CN101445112A - 操作混合动力传动系统的内燃发动机的方法 - Google Patents

操作混合动力传动系统的内燃发动机的方法 Download PDF

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CN101445112A
CN101445112A CNA2008101887854A CN200810188785A CN101445112A CN 101445112 A CN101445112 A CN 101445112A CN A2008101887854 A CNA2008101887854 A CN A2008101887854A CN 200810188785 A CN200810188785 A CN 200810188785A CN 101445112 A CN101445112 A CN 101445112A
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torque
output
engine
machinery
cylinder
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CN101445112B (zh
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R·T·施温克
T·D·布兰德尔
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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    • F16H37/06—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
    • F16H37/08—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
    • F16H37/10—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
    • F16H2037/102—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 the input or output shaft of the transmission is connected or connectable to two or more differentials
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    • F16H37/06—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
    • F16H37/08—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
    • F16H37/10—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
    • F16H2037/104—Power split variators with one end of the CVT connected or connectable to two or more differentials
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
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    • F16H37/08—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
    • F16H37/10—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
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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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    • F16H3/72—Toothed 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
    • F16H3/727—Toothed 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
    • F16H3/728—Toothed 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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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

Abstract

操作混合动力传动系统的内燃发动机的方法，该混合动力传动系统包括内燃发动机，其可操作地连接到第二转矩机械上以向输出件传递转矩。该操作混合动力传动系统的方法包括：监测操作者转矩请求；基于操作者转矩请求确定输出转矩指令；指令发动机关闭状态和发动机起动状态之间的转换；监测发动机曲轴转角；旋转未供给燃料的发动机；基于在发动机旋转过程中的发动机曲轴转角估算气缸压力；基于气缸压力预测气缸脉动转矩；基于预测的气缸脉动转矩确定用于第二转矩机械的消除转矩；和基于消除转矩和输出转矩指令来控制来自第二转矩机械的电动机转矩输出。

Description

操作混合动力传动系统的内燃发动机的方法
本申请要求申请号为No.60/985,642、申请日为2007年11月5日的美国临时申请的优先权，其内容已结合于此作为参考。
