CN106064621B - 使用多个扭矩生成装置的控制动力总成系统的方法和设备 - Google Patents

使用多个扭矩生成装置的控制动力总成系统的方法和设备 Download PDF

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Publication number
CN106064621B
CN106064621B CN201610262736.5A CN201610262736A CN106064621B CN 106064621 B CN106064621 B CN 106064621B CN 201610262736 A CN201610262736 A CN 201610262736A CN 106064621 B CN106064621 B CN 106064621B
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soc
power
target
expectation
power assembly
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CN106064621A (zh
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L.D.谢普利
A.H.希普
E.D.派珀
K.Y.金
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GM Global Technology Operations LLC
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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
    • 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
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • 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
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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
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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
    • B60K6/42—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
    • B60W10/04—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
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    • 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
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
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    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
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    • 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
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    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
    • F16H2037/101—Power split variators with one differential at each end of the CVT
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    • F16H2200/2007—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with two sets of orbital gears
    • 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
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Abstract

描述了一种用于车辆的动力总成系统,并且其包括内燃机,所述内燃机机械地联接至电机以生成推进扭矩和储存在能量储存装置上的电力。用于控制动力总成系统的方法，包括确定与路载荷相关联的第一期望动力总成输出功率，并且确定与用于能量储存装置的前馈荷电状态(SOC)相关联的第二期望动力总成输出功率。响应于第一和第二期望动力总成输出功率，内燃机和电机被控制。

Description

使用多个扭矩生成装置的控制动力总成系统的方法和设备
技术领域
本公开涉及使用多个扭矩生成装置和与其相关联的动力学系统控制的动力总成(powertrain)系统。
背景技术
混合动力总成系统从两个或更多能量源生成推进扭矩，例如通过内燃机的碳基燃料、以及通过一个或多个电机的电力，其中推进扭矩被通过扭矩传动装置传递至联接至传动系的输出构件。这样的动力总成系统可以使用荷电-耗尽(charge-depleting)操作策略或荷电-保持(charge-sustaining)操作策略或二者，其中这样的策略指的是管理用于电机的能量储存系统的荷电状态(state of charge)(SOC)。在荷电-耗尽操作策略中，动力总成控制系统控制动力总成操作，使得在车辆行程、或接通点火循环(key-on cycle)期间能量储存系统的SOC实现最小状态，并且管理从内燃机而来的扭矩和从基于其上的电机(一个或多个)而来的扭矩。在荷电-保持操作策略中，动力总成控制系统控制动力总成操作，使得能量储存系统的SOC在车辆出行的结束处处于与车辆出行的开始处相同的水平，并且管理从内燃机而来的扭矩和从基于其上的电机(一个或多个)的扭矩。
用于操作混合动力总成系统的控制系统控制发动机和电机(一个或多个)的扭矩输出，并且应用变速箱中的扭矩传递元件以响应于操作员-命令的输出扭矩请求(将燃料经济性、排放、驾驶性能和其他因素考虑在内)传递扭矩。控制系统监视来自车辆和操作员的各种输入，并且提供混合动力总成的可操作的控制，包括控制变速箱操作模式和换挡、控制来自发动机和电机(一个或多个)的扭矩输出、并且调节在电能储存装置和电机之间相互交换的电力以管理变速箱的输出，包括扭矩和转速。
发明内容
描述了一种用于车辆的动力总成系统,并且其包括内燃机,所述内燃机机械地联接至电机以生成推进扭矩和可储存在能量储存装置上的电力。用于控制动力总成系统的方法，包括确定与路载荷相关联的第一期望动力总成输出功率，并且确定与用于能量储存装置的前馈荷电状态(SOC)相关联的第二期望动力总成输出功率。响应于第一和第二期望动力总成输出功率，内燃机和电机被控制。
本教导的上述特征和优势及其他特征和优势将从用于实施如所附的权利要求中定义的本教导的一些最佳模式和其它实施例的以下详细描述在连同附图时显而易见。
附图说明
现在将通过示例、参考附图来描述一个或多个实施例，其中：
图1示意性地例示了动力总成系统，其包括内燃机和联接至传动系的多模式变速箱，根据本公开，其操作由混合控制模块控制；
图2示意性地示出了根据本发明、用于自适应斜坡前馈SOC控制例行程序的信号流程图，所述自适应斜坡前馈SOC控制例行程序可被周期性地执行以控制图1的动力总成系统的实施例的操作；和
图3图形地示出了根据本公开、参考图1描述的、使用自适应斜坡前馈SOC控制例行程序的实施例的动力总成系统的实施例的操作。
具体实施方式
