CN105523033B - 混合动力传动系统转速控制 - Google Patents

混合动力传动系统转速控制 Download PDF

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Publication number
CN105523033B
CN105523033B CN201510683373.8A CN201510683373A CN105523033B CN 105523033 B CN105523033 B CN 105523033B CN 201510683373 A CN201510683373 A CN 201510683373A CN 105523033 B CN105523033 B CN 105523033B
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speed
rotational speed
electric machine
torque
output
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CN105523033A (zh
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梁伟
罗吉特·乔赫里
王小勇
马克·斯蒂芬·耶马扎基
邝明朗
杰弗里·艾伦·多林
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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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    • 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
    • B60L15/2009—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 for braking
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Abstract

本发明公开提供一种混合动力传动系统转速控制。在至少一个实施例中，一种车辆动力传动系统包括通过离合器机械地连接的发动机和电机。所述动力传动系统还包括变矩器，所述变矩器被构造为将电机流体地连接到输出轴。控制器被配置为：基于传递穿过离合器的预测的扭矩，命令至变矩器的电机的转速输出。所述控制器进一步被配置为：基于电机的命令的转速输出和实际的转速输出之间的差异来修正所述命令。

Description

混合动力传动系统转速控制
技术领域
本公开涉及混合动力传动系统控制系统。
背景技术
具有自动变速器的车辆基于车速和驾驶员加速需求来改变齿轮比。在减速期间，自动变速器逐步地换挡经过较低的齿轮比。从给定挡位切换到下一个相邻挡位的平顺性影响被驾驶员所察觉到的噪声、振动和声振粗糙度。
混合动力车辆可以使用一个或更多个电机，所述一个或更多个电机具有与内燃发动机结合的马达-发电机。根据车辆运转状况，电机可以在用作动力源和用作动力传动系统上的减速负载之间选择性地交替。
发明内容
在至少一个实施例中，一种车辆动力传动系统包括通过离合器机械地连接的发动机和电机。所述动力传动系统还包括变矩器，所述变矩器被构造为将电机流体地连接到输出轴。控制器被配置为：基于传递穿过离合器的预测的扭矩，命令至变矩器的电机的转速输出。所述控制器进一步被配置为：基于电机的命令的转速输出和实际的转速输出之间的差异来修正所述命令。
在至少一个实施例中，一种控制混合动力传动系统输出的方法包括：发出使发动机产生至离合器的扭矩输入的命令。所述方法还包括：基于传递穿过离合器的估计的扭矩，发出使电机输出转速的命令。所述方法还包括：基于电机的命令的转速和实际的转速之间的差异，修正针对电机的命令。
在至少一个实施例中，一种车辆包括向离合器提供输出扭矩的发动机以及用于调节从所述离合器接收并被传递到输出轴的扭矩的电机。所述车辆还包括控制器，所述控制器被配置为：基于传递穿过离合器的预测的扭矩，命令电机的转速输出。所述控制器还被配置为：基于输出轴的命令的输出转速和实际的转速来修正所述命令，并响应于输出轴的转速低于预定的转速阈值而忽略输出轴的命令的输出转速和实际的转速之间的差异。