技术领域
本申请属于用于混合动力传动系统的控制系统。
背景技术
这里的说明仅为了提供涉及本申请的背景技术信息而可能不构成现有技术。
已知的混合动力传动系统结构包括转矩产生装置，该转矩产生装置包括内燃发动机和转矩机械(torque machine)，该转矩产生装置通过一变速器装置将转矩传给输出件。一个典型的混合动力传动系统包括一个两模式、组合—分段式(compound—split)、电动—机械变速器，其利用一输入件以及一输出件，该输入件从原动机动力源，优选从内燃发动机获取牵引力矩。该输出件可操作地连接到机动车辆的传动装置(driveline)用以将牵引力矩传递到该传动装置。电机(electric machine)，可作为电动机(motor)或发电机，产生输入到变速器的转矩输入，其独立于来自内燃发动机的转矩输入。该电机还可将通过车辆动力传动系统传递的车辆的动能转换为电能，该电能可被储存在电能存储装置里。一控制系统监测来自车辆和操作者的各种输入并提供混合动力传动系统的操作控制，该操作控制包括：控制变速器操作状态和换档，控制力矩产生装置，以及调整电能存储装置和电机之间的电能交换以管理包括转矩和转速在内的变速器的输出。
在发动机起动期间，压缩力矩脉动可在各个单独的发动机气缸中产生并被传递到一变速器的力矩阻尼器和一发动机机体，这可能产生传给车辆操作者的讨厌的振动，特别是在对于动力传动系(powertrain)和各传动装置(driveline)部件的共振频率下。压缩力矩脉动可干扰发动机的输出转矩并导致讨厌的噪声。振动的幅度可以甚至大到淹没反馈阻尼控制系统。
这里描述了一种用于被作为混合动力传动系统中的一个元件的发动机的、响应于在内燃发动机起动的过程中引起的振动的控制策略(control scheme)。
发明内容
一种混合动力传动系统包括一内燃发动机，该内燃发动机可操作地连接到第二转矩机械以传递转矩给一输出件。一操作混合动力传动系统的方法包括：监测操作者转矩请求，基于操作者转矩请求确定输出转矩指令，指令发动机关闭状态和发动机起动状态之间的转换，监测发动机曲轴转角，旋转未供给燃料的发动机，在发动机旋转过程中基于发动机曲轴转角估算气缸压力，基于气缸压力预测气缸脉动转矩，基于估预测的气缸脉动转矩确定第二转矩机械的消除转矩，和基于消除转矩和输出转矩指令来控制来自第二转矩机械的电动机转矩输出。
附图说明
下面将参考附图通过一个或多个实施例对本发明进行说明。
图1为根据本发明的示例性的混合动力动力传动系统的示意图；
图2为根据本发明的控制系统和混合动力传动系统的示例性结构的示意图；
图3和4为根据本发明的用于控制和管理混合动力传动系统中的力矩的控制系统结构的示意性流程图；
图5为根据本发明的数据图；和
图6和图7为根据本发明的示意图。
具体实施方式
现在参考附图，其目的仅用于说明特定示例性实施例，而不用于限制的目的。图1、2所示为混合动力传动系统。根据本发明的示意性的混合动力传动系统如图1所示，包括一个两模式、组合—分段式、电动—机械的混合式变速器10，其可操作地连接到发动机14以及包含第一电机(MG-A)56和第二电机(MG-B)72的转矩产生机械。发动机14以及包括第一和第二电机56和72的转矩机械，各自产生可被传递给变速器10的动力。由发动机14以及第一和第二电机56和72产生的并被传递到变速器10的动力，用输入转矩和电动机转矩(本文分别被称为TI，TA，TB)以及转速(本文分别被称为NI，NA，NB)被描述。
示例性的发动机14包括一多缸内燃发动机，在几个状态下可选择地操作以通过一输入件12将转矩传递到变速器10，该发动机既可是火花点火式发动机也可是压燃点火式发动机。发动机14包括一曲轴(未示出)，该曲轴可操作地连接到变速器10的输入件12。一转速传感器11监测输入件12的转速。由于位于发动机14和变速器10之间的输入件12上的转矩消耗元件的布置，例如液压泵(未示出)和/或转矩控制装置(未示出)的布置，发动机14的动力输出，包括转速和发动机转矩，可不同于传递到变速器10的输入转速NI和输入转矩TI。
示例性的变速器10包括三个行星齿轮组24、26和28，和四个可选择性接合的转矩传递装置，即离合器C1 70，C2 62，C3 73和C4 75。这里使用的离合器，指的是任何类型的摩擦转矩传递装置，例如包括单盘或多盘式离合器或组件、带式离合器和制动器。一个液压控制回路42，优选地由变速器控制模块(以下指TCM)17控制，可操作地控制离合器的状态。离合器C2 62和C4 75优选地包括液压施力转动摩擦离合器。离合器C1 70和C3 73优选地包括可被选择性的固定连接(ground)到变速器壳体68的液压控制固定装置。离合器C1 70，C2 62，C3 73和C4 75中的每一个优选是液压施力，通过液压控制回路42选择性地接受加压的液压流体。
第一和第二电机56和72优选地包括三相交流电机以及各自的分相器80和82，各交流电机包括一定子(未示出)和一转子。各电机的电动机定子安装在变速器壳体68的外部，并包括一个带有从其上延伸的卷绕的电绕线的定子核。第一电机56的转子被支撑在通过第二行星齿轮26可操作地连接到轴60的毂衬齿轮上。第二电机72的转子固定地连接到套轴毂66。
各个分相器80和82优选地包括一可变磁阻装置，其具有一分相器定子(未示出)和一分相器转子(未示出)。分相器80和82适当地定位和组装在第一和第二电机56和72中的相应的一个上。分相器80和82中的相应一个分相器的定子可操作地连接到第一和第二电机56和72的定子中的一个。分相器的转子可操作地连接到相应的第一和第二电机56和72的转子上。分相器80和82中的每一个信号地和可操作地连接到变速器功率逆变器控制模块(以下称TPIM)19，并各自感测和监视分相器转子相对于分相器定子的转动位置，从而监测第一和第二电机56和72中的相应一个的转动位置。附加地，来自分相器80和82的信号输出被译码以分别提供第一和第二电机56和72的转动速度，也即NA、NB。
