CN101042186B - 控制从动力系统到传动系的转矩输出的多变量控制方法 - Google Patents

控制从动力系统到传动系的转矩输出的多变量控制方法 Download PDF

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CN101042186B
CN101042186B CN2007100887617A CN200710088761A CN101042186B CN 101042186 B CN101042186 B CN 101042186B CN 2007100887617 A CN2007100887617 A CN 2007100887617A CN 200710088761 A CN200710088761 A CN 200710088761A CN 101042186 B CN101042186 B CN 101042186B
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torque
motor
serviceability
control
power
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CN101042186A (zh
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R·L·莫里斯
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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
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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
    • 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
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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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
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    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • 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
    • Y10S903/946—Characterized by control of driveline clutch

Abstract

本发明提供了一种用于控制从动力系统到传动系的转矩输出的多变量控制方法，以减小传动系振动。动力系统包括可操作地连接到变速器的多个转矩产生设备，转矩产生设备包括发动机和电动机。该方法包括：确定动力系统和传动系的希望的操作状态；通过希望的动力学特性将希望的操作状态转变为基准状态；确定动力系统和传动系的多个实际操作状态；基于确定的实际操作状态和基准状态确定操作状态误差；以及基于操作状态误差控制每个电动机，所述控制包括根据操作状态误差确定用于电动机中的至少一个的阻尼转矩命令、将阻尼转矩命令添加至至少一个电动机的预定命令转矩以产生调整的电动机转矩以及根据调整的电动机转矩控制至少一个电动机。

Description

控制从动力系统到传动系的转矩输出的多变量控制方法
技术领域
本发明一般地涉及混合动力系控制系统，并且更具体地涉及通过控制多个转矩输入缓冲动力系振动。 
背景技术
已知各种混合动力系结构用于管理混合动力车辆中的各种原动机的输入和输出转矩，最常见的原动机是内燃机和电机。串联混合动力结构的特征通常在于，内燃机驱动发电机，该发电机继而将电力提供给电动力传动系并提供给电池组。串联混合动力中的内燃机不直接机械地联接到动力传动系。发电机也可在电动模式下操作，以为内燃机提供起动功能，并且电动力传动系可通过在发电机模式下操作回收车辆制动能量，以给电池组充电。并联混合动力结构的特征通常在于，内燃机和电机都直接机械地联接到动力传动系。动力传动系传统地包括换档变速器，以提供用于宽范围操作的优选的传动比。 
