CN105620482B - 包括防动力传动系统挡位波动策略的混合动力车辆 - Google Patents

包括防动力传动系统挡位波动策略的混合动力车辆 Download PDF

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Publication number
CN105620482B
CN105620482B CN201510789079.5A CN201510789079A CN105620482B CN 105620482 B CN105620482 B CN 105620482B CN 201510789079 A CN201510789079 A CN 201510789079A CN 105620482 B CN105620482 B CN 105620482B
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torque
engine
controller
clutch
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CN105620482A (zh
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罗吉特·乔赫里
邝明朗
马克·斯蒂芬·耶马扎基
王小勇
梁伟
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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    • 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
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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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
    • 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
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    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/93—Conjoint control of different elements

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
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Abstract

公开了一种包括防动力传动系统挡位波动策略的混合动力车辆。提供一种车辆。该车辆包括发动机、马达和控制器。控制器配置用于：响应于扭矩需求大于发动机的最大扭矩容量但小于发动机和马达的最大组合扭矩容量，在特定时间段内抑制预定的变速器降挡并且增加马达的扭矩。在特定时间段期满后，控制器可允许发生降挡。特定时间段可基于当扭矩需求超过发动机的最大扭矩容量时电池的荷电状态。

Description

包括防动力传动系统挡位波动策略的混合动力车辆
技术领域
本申请涉及具有防动力传动系统挡位波动(prevent powertrain gear hunting)策略的混合动力车辆。
背景技术
当在当前选择的挡位下变速器不能满足车辆中的大动力传动系统扭矩需求时，控制器可执行降挡以满足该大扭矩需求。然而，在一些情况下其可导致称为动力传动系统挡位波动的变速器过度换挡。
发明内容
提供一种车辆。该车辆包括发动机、马达和控制器。控制器配置用于：响应于扭矩需求大于发动机的最大扭矩容量但小于发动机和马达的最大组合扭矩容量，在特定时间段内抑制计划的变速器降挡并且增加马达的扭矩。在特定时间段期满后，控制器可允许发生降挡。车辆还可包括具有锁止离合器的变矩器。控制器可进一步配置用于：在特定时间段内抑制锁止离合器从锁止状态转换为解锁状态。在特定时间段期满后，控制器可允许锁止离合器从锁止状态转换为解锁状态。特定时间段可基于当扭矩需求超过发动机的最大扭矩容量时电池的荷电状态。
