作相关的即将接合的离合器的扭矩和对应地减小与以初始连续可变模式操作相关的即将脱离的离合器的扭矩包括：控制所述即将接合的离合器的扭矩，以控制所述混合动力变速器的输出扭矩的大小，其中，增加所述即将接合的离合器的扭矩以等于减小所述即将脱离的离合器的扭矩的速率和大小的速率和大小发生；
在所述即将脱离的离合器的停用时，控制所述第一和第二电机的扭矩输出与所述即将接合的离合器的扭矩，以使所述即将接合的离合器同步和响应输出扭矩请求；以及
在所述即将接合的离合器的同步时，响应于所述输出扭矩请求，增加所述即将接合的离合器的扭矩并以所述目标连续可变模式操作。
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