根据本公开，提供一种控制混合动力传动系统的方法，包括：发出使发动机产生至离合器的扭矩输入的命令；基于传递穿过离合器的估计的扭矩，发出使电机输出转速的命令；提供指示电机的命令的转速和实际的转速之间的差异的反馈回路；修正针对电机的命令，以使所述差异最小化。
根据本公开的一个实施例，所述方法还包括：响应于车辆即将停止，发出使电机将转速斜坡减小到零的命令，并在车速低于阈值的减速期间，停止修正针对电机的命令。
根据本公开的一个实施例，所述方法还包括：在车辆行驶速度低于速度阈值期间，在不考虑所述差异的情况下发出使电机输出高于预定的最小转速的转速的命令。
根据本公开的一个实施例，所述方法还包括：响应于发动机即将启动事件，发出使电机斜坡增加扭矩输出的命令，以使命令的转速和在发动机启动事件期间的实际的转速之间的转速差异最小化。
根据本公开的一个实施例，所述混合动力传动系统包括可变齿轮比变速器，所述方法还包括：响应于变速器从非动力挡切换至动力挡，发出使电机斜坡增加转速的命令。
根据本公开的一个实施例，所述混合动力传动系统包括变矩器，所述变矩器被构造为将电机流体地连接到动力传动系统输出轴，在车辆行驶速度低于速度阈值期间，响应于变速器齿轮比的降挡，针对电机的命令在变矩器分离期间产生预定转速。
根据本公开的一个实施例，电机的所述预定转速包括恒定转速或者变化率低于粗糙度阈值的转速曲线中的一个。
根据本公开的一个实施例，所述混合动力传动系统包括变矩器，所述变矩器被构造为将电机流体地连接到动力传动系统输出轴，在动力传动系统怠速状况期间，针对发动机和电机中的每个的命令的组合使变矩器的泵轮转速高于预定的最小泵轮转速。
根据本公开的一个实施例，所述方法还包括：响应于电机的转速低于阈值，在预定的时间段内忽略电机的命令的转速和实际的转速之间的差异。
根据本公开，提供一种车辆，包括：发动机，用于向离合器提供输出扭矩；电机，用于调节从所述离合器接收并被传递到输出轴的扭矩；控制器，被配置为：(i)基于传递穿过所述离合器的预测的扭矩，命令电机的转速输出；(ii)基于输出轴的命令的输出转速和实际的转速来修正所述命令；(iii)响应于输出轴的转速低于预定的转速阈值，忽略输出轴的命令的输出转速和实际的转速之间的差异。
根据本公开的一个实施例，所述控制器进一步被配置为：当车辆处于怠速状态时，命令发动机和电机中的至少一个的输出扭矩，使得输出轴的实际的转速不降低到低于预定的最小转速。
根据本公开的一个实施例，所述车辆还包括可变齿轮比变速器，其中，控制器进一步被配置为：响应于变速器从非动力挡切换到动力挡，命令电机的输出转速斜坡增加。
附图说明
图1是混合动力电动车辆的示意图。
图2是动力传动系统转速控制算法的系统框图。
图3A和图3B是动力传动系统控制方法的流程图。
具体实施方式
根据需要，在此公开本发明的详细实施例；然而，应理解的是，公开的实施例仅为本发明的示例，本发明可以以各种和替代的形式来体现。附图不一定按比例绘制；可夸大或最小化一些特征，以显示特定组件的细节。因此，在此公开的具体结构和功能细节不应被解释为限制，而仅作为用于教导本领域技术人员以各种形式使用本发明的代表性基础。
图1示意性地描述了混合动力电动车辆(HEV)10，并示出了车辆组件之间的代表性关系。组件在车辆中的物理布局和方位可改变。车辆10包括具有发动机14的动力传动系统12，发动机14驱动传动装置16。如下文将进一步详细描述的，传动装置16包括电机(诸如电动马达/发电机(M/G)18)、变矩器22以及多阶梯传动比自动变速器或齿轮箱24。车辆10还具有与M/G 18连接的高电压牵引电池20，用于向M/G 18提供电力和接收来自M/G 18的电力。
发动机14和M/G 18均能够为HEV 10提供动力。发动机14通常代表了可以包括内燃发动机(诸如，汽油、柴油或天然气驱动的发动机)或燃料电池的动力源。当发动机14和M/G18之间的分离离合器26至少部分地接合时，发动机14产生功率和供应到M/G 18的对应的输出扭矩。M/G 18可以由多种类型的电机中的任何一种来实现。例如，M/G 18可以是永磁同步马达。如下文将描述的，电力电子器件28将电池20提供的直流电(DC)调节至M/G 18所要求的。例如，电力电子器件可向M/G 18提供三相交流电(AC)。此外，DC/DC转换器56使来自高电压电池20的电压降低，以向其它较小的车辆负载提供电力。在至少一个实施例中，DC/DC转换器调节电力以供给辅助传动泵和低电压发动机起动马达。
