CN101220860B - 对优化模式或齿轮及输入速度选择的控制结构 - Google Patents

对优化模式或齿轮及输入速度选择的控制结构 Download PDF

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CN101220860B
CN101220860B CN2007101870562A CN200710187056A CN101220860B CN 101220860 B CN101220860 B CN 101220860B CN 2007101870562 A CN2007101870562 A CN 2007101870562A CN 200710187056 A CN200710187056 A CN 200710187056A CN 101220860 B CN101220860 B CN 101220860B
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CN101220860A (zh
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A·H·希普
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • 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
    • 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
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    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
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    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • F16H2037/106—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 characterised by number of modes or ranges, e.g. for compound gearing with switching means to provide two variator modes or ranges
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Abstract

本发明涉及对优化模式或齿轮及输入速度选择的控制结构，提供一种方法与控制系统用于动力系系统，该动力系系统包括内燃机、第一和第二电机和机电传动装置，选择性地运行以在其间传递扭矩并在若干个固定齿轮模式与连续可变化的模式中运行。该方法包括监测传动装置的输出、操作者的扭矩要求、和可能的电池功率。识别至少一个可允许的工作范围状态，同时确定对每个可允许的工作范围状态的扭矩范围。对每个可允许的工作范围状态确定优选的工作条件和优选成本。根据对可允许的工作范围状态的优选成本选择一个优选工作范围状态。

Description

对优化模式或齿轮及输入速度选择的控制结构
技术领域
本发明总的涉及用于使用机电传动装置的动力系控制系统的控制系统。
背景技术
动力系结构包括扭矩产生装置，该装置包括内燃机和电机，该发动机与电机通过传动装置传递扭矩到车辆驱动线。这样一种传动装置包括一个双模式、混合组合的机电传动装置，该装置使用一输入构件以从初始原动力源(典型的是内燃机)接受运动扭矩，以及一输出构件以从传动装置分配运动扭矩到车辆驱动线。可操作地连接到电能储存装置的电机包括可运转以产生运动扭矩以输入到传动装置的电动机/发电机，它独立于从内燃机的扭矩输入。该电机还可运转以便将经过车辆驱动线传输的车辆运动能转变成可存储在电能储存装置中的潜在电能。控制系统监测来自车辆和操作者的各种输入并提供动力系系统的操作控制，包括控制传动齿轮换档、控制扭矩产生装置、以及调节电能储存装置与电机之间的电功率的互换。