提供一种车辆。该车辆包括发动机、电机、电池和控制器。控制器配置用于：响应于扭矩需求超过发动机的扭矩极限但未超过发动机和电机的组合扭矩极限，在基于电池的荷电状态的特定时间段内防止降挡并且在该特定时间段内增加电机输出的扭矩，在特定时间段期满后，控制器可允许降挡并且减少电机输出的扭矩。车辆还可包括具有锁止离合器的变矩器。控制器可进一步配置用于：在特定时间段内抑制锁止离合器从锁止状态转换为解锁状态。在特定时间段期满后，控制器可允许锁止离合器从锁止状态转换为解锁状态。
根据本发明的一个实施例，所述控制器进一步配置用于：响应于所述扭矩需求在所述特定时间段期满前降低至低于所述发动机的扭矩极限，保持当前变速器挡位选择。
根据本发明的一个实施例，所述控制器进一步配置用于：响应于所述扭矩需求大于所述发动机和电机的所述组合扭矩极限，允许所述降挡。
根据本发明的一个实施例，所述控制器进一步配置用于：响应于所述扭矩需求在所述特定时间段期满前降低至低于所述发动机的扭矩极限，保持所述锁止离合器的所述锁止状态。
根据本发明的一个实施例，所述控制器进一步配置用于：响应于所述扭矩需求大于所述发动机和电机的组合扭矩极限，允许所述锁止离合器从锁止状态转换为解锁状态。
提供了一种控制具有发动机和电机的混合动力车辆的方法。该方法包括：响应于扭矩需求大于最大发动机扭矩容量但小于最大组合发动机和电机扭矩容量，在特定时间段内抑制计划的变速器降挡并且增加电机扭矩。该方法还可包括在特定时间段期满后允许发生计划的降挡。混合动力车辆还可包括具有锁止离合器的变矩器。该方法可额外包括：响应于扭矩需求大于最大发动机扭矩容量但小于最大组合发动机和电机扭矩容量，在特定时间段期间抑制锁止离合器从锁止状态转换为解锁状态。特定时间段可基于当扭矩需求超过最大发动机扭矩容量时电池的荷电状态。
根据本发明的一个实施例，所述方法进一步包括：响应于所述扭矩需求在所述特定时间段期满前降低至低于所述最大发动机扭矩容量，保持当前变速器挡位选择。
根据本发明的一个实施例，所述方法进一步包括：响应于所述扭矩需求大于所述最大组合发动机和电机扭矩容量，允许所述计划的变速器降挡。
根据本发明的一个实施例，所述方法进一步包括：响应于所述扭矩需求在所述特定时间段期满前降低至低于所述最大发动机扭矩容量，保持所述锁止离合器的锁止状态。
根据本发明的一个实施例，所述方法进一步包括：响应于所述扭矩需求大于所述最大组合发动机和电机扭矩容量，允许所述锁止离合器从所述锁止状态转换为所述解锁状态。
附图说明
图1为混合动力电动车辆的示例性动力传动系统的示意图；
图2A和图2B为示出了大扭矩需求期间混合动力电动车辆中的防动力传动系统挡位波动方法的流程图；和
图3A和图3B为示出了防动力传动系统挡位波动方法的可替代实施例的流程图。
具体实施方式
本说明书中描述了本申请的多个实施例。然而，应当理解，公开的实施例仅仅为示例并且其它实施例可采取各种和可替代的形式。附图不需要按比例绘制；一些特征可被放大或缩小以显示特定部件的细节。因此，本说明书中公开的具体结构和功能细节不应被认为是限制，但仅仅认为是用于教导本领域技术人员以多种形式利用这些实施例的代表性基础。如本领域技术人员将理解的，参考任一附图说明和描述的各种特征可与一幅或更多其它附图中说明的特征结合以形成未明确说明或描述的实施例。说明的特征的组合提供了用于典型应用的代表性实施例。然而，可能需要与本申请的教导一致的特征的各种组合和变型以用于特定应用或实施。
参考图1，示出了根据本申请的实施例的混合动力电动车辆(HEV)10的示意图。图1示出了多个部件之间的代表性关系。车辆内的部件的实体布局和定向可改变。HEV 10包括动力传动系统12。动力传动系统12包括驱动传动装置16的发动机14，传动装置16可被称为模块化混合动力传动装置(modular hybrid transmission，MHT)。如下文将进一步详细描述地，传动装置16包括电机(如电动马达/发电机(M/G)18)、相关联的牵引电池20、变矩器22和多阶梯传动比变速器或齿轮箱24。
发动机14和M/G 18均为用于HEV 10的驱动源。发动机14通常表示可包括内燃发动机(如由汽油、柴油或天然气提供动力的发动机)或燃料电池的动力源。发动机14产生发动机动力和对应的发动机扭矩，当发动机14与M/G 18之间的分离离合器26至少部分地接合时，该对应的发动机扭矩被施加至M/G 18。M/G 18可通过多种类型的电机中的任一种来实现。例如，M/G 18可为永磁体同步马达。如下文将描述地，电力电子设备根据M/G 18的需要调节电池20提供的直流(DC)电。例如，电力电子设备可向M/G 18提供三相交变电流(AC)。