现在参考附图，其中该展示仅是为了例示某些示例性实施例且不是为了限制这些示例性实施例，图1示意性地例示了用于车辆的混合动力总成系统10的元件，分别包括内燃机(发动机)12及第一和第二电机20、22，其机械地联接至多模式变速箱(变速箱)14以在其间传递扭矩。变速箱14机械地联接至传动系90以传递推进扭矩。由发动机12生成的功率起源于以碳氢燃料形式储存的能量，且可以提供推进扭矩和/或提供输入功率至以电力生成(充电)模式操作的第一和第二电机20、22中的一个或二者。由第一和第二电机20、22生成的功率起源于来自发动机12、或储存在高电压电能量储存装置(电池)13中的电能。在一个实施例中，电池13可经由充电器18联接至离车电源以在车辆停车的时段期间实现电池13的充电。这样的系统可被称为插入式(plug-in)混合动力车辆。第一和第二电机20、22中的一个或二者可被用于生成车辆推进扭矩。动力总成系统10的各种元件的操作通过混合控制模块(HCP)5被动态地控制。动力总成系统10是一个实施例的例示，本文描述的概念可被使用在所述实施例上。应理解，本文描述的概念可被使用在包括内燃机(所述内燃机联接至至少一个电机以生成推进扭矩和用于储存在电池上的电力)的混合动力总成的任何实施例上。
内燃机(发动机)12包括旋转曲轴11，其可旋转地联接至变速箱14的输入构件16。旋转曲轴11联接至变速箱14的输入构件16，使得曲轴11的旋转导致输入构件16的相应旋转。曲轴11可通过中介离合器、扭矩转换装置或能够将发动机曲轴11的旋转从变速箱14的输入构件16的相应旋转脱离的其他装置联接至输入构件16。
变速箱14分别包括第一和第二行星齿轮组40、50，其分别具可旋转地联接至第一和第二电机20、22的元件。行星齿轮组40包括恒星齿轮42、托架构件44和环形齿轮48。托架构件44可旋转地支撑与恒星齿轮42啮合的多个小齿轮46，且环形齿轮48与小齿轮46啮合。行星齿轮组50包括恒星齿轮52、可旋转地支撑多个小齿轮56(与恒星齿轮52啮合)的托架构件54、以及与小齿轮56啮合的环形齿轮58。转子毂35通过中间套轴64与恒星齿轮52一致旋转。在一个实施例中且如本文所描述的，变速箱14是电-机械变速箱装置，其中第一和第二电机20、22是电动的马达/发电机。应理解，本文所描述的概念不限于仅使用第一和第二简单行星齿轮组的变速箱，而是还可有利地应用于使用任意多个简单或复杂行星齿轮组或其他齿轮传动配置的变速箱。
第一电机20和第二电机22封装在箱体壳体/接地(case housing/ground)24内，且可旋转地联接在输入构件16和变速箱输出构件26(与传动系90发生作用)之间。第一电机20包括接地至变速箱箱体24的环形定子30和被支撑在可旋转转子毂34上的环形转子32。第二电机22包括接地至变速箱箱体24的环形定子31和被支撑在可旋转转子毂35上的环形转子33。
电池13供应电力至功率逆变器17，其经由传递导体41与第一定子30电连接以控制其操作。电池13可以是任何高压电能储存装置，包括那些使用锂离子电池的或其他合适的电化学装置。电池13的功率输出可以以电压、电流和荷电状态(SOC)为特征。SOC提供了电池13上储存的电能的指示，例如，以A-h为单位或其他合适的单位，且可以通过任何合适的方法(诸如电流积分)确定。电池13优选地以最小SOC和最大SOC为特征。导致电池13超过最大SOC或降低到最小SOC以下的操作可导致电池13中的物理和化学改变，其可缩短电池的服务寿命，且因此是不期望的。
功率逆变器17还经由传递导体43与第二定子31电连接，以控制第二电机22的操作来控制操作。第一和第二电机20、22可操作为马达或发电机。第一和第二电机20、22中的任一个可操作为电马达，在其中由电池13提供的所储存的电力被通过功率逆变器17转换并且被提供至各定子30、31以生成扭矩。第一和第二电机20、22中的任一个可操作为发电机，在其中车辆动量可被转换至储存在电池13中的电力或被第二电机22使用。