一种混合动力系结构包括双模式、混合分动、机电(electro-mechanical)变速器，该变速器使用用于从原动机动力源接收动力的输入件和用于从变速器输出动力的输出件。第一和第二电动/发电机可操作地连接到用于在能量存储设备与第一和第二电动/发电机之间交换电力的能量存储设备。设置有控制单元用于管理在能量存储设备与第一和第二电动/发电机之间的电力交换。该控制单元还管理第一与第二电动/发电机之间的电力交换。 
工程师们在实施动力系统时遇到传动系振动，该传动系振动典型地从操作者察觉不到的到引起操作者反感的范围变化。传动系振动使客户不 满，并且会缩短一个或多个传动系部件的使用寿命。典型地，工程师们试图通过实施这样的系统来管理传动系振动，即，该系统可操作以消除在某个特定频率或在某频率范围上或基于传动系当前操作的传动比选择的一组频率下的转矩振动。这种转矩消除系统典型地通过减慢系统响应性的信号调整过滤器传递传动系输入。由于开发过滤器所需的瞬态响应中的延迟，慢的系统响应经常导致在操作者有激烈的转矩需求时出现的颠簸(bump)和过冲。这种系统经常使用典型地为发动机速度的单个反馈变量，并且命令典型地为发动机转矩的单个控制信号。然而，单个反馈/单个控制的振动控制系统在具有多个可操作以在传动系中产生振动的设备的系统中无法提供足够的缓冲。 
具有多个可操作以产生传动系中的振动的设备的系统的示例是混合动力系统，其因此驱动了控制传动系振动的替代方法和装置的需求。 
因此，需要一种方法和装置，以在动力系的操作范围上为混合动力系控制系统提供传动系减振。还需要在配备有混合动力传动系的车辆中，尤其是在配备有包括诸如在发动机、电机和变速器输入轴之间的直接连接的手动变速器构造的混合动力传动系的车辆中，提供类似于具有液力变矩器的车辆的驾驶性能。 
发明内容
本发明采用一种多变量反馈控制方法以提供用于混合动力系或采用多个转矩产生设备的任何动力系的主动传动系减振。传动系由多个质量-弹簧系统和多个转矩控制设备代表，所述质量-弹簧系统具有多个自由度。对系统中每个独立质量的速度和每个弹簧的转矩的动态响应进行建模。计算每个速度和转矩的希望的轨迹，并且将实际速度和转矩与其各自希望的轨迹相比较。轨迹误差的矢量与反馈增益的矩阵相乘，以形成发送到每个转矩产生设备的协调的命令。这样控制传动系中每个部件的整个动态轨迹。这消除了响应于激烈的操作者输入的车轴过冲或首次颠簸，并在存在于传动系中的所有振动模式上提供完全控制。优选地反馈增益矩阵值为每 个变速器操作模式离线确定，并作为查阅表存储在控制器中，所述变速器操作模式即传动系的每个模式和齿轮配置。当传动系在操作模式中切换时，从查阅表选择适当的反馈增益矩阵。该方法提供所有转矩命令的动态协调，以控制使用混合动力变速器的示例性传动系的瞬态响应，所述转矩命令包括发动机转矩命令、电机转矩命令、离合器转矩命令以及其它可控制的转矩输入。 
因此本发明的一个方面在于，当动力系统包括可操作地连接到变速器的多个转矩产生设备时，提供用于控制从动力系统到传动系的转矩的多变量控制方法和系统。该方法包括构造包括用于动力系统和传动系的希望的操作状态的矩阵，以及构造操作状态误差的矩阵。基于操作状态误差的矩阵控制每个转矩产生设备。还基于变速器操作模式控制每个转矩产生设备，这包括确定特定的变速器操作模式，例如，变速器正在操作的模式或固定传动比。基于确定的变速器操作模式为转矩产生设备中的一个确定阻尼转矩命令。 
本发明的另一个方面包括确定用于动力系统和传动系的希望的操作状态，这包括监测操作者输入和监测动力系统和传动系的操作状态。动力系统和传动系的操作状态包括传动系转矩、到变速器的输入转矩以及每个转矩产生设备和变速器的转速。 
本发明的另一个方面包括通过基于希望的操作状态确定用于动力系和传动系基准状态，并将基准状态的矩阵与用于动力系和传动系的实际基准状态相比较。 
本发明的另一个方面包括确定实际基准状态，包括确定到变速器的输入转矩和传动系车轴转矩，以及确定转矩产生设备的转速。 
本发明的另一个方面包括基于其测量确定基准状态中的预定的基准状态。 
本发明的另一个方面包括基于其估计确定基准状态中的预定的基准状态。 
本发明的另一个方面包括基于操作状态误差的矩阵确定用于转矩产生 设备中的至少一个的阻尼转矩命令。 
本发明的另一个方面包括用预定的阻尼转矩命令调整到转矩产生设备中的一个的预定转矩命令。 
本发明的另一个方面包括一种用于缓冲传动系中的振动的方法。这包括控制来自动力系统的转矩输出，该动力系统包括多个可单独控制的转矩产生设备，所述转矩产生设备可操作地连接到双模式混合分动机电混合动力变速器，该变速器具有多个操作模式。该方法包括确定用于动力系统和传动系的希望的操作状态的矩阵和确定操作状态误差的矩阵。基于操作状态误差和变速器操作模式控制每个转矩产生设备。 
