CN1695975A - 用于电动变速器的单电动机恢复 - Google Patents

用于电动变速器的单电动机恢复 Download PDF

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CN1695975A
CN1695975A CNA2005100729351A CN200510072935A CN1695975A CN 1695975 A CN1695975 A CN 1695975A CN A2005100729351 A CNA2005100729351 A CN A2005100729351A CN 200510072935 A CN200510072935 A CN 200510072935A CN 1695975 A CN1695975 A CN 1695975A
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engine
speed
torque
motor
torsion
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CN100369778C (zh
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T·-M·希
G·A·胡巴德
T·M·斯坦梅茨
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General Electric Co
Motors Liquidation Co
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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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/105—Infinitely variable gearings of electric 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
    • 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
    • B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • 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
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • 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
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque

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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种车辆动力系，包括可操作地耦合的发动机，电动变速器以及传动系统。在所有的电动机如所预期的运行期间，根据由系统控制器提供给发动机控制器的扭矩命使该发动机运行在扭矩控制模式并且由电动机控制发动机速度。在当所有电动机无法如所预期的运行期间，根据由系统控制器提供给发动机控制器的速度命令使该发动机运行在速度控制模式并且由所运行的电动机控制发动机负载扭矩。

Description

用于电动变速器的单电动机恢复
技术领域
[0001]本发明涉及电动变速器控制。更特别是，本发明涉及双电动机电动变速器和单电动机异常恢复。
背景技术