当分离离合器26至少部分地接合时，从发动机14到M/G 18或从M/G 18到发动机14的动力流是可能的。例如，分离离合器26可接合并且M/G 18可运转为发电机以将曲轴28和M/G轴30提供的转动能转化为电能以存储在电池20中。分离离合器26还可分离以将发动机14与动力传动系统12的剩余部件隔离，使得M/G 18可用作HEV 10的唯一驱动源。轴30延伸通过M/G 18。M/G 18连续可驱动地连接至轴30，而仅当分离离合器26至少部分地接合时发动机14可驱动地连接至轴30。
M/G 18通过轴30连接至变矩器22。因此当分离离合器26至少部分地接合时，变矩器22连接至发动机14。变矩器22包括固定至M/G轴30的叶轮和固定至变速器输入轴32的涡轮。因此变矩器22在轴30与变速器输入轴32之间提供液压连接。当叶轮转得比涡轮更快时，变矩器22将动力从叶轮传递至涡轮。涡轮扭矩和叶轮扭矩的大小通常取决于相对速度。当叶轮速度与涡轮速度的比足够高时，涡轮扭矩为叶轮扭矩的倍数。还可提供变矩器旁通离合器(也称为变矩器锁止离合器)34，变矩器旁通离合器34当被接合时摩擦或机械地连接变矩器22的叶轮和涡轮，允许更有效的动力传输。变矩器旁通离合器34可运转为起动离合器以提供平稳的车辆起动。可替代地，或组合地，与分离离合器26类似的起动离合器可设置在M/G 18与齿轮箱24之间以用于不包括变矩器22或变矩器旁通离合器34的应用。在一些应用中，分离离合器26通常被称为上游离合器并且起动离合器34(其可为变矩器旁通离合器)通常被称为下游离合器。
齿轮箱24可包括齿轮组(未示出)，这些齿轮组通过选择性接合摩擦元件(如离合器和制动器(未示出))而选择性地置于不同齿轮比以建立期望的多个离散或阶梯传动比。摩擦元件可通过连接和分离齿轮组的一些元件以控制变速器输出轴36与变速器输入轴32之间的比的换挡计划来控制。基于各种车辆和环境工况通过相关联的控制器(比如动力传动系统控制单元(PCU))将齿轮箱24从一个比自动变换为另一比。然后齿轮箱24将动力传动系统输出扭矩提供至输出轴36。
应当理解，与变矩器22一起使用的液压控制的齿轮箱24仅为齿轮箱或变速器装置的一个示例；任何接收来自发动机和/或马达的输入扭矩并且然后将扭矩以不同的比提供至输出轴的多比齿轮箱可接受用于本申请的实施例。例如，齿轮箱24可通过包括一个或多个伺服马达以使拨叉沿拨叉导轨平移/旋转以选择期望的齿轮比的自动机械(或手动)变速器(AMT)来实现。如本领域普通技术人员通常理解地，AMT可用于例如具有较高扭矩需求的应用。
如图1的代表性实施例所示，输出轴36连接至差速器40。差速器40通过连接至差速器40的各个轴44驱动一对车轮42。差速器将大约相同的扭矩传递给每个车轮42，同时允许轻微的速度差，比如当车辆转弯时。不同类型的差速器或类似装置可用于将来自动力传动系统的扭矩分配至一个或多个车轮。在一些应用中，扭矩分配可取决于例如特定运转模式或条件而改变。
动力传动系统12进一步包括相关联的控制器50，比如动力传动系统控制单元(PCU)。虽然说明为一个控制器，但是控制器50可为更大控制系统的一部分并且可通过车辆10中的各种其它控制器来控制，比如车辆系统控制器(VSC)。因此应当理解，动力传动系统控制单元50和一个或多个其它控制器可被共同称为“控制器”，该“控制器”响应于来自各个传感器的信号而控制各个驱动器以控制功能，比如起动/停止发动机14、使M/G 18运转以向车轮提供扭矩或对电池20充电、选择或计划变速器换挡等。控制器50可包括与各种类型的计算机可读存储装置或媒介通信的微处理器或中央处理单元(CPU)。计算机可读存储装置或媒介可包括例如只读存储器(ROM)、随机存取存储器(RAM)、和保活存储器(KAM)中的易失性和非易失性存储器。KAM为当CPU掉电时可用于存储各种运转变量的持久或非易失性存储器。计算器可读存储装置或媒介可使用多种已知存储装置(比如PROM(可编程只读存储器)、EPROM(电PROM)、EEPROM(电可擦除PROM)、闪速存储器、或能够存储数据(其中的一些表示控制发动机或车辆过程中控制器使用的可执行指令)的任何其它电、磁、光或组合存储装置)中的任一种来实现。
