CN101311049A - 估计混合动力系统的发动机关闭操作的控制结构及方法 - Google Patents

估计混合动力系统的发动机关闭操作的控制结构及方法 Download PDF

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CN101311049A
CN101311049A CNA2008100971293A CN200810097129A CN101311049A CN 101311049 A CN101311049 A CN 101311049A CN A2008100971293 A CNA2008100971293 A CN A2008100971293A CN 200810097129 A CN200810097129 A CN 200810097129A CN 101311049 A CN101311049 A CN 101311049A
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motors
torque
power
torsion
moment
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CN101311049B (zh
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B·R·斯奈德
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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    • F16H37/0833Combinations 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 with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084Combinations 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 with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • F16H37/06Combinations 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
    • F16H37/08Combinations 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
    • F16H37/10Combinations 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
    • F16H2037/102Combinations 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 the input or output shaft of the transmission is connected or connectable to two or more differentials
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H37/00Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
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    • F16H37/06Combinations 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
    • F16H37/08Combinations 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
    • F16H37/10Combinations 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
    • F16H2037/104Power split variators with one end of the CVT connected or connectable to two or more differentials
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
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    • F16H37/06Combinations 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
    • F16H37/08Combinations 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
    • F16H37/10Combinations 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
    • F16H2037/105Combinations 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 characterised by number of modes or ranges, e.g. for compound gearing
    • F16H2037/106Combinations 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 characterised by number of modes or ranges, e.g. for compound gearing with switching means to provide two variator modes or ranges
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H3/00Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72Toothed 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
    • F16H3/727Toothed 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
    • F16H3/728Toothed 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 with means to change ratio in the mechanical gearing
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    • YGENERAL 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
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    • Y02T10/84Data processing systems or methods, management, administration

Abstract

本发明涉及估计混合动力系统的发动机关闭操作的控制结构及方法。提供了一种确定动力系操作状况的方法和装置,所述动力系包括内燃机、第一和第二电机以及机电变速器,所述机电变速器选择性操作以在其间传递扭矩。所述方法包括确定当所述发动机运行于发动机关闭操作状态时为有效满足驾驶员扭矩需求而操作混合变速器的所述第一和第二电机的扭矩输出和操作成本。确定操作所述第一和第二电机的扭矩输出包括:执行预定的系统方程,以基于输入扭矩和所述驾驶员扭矩需求的所选参数值来确定从所述第一和第二电机中每个的扭矩输出。

Description

估计混合动力系统的发动机关闭操作的控制结构及方法
技术领域
[0001]本发明总地涉及用于使用机电变速器的动力系控制系统的控制系统。
背景技术
[0002]动力系统结构包括扭矩产生装置(包括内燃机和电机),其通过变速器装置将扭矩传递到车辆传动系统。一种该变速器包括利用从原动机动力源(通常为内燃机)接收驱动扭矩的输入元件和将驱动扭矩从变速器传递到车辆传动系统的输出元件的双模式复合分配机电变速器。可操作地连接到电能存储装置的电机包括电动机/发电机,其可操作以独立于从内燃机输入的扭矩而产生输入至变速器的驱动扭矩。电机还可操作以将通过车辆传动系统传递的车辆动能转换为可存储在电能存储装置中的电势能。控制系统监测车辆和驾驶员的各种输入,并提供动力系统的操作控制,包括控制变速器换档、控制扭矩产生装置、和调节电能存储装置与电机之间的电能交换。