本发明的另一个方面包括一种动力系统，该动力系统具有多个转矩产生设备，所述转矩产生设备每个都可操作以产生可传递到变速器的转矩。变速器可操作以将驱动转矩传递到传动系。还包括一种控制系统，该控制系统可操作以控制集成的转矩产生设备和变速器。所述控制系统包括存储介质，该存储介质具有在其中编码的计算机程序，该计算机程序用于实现多变量控制方法以控制从变速器到传动系的驱动转矩输出。 
本发明的另一个方面包括动力系统，该动力系统包括可操作以将驱动转矩提供给双模式混合分动机电混合动力变速器的内燃机和一对电机。 
本发明的另一个方面包括控制系统，该控制系统可操作以将变速器控制到特定变速器操作模式，并因而基于变速器操作模式进一步控制每个转矩产生设备。 
当阅读并理解以下对实施例的详细说明时，本发明的这些和其它方面对本领域的技术人员将变得明显。 
附图说明
本发明在某些部分和部分的布置中可采用物理形式，将详细说明并在附图中示出其优选实施例，附图形成本文一部分，并且在附图中： 
图1是根据本发明的示例性动力系的示意图； 
图2是根据本发明用于控制器和动力系的示例性控制结构的示意图； 
图3是根据本发明的示例性控制系统的示意图；以及 
图4是根据本发明的示例性控制系统的详细示意图。 
具体实施方式
现在参照附图，其中附图是仅用于说明本发明的目的，而不是用于限制本发明的目的，图1和图2示出根据本发明的实施例构造的系统，该系统包括发动机14、变速器10、控制系统和传动系。 
在公开于2005年6月23日的名为“具有四个固定速比的双模式混合分动混合动力机电变速器”的共同转让的美国专利申请公开No.U.S.2005/0137042 A1中详细公开了示例性变速器10的机械方面，该专利申请通过参考包含于此。体现了本发明的概念的示例性双模式混合分动机电混合动力变速器示于图1，并且总体由附图标记10表示。混合动力变速器10具有轴的性质的输入件12，该输入件可由发动机14直接驱动。在发动机14的输出轴18与混合动力变速器10的输入件12之间包括有瞬态转矩减振器20。该瞬态转矩减振器20优选地包括转矩传递设备77，该转矩传递设备具有分别如78和79所示的阻尼机构和弹簧的特征。瞬态转矩减振器20使发动机14可与混合动力变速器10选择性接合，但应理解，转矩传递设备77并不用于改变或控制混合动力变速器10操作的模式。转矩传递设备77优选地包括液压操作的摩擦离合器，也称为离合器C5。 
发动机14可以是多种形式的内燃机中的任何一种，如火花点火发动机或压缩点火发动机，所述多种形式的内燃机可容易地适于在处于或接近600转每分钟(RPM)的怠速到超过6000RPM的操作速度范围内将动力输出提供给变速器10。不管发动机14通过何种方式连接到变速器10的输入件12，输入件12都连接到变速器10中的行星齿轮组24。 
现在特定地参照图1，混合动力变速器10使用三个行星齿轮组24、26和28。第一行星齿轮组24具有外齿轮件30，该外齿轮件可一般地指定为齿圈并且围绕一般地指定为太阳轮的内齿轮件32。在行星轮架36上可转动地安装有多个行星齿轮件34，以便使每个行星齿轮件34既与外齿轮件30啮合，又与内齿轮件32啮合。 
第二行星齿轮组26也具有一般地指定为齿圈的外齿轮件38，该外齿 轮件圈围绕一般地指定为太阳轮的内齿轮件40。在行星轮架44上可转动地安装有多个行星齿轮件42，以便使每个行星齿轮42既与外齿轮件38啮合，又与内齿轮件40啮合。 
第三行星齿轮组28也具有一般地指定为齿圈的外齿轮件46，该外齿轮件圈围绕一般地指定为太阳轮的内齿轮件48。在行星轮架52上可转动地安装有多个行星齿轮件50，以便使每个行星齿轮50既与外齿轮件46啮合，又与内齿轮件48啮合。 
在齿圈/太阳轮上的齿数的比典型地基于本领域的技术人员所知的设计考虑，并且在本发明的范围之外。通过示例，在一个实施例中，行星齿轮组24的齿圈/太阳轮齿数比是65/33；行星齿轮组26的齿圈/太阳轮齿数比是65/33；并且行星齿轮组28的齿圈/太阳轮齿数比是94/34。 
三个行星齿轮组24、26和28每个都包括简单行星齿轮组。而且，第一和第二行星齿轮组24和26组合成使第一行星齿轮组24的内齿轮件32通过毂衬齿轮54连接到第二行星齿轮组26的外齿轮件38。相互连接的第一行星齿轮组24的内齿轮件32和第二行星齿轮组26的外齿轮件38连续地连接到也称为“电机A”的第一电动/发电机56。 
行星齿轮组24和26还组合成使第一行星齿轮组24的行星轮架36通过轴60连接到第二行星齿轮组的行星轮架44。这样，第一和第二行星齿轮组24和26各自的行星轮架36和44相互连接。轴60还通过转矩传递设备62选择性地连接到第三行星齿轮组28的行星轮架52，这将在下文较详细地说明，采用该转矩传递设备62以辅助混合动力变速器10的操作模式的选择。第三行星齿轮组28的行星轮架52直接连接到变速器输出件64。 