变速器10包括一输出件64，例如一根轴，该输出件可操作地连接到车辆(未示出)的动力传动系统90，以便向动力传动系统90提供要被传递到车轮93的输出功率，其中一个车轮93如图1所示。输出元件64处的输出动力用输出转速NO和输出转矩TO被表征。变速器输出速度传感器84监测输出件64的转速和转动方向。各个车轮93优选地配备有适于监测轮速VSS-WHL的传感器94，该传感器的输出由图2所描述的分布式控制模块系统的一个控制模块监测，从而确定用于制动控制、牵引控制和车辆加速管理的车速、绝对和相对轮速。
来自发动机14的输入转矩和来自第一及第二电机56和72的电动机转矩(分别为TI，TA，TB)是由于从燃料或储存在电能存储装置(以下指ESD)74中的电位能能量转化而产生。ESD 74通过直流转换器27高电压直流连接到TPIM 19。转换器27包括一个接触器开关38。当接触器开关38闭合时，在正常操作时，电流可在ESD 74和TPIM 19之间流动。当接触器开关38断开时，电流在ESD74和TPIM 19之间的流动就被中断。TPIM 19通过转换器29向第一电机56传递、或从第一电机56传递电力；类似的，TPIM 19通过转换器31向第二电机72传递、或从第二电机72传递电力，以满足响应于电动机转矩TA，TB的用于第一和第二电机56和72的转矩指令。根据ESD 74被充电或是在放电，电流流向ESD 74或从ESD 74流出。
TPIM 19包括一对功率逆变器(未示出)及各自的电动机控制模块(未示出)，后者用于接受转矩指令及控制逆变器状态从而在提供电动机驱动或再生功能以满足被指令的电动机转矩TA，TB。该功率逆变器包括已知互补的三相功率电子装置，各具有多个绝缘门电路双极性晶体管(未示出)用于通过高频转换将来自ESD 74的直流电能转换为交流电能，以向第一和第二电机56和72中的相应一个供电。该绝缘门电路双极性晶体管形成一个构造为接受控制命令的开关模式电源。典型地，为各三相电机的每一相都配备一对绝缘门电路双极性晶体管。绝缘门电路双极性晶体管的状态受控以提供电动机驱动产生机械动力或提供电能再生功能。三相逆变器通过直流转换器27接受或供给直流电能，并将直流电能转换成三相交流电能或从三相交流电能转换成直流电能，该交流电能被传输给第一和第二电机56和72或从后者传输来，这样第一和第二电机56和72通过转换器29和31分别作为电动机或是发电机使用。
图2为分布式控制模块系统的示意性方块图。下文所描述的元件包括整体车辆控制结构的一个子集，并提供如图1所示的示例性的混合动力传动系统的协同的系统控制。该分布式控制模块系统综合有关的信息和输入，并执行算法以控制不同的促动器以实现控制目标，该目标包括：燃油经济性、排放、性能、可驾驶性和硬件的保护性能，该硬件包括ESD 74的电池和第一和第二电机56和72。该分布式控制模块系统包括一发动机控制模块(以下称ECM)23，TCM17，电池组控制模块(以下称BPCM)21以及TPIM 19。一混合控制模块(以下称HCP)5提供ECM 23、TCM 17、BPCM 21以及TPIM 19的监控及协调。一用户界面(UI)13可操作地连接到多个装置，车辆操作者通过所述多个装置控制或指令电动-机械式混合动力传动系统的操作。所述多个装置包括一加速踏板(AP)113，一操作者制动踏板(BP)112，一变速器档位选择器(PRNDL)114和一个车速巡航控制(未示出)。该变速器档位选择器114可具有不连续的操作者可选位置，包括输出件64的转动方向以实现前进和后退方向之一。
前述控制模块与其他控制模块、传感器和促动器通过一局域网(以下指LAN)总线6进行通信。LAN总线6允许在不同控制模块之间建立操作参数的状态和促动器指令信号的通信。使用的特定通信协议是专用的。LAN总线6和合适的协议在前述控制模块之间提供可靠(robust)的通信联系和多控制模块交互，而其他控制模块提供防抱死制动、牵引控制和车辆稳定性的功能。还可使用多通信总线提高通信速度和提供某种程度的信号冗余及积分运算。各个独立的控制模块之间的通信还可以用直接连接，例如一系列外围接口(SPI)总线(未示出)来实现。
HCP 5提供混合动力传动系统的监控，用于协调ECM 23、TCM 17、TPIM19和BPCM 21的操作。基于来自用户接口13和混合动力传动系统的、包括ESD74的不同输入信号，HCP 5确定操作者转矩请求、输出转矩指令、发动机输入转矩指令、作用在变速器10的转矩传递离合器C1 70、C2 62、C3 73、C4 75上的离合器转矩、和第一、第二电机56和72的电动机转矩TA和TB。TCM 17可操作地连接到液压控制回路42并提供多种功能，包括：监控各个压力传感装置(未示出)和产生及传递控制信号给各个电磁线圈(未示出)从而控制包含于液压控制回路42中的压力开关及控制阀。
ECM 23可操作地连接到发动机14，其作用是从传感器获取数据并通过简化显示为集成双向接口线缆35的多个离散线来控制发动机14的促动器。ECM23接收来自HCP5的发动机输入转矩指令。ECM 23根据传递给HCP 5的监测到的发动机速度和负荷，及时在这一时间点上确定供给到变速器10的实际发动机输入转矩TI。ECM 23监测来自转速传感器11的输入以确定至输入件12的发动机输入速度，其转化为变速器输入速度NI。ECM 23监测来自传感器(未示出)的输入来确定其他发动机操作参数的状态，所述参数包括：歧管压力、发动机冷却剂温度、周围空气温度、周围压力。发动机负荷可被确定，例如从歧管压力或者通过监测操作者对加速踏板113的输出来确定。ECM 23产生并传送指令信号以控制发动机促动器，该发动机促动器例如包括：燃油喷射器、点火模块、节气门控制模块，这些均未示出。
TCM 17可操作地连接到变速器10并监测来自传感器(未示出)的输入以确定变速器操作参数的状态。TCM 17产生并传送指令信号以控制变速器10，包括控制液压控制回路42。从TCM 17到HCP 5的输入包括对于各个离合器C170，C2 62，C3 73和C4 75的估算的离合器转矩以及输出件64的输出转速NO。其它的促动器和传感器可用于提供用于控制目的的从TCM 17到HCP 5的附加信息。TCM 17监测来自压力开关(未示出)的输入并且可选择地致动液压控制回路42的压力控制电磁线圈(未示出)以及切换电磁线圈(未示出)以选择性地促动不同的离合器C1 70，C2 62，C3 73和C4 75，从而获得不同的变速器操作档位区段状态，如下所述。