变速箱14还包括第一离合器C1 51和第二离合器C2 53。第一离合器C1 51是接地离合器或制动器，其被可选择地激活以将环形齿轮构件58接地至变速箱箱体24。输入构件16从轴60轴向隔开且不与轴60同心，所述轴60联接第一行星齿轮组40的托架构件44和第二行星齿轮组50的托架构件54。轴72优选地与输入构件16同轴，所述轴72联接至转子构件70以与输入构件16联接用于与环形齿轮48共同旋转。轴62经由毂构件37和轴向延伸部分39将转子毂34与恒星齿轮42联接。第二离合器C2 53嵌套在轴向延伸部分39、毂37和轴62之间。毂构件77与第二离合器C2 53联接。与轴62同心的分开的套轴60将托架构件54以及毂构件68和69联接至托架构件44，且因此将托架构件44的旋转固定地联接至托架构件54的旋转。套轴64将转子毂35与恒星齿轮52联接。轴向延伸构件78、毂77和轴向延伸构件79(其为环形轴)将第二离合器C2 53与第一离合器C1 51和环形齿轮58联接。轴向延伸构件78包围行星齿轮组50。当第二离合器C2 53被失效时环形齿轮构件58从恒星齿轮构件42脱离。
变速箱14可选择地以固定齿轮模式和可变模式操作，其中可变模式在一个实施例中为电可变模式。操作在固定齿轮模式中的变速箱可包括任何在其中输出构件26的旋转速度是输入构件16的旋转速度的直接比例的操作。通过激活第一和第二离合器C1 51、C2 53二者，变速箱14以第一齿轮比操作在第一固定齿轮模式中。通过激活第一离合器C1 51并结合在如本文所描述的条件下处于关闭状态的发动机12，变速箱14以第二齿轮比操作在发动机关闭固定齿轮模式中。第一齿轮比和第二齿轮比可基于第一和第二行星齿轮组40、50的齿轮比确定。在可变模式的一个中的变速箱操作包括任何在其中输出构件26的旋转速度被基于输入构件16的速度、结合第一和第二电机20、22的转速、行星齿轮组40、50的齿轮比、第一和第二离合器C1 51和C2 53的激活状态和其他因素确定的操作条件。
HCP 5与发动机控制模块(ECM)23、逆变器(inverter)控制器15、和变速箱控制模块(TCM)21、以及其他装置通信。HCP 5提供在ECM 23和逆变器控制器15和接收来自车辆操作员的命令的操作员界面装置6上的管理控制。HCP 5协调发动机12及第一和第二电机20之间的扭矩命令，以响应于驾驶员的扭矩请求(驾驶员扭矩请求)控制输出扭矩，所述驾驶员的扭矩请求是到操作员界面装置6的输入。操作员界面装置6包括一个或多个装置，操作员通过所述一个或多个装置命令车辆和动力总成系统的操作，包括，例如，加速踏板、制动踏板、点火钥匙、变速箱范围选择器、荷电模式选择器、巡航控制致动器、和其他相关装置。操作员界面装置6生成用于操作车辆的命令，包括，例如，车辆接通/切断状态、变速箱范围选择(例如，停车、倒挡、空挡和驱动挡中的一个)、驾驶员扭矩请求、选择的荷电模式、和其他相关的命令。动力总成系统10生成输出扭矩，响应于驾驶员扭矩请求和到操作员界面装置6的其他输入，所述输出扭矩通过传动系90被传送至车轮。为了例示方便，操作员界面装置6被示出为单一装置。
功率逆变器模块17优选地包括一对功率逆变器和各自的马达控制模块，其配置为接收扭矩命令并控制来自其的逆变器状态，用于提供马达驱动或电力再生功能，以满足马达扭矩命令。功率逆变器包括互补三相电力电子装置，且每一个包括多个绝缘栅双极型晶体管(IGBT)或其他合适的功率开关装置用于将来自电池13的DC功率转换至AC功率，用于通过在高频率开关来给第一和第二电机20、22中的各一个提供功率。IGBT形成配置为接收控制命令的开关模式电源。三相电机中每一个的每一相包括一对IGBT。IGBT的状态被控制以提供马达驱动机械功率生成或电力再生功能。三相逆变器经由DC传递导体接收或供应DC电力，并且将其变换至三相AC功率或从三相AC功率变换，其被传导至第一和第二电机20、22或从第一和第二电机20、22传导，用于经由传递导体操作为马达或发电机。逆变器控制器15控制功率逆变器模块17以响应于马达扭矩命令将电力传递至第一和第二电机20、22以及从第一和第二电机20、22传递。电流被横跨高压电总线传递至电池13以及从电池13传递以对电池13充电和放电。
ECM 23可操作地连接至发动机12，并且功能为从传感器获取数据并且在多个分立的线或其他合适的通信链接上发送促动器命令至发动机12。ECM 23监视发动机速度和负载，所述发动机速度和负载被通信至HCP 5。逆变器控制器15监视和控制第一电机20的第一马达扭矩和第二电机22的第二马达扭矩。替代地，两个电子控制器可以被利用，每个控制器分别监视第一和第二电机20、22中的相应一个。TCM 21监视转速并控制第一和第二离合器C1 51和C2 53的激活和失效。
