CN103386962A - 车辆及控制车辆的动力传动系统部件的方法 - Google Patents

车辆及控制车辆的动力传动系统部件的方法 Download PDF

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CN103386962A
CN103386962A CN2013101647724A CN201310164772A CN103386962A CN 103386962 A CN103386962 A CN 103386962A CN 2013101647724 A CN2013101647724 A CN 2013101647724A CN 201310164772 A CN201310164772 A CN 201310164772A CN 103386962 A CN103386962 A CN 103386962A
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tor
rotating speed
driving engine
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CN103386962B (zh
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伯纳德·D·内佛西
丹尼尔·斯科特·科尔文
马文·保罗·克拉斯卡
迈克尔·约翰·安赛雷乌斯基
姜洪
费列克斯·纳多瑞兹夫
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Ford Global Technologies LLC
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    • 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
    • B60K6/42—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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
    • 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
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • 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
    • B60W30/18009—Propelling the vehicle related to particular drive situations
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    • 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
    • B60K6/42—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
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
    • 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
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    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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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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    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
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    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
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    • F16H2059/465—Detecting slip, e.g. clutch slip ratio
    • F16H2059/467—Detecting slip, e.g. clutch slip ratio of torque converter
    • 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
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Abstract

本发明提供了一种车辆，车辆包括发动机、牵引马达以及通过牵引马达驱动的变矩器。离合器装置将变矩器的输出机械地耦合至传动装置。车辆中提供的控制器配置用于响应于牵引马达的转速增加而命令离合器装置的打滑的增加或离合器压力的减小。在牵引马达转速增加期间打滑增加的指令能实现变矩器的扭矩比和至变矩器的输入扭矩的乘积保持大体恒定。

Description

车辆及控制车辆的动力传动系统部件的方法
技术领域
本发明涉及混合动力电动车辆中动力传动系统的控制。
背景技术
混合动力电动车辆（HEV）包括内燃发动机和牵引马达以提供动力来推进车辆。在HEV中提高燃料经济性的一种方法是当车辆不动、怠速或缓慢行进时由于动力需求低而关闭发动机。然而，如果驾驶员动力需求足够高使得牵引马达不能提供足够的动力来满足需求，或者如果牵引电池的荷电状态（SOC）低于特定阈值，发动机必须被起动或保持运转以补充牵引马达和/或电池的动力不足。即使当发动机已经在运转中时，例如SOC的进一步减小可能导致需要增加发动机动力输出。
发明内容
根据本发明的一个方面，车辆包括变矩器、被配置为驱动变矩器的电机以及传动装置。提供一种被配置为将变矩器的输出机械地耦合至传动装置的离合器设置。至少一个控制器被配置为响应于电机转速的增加而命令离合器设置的打滑的增加。变矩器的扭矩比（torque ratio）与至变矩器的输入扭矩的乘积在电机转速增加期间保持大体上恒定。
附图说明
图1是车辆的示意图；
图2是变速器与图1中显示的其它部件组合的示意图；
图3是说明带动发动机期间用于控制离合器的算法的流程图；以及
图4是说明发动机扭矩增加期间用于控制离合器的算法的流程图。
具体实施方式
此处公开了本发明的实施例。但是应理解，所公开的实施例仅为示例并且其它的实施例可以采用各种替代的形式。附图无需按比例绘制；可放大或缩小一些特征以显示特定部件的细节。所以，此处所公开的具体结构和功能细节不应解释为限定，而仅为教导本领域技术人员以多种形式实施本发明的代表性基础。本技术领域中的技术人员应理解，参考附图中任一附图说明和描述的多个特征能与一个或多个其它附图中说明的特征组合以形成没有明确说明或描述的实施例。说明的特征组合提供用于典型应用的代表性实施例。特征的多种组合和变型与本发明的教导一致，但是可根据需要用于特定应用或实施。
参考图1，说明了根据本发明的一个实施例的车辆10的示意图。车辆10为HEV。车辆10的动力传动系统或传动系包括发动机12、电机或马达/发电机（M/G）14以及设置在M/G14和车轮18之间的变速器。在M/G14和变速器16之间提供有变矩器19。变矩器19将旋转动力从M/G14传输至变速器16。应理解的，可提供一个或多个离合器替代变矩器19以将扭矩从M/G14选择性地传输至变速器16。其它配置也是可以的。
M/G14可通过接收来自发动机12的扭矩并供应交流（AC）电压至逆变器20而作为发电机运转，其中逆变器将该电压转换为直流（DC）电压以向牵引电池或电池22充电。可通过利用再生制动以将车辆10的制动能量转换为存储在电池22中的电能而使M/G14作为发电机运转。可替代地，M/G14可作为马达运转。M/G14从逆变器20和电池22接收电力并提供扭矩通过变矩器19（或离合器）、通过变速器16而最终至车轮18。可提供差速器24用于分配从变速器16输出至车辆18的扭矩。
第一离合器或分离离合器26位于发动机12和M/G14之间。分离离合器26可以完全打开、部分接合或者完全接合（锁定）。为了起动发动机12，当分离离合器中26至少部分接合时M/G14使发动机12旋转。一旦通过M/G14将发动机12旋转至特定转速（例如约100-200转/分（rpm）），可以开始添加燃料和点火。这能够“起动”发动机12并将扭矩提供回至M/G14，从而M/G14能向电池22充电和/或驱动车轮18以推进车辆10。可替代地，可提供独立的发动机起动机马达（未显示）。
车辆10还包括控制系统，在图1的实施例中显示为三个独立的控制器：发动机控制模块（ECM）28、变速器控制模块（TCM）30以及车辆系统控制器（VSC）32。ECM28直接连接至发动机12，而TCM30可连接至M/G14和变速器16。三个控制器28、30、32通过控制器局域网（CAN）34而相互连接。VSC32命令ECM28控制发动机12并且命令TCM30控制M/G14和变速器16。尽管车辆10的控制系统包括三个独立的控制器，但是这类系统根据需要还可包括三个以上或以下的控制器。例如，独立的马达控制模块可直接连接至M/G14和CAN34中的其它控制器。