传动装置16可运转为提供可变齿轮比。齿轮箱24可包括通过摩擦元件(诸如，离合器和制动器(未示出))的选择性接合而置于不同的齿轮比以建立期望的多个离散或阶梯传动比的内部齿轮组(未示出)。可通过连接和分离齿轮组的特定元件以控制齿轮箱输入轴34和传动装置输出轴38之间的传动比的换挡计划来控制摩擦元件。齿轮箱24最终通过输出轴38提供动力传动系统输出扭矩。例如，可以有两个系列的离合器，其中，每个系列的离合器对应于奇数齿轮组或偶数齿轮组。在从当前齿轮比切换到相邻的请求的齿轮比期间，来自第二系列的离合器接合，同时来自第一系列的离合器分离。一旦作为换挡的一部分完成了从第一系列的离合器到第二系列的离合器的转移，则传动装置输出轴38和变速器输入轴34之间的速比和扭矩比均根据挡位选择而改变。
如图1中的代表性实施例进一步所示，输出轴38连接到差速器40。差速器40通过连接到差速器40的相应的车桥44来驱动一对车轮42。差速器传递分配给各个车轮42的扭矩，同时允许轻微的速度差异(诸如当车辆转弯时)。可使用不同类型的差速器或类似的装置将来自动力传动系统的扭矩分配至一个或更多个车轮。例如，在一些应用中，根据特定的运转模式或状况，扭矩分配可以有所变化。
车辆10还包括基础制动系统54。该制动系统可包括适合通过将固定片贴到固定到各个车轮的转子而选择性地施加压力的摩擦制动器。在所述片和转子之间施加的压力产生摩擦，以抵制车轮42的旋转，并因此能够降低车辆10的速度。
当分离离合器26至少部分地接合时，功率可以从发动机14流到M/G 18或者从M/G18流到发动机14。例如，当分离离合器26接合时，M/G 18可作为发电机运转，以将曲轴30经由M/G轴32提供的旋转能转换成电能储存在电池20中。如下文更详细讨论的，通过能量再生施加在轴上的旋转阻力可以用作使车辆减速的制动器。也可以将分离离合器26分离以将发动机14与动力传动系统12的其余部分分离，使得M/G 18可以作为车辆10的唯一驱动源运转。
当发动机14正在运转时，利用主传动泵46来运转传动装置16。此外，主传动泵46由车辆发动机14驱动。主传动泵46从传动装置16底部的油底壳汲取流体并在液压系统中产生压力。主传动泵46通常由M/G 18驱动。只要M/G以足够高的转速旋转，压力便被提供至变速器和分离离合器。当M/G停止时，辅助电动泵52提供主传动泵46的某些功能并支撑一些受限制的传动装置运转。因此，在特定的运转状况期间，可通过辅助电动泵52来接合分离离合器26以及其它传动机构以维持功能性。
可以通过至少一个控制器来支配动力传动系统12的操作状态。在至少一个实施例中，存在包括多个控制器的更大的控制系统。可以通过整个车辆10中的各种其它控制器来影响各个控制器或控制系统，其中，车辆系统控制器(VSC)48相对于其它从属控制器以较高的层次运转。VSC 48输出可直接地或间接地支配或影响若干车辆功能，诸如，启动/停止发动机14、运转M/G 18以提供车轮扭矩或为牵引电池20再充电、选择或计划变速器换挡等。例如，VSC 48可以接收来自其它从属控制器的数据并向其它从属控制器发出命令，所述从属控制器可以相对于VSC 48以较低的控制层次运转。例如，与VSC通信的其它控制器包括传动装置控制模块(TCM)、制动系统控制模块(BSCM)、高电压电池能量控制模块(BECM)、逆变器系统控制器(ISC)以及负责各种车辆功能的相通信的其它控制器。在至少一个实施例中，所述BECM和所述ISC包括在电力电子器件28中。
以上提到的任何控制器还可包括与各种类型的计算机可读存储装置或介质通信的微处理器或中央处理器(CPU)。例如，计算机可读存储装置或介质可包括只读存储器(ROM)、随机存取存储器(RAM)和保活存储器(KAM)中的易失性存储和非易失性存储。KAM是一种可以用于在CPU掉电时存储各种操作变量的永久或非易失性存储器。计算机可读存储装置或介质可以使用任意数量的已知存储装置(诸如PROM(可编程只读存储器)、EPROM(电可编程只读存储器)、EEPROM(电可擦除可编程只读存储器)、闪存或能够存储数据的任意其它电、磁性、光学或组合的存储装置)来实现，这些数据中的一些数据代表由控制器使用以控制发动机或车辆的可执行指令。