[0002]已经众所周知的，用于管理混合车辆中各种原动机的输入和输出扭矩的不同的混合动力系结构中最通用的是内燃机和电机。串联的混合结构的一般特征在于以一个内燃机驱动一个发电机，随后该发电机将电能提供给一个电动力传动系统和一个电池组。在一个串联的混合结构中，该内燃机不直接地机械耦合至该动力传动系统。该发电机还可以以电动机运行模式运行，从而将一个起动功能提供给内燃机，并且该电动力传动系统也可以通过以发电机模式运行从而给电池组重新充电恢复车辆的制动能量。并联混合结构的一般特征在于一个内燃机和一个电动机二者均具有一个到动力传动系统的直接机械耦合。该动力传动系统通常包括一个变速器，从而提供用于宽范围操作必需的齿轮传动比。
[0003]已知电动变速器(EVT)通过将串联式和并联式混合动力传递系统的体系结构特征结合在一起，从而提供连续速度比。在内燃机和最终的驱动单元之间具有直接的机械通道的EVT是可运行的，从而实现高的传动效率和低成本的应用，以及减少大量的电动机硬件。具有机械独立于最终驱动操作的发动机或以不同的机械/电气分离贡献(split contribution)的操作发动机的EVT同样是可运行的，因此能够实现高扭矩无级变速速度比，电子主起动(electricallydominated launches)、再生制动、停机怠速和多模式操作。
[0004]EVT控制依靠运行在扭矩模式的发动机来根据由EVT控制所命令的预定发动机扭矩运行点来提供一个输入扭矩。该EVT控制包括一个系统动态模型，该系统动态模型假定在多个可控和不可控的内部和外部扭矩之中存在一个系统扭矩平衡。该模型将输入和输出扭矩作为不可控外部扭矩进行处理，且该模型将电动机扭矩作为可控扭矩进行处理。根据该模型控制电动机扭矩，从而以所命令的发动机扭矩控制发动机速度，以达到一个期望的发动机速度。
[0005]基于在两个电动机处的预测的扭矩产生，对上述变速器中多个电动机之一的正常运行的损耗可以产生不适用于控制所预期的发动机速度的控制。因此，在两个电动机之一不能运行的情况需要一种健壮恢复控制以使车辆并不因为上述单点系统的异常状态而搁浅。
发明内容
[0006]该本发明涉及一种车辆动力系，该车辆动力系包括一个具有可操作地耦合的发动机的EVT，传动系统和电动机。当所有电动机都运行时，该发动机通常响应于扭矩命令而运行在扭矩控制模式并且可操作地耦合到其上的EVT电动机控制发动机速度。本发明提供一个用于操作该车辆动力系的方法，其中，当至少一个电动机无法如所预期的运行时，该发动机响应于速度命令而运行在速度控制模式并且可操作上耦合到其上的EVT电动机控制施加给该发动机的负载扭矩。施加给该发动机的负载扭矩根据至少一个不能运行的电动机是可行的。发动机负载扭矩被调节为期望的发动机速度和实际的发动机速度之间的差的函数。
附图说明
[0007]图1是一个根据本发明的双电动机混合车辆动力系的框图；
[0008]图2表示了发动机和系统控制器结构和实施本发明的单电动机的恢复的控制图；
[0009]图3对应于根据本发明的图2中表示的比率限制的比率限制控制图；以及
[0010]图4是对应于根据本发明的图2中表示的输入负载调节的输入负载调节控制图。
具体实施方式
[0011]首先参考图1，说明适用于本申请的单电动机恢复的一个示意性的双电动机电动变速器动力系的框图。该动力系包括一个柴油机压燃式发动机，一个车辆传动系统以及一对电动机。该电动机(标记为A和B)，传动系统以及发动机可例如通过包括一个或多个行星齿轮组的耦合设备(K)和根据诸如离合器的各种扭传递装置的应用和释放建立的选择耦合通路而在操作上彼此相耦合。发动机在其机械输入端(11)耦合至该耦合设备。传动系统在其机械输出端(13)耦合至该耦合设备。电动机在行星齿轮组的不同旋转组件处(15)耦合至该耦合设备。忽略能量损耗，在该发动机，传动系统和电动机之间流的的电流是平衡的。并且，传动系统的能量等于发动机和电动机的能量的总和。发动机，传动系统和电动机扭矩遵循同样的关系并且通过不同的齿轮组，动力传送组件以及在耦合约束关系中具体化的它们之间的关系是公知的。发动机，传动系统和电动机之间的速度关系通过不同的齿轮组，动力传送组件以及在耦合约束关系具体化的它们之间的关系也是公知的。该车辆传动系统可以包括此类通用的传动系统组件，如差动齿轮组，传动轴(propshaft)，万向接头，后传齿轮组，车轮和轮胎。电动机接收来自一个储能装置(ESS)的电能，并且向该储能装置提供电能，该储能装置可以采取一个电池组模块中的一个或多个电池的形式或电能能够双向流动的任何合适的能量储存设备的形式。发动机，传动系统和电动机扭矩可以在任意一个方向。也就是说，每一个组件都能够为到动力系提供双向扭矩贡献。一个典型的电动变速器包括一个柴油机，一对电动机和一对选择性耦合的行星齿轮组，并且优选的应用于本控制的应用在共同受让的美国专利第5,931,757号中已公开，其内容在此合并作为参考。