示例的机电传动装置是在固定齿轮模式和连续可变化模式中通过致动扭矩传递离合器选择性地工作，典型地使用液压回路使离合器致动。当传动装置的输出构件的旋转速度是来自发动机的输入构件旋转速度的固定比时出现固定的齿轮模式，典型地由于一或几个扭矩传送离合器的致动。当传动装置输出构件的旋转速度基于一或几个电机的工作速度是可变化时出现连续可变化的模式。通过离合器的致动电机可以被连接到输出轴，或者通过直接连接。典型地通过液压回路使离合器致动或不起作用。
工程师们执行具有机电传动装置的动力系系统是进行一项完成控制方案的工作以便有效地监测系统状态和控制各种系统和致动器的工作以有效地控制动力系的工作。后面将描述这一系统。
发明内容
根据本发明的一个实施例，提一种方法和装置以控制动力系系统的工作，该系统包括运转以从若干个扭矩产生装置传送扭矩输入的扭矩传递装置。
该方法包括监测传动装置的输出，操作者的扭矩需求，以及可能的电池功率。识别至少一种许可的工作范围状态，并确定对每一许可的工作范围状态的扭矩范围。确定对每一许可的工作范围状态的优选工作状态和优选成本。基于对许可的工作范围状态的优选成本选择优选的工作范围状态。
对于技术人员来说在阅读与理解以下实施例的详细描述后本发明的这些与其它方面将变得显而易见。
附图说明
在某些零件和零件的安排中本发明可以取实际的形式，详细描述该零件的一个实施例并在构成其一部分的附图中表示，其中：
图1是根据本发明的示例动力系的示意图；
图2是根据本发明的控制系统和动力系的示例结构的示意图；
图3是根据本发明的图表表示；以及
图4-8是根据本发明的示意流程图。
具体实施方式
现在参照附图，其中的表示仅为说明本发明的目的而不是为了限制本发明的目的，图1和图2表示系统包括发动机14、传动装置10、控制系统，以及根据本发明一个实施例构造的驱动线。
在共同授予的题为“双模式、混合组合的具有4个固定比的混合机电传动装置”的美国专利NO.6953409中详细公开示例传动装置10的机械方面，通过参考此处包括该专利。示例的双模式、混合组合、机电混合传动装置实施本发明的概念如图1所示，并总的以标号10指示。该传动装置10包括优选由内燃机1 4驱动的，具有输入速度NI的输入轴12。该发动机14具有曲轴，该曲轴具有特征速度NE，该曲轴可操作地连接到传动装置的输入轴12。当离合器装置(未表示)可操作地连接发动机和传动装置时，该发动机速度NE和输出扭矩TB可以不同于传动装置输入速度NI和输入扭矩TI。
该传动装置10使用三个行星齿轮组24、26和28，以及4个扭矩传递装置，即离合器C1 70、C2 62、C3 73和C4 75。优选由传动装置控制模块17控制的电液控制系统42运转以控制离合器的致动与不起作用。离合器C2和C4优选地包括液压致动的旋转摩擦离合器。离合器C1和C3优选地包括液压致动的建立在传动箱68的静止装置。
该三个行星齿轮组24、26和28的每一个包括简单的行星齿轮组。此外，第一和第二行星齿轮组24和26被组合，其中第一行星齿轮组24的内齿轮构件被结合到第二行星齿轮组26的外齿轮构件，并被连接到包括电动机/发电机56(称为MG-A)的第一电机。
该行星齿轮组24和26进一步被组合，其中第一行星齿轮组24的保持架36通过轴60结合到第二行星齿轮组26的保持架44。因此第一和第二行星齿轮组24和26的保持架36和44分别地被结合。通过离合器C2 62，轴60也选择地被连接到第三行星齿轮组28的保持架52。第三行星齿轮组28的保持架52被直接地连接到传动装置的输出构件64，该构件具有输出速度NO。第二行星齿轮组26的内齿轮构件通过限制轴60的套筒轴66被连接到第三行星齿轮组28的内齿轮构件，同时被连接到包括电动机/发电机72(称为MG-B)第二电机。