VSC 48和其它控制器通过输入/输出(I/O)接口与各种发动机/车辆传感器和致动器通信，所述I/O接口可以被实施为提供各种原始数据或信号调节、处理和/或转换、短路保护等的单个集成接口。或者，在将特定信号提供给CPU之前，一个或更多个专用硬件或固件芯片可用于调节和处理该特定信号。如图1中的代表性实施例总体上示出的，VSC 48可以向高电压电池20和电力电子器件28中的电子器件传送信号和/或传送来自高电压电池20和电力电子器件28中的电子器件的信号。电力电子器件28可包括ISC和BECM两者，所述ISC和BECM管理流到电池20的能量和从电池20流出的能量。此外，VSC 48可以与上述的其它车辆控制器通信，或者直接地与车辆传感器和/或组件(包括发动机14、制动系统54、DC/DC转换器56、低电压电池58和起动机60)通信。尽管未明确说明，但是本领域的普通技术人员应认识到，VSC 48可以控制上述各个子系统中的各种功能或组件。
可使用通过控制器执行的控制逻辑直接或间接致动的参数、系统和/或组件的代表性示例包括燃料喷射正时、速率和持续时间、节气门位置、(用于火花点火式发动机的)火花塞点火正时、进气/排气门正时和持续时间、前端附件驱动(FEAD)组件(诸如，交流发电机)、空调压缩机、电池充电、再生制动、M/G运转、用于分离离合器26、变矩器旁通离合器36的离合器压力以及传动装置齿轮箱24等。例如，通过I/O接口传输输入的传感器可以用于指示曲轴位置、发动机转速(RPM)、M/G轴转速、动力传动系统输出轴转速、车轮转速、发动机冷却剂温度、进气歧管压力、加速踏板位置、点火开关位置、节气门位置、空气温度、排气氧或其他排气成分浓度或存在、进气流量、变速器挡位、传动比或模式、变速器油温、传动装置涡轮转速、变矩器旁通离合器状态、减速或换挡模式。
VSC 48还包括扭矩控制逻辑功能。VSC 48能够基于多个车辆输入解释驾驶员请求。例如，这些输入可包括挡位选择(PRNDL)、加速踏板输入、制动踏板输入、电池温度、电压、电流和电池荷电状态(SOC)。进而，VSC 48可以向电力电子器件28发出影响M/G 18运转的命令信号。
M/G 18还通过轴32与变矩器22连接。因此，当分离离合器26至少部分地接合时，变矩器22还连接到发动机14。变矩器22包括固定到M/G轴32的泵轮和固定到变速器输入轴34的涡轮。变矩器将电机流体地结合到输出轴。更具体地，变矩器22在轴32和变速器输入轴34之间提供液力耦合。变矩器还可设置内部旁通离合器36，使得内部旁通离合器36在接合时摩擦地或机械地结合变矩器22的泵轮和涡轮，从而允许更高效的动力传递。变矩器22及其旁通离合器36可以使用提供车辆起步的起步离合器来代替。相比之下，当旁通离合器36分离时，M/G 18可以与差速器40和车桥44机械地分离。例如，在减速期间，旁通离合器36可以在车速低时分离，以将发动机与传动装置和传动系分离，从而允许发动机在车速低时怠速运转或者停止。M/G的交替运转的正时和程度可用于优化燃料经济性，并且应当符合变速器的换挡操作。
车辆10的驾驶员可以在加速踏板50处提供输入并产生所需求的扭矩、功率或驱动命令以推进车辆10。通常，踩下和松开踏板50产生可被VSC 48分别解释为需要增加动力或减小动力的加速器输入信号。至少基于来自踏板的输入，控制器48可以在发动机14和/或M/G 18中的每者之间分配扭矩命令，以满足驾驶员所需求的车辆扭矩输出。控制器48还可控制齿轮箱24中的换挡正时以及分离离合器26和变矩器旁通离合器36的接合或分离。可以在接合位置和分离位置之间的范围内调节变矩器旁通离合器36。除由泵轮和涡轮之间的液力耦合产生的可变打滑之外，这也可在变矩器22中产生可变打滑。或者，根据特定应用，可在不使用调节的运转模式的情况下将变矩器旁通离合器36操作为锁止或者打开。
另外，车辆10的驾驶员可以在制动踏板处提供输入以产生车辆制动需求。踩下制动踏板产生制动输入信号，该制动输入信号被控制器48解释为使车辆减速的命令。进而，VSC 48可以向动力传动系统输出轴38发出导致负扭矩的施加的命令。另外或组合地，控制器可以发出激活制动系统54的命令以施加摩擦制动阻力，从而抑制车轮42的旋转。由动力传动系统和摩擦制动器两者提供的负扭矩值可被分配以改变各自满足驾驶员的制动需求的量。