参考图2，详细显示了变速器16。应理解图2仅举例说明变速器16的一种配置。在利用图2中示例配置的车辆10中，由于变速器中的多个离合器和行星齿轮组，所以在车辆中可以不需要变矩器。因此应理解简化的变速器16可与变矩器组合使用，其中在变速器16中需要更少的离合器和行星齿轮组。可以预想使用本技术领域中已知的使用或不使用变矩器的各种离合器和/或行星齿轮组的多个其它实施例。
图2中的变速器16包括单独从发动机12和M/G14或者其组合接收扭矩的输入轴40。输入轴40可操作地连接至第二离合器42和第三离合器44。第二离合器42和第三离合器44中的每个的一部分连接至第一行星齿轮组（PG）46，该行星齿轮组连接至第二行星齿轮组（PG）48。反向离合器或第四离合器49以及低速反向制动器（low-and-reverse）或第五离合器50也可连接至PG48。第二PG48驱动带或链52以传输动力至第三行星齿轮组（PG）54。行星齿轮组46、48、54中的每个可包括中心齿轮、环形齿轮和行星齿轮架，以在变速器16中提供各种传动比。第三PG52提供最终的传动比以将扭矩从变速器16传输至差速器24。
泵56根据TCM30的指示向每个离合器提供压力以接合/分离每个离合器。应理解，类似于分离离合器26的运转，离合器42、44、49、50中的一个或多个可以被控制为接合（锁定）、部分接合或者完全分离。例如，当第二离合器42和/或第三离合器44分离时，变速器16可与M/G14分离，从而没有扭矩通过变速器16传输到车轮18。还应理解，虽然离合器42、44说明作为变速器16的一部分，但是代替集成在变速器16中，可在M/G14和变速器16之间独立地使用一个或多个离合器。
参考图1-2，当动力需求低于阈值时，发动机12可以停机以节约燃料。当发动机12停机时，M/G14通过接收来自电池22中存储的能量并推进车辆10而作为电机（马达）运转。如上文描述的，M/G14和电池22实现车辆10的所有能量需求，直到需要起动发动机12来补充M/G14的动力以实现动力需求时。
特定工况下，车辆的动力需求相对较低并且因此对发动机12的动力需求较低且可以不需要它而实现车辆的动力需求。这类工况中的一种是当车辆10停车而用户压下制动器踏板时。另一种这类工况是当车辆10处于怠速中，即车辆10静止也没有压下加速器踏板。当怠速时，例如假设在车辆处于怠速时车辆中的附件（例如空调、收音机、灯等）需要的电力低于特定阈值，动力需求可能不高，从而发动机12可以停机（如果已经运转）或者继续停机（如果已经停机）。从而电池22和附件电池（未显示）实现车辆怠速期间的动力需求。另一种这样的工况是当车辆10正在“缓慢行进”（creep）时。在缓慢行进期间，M/G14可向车轮输出小量扭矩使得当用户释放制动器踏板时车辆10在斜坡上微微向前移动或保持静止。
停车、怠速和缓慢行进是车辆10的三个示例工况，其中可以不需要发动机12来驱动车轮18且从而发动机12可以停机。当车辆10的用户压下加速器踏板且M/G14不能单独提供需要的扭矩时需要发动机12。然而，在特定情况中即使车辆10保持停车、怠速或缓慢行进时也可能需要发动机12来补充动力需求。例如，如果电池22的SOC下降到预定阈值以下，需要发动机12用于实现车辆10的动力需求。VSC32发送请求以起动或“带动（pulled-up）”发动机12。为了带动发动机12，M/G14运转以提供需要的扭矩量至变速器16并旋转发动机12的连杆（rod）。在带动发动机期间，分离离合器26至少部分接合，使得M/G14的扭矩可用于使发动机12的转速朝M/G14的转速增加。一旦发动机12已经达到预定转速，开始点火且发动机12运转以提供扭矩。然后可利用来自发动机12的额外能量来向电池22充电。
当车辆10停车、怠速或缓慢行进时如果发动机12已经起动，电池22的低SOC可能需要增加发动机12的转速和/或扭矩。当分离离合器26至少部分接合时，发动机12转速和/或扭矩的增加使M/G14的转速增加从而以较高的速率向电池22充电。虽然在下文提供了进一步的描述，但是应理解提及的M/G14转速的增加可以指发动机12由于被带动或者如果已经被带动则由于来自VSC32的扭矩提升的指令而提供转速和/或扭矩的提升，以更高效地向电池22充电的情形。