BPCM 21信号地连接到传感器(未示出)以监控ESD 74，包括电流和电压参数的状态，以便将表示ESD 74的电池的参数状态的信息提供给HCP 5。电池的参数状态优选地包括电池的充电状态、电池电压、电池温度和被称为PBAT_MIN到PBAT_MAX范围的可用电能。
一制动控制模块(以下指BrCM)22可操作地连接到每个车轮93的摩擦制动器(未示出)。BrCM 22监控操作者给加速踏板112的输入并产生控制信号以控制摩擦制动器和发送控制信号给HCP 5以基于此操作第一和第二电机56、72。
ECM 23、TCM 17、TPIM 19、BPCM 21、BrCM 22中的每一个优选是通用数字计算机，该通用数字计算机包括一微型处理器或中央处理单元，包含只读存储器(ROM)、随机存取存储器(RAM)、电子可编程只读存储器(EPROM)的存储介质，高速时钟，模拟/数字转换(A/D)电路和数字/模拟(D/A)转换电路，输入/输出电路和设备(I/O)以及合适的信号调节与缓冲电路。每个控制电路具有一套控制算法，包括被存储在某一个存储介质中并被执行以提供各个计算机的各自功能的常驻程序的指令和标定。各个控制模块之间的信息传递优选地利用LAN总线6和SPI总线实现。控制算法在各个预设循环期间被执行，使得各算法在每个循环中被执行至少一次。永久存储器中存储的算法被某一个中央处理器单元执行以控制来自传感器装置的输入并执行控制和诊断的例行程序，以便利用预设标定控制促动器的操作。在混合动力传动系统的正在进行的操作期间，循环以规律的间隔进行，例如每3.125、6.25、12.5、25和100毫秒的间隔。或者，算法也可根据对事件发生的响应被执行。
示例性的混合动力传动系统在几个操作档位区段状态之一选择性地操作，该操作档位区段状态可以用发动机状态和变速器状态来描述，该发动机状态包括发动机起动状态(ON)和发动机关闭状态(OFF)之一，该变速器状态包括多个固定档位和连续可变操作模式，参考下面的图表1所示。
表1
上表说明了各个变速器操作档位区段状态及各操作档位区段状态下特定离合器C1 70，C2 62，C3 73和C4 75的使用状态。通过仅应用离合器C1 70以便使第三行星齿轮组28的外齿轮部件“固定接地(ground)”，选择第一连续可变模式，也即EVT模式1，或M1模式。这时发动机状态可以是ON(M1_Eng_On)和OFF(M1_Eng_Off)中的一个。通过仅应用离合器C2 62以便使轴60与第三行星齿轮组28的行星架相连，选择第二连续可变模式，也即EVT模式2，或M2模式。这时发动机状态可以是ON(M2_Eng_Cn)和OFF(M2_Eng_Off)中的一个。为了说明的目的，当发动机状态是OFF时，发动机输入速度为0转/分(RPM)，也就是说发动机曲轴不转动。固定档位操作提供了变速器10固定的输入/输出速度比，也即NI/No的操作。通过使离合器C1 70和C4 75工作，选择第一固定档位操作(G1)。通过使离合器C1 70和C2 62工作，选择第二固定档位操作(G2)。通过使离合器C2 62和C4 75工作，选择第三固定档位操作(G3)。通过使离合器C2 62和C3 73工作，选择第四固定档位操作(G4)。固定的输入/输出速度比操作随着由于行星齿轮24，26和28中传动比的降低而增大的固定档位操作而增大。第一和第二电机56、72的转速NA、NB分别依赖于由离合操作所确定的内部旋转并与在输入件12处测量的输入速度成比例。
响应于被用户接口13获得的通过加速踏板113和制动踏板112的操作者输入，HCP 5和一个或多个其它的控制模块确定转矩指令以控制包括发动机14和第一、第二电机56、72的转矩产生装置以满足输出件64处的操作者转矩请求并被传递给传动装置90。根据来自用户接口13和包括ESD 74的混合动力传动系统的输入信号，HCP 5分别地确定操作者转矩请求、所指令的从变速器10到传动装置90的输出转矩、来自发动机14的输入转矩、用于变速器10的转矩传递离合器C1 70，C2 62，C3 73和C4 75的离合器转矩；以及用于第一和第二电机56和72的电动机转矩，如下面的说明。
最终车辆的加速性能还受到其它因素的影响，包括道路负荷、道路等级、和车辆质量。变速器10的操作档位区段状态根据混合动力传动系统的多个操作特性确定。这包括前面所述的操作者通过加速踏板113和制动踏板112并传递给用户接口13的转矩请求。可根据由于在电能产生模式或转矩产生模式中操作第一和第二电机56和72的指令产生的混合动力传动系统转矩需求对操作档位区段状态作出预测。操作档位区段状态可以通过最优化的算法或程序来确定，该最优化的算法或程序根据操作者对动力的需求、电池充电状态、发动机14及第一和第二电机56和72的能量效率确定最优的系统效率。控制系统根据最优化程序的运行结果控制来自发动机14及第一和第二电机56和72的转矩输入，从而系统效率也得到了优化，以控制燃油经济性和电池充电。另外，还可根据元件或系统的失效确定操作。HCP 5监测转矩产生装置并响应于输出件64处的期望输出转矩而确定所需的来自变速器10的动力输出，以满足操作者转矩请求。由上面说明而显而易见，ESD 74及第一和第二电机56和72为了其间的能量流动被电操作地连接。另外，发动机14、第一和第二电机56和72、以及电动—机械变速器10被机械操作地连接以在它们之间传递动力从而产生能量流给输出件64。
图3所示为用于控制和管理在具有多个转矩产生装置的动力传动系统中的转矩和能量流动、以及以可执行算法和标定形式存在于前述控制模块中的控制系统结构，下面参考图1、2所示的混合动力传动系统对其进行说明。该控制系统结构可应用于任何具有多个转矩产生装置的动力传动系统中，例如具有单个电机的混合动力传动系统，具有多个电机的混合动力传动系统以及非混合动力传动系统。