[0012]图1的示意性的动力系还包括一个基于微处理器的系统控制器43，该系统控制器通过一个传统的基于微处理器的发动机控制模块(ECM)23与发动机进行通信。ECM23优选的通过一个控制器区域网络(CAN)总线与系统控制器43进行通信。发动机控制器依次与使用在其控制中的不同的发动机传动器和传感器(未分别说明)进行通信。例如，燃料喷射器，排气制动或压缩发动机制动传动器以及转动传感器被该发动机控制器通过离散信号线路进行控制或监控。该ECM23可选择地控制发动机位于扭矩模式或者速度模式中的任何一个。该系统控制器43与使用在其控制中的不同的耦合设备传动器和传感器进行通信。例如，输出转动传感器、用于控制扭矩传递装置液体压力及其应用/释放状态的电磁控制阀和液压压力开关或转换器都是通过离散信号线路进行控制或监控的。另外，该系统控制器43还同样与被合起来称作ESS控制器的基于微处理器的电池组控制器和基于微处理器的功率电子器件控制器(未单独说明)进行通信。这些ESS控制器，优选的通过一个CAN总线与系统控制器43进行通信。该ESS控制器依次用于提供多种与电池组和电动机相关的检测，诊断和控制功能。例如，电流和电压传感器，温度传感器，多相变换器电子器件和电动机转动传感器都是通过ESS控制器进行控制或监控的。
[0013]动力系控制具有满足驾驶员扭矩要求的一般目标。在正常系统操作下，根据包括系统效率目标的预定的标准，以所选择的发动机扭矩和速度运行点优选的实现该控制。发动机控制器根据由系统控制器确定的命令的发动机扭矩对发动机扭矩控制进行处理，且通过系统控制器和ESS控制器的电动机扭矩控制而实施的速度控制对发动机速度控制进行处理。用于确定发动机速度和发动机扭矩以及并控制发动机速度的优选方法在共同受让和待决美国第10/686,511号(代理号为GP-304140)，第10/686,508号(代理号为GP-304193)，第10/686,034号(代理号为GP-304194)，和第10/799,531号(代理号为GP-304338)中已得到公开，在此将其全部合并作为参考。在正常系统操作下，系统控制器43确定发动机控制器23在发动机运行的扭矩控制模式中使用的期望的输出扭矩。并且，系统控制器43确定该系统控制器使用的期望的输入速度从而根据期望的输入速度产生建立该输入速度使必需的电动机扭矩。通过将期望的发动机速度提供给发动机控制器以用于发动机运行的速度控制模式并且通过电动机转矩控制变速器输入端的负载扭矩来在本发明中应用动力系控制。
[0014]本发明涉及车辆以这样一种方式运行，其中实质上没有通过两个电动机中的一个建立扭矩贡献，并且其中代替如上所述的发动机扭矩控制而实现发动机速度控制模式。
[0015]在典型的EVT中，对每一个独立的自由体受力图使用牛顿定律确定以下通用矩阵方程：
[Ni_dot No_dot]T＝[A]*[Ti Ta Tb To]T   (1)
其中
Ni_dot是输入组件加速度；
No_dot是输出组件加速度；
Ti是外部应用的输入组件的扭矩；
Ta是外部应用的电动机A的扭矩；
Tb是外部应用的电动机B的扭矩；
To是外部应用的输出组件的扭矩；以及
A是一个由特定硬件齿轮和轴互连以及估算的适用于有效的齿轮组耦合的硬件惯量而确定的参数值的2×4矩阵。
其它不同的独立的组件加速度可代入上式从而得出相似的矩阵方程。由于输入和输出速度在变速器和车辆控制器的其他领域中是具有全局利益的量并且是优选的，因此，Ni_dot和No_dot被选择为有利的(asexpedient)。在多模式变速器中对于不同的模式，矩阵方程的形式是相同的。然而，在[A]中的参数常量可以不同。