控制器通过输入/输出(I/O)接口与各个发动机/车辆传感器和驱动器通信，I/O接口可实现为提供各种原始数据或信号调节、处理、和/或转化、短路保护等的单个集成接口。可替代地，在特定信号被供应至CPU之前，可使用一个或多个专用硬件或固件芯片调节和处理特定信号。如图1的代表性实施例中总体示出地，控制器50可将信号通信至发动机14、分离离合器26、M/G 18、电池20、起动离合器34、齿轮箱24和电力电子设备56和/或与来自发动机14、分离离合器26、M/G 18、电池20、起动离合器34、齿轮箱24和电力电子设备56的信号通信。尽管未明确说明，本领域普通技术人员将认识上文识别的每个子系统内可由控制器50控制的各种功能或部件。参数、系统、和/或可使用控制器执行的控制逻辑直接或间接驱动的部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、火花塞点火正时(对于火花点火发动机)、进气/排气阀正时和持续时间、前端附件驱动(FEAD)部件(如交流发电机、空调压缩机)、电池充电或放电(包括确定最大充电和放电功率极限)、再生制动、M/G运转、分离离合器26、起动离合器34的离合器压力、和齿轮箱24等。通过I/O接口与输入通信的传感器可用于指示例如涡轮增压器增压压力、曲轴位置(PIP)、发动机转速(RPM)、车轮速度(WS1、WS2)、车辆速度(VSS)、冷却剂温度(ECT)、进气歧管压力(MAP)、加速器踏板位置(PPS)、点火开关位置(IGN)、节气门位置(TP)、空气温度(TMP)、排气氧(EGO)或其它排气组分浓度或存在、进气流率(MAF)、变速器挡位、比、或模式、变速器油温度(TOT)、变速器涡轮速度(TS)、变矩器旁通离合器34状态(TCC)、减速或换挡模式(MDE)、电池温度、电压、电流或荷电状态(SOC)。
控制器50执行的控制逻辑或功能可由一幅或多幅附图中的流程图或类似图形来表示。这些附图提供了可使用一个或多个处理策略(比如事件驱动、中断驱动、多任务、多线程等)实现的代表性控制策略和/或逻辑。这样，可以按说明的顺序、并行地、或在省略一些步骤情况下执行说明的各个步骤或功能。尽管没有总是明确说明，本领域普通技术人员将认识到可取决于使用的特定处理策略而重复执行一个或多个说明的步骤或功能。类似地，该处理顺序不是实现本申请说明书描述的特征和优点所必须需要的，而是为了便于说明和描述而提供的。可主要在由基于微处理器的车辆、发动机和/或动力传动系统控制器(比如控制器50)执行的软件中实现控制逻辑。当然，可取决于特定应用而在一个或多个控制器中的软件、硬件、或软件与硬件的组合中实现控制逻辑。当在软件中实现时，控制逻辑可设置在一个或多个具有表示由计算机执行的码或指令的存储数据的计算机可读存储装置或介质中以控制车辆或其子系统。计算机可读存储装置或介质可包括多个利用电、磁、和/或光存储器的已知物理装置中的一种或多种以保存可执行指令和相关联的校准信息、运转变量等。
车辆的驾驶员使用加速器踏板52以提供需求的扭矩、动力或驱动指令以推进车辆。通常，压低和释放踏板52产生加速器踏板位置信号，该加速器踏板位置信号可被控制器50解释为分别需要增加的动力和减少的动力。至少基于来自踏板的输入，控制器50指令来自发动机14和/或M/G 18的扭矩。控制器50还控制齿轮箱24内换挡的正时、以及分离离合器26和变矩器旁通离合器34的接合和分离。与分离离合器26类似，变矩器旁通离合器34可在接合与分离位置之间的范围内调节。除了叶轮与涡轮之间的液压动力连接产生的可变滑动之外，其还产生了变矩器22的可变滑动。可替代地，变矩器旁通离合器34可不使用调节的运转模式而取决于特定应用来运转为锁止的或解锁的。
为了用发动机14驱动车辆，分离离合器26至少部分地接合以将至少一部分发动机扭矩通过分离离合器26传输给M/G 18，并且然后从M/G 18通过变矩器22和齿轮箱24。M/G18可通过提供额外动力以转动轴30来辅助发动机14。这种运转模式可被称为“混合动力模式”或“电动辅助模式”。
为了用M/G 18作为唯一动力源驱动车辆，动力流保持相同，除了分离离合器26将发动机14与动力传动系统12的剩余部件隔离之外。这段时间期间发动机14中的燃烧可被停用或关闭以节省燃料。牵引电池20将存储的电能通过线路54传递至可包括例如逆变器的电力电子设备56。电力电子设备56将来自电池20的DC电压转化为AC电压以被M/G 18使用。控制器50指令电力电子设备56将来自电池20的电压转化为提供至M/G 18的AC电压以向轴30提供正或负扭矩。这种运转模式可被称为“纯电动”运转模式。