所有的行星齿轮组24、26和28以及MG-A 56和MGB 72被同轴地定向，由于绕轴向设置的轴60。MG-A和MG-B二者是环状构形，这就允许它们限制三个行星齿轮组24、26和28，这样三个行星齿轮组24、26和28被MG-A和MG-B的径向向内地设置。传动装置输出构件64可操作地连接到车辆的驱动线90以向车轮提供运动的输出扭矩To，每个离合器优选是液压致动的，如下所述，通过电液控制回路42，从泵接受压力的液压流体。
传动装置10从扭矩产生装置(包括发动机14和MG-A 56及MG-B72并分别称为“TI”、“TA”、和“TB”)接受输入扭矩，作为从燃料或存储在电能存储装置(ESD)74中的电能的能量转换结果。该ESD 74典型地包括一或几个电池。可使用其它具有储存电功率并分配电功率能力的电能和电化学能存储装置代替电池而不改变本发明的概念。根据以下因素，包括更新的要求、与典型路面等级和温度相关的应用问题、以及驱动要求如排放物、功率助推器以及电力范围，优选地确定ESD74的尺寸。该ESD 74是通过直流传输导体27高压直流耦合到TPIM 19。对于图2来说该TPIM 19是此后描述的控制系统的一个部件。TPIM 19通过传输导体29向和从MG-A 56传输电能，同时类似地TPIM 19通过传输导体31向和从MG-B 72传输电能。根据ESD 74是充电还是放电向和从ESD 74传输电流。TPIM 19包括功率转换器和各自的电机控制模块副，该模块被构件形成为接受电机控制指令并从此控制转换器状态以提供电机驱动或更新功能度。
在开车控制中，各个转换器从DC传输线接受电流并提供AC电流到各个电机，即MG-A和MG-B，沿传输导体29和31。在回收控制中，各个转换器从电机沿传达输导体29和31接受AC电流并传输到DC线27。向或从转换器提供的最后的电流确定电能储存装置74的充电或放电的工作模式。优选地，MG-A 56和MG-B 72是三相AC机械，每一个具有可运转的转子以便在安装到传动箱上的定子内旋转。该转换器包括已知的互补三相功率电子装置。
现在参照图2，表示控制系统的示意方框图，包括分配控制模块结构。此后描述的该部件包括整个车辆控制结构的子系统，同时是可操作的以提供此处描述的动力系系统的协调的系统控制。该控制系统是可操作的以便综合处理相关的信息与输入，同时执行运算以控制各种致动器以完成控制目标，包括以下参数，如燃料经济性、排放物、性能、驱动能力、和硬件的保护，该硬件包括ESD 74和MG-A及MG-B 56、72的电池。分配控制模块结构包括发动机控制模板(“ECM”)23、传动控制模块(“TCM”)17、电池组件控制模块(“BPCM”)21、和传动功率转换器模块(“TPIM”)19。一种混合控制模块(“HCP”)与提供上设架控制和前述控制模块的协调一致。还具有可操作地连接到若干装置的用户接口(“UI”)13，通过该装置车辆操作者典型控制或指挥动力系的工作，该动力系包括通过要求扭矩输出的传动装置10。示例车辆操作者向UI 13的输入包括加速器踏板、制动踏板、传动齿轮选择器、以及车辆速度巡行控制。前述控制模块的每一个与其它控制模块、传感器、和致致动器通过局域网络(“LAN”)总线6沟通。该LAN总线6考虑各种控制块之间的控制参数与指令的结构沟通。使用的特定通信协议是申请特定的。该LAN总线和适当的协议提供增强的通讯联系以及前述控制模块之间的多控制模块联系，同时其它控制模块提供功能性如防锁制动、牵引力控制、以及车辆稳定性。
该HCP 5提供混合动力系系统的上设架控制，用以协调ECM 23、TCM17、TPIM 19、和BPCM 21的工作。根据来自UI 13与动力系(包括电池组件)的各种输入信号，HCP 5产生不同的指令，包括：输出到驱动线90的操作者扭矩要求(“TO_RBQ”)，初始来自发动机的输入扭矩TI、对传动装置10的N个不同扭矩传输离合器C1、C2、C3、C4的离合器扭矩(“TCLN”)；以及以MG-A和MG-B的电机输入扭矩TA和TB。TCM 17可操作地连接到电-液控制回路，包括监测不同的压力传感器装置(未表示)和对不同线圈产生并执行控制信号以控制包括在其中的压力开关和控制阀。
