CN107662600A - 在混合动力车辆升挡期间的扭矩修改 - Google Patents

在混合动力车辆升挡期间的扭矩修改 Download PDF

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Publication number
CN107662600A
CN107662600A CN201710617212.8A CN201710617212A CN107662600A CN 107662600 A CN107662600 A CN 107662600A CN 201710617212 A CN201710617212 A CN 201710617212A CN 107662600 A CN107662600 A CN 107662600A
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engine
controller
motor
vehicle
moment
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CN107662600B (zh
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拉杰·约赫
马克·斯蒂芬·耶马扎基
杰弗里·艾伦·多林
伯纳德·D·内佛西
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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    • 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
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    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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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
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    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • 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
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/951—Assembly or relative location of components

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Abstract

本公开涉及在混合动力车辆升挡期间的扭矩修改。提供了一种控制系统将在变速器升挡期间的发动机响应时间和马达响应时间的差异考虑在内。一种车辆包括具有选择性地串联连接的发动机、牵引马达和变速器的传动系。控制器局域网络(CAN)连接多个控制器。控制器中的至少一个被配置为在变速器的升挡期间通过CAN输出减小牵引马达扭矩的信号。控制器还可以根据CAN中的信号延迟减小发动机扭矩。

Description

在混合动力车辆升挡期间的扭矩修改
技术领域
本公开旨在在升挡期间改变混合动力电动车辆中的发动机扭矩和马达扭矩。
背景技术
混合动力车辆可以包括均能够提供动力以推进车辆的发动机和牵引马达。还可以设置具有不同传动比的变速器。在MHT车辆的升挡换挡期间，可以命令改变发动机扭矩和马达扭矩二者，以考虑由于换挡而引起的即将到来的惯性变化。
发明内容
根据实施例，一种车辆包括发动机、能够升挡的变速器以及选择性地连接到发动机和变速器的牵引马达。至少一个控制器被配置为：在发动机和马达均推进车辆时的升挡期间，命令马达扭矩减小，然后在可控的延迟之后命令发动机扭矩减小。
所述至少一个控制器可以被配置为：改变所述延迟，使得实际的马达扭矩减小与实际的发动机扭矩减小同时发生。
所述至少一个控制器可以被配置为经由控制器局域网络(CAN)与其他控制器通信，其中，所述至少一个控制器被配置为改变所述延迟以考虑CAN中的响应滞后。