[0016]所要控制的EVT的基本系统动态模型根据正常运行的双电动机提供该变速器输入速度控制的基础。该模型被重新设置成通过如下所述的求解电动机转矩Ta和Tb：
[Ta Tb]T＝[B]*[Ti To Ni_dot No_dot]T       (2)
其中B是一个由硬件齿轮和轴互相以及估算的适用于当前有效齿轮组的硬件惯量所确定的参数值的2×4矩阵并表示通常称为工厂模型。
[0017]该模型被使用在本发明的单电动机恢复控制中具有如图2所示的示意性结构。基于系统动态模型参数[B]和具体阐明的至模型300的输入(Ti，To，Ni_dot，No_dot)来计算电动机扭矩命令。以下，将继续参考附图2以及附图3-4，说明选择应用这些阐明的输入的每一个。
[0018]输出组件扭矩To的优选的实现是为To提供一个将被变速器产生的希望的输出扭矩To_cmd。在本发明的EVT控制所使用的模型中，To被认为是作用于输出组件的一个外部扭矩。假定外部输出扭矩等于并与EVT所产生的输出扭矩相反，因此To等于To_cmd。基于以下几个因素确定To_cmd，诸如加速器踏板的位置、制动踏板的位置、换档选择器的位置的驱动器输入；例如加速率或减速率等的车辆动态情况；以及例如温度，电压，电流和速度等的EVT运行情况。具体地对于识别为异常的电动机A和B之一，假定从其产生的电动机扭矩为0。因此在确定To_cmd中所使用的电动机转矩限制被调节与此类假定相一致，因此，导致由变速器产生一个根据假定的来自异常状态电动机的零扭矩贡献所约束的期望的输出扭矩To_cmd。通过一个系统诊断识别电动机的异常，例如诸如在待决和共同受让的美国第10/＿＿号(代理号为GP-305054)中所描述的那样。
[0019]输入组件加速度Ni_dot的优选实现是为Ni_dot提供一个输入速度的期望变化率Ni_dot_des。输入速度的期望变化率Ni_dot_des通过取期望的输入速度命令Ni_cmd相对于时间的导数来确定。该期望的输入速度命令可以对应于提供的期望的输入速度(Ni_des)或者受限的此类输入速度比。确定期望的输入速度的一种方法是通过设计为根据预定的效率和其它目的提供输入速度的最佳运行点的选择程序来确的。根据上述最优选择确定期望的输入速度在共同受让且待决的美国第10/686,508号和第10/686,034号中进行了详细的描述，在此合并作为参考。
[0020]如此处下述结合图2并在图3中详细描述的速度限制模块100所描述的，比率限制可以被应用到期望的输入速度以有效的过滤出输入速度命令波动。给定一个期望的输入速度Ni_des，确定一个输入速度轨迹，称作一个输入速度分布图。该分布图是期望的输入速度命令Ni_cmd。从期望的速度Ni_des中减去该轨迹当前值Ni_cmd以获得一个输入速度分布图误差Ni_prof_err。然后，将该误差应用于一个查找表格以确定输入速度分布图所允许的变化率Ni_prof_rate_limit。在查询表中所使用的值基于例如系统的响应能力，噪声以及由于发动机工作速度改变而引起的震动，车辆稳定性，以及对发动机工作特性的影响诸如与发动机工作的改变率有关的燃料经济性和排放的客观和主观标准而凭经验地确定。通常，对于更大的误差Ni_prof_err，希望允许更高的变化率Ni_prof_rate_limit。接着分布图的当前值Ni_prof，期望的分布图的最终值Ni_des，以及允许的变化率Ni_prof_rate_limit都是比率限定器的输入。该比率限定器允许分布图的值Ni_cmd，在最终值Ni_des的方向上以不快于比率限制Ni_prof_rate_limit的比率修改直到分布图值Ni_cmd变得与所需的值Ni_des相等。
[0021]输出组件加速度No_dot的优选实现是为No_dot提供一个计算过的输出组件加速度No_dot_calc。通过取测量的EVT输出组件速度No相对于时间的导数并接着对该倒数提供一个过滤器将最大的干扰项从计算结果中去除来如下确定No_dot_calc：
         No_dot_calc＝Filter[d(No)/dt]        (3)