[0003]典型的机电变速器可通过扭矩传递离合器的致动(通常使用液压回路来实施离合器致动)有选择地操作在固定传动比模式和无级模式中。通常由于一个或多个扭矩传递装置的致动,当变速器输出元件的转速为来自发动机的输入元件的转速的固定比率时,发生固定传动比模式。当变速器输出元件的转速基于一个或多个电机的操作速度可变时,发生无级模式。电机可通过离合器的致动或者通过直接连接而连接到输出元件上。通常通过液压回路来实施离合器的致动和停用。
[0004]实现具有机电变速器的动力系统的工程师任务在于实现控制策略,以监测系统状态和控制各种系统及致动器的操作,从而有效控制动力系统的操作。在下文中描述这种系统。
发明内容
[0005]根据本发明的实施例,提供控制包括扭矩传递装置的动力系统的操作的方法和设备,其中所述扭矩传递装置可操作,以传递从多个扭矩产生装置输入的扭矩。
[0006]所述方法涉及确定动力系的操作状况,所述动力系包括内燃机、第一和第二电机以及机电变速器,所述机电变速器可有选择性操作以在期间传递扭矩。所述方法包括确定所述发动机运行于发动机关闭操作状态时为有效满足驾驶员扭矩需求而操作混合变速器的所述第一和第二电机的操作成本。操作成本可以在优化例程中与其他操作状态的操作成本相比较。确定操作所述第一和第二电机的扭矩输出包括:执行预定的系统方程,以基于输入扭矩和所述驾驶员扭矩需求的所选参数值来确定从所述第一和第二电机中的每个的扭矩输出。
[0007]本发明的一方面包括意于在混合动力系统的控制系统中执行的方法,所述混合动力系统包括内燃机和机电变速器。所述控制系统优选包括分布式控制模块结构,该分布式控制模块结构包括多个信号连接的控制模块,包括混合控制模块、发动机控制模块、变速器控制模块和功率逆变器控制模块。所述变速器通过多个扭矩传递离合器有选择性致动有选择地操作在多个固定传动模式和无级模式中。
[0008]通过阅读和理解下面实施例的详细描述,本领域的技术人员可理解本发明的这些及其它方面。
附图说明
[0009]本发明在某些部件和部件布置采用实物形态,参考形成本发明一部分的附图详细描述和示出其实施例,其中:
[0010]图1为根据本发明的典型动力系统的示意图;
[0011]图2为根据本发明的控制系统和动力系统的典型结构的示意图;
[0012]图3为根据本发明的视图;
[0013]图4-9为根据本发明的示意性流程图;
[0014]图10为根据本发明的数据图。
具体实施方式
[0015]现在参考附图,其中,这些附图仅仅是示出本发明的目的,而不是限制本发明,图1和2示出了根据本发明实施例构造的包括发动机14、变速器10、控制系统及传动系统的系统。这里所述的控制策略包括确定动力系统的操作状况的方法,其中所述动力系统包括内燃机和可选择性操作以在其间传递扭矩的混合变速器。该方法包括,确定当发动机操作于发动机停机操作状态时,用于操作混合变速器的电机有效满足驾驶员扭矩需求的操作成本。该操作成本可与优化程序中的其它操作状态的操作成本相比较。题为CONTROLARCHITECTURE FOR SELECTION OF OPTIMAL模式OR GEARAND INPUT SPEED FOR A HYBRID POWERTRAIN SYSTEM的美国专利申请No.11/561156中描述了典型的优化程序,其内容通过参考并入本文。确定操作电机的扭矩输出包括,执行预定的系统方程,以基于输入扭矩和驾驶员扭矩需求的所选参数值有效确定各电机的扭矩输出。
[0016]典型的混合动力系统构造成执行用于控制图3-9中所示发动机的关键控制策略。题为“Two-模式,Compound-Split,HybridElectro-Mechanical Transmission having Four Fixed Ratios”的共同转让美国专利No.6,953,409中详细公开了典型变速器10的机械方面,其内容通过参考并入本文。图1中示出了采用本发明概念的典型的双模式复合分配混合机电变速器。变速器10优选包括连接到具有输入速度NI的输入轴12的齿圈80和具有输出转速NO的输出轴64,其中输入轴12优选由内燃机14驱动。发动机14具有操作地连接到变速器输入轴12的曲轴,该曲轴具有特征速度NE。当液力变矩器离合器装置(未示出)操作地连接发动机和变速器时,发动机速度NE和输出扭矩TE可不同于变速器输入速度NI和输入扭矩TI
[0017]变速器10使用三个行星齿轮组24、26、28和四个扭矩传递装置,即离合器C1 70、C2 62、C3 73和C4 75。优选由变速器控制模块(‘TCM’)17控制的电动液压控制系统42操作以控制离合器的致动和停用。离合器C2和C4优选包括液压致动旋转式摩擦离合器。离合器C1和C3优选包括固定到变速器壳体68的液压致动固定装置。