图3中的控制系统结构显示了通过控制模块的有关的信号流动。在操作时操作者向加速踏板113和制动踏板112的输入被监测以确定操作者转矩请求(To_req)。发动机14和变速器10的操作被监控以确定输入速度(Ni)和输出速度(No)。一战略优化控制策略(战略控制)310根据输出速度及操作者转矩请求确定一个优选的输入速度(Ni_Des)和一个优选的发动机状态及变速器操作档位区段状态(混合档位区段状态(hiybridrange state)Des)，并且基于其他混合动力传动系统的操作参数，包括电池电量限制以及发动机14、变速器10、第一和第二电机56和72的响应限制，该控制策略被优化。该战略优化控制策略310优选地由HCP 5在每个100ms的循环周期和每个25ms的循环周期内执行。
战略优化控制策略310的输出被用于换档操作和发动机起动/停止控制策略(执行换档和发动机起动/停止)320中以指令变速器操作中的变化(变速器指令)，包括改变操作档位区段状态。这包括如果优选的操作档位区段状态不同于当前的操作档位区段状态时，通过指令一个或多个离合器C1 70，C2 62，C3 73和C4 75使用的变化和其他变速器指令，指令执行操作档位区段状态的改变。当前的操作档位区段状态(实际混合档位区段状态)和一个输入速度曲线(Ni_Prof)可以被确定。输入速度曲线(input speed profile)是即将发生的输入速度的估算并优选地包括一个作为下一个循环周期的目标输入速度的标量参数值。发动机操作指令和操作者转矩请求依据变速器的操作档位区段状态转变时的输入速度曲线。
一战术控制策略(策略控制和操作)330在一个控制循环周期内反复执行，以根据输出速度、输入速度、操作者转矩请求和当前变速器操作档位区段状态确定用于操作发动机的发动机指令(发动机指令)，包括从发动机14到变速器10的优选输入转矩。发动机指令还包括：包含全缸操作状态和一缸失活，即发动机部分油缸失活及未供给燃料的操作状态中的一个的发动机状态，以及包含供给燃料状态和燃油切断状态中的一个的发动机状态。
用于每个离合器，包括当前作用的离合器和非作用的离合器的离合器力矩(Tcl)在TCM 17中被估算出，与输入件12相互作用的当前发动机输入转矩(Ti)在ECM 23中被确定。
输出和电动机转矩确定策略(输出和电动机转矩确定)340被执行以确定从传动系统的优选的输出转矩(To_cmd)。这包括通过在本实施例中控制第一和第二电机56和72来确定电动机转矩指令(TA、TB)，以传递一个满足操作者转矩请求的净指令输出转矩给变速器10的输出件64。紧接的加速踏板输出转矩请求、紧接的制动器输出转矩请求、当前的来自发动机14的输入转矩和估算的被施加的离合器转矩、变速器10的当前操作档位区段状态、输入速度、输入速度曲线和轴转矩响应类型作为输入。输出和电动机转矩确定策略340在一个循环周期中每次反复执行，以确定电动机转矩指令。输出和电动机转矩确定策略340包括在6.25ms和12.5ms循环周期内规律性执行以确定优选的电动机转矩指令的算法代码。
当操作者选择的变速器档位选择器114的位置指令车辆前行时，响应于操作者对加速踏板113的输入，混合动力传动系统受控传递输出转矩给输出件64并与传动装置90作用以在车轮93上产生牵引转矩以驱动车辆前进。同样地，当操作者选择的变速器档位选择器114的位置指令车辆反向行驶时，响应于操作者对加速踏板113的输入，混合动力传动系统受控传递输出转矩给输出件64并与传动装置90作用以在车轮93上产生牵引转矩以驱动车辆反向行驶。优选的，只要输出转矩足够大以克服车辆的外负荷，例如道路等级造成的外负荷、空气动力学负荷和其他负荷，推进车辆将导致车辆加速。
图4所示为用于响应于至传动装置的输出转矩指令而控制一种具有一内燃发动机及一第二转矩机械的混合动力传动系统的操作的控制流程图。这包括补偿压缩转矩脉动，也即，在发动机起动和停止期间可能发生的、当发动机14未被供给燃料和未被点燃时的发动机14旋转过程中，由于发动机活塞在气缸内的压缩引起的并传递到输入件12的气缸转矩脉动。混合动力传动系统的控制操作包括监测来自分相器80和82的信号输入及监测操作者转矩请求(监控器—分相器—TO_REQ)(400)。可根据操作者转矩请求确定输出转矩指令。例如当控制系统在正在进行的传动系统操作中指令起动发动机14时，就产生了使发动机从发动机关闭状态到发动机起动状态的指令。当有指令起动发动机时，发动机曲轴转角被确定(420)，第二转矩机械受控使发动机14在未供给燃料和未点燃状态下转动。根据发动机14在未供给燃料和未点燃状态下转动期间的发动机曲轴转角，能够确定气缸压力(425)。根据气缸压力确定发动机14每个缸的气缸脉动转矩(430)。用于操作使发动机14旋转的第二转矩发生机械的消除转矩也就被确定(435)。根据消除转矩和输出转矩指令，第二转矩机械受控产生转矩输出。现在上述过程根据图1、2、3中所示的动力传动系统进行说明。这里所用到的动力传动系统具有在正在进行的动力传动操作中可关闭和停转的内燃发动机，包括具有一发动机和可受控制以旋转发动机14并进而可操作以将转矩传递到传动线路的第二转矩机械的任何传动系统。
发动机曲轴转角420可根据第一和第二电机56和72中相应一个的转动位置、输入件12的相对位置、以及输入件12和转矩阻尼装置20的扭曲角度而被确定。该方法包括监测来自分相器80和82的信号输入(400)，确定第一和第二电机56和72的转动位置(405)，确定输入件12的相对位置(410)，和确定输入件12的扭曲角度(415)。发动机曲轴转角与发动机曲轴位置及活塞位置相关，例如通过第一名义气缸的一个TDC位置相关。
第一和第二电机56和72的转动位置根据来自分相器80和82的信号输入而确定。每个分相器定子包括：一组安装在其上面的电感线圈(indective coil)，该电感线圈接收来自MCPA 33或MCPB 34的电信号；以及一对传感线圈(sensing coil)，该传感线圈提供电信号输出。分相器转子包括一外圆周上具有多个凸出部的装置。在操作时，分相器转子与电动机转子共同转动。传感线圈以相同频率将电信号返回给MCPA 33或MCPB 34作为电信号输出，其电压依赖于凸出的分相器转子与分相器定子的接近程度。