根据另一实施例，一种车辆包括具有选择性地串联连接的发动机、牵引马达和变速器的传动系。控制器局域网络(CAN)连接多个控制器。控制器中的至少一个被配置为：在变速器的升挡期间，通过CAN输出减小牵引马达扭矩的信号。控制器还根据CAN中的信号延迟减小发动机扭矩。
在又一实施例中，一种方法包括：首先减小变速器的即将分离的离合器的压力，同时增加变速器的即将接合的离合器的压力，以在具有选择性地连接到马达的发动机的车辆中开始升挡，其中，马达选择性地连接到变速器。该方法还包括：在升挡期间，命令马达扭矩减小，然后在可控的延迟之后命令发动机扭矩减小。
附图说明
图1是根据本公开的一个实施例的混合动力电动车辆的示意图。
图2是示出根据一个实施例的用于控制混合动力电动车辆的发动机和牵引马达的控制架构的图。
图3是示出根据一个实施例的被配置为在变速器升挡期间控制马达扭矩和发动机扭矩的算法的示例的流程图。
图4是根据实施例的在命令的升挡期间各种部件的命令的动作和实际的动作的多个曲线图。
具体实施方式
在此描述本公开的实施例。然而，应该理解的是，公开的实施例仅仅是示例，并且其它的实施例可采用各种可替代的形式。附图无需按比例绘制；可夸大或最小化一些特征以示出特定部件的细节。因此，在此公开的具体结构和功能性细节不应解释为限制，而仅仅作为用于教导本领域的技术人员以多种形式利用实施例的代表性基础。如本领域的普通技术人员将理解的，参照任一附图所示出和描述的各种特征可与在一个或者更多个其他的附图中示出的特征组合，以产生未被明确地示出或描述的实施例。示出的特征的组合为典型应用提供代表性实施例。然而，与本公开的教导一致的特征的各种组合和变型可被期望用于特定的应用或实施方式。
参照图1，示出了根据本公开的实施例的混合动力电动车辆(HEV)10的示意图。图1示出了组件之间的代表性关系。车辆内组件的物理位置和方位可以改变。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可以称为模块化混合动力传动装置(MHT)。如下文将详细描述的，传动装置16包括电机(诸如电动马达/发电机(M/G)18)、相关联的牵引电池20、变矩器22和多级阶梯传动比自动变速器或者齿轮箱24。如图1所示，发动机14、M/G 18、变矩器22和自动变速器24依次串联连接。
发动机14和M/G 18均是用于HEV 10的驱动源。发动机14通常代表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)或者燃料电池的动力源。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产生发动机功率和供应至M/G 18的相应的发动机扭矩。M/G 18可以通过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，电力电子装置对电池20提供的直流(DC)电力进行调节以满足M/G 18的要求。例如，电力电子装置可以向M/G 18提供三相交流电(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的功率流动是可能的。例如，分离离合器26可被接合，并且M/G 18可以作为发电机运转以将由曲轴28和M/G轴30提供的旋转能量转换成电能以储存在电池20中。分离离合器26也可以分离以将发动机14与动力传动系统12的其余部分隔离，使得M/G 18可以用作HEV 10的唯一驱动源。轴30延伸穿过M/G 18。M/G 18连续地可驱动地连接到轴30，而发动机14只有在分离离合器26至少部分地接合时才可驱动地连接到轴30。
单独的起动马达31可以选择性地与发动机14接合以使发动机旋转而开始燃烧。一旦发动机启动，起动马达31可以通过(例如)起动马达31和发动机14之间的离合器(未示出)与发动机分离。在一个实施例中，在分离离合器26分离而保持发动机与M/G 18断开时，发动机14由起动马达31启动。一旦发动机已经启动并且被带动到与M/G 18相同的转速，则分离离合器26可将发动机连接到M/G，以允许发动机提供驱动扭矩。
在另一实施例中，未设置有起动马达31，替代地，通过M/G 18启动发动机14。为此，分离离合器26部分地接合以将来自M/G 18的扭矩传递到发动机14。可能需要使M/G 18的扭矩斜坡增大以满足驾驶员的需求同时启动发动机14。然后，一旦发动机被带动到与M/G相同的转速，则分离离合器26可以完全接合。