[0018]具有通过行星齿轮操作地连接到变速器的包括电动机/发电机56(称为MG-A)的第一电机和包括电动机/发电机72(称为MG-B)的第二电机。变速器输出轴64可操作地连接到车辆传动系统90,以给车轮提供机动输出扭矩TO。各离合器优选为通过电动液压控制回路42从下述泵接收增压液压流体的液压致动的。
[0019]变速器10接收扭矩产生装置的扭矩,包括发动机14和MG-A 56及MG-B 72,其扭矩分别称为‘TI’、‘TA’和‘TB’,作为从燃料或存储在电能存储装置(ESD)中存储的电势转换能量的结果。ESD 74通过DC导线27高压DC连接到变速器功率逆变器模块(‘TPIM’)19。TPIM 19为下文中参考图2描述的控制系统的元件。TPIM 19通过导线29向MG-A 56输送电能或从其输出电能,类似地,TPIM 19通过导线31向MG-B 72输送电能或从其输出电能。根据ESD74是在充电还是在放电来向ESD 74输送电能或从其输出电能。TPIM19包括一对功率逆变器及各自的电机控制模块,所述电机控制模块构造成接收电机控制指令,并据此控制逆变器状态,以提供电机驱动或再生功能。优选地,MG-A 56和MG-B 72为三相AC电机,各具有可操作以在安装在变速器壳体上的定子内转动。逆变器包括公知的互补三相电力电子装置。
[0020]现在参考图2,示出了包括分布式控制模块结构的控制系统的示意性框图。下文中所述元件包括总车辆控制结构的子集,并且可操作,以提供所述动力系统的协同系统控制。该控制系统可操作,以综合相关信息和输入,并执行控制各种致动器的算法,以达到控制目标(包括如燃料经济、排放、性能、操纵性能等参数)和硬件保护(包括ESD 74的电池及MG-A 56和MG-B 72)。分布式控制模块结构包括发动机控制模块(‘ECM’)23、变速器控制模块(‘TCM’)17、电池组控制模块(‘BPCM’)21和TPIM 19。混合控制模块(‘HCP’)5提供上述控制模块的整体控制及协调。具有可操作地连接到多个装置的用户界面(‘UI’)13,车辆驾驶员通常根据扭矩输出需求通过所述用户界面13来控制或指示动力系统(包括变速器10)的操作。到UI 13的示例车辆驾驶员输入包括加速踏板、制动踏板、变速器档位选择器和车速巡航控制。上述各模块通过局部区域网络(‘LAN’)总线6与其它模块、传感器和致动器通信。LAN总线6允许各种控制模块之间的控制参数和指令的结构化通信。使用的具体通信协议是专用的。LAN总线及适当的协议在上述控制模块及提供功能(例如,防抱死制动、牵引控制和车辆稳定性)的其它控制模块之间提供了稳固的通信和多控制模块接口。
[0021]HCP 5提供混合动力系统的整体控制,用于协调ECM23、TCM 17、TPIM 19和BPCM 21的操作。基于UI 13和动力系(包括电池组)的各种输入信号,HCP 5产生各种指令,包括:输出到传动系统的驾驶员扭矩需求(‘TO_REQ’),来自发动机的输入扭矩TI,对于变速器10的N个各种扭矩传递离合器C1、C2、C3、C4的离合器扭矩(‘TCL_N’),MG-A和MG-B的电机扭矩TA和TB。TCM 17可操作地连接到电动液压控制回路42,包括监测各种压力感测装置(未示出)以及产生和执行用来控制压力开关和控制其中所含阀的各种螺线管的控制信号。
[0022]ECM 23可操作地连接到发动机14,用于从多个传感器获取数据,并通过多个离散线路(总地显示为集合线35)分别控制发动机14的多个致动器。ECM 23从HCP 5接收发动机扭矩指令,并产生所需的车轴扭矩及到变速器的实际输入扭矩的指示TI,再发送到HCP5。为简便起见,ECM 23通常显示为具有通过集合线35与发动机14的双向接口。ECM 23可感测的各种其它参数包括发动机冷却液温度、输入至轴12的发动机输入速度NE(转换为变速器输入速度NI)、歧管压力、大气温度及大气压力。可由ECM 23控制的各种致动器包括燃料喷射器、点火模块和节气门控制模块。
[0023]TCM 17可操作地连接到变速器10,用于从多个传感器获取数据,并给变速器提供指令信号。从TCM 17至HCP 5的输入包括对于N个离合器C1、C2、C3和C4中的每个的估计离合器扭矩(TCL_EST_N),以及轴64的变速器输出转速NO。可使用其它致动器和传感器来提供从TCM到HCP的用于控制目的的额外信息。TCM 17监测压力开关的输入,并有选择地致动压力控制螺线管和换档螺线管,以致动各种离合器,从而获得各种变速器操作模式,如下所述。
[0024]BPCM 21信号地连接到可操作以监测ESD 74的电流或电压参数的一个或多个传感器,以向HCP 5提供有关电池状态的信息。这种信息包括电池荷电状态、电池电压和可用电池功率,称为范围PBAT_MIN至PBAT_MAX