术语控制器、控制模块、模块、控制、控制单元、处理器和类似的术语指专用集成电路(ASIC)、电子电路、中央处理单元(例如，微处理器)和形式为存储器和储存装置(只读、可编程只读、随机访问、硬盘驱动器、等)的相关非瞬时性存储器部件中的任何一个或各种组合。非瞬时性存储器部件能够以以下形式储存机器可读指令：一个或多个软件或固件程序或例行程序、组合逻辑电路(一个或多个)、输入/输出电路(一个或多个)和装置、信号调节和缓冲电路以及能够被一个或多个处理器访问以提供描述的功能的其他部件。输入/输出电路(一个或多个)和装置包括模/数转换器和监视来自传感器的相关装置，其中这样的输入以预设采样频率或响应于触发事件被监视。软件、固件、程序、指令、控制例行程序、代码、算法和类似术语意思是，包括校准和查找表的任何控制器可执行指令集。每个控制器执行控制例行程序(一个或多个)以提供所期望的功能，包括监视来自感测装置和其他网络控制器的输入并且执行控制和诊断例行程序以控制促动器的操作。例行程序可以以定时的间隔被执行，例如在正在进行的操作期间每100毫秒或3.125、6.25、12.5、25和100毫秒。可替代地，例行程序可响应于触发事件的发生而被执行。控制器之间的通信，以及控制器、促动器和/或传感器之间的通信可使用直接接线连接、网络通信总线链接、无线链接或任何另一合适的通信链接而被完成。通信包括以任何合适的形式交换数据信号，包括，例如，经由导电介质交换电信号、经由空气交换电磁信号、经由光波导交换光信号等。术语“模型”指模拟装置或物理过程的物理存在的基于处理器或处理器-可执行的代码和相关校准。如本文所使用的，术语“动态”和“动态地”描述被实时执行且特征为在例行程序的执行期间或在例行程序执行的迭代之间监视或者确定参数的状态且定时地或周期地更新参数的状态的步骤或过程。
在大的瞬时改变(诸如可响应于加速器踏板猛踩油门(tip-in)或松开油门(tip-out)操纵而发生)期间，动力总成系统可在配合驾驶员扭矩请求中迟滞长于必需的时间。这样的动力总成系统迟滞可由于当被系统约束限制时扭矩促动器的不完整协调和系统延滞引起，同时这样的迟滞导致驾驶质量的恶化。这样的瞬时改变可导致机械啮合齿轮中的冲击转变，如果不合适地管理其可导致传动系重击。
图2示意性地示出了用于自适应斜坡前馈SOC(adaptive ramping feed-forwardSOC)控制例行程序200的信号流图，所述自适应斜坡前馈SOC控制例行程序200可以作为在HCP 5和其他控制器中执行的一个或多个例行程序被周期地执行以控制如上文参考图1描述的动力总成系统10的实施例的操作。自适应斜坡前馈SOC控制例行程序200优选地执行为控制例行程序用于响应于操作员命令(诸如驾驶员扭矩请求和所选择的荷电模式)控制动力总成系统10的操作，所述控制例行程序具有影响车辆的操作的输出，动力总成系统10部署在所述车辆中。总的来说，前馈SOC控制例行程序200的操作包括确定荷电模式和目标SOC，并且基于输出功率和车辆速度确定SOC斜坡速率。目标SOC倾斜至最终目标SOC，且前馈功率目标被基于实际SOC斜坡速率确定。前馈功率目标被使用以按一方式处理发动机功率输出，所述方式允许发动机功率更紧密地追踪来自动力总成系统10的输出功率。这样的操作最小化当驾驶员扭矩请求低时发生发动机12的高速操作的可能性，并且还最小化当驾驶员扭矩请求突然改变时由于发动机扭矩的突变的冲击事件的发生。
监视的参数包括路载荷(road load)(单位为kW)204、变速箱输出速度No 202、以及操作员选择荷电模式220。基于传动系90的齿轮比，变速箱输出速度No 202关联至车辆速度。路载荷204被基于驾驶员扭矩请求确定，所述驾驶员扭矩请求是经由加速踏板和/或制动踏板到操作员界面装置6的输入。