M/G 18经由轴30连接到变矩器22。因此，当分离离合器26至少部分地接合时，变矩器22连接到发动机14。变矩器22包括固定到M/G轴30的泵轮和固定到变速器输入轴32的涡轮。因此，变矩器22在轴30和变速器输入轴32之间提供液力耦合。当泵轮旋转得比涡轮快时，变矩器22将动力从泵轮传输到涡轮。涡轮扭矩和泵轮扭矩的大小通常取决于相对转速。当泵轮转速与涡轮转速的比值足够高时，涡轮扭矩是泵轮扭矩的倍数。还可以设置变矩器旁通离合器34，当变矩器旁通离合器接合时，使得变矩器22的泵轮和涡轮摩擦地或机械地连接，从而允许更高效的动力传递。变矩器旁通离合器34可以作为起步离合器运转以提供平稳的车辆起步。可选地或组合地，对于不包括变矩器22或变矩器旁通离合器34的应用，可以在M/G 18和齿轮箱24之间设置类似于分离离合器26的起步离合器。在一些应用中，分离离合器26通常被称为上游离合器，起步离合器34(其可以是变矩器旁通离合器)通常被称为下游离合器。
齿轮箱24可以包括齿轮组(未示出)，所述齿轮组通过诸如离合器和制动器(未示出)的摩擦元件的选择性接合而被选择性地置于不同的传动比，以建立期望的多个离散或阶梯传动比。可以通过换挡计划来控制摩擦元件，所述换挡计划使齿轮组的某些元件连接和断开，以控制变速器输出轴36和变速器输入轴32之间的传动比。齿轮箱24基于各种车辆工况和环境工况而通过相关联的控制器(诸如动力传动系统控制单元(PCU))自动地从一个传动比变换为另一传动比。然后齿轮箱24将动力传动系统输出扭矩提供到输出轴36。
应当理解，与变矩器22一起使用的液压控制式齿轮箱24仅是齿轮箱或变速器装置的一个示例；接收来自发动机和/或马达的输入扭矩然后以不同的传动比将扭矩提供到输出轴的任何多级传动比齿轮箱都是可接受的而能用于本公开的实施例。例如，齿轮箱24可以通过包括一个或更多个伺服马达且沿着换挡导轨平移/旋转换挡拨叉以选择期望的传动比的机械式自动(或手动)变速器(AMT)来实现。如本领域普通技术人员通常理解的，AMT可以用于(例如)扭矩要求较高的应用中。
如图1的代表性实施例所示，输出轴36连接到差速器40。差速器40经由连接到差速器40的相应车桥44驱动一对车轮42。差速器将大致相等的扭矩传递到每个车轮42，同时在例如车辆转弯时允许轻微的速度差。可以使用不同类型的差速器或类似装置来将来自动力传动系统的扭矩分配到一个或更多个车轮。在一些应用中，扭矩分配可以根据(例如)具体的操作模式或工况而变化。
动力传动系统12还包括相关联的控制器50(诸如动力传动系统控制单元(PCU))。虽然被示出为一个控制器，但是控制器50可以是更大的控制系统的一部分，并且可以由整个车辆10中的各种其他控制器(诸如车辆系统控制器(VSC))来控制。因此，应当理解，动力传动系统控制单元50和一个或更多个其他控制器可以统称为“控制器”，其响应于来自各种传感器的信号而控制各种致动器以控制多个功能，诸如启动/停止发动机14、操作M/G 18以提供车轮扭矩或给电池20充电、选择或计划变速器换挡等。控制器50可以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)。计算机可读存储装置或介质可以包括(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是可用于在CPU掉电时存储各种操作变量的持久性或非易失性存储器。计算机可读存储装置或介质可以使用多个已知存储器装置(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)、闪存或者能够存储数据的任何其它电、磁、光学或组合的存储装置)中的任何一种来实现，所述数据中的一些表示可由控制器使用以控制发动机或车辆的可执行指令。
控制器经由可被实现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的输入/输出(I/O)接口与各种发动机/车辆传感器和致动器进行通信。或者，可以使用一个或更多个专用硬件或固件芯片而在将特定信号提供给CPU之前对所述特定信号进行调节和处理。如图1的代表性实施例总体上所示的，控制器50可将信号传送到发动机14、分离离合器26、M/G 18、起步离合器34、变速器齿轮箱24以及电力电子装置56和/或从它们接收信号。尽管没有明确示出，但是本领域普通技术人员将认识到每个上述子系统内的可由控制器50控制的各种功能或组件。可以使用由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、火花塞点火正时(针对火花点火式发动机)、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操作、用于分离离合器26、起步离合器34和变速器齿轮箱24的离合器压力等。通过I/O接口传送输入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)、车轮转速(WS1、WS2)、车速(VSS)、冷却剂温度(ECT)、进气歧管压力(MAP)、加速踏板位置(PPS)、点火开关位置(IGN)、节气门位置(TP)、空气温度(TMP)、排气氧(EGO)或其他排气组分浓度或存在性、进气流动(MAF)、变速器挡位、传动比或模式、变速器油温(TOT)、变速器涡轮转速(TS)、变矩器旁通离合器34状态(TCC)、减速或换挡模式(MDE)。