[0022]输入组件扭矩Ti的优选实现是为Ti提供一个期望的输入负载扭矩Ti_load。期望的输入负载扭矩可以相应于所提供的期望的输入负载扭矩(Ti_des)或者此类根据期望的输入负载扭矩调节了粗发动机速度偏差的输入负载扭矩。确定期望的输入负载扭矩Ti_des的一个方法通过输入扭矩最优化来确定，其中根据结合系统效率考虑和对电池功率吞吐量考虑确定输入操作点。之前结合在此参考的共同受让且待决的美国第10/799531号中，详细描述了最佳输入扭矩操作点的选择。然而，最佳输入负载扭矩Ti_des被使用在正常操作的双电动机速度控制中以为发动机建议一个扭矩命令来工作在扭矩控制模式，Ti_des被使用在本发明中来提供被在EVT的输出端提供给发动机的将被运行在速度控制模式的发动机产生的扭矩补偿的负载扭矩。此外，特别对于被识别为异常状况的电动机A和B中的一个的零电动机扭矩假设，调节在确定Ti_des的过程中所使用的电动机扭矩限制以使其与上述假定相一致，因此根据来自异常电动机中的零扭矩贡献得到受约束的或可行的期望的输入负载扭矩Ti_des。当然，该输入负载扭矩Ti_load无论是否根据下面的说明进行了调整，都将受到被约束的期望的输入负载扭矩Ti_des的影响并且符合上述约束。
[0023]将输入速度指令Ni_cmd提供给发动机的速度控制中所使用的ECM23。ECM23提供在当前EVT的直接耦合的实施例中，实质上相应于EVT输入速度的发动机转速(Ne)。以下将对EVT输入速度的导出进行进一步的描述。通过常规速度处理技术根据来自发动机曲轴转动传感器的速度传感器信号或者来自发动机控制和传感技术中公知的其他通用传感和处理装置的速度传感器信号来确定发动机速度Ne。输入速度命令和发动机速度一起提供发动机的闭环速度控制的基础，其目标是使驱使发动机速度误差为0。在示意性的油门的柴油机实施例中，这通过燃料控制来实现。在一个空气阀发动机中，这是类似地通过空气流控制和附加注入燃料来实现的。
[0024]如以下结合附图4所描述的，可以为期望的输入负载扭矩施加输入负载调节以有效的改进发动机到期望的速度的速度收敛以避免了由于与发动机的扭矩响应相比基本上同时的电动机扭矩响应而由电动机产生的过度侵略性的输入负载扭矩(overly aggressive inputload torque)所导致的发动机速度的下降。输入负载调节模块200的输入包括从电动机速度Na和Nb以及巳知的与变速器输入的速度关系计算的EVT输入速度，期望的输入负载扭矩Ti_des和期望的输入速度指令Ni_cmd。通过ESS控制器的电动机控制器部分检测电动机速度并将其提供给系统控制器43，控制器根据其用于计算输入速度Ni以用于系统控制。确定输入速度的可选方法包括由根据通用的发动机速度处理方法的发动机控制器或诸如通过在变速器的输入端的常规速度传感器的单独确定提供(provision)。对期望的输入负载扭矩Ti_des的任何调节仅在发动机已加注燃料并为该变速器的输入端提供一个正向的扭矩的发动机运行期间是相关的。对于发动机运行的期间例如，在车辆减速，再生以及发动机减速制动事件等期间没有调节是相关的。因此，由块200提供的输入负载扭矩Ti_load根据开关输入(Engine_fueling)在块201从一对可能中可控地选择，以下将对其进一步描述。当Engine_fueling为真时，选择块选择来自MAX块203的输出，该MAX块203传送两个输入中较大的一个，以下，将进一步描述该输入。当Engine_fueling为假时，表示不需要任何扭矩调节，然后选择模块为输入负载扭矩Ti_load选择期望的输入负载扭矩(一个未调节的值)。
[0025]MAX块203的一个输入包括对于所提供的期望的输入负载扭矩Ti_des的一个单向调节。该期望的输入负载扭矩Ti_des被提供给一个加节点，其中在该节点从其减去一个输入负载扭矩减小值。从查找表格205中提供Ti_load_red，该查找表格通过由输入速度Ni和期望的输入速度指令Ni_cmd之间的差值所确定的输入速度误差(Ni_err)提供一组参考的扭矩减小值。表示发动机速度超过命令的速度的大于零的输入速度误差返回一个零输入负载扭矩减小值Ti_load_red。但是表示发动机速度达不到该命令的速度的小于零的输入速度误差返回一个非零的输入负载扭矩减小值Ti_load_red。该输入负载扭矩减小值通常随正向输入速度误差的增加而增加。根据从经验性测试和校准技术中获得的数据填写该查找表格。