M/G 18可以作为发电机运转以将来自动力传动系统12的动能转换成电能储存在电池20中。例如，当发动机14提供用于车辆10的唯一推进动力时，M/G 18可以用作发电机。另外，在输出轴38旋转产生的旋转能通过齿轮箱24回传并转换成储存在高电压电池20或低电压电池58中的电能的再生制动期间，M/G 18可用作发电机。
应理解，图1中示出的示意图仅仅是示例性的并不意味着限制。可以考虑利用发动机和马达两者的选择性接合以通过变速器进行传递的其它配置。在不脱离本公开的范围的情况下，可以考虑其它这样的配置。
通常，与发动机相比，电机具有较高的扭矩带宽。因此，发动机通常在扭矩控制下运转，当需要时，电机可以使用转速控制来运转，从而更精确地控制整个动力传动系统输出转速。根据本公开的动力传动系统，发动机支配系统功率输出，而电机调节系统转速。在这种情况下，使用电机来调节整个动力传动系统的转速输出。
可通过测量变矩器22的泵轮输入处的扭矩和转速来监测使用电机调节系统转速的有效性。通常，可以通过下式(1)来描述泵轮的扭矩。
τimp＝τe+τm (1)
在式(1)中，τimp是泵轮扭矩，τe是发动机输出扭矩，τm是电机的输出扭矩。如果电机辅助发动机推进车辆，则τm为正。当电机运转为发电机且吸收一部分发动机输出扭矩时，τm为负。
支配电机的输出的动态特性可通过下面的式(2)来近似估计。
Figure GDA0002232703930000081
其中，Jm是电机惯量，
Figure GDA0002232703930000082
是从电机输出的旋转加速度，τclt是离合器扭矩，τtc是变矩器处的扭矩损失。离合器扭矩τclt将会是施加到电机的扭矩量，并且取决于离合器是打开、关闭还是处于打滑模式。
在最简单的情况下，当离合器打开时，传递穿过离合器的扭矩为零。如果离合器锁止，则离合器扭矩容量足够大，使得传递通过离合器的扭矩等于发动机制动扭矩减去发动机惯性矩。下面的式(3)为离合器处于锁止状态时的离合器扭矩的代表性估计。
Figure GDA0002232703930000083
其中，Je是发动机惯量，
Figure GDA0002232703930000084
是从发动机输出的旋转加速度。
如果离合器处于打滑模式，则离合器扭矩等于扭矩容量，并且为离合器片的表面状态λ和施加在离合器上的液压压力p的函数。下面的式(4)表示了典型的关系。
τclt＝f(λ，p) (4)
如上所述，发动机扭矩输出可随着离合器状态的改变而超过和/或低于理想值。动力传动系统惯量在纯电动模式和混合动力车辆模式之间变化显著。使用来自分离离合器的前馈信息以及任何电机转速误差的反馈这两者来管理动力传动系统转速输出是有益的。根据本公开的各方面，马达控制可以使用τclt的初始估计作为前馈信息，以抵消与离合器状态改变相关的离合器扭矩的改变。另外，可以使用来自实际的输出转速的反馈来抑制转速输出的扰动和极限误差。在下面的式(5)中表示了转速域传递函数。
Figure GDA0002232703930000091
Figure GDA0002232703930000092
是穿过离合器的估计的扭矩，其通过基于实际的动力传动系统输出的反馈项被不断地调整。
Figure GDA0002232703930000093
是命令的电机转速，ωm(s)是测量的电机输出的实际转速。命令的电机转速和实际的电机转速之间的差被输入到算法中的调节部分Gm(s)。修正项接着用于改善估计的离合器扭矩。
图2的控制系统图中表示了扭矩估计算法。系统200表示系统中的控制器之间的信息流，所述系统采用前馈和反馈信息两者的结合来控制动力传动系统转速。
离合器控制202处表示了算法的前馈部分。基于来自发动机的信息204(即，输出扭矩和转速)和来自离合器的信息206(即，锁止状态、表面状态和液压压力)，提供估计的离合器扭矩208。马达控制210利用离合器扭矩估计来产生调节电机转速的命令。在实践中，由于系统动态特性的变化，导致离合器扭矩估计208往往是错误的。