由控制器50执行的控制逻辑或功能可以由一个或更多个附图中的流程图或类似图表来表示。这些附图提供有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。因此，所示的各个步骤或功能可以以所示的顺序执行、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，但是本领域普通技术人员将认识到，根据所使用的特定处理策略，所示出的一个或更多个步骤或功能可以重复执行。类似地，所述的处理顺序对于实现本文所述的特征和优点而言并不是一定需要的，而是为了便于说明和描述而提供的。控制逻辑可以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(例如控制器50)执行的软件中实现。当然，根据具体应用，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实现。当在软件中实现时，可以在一个或更多个计算机可读存储装置或介质中提供控制逻辑，所述存储装置或介质存储有表示由计算机执行以控制车辆或其子系统的代码或指令的数据。计算机可读存储装置或介质可以包括多个已知物理装置中的一个或更多个，所述物理装置使用电、磁和/或光学存储器来保存可执行指令和相关联的校准信息、操作变量等。
车辆驾驶员使用加速踏板52来提供需求的扭矩、功率或驱动命令以推进车辆。通常，踩下和释放踏板52产生可被控制器50分别解释为需要增加动力或减小动力的加速踏板位置信号。至少基于来自踏板的输入，控制器50命令来自发动机14、和/或M/G 18的扭矩。控制器50还控制齿轮箱24内的换挡正时以及分离离合器26和变矩器旁通离合器34的接合或分离。类似于分离离合器26，变矩器旁通离合器34可以在接合位置和分离位置之间的范围内调节。除了泵轮和涡轮之间的流体动力耦合产生的可变打滑之外，还在变矩器22中产生可变打滑。或者，根据具体应用，变矩器旁通离合器34可以被操作为锁定或断开而不使用被调节的操作模式。
为了利用发动机14驱动车辆，分离离合器26至少部分地接合以将发动机扭矩的至少一部分通过分离离合器26传递到M/G 18，然后从M/G 18传递通过变矩器22和齿轮箱24。当发动机14单独提供推进车辆所需的扭矩时，该操作模式可以被称为“发动机模式”、“纯发动机模式”或“机械模式”。
M/G 18可以通过提供额外的动力使轴30转动来辅助发动机14。该操作模式可以被称为“混合动力模式”、“发动机-马达模式”或“电动辅助模式”。
为了使M/G 18作为唯一的动力源而驱动车辆，除了分离离合器26将发动机14与动力传动系统12的其余部分隔离以外，动力流动保持不变。在此期间，发动机14中的燃烧可以被禁用或以其他方式关闭以节省燃料。牵引电池20通过布线54将储存的电能传输到可以包括(例如)逆变器的电力电子装置56。电力电子装置56将来自电池20的DC电压转换成M/G 18使用的AC电压。控制器50命令电力电子装置56将来自电池20的电压转换为提供给M/G 18的AC电压以向轴30提供正扭矩或负扭矩。该操作模式可以被称为“纯电动模式”、“EV(电动车辆)模式”或“马达模式”。
在任何操作模式中，M/G 18可以用作马达并为动力传动系统12提供驱动力。或者，M/G 18可以用作发电机并将来自动力传动系统12的动能转换成电能而储存在电池20中。例如，当发动机14为车辆10提供推进动力时，M/G 18可以用作发电机。在再生制动时期，M/G18还可以作为发电机，其中，在再生制动中，来自旋转着的车轮42的旋转能量通过齿轮箱24回传并被转换成电能以储存在电池20中。
应当理解，图1所示的示意图仅是示例性的，而不意在进行限制。可以考虑利用发动机和马达二者的选择性接合以通过变速器传递动力的其它构造。例如，M/G 18可以相对于曲轴28偏置，和/或可以在变矩器22和齿轮箱24之间设置M/G 18。在不偏离本公开的范围的情况下，可以考虑其他构造。