[0025]上述各模块优选为通常包括微处理器或中央处理单元、存储介质(包括只读存储器(ROM)、随机存储存取器(RAM)、电可编程只读存储器(EPROM))、高速时钟、模数(A/D)和数模(D/A)电路、和输入/输出电路和装置(I/O)以及适当的信号调节和缓存电路的通用数字计算机。各控制模块具有一套控制算法,包括存储在ROM中被执行以向各计算机提供相应功能的常驻程序指令和标定值。各种计算机之间的信息传递使用上述LAN 6完成。
[0026]各控制模块内控制和状态估计的算法通常在预定循环内执行,使得每个循环至少执行一次各算法。存储在非易失性存储装置内的算法由一个中央处理单元执行,并且该算法可操作,以监测感测装置的输入和执行使用预定标定值控制相应装置操作的控制和诊断程序。通常以规则的间隔执行各循环,例如在发动机运行和车辆操作期间,每3.125、6.25、12.5、25和100毫秒执行一次。可选地,可响应于事件的发生来执行算法。
[0027]典型的双模式复合分配机电变速器操作于几个固定的档位操作模式和无级操作模式,如参考图1和下面的表1所述。
表1
Figure A20081009712900101
[0028]表格中所述的各种变速器操作范围状态表示了对于各操作范围状态,离合器C1、C2、C3和C4中具体哪个接合或致动。当致动C1 70以将第三行星齿轮组28的外齿轮元件“接地”时,选择第一模式,即模式1。发动机14可以开启或关闭。当松开离合器C1 70,同时致动离合器C2 62以将轴60连接到第三行星齿轮组28的行星架时,选择第二模式,即模式2。同样,发动机14可开启或关闭。为本说明目的,发动机关闭由等于零转每分(RPM)的发动机输入速度NE来限定,即,发动机曲轴不旋转。本发明范围外的其它因素可影响电机56、72何时用作电动机和发电机,这里并不描述。
[0029]主要在图2中示出的控制系统可操作,以在各操作范围状态内于轴64处提供从较低到较高的变速器输出速度范围。在各范围状态中具有从低到高输出速度范围的两种模式的组合允许变速器10将车辆从静止状态驱动为高速,满足上述各种其它需求。另外,控制系统协调变速器10的操作,以允许所述模式之间的同步转换。
[0030]操作的第一和第二模式指的是变速器功能由一个离合器(即,离合器C1 62或C2 70)控制,和由电机56和72的受控速度及扭矩控制的情形,其可称为无级变速器模式。下面描述操作的确定范围,其中通过应用其它离合器来获得固定传动比。该其它离合器可为离合器C3 73或C4 75,如上面的表格所示。
[0031]当应用其它离合器时,获得变速器的输入速度相对于输出速度(即,NI/NO)的固定传动比操作。电机MG-A 56和MG-B 72的转动依赖于由离合动作限定的机构的内部转动,与轴12处测量的输入速度成比例。电机MG-A和MG-B用作电动机或发电机。它们可独立于发动机来输出动力流,从而两者用作电动机,两者用作发电机,或者其任意组合。例如,在固定传动比1操作期间,这允许经由行星齿轮组28通过从ESD 74接收动力而通过由发动机的功率及MG-A和MG-B的功率在轴64从变速器提供驱动动力输出。
[0032]现在参考图3,各种变速器操作模式绘成图1和2中所示典型动力系控制系统的变速器输出速度NO和变速器输入速度NI的函数。固定传动比操作显示为各特定传动比GR1、GR2、GR3和GR4的单独的线,如参考上面表1所述。无级模式操作显示为模式1和模式2中每个的操作范围。通过起用或停用特定的离合器,使变速器操作范围状态在固定传动比操作与无级操作之间转换。控制系统操作,以使用由控制系统执行的算法和标定值基于各种标准确定具体的变速器操作模式,这在本发明的范围之外。变速器操作范围状态的选择主要依赖于驾驶员扭矩需求TO_REQ和动力系满足该输出扭矩需求的能力。
[0033]参考表1和图3,低范围操作状态包括离合器C2、C1和C4的选择性致动,便于操作在无级模式1及固定传动比GR1和GR2中任意一个。高范围操作状态包括离合器C2、C3和C4的选择性致动,便于操作在无级模式2及固定传动比GR3和GR4中任意一个内。模式1和模式2的无级操作范围可交迭。