ECM23可操作地连接到发动机14，并起到从各种传感器获得数据的功能同时沿集合表示成结合线35的若干离散线分别地控制发动机14的各种致动器。该ECM 23接受来自HCP 5的发动机扭矩指令，并产生要求的轴向扭矩，以及实际输入扭矩TI的指示到传动装置，该传动装置与HCP5沟通。为简化起见，ECM 23通常表示成通过结合线35具有与发动机14的双向接口。可能被ECM 23感知的各种其它参数包括发动机冷却温度、发动机对轴12的输入速度NE，该速度转化成传动装置输入速度NI，管道压力、环境空气温度、以及环境压力。可以由ECM 23控制的各种致动器包括燃油喷射器、点火模块、以及调速汽门控制模块。
TCM 17可操作地连接到传动装置10并起到从各种传感器获得数据的功能同时向传动装置提供指令信号。从TCM 17到HCP 5的输入包括对N个离合器C1、C2、C3和C4的每一个的估算的离合器扭矩(TCLESTN)，以及输出轴64的旋转速度NO。可以使用其它致动器和传感器以便为了控制的目的从TCM向HCP提供附加的信息。TCM 17监测来自压力开关的输入并选择性地致动压力控制线圈和变换线圈以致动不同的离合器以完成下述不同的传动模式。
该BPCM 21被信号地连接到一或几个可操作的传感器以监测ESD 74的电流或电压参数以提供关于HCP 5的电池的状态信息。这一信息包括电池充电状态、电池电压和可能的电池功率。
TPIM 19包括以前参照的功率转换器和电机控制模块，该模块被构形成为接受电机指令并从其控制转换器的状态以提供电机驱动或回收的功能性。该TPIM 19是可操作的以根据来自HCP 5的输入产生对MG-A 56和MG-B 72的扭矩指令，即TA和TB，该HCP 5由操作者输入经过UI13和系统工作参数驱动。对MG-A和MG-B的电机扭矩指令由包括TPIM 19的控制系统完成以控制MG-A和MG-B。对MG-A和MG-B的个别的电机信号由TPIM 19从电机的相信息或传统的旋转传感器得到。该TPIM 19确定电机速度并传送到HCP5。电能存储装置74通过DC线27被高压DC耦合到TPIM19。根据ESD 74是被充电或放电电流是可传输到或从TPIM 19传输的。
前述控制模块的每一个优选是通用目的的数字计算机一般包括微处理器或中央处理单元、存储媒体，包括只读存储器(ROM)、随机存取存储器(RAM)、电可编程的只读存储器(EPROM)、高速时钟、模一数(A/D)和数一模(D/A)电路、以及输入/输出电路和装置(I/O)以及相应的信号适调与缓冲电路。每个控制模块具有一组控制算法，包括固有程序指令和存储在ROM中的标定并执行以提供每台计算机的各自的功能。不同计算机之间的信息传输优选使用前述LAN 6完成。
在预设环路的循环过程中典型地执行每个控制模块中的控制与状态估算的算法这样至少每环路循环一次执行每一算法。由中央处理单元的一个执行存储在非易失的存储装置中的算法同时是可操作的以便监测来自传感装置的输入并使用预设的标定执行控制与检定的程序以控制各个装置的工作，以通用的间隔典型地执行环路循环，例如，在正在进行的发动机与车辆运转当中每3.125，6.25，12.5，和100毫秒(MS”)。另一种选择，可以响应事件的出现执行算法。
该示例的双模式、混合组合、机电传动装置在几个操作范围状态中工作，包括固定的齿轮工作模式以及具有发动机开和关的连续可变化的工作模式，参照图1及下表所描述的。
表1
传动装置工作范围状态       致动的离合器
模式I——发动机关(M1-Eng-Off)模式I——发动机开(M1-Eng-On)固定比1(GR1)固定比2(GR2)模式II——发动机关(M2-Eng-Off)模式II——发动机开(M2-Eng-Off)     C1 70C1 70C1 70C1 70C2 62C2 62 C4 75C2 62
固定比3(GR3)固定比4(GR4)     C2 62C2 62     C4 75C3 73