在任一运转模式中，M/G 18可用作马达并且对动力传动系统12提供驱动力。可替代地，M/G 18可用作发电机并且将来自动力传动系统12的动能转化为电能以存储在电池20中。例如当发动机14对车辆10提供推进动力时，M/G 18可用作发电机。在再生制动的时间期间M/G 18可额外用作发电机，其中来自旋转车轮42的转动能通过齿轮箱24被传输回来并且转化为电能用于存储在电池20中。
应当理解，图1中示出的示意图仅仅是示例并且不意味着限制。可以预期利用发动机和马达的选择性接合以通过变速器传递的其它构造。例如，M/G 18可从曲轴28偏置，并且可设置额外的马达以起动发动机14，和/或M/G 18可设置在变矩器22与齿轮箱24之间。在不超出本申请的范围的情况下，可以预期其它配置。
参考图2A和图2B，示出了说明在大扭矩需求期间混合动力电动车辆中的防止动力传动系统挡位波动方法100的流程图。不应认为方法100限于图2A和图2B中示出的构造，但应包括其中一些步骤可重新设置的多个变型和其中一些步骤可全部除去的多个变型。方法100可使用控制器50内包含的软件码来实现。在其它实施例中，方法100可在其它控制器中实现，或分布在多个控制器中。
方法100在开始框102处开始。其可在当车辆10的驾驶员压低加速器踏板52而提供扭矩需求时完成。然后在步骤104处计算该扭矩需求。
需求的扭矩可指动力传动系统12的输出处的需求的扭矩，即变速器或齿轮箱24的输出处的扭矩或车轮42处输出的扭矩。如果在动力传动系统12的输出处测量扭矩需求，那么还需要从动力传动系统12的输出测量发动机扭矩、电机扭矩、最大发动机扭矩容量、最大电机扭矩容量、和最大组合发动机和电机扭矩容量。列出的不同扭矩容量还可被称为扭矩能力或扭矩极限。为了在动力传动系统12的输出处适当获得发动机14和电机18的这些不同扭矩值，发动机14处的输出扭矩和电机18处的输出扭矩必须乘以当前传动系传动比(其为发动机14、电机18与动力传动系统12的输出之间的传动比)，其取决于变速器或齿轮箱24的当前挡位选择。发动机14与动力传动系统12的输出之间的传动系传动比和电机18与动力传动系统12的输出之间的传动系传动比可为相同的。在可替代的配置中，其中例如发动机和电机连接至行星齿轮组中的不同齿轮，比如在功率分流或串联-并联混合动力配置中，发动机14与动力传动系统12的输出之间的传动系传动比和电机18与动力传动系统12的输出之间的传动系传动比可为不同的。
在步骤106处，确定扭矩需求是否大于最大组合发动机和电机扭矩容量。如果在步骤106处扭矩需求大于最大组合发动机和电机扭矩容量，方法100移动至步骤108，在步骤108中应用基准变速器换挡策略而允许变速器24中发生计划的降挡。在步骤108处，基准变速器策略还可允许变矩器22的锁止离合器34从锁止状态转换为解锁状态。基准变速器策略可基于最大发动机扭矩容量。然后在步骤110处方法结束。
如果在步骤106处扭矩需求不大于最大组合发动机和电机扭矩容量，方法移动至步骤112。在步骤112处，确定扭矩需求是否大于最大发动机扭矩容量。如果扭矩需求不大于最大发动机扭矩容量，方法100移动至步骤114，在步骤114中应用基准变速器换挡策略而保持当前变速器挡位选择。在步骤114处，基本变速器策略还可允许变矩器22的锁止离合器34保持锁止状态。然后在步骤110处方法结束。
如果在步骤112处扭矩需求大于最大发动机扭矩容量，方法100移动至步骤116，在步骤116中计算特定时间段。该特定时间段可为控制器50中存储的恒定值或可取决于一个或多个变量，该一个或多个变量包括车轮速度、车辆速度、加速器踏板位置、变速器挡位、比或模式、变速器叶轮速度、变速器涡轮速度、变矩器锁止离合器34状态、减速或换挡模式、电池温度、电压、电流或荷电状态。然后在步骤118处，再次计算扭矩需求。在步骤120处，增加电机扭矩输出并且忽略基准变速器策略而抑制变速器24的计划的降挡。在步骤120处，还可抑制变矩器22的锁止离合器34从锁止状态转换为解锁状态。
然后在步骤122处方法100确定扭矩需求是否大于最大发动机扭矩容量。如果扭矩需求不大于最大发动机扭矩容量，方法100移动至步骤114，在步骤114中应用基准变速器换挡策略而保持当前变速器挡位选择。在步骤114处，基准变速器策略还可允许变矩器22的锁止离合器34保持锁止状态。然后在步骤110处方法结束。