在所述实施例中，其中混合动力变速器10用在陆地车辆中，输出件64可操作地连接到传动系，该传动系包括将转矩输出提供给一个或多个车桥92或半轴(未示出)的齿轮箱90或其它转矩传递设备。车桥92继而终止于驱动件96。驱动件96可以是采用车轮的车辆的前轮或后轮，或者也可以是履带车辆的驱动齿轮。驱动件96可具有与其相联的某种形式的车轮制动器94。驱动件每个都具有速度参数NWHL，该速度参数包括典型地可用轮速传感器测量的每个车轮96的转速。 
第二行星齿轮组26的内齿轮件40通过围绕轴60的套轴66连接到第三行星齿轮组28的内齿轮件48。第三行星齿轮组28的外齿轮件46通 过转矩传递设备70选择性地连接到由变速器外壳68代表的地。也在下文说明的转矩传递设备70也用于辅助混合动力变速器10的操作模式的选择。套轴66还连续地连接到也称为“电机B”的第二电动/发电机72。 
所有行星齿轮组24、26和28以及两个电动/发电机56和72都绕轴向地布置的轴60同轴地定向。电动/发电机56和72都是环状构造，该环状构造使它们可围绕三个行星齿轮组24、26和28，以便使行星齿轮组24、26和28布置在电动/发电机56和72的径向内部。该构造保证了变速器10的总体包封，即圆周尺寸，最小。 
转矩传递设备73选择性地将太阳轮40与地，即与变速器外壳68连接。转矩传递设备75作为锁止离合器操作，通过选择性地将太阳轮40与行星轮架44连接，锁定行星齿轮组24、26、电机56、72和输入，以作为一个组转动。转矩传递设备62、70、73、75都是摩擦离合器，也分别称为：离合器C1 70、离合器C2 62、离合器C3 73和离合器C4 75。每个离合器都优选地是液压致动的，从泵接收加压的液压流体。使用已知的液压流体回路实现液压致动，在此不详细说明。 
作为来自燃料或存储在电能存储设备(ESD)74中的电势的能量转换的结果，混合动力变速器10从包括发动机14和电动/发电机56和72的多个转矩产生设备接收输入驱动转矩。ESD 74典型地包括一个或多个蓄电池。可使用具有存储电能并分配电能的能力的其它电能和电化学能存储设备代替蓄电池，而不改变本发明的概念。优选地基于包括再生要求、关于典型道路坡度和温度的应用问题和诸如排放、动力辅助和电动里程的驱动要求在内的因素设计ESD 74的尺寸。ESD 74经由DC线路或传输导体27高DC联接到变速器电力逆变器模块(TPIM)19。该TPIM 19是以下参照图2说明的控制系统的元件。TPIM 19通过传输导体29与第一电动/发电机56连通，并且TPIM 19类似地通过传输导体31与第二电动/发电机72连通。电流可根据ESD 74正在充电或放电而传递到ESD 74或从ESD 74传递。TPIM 19包括一对电力逆变器和相应的电机控制器，所述电机控制器构造成接收电机控制命令并由此控制逆变器状态，用于提供电机驱动或再生功能。 
在电动控制中，相应逆变器从DC线路接收电流，并在传输导体29和31上将AC电流提供给相应电机。在再生控制中，相应逆变器在传输导体29和31上从电机接收AC电流，并将电流提供给DC线路27。提供 给逆变器或从逆变器提供的净DC电流确定电能存储设备74的充电或放电操作模式。优选地，电机A 56和电机B 72是三相交流电机，并且逆变器包括互补的三相电力电子设备。 
再次参照图1，可从输入件12设有驱动齿轮80。如图所示，驱动齿轮80固定地将输入件12连接到第一行星齿轮组24的外齿轮件30，并且驱动齿轮80因此从发动机14和/或通过行星齿轮组24和/或26从电动/发电机56和/或72接收动力。驱动齿轮80与惰轮82啮合，该惰轮继而与固定在轴86的一端上的传动齿轮84啮合。轴86的另一端可固定到单独地或共同地以88表示并包括附件负载的液压/变速器流体泵和/或动力分出(“PTO”)单元。 
现在参照图2，示出包括分布式控制器结构的控制系统的示意方块图。在此所述的元件包括整个车辆控制结构的子集，并且可操作以提供在此所述的动力系统的协调系统控制。控制系统可操作以综合相关信息和输入，并执行算法控制各种致动器以实现控制目标，该控制目标包括诸如燃料经济性、排放、性能、驾驶性和硬件的保护在内的参数，该硬件包括ESD 74的蓄电池和电机56、72。分布式控制器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和变速器电力逆变器模块(“TPIM”)19。混合动力控制模块(“HCP”)5提供上层(overarching)控制和上述控制器的协调。设有用户界面(“UI”)13可操作地连接到多个设备，车辆操作者典型地通过所述多个设备控制或指挥包括变速器10的动力系的操作。到UI 13的示例性的车辆操作者输入包括加速踏板、制动踏板、变速器档位选择器和车速巡航控制。上述控制器每个都经由局域网(“LAN”)总线6与其它控制器、传感器和致动器通讯。LAN总线6使各种控制器之间的控制参数和命令可结构化通讯。使用的特定通讯协议是专用的。通过示例，一个通讯协议是汽车工程师协会标准J1939。LAN总线和适当的协议在上述控制器以及提供诸如放抱死制动、牵引力控制和车辆稳定性控制的功能的其它控制器之间提供强大的通信(robust messaging)和多控制器接口连接。 