分相器80和82根据感测到的分相器转子与分相器定子的相对位置及分相器转子在分相器定子内的转动而操作。控制系统利用一可变磁阻装置译出通过分相器转子返回的信号来确定转子位置。用于MA和MB的示例性的分相器组件80和82测量在每对定子磁极的0—360°的电转动范围内的电转动角θA和θB。在所描述的系统中，一10磁极分相器系统对于每72°的机械轴转动，测量360°的电转动，这样将每个机械转动角度转变为5个电子转动角度。每个分相器产生一个激振频率并测量穿过分相器的电信号的反馈，从而容许各个分相器测量转动伊始的位置，而无需同步化处理。
本领域熟练技术人员可以认识到，输入件12的转动位置可根据第一和第二电机56和72的转动位置、以及已知的变速器10的行星齿轮的机械传动比和分相器80和82的凸起数量而确定。根据系统的物理特性，输入件12和转矩阻尼装置20的扭曲角度可以被确定。
发动机曲轴转角可由下式表述：
θE＝θI+θT-(θA*K1)-(θB*K2)
其中θE表示发动机曲轴转角；
θI表示输入件12的转动位置；
θT表示输入件12和转矩阻尼装置20的扭曲角度；
θA表示第一电机56的转动位置；
θB表示第二电机72的转动位置；
K1和K2为表示变速器10的行星齿轮的已知的机械传动比和分相器80和82的凸起数量的参数值。
未点火气缸的气缸脉动转矩可用多种方法之一被预测。一种方法包括根据发动机曲轴转角和气缸压力预测气缸脉动转矩。气缸压力依据于由曲轴转动产生的压缩脉动。每个气缸脉动转矩由变矩比(TQ比)与气缸压力相乘而预测出。每个气缸的变矩比作为曲轴转角的函数而确定，其包含了气缸几何尺寸和气缸摩擦的变化。
未点火气缸内的气缸压力可由下式估算：
(P*V)1.3＝cons tant
其中P是能够根据进气质量和温度确定的气缸压力；
V是气缸容积。
点火后，气缸压力可当作绝热压缩被估算出，即热传递最小或没有热传递。对于进气阀和排气阀关闭的未点火的气缸的气缸压力一般能够由等式1估算出：
P2＝P1*(V1/V2)1.3    [1]
其中P2代表当前气缸压力；
P1代表最近发生的阀门转变时确定的气缸压力；
V1代表最近发生先前的阀门转变时的燃烧室容积；
V2代表根据发动机曲轴和活塞位置确定的当前燃烧室容积。
当排气阀开启时，假定空气流速足够低及排气背压为周围大气压力，根据通向大气压力的第一阶滞后过滤器确定P2。当进气阀开启时，假定空气流速足够低及对于所有计算排气背压都固定在大气压力，根据通向歧管压力的第一阶滞后过滤器确定P2。
当进气阀和排气阀都关闭时，在阀关闭之前就计算出必要的数据。对于发动机的前进(正向)转动，进气阀关闭，P1初始化为歧管压力(MAP)并利用进气阀关闭的角度计算V1。对于发动机的反向转动，排气阀关闭，P1初始化为大气压力并利用排气阀开启的角度计算V1。优选地燃烧室容积(V1和V2)根据发动机曲轴转角被确定并储存在表示为燃烧室容积并对应于发动机曲轴转角的查询表中。还要根据气缸漏气和活塞侧漏气对上表进行修正，这对于低发动机转速获得正确的初始条件是非常关键的。该修正包括将P1的值修正为P1adj以说明与P1、P2之间的压力差成比例的损失。其中P1adj由下面等式2给出：
P1adj＝P1-K*(P2-Patm)    [2]
其中K是预先确定的特定系统的过滤器系数，也即增益因子。
每个进气阀和排气阀的开、关事件都被模型化为离散数字，即阀门或者是开或者是关。当某一个阀转变为开时，气缸压力被设定为歧管压力(MAP)或假定等于大气压力的排气压力PEXHAUST中的一个，如下面等式3所示：
P2＝P1*(1-K)+PEXHAUST*K    [3]
其中P2为当前气缸压力；
P1为最近发生的阀门转变时确定的气缸压力。
每个阀正时事件要求准确的正时，优选地小于5度曲轴转角。这包括根据速度做出的修正，该修正考虑空气动力学和阀门提升机构抽气以及泄露。
阀门位置和阀门正时对气缸压力的影响也被模型化用以在控制策略中被包含。阀的转变事件包括进气阀开启(IVO)、进气阀关闭(IVC)、排气阀开启(EVO)和排气阀关闭(EVC)。由于当发动机正向转动、所有的阀关闭时初始化发动机运转，并且燃烧室基本上是一个压力随着燃烧室容积变化而变化的封闭腔体，因此关于模型化气缸压力，IVC发生时的曲轴转角很重要。控制策略监控每个气缸的曲轴转角并分配一个“阀门状态标识”(ValveState flag)，该标识被设定给IVO、EVO中的一个，以及“阀门关闭”(IVC和EVC)。由于对曲轴转矩的影响很小，阀门的重叠被忽略。
在发动机低速或零转速时，液压阀门提升机构会使任何阀门在开启状态下泄露，直到阀门关闭或提升机构完全破坏。随着发动机转速增加，从阀门出去的空气速度也增加。因此，阀门必须进一步开启以引起类似的压力降。已提出，利用实际阀门的动力特性执行脱机开发的计算流体力学仿真，以便估算在活塞行程的上止点处获得的最大气缸压力。
变矩比根据曲轴转角确定，并且是各个曲轴转角处确定的气缸压力(以千帕为单位)的函数。变矩比参数是预先确定的并包括了与气缸几何尺寸和活塞摩擦有关的因子。作为曲轴转角的函数，对于每个气缸，可以确定变矩比的因子。因此，对于给定气缸的气缸脉动转矩包括乘以变矩比的估算的气缸压力。总的预测的气缸脉动转矩，也即发动机脉动转矩，是每个气缸的预测气缸脉动转矩值的总和。
对于第一和第二电机56和72，消除转矩根据预测的气缸脉动转矩、阻尼器状态、以及操作档位区段状态而确定。阻尼器状态包括锁定状态和非锁定状态中的一个。在一个实施例中操作档位区段状态包括M1模式和起动时空档中的一个。消除转矩减轻了令人讨厌的噪声、传递给操作者的令人讨厌的振动，该振动包括了由于预测的气缸脉动转矩引起的、淹没了阻尼控制系统的反馈的振动。消除转矩通过提供给变速器10基本上彼此相反的转矩而减轻了气缸脉动转矩。如希望的那样，在混合动力传动系统中执行的消除转矩产生了第一和第二电机56和72的电动机转矩改变。
对于在连续可变模式M1中起动的发动机，第一和第二电机56和72的电动机转矩根据输入件12的加速度、输出件64的加速度、输入转矩及一个操作者转矩请求之间的转矩关系确定。该关系如下确定：