[0034]响应于驾驶员的动作,如被UI 13所捕获的,管理HCP控制模块5及其它控制模块中的一个或多个确定在轴64执行的驾驶员扭矩需求TO_REQ。最终的车辆加速度受其它因素影响,包括,如道路荷载、道路坡度和车重。基于动力系的各种操作特征来确定典型变速器的操作模式。这包括通常如上述通过输入到UI 13来通信的驾驶员扭矩需求。另外,输出扭矩需求基于外部条件,包括,如道路坡度、路面条件、风载。其操作模式可以由将电机操作在发电模式或产生扭矩模式中的控制模块指令引起的动力系扭矩需求为基础。其操作模式可由优化算法或程序来确定,所述优化算法或程序可操作,以基于驾驶员动力需求、电池荷电状态、发动机14及MG-A 56和MG-B 72的能量效率确定优化系统效率。控制系统基于执行的优化程序的结果管理发动机14及MG-A 56和MG-B 72的扭矩输入,进行系统优化以使系统效率最优,从而提高燃料经济性,并管理电池充电。另外,可基于组件或系统中的故障来确定操作。HCP 5监测扭矩产生装置的参数状态,并确定要达到所需扭矩输出所需的变速器输出,如下文所述。在HCP 5的指令下,变速器10在从慢到快的输出速度范围内操作,以满足驾驶员需求。
[0035]现在参考图4-10,参考图1、2和3中所述典型动力系描述混合动力车辆的控制操作。具体参考图4,这里所述方法和系统包括策略控制优化方面(块110),其中主要基于轴64的输出速度NO和驾驶员扭矩需求TO_REQ选择优选的或所需的操作范围状态(Op_RangeDES)。策略控制的输出包括输入到换档执行控制块120的优选的或所需的操作范围状态(‘Op_RangeDES’)和所需输入速度(‘NI_DES’)。题为CONTROL ARCHITECTURE FOR OPTIMIZATIONAND CONTROL OF A HYBRID POWERTRAIN SYSTEM的在审美国专利申请11/561140(代理卷号NO.GP-308478-PTH-CD)中描述了典型动力系统的策略优化及控制的整体结构的其它方面,其通过参考并入本文,这里不需要描述。
[0036]所述方法包括确定典型动力系统的操作状况,包括确定发动机操作于发动机关闭操作模式时用于操作混合变速器的第一和第二电机以有效满足驾驶员扭矩需求的扭矩输出和操作成本。确定操作第一和第二电机的扭矩输出包括执行预定系统方程,以基于输入扭矩和驾驶员扭矩需求的所选参数值来有效确定第一和第二电机中各电机的电动机扭矩输出。
[0037]在整个操作中,所述方法包括在轴64监测变速器的输出(通常为NO)、驾驶员扭矩需求TO_REQ以及可用电池功率PBAT_MIN和PBAT_MAX。确定各可允许范围状态的扭矩范围或扭矩值。计算各确定扭矩范围中的操作成本,并基于各确定扭矩范围的计算成本将确定扭矩范围之一选为优选操作范围状态。其后,可将动力系统控制为所述优选操作范围状态。
[0038]现在参考图5,功能块图详细示出了图4的策略控制块110,并示出了输入到策略管理部分220的NO和TO_REQ,其具有到系统约束程序部分240和优化部分260的输出。系统约束部分240的输出被输入到优化部分260。优化部分260的输出被输入到换档稳定和协调部分280,该部分具有包括优选操作范围状态OP_RangeDES及所需输入速度NI_DES的输出。
[0039]现在参考图6,策略管理部分220包括驾驶员输入(通常为通过UI 13的扭矩需求及其它输入)、成本结构信息(如下所述)及原始策略输入(包括涉及混合动力系操作状况的原始信号,包括那些与ESD 74相关的信号)。策略管理部分220的输出包括成本结构信息(COST)、策略输入(包括变速器输出速度NO范围、可用电池功率PBAT_MIN和PBAT_MAX以及驾驶员扭矩需求TO_REQ)。
[0040]现在参考图7,现在描述策略系统约束部分240的详细描述。输出速度NO输入到策略速度约束部分230。速度约束部分230确定用于操作在各无级模式的最小和最大输入速度(即,NI_MIN_M1、NI_MAX_M1、NI_MIN_M2和NI_MAX_M2)。最小和最大输入速度、可用电池功率PBAT_MIN和PBAT_MAX和驾驶员扭矩需求TO_REQ输出到策略系统约束部分250,其基于当前操作约束(具体为输出速度NO)确定对于各混合操作范围状态(即,GR1、GR2、GR3、GR4、M1_Eng_Off、M1_Eng_On、M2_Eng_Off和M2_Eng_On)到策略优化部分260的输入。从部分250具有三个向优化部分260提供输入的输出路径242、244、246。具体地,输出路径246提供发动机关闭(即不转动)时的相关系统约束信息,包括输入速度NI=0和输入扭矩TI=0,表示包括模式1-发动机关闭操作(M1_Eng_Off)和模式2-发动机关闭操作(M2_Eng_Off)的系统操作。该信息发送到部分260的各部分266和268。
[0041]现在参考图8,现在描述策略优化部分260。使用从部分240输出到策略优化部分260的可允许混合操作范围状态来确定执行优化部分262、264、266、268、270、272、274和276中的哪一个。部分262、264、266、268、270、272、274和276每个都包括优化部分,其中基于前述输入(包括前述与操作性能、燃料经济性、排放和电池寿命相关的扭矩值范围和成本)确定对于各可允许操作范围状态的最优操作成本(PCOST)。最优操作成本优选包括在各操作范围状态可达到的扭矩值范围内的动力系操作点处的最小操作成本。