HCP 5提供混合动力系统的上层控制，用于协调ECM 23、TCM 17、TPIM19和BPCM 21的操作。基于来自UI 13和动力系的各种输入信号，HCP 5产生各种命令，包括：发动机转矩命令TE_CMD；用于混合动力变速器10的各离合器C1、C2、C3、C4的离合器转矩命令TCL_N_CMD；以及分别用于电机 A和B的电机转矩命令TA_CMD和TB_CMD。 
ECM 23可操作地连接到发动机14，并且用以通过共同示为总线路35的多个分离线路分别从发动机14的各种传感器获得数据并控制发动机14的各种致动器。ECM 23从HCP 5接收发动机转矩命令TE_CMD，并产生希望的车轴转矩TAXLE_DES和通讯到HCP 5的实际发动机转矩TE_ACT的指示信号。为了简单，将ECM 23示出为一般地具有经由总线路35与发动机14的双向接口。可由ECM 23检测的各种其它参数包括发动机冷却液温度、到通向变速器的轴的发动机输入速度(NE)、歧管压力、环境空气温度和环境压力。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。 
TCM 17可操作地连接到变速器10并且用于从各种传感器获得数据并将命令信号提供给变速器。从TCM 17到HCP 5的输入包括用于离合器C1、C2、C3和C4中的每个的估计的离合器转矩TCL_N_EST和输出轴64的转速NO。可使用其它致动器和传感器提供从TCM到HCP用于控制目的的额外信息。 
BPCM 21信号地连接一个或多个传感器，所述传感器可操作以监测ESD74的电流或电压参数，以将关于蓄电池状态的信息提供给HCP 5。这种信息包括蓄电池荷电状态Bat_SOC和蓄电池的其它状态，包括电压VBAT和可用功率PBAT_MIN和PBAT_MAX。 
变速器电力逆变器模块(TPIM)19包括一对电力逆变器和电机控制器，所述电机控制器构造成接收电机控制命令并由此控制逆变器状态，以提供电机驱动或再生功能。TPIM 19可操作以基于来自HCP 5的输入产生用于电机A和B的转矩命令TA_CMD和TB_CMD，HCP 5由通过UI 13的操作者输入和系统操作参数驱动。用电机阻尼转矩TA_DAMP和TB_DAMP调整用于电机A和B的预定转矩命令TA_CMD和TB_CMD以确定电机转矩TA和TB，它们由包括TPIM 19的控制系统执行，以控制电机A和B。分别用于电机A和电机B的单独电机速度信号NA和NB由TPIM 19从电机相位信息或传统转动传感器导出。TPIM 19确定电机速度NA和NB，并将其通讯到HCP 5。电能存储设备74经由直流线路27高压直流联接到TPIM 19。电流可根据ESD 74是正在充电还是放电而输送到TPIM 19或从TPIM 19输送。 
上述控制器每个都优选为通用数字计算机，该通用数字计算机通常包括微处理器或中央处理单元、只读存储器(ROM)、随机存取存储器(RAM)、电可编程只读存储器(EPROM)、高速时钟、模拟到数字(A/D) 和数字到模拟(D/A)电路、输入/输出电路和设备(I/O)以及适当的信号处理和缓冲电路。每个控制器都包括一套控制算法，包括存储在ROM中并执行以提供每个计算机的各功能的常驻程序命令和校准。优选地使用上述LAN 6实现各种计算机之间的信息传递。 
典型地在预设循环期间执行用于每个控制器中的控制和状态估计的算法，以便使每个算法在每个循环中至少执行一次。存储在非易失性存储器设备中的算法由中央处理单元中的一个执行，并且可操作以检测来自检测设备的输入并执行控制和诊断例程，以使用预设校准控制各设备的操作。典型地以定期间隔执行循环，例如在发动机运行并且车辆操作期间每3、6.25、15、25和100毫秒。或者，可响应于事件的发生执行算法。 