如上所述，本公开的“控制器”可以指多个控制器。每个单独的控制器可以通信地连接到另一控制器或控制模块来执行混合动力车辆中的各种功能和控制。图2示出了用于控制车辆的发动机14和M/G 18的控制架构70的一个实施例。该控制架构70可以在车辆正在运转时执行功能，包括作出决策以及向发动机和马达二者提供扭矩输出请求以有效地为车辆提供动力。如下所述，在变速器的命令的升挡期间，可能需要稍微减小由发动机和/或马达输出的总扭矩。
为了请求这样的扭矩减小，变速器控制器或变速器控制模块(TCM)72向发动机控制模块(ECM)74提供总扭矩减小请求。如下面将所描述的，ECM可以被配置为基于表示车辆行驶状况的数据而执行各种命令。这通过使用车辆控制(或车辆控制器)76来完成，该车辆控制76可以请求来自发动机和M/G中的一个或二者的扭矩变化。特别地，车辆控制76可以向直接控制发动机的运转的发动机控制(或发动机控制器)78提供请求的发动机扭矩变化，并且向直接控制M/G的运转的马达控制模块(MCM)80提供请求的马达扭矩变化。在一个示例中，发动机控制78可以通过延迟发动机中的点火来减小发动机输出的扭矩。而且，通过发出减小绕组中的旋转阻力的命令，MCM 80可以减小M/G输出的扭矩。
在变速器升挡期间(例如，从3挡升到4挡)，应减小输入到变速器24的总扭矩，以补偿由于因升挡在发动机(或者，在发动机未连接的情况下的泵轮)的转速从较高转速变化到较低转速时引起的惯性(即惯性扭矩)变化。在传统的非混合动力车辆中，发动机控制器可以发出命令以通过延迟发动机中的点火而修改发动机扭矩。这提供了扭矩瞬时减小。在诸如图1的车辆10的混合动力车辆中，可以通过单独的M/G、单独的发动机或通过利用ECM 74和MCM 80实现的M/G和发动机点火延迟的组合来进行变速器输入扭矩修改。
车辆10中的控制器负责满足期望的变速器扭矩修改，并且负责计算发动机点火延迟和马达(M/G)扭矩减小之间的分配以满足期望的扭矩修改。所述分配可以取决于各种因素，诸如马达扭矩限制、电池充电/放电功率限制、发动机点火权限等。此外，发动机扭矩减小和马达扭矩减小之间的分配针对两个类似的换挡可以是动态的。为了在升挡时具有良好的驾驶性能，期望对于来自变速器控制的相同的扭矩修改请求具有一致响应，而不受如何满足扭矩修改的影响。具体的换挡的质量应该与扭矩修改是通过马达、发动机还是二者的组合进行的无关。
由于致动器的动态特性(诸如，速率限制和响应滞后)不同，所以发动机扭矩减小请求和马达扭矩减小请求的动态响应时间可能不相等。从车辆控制发出命令的时刻起，当对由发动机实现扭矩减小的时刻和由M/G实现扭矩减小的时刻进行比较时，可能存在不同的通信延迟。换句话说，一旦发送了扭矩减小请求，实际的发动机扭矩减小可能比实际的马达扭矩减小发生地更快。例如，在图2的控制架构中，控制器局域网络(CAN)82可以将ECM 74的车辆控制76与MCM 80相互连接。在CAN 82中可能存在一些固有的延迟来处理信号、确定所需要的马达扭矩减小的适当的量等。与发动机相比，CAN中的这些延迟可能无意中在马达的命令和实际响应之间产生额外的响应滞后。在M/G中还存在产生时间滞后的转换速度(slew rate)，直到真正实现了扭矩减小。这些滞后会引起发动机中的第一扭矩减小然后是M/G中的第二扭矩减小，这会降低升挡过程中的驾驶性能。
因此，根据本公开的各种实施例，提供了一种控制方案和算法，以考虑对来自车辆控制的减小扭矩的共用请求进行响应的发动机响应时间和马达响应时间的差异。根据本公开的教导，校正且改善了升挡期间发动机扭矩减小和马达扭矩减小之间的延迟和滞后，从而改善了换挡扭矩修改和驾驶性能。
图3示出了由上述一个或更多个控制器实现的算法100的示例。该算法从102处(例如)在请求的升挡事件开始时开始。在104处，控制器确定车辆是否正在以发动机14启用的(上述)混合动力模式运行，并且发动机14和M/G 18二者都输出用于推进车辆的驱动扭矩。如果车辆没有以混合动力模式驱动，而是以发动机没有主动地提供扭矩的纯电动模式驱动，则在106处，控制器命令M/G的马达扭矩减小以满足所请求的变速器输入扭矩要求。单独的M/G可以减小其扭矩输出，使得在升挡期间的变速器总扭矩输入减小。
然而，如果车辆以混合动力模式运行，则在108处，控制器将电池20的荷电状态与边界阈值进行比较。例如，控制器可以接收表示池20的当前荷电状态的信号，并且确定荷电状态是否处于最小荷电状态阈值和最大荷电状态阈值之间。在一个示例中，最小阈值为电池充满电的20％，最大阈值为电池充满电的80％。如果电池的荷电状态确实在电极限之内和最大阈值与最小阈值之间，则在110处，控制器命令马达扭矩减小以满足变速器请求的扭矩(类似于上述106)。发动机没有被命令减小扭矩输出，变速器输入扭矩的变化可以完全由M/G完成。