当发动机12被M/G14带动时，发动机12在点火之后即刻输出突然且急剧的扭矩提升。类似地，如果发动机12在已经被带动之后VSC32指令增加它的扭矩，也可输出发动机12中的扭矩提升。如果分离离合器26是锁定的或至少部分接合的，则急剧的扭矩提升转化为M/G14的转速增加。M/G14转速的增加能导致变矩器19输入扭矩的增加。与变矩器19的输出相比，变矩器19的输入扭矩当前的不平衡可驱动地转化为传送至变速器的更多扭矩。如果变速器正常运转，在额外的扭矩提升从发动机通过M/G14、变矩器19和变速器16被发送之后，车辆10的乘客从而能感受到车轮18处的该额外的扭矩提升。
当发动机12的扭矩正在增加时为了控制该潜在的不希望的扭矩提升，在M/G14转速增加期间，VSC32（和/或TCM30）命令第二和第三离合器42、44中的至少一者打滑。由于变速器经历来自变矩器19的扭矩减少（less of thetorque），离合器42、44的打滑在变矩器19两边提供了大体上恒定的转速比。可能由于发动机12的扭矩增加，随着M/G14转速的增加，变速器16中离合器的打滑确保了变矩器19的扭矩比与至变矩器19的输入扭矩的乘积保持大体上恒定。由于变速器16上游可用扭矩的增加且通过M/G14转换以向电池22充电，这还允许电池22更高效地充电而在车轮18处感觉不到扭矩提升。同样应理解，虽然提及了离合器42、44的打滑，但是可预想还可利用变速器16中其它离合器的打滑。此外，离合器42、44的打滑可以指使设置在变速器16外侧和M/G14下游的任何离合器打滑以及可以集成在变矩器19中的离合器的打滑。还可提供简单离合器代替变矩器19，并且从而VSC32响应于M/G14的转速而命令简单离合器打滑。
在上文提及的任何实施例中，响应于M/G14的转速而通过VSC32控制离合器42、44的打滑。例如，在一个实施例中，通过VSC32确定M/G14的转速，并且命令离合器42、44的压力随着M/G14转速的增加而减小。离合器42、44中的一个的打滑能使变矩器19两侧的输入转速和输出转速的比例保持大体恒定。变矩器19传输并放大来自M/G14输出的且作为变速器16的输入的扭矩。所以，离合器42、44的打滑减小从变速器16施加在变矩器19输出上的阻力。这实现了变矩器19输入和输出之间大体上恒定的转速比。大体上恒定的转速比阻止了来自发动机12的扭矩提升转换为通过变速器16并传输至车轮18的扭矩增加。
提及的变矩器19两边大体上恒定的转速比还可以指变矩器19的扭矩比和至变矩器的输入扭矩的乘积保持大体上恒定。在特定状况下，扭矩比和输入扭矩的乘积是大体上恒定的。例如，当车辆在某种级别的平坦路面上持续地缓慢行进时，该乘积可以大体上恒定，或者至少在相对较小的预定值或极限内。然而，在其它状况下，扭矩比和输入扭矩的乘积可在较大的预定值或极限内增加或减小。例如，如果车辆在怠速和缓慢行进之间正在过渡时，至车轮的需要的扭矩可能相应增加或减小。所以应理解，基于车辆状况，术语“大体上恒定”还可以是扭矩比例和至变矩器19的输入扭矩的乘积本身不恒定但是该乘积在预定限度内以允许将需要的扭矩传输至车轮18的情形。
参考图3，说明了根据本发明在带动发动机期间用于控制离合器的算法。当提供算法的描述时还参考图1-2中的结构部件。例如，通过VSC32使用该算法。在操作100处，VSC32确定发动机12是否是关闭的。如果确定发动机12是关闭的，在操作102处作出车辆10是否处于怠速（例如车辆10静止而没有加速需求）的确定。如果车辆10当前没有处于怠速，在操作104处作出车辆10是否在缓慢行进（例如小量扭矩提供至车轮18）的确定。在一个实施例中，可作出是否车辆是停车而制动器踏板压下的进一步确定。
如果车辆停车、怠速或缓慢行进，在操作106处VSC32确定是否必须作出发动机起动请求。如上文所述，基于补充较高的动力需求或向电池22充电需要的发动机中的扭矩增加而作出发动机起动请求。如果将作出发动机起请求的确定，在操作108处VSC32指令带动发动机。一旦带动发动机，发动机12的初始扭矩提升能导致M/G14转速的增加。在操作110处，VSC32通过命令离合器42、44中的至少一个打滑来响应任何马达转速增加。离合器42、44的打滑至少部分地分离了变矩器19和变速器16，从而最小化或去除了带动发动机中的扭矩扰动。
参考图4，说明了当发动机开启时发动机扭矩增加期间控制离合器的算法。再次参考图1-2的结构部件。在操作200处，VSC32确定发动机是否是开启的。如果发动机是开启的，在操作202处VSC32确定车辆10是否处于怠速。如果车辆没有处于怠速，在操作204处作出车辆是否缓慢行进的确定。如果车辆处于怠速，方法继续至操作206。在操作206处，VSC32确定是否电池22的SOC低于阈值并且因此需要以比当前工况允许的速率更高的速率额外地充电。例如，阈值可以是总容量的20%。在操作208处，VSC32命令发动机12增加它的动力输出，从而以较高的速率进行充电。这使M/G14有额外转速使得可以较高速率进一步向电池22充电。在操作210处，VSC32通过命令离合器42、44中至少一个打滑而响应M/G14中的任何转速增加。打滑至少部分地隔离变矩器19输出中的任何额外扭矩，使其不会通过变速器16转换为在车轮18处的额外扭矩。