[0042]现在参考图9和10,描述确定在发动机关闭时将典型动力系操作在模式1或模式2中的优选操作条件的方法。发动机关闭操作模式确定为图10中所示曲线上的A点。对于各块266和268,将包括零输入扭矩TI=0的至变速器及传动系输入扭矩值从部分246输入到部分260。变速器输入扭矩的参数值(TI=0)输入到系统方程362,从其确定MG-A扭矩(TA)和MG-B扭矩(TB)的参数值。电动机扭矩TA和TB及输入扭矩TI=0输入到成本函数364,其计算用于操作典型动力系以获得特定参数输入扭矩和电动机扭矩的成本(PCOST)。所述成本从各块266和268输入到块280,并包括在发动机关闭时操作动力系以获得所需输出扭矩TO相应的成本。
[0043]输入扭矩TI=0和输入速度NI=0的参数值通过模式1或模式2至部分260的线路246输入到系统方程362,该部分260包括模式1的部分266和模式2的部分268中任一个的元件,该参数值包括部分240的输出,如上所述。当典型变速器操作于无级模式模式1或模式2的一个中时,MG-A、MG-B、NI和NO之间的速度关系如下面公式1所限定:
N A N B = b 11 b 12 b 21 b 22 N I N O - - - [ 1 ]
其中,NI=0包括发动机14的输入速度NO为变速器输出速度,NA和NB为MG-A 56和MG-B 72的运行速度,b11、b12、b21、b22为对于特定操作范围状态的具体应用确定的标量值。因此,对于各模式1和模式2,确定的b11、b12、b21、b22的标量值是特定的。在该应用中,当变速器输出速度NO已知并且NI=0时,可确定电动机速度NA和NB
[0044]MG-A、MG-B、NI和NO之间的扭矩关系如下面公式2所限定:
T A T B = d 11 d 12 d 13 d 14 d 21 d 22 d 23 d 24 T I T O · N I · N O - - - [ 2 ]
其中,TI=0包括发动机14的输入扭矩TO为变速器输出扭矩,TA和TB为MG-A 56和MG-B 72的操作扭矩,
Figure A20081009712900152
Figure A20081009712900153
表示发动机14的输入速度和输出速度的时间变化率,d11、d12、d13、d14、d21、d22、d23、d24为对于应用的各操作范围状态(即,模式1和模式2中任意一个)的已知标量值。在该应用中,当变速器输出扭矩TO基本上等于驾驶员扭矩需求TO_REQ并且发动机14的TI=0时,可确定TA和TB
[0045]从公式1和2得到的系统方程(块362)提供了MG-A和MG-B的电动机扭矩值,如下面公式3所示:
T A T B = a 11 a 12 a 21 a 22 T i T o + b 1 b 2 - - - [ 3 ]
其中,a11、a12、a21、a22、b1、b2、为对于具体应用和操作的具体模式(即,模式1或模式2)确定的已知标量值。
[0046]从公式3输出的电动机扭矩TA和TB的计算参数值输入到成本方程(块364),以计算与TI=0和NI=0的所选参数值相关的成本PCOST
[0047]成本方程364内使用的成本信息优选包括通常基于与确定的扭矩范围的车辆操作性能、燃料经济性、排放和电池寿命相关的因素确定的操作成本。另外,本发明中的成本只指定给跟车辆动力系统具体操作点相关的电功率消耗,并与其相关联。较低的操作成本通常与操作点的较低电池功率使用和较低排放相关,并且考虑了动力系统的当前操作范围状态。通过计算总的动力系统损失(包括总的系统功率损失和成本恶化),可确定最优操作成本(PCOST),例如可与控制电池荷电状态相关。总的系统功率损失包括基于电气系统内损失(例如,电线阻抗及开关和螺线管损失)和热损失的项目。其它损失包括电动机械功率损失和内电池功率损失。还可考虑其它因素,包括与归因于ESD 74放电深度的电池寿命、当前环境温度和其对电池荷电状态影响相关的因素。优选地,在车辆标定试制期间,相对于具体动力系/车辆应用来建立操作成本。在题为COST STRUCTURE METHODINCLUDING FUEL ECONOMY AND ENGINE EMISSIONCONSIDERATIONS的共同转让美国专利申请US2005/0256633A2中描述了用于确定发动机功率损耗的具体方法,其内容通过参考并入本文。