在表中描述的各种传动装置工作范围状态表明特定离合器C1、C2、C3、和C4的哪一个对工作范围状态的每一个被结合或致动。另外，在各种传动装置工作范围状态中，MG-A和MG-B的每一个可作为电动机工作以产生运边的扭矩，或作为发电机工作以产生电能。当致动离合器C1 70以便第三行星齿轮组28的外齿轮构件“接地”时则选择第一模式，即模式I(ModeI)。发动机14既可以开也可以关。当离合器C1 70释放且离合器C2 62同时致动以将轴60连接到第三行星齿轮组28的保持架时选择第二模式，即模式II(Mode II)。仍然，发动机14既可以开也可以关。为了此描述的目的，由发动机输入速度NE等于每分钟O转(RPM)定义“发动机关”即发动机曲轴不旋转。当电机56、72作为电动机和发电机工作时，此处不讨论本发明起作用的范围以外的其它因素。
主要在图2中表示的控制系统是可操作的以便在每个工作范围状态以内在轴64处提供从较慢到较快的传动装置输出速度的范围。在每个范围状态中具有慢到快的输出速度范围的二个模式的组合能使传动装置10驱动车辆从静止状态到高速路的速度，并且满足前述各种其它的要求。此外，该控制系统协调传动装置10的工作从而允许在模式之间的同步变换。
第一和第二操作模式涉及到在其中由一个离合器，即离合器C1 62或C2 70的任一个，以及由电机56、72的控制速度和扭矩控制传动装置功能的环境，这可称之为连续可变的传动装置模式。以下将描述工作的某些范围，其中通过应用附加的离合器达到固定的齿轮比。此附加离合器可以是如上表所示的离合器C3 73和C4 75。
当应用附加离合器时，实现传动装置的输入到输出的固定比操作，即NI/NO。机械MG-A和MG-B 56、72的旋转取决于由离合器确定的机构的内部旋转且与轴12处测量的输入速度成比例。机械MG-A和MG-B起到电动机与发电机的功能。它们对输出功率流独立于发动机，因而能使二者为电动机、二者起发电机的作用、或者任何其组合。这就允许，例如，在以固定比GR1工作过程中它由来自发动机的动力和来自MG-A和MG-B的动力经过由传递来自ESD 74电力的行星齿轮组提供来自传动装置在轴64处的运动功率输出。
现在参照图3，各种传动装置工作模式被绘制成对于图1和2所示的示例动力系控制系统的传动装置输出速度NO和传动装置输入速度NI的函数。对于特定的齿轮比GR1、GR2、GR3和GR4的每一个如参照以上表1所描述的，将固定比工作表示成各条直线。连续变化的模式工作被表示成对模式I和模式II的每一个的工作范围。通过驱动或不驱动特定离合器在固定比工作和连续变化模式工作之间转换传动装置工作范围状态。该控制系统是可运行的以根据不同标准，使用各算法和由控制系统执行的标定确定特定传动装置的工作模式，并且是在本发明的范围以外。传动装置的工作范围状态的选择主要取决于操作者扭矩要求TO_REQ以及传动链的能力以满足操作者扭矩要求。
参照表1并再参照图3，低工作范围状态包括离合器C2、C1和C4的选择致动，在连续可变化模式ModeI和固定齿轮GR1、GR2、和GR3的任意一个中推进工作。高工作范围状态包括离合器C2、C3和C4的选择致动，在连续可变化模式ModeII和固定齿轮GR3和GR4的任意一个中工作。应该认识到对于模式ModeI和模式ModeII的连续可变化工作的范围可以重叠。
响应操作者的动作，如由UI13记录的，监控HCP控制模块的5以及其它控制模块的一或多个确定操作者在轴64处的扭矩要求TO-REQ。为响应操作者的要求适当地控制和操作传动装置10的选择地工作的部件。例如，在图1和2所示的示例性实施例中，当操作者已经选择向前驱动范围并操作加速器踏板或制动踏板任一个时，HCP5确定输出扭矩，该扭矩影响如何以及何时车辆加速或减速。
由包括例如道路负荷、道路等级、以及车量的质量的其它因素影响最终车辆的加速度。根据动力系的多个工作特性对示例的传动装置确定工作模式。这包括对操作者对扭矩要求的要求，如前所述典型地通过输入与UI13沟通。此外，根据外部条件，包括，例如，道路等级、道路表面条件或风的大小，预测对输出扭矩的要求。根据由对电机在电能产生模式或在扭矩产生模式工作的控制模块指令引起的动力系扭矩要求可以预测工作模式。可以由优化算法或可操作的程序确定工作模式以便根据操作者对动力、电池充电状态、发动机14和MG-A及MG-B 56、72的能量效率确定优化系统效率。根据执行的优化程序的输入该控制系统控制来自发动机14和MG-A及MG-B56、72的扭矩输入，同时系统优化出现以优化系统效率以改善燃料经济性和控制电池充电。此外，根据部件或系统中的一个故障可以确定操作。该HCP5监测扭矩产生装置的参数状态，并确定要求传动装置的输出以达到要求的扭矩输出，如以下所描述的。在HCP 5的引导下，传动装置10在整个从慢到快的输出速度的范围上工作以便满足操作者的要求。