响应于由UI 13捕获的操作者的动作，监管的HCP控制器5和其它控制器中的一个或多个确定所需的变速器输出转矩TO。混合动力变速器10的被选择性地操作的组件被适当地控制和操纵以响应于操作者命令。例如，在图1和图2所示的示例性实施例中，当操作者选择向前驱动范围并操纵加速踏板或制动踏板中的任意一个时，HCP 5确定用于变速器的输出转矩，该输出转矩影响车辆如何以及何时加速或减速。最终车辆加速度受到包括例如道路负载、道路坡度和车辆质量的其它因素的影响。HCP 5监测转矩产生设备的参数状态，并且确定达到希望的转矩输出所需的变速器的输出。在HCP 5的指导下，变速器10在从低到高的输出速度范围上操作，以便满足操作者命令。 
双模式混合分动机电混合动力变速器包括通过变速器10内的两个不同的齿轮系接收输出动力的输出件64，并且在数种变速器操作模式下操作，现在参照图1和下表1说明所述变速器操作模式。 
表1 
Figure S07188761720070402D000111
表中所述的各种变速器操作模式说明了对于每个操作模式哪个特定离合器C1、C2、C3、C4被接合或致动。另外，在各种变速器操作模式中，电机A 56或电机B 72可每个都作为分别指示为MA、MB的电动机操作，或者电机A 56作为指示为GA的发电机操作。当转矩传递设备70被致动以便使第三行星齿轮组28的外齿轮件46“接地”时，选择第一模式或齿轮系。当转矩传递设备70被释放并且转矩传递设备62同时被致动以将轴60连接到第三行星齿轮组28的行星轮架52时，选择第二模式或齿轮系。本发明的范围之外的其它因素影响电机56、72何时作为电动机和发电机操作，并且在此不讨论。 
主要在图2中示出的控制系统可操作以在每个操作模式中提供轴64从较慢到较快的变速器输出速度NO的范围。具有每个模式中的从慢到快的输出速度范围的两个模式的组合使变速器10可以从静止状态到高速推进车辆，并且满足上述各种其它要求。另外，控制系统协调变速器10的操作，以便在模式之间可同步切换。 
操作的第一和第二模式是指这样的情况，即，其中变速器功能由离合器C1 62或C2 70中的任意一个离合器以及电动/发电机56和72的受控速度和转矩控制。以下说明操作的某些范围，其中通过应用额外的离合器实现固定速比。该额外的离合器可以是如上表所示的离合器C3 73或C4 75。 
当应用额外的离合器时，实现了变速器的输入到输出的速度的固定的速比，即NI/NO。电动/发电机56、72的转动取决于由离合动作限定的机构的内部转动，并且与在轴12处确定或测量的输入速度NI成比例。电 动/发电机用作电动机或发电机。它们完全独立于发动机以输出动力流，由此使两个都能作为电动机、都能作为发电机或电动机与发电机的任意组合。这允许例如在固定速比1的操作期间，在轴64处从变速器输出的驱动力由来自发动机的动力和通过接收来自能量存储设备74的电力而通过行星齿轮组28来自电机A和B的动力所提供。 
通过在模式I或模式II操作期间起动或停用一个额外的离合器可在固定速比操作与模式操作之间切换变速器操作模式。在固定速比或模式控制中的操作的确定通过由控制系统执行的算法确定，并且在本发明的范围之外。 
操作的模式可重叠操作的速比，并且选择又取决于驾驶员的输入和车辆对该输入的响应。当离合器C1 70和C4 75接合时，范围1主要落在模式I操作内。当离合器C2 62和C1 70接合时，范围2落在模式I和模式II内。当离合器C2 62和C4 75接合时，第三固定速比范围主要在模式II期间可用，并且当离合器C2 62和C3 73接合时，第四固定速比范围在模式II期间可用。应注意，用于模式I和模式II的操作范围典型地显著重叠。 
上述示例性动力系统的输出由于机械的和系统的限制而受到约束。由于在轴18处测量的发动机输出速度NE和在轴12处测量的变速器输入速度NI的限制以及表示为+/-NA、+/-NB的电机A和B的速度限制，因此在轴64处测量的变速器的输出速度NO受到限制。由于发动机输入转矩TE 和在瞬态转矩减振器20之后的轴12处测量的输入转矩TI的限制以及电机A 56和B 72的转矩限制(TA_MAX，TA_MIN，TB_MAX，TB_MIN)，因此变速器64的输出转矩TO同样受到限制。 
现在参照图3和图4，示出控制方案，该控制方案包括优选地作为算法在参照图2的上述控制系统的控制器中执行的多变量反馈控制系统，以控制参照图1所述的系统的操作。以下说明的控制方案包括整个车辆控制结构的子集。 
再参照图3，多变量控制系统包括总体操作，其中多个希望的系统状态被希望的动力学特性210转变，以产生基准状态。基准状态与实际操作状态相比较以确定包括反馈系统的状态误差。状态误差经过多个比例增益 系数220以确定装置(plant)控制输入，所述装置控制输入被输入到具有可确定的动力学特性的物理装置230，以控制实际操作状态。 