[0026]输入速度，Ni，也被提供给参考查找表格207，该查找表格还提供扭矩损耗的估计值(Ti_loss)给输入组件。这些损耗表示由该发动机产生的扭矩中主要由于摩擦和发动机所驱动的附件引起的寄生减小值。该查找表格也是根据从经验性测试和校准技术中获得的数据而进行填充的。将Ti_loss加入到期望的输入负载扭矩Ti_des以建立发动机输出扭矩的量度(Te)。将Te提供给比较模块209，从而确定实质上该发动机是否已加注燃料，即，提供一个正向驱动扭矩给变速器的输入端。因此，在发动机输出扭矩Te不小于零时，来自模块209的Engine_fueling为真并且模块201选择来自MAX块203的输出。通用0减去Ti_loss得到符号相反的Ti_loss并将该结果提供给MAX块203，作为它的第二个输入。如之前所表示的，MAX块203从它的两个输入中选择较大的作为输出。其输出仅在产生正向发动机扭矩时是相关的且其输出被选择模块201选择作为期望的输入负载扭矩。实质上，最大值模块203基于已调节的期望的输入负载提供一个合理性检测限制功能，由此，其幅度超过输入组件扭矩损耗Ti_loss的的负值不允许传到选择模块201。当而在这些情况下，Ti_loss将被提供为MAX块203的输出，有效地限制了任何负的输入负载扭矩Ti_load。
[0027]虽然参考特定实施例对本发明进行了描述，但是应该注意可以在本发明构思所描述的精神和范围之内做出很多的变化。因此，本发明并不局限于所公开的实施例，而是具有由下列权利要求书的语言所允许的全部范围。

Claims (10)

1、一种用于操作车辆动力系的方法，该车辆动力系包括一个具有可操作地耦合的发动机的电动变速器，传动系统和电动机，该方法包括：
在速度控制模式中运行该发动机；以及
当在速度控制模式中运行该发动机时，用可操作地耦合的电动机控制发动机负载扭矩。
2、如权利要求1所述的方法，进一步包括调整发动机负载扭矩作为期望的发动机速度和实际发动机速度之间的差的函数。
3、如权利要求1所述的方法，其中当至少一个所述电动机不能运行时，所述发动机速度控制模式以及使用可操作地耦合的电动机控制发动机负载扭矩被实现为恢复控制。
4、如权利要求1所述方法，其中当所有的电动机都运行时，该发动机运行在扭矩控制模式并且由电动机控制发动机速度。
5、如权利要求3所述的方法，进一步包括调整发动机负载扭矩作为期望的发动机速度和实际发动机速度之间的差的函数。
6、如权利要求3所述的方法，其中根据所述至少一个不能运行的电动机将电动机扭矩限制为可行的负载扭矩。
7、用于操作车辆动力系的方法，该车辆动力系包括一个具有可操作地耦合的发动机的电动变速器，传动系统和电动机，该方法包括：
在所有的电动机如所预期的运行期间，在扭矩控制模式中运行该发动机并且通过可操作地耦合的电动机控制发动机速度；以及
在至少一个电动机无法如所预期的运行期间，在速度控制模式中运行该发动机并且通过可操作地耦合的电动机控制该发动机负载扭矩。
8、如权利要求7所述的方法，进一步包括调整发动机负载扭矩作为期望的发动机速度和实际发动机速度之间的差的函数。
9、如权利要求7所述的方法，其中根据所述至少一个不能运行的电动机将电动机扭矩限制为可行的负载扭矩。
10、一个其上具有用于控制车辆动力系的指令的制造产品，该车辆动力系包括一个具有可操地作耦合的发动机的电动变速器，传动系统和电动机，该程序包括：
用于在所有电动机如所预期的运行期间命令发动机运行在扭矩控制模式下的代码；
用于在所有电动机如所预期的运行期间通过可操作地耦合的电动机控制发动机速度的代码；
用于在至少一个电动机无法如所预期的运行期间命令发动机运行在速度控制模式的代码；以及
用于在至少一个电动机无法如所预期的运行期间通过可操作地耦合的电动机控制发动机负载扭矩的代码；以及
一个存储该代码的计算机可读介质。
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