现在参照图4-8，参照了在图1、2和3中描述的示例性动力系，描述混合动力系控制工作。特别地参照图4，此处描述的方法与系统包括策略控制优化(方框110)方面，其中主要根据轴64的输出速度NO以及操作者的扭矩要求TO_REQ选择要求的工作范围状态(“OP-RangeDES”)。策略控制的输出包括优选或要求的工作范围状态(“Op-RangeDES”)和要求的输入速度(“NI-DES”)每一个，该状态和速度输入到变换执行控制方框120。在题为“混合动力系系统优化与控制的控制结构”，共同待定的美国专利申请列NO.11/561140“(代理人记录摘要NO.GP-308478-PTH-CD)中描述示例性动力系的策略优化与控制的整个结构的其它方面，此处通过参照包括该内容，同时无需在此描述。
现在参照图5-8，该方法包括以下步聚，该步骤作为分配的控制模块结构的控制模块中一或几种算法执行的。该方法包括监测传动装置的输出，典型地是No、操作者的扭矩要求TO_rEQ、以及可能的电池功率PBAT_MIN和PBAT_MAX。参照表1所描述的，与对每个允许的输入速度NI和输入扭矩TI的范围一道识别至少一个允许的工作范围状态。确定对每个允许的范围状态的输出扭矩范围。计算每个工作范围状态中的工作成本，并且根据计算的成本选择一个作为优选工作范围状态。此后控制动力系到优选的工作范围状态。在每100毫秒循环周期的过程中优选执行此操作。现在详述此操作。
现在参照图5，功能性方框图详述图4的策略控制方框110，并叙述输入No与TO_REQ到策略管理器部分220，该输入已经输出到系统的限定部分240和优化部分260。该系统限定部分240的输出输入到优化部分260。该优化部分260的输出被输入到变换稳定与判优部分280，该判优部分具有包括优选工作范围状态OP_RangeDES和要求的输入速度NI_DES的输出。
现在参照图6，该策略管理器部分220包括操作者输入，典型地为扭矩要求和其它经UI13的输入，以下描述的成本结构信息，和原始的策略输入，它包括与混合动力系工作状态相关的原始参数信号，包括与ESD74相关的那些。来自策略管理部分220的输出包成本结构信息(COST)，策略输入包括传动装置输出速度No、可能的电池功率的范围PBAT_MIN与PBAT_MAX，以及操作者的扭矩要求TO_REQ。
现在参照图7，现在描述策略的系统限定部份240的详细描述。输出速度No被输入到策略的速度限定部分230。该速度限定部分230确定对于在每个连续变化的模式中工作的最大与最小输入速度，即，NI_MIN-M1、NI_MAX-MI、和NI_MIN-M2、NI_MAX-M2，以便根据当前的工作限定，具体的输出速度No，确定混合工作范围状态的哪一个是可允许的，即GR1、GR2、GR3、GR4、M1_ENG_Off、M1_Eng_On、M2_Eng_off和M2_Eng_On。
该允许的混合工作范围状态被输出到策略的优化部分260。可允许的混合工作范围状态与可能的电池功率范围PBAT_MIN和PBAT_MAX以及操作者的扭矩要求TO_REQ一道被输出到策略的系统限定部分250，以根据当前的工作限制确定对于每个混合工作范围状态的允许输入速度NIMIA、NI_MAX和/或输入扭矩TI_MIN、TI_MAX的范围，即GR1、GR2、GR3、GR4、M1_Eng_Off、M1_Eng_On、M2_Eng_Off、和M2_Eng_on。有三种从部分240的输出路径242、244、246，该部分240向优化部分260提供输入。输出路径242提供有关的系统限定信息，包括在对于具有发动机开的每个工作模式(M1、M2)的发动机输入速度NI_MIN M1、NI_MINM2、和NI_MAX M2的整个范围上的以最小和最大输出扭矩(TOMAX、TOMIN)以及最小和最大输入扭矩(TI_MIN、TI_MAX)的形式的扭矩值范围。