Δ T A ΔT B = [ A M 1 ] T I - CL T 0 - CL N · I N · O - - - [ 1 ]
其中TA和TB分别代表第一和第二电机56和72的电动机转矩；
TI代表来自发动机14的输入转矩；
TO代表操作者转矩请求；
Figure A200810188785D00191
代表输入件12的加速度；
Figure A200810188785D00192
代表输出件64的加速度；
AM1表示根据特定应用确定的硬件齿轮和轴交互相连的已知参数值、特定的阻尼器状态以及M1操作档位区段状态的一个2×4矩阵。
为补偿气缸脉动转矩，预测的发动机脉动转矩和输出脉动转矩被加入到等式1中用于M1操作档位区段状态。对于M1操作档位区段状态的消除转矩根据预测的发动机脉动转矩、输出脉动转矩、输入件12的加速度、输出件64的加速度、对于特定应用的硬件齿轮和轴交互相连的已知的参数值和阻尼器状态而确定。对于第一和第二电机56和72的消除转矩用下式确定：
Δ T A ΔT B = [ A M 1 ] T I - CL T 0 - CL N · I N · O - - - [ 2 ]
其中ΔTA和ΔTB分别代表期望的第一和第二电机56和72的电动机转矩变化；
TI-CL代表预测的发动机脉动转矩；
TO-CL代表一输出脉动转矩；
代表输入件12的加速度；
Figure A200810188785D00195
代表输出件64的加速度；
AM1表示根据特定应用确定的硬件齿轮和轴交互相连的已知参数值、特定的阻尼器状态以及M1操作档位区段状态的2×4矩阵。
对于在空档操作档位段状态下起动的发动机，第一和第二电机56和72的电动机转矩根据输入件12的加速度、输出件64的加速度、输入转矩、操作者转矩请求和离合器C1 70的速度变化率之间的关系确定，该关系如下所确定：
T A T B T O = [ B N ] T I N · I N · O N · C 1 - - - [ 3 ]
其中TA和TB分别代表第一和第二电机56和72的电动机转矩；
TI代表来自发动机14的输入转矩；
TO代表操作者转矩请求；
Figure A200810188785D00197
代表输入件12的加速度；
Figure A200810188785D00201
代表输出件64的加速度；
代表离合器C1 70的速度变化率；
BN表示根据特定应用确定的硬件齿轮和轴交互相连的已知参数值、特定的阻尼器状态以及空档操作档位区段状态的一个3×4矩阵。
为补偿气缸脉动转矩，预测的发动机脉动转矩和输出脉动转矩被加入到等式3中用于空档操作档位区段状态。对于空档操作档位区段状态的消除转矩根据预测的发动机脉动转矩、输出脉动转矩、输入件12的加速度、输出件64的加速度、对于特定应用的硬件齿轮和轴交互相连的已知的参数值和阻尼器状态而确定。对于第一和第二电机56和72的消除转矩用下式确定：
ΔT A ΔT B T O - CL = [ B N ] T I - CL N · I N · O N · C 1 - - - [ 4 ]
其中ΔTA和ΔTB分别代表期望的第一和第二电机56和72的电动机转矩变化；
TI-CL代表预测的发动机脉动转矩；
TO-CL代表一输出脉动转矩；
Figure A200810188785D00204
代表输入件12的加速度；
Figure A200810188785D00205
代表输出件64的加速度；
Figure A200810188785D00206
代表离合器C1 70的速度变化率；
BN表示根据特定应用确定的硬件齿轮和轴交互相连的已知参数值、特定的阻尼器状态以及空档操作档位区段状态的一个3×4矩阵。
另外，为了期望的第一和第二电机56和72的电动机转矩变化，等式2中可加入权重系数，该权重系数可用来影响来自第一和第二电机56和72的电动机转矩的成比例的改变，例如方程2和4中用0.8*ΔTA和0.2*ΔTB。
执行输出和电动机转矩确定策略340以确定来自动力传动系统的优选的输出转矩(To_cmd)，包括确定电动机转矩指令(TA、TB)以传递被指令的输出转矩给变速器10的输出件64以满足操作者转矩请求。在一次发动机起动事件中，在发动机14点火之前，根据对于选定的空档和M1模式的操作档位区段状态所确定的第一和第二电机56和72的电动机转矩的期望的变化，调整第一和第二电机56和72的电动机转矩指令，以转动发动机14曲柄。所期望的第一和第二电机56和72的电动机转矩变化消除了先于发动机点火产生的来自发动机14的气缸脉动转矩，从而降低了混合动力传动系统中讨厌的噪声及振动。这里所述的方法还可用在停止发动机14的供给燃料之后的发动机关闭事件中。该操作优选地在每个循环周期内执行，其中输出和电动机转矩确定策略340在发动机点火之前执行。
图5为表示发动机起动期间的示例性的动力传动系统的随时间变化结果的数据图。区域1所示为发动机14处于OFF、未旋转和未供给燃料状态时传动系统的操作。预测的发动机脉动转矩(Ti Pred)基本为零，电动机转矩TA、TB以及输出转矩TO保持恒定。区域2所示为发动机14被第一电机56转动的传动系操作，由增加的电动机转矩TA、TB表示。发动机14未供给燃料。由于第一电机56开始转动发动机14，预测的发动机脉动转矩显著地降低。在这个例子中，消除转矩(ΔTA)被计算并通过第一电机56传递给变速器10以消除发动机脉动转矩。第二电机72的消除转矩保持为零。在时间点ti给发动机14供给燃料并随后点火，并且消除转矩被递减(ramp out)。输出转矩(TO)被影响，但不是显著的。区域3所示为发动机14被旋转和供给燃料时传动系统的操作。发动机脉动转矩基本降低至零，施加的消除转矩也降低至零。区域4所示为发动机14处于ON，也即供给燃料和点火状态时传动系统的操作。
图6所示为变速器10在模式1的操作档位区段状态下操作时操作示例性的动力传动系统的示意杆图，包括施加消除转矩。来自发动机的转矩输入(TE)以及从第一和第二电机56和72的转矩输入(TA、TB)在节点N1、S1和P1输入到第二行星齿轮26，并包括能将发动机转矩变为不同于发动机转矩的输入转矩(TI)的阻尼器20。这些转矩输入通过套轴66被传递给第三行星齿轮28，该第三行星齿轮28在节点R2处通过第一转矩传递离合器C1 70固定连接(接地)、并在节点P2处与输出件64连接。来自第一和第二电机56和72、如上面所介绍的那样并表示为“GTe2Ta”和“GTe2Tb”的消除转矩通过第二行星齿轮组26被施加，从而显著的降低了从输出件64传出的发动机脉动转矩。