如果在步骤122处扭矩需求大于最大发动机扭矩容量，方法100移动至步骤124，在步骤124中确定特定时间段是否过去。如果特定时间段没有过去，方法返回步骤118，在步骤118中再次计算扭矩容量一次。如果特定时间段已经过去，方法移动至步骤126，在步骤126中应用基准变速器换挡策略而允许变速器24中发生计划的降挡。在步骤126处，基准变速器策略还可允许变矩器22的锁止离合器34从锁止状态转换为解锁状态。然后在步骤110处方法结束。
参考图3A和图3B，示出了说明防动力传动系统挡位波动方法的可替代实施例100'的流程图。该方法的可替代实施例100'包括与方法100的步骤相同的步骤，除了被步骤116'替代的步骤116之外。在步骤116'处，计算基于电池20的荷电状态的特定时间段。在步骤116'中计算的特定时间段将随着电池荷电状态的增加而增加并且随着电池荷电状态的减少而减少。
尽管图1中说明的实施例绘示了并联混合动力车辆结构，应认为本申请包括能够通过发动机和电机同时或独立地提供扭矩通过动力传动系统并且到达车辆的车轮的混合动力车辆配置，包括功率分流或串联-并联混合动力车辆配置。
本申请说明书中公开的过程、方法或算法可传输到处理装置、控制器或计算机/由处理装置、控制器或计算机实现，处理装置、控制器或计算机可包括任何现存的可编程电子控制单元或专用电子控制单元。类似地，所述过程、方法或算法可被存储为可能以多种形式由控制器或计算机执行的数据和指令，这些数据或指令包括但是不限于永久地存储在不可写入存储介质(比如ROM装置)上的信息和可变地存储在可写入存储介质(比如软盘、磁带、CD、RAM装置、和其它磁性介质和光学介质)上的信息。所述过程、方法或算法还可在软件可执行对象中实现。可替代地，所述过程、方法或算法可利用合适的硬件组件(比如特定用途集成电路(ASIC)、现场可编程门阵列(FPGA)、状态机、控制器或其它硬件组件或装置)或者硬件、软件和固件组件的组合而整体或部分地实现。
虽然上文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包含的所有可能的形式。说明书中使用的词语为描述性而非限定的词语，并且应理解，在不脱离本申请的精神和范围的情况下可作出各种改变。如之前描述的，可组合多个实施例的特征以形成可能没有明确描述或说明的本发明的进一步的实施例。虽然关于一个或多个期望特性，多个实施例可被描述为提供优点或优于其它实施例或现有技术的实施方式，但是本领域普通技术人员认识到，可以折中一个或多个特征或特性以实现期望的整体系统属性，其取决于具体应用和实施方式。这些属性可包括但不限于：成本、强度、耐用性、生命周期成本、市场性、外观、包装、尺寸、可维修性、重量、可制造性、装配的便利性等等。这样，关于一个或多个特性被描述为比其它实施例或现有技术实施方式更不令人期望的实施例并不在本申请的范围之外并并且可能期望用于特定应用。

Claims (7)

1.一种车辆，包括：
发动机；
马达；和
控制器，配置用于：响应于扭矩需求大于所述发动机的最大扭矩容量但小于所述发动机和马达的最大组合扭矩容量，在特定时间段内抑制计划的变速器降挡并且增加所述马达的扭矩，和在所述特定时间段期满后允许发生所述降挡。
2.根据权利要求1所述的车辆，其中，所述控制器进一步配置用于：响应于所述扭矩需求在所述特定时间段期满之前降低至低于所述发动机的最大扭矩容量，保持当前变速器挡位选择。
3.根据权利要求1所述的车辆，其中所述控制器进一步配置用于：响应于所述扭矩需求大于所述发动机和马达的最大组合扭矩容量，允许所述计划的变速器降挡。
4.根据权利要求1所述的车辆，其中，所述车辆进一步包括具有锁止离合器的变矩器，并且其中，所述控制器进一步配置用于：在所述特定时间段内抑制所述锁止离合器从锁止状态转换为解锁状态，和在所述特定时间段期满后允许所述锁止离合器从所述锁止状态转换为所述解锁状态。
5.根据权利要求4所述的车辆，其中，所述控制器进一步配置用于：响应于所述扭矩需求在所述特定时间段期满前降低至低于所述发动机的所述最大扭矩容量，保持所述锁止离合器的所述锁止状态。
6.根据权利要求4所述的车辆，其中，所述控制器进一步配置用于：响应于所述扭矩需求大于所述发动机和马达的所述最大组合扭矩容量，允许所述锁止离合器从锁止状态转换为解锁状态。
7.根据权利要求1所述的车辆，其中，所述特定时间段是基于当所述扭矩需求超过所述发动机的最大扭矩容量时电池的荷电状态的。
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