变速箱输出速度No 202和路载荷204可在斜坡速率(ramp rate)确定步骤210中被使用以确定期望SOC斜坡速率212(％SOC/min)。期望SOC斜坡速率由校准率(在该校准率处期望充电)直接确定，并且被电池13的充电容量和来自发动机12的最大功率输出限制。通过非限制性例子，当操作在山地模式中时，期望SOC斜坡速率212可被校准在1％SOC/min的变化率处。山地模式可在车辆开始倾斜之间15分钟被启用，以达到SOC的15％的增加。另外，另外，期望SOC斜坡速率间接地基于车辆电池组和发动机尺寸，因为这确定是否需要或期望SOC的斜坡升高或SOC的斜坡降低。电池组和发动机尺寸还确定最大斜坡速率。例如，如果所有的发动机功率被用于给电池13充电时发动机12仅能够以5％SOC/min的最大率给电池13充电，则在这种情况下1％/min的斜坡速率可以是无法实现的。可替代地，斜坡(ramping)可被禁用。
操作员选择荷电模式220是到操作员界面装置6的荷电模式选择器的输入。有与每个可选择的荷电模式关联的目标期望SOC 222(％)，所述每个可选择的荷电模式可包括，除了其它的之外，例如，其中，正常模式、运动模式、山地模式、保持模式。在正常模式中，目标期望SOC 222可与在启动处将SOC保持在SOC状态相关联，或者目标期望SOC 222可与用于电池13的最小SOC相关联。在运动模式中，目标期望SOC 222可与电量保持状态或者电量消耗状态相关联，并且目标期望SOC 222可被增加以支撑短的、激进的驾驶操纵，而不消耗电池到最小SOC。在山地模式中，目标期望SOC 222可与最小SOC和最大SOC之间的中间范围的SOC相关联，以允许第一和/或第二电机20、22在爬山操纵期间提供推进扭矩而没有完全地耗尽电池13的电量，并且还在下山操纵期间通过再生制动准许电量恢复而不过度充电电池13。在保持模式中，目标期望SOC 222可以是大于最小SOC的任何水平并且允许车辆操作员选择一SOC水平，当预期有对于EV操作(诸如城市驾驶或另一驾驶操纵)的即将来临的需求时，电池电量被维持在该SOC水平处。SOC以期望SOC斜坡速率212(％SOC/min)倾斜直到达到目标期望SOC 222。例如，如果在模式改变前目标是10％而模式改变后目标是20％，则在每个迭代期间目标期望SOC 222以步骤210中所确定的期望SOC斜坡速率增加。因此在单个迭代之后，当期望SOC斜坡速率212是1％时，目标期望SOC 22是10.1，然后10.2等等，直到其到达盖过(cap)最终目标的实际目标。其逻辑上可以被认为是将目标从之前的设定点往上推的斜坡速率。
均值滤波元件230将期望SOC斜坡速率212和目标期望SOC 222在一段时间结合以确定滤波目标SOC(filted target SOC)232，其从实际SOC 234中减去以确定差值目标SOC(delta target SOC)242。滤波目标SOC 232经过时间-速率导数(250)以确定滤波目标SOC斜坡速率252，其通过使用合适的转换公式260被转换至实际前馈功率262(N-m/s或W)。滤波目标SOC 232的时间-速率导数检测何时斜坡速率停止增加。将来自步骤210的期望SOC斜坡速率212直接结合指示倾斜是已经完成还是尚未完成的逻辑位使用以在该点将斜坡速率设置为零，也可实现相同的功能。基于按照前面提供的公式的电池组的能量容量，斜坡速率然后被转换至所需的功率。
实际前馈功率262和路载荷204被结合(270)以确定有效输出功率(kW)272。有效输出功率272被结合变速箱输出速度No 202和差值目标SOC 242使用(280)以确定实现驾驶员扭矩请求的动力总成操作点，同时提供响应于滤波目标SOC 232的实际前馈功率262，所述滤波目标232基于操作员选择的荷电模式220。
在动力总成控制例行程序290中使用有效输出功率272以选择优选的发动机功率292用于操作发动机12和优选的马达功率Pa 294和Pb 296用于分别操作第一和第二电机20、22以达到有效输出功率并同时响应驾驶员扭矩请求。
图3图形地示出了参考图1描述的动力总成系统10的实施例的操作300的部分，使用了参考图2描述的自适应斜坡前馈SOC控制例行程序200的实施例。图形包括关于水平轴线上的时间320绘制的、在竖直轴线上的SOC(％)302和功率(kW)，示出了时间点321到326。绘制的数据包括荷电-保持目标SOC 310、用于选择的荷电模式的目标期望SOC 222、滤波目标SOC 232、实际SOC 234、有效输出功率272和优选的发动机功率292。如所示，目标期望SOC222与山地模式中的操作相关联。如前面所描述的，有效输出功率272包括路载荷204和实际前馈功率262。