图7所示为变速器10在空档操作档位区段状态下操作时操作示例性的动力传动系统的示意杆图，包括施加消除转矩。来自发动机的转矩输入(TE)以及第一和第二电机56和72的转矩输入(TA、TB)在节点N1、S1和P1输入到第二行星齿轮26，并包括能将发动机转矩变为不同于发动机转矩的输入转矩(TI)的阻尼器20。这些转矩输入通过套轴66传递给第三行星齿轮28，该第三行星齿轮28在节点P2处与输出件64连接。离合器C1 70开启。来自第一和第二电机56和72、如上面所介绍的那样并表示为“GTe2Ta”和“GTe2Tb”的消除转矩通过第二行星齿轮组26被施加，从而显著的降低了从输出件64传出的发动机脉动转矩。
应该理解到，在本申请所公开的范围之内允许多种修改：所述范围包括具有柴油发动机的动力传动系统、具有火花点火式发动机的动力传动系统、和包括自动点火内燃发动机的动力传动系统。该公开内容以参考特定实施例及其修改的形式进行了说明。根据对说明书的阅读和理解还可以做出更多的修改和更替。在这种情况下，其目的在于包括所有的修改和更替，只要它们不超出公开的范围。

Claims (21)

1、一种操作混合动力传动系统的方法，该系统包括内燃发动机，该内燃发动机可操作地连接到第二转矩机械以向输出件传递转矩，该方法包括：监测操作者转矩请求；基于操作者转矩请求确定输出转矩指令；指令发动机关闭状态和发动机起动状态之间的转换；监测发动机曲轴转角；使未供给燃料的发动机旋转；在发动机旋转过程中基于发动机曲轴转角估算气缸压力；基于气缸压力预测气缸脉动转矩；基于预测的气缸脉动转矩确定用于第二转矩机械的消除转矩；和基于消除转矩和输出转矩指令来控制来自第二转矩机械的电动机转矩输出。
2、如权利要求1所述的方法，还包括根据估算的气缸压力和变矩比预测气缸脉动转矩。
3、如权利要求1所述的方法，其中在使未供给燃料的发动机旋转的过程中确定用于第二转矩产生装置的消除转矩。
4、如权利要求1所述的方法，还包括：向发动机供给燃料，以及在向发动机供给燃料后使所述发动机旋转的过程中降低消除转矩。
5、如权利要求1所述的方法，其中控制第二转矩产生装置的转矩输出发生在使未供给燃料的发动机旋转的过程中以及在启动所述发动机之前使所述发动机旋转的过程中。
6、如权利要求1所述的方法，还包括：控制动力传动系的转矩输出以获得输出转矩指令，以及根据预测的气缸脉动转矩调整第二转矩产生装置的电动机转矩输出。
7、如权利要求1所述的方法，还包括：根据曲轴转矩估算输入转矩，以及根据输入转矩和输出转矩指令控制第二转矩产生装置的电动机转矩输出。
8、一种操作混合动力传动系统的方法，该系统包括内燃发动机，该内燃发动机可操作地连接到第一转矩机械和第二转矩机械以向输出件传递转矩，该方法包括：监测操作者转矩请求；基于操作者转矩请求确定输出转矩指令；指令发动机关闭状态和发动机起动状态之间的转换；监测发动机曲轴转角；操作所述转矩机械中的一个以旋转未供给燃料的发动机；在发动机旋转过程中基于发动机曲轴转角估算气缸压力；基于气缸压力预测气缸脉动转矩；基于预测的气缸脉动转矩和输出转矩指令确定用于第一转矩机械和第二转矩机械的消除转矩；以及，基于消除转矩和输出转矩指令控制第一转矩机械和第二转矩机械的电动机转矩输出。
9、如权利要求8所述的方法，还包括根据估算的气缸压力和变矩比预测气缸脉动转矩。
10、如权利要求8所述的方法，其中在使未供给燃料的发动机旋转的过程中确定用于第一转矩机械和第二转矩机械的消除转矩。
11、如权利要求8所述的方法，还包括：向发动机供给燃料，以及在向发动机供给燃料后使所述发动机旋转的过程中降低消除转矩。
12、如权利要求8所述的方法，其中控制第一转矩机械和第二转矩机械的电动机转矩输出发生在使未供给燃料的发动机旋转的过程中以及在启动所述发动机之前使所述发动机旋转的过程中。
13、如权利要求8所述的方法，还包括：控制动力传动系的转矩输出以获得输出转矩指令，以及根据预测的气缸脉动转矩调整第一转矩机械和第二转矩机械的电动机转矩输出。
14、如权利要求8所述的方法，还包括：根据曲轴转矩估算输入转矩和根据输入转矩和输出转矩指令来控制第一转矩机械和第二转矩机械的电动机转矩输出。
15、一种操作混合动力传动系统的方法，该系统包括内燃发动机，该内燃发动机可操作地连接到多个转矩机械以向输出件传递转矩，该方法包括：监测操作者转矩请求；基于操作者转矩请求确定输出转矩指令；指令发动机关闭状态和发动机起动状态之间的转换；监测发动机曲轴转角；操作所述转矩机械中的一个以旋转未供给燃料的发动机，并且根据输出转矩指令控制来自转矩机械的电动机转矩；在发动机旋转过程中基于发动机曲轴转角估算气缸压力；基于气缸压力预测气缸脉动转矩；基于预测的气缸脉动转矩和输出转矩指令确定用于第一转矩机械和第二转矩机械的消除转矩；以及基于消除转矩和输出转矩指令来控制转矩机械的电动机转矩输出。
16、如权利要求15所述的方法，还包括根据估算的气缸压力和变矩比预测气缸脉动转矩。
17、如权利要求15所述的方法，其中在使未供给燃料的发动机旋转的过程中确定用于转矩机械的消除转矩。
18、如权利要求15所述的方法，还包括：给发动机供给燃料，以及在给发动机供给燃料后使发动机旋转的过程中降低消除转矩。
19、如权利要求15所述的方法，其中控制转矩机械的转矩输出发生在使未供给燃料的发动机旋转的过程中以及在启动发动机之前使发动机旋转的过程中。
20、如权利要求15所述的方法，还包括：控制动力传动系的转矩输出以获得输出转矩指令，以及根据预测的气缸脉动转矩调整转矩机械的电动机转矩输出。
21、如权利要求15所述的方法，还包括：根据曲轴转矩估算输入转矩，以及根据输入转矩和输出转矩指令来控制转矩机械的电动机转矩输出。
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