特别是，马达动态特性212严重影响实际的电机转速输出214。实际的电机输出扭矩216和实际的离合器扭矩218受到电机惯量220以及车辆速度和加速度曲线222的影响。测量实际的电机转速输出214并将其反馈到马达转速控制210。利用命令的电机转速224和实际的电机转速输出214之间的任何误差来修正转速命令。测量的误差(包括任何电机噪声226)反馈到马达转速控制210，以影响控制系统增益228并起到误差校正的作用。这进而改善离合器扭矩估计208，从而使转速命令和实际转速之间的误差最小化。整个反馈控制运转为提高动力传动系统鲁棒性和瞬态响应。
通常，控制算法的反馈部分包括误差校正以补偿和降低转速差异，从而提高鲁棒性。然而，反馈部分是反应性的，在校正中有一些固有的时间延迟。控制算法的前馈部分预测了性能并避开了某部分的输出转速误差。当输入改变时，下行转速输出在其出现之前被预测。前馈控制可以在误差出现之前对已知的马达动态特性进行一定程度的补偿，从而减小系统延迟。不管怎样，当系统响应为高度可预测时，前馈控制是最有效的。离合器扭矩的预先估计可因多种原因而带有误差。例如，指示离合器压力的信号的丧失、控制系统中的控制器之间失去通信、常规信号条件差以及通信延迟长都可导致离合器扭矩估计的误差。当两种控制类型被一起使用时，前馈元件(feedforward component)有助于提供快速的系统响应，反馈元件(feedback component)有助于补偿动力传动系统模型中不可避免的误差。本控制器的方法为控制混合动力传动系统输出提供了稳健的方式。
在本公开的动力传动系统中可以应用转速控制模式来提高多个特定的运转状态下的运转。图3A和图3B是方法300的流程图，示出了在各种动力传动系统运转状态下转速控制模式确定的示例。
在步骤302，如果动力传动系统未处于正式的转速控制模式，则仍可使用电机转速控制，以防御某些潜在的动力传动系统故障状况，从而保护发动机和/或传动装置。
在步骤304，如果电机转速低于第一阈值(诸如当车辆即将停止时)，则控制器可命令电机停止以节省能量。在步骤306，如果电机扭矩为负，则在308，控制器可命令电机平缓地斜坡降低到零速。在至少一个实施例中，控制器响应于车辆即将停止，通过对电机产生平缓降低转速目标的命令，使电机转速立即斜坡降低。控制器可利用电机扭矩来调节转速直到其足够接近零速为止。在转速非常低时执行转速死区控制，使得电机扭矩完全下降至零，并在冷却油阻力的帮助下使电机转速自动降低到静止。
在步骤306，如果电机扭矩为正，则在步骤310，死区可以是单边的，也具有零速目标。低转速时的死区控制的优势是：当电机完全停止时，确保电机扭矩为零。例如，小于约20rpm的电机转速可受死区支配，从而在需要时允许转速保持为零。在这样的低转速，由于转速测量中的噪声对系统校正的影响较大，因此可需要更严格的控制。由于测量或计算具有积累的误差，因此使用死区避免了零速时的小扭矩振荡。当在非常低的转速另外利用误差校正时，电机转速的误差可引起持续的小的扭矩调整，这是不必要且低效的。
在步骤304，如果马达转速高于第一阈值，则控制器仍可保护传动装置中的最小油压。例如，当变矩器关闭时，可调节泵轮转速以保护传动装置的高优先级运转。传动装置要求泵轮转速高于能够保证足够油压的值。一般而言，这个值在300-400rpm之间。当系统处于扭矩控制时，扭矩输出的不准确性可导致泵轮转速的下降。如果在步骤312，泵轮转速低于压力阈值转速，则控制器可在步骤314调用变速器转速保护，以增加电机输出，从而确保泵轮转速高于预定的最小泵轮转速。在又一个示例中，当泵轮转速为零时，可应用类似的转速保护来控制泵轮转速，以防止在多个控制/系统故障的情况下泵轮转速变为负。
在步骤312，如果泵轮转速高于压力阈值转速，则即使动力传动系统处于扭矩控制模式，控制器仍可保护发动机和电机的最小怠速转速。处于扭矩控制模式的正常运转将向发动机和马达两者发送扭矩命令。然而，如果计算错误或者致动器交付不足(under-delivering)或过量交付(over-delivering)，则组合的扭矩可能处于错误的方向，这导致转速急剧下降到低于怠速，尤其是当变矩器旁通离合器打开时。当发动机正在运行且分离离合器锁止时，控制器可命令马达转速将发动机转速保持在怠速转速阈值以上。如果在步骤316，发动机转速低于怠速阈值转速，则控制器可在步骤318调用怠速转速保护，以增加电机输出，从而将发动机转速保持在阈值以上。