在荷电-保持目标SOC 310和目标期望SOC 222之间的转变期间，优选的发动机功率292大于有效输出功率，导致滤波目标SOC 232和实际SOC 234的增加，二者都优选地以由期望SOC斜坡速率212指示的斜坡速率增加。时间点321前的瞬间，有效输出功率的增加导致优选的发动机功率272的增加并且导致滤波目标SOC 232和实际SOC 234到达小于目标期望SOC 222的中间SOC点。在时间点322处，用于发动机功率292的最大状态被达到，并且足够达到有效输出功率272。滤波目标SOC 232和实际SOC 234保持在中间SOC点处直到时间点323，在所述时间点323处有效输出功率272有一增加，由于发动机功率292在其最大状态，所述增加不可通过发动机12的操作达到。动力总成系统10通过增加来自第一和第二电机20、22的功率输出来响应增加的有效输出功率272，同时实际SOC 234相应减小。滤波目标SOC 232也减小，尽管由于目标期望SOC 222的作用以小于实际SOC 234的变化率减小。当有效输出功率272减少使得发动机功率292能够满足它时，实际SOC 234和滤波目标SOC先于时间点324稳定，尽管稳定在不同的SOC水平。在时间点324处，有效输出功率272减小，同时发动机功率292相关地减小。发动机功率292保持大于有效输出功率272，同时多余的功率用于增加实际SOC 234和滤波目标SOC 232。此操作继续，直到时间点325，在该点处实际SOC 234和滤波目标SOC 232收敛于与山地模式相关联的目标期望SOC 222，且发动机功率292趋近于有效输出功率272。在时间点325和326之间的时期期间，发动机功率292保持等于有效输出功率，并且仅响应于有效输出功率272的另一增加而在时间点326处改变，其响应类似于参考时间点323描述的响应。
自适应斜坡前馈SOC控制例行程序200提供前馈功率以操纵SOC从而增加发动机功率输出，包括关于输出功率和车辆速度的SOC的自适应斜坡。这样的操作可减少由噪声、振动和苛刻环境(harshness)(NVH)导致的不期望的乘坐质量下降发生的可能性，所述噪声、振动和苛刻环境(NVH)与在SOC的控制增加期间的发动机使用(诸如可在扩展高输出功率情景期间发生的)有关。这包括在扩展高输出功率情景期间请求附加的输出功率。当发动机12被完全利用，即，处于或接近其最大输出功率，这样的操作被理解并且前馈功率请求在高输出功率时间期间可被减少。前馈控制包括斜坡逻辑以更好地管理车辆应用(其包括具有有限输出的发动机)中的NVH。这样，在高输出功率事件期间，目标SOC可被斜坡回降。这可以被完成以直接匹配输出功率或通过一些有限量，使得产生较小的目标差值以激励更多发动机被更早使用，但是不过度使用。因为SOC中的大的目标差值可产生发动机使用和输出功率的不匹配，发动机不能提供所有的输出功率的理解事件允许SOC被完全使用。关于NVH限制的操作参数可以仅在SOC已经降至低于正常电量保持目标的水平的情景中被违反。这样的操作允许以可预测的方式处理SOC，其可导致在特定操作条件下较不激进的发动机使用，具有减少燃料消耗和增加使用寿命的附带益处。
详细描述和附图或视图支持和描述本教导，但是本教导的范围仅由权利要求限定。尽管已详细描述了用于执行本教导的最佳模式和其他实施例，存在各种可替换的设计和实施例，用于实践限定在所附权利要求中的本教导。

Claims (10)

1.一种用于控制车辆的动力总成系统的方法，所述动力总成系统包括机械地联接至电机以生成推进扭矩和可储存在能量储存装置上的电力的内燃机，所述方法包括：
确定与路载荷相关联的第一期望动力总成输出功率；
确定与用于所述能量储存装置的前馈荷电状态(SOC)相关联的第二期望动力总成输出功率；和
响应于所述第一和第二期望动力总成输出功率通过控制器控制所述内燃机和所述电机；
其中，确定与用于所述能量储存装置的所述前馈SOC相关联的第二期望动力总成输出功率包括：
基于车辆速度和所述路载荷确定期望SOC斜坡速率；
基于操作员选择的荷电模式确定目标期望SOC；
基于所述期望SOC斜坡速率和所述目标期望SOC确定滤波目标SOC，其中，通过在一段时期使所述目标期望SOC和所述期望SOC斜坡速率平均来确定所述滤波目标SOC；