此时，在算法进行到112之前，可以检查其他参数，以查看单独的M/G(例如，没有发动机)是否可以减小其扭矩输出以满足变速器输入所需的总扭矩减小。例如，控制器可以响应于马达在某些马达扭矩限制内操作而命令M/G减小其扭矩输出，而不使发动机扭矩减小。在另一示例中，控制器可以响应于对使用点火延迟的权限的约束(即，如果存在阻止点火延迟的某些条件)，而命令M/G减小其扭矩输出而不使发动机扭矩减小。
如果算法进行到112，那么控制器考虑M/G的电限制，并且计算满足变速器输入请求的总扭矩减小所必要的请求的马达扭矩和发动机扭矩的适当的减小量。在112处，在发动机和M/G处分别请求适当分配的发动机扭矩减小和马达扭矩减小。然后，在114处，控制器对所请求的发动机扭矩减小进行整形以考虑上述M/G中的CAN延迟和转换速度。为了对所请求的发动机扭矩减小“整形”，控制器可以使所请求的发动机扭矩减小信号斜坡下降、延迟或将其置于滤波器中。这有效地减慢或延迟了发动机点火延迟的请求，以便使实现实际的发动机扭矩减小的时间与实现实际的马达扭矩减小的时间更好地一致。
在完成这种整形(斜坡下降、延迟、滤波)时，控制器可以被配置为在发动机和马达都推进车辆时的升挡期间，命令马达扭矩减小。此后，在可控延迟之后，控制器可以命令发动机扭矩减小。控制器可以改变时间延迟量，使得实际的马达扭矩减小与实际的发动机扭矩减小同时发生。
图4示出了在命令的升挡期间各种部件的命令的动作和实际的动作的信号图或曲线图。在t1时间，升挡开始于扭矩阶段(标记为Tq)。在扭矩阶段期间，压力被施加到即将接合的离合器。变速器输入扭矩在即将分离的离合器(即，离合器即将打开)和即将接合的离合器(即，离合器即将闭合)之间分配，直到压力大体上稳定。在扭矩阶段于时间t2处结束时，惯性阶段开始，在该阶段，即将分离的离合器承载的扭矩下降至零，所有的扭矩由即将接合的离合器承载。惯性阶段在时间t3处结束，此时离合器压力被保持并被维持下去，升挡完成。
还提供了示出了在电驱动模式(即，M/G推进车辆而不是发动机推进车辆)和混合动力驱动模式(即，M/G和发动机均推进车辆)下发动机和马达的命令的扭矩输出的两个曲线图。在电驱动模式期间，控制器可以简单地在t2处命令马达扭矩减小，以实现变速器所需的必要的总扭矩减小。CAN延迟和转换速度(如上所述)会导致所实现的实际的变速器输入扭矩减小有轻微地延迟。这在变速器输入扭矩的曲线图中示出，实际的输入扭矩在t2稍后些减小。
在类似的驱动条件下，在随后的图中示出在混合动力驱动模式期间进行的相同的扭矩修改。在t2处，控制器命令马达扭矩减小。为了考虑M/G中的CAN延迟和转换速度，控制器将发动机扭矩减小的请求延迟至在t2稍后些发生。发动机扭矩减小命令的延迟是在t2与发动机扭矩请求在t2稍后些开始减小的时刻之间的时间差。该延迟允许变速器总输入扭矩与在上述电驱动模式期间实现的实际的输入扭矩相匹配。
以上描述的实施例涉及对发动机扭矩进行整形(例如，步骤114)。在某些实施例中，马达响应可以等于或快于发动机响应(例如，在马达控制、发动机控制和车辆控制全部由同一控制模块完成的情况下)。在这些情况下，马达扭矩可能需要被整形而不是发动机扭矩。
在此公开的处理、方法或算法可被传送到处理装置、控制器或计算机，或者可通过所述处理装置、控制器或计算机实现，其中，所述处理装置、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电子控制单元。类似地，所述处理、方法或算法可以以许多形式被存储为通过控制器或计算机可执行的数据和指令，其中，所述许多形式包括但不限于永久存储在不可写的存储介质(诸如，ROM装置)中的信息以及可变地存储在可写的存储介质(诸如，软盘、磁带、CD、RAM装置以及其它磁介质和光学介质)中的信息。所述处理、方法或算法也可被实现为软件可执行对象。可选地，可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、控制器或其它硬件组件或装置)或者硬件、软件和固件组件的组合来全部或部分地实现所述处理、方法或算法。