这一信息传输到部分260的部分262、264的每一个。输出路径244提供有关系统的限定信息，包括对于每个固定齿轮的工作，即GR1、GR2、GR3、GR4，的最小和最大输出扭矩(TOMIN、TOMAX)和最小与最大输入扭矩(TIMIN、TIMAX)形式的扭矩值范围。此信息被输送到部分260的每个部分270、272、274和276。输出路径246提供有关的系统限定信息，包括对于具有发动机关闭的每个工作模式(M1、M2)的最小与最大输出扭矩形式(TOMIN、TOMAX)的扭矩值范围。这一信息被传输到部分260的部分266与268的每一个。
现在参照图8，现在描述策略的优化部份260。使用从部分240到策略优化部分260的可允许的混合工作范围状态以识别要执行优化部分262、264、266、268、270、272、274和276的哪一个。部分262、264、266、268、270、272、274和276的每一个包括优化部分，其中根据前述的输入，对每个允许的工作范围状态确定一个优化工作成本(PCOST)，包括前述扭矩值范围和与驱动能力相关的成本、燃料经济性、排放物、和电池寿命。该优化工作成本优选地包括可获得的扭矩值范围以内对每个工作范围状态在动力系工作的Δ点处的最小工作成本。
部分262、264、266、268、270、272、274和276的每一个产生作为对部分280的输入提供的输出。该输出包括各个优化工作成本Pcost，如下：Pcost[M1_Eng_On]和相关的要求的输入速度NIDES[M1]，从部分262的输出；Pcost[M2_Eng_On]和相关的要求的输入速度NIDES[M2]，从部分264的输出；Pcost[M1_Eng_Off]，从部分266的输出；Pcost[M2_Eng_Off]，从部分268的输出；Pcost[GR1]，从部分270的输出；Pcost[GR2]，从部分272的输出；Pcost[GR3]，从部分274的输出；Pcost[GR4]，从部分276的输出。
优化部分260的输出被输入到变换稳定和判优部分280。在此部分，根据上述计算的成本，选择确定的工作范围状态的一个作为优选的工作范围状态，即OP_RangeDES。该优选的工作范围状态典型地是具有最小相关的成本，如在部分260所确定的。此后控制该动力系到优化工作范围状态，虽然根据其它与变换稳性和动力系控制相关的操作需要可能限制变换齿轮与变换工作范围状态。优选在每100毫秒的循环周期过程中执行此操作。
输入到策略管理部分220并在优化部分260使用的成本结构信息优选地包括通常与车辆驱动能力相关的因素确定的工作成本、燃料经济性、排放物、和电池寿命以确定扭矩范围。此外，成本被分配并与燃料相关连同时电力消耗与车辆的动力系系统的特定工作点相关连。较低的工作成本通常在较高交换效率处与较低的燃料消耗、较低的电池功率使用、以及一个工作点的较低排放物相关连，并考虑动力系系统的当前工作范围状态。通过计算总的动力系系统损耗可以确定优化的工作成本(Pcost)，该损耗包括总的系统功率损耗与成本损失，例如可以与控制电池的充电状态相关连。该总的系统功率损耗包括根据由燃料经济性和排放物驱动的发电机功率损耗的范围，加上机械系统的损失(例如，齿轮、泵、皮带、皮带轮、阀、链条)，电力系统中的损失(例如，导线阻抗和开关与线圈损失)，和热损失。其它损失包括电机功率损失和电池内功率损失。其它因素也可以考虑，包括与由于ESD 74的放电深度的电池寿命相关的因素、当前的环境温度及其对电池充电状态的影响。在车辆标定预产生的过程中优选发展相对特定动力系/车辆应用的工作成本。在题为“包括燃料经济性和发动机排放物考虑的成本结构方法”，共同授予的美国专利申请出版物NO.2005/0256633 A2中描述确定发动机功率损失的示例方法，此处通过参考包括该方法的内容。
应该理解在本发明的范围内修改是可允许的。以对实施例及其修改的特定参考已经描述了本发明。在阅读并理解本说明书时对其他的进一步的修改与变化可能出现。试图包括所有这些修改与变化，就这一点来说它们处在本发明的范围以内。