执行所述滤波目标SOC的时间-速率导数；以及
基于滤波目标SOC的时间-速率导数确定与用于所述能量储存装置的前馈SOC相关联的所述第二期望动力总成输出功率。
2.如权利要求1所述的方法，其中，确定与所述路载荷相关联的所述第一期望动力总成输出功率包括确定与驾驶员扭矩请求相关联的动力总成输出功率。
3.如权利要求1所述的方法，其中，基于车辆速度和路载荷确定所述期望SOC斜坡速率包括确定基于电池的充电容量和来自发动机的最大功率输出限制的SOC斜坡速率。
4.如权利要求1所述的方法，其中，基于所述选择的荷电模式确定所述目标期望SOC包括基于操作员选择的正常模式、运动模式、山地模式、或保持模式中的一个确定所述目标期望SOC。
5.如权利要求3所述的方法，其中，响应于所述第一和第二期望动力总成输出功率控制所述内燃机和所述电机还包括：
基于用于所述电池的实际SOC和所述滤波目标SOC之间的差别确定差值目标SOC；
基于用于所述能量储存装置的前馈SOC确定有效输出功率；以及
基于所述差值目标SOC、车辆速度和所述有效输出功率确定动力总成操作点。
6.一种用于控制动力总成系统的方法，所述动力总成系统包括机械地联接至电机以在变速箱输出构件处生成推进扭矩并且生成可储存在能量储存装置上的电力的内燃机，所述方法包括：
确定与驾驶员扭矩请求相关联的第一期望动力总成输出功率；
确定与用于所述能量储存装置的前馈荷电状态(SOC)相关联的第二期望动力总成输出功率；和
响应于所述第一和第二期望动力总成输出功率通过控制器控制所述内燃机和所述电机；
其中，确定与用于所述能量储存装置的所述前馈SOC相关联的第二期望动力总成输出功率包括：
基于变速箱输出速度和所述驾驶员扭矩请求确定期望SOC斜坡速率；
基于操作员选择的荷电模式确定目标期望SOC；
基于所述期望SOC斜坡速率和所述目标期望SOC确定滤波目标SOC，其中，通过在一段时期使所述目标期望SOC和所述期望SOC斜坡速率平均来确定所述滤波目标SOC；
执行所述滤波目标SOC的时间-速率导数；以及
基于所述滤波目标SOC的时间-速率导数确定与用于所述能量储存装置的前馈SOC相关联的所述第二期望动力总成输出功率。
7.如权利要求6所述的方法，其中，基于车辆速度和所述驾驶员扭矩请求确定所述期望SOC斜坡速率包括确定基于电池的充电容量和来自发动机的最大功率输出限制的SOC斜坡速率。
8.如权利要求7所述的方法，其中，基于所述选择的荷电模式确定所述目标期望SOC包括基于操作员选择的正常模式、运动模式、山地模式、或保持模式中的一个确定所述目标期望SOC。
9.如权利要求7所述的方法，其中，响应于所述第一和第二期望动力总成输出功率控制所述内燃机和所述电机还包括：
基于用于所述能量储存装置的实际SOC和滤波目标SOC之间的差别确定差值目标SOC；
基于用于所述能量储存装置的所述前馈SOC确定有效输出功率；以及
基于所述差值目标SOC、变速箱输出速度和所述有效输出功率确定动力总成操作点。
10.一种动力总成系统，包括：
内燃机，所述内燃机机械地联接至变速箱和电机，其中所述电机电联接至电能储存装置；以及
控制器，所述控制器执行控制例行程序的控制器，所述控制例行程序可操作以：
确定与驾驶员扭矩请求相关联的第一期望动力总成输出功率；
确定与用于所述电能储存装置的前馈荷电状态(SOC)相关联的第二期望动力总成输出功率；和
响应于所述第一和第二期望动力总成输出功率控制所述内燃机和所述电机，包括所述控制例行程序可操作以：
基于变速箱输出速度和所述驾驶员扭矩请求确定期望SOC斜坡速率；
基于操作员选择的荷电模式确定目标期望SOC；
基于所述期望SOC斜坡速率和所述目标期望SOC确定滤波目标SOC，其中，通过在一段时期使所述目标期望SOC和所述期望SOC斜坡速率平均来确定所述滤波目标SOC；
基于用于所述电能储存装置的实际SOC和所述滤波目标SOC之间的差别确定差值目标SOC；
基于用于所述电能储存装置的所述前馈SOC确定有效输出功率；以及
基于差值目标SOC、变速箱输出速度和所述有效输出功率确定动力总成操作点。
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