现在参照图4，多变量反馈控制方法和系统包括用于控制从转矩产生设备14、56、72通过变速器10到传动系的车轴92的转矩输出的基本元件，所述基本元件已在上文中参照图1和图2进行说明。这包括基于当前操作条件和希望的操作条件通过希望的动力学特性控制方案210确定用于多个操作状态的基准参数的所有控制元件。在该实施例中，电机阻尼转矩控制方案220可操作以基于上述基准参数和包括来自动力系和传动系230的反馈在内的多个操作状态误差，确定用于控制转矩产生设备——即电机A 56和电机B 72——的电机阻尼转矩，所述动力系和传动系每个都具有可确定的动态特性。 
来自电机阻尼转矩控制220的输出包括电机阻尼转矩TA_DAMP和TB_DAMP，电机阻尼转矩与电机命令转矩TA_CMD和TB_CMD相结合，以导出电机转矩值TA和TB。电机转矩TA和TB由控制系统结合其它传动系动态控制操作使用，以控制并管理传动系230的操作。传动系在该附图中表示为230，具有多个作用在其上的力，并具有可通过作用在传动系上的力和包括质量和惯性力的传动系的单独特征确定的输出。在下文中进一步说明该操作。 
控制系统通过监测或确定用于各种操作状态的参数来确定用于动力系和传动系的希望的动力学特性，所述参数包括实际发动机转矩TE_ACT、希望的车轴转矩TAXLE_DES、平均驱动轮速度NWHL、到变速器的希望的输入转速NI_DES和在离合器C1处希望的速度NC1_DES，如在210处所示。可基于监测到的发动机14的转速(“RPM”)和负荷确定实际发动机转矩TE_ACT。可基于操作者到UI 13的输入确定希望的车轴转矩TAXLE_DES，操作者的输入优选地诸如到加速踏板、变速器档位选择器和车辆制动系统的输入，以及例如车速巡航控制的操作者的其它输入。平均驱动轮速度NWHL 包括优选地基于来自安装在每个驱动轮上的轮速传感器的信号输入来测量平均驱动轮速度。或者，平均驱动轮速度NWHL包括基于传动系的动力学 模型的输出来估计轮速。希望的输入速度NI_DES包括在轴12处测量的到变速器10的输入速度NI。在离合器C1处希望的速度NC1_DES包括离合器C1 70的希望的速度的确定。上述输入被用来确定每个转矩产生设备的希望的操作状态，并以基准参数的形式来表示所述操作状态。优选的基准参数包括：阻尼转矩TDAMP_REF，该阻尼转矩是在瞬态转矩减振器20之后在轴12处到变速器的基准输入转矩；可在车轴92处确定的车轴转矩TAXLE_REF；和电机和轴速度NA_REF、NB_REF、NO_REF、NE_REF和轮速NWHL_REF。 
限定每个操作状态的基准参数与反馈参数TDAMP、TAXLE和速度NA、NB、NO、NE、NWHL相结合，用作电机阻尼转矩控制方案220的输入。形成包括单维矩阵或矢量的第一矩阵，包括基准参数TDAMP_REF、TAXLE_REF、NA_REF、NB_REF、NO_REF、NE_REF和NWHL_REF。形成包括反馈参数TDAMP、TAXLE 和速度NA、NB、NO、NE、NWHL的第二矩阵。第二矩阵乘以增益系数矩阵，以计算反馈矩阵。有为每个变速器操作模式(即，如上文参照表1所述的特定操作模式和齿轮配置)确定的单独的增益系数矩阵。在该实施例中，增益系数矩阵被离线确定，并且作为校准值存储在车载控制器中的一个中。优选地有至少七个增益系数矩阵，每个增益系数矩阵对应于参照表1所述的六个变速器模式和处于空档位置的变速器的增益系数中的每个。 
第一矩阵和反馈矩阵输入到电机阻尼转矩控制方案220。电机阻尼转矩控制方案220优选地包括嵌入式控制器，其中使用矩阵代数技术同时求解多个方程。同时被求解的方程可操作以基于包含在第一矩阵和反馈矩阵中的操作状态参数确定用于电机A和电机B的阻尼转矩TA_DAMP和TB_DAMP。通过从到车轮的输入转矩来考虑传动系的所有部件，多变量控制系统能够动态地控制传动系以缓冲振动。 
可通过使用一个或多个传感器直接测量特定参数以获得代表测量参数的信号，从而确定反馈参数TDAMP、TAXLE、NA、NB、NO、NE和NWHL，所述传感器将数据输入到控制器中的一个，所述特定参数可能经过模拟到数字的转换、滤波、校准和其它处理。用传感器直接测量参数是公知的。或者，可使用在控制系统中作为算法执行的一个或多个基于反馈的接口方 程通过估计确定反馈状态参数TDAMP、TAXLE、NA、NB、NO、NE和NWHL 中的一个或多个。在共同转让并且共同待审的名为“状态参数估计”的美国专利申请序列号10/xxx,xxx中说明了一种用于状态参数估计的示例性的方法和装置，其律师卷号为GP-307478，该专利申请通过参考包含于此，因而不需要详细说明各种状态参数的估计。估计的状态参数可包括用于操作状态的参数TDAMP、TAXLE、NA、NB、NO、NE和NWHL。另外，可估计用于电机转矩值TA和TB、发动机转矩TE、到离合器C1、C2、C3、C4的离合器转矩TCLn、制动转矩TBRAKE、附件负载TACC和路面负载TRL的操作状态的参数。 