本说明书中公开的程序、方法或算法可发送至处理装置、控制器或计算机或通过它们实施，该装置、控制器或计算机可包括任何现有的可编程电子控制单元或专用的电子控制单元。类似地，程序、方法或算法可存储为通过控制器或计算机以多种形式可执行的数据和指令，这些形式包括但不限于永久地存储在不可写的存储媒介（比如ROM装置）上的信息以及可变地存储在可写存储媒介（比如软盘、磁带、CD、RAM装置和其它的磁性和光学媒介）上的信息。还可在软件可执行的客体上实施程序、方法和算法。可替代地，使用适当的硬件部件能够总体或部分嵌入程序、方法或算法，这些硬件部件包括比如专用集成电路（ASIC）、现场可编程门阵列（FPGA）、状态机、控制器或其它的硬件部件或装置，或者硬件、软件和固件的组合。
虽然上文描述了示例实施例，但是并不意味着这些实施例描述了权利要求包含的所有可能的形式。说明书中使用的词语为描述性词语而非限定，并且应理解可作出各种改变而不脱离本发明的精神和范围。如上所述，可组合多个执行实施例的特征以形成本发明没有明确描述或说明的进一步的实施例。虽然已经对一个或多个需要的特征描述了提供优点的或优于其它实施例或现有技术实施的多个实施例，本技术领域中的普通技术人员应理解可以包含一个或多个特性以实现需要的综合系统属性，该属性取决于具体的应用和实施。这些属性可包括但不限于：成本、强度、耐用性、生命周期成本、可销售性、外观、包装、尺寸、可维修性、重量、可制造性、装配的便利性等。这样，对于一个或多个特性描述的可取性低于其它实施例或现有技术实施的实施例没有在本发明的范围之外并且可能对于特定应用是可取的。

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1.一种车辆，包含：
变矩器；
电机，被配置为驱动所述变矩器；
传动装置；
离合器装置，被配置为将所述变矩器的输出机械地耦合至所述传动装置；以及
至少一个控制器，被配置为响应于所述电机的转速的增加而命令所述离合器装置的打滑的增加，使得所述变矩器的扭矩比和至所述变矩器的输入扭矩的乘积在所述转速的增加期间保持大体上恒定。
2.根据权利要求1所述的车辆，其特征在于，响应于所述命令基于所述变矩器的输入转速和输出转速而改变所述离合器装置的压力。
3.根据权利要求1所述的车辆，进一步包含连接至所述电机的发动机，其中所述至少一个控制器进一步被配置为命令所述发动机的转速的增加，以增加所述电机的所述转速。
4.根据权利要求3所述的车辆，进一步包含电连接至所述电机的牵引电池，其中所述至少一个控制器进一步被配置为基于所述牵引电池的荷电状态而命令所述发动机的所述转速的增加。
5.根据权利要求3所述的车辆，进一步包含电连接至所述电机的牵引电池，其中所述至少一个控制器进一步被配置为响应于所述牵引电池的荷电状态当前小于预定阈值而命令所述发动机的所述转速的增加。
6.一种车辆，包含：
变矩器；
电机，被配置为驱动所述变矩器；
传动装置；
离合器装置，被配置为将所述变矩器的输出机械地耦合至所述传动装置；以及
至少一个控制器，被配置为基于所述变矩器的输入转速和输出转速而命令所述离合器装置的压力的改变，使得所述变矩器的扭矩比和至所述变矩器的输入扭矩的乘积在所述电机转速的增加期间保持大体上恒定。
7.根据权利要求6所述的车辆，其特征在于，所述离合器装置的所述压力的改变使得所述离合器装置打滑。
8.根据权利要求6所述的车辆，进一步包含连接至所述电机的发动机，其中所述至少一个控制器进一步被配置为命令所述发动机的转速改变，以改变所述电机的转速。
9.根据权利要求8所述的车辆，进一步包含电连接至所述电机的牵引电池，其中所述至少一个控制器进一步被配置为基于所述牵引电池的荷电状态而命令所述发动机的所述转速的改变。
10.根据权利要求8所述的车辆，进一步包含电连接至所述电机的牵引电池，其中所述至少一个控制器进一步被配置为响应于所述牵引电池的荷电状态当前小于预定阈值而命令所述发动机的转速的改变。
11.一种控制车辆传动系的方法，包含：
响应于电机的转速增加而增加被配置为机械地连接发动机和电机的离合器装置的打滑，使得由所述电机驱动的变矩器的扭矩比和至所述变矩器的输入扭矩的乘积在转速增加期间保持大体上恒定。
12.根据权利要求11所述的方法，进一步包含基于电连接至所述电机的牵引电池的荷电状态而增加发动机的转速。
13.根据权利要求11所述的方法，进一步包含响应于电连接至所述电机的牵引电池的荷电状态当前小于预定阈值而增加发动机的转速。
14.根据权利要求11所述的方法，其特征在于，打滑的所述增加是通过减小所述离合器装置的压力而产生的。
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