[0048]应当理解,在本发明的范围内允许对其硬件的修改。已经具体参考实施例及其修改描述了本发明。通过阅读和理解说明书,可进行其它修改和变化。所有这种修改和变化都包括在本发明的范围内。

Claims (20)

1.一种确定动力系操作状况的方法,所述动力系包括内燃机、第一和第二电机以及机电变速器,所述机电变速器选择性操作以在所述内燃机、第一和第二电机间传递扭矩,所述方法包括确定当所述发动机运行于发动机关闭操作状态时为满足驾驶员扭矩需求而操作混合变速器的所述第一和第二电机的操作成本。
2.如权利要求1所述的方法,还包括确定所述混合变速器的所述第一和第二电机为满足所述驾驶员扭矩需求的扭矩输出。
3.如权利要求1所述的方法,还包括确定用于将所述混合变速器操作于第一无级模式中而从所述第一和第二电机中每个的扭矩输出。
4.如权利要求3所述的方法,还包括确定用于将所述混合变速器操作于第二无级模式而从所述第一和第二电机中每个的扭矩输出。
5.如权利要求1所述的方法,其中确定操作所述第一和第二电机的扭矩输出包括:执行预定的系统方程,以基于输入扭矩和所述驾驶员扭矩需求的所选参数值来确定从所述第一和第二电机中每个的扭矩输出。
6.如权利要求1所述的方法,其中所述发动机关闭操作状态包括发动机曲轴速度为零转每分。
7.如权利要求6所述的方法,还包括所述发动机从所述混合变速器分离。
8.一种装置,包括:
分布式控制模块结构,包括:适于控制混合动力系统的操作的多个控制模块;
所述混合动力系统包括:内燃机、第一和第二电机以及机电变速器,所述机电变速器选择性操作以在所述内燃机、第一和第二电机间传递扭矩;
所述变速器通过多个扭矩传递离合器的选择性致动有选择地操作在第一和第二无级操作模式的一个中;并且
所述控制模块适于执行存储在其中的机器代码,所述代码包括:确定当所述发动机操作于发动机关闭操作状态时为满足驾驶员扭矩需求而操作所述混合变速器的所述第一和第二电机的电动机扭矩输出和操作成本。
9.如权利要求8所述的装置,其中所述代码还包括基于输入扭矩和所述驾驶员扭矩需求的所选参数值来确定从所述第一和第二电机中每个的电动机扭矩输出的可执行系统方程。
10.如权利要求9所述的装置,其中所述代码还包括确定当所述混合变速器操作于第一无级模式时从所述第一和第二电机中每个的电动机扭矩输出的代码。
11.如权利要求8所述的装置,其中所述变速器还包括双模式复合分配变速器,其可通过所述扭矩传递离合器中的一个的选择性致动而有选择地操作在所述无级操作模式中的一个内。
12.如权利要求11所述的装置,还包括所述变速器可通过第一扭矩传递离合器的选择性致动操作在第一无级操作模式中。
13.如权利要求11所述的装置,还包括所述变速器可通过第二扭矩传递离合器的选择性致动操作在第二无级操作模式中。
14.如权利要求8所述的装置,其中所述代码还包括确定当所述混合变速器操作于所述第二无级模式时从所述第一和第二电机中每个的电动机扭矩输出的代码。
15.如权利要求8所述的装置,其中确定当所述发动机操作在发动机关闭操作状态时为满足驾驶员扭矩需求而操作所述混合变速器的所述第一和第二电机的所述操作成本的代码包括:确定除燃料消耗成本之外的操作系统损失的代码。
16.如权利要求15所述的装置,其中所述操作成本基于与所述第一和第二电机的电动机扭矩相关的电池功率成本确定,所述电池功率成本包括电气系统损失、热损失、电动机械功率损失和内部电池功率损失。
17.一种用于操作动力系统的方法,所述动力系统包括内燃机、第一和第二电机以及机电变速器,所述机电变速器选择性操作以在所述内燃机、第一和第二电机间传递扭矩,所述方法包括:
监测驾驶员扭矩需求和可用电池功率;
识别包括发动机关闭状态的至少一个允许的动力系操作范围状态;
确定在所述发动机关闭状态中,为实现满足所述驾驶员扭矩需求的动力系扭矩输出而从所述第一和第二电机输出的扭矩输出;
确定在所述发动机关闭状态中,为实现满足所述驾驶员扭矩需求的动力系扭矩输出而操作所述第一和第二电机的操作成本;和
基于所述操作成本有选择地将所述动力系控制在发动机关闭操作范围状态之一内,以满足所述驾驶员扭矩需求。
18.如权利要求17所述的方法,其中包括所述发动机关闭状态的所述可允许动力系操作范围状态还包括第一和第二无级操作模式中的一个。
19.如权利要求17所述的方法,其中有选择地将所述动力系控制在发动机关闭操作范围状态之一内还包括:有选择地致动多个扭矩传递离合器中的一个,并停用所述发动机获得所述发动机关闭状态,以从所述电机传递基本上满足所述驾驶员扭矩需求的扭矩。
20.如权利要求19所述的方法,其中所述发动机关闭状态包括所述发动机曲轴速度为零转每分。
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