用于电机A和B的阻尼值TA_DAMP和TB_DAMP增加到如上所述作为正在进行的动力系控制的一部分预先确定的命令转矩值TA_CMD和TB_CMD。阻尼转矩TA_DAMP和TB_DAMP可以是正的或负的，因而增大或减小各命令转矩值。结果的电机转矩值TA和TB通过控制系统结合其他传动系动态控制操作被应用，以控制并管理动力系和传动系的操作。到传动系230的其它输入参数包括发动机转矩TE、分别至离合器C1、C2、C3、C4的离合器转矩TCL_N、制动转矩TBRAKE、附件负载TACC、路面负载TRL和变速器操作模式。将基于传动系的当前操作状态和包括各种质量和惯量值的传动系的特定实现来确定响应于上述输入的传动系的动态操作。 
参照图2所述的分布式控制器结构和此处所述的算法结构被执行以便使多变量主动传动系减振控制方案的执行实时实现，即，在确定各种状态中仅有有限的延迟时间或没有延迟时间，因而消除失去系统的动态控制的可能或使其最小化。 
已专门参照优选实施例及其变型说明了本发明。其它人在阅读并理解说明书时会做出其它变型和修改。意在将所有这种变型和修改都包括在本发明的范围内。 

Claims (18)

1.一种用于控制从动力系统到传动系的转矩输出的多变量控制方法，所述动力系统包括可操作地连接到变速器的多个转矩产生设备，所述转矩产生设备包括发动机和电动机，所述方法包括：
确定所述动力系统和所述传动系的希望的操作状态；
通过希望的动力学特性将所述希望的操作状态转变为基准状态；
确定所述动力系统和所述传动系的多个实际操作状态；
基于所述确定的实际操作状态和基准状态确定操作状态误差；以及
基于所述操作状态误差控制每个电动机，所述控制包括根据所述操作状态误差确定用于所述电动机中的至少一个的阻尼转矩命令、将所述阻尼转矩命令添加至所述至少一个电动机的预定命令转矩以产生调整的电动机转矩以及根据所述调整的电动机转矩控制所述至少一个电动机。
2.根据权利要求1所述的方法，其特征在于，确定所述动力系统和所述传动系的希望的操作状态包括：
监测操作者输入；以及
监测所述动力系统和所述传动系的多个操作状态。
3.根据权利要求2所述的方法，其特征在于，所述方法还包括构造参数的矩阵，所述参数包括所述操作者输入以及所述动力系统和所述传动系的所述多个操作状态。
4.根据权利要求3所述的方法，其特征在于，监测所述动力系统和所述传动系的多个操作状态还包括监测传动系转矩。
5.根据权利要求3所述的方法，其特征在于，监测所述动力系统和所述传动系的多个操作状态还包括监测到所述变速器的输入转矩。
6.根据权利要求3所述的方法，其特征在于，监测所述动力系统的操作状态还包括监测每个所述转矩产生设备的转速。
7.根据权利要求3所述的方法，其特征在于，监测所述动力系统的操作状态包括监测驱动轮的转速。
8.根据权利要求1所述的方法，其特征在于，确定多个实际操作状态包括：
确定包括所述动力系和传动系的操作状态在内的反馈参数的矩阵。
9.根据权利要求8所述的方法，其特征在于，确定包括所述动力系和传动系的操作状态在内的反馈参数的矩阵包括确定所述变速器的输入转矩和传动系车轴转矩。
10.根据权利要求9所述的方法，其特征在于，确定反馈参数的所述矩阵还包括确定所述转矩产生设备的转速。
11.根据权利要求10所述的方法，其特征在于，确定反馈参数的所述矩阵还包括确定驱动轮的转速。
12.根据权利要求8所述的方法，其特征在于，确定反馈参数的所述矩阵包括基于所述操作状态的测量值确定所述操作状态中的预定操作状态。
13.根据权利要求8所述的方法，其特征在于，确定反馈参数的所述矩阵还包括基于基准状态的估计值确定所述基准状态中的预定基准状态。
14.根据权利要求8所述的方法，其特征在于，所述方法还包括用增益系数矩阵调整所述反馈参数的矩阵。
15.根据权利要求14所述的方法，其特征在于，所述方法还包括可基于所述变速器的操作模式确定所述增益系数矩阵。
16.根据权利要求1所述的方法，其特征在于，所述方法还包括基于变速器操作模式控制每个转矩产生设备。
17.根据权利要求16所述的方法，其特征在于，基于所述变速器操作模式控制每个转矩产生设备还包括：
确定所述变速器正在操作的特定变速器操作模式；以及，
基于所述确定的变速器操作模式确定用于所述电动机中的至少一个的阻尼转矩命令。
18.根据权利要求17所述的方法，其特征在于，所述方法还包括用所述电动机中至少一个的所述确定的阻尼转矩命令调整到该电动机的预定命令转矩。
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