根据在此描述的方法的各个方面，当发动机开启时，控制器可防止动力传动系统转速下降到低于期望的怠速转速，在EV模式下，控制器可防止动力传动系统转速下降到低于针对传动装置压力的最小转速，在所有使用情况下，控制器可防止动力传动系统转速下降到低于零。
如果在步骤302启用了转速控制，则在各种运转状况下，控制器可命令电机输出转速来降低动力传动系统的声振粗糙度。如果在步骤320，车辆动力传动系统处于怠速，则针对EV模式和HEV模式两者，控制器均可调用怠速转速控制。
如果在步骤322，发动机不即将启动，则当发动机关闭时，怠速转速控制的前馈项可以为零。因此在步骤324，使用电机扭矩来直接调节泵轮扭矩，例如，通过使用上面讨论的式(5)中的反馈计算，其中估计的离合器扭矩为零。
当动力传动系统以EV模式运转时，多个状况可以引起发动机启动以补充动力。例如，当车辆在EV模式下怠速运转时，低SOC可能需要发动机启动以避免SOC减小到低于预定的荷电阈值。类似地，当动力传动系统在EV模式下处于怠速时，可能需要启动发动机以向高电力负载(诸如，空调压缩机)提供电力。在另一个示例中，驾驶员加速需求的急剧增加或者踩踏加速踏板可能超过电机输出扭矩的容量。可能需要启动发动机以补充推进扭矩。然而，当发动机启动时，可能对马达产生显著的负载，并干扰系统转速。如果在步骤322，发动机即将启动，则马达转速可斜坡增加以为抗干扰做准备。例如，通过式(4)计算出的分离离合器扭矩可用作前馈项。在至少一个实施例中，响应于发动机即将启动事件，控制器可在步骤326命令电机转速斜坡增加。所述斜坡增加可以以变化率小于预定的粗糙度阈值的转速曲线为特征。该转速斜坡增加可运转为使在发动机启动事件期间的动力传动系统输出扭矩的差异最小化。
如果在步骤320，车辆在高于怠速的低速处于转速控制模式下，则可以有响应于变速器即将换挡而在步骤328使用的目标电机转速输出。目标转速控制(称之为“Target-N”)是在变矩器完全打开之前变速器开始降挡时转速控制器的特殊模式。在步骤330，所述控制器被配置为将泵轮转速维持在预定的转速或者Target-N，以在换挡事件期间提供平顺的扭矩转变。在这种情况下，转速控制增益将不同于在上面讨论的怠速转速控制中使用的那些增益。Target-N需要一组激进性更小的增益，以达到保持泵轮转速从而使传动系的扭矩冲击最小化的目标。在至少一个实施例中，Target-N是在换挡事件期间使用的固定值，以指示马达转速来稳定泵轮转速。一个示例性应用为，在高于怠速的非常低的车速时的变速器降挡期间。在另一个示例中，Target-N可包括在换挡事件期间变化的转速曲线，以补偿换挡事件期间的扭矩激增。类似于本公开的其它方面，转速曲线可包括小于粗糙度阈值的变化率，以促进平顺转变。
如果在步骤328不使用Target-N控制，则控制器可在转速控制从零恢复的情况下采用特殊状况。如果在步骤332，转速控制恢复，则转速恢复曲线成形(profile shaping)以及单边死区控制两者均可使用。下面更详细地讨论这两个方面。
在步骤334，控制器可根据预定的曲线命令初始转速斜坡增加，以减轻由于齿轮系统中的间隙而引起的潜在的冲击声以及由于传动系共振而引起的混乱。被称为输入成形的控制机制可以被应用到马达目标转速。转速斜坡增加速率需要被设计为能够相对于传动系统的实际属性而改变。可以使用校正或控制参数调整来调节转速斜坡增加速率和滤波，从而可实现平稳的扭矩响应。
当挡位杆首先从非动力挡位(诸如，“驻车挡”或“空挡”)切换到动力挡位(诸如，“前进挡”或“倒车挡”)时，将转速曲线应用到电机输出也可被用于配合传动装置接合。变速器油压大体上与变矩器泵轮转速成比例。合适的转速曲线可使油压快速恢复，同时仍允许传动装置控制有足够的时间接合所有的离合器。在传动装置接合完成之前，泵轮转速不宜再次上升。否则，车辆操作者会察觉到冲击感(clunking feel)。
在步骤334，控制器还可响应于转速控制从零恢复而调用单边死区控制。在低泵轮转速，图2中所示的整个控制构架可变为禁用前馈项。在转速低于发动机怠速转速时，前馈离合器扭矩估计是不准确的，因此，所报告的发动机扭矩也可能是不准确的。在泵轮转速低于最小的发动机燃烧速度时，也可以禁止发动机启动。在这种情况下，前馈离合器扭矩估计项可造成不期望的状况，诸如，在已经命令了转速恢复时转速不期望地从零下跌至负。当马达转速低时，为了提供平稳的斜坡增加而没有导致负的泵轮转速的危险，转速控制被设计为单边。如此，仅使用马达扭矩来使马达转速从零增加到怠速，至少增加到足够接近怠速转速的值。