虽然上文描述了示例性实施例，但并非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制性词语，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做出各种改变。如前所述，可将各个实施例的特征组合以形成本发明可能没有明确描述或示出的进一步的实施例。尽管各种实施例可能被描述为在一个或更多个期望特性方面提供优点或者优于其它实施例或现有技术实施方式，但是本领域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总体系统属性。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、封装、尺寸、可维修性、重量、可制造性、易组装性等。因此，在某种程度上，任何实施例被描述为在一个或更多个特性方面不如其它实施例或现有技术实施方式合意，这些实施例并不在本公开的范围之外，并可被期望用于特定应用。

Claims (20)

1.一种车辆，包括：
发动机；
变速器；
牵引马达，选择性地连接到发动机和变速器；
至少一个控制器，被配置为：在发动机和马达均推进车辆时的变速器升挡期间，命令马达扭矩减小，然后在一定延迟之后命令发动机扭矩减小。
2.根据权利要求1所述的车辆，其中，所述至少一个控制器被配置为：改变所述延迟，使得实际的马达扭矩减小与实际的发动机扭矩减小同时发生。
3.根据权利要求1所述的车辆，其中，所述至少一个控制器被配置为经由控制器局域网络(CAN)与其他控制器通信，其中，所述至少一个控制器被配置为：改变所述延迟以考虑CAN中的响应滞后。
4.根据权利要求1所述的车辆，还包括连接到牵引马达的牵引电池，其中，所述至少一个控制器被进一步配置为：响应于牵引电池的荷电状态处于下阈值和上阈值之间而可控地减小发动机扭矩。
5.根据权利要求4所述的车辆，其中，所述至少一个控制器被进一步配置为：响应于所述荷电状态在所述下阈值和上阈值之外，减小马达扭矩而不减小发动机扭矩。
6.根据权利要求1所述的车辆，其中，所述至少一个控制器进一步被配置为：当发动机和牵引马达均推进车辆时可控地减小马达扭矩。
7.根据权利要求6所述的车辆，其中，所述至少一个控制器被进一步配置为：在牵引马达推进车辆而发动机不推进车辆时的升挡期间，减小马达扭矩而不减小发动机扭矩。
8.根据权利要求1所述的车辆，其中，所述升挡包括扭矩阶段和随后的惯性阶段，并且马达扭矩减小和发动机扭矩减小发生在所述升挡的惯性阶段期间。
9.一种车辆，包括：
传动系，具有选择性地串联连接的发动机、牵引马达和变速器；
控制器局域网络(CAN)，连接多个控制器；
其中，所述控制器中的至少一个被配置为：在变速器的升挡期间，
通过CAN输出减小牵引马达扭矩的信号，
根据CAN中的信号延迟可控地减小发动机扭矩。
10.根据权利要求9所述的车辆，其中，所述控制器中的至少一个被配置为：在所述信号被输出之后可控地减小发动机扭矩。
11.根据权利要求9所述的车辆，还包括连接到牵引马达的牵引电池，其中，所述控制器中的至少一个被进一步配置为：响应于牵引电池的荷电状态处于下阈值和上阈值之间而可控地减小发动机扭矩。
12.根据权利要求11所述的车辆，其中，所述控制器中的至少一个被进一步配置为：响应于所述荷电状态在所述下阈值和上阈值之外，减小牵引马达扭矩而不减小发动机扭矩。
13.根据权利要求9所述的车辆，其中，所述控制器中的至少一个被进一步配置为：在发动机和牵引马达均推进车辆时输出所述信号并可控地减小牵引马达扭矩。
14.根据权利要求13所述的车辆，其中，所述控制器中的至少一个被进一步配置为：在牵引马达推进车辆而发动机不推进车辆时的升挡期间，减小牵引马达扭矩而不减小发动机扭矩。
15.根据权利要求9所述的车辆，其中，所述升挡包括扭矩阶段和随后的惯性阶段，并且在升挡的惯性阶段期间输出所述信号并且减小所述发动机扭矩。
16.一种方法，包括：
减小变速器的即将分离的离合器的压力，同时增加变速器的即将接合的离合器的压力，以在具有选择性地连接到马达的发动机的车辆中开始升挡，其中，所述马达选择性地连接到变速器；
在升挡期间，命令减小马达扭矩，然后在一定延迟之后命令减小发动机扭矩。
17.根据权利要求16所述的方法，还包括在升挡期间经由发动机和马达推进车辆。
18.根据权利要求16所述的方法，还包括：经由控制器局域网络(CAN)在控制器之间发送马达扭矩信号，并基于CAN中的响应滞后改变所述延迟。
19.根据权利要求16所述的方法，还包括：经由牵引电池对马达供电，且当牵引电池的荷电状态处于下阈值和上阈值之间时，减小发动机扭矩。
20.根据权利要求19所述的方法，还包括：响应于所述荷电状态在下阈值和上阈值之外，减小马达扭矩而不减小发动机扭矩。
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