Claims (20)

1.控制动力系的方法，包括：
监测机电传动装置的输出、操作者扭矩要求、以及可能的电池功率；
识别至少一个允许的工作范围状态；
对每一个允许的工作范围状态确定扭矩范围；
对每一个允许的工作范围状态确定优选工作条件和优选成本；以及
根据对允许的工作范围状态的优选成本选择优选的工作范围状态。
2.权利要求1的方法，还包括根据优选的工作范围状态选择地致动若干个扭矩传递离合器。
3.权利要求2的方法，还包括第一和第二电机，所述第一和第二电机根据优选的工作范围状态选择性地操作作为电动机和发电机中的一种。
4.权利要求3的方法，还包括根据优选的工作范围状态选择性地操作内燃机。
5.权利要求4的方法，还包括根据优选的工作范围状态选择性地操作内燃机、第一与第二电机、机电传动装置和若干个扭矩传递离合器以在其间传递扭矩。
6.权利要求1的方法，还包括根据对机电传动装置输出速度的限制识别至少一个可允许的工作范围状态。
7.权利要求6的方法，其中工作范围状态包括二个连续可变的模式和四个固定的齿轮模式。
8.权利要求7的方法，其中若干个工作范围状态还包括在二个连续可变的模式的每一个中在动力系工作过程中内燃机起动与内燃机关闭之一。
9.权利要求8的方法，其中内燃机被关闭包括发动机曲轴的旋转停止。
10.权利要求8的方法，其中识别可允许的工作范围状态包括识别具有内燃机起动与内燃机关闭的二个连续可变的模式与四个固定的齿轮模式的哪一个是运行的以达到操作者扭矩要求。
11.权利要求1的方法，其中对每个可允许的工作范围状态确定扭矩范围包括当工作范围状态包括连续可变的模式时在整个输入速度范围上确定对机电传动装置的最小和最大输入扭矩以及最小和最大输出扭矩。
12.权利要求1的方法，其中对每个可允许的工作范围状态确定扭矩范围包括当工作范围状态包括四个固定的齿轮模式时确定最小和最大输入扭矩以及最小和最大输出扭矩。
13.权利要求1的方法，其中对每个可允许的扭矩范围确定优选成本包括根据燃料经济性、排放物、和电池寿命确定优化的工作成本。
14.权利要求1的方法，其中根据对每个工作范围状态的优选成本选择优选的工作范围还包括根据最小成本选择可允许工作范围状态的一个。
15.混合动力系的控制系统，包括：
分配控制模块结构，包括若干信号地连接的控制模块可操作地连接到内燃机和机电传动装置以及第一与第二电机的每一个上，该动力系选择性地以若干个工作范围状态的一个工作；
该控制系统适合执行包含其中的若干个算法，该算法包括：
编码以监测传动装置输出、操作者扭矩要求、以及可能的电池功率；
编码以识别至少一个可允许的工作范围状态；
编码以确定对每个可允许的工作范围状态的扭矩范围；
编码以对可允许的工作范围状态确定优选工作范围状态和优选成本；以及
编码以根据对可允许的工作范围状态的优选成本选择一个优选的工作范围状态。
16.权利要求15的控制系统，其中编码以选择优选的工作范围状态包括编码以根据传动装置的输出和操作者扭矩要求选择二个连续可变化的模式和四个固定齿轮模式的一个。
17.权利要求16的控制系统，其中根据优选的工作范围状态和要求的来自发动机的输入速度致动被选择的扭矩传递离合器并使该被选择的扭矩传递离合器失去作用。
18.用于操作动力系的方法，包括内燃机和第一与第二电机及机电传动装置选择性地运转以在其间传递扭矩，该方法包括：
监测传动装置的输出速度、操作者的扭矩要求、和可能的电池功率；
识别至少一个可允许的工作范围状态；
对每个可允许的工作范围状态确定一个扭矩范围；
对每个可允许的工作范围状态确定优选的工作条件和优选的成本；
根据对可允许的工作范围状态的优选成本选择一个优选的工作范围状态；以及
选择性地致动机电传动装置的若干个扭矩传递离合器并控制内燃机和第一与第二电机以实现优选的工作范围状态。
19.权利要求18的方法，其中工作范围状态包括二个连续变化的模式和四个固定的齿轮模式。
20.权利要求19的方法，其中工作范围状态还包括动力系在二个连续变化的模式的每一个中的工作过程中内燃机起动和内燃机关闭之一。
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