在步骤332，如果转速控制没有恢复，则控制器可以在低转速期间调用如上讨论的死区控制。
本公开提供了可以使用一个或更多个处理策略(诸如，事件驱动、中断驱动、多任务、多线程等)来实现的代表性控制策略和/或逻辑。正因如此，在此示出的各个步骤或功能可以以示出的序列执行、并行地执行或在某些情况下被省略。尽管并不总是明确地示出，但本领域的普通技术人员将认识到，根据使用的特定的处理策略，可以重复执行一个或更多个示出的步骤或功能。同样地，处理的顺序不一定需要取得在此描述的特点和优点，而是为了便于说明和描述才被提供。
所述控制逻辑可主要在由以微处理器为基础的车辆、发动机和/或动力传动系统控制器执行的软件中来实现。当然，根据特定应用，所述控制逻辑可以在一个或更多个控制器中的软件、硬件或软件和硬件的组合中来实现。当在软件中实现时，所述控制逻辑可被设置在一个或更多个计算机可读存储装置或介质中，所述计算机可读存储装置或介质具有代表由计算机执行以控制车辆或其子系统的代码或指令的存储数据。所述计算机可读存储装置或介质可包括利用电、磁和/或光学存储以保持可执行指令和相关的校正信息、操作变量等的多个已知物理装置中的一个或更多个。或者，所述处理、方法或算法可以使用合适的硬件组件(诸如，专用集成电路(ASIC)、现场可编程门阵列(FPGA)、状态机、控制器或其他硬件组件或装置)或者硬件、软件和固件组件的组合来整体地或部分地体现。
虽然上面描述了示例性实施例，但是并不意味着这些实施例描述了权利要求所涵盖的所有可能的形式。说明书中使用的词语为描述性词语而非限制，并且应理解的是，在不脱离本公开的精神和范围的情况下，可作出各种改变。如之前所描述的，可组合各个实施例的特征以形成本发明的可能未被明确描述或示出的进一步的实施例。虽然各个实施例可能已被描述为提供优点或在一个或更多个期望的特征方面优于其他实施例或现有技术实施方式，但是本领域的普通技术人员应该认识到，根据具体应用和实施方式，一个或更多个特征或特性可被折衷，以实现期望的整体系统属性。这些属性可包括但不限于成本、强度、耐久性、生命周期成本、可销售性、外观、封装、尺寸、可维护性、重量、可制造性、装配容易性等。因此，被描述为在一个或更多个特性方面不如其他实施例或现有技术实施方式的实施例并不在本公开的范围之外，并且可以期望用于特定应用。

Claims (8)

1.一种车辆动力传动系统，包括：
发动机和电机，通过离合器机械地连接；
变矩器，被构造为将电机流体地连接到车辆动力传动系统的输出轴；
控制器，被配置为命令电机基于传递穿过离合器的预测的扭矩输出转速至变矩器，并基于电机的命令的转速输出和实际的转速输出之间的差异来修正所述命令。
2.根据权利要求1所述的车辆动力传动系统，其中，所述控制器进一步被配置为：响应于车辆即将停止，命令电机将转速输出斜坡减小到零，并基于电机的命令的转速输出和实际的转速输出之间的差异来停止对所述命令的修正。
3.根据权利要求1所述的车辆动力传动系统，其中，所述控制器进一步被配置为：在车辆行驶速度低于速度阈值期间，命令电机提供高于预定的最小转速的转速输出，而不考虑传递穿过离合器的预测的扭矩。
4.根据权利要求1所述的车辆动力传动系统，其中，所述控制器进一步被配置为：响应于发动机即将启动事件，命令电机斜坡增加输出扭矩，以使命令的转速输出和发动机启动事件期间的实际的转速输出之间的差异最小化。
5.根据权利要求1所述的车辆动力传动系统，还包括可变齿轮比变速器，其中，所述控制器进一步被配置为：在车辆行驶速度低于速度阈值期间，响应于变速器齿轮比的降挡，命令电机在变矩器分离期间提供预定的转速输出。
6.根据权利要求1所述的车辆动力传动系统，还包括可变齿轮比变速器，其中，所述控制器进一步被配置为：响应于变速器从非动力挡切换到动力挡，命令电机的转速斜坡增加。
7.根据权利要求6所述的车辆动力传动系统，其中，所述斜坡增加以变化率小于预定的声振粗糙度阈值的转速曲线为特征。
8.根据权利要求1所述的车辆动力传动系统，其中，所述控制器进一步被配置为：在动力传动系统怠速状况期间，控制发动机和电机中至少一个的转速输出，使得变矩器的泵轮转速高于预定的最小泵轮转速。
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