CN101513873B - 用于混合动力系统的模式和固定档位的稳定方法 - Google Patents

用于混合动力系统的模式和固定档位的稳定方法 Download PDF

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CN101513873B
CN101513873B CN2008101547960A CN200810154796A CN101513873B CN 101513873 B CN101513873 B CN 101513873B CN 2008101547960 A CN2008101547960 A CN 2008101547960A CN 200810154796 A CN200810154796 A CN 200810154796A CN 101513873 B CN101513873 B CN 101513873B
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A·H·希普
K·Y·金
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Abstract

本发明涉及一种用于混合动力系统的模式和固定档位的稳定方法，所述动力系统包括与电动机械变速器机械连接的发动机，所述动力系统选择性地在多个变速器操作档位状态中的一个和多个发动机状态中的一个上操作。一种用于控制所述动力系统的方法，包括确定当前的变速器操作档位状态和当前的发动机状态，确定至少一个潜在的变速器操作档位状态和发动机状态；确定与所述当前的变速器操作档位状态和发动机状态相关的优选因素；择优地加权用于当前的变速器操作档位状态和发动机状态的优选因素，基于所述优选因素选择性地控制当前的变速器操作档位状态和发动机状态的改变。

Description

用于混合动力系统的模式和固定档位的稳定方法
相关申请的交叉引用
本申请要求美国临时申请No.60/985,229，申请日为2007年11月3日的申请的权益，其内容通过引用结合在本文中。
技术领域
本发明总体上涉及电动机械变速器的控制系统。
背景技术
这部分的陈述仅仅提供与本发明相关的背景信息，可能不构成现有技术。
公知的动力系统结构包括扭矩产生装置，扭矩产生装置包括内燃机和电机，它们经过传动装置传递扭矩至输出部件。一个示例性动力系统包括双模式复合分配电动机械变速器，其使用用于接收来自初级动力源的运动转矩的输入部件和输出部件，其中所述输入部件优选地为内燃机。所述输出部件可以可操作地连接到机动车辆的传动系统以传递牵引扭矩。可操作为电机或发电机的电动机械，独立于来自所述内燃机的扭矩而产生输入到变速器的扭矩。所述电动机械可以将经过车辆传动系传递的车辆动能转换成可以保存在电能存储装置中的电能。控制系统监控各种来自车辆和操作者的输入并提供动力系统的操作控制，包括控制变速器的操作状态和换档，控制所述扭矩产生装置，以及调节所述电能存储装置和所述电机中的电力互换，从而管理所述变速器的包括扭矩和转速的输出。
发明内容
一种动力系统，所述动力系统包括与电动机械变速器机械连接的发动机，该变速器选择性地在多个变速器操作档位状态中的一个和多个发动机状态中的一个上操作。一种用于控制所述动力系统的方法，包括确定当前的变速器操作档位状态和当前的发动机状态，确定至少一个潜在的变速器操作档位状态和发动机状态；确定与所述当前的变速器操作档位状态和发动机状态相关的优选因素；择优地加权用于当前的变速器操作档位状态和发动机状态的优选因素，基于所述优选因素选择性地控制当前的变速器操作档位状态和发动机状态的改变。
附图说明
现在将通过示例的方式结合附图对一个或多个实施例进行描述，其中：
图1是根据本发明的示例性动力系统的示意图；
图2是根据本发明的用于控制系统和动力系统的示例性结构的示意图；
图3显示了根据本发明的关于方法的第一个多优选因素的结构；
图4说明了根据本发明的多个优选因素的综合；
图5A提供了根据本发明的机电混合动力系统的操作范围的改变的稳定性的图解表示；
图5B提供了根据本发明的机电混合动力系统的操作范围的改变的稳定性的另一图解表示；和
图6描述了用于实现根据本发明的机电混合动力系统的操作范围的改变的执行的结构。
具体实施例
现在参见附图，其中所述说明只是为了说明某些示例性实施例，而不是对本发明的限制，图1中示出了示例性机电混合动力系，其包括可操作地连接到发动机14的双模式、复合分配，电动机械变速器10，和第一和第二电机(‘MG-A’)56和(‘MG-B’)72。所述发动机14和第一和第二电机56和72中的每个均产生能够传递到变速器10的动力。由发动机14和第一和第二电机56和72产生且被传递到变速器10的动力以术语输入扭矩和速度表示，其中这里的扭矩分别指的是TI，TA和TB，速度分别指的是NI，NA和NB。
在一实施例中，示例性发动机14包括多缸内燃机，其选择性地在操多个状态中操作以通过输入轴12向变速器10传递扭矩，并且其可以是火花点火或压燃点火发动机。所述发动机14包括可操作地连接至变速器10的输入轴12的曲轴(未显示)。优选地提供转速传感器11以检测输入轴12的转速。由于设置在可操作机构上或内的扭矩消耗元件与位于发动机14和变速器10之间的输入轴12相接触，例如液压泵(未显示)和/或扭矩管理装置(未显示)，因此从发动机14向变速器10的动力输出包括转速和输出扭矩)可以与输入速度NI和输入扭矩TI不同。
在一个实施例中，示例性变速器10包括三个行星齿轮组24，26和28，以及四个选择性地接合的扭矩传递装置，即，离合器C1 70，C2 62，C3 73，和73，和C475。这里使用的离合器指的是包括单片或复合片离合器或组件，带式离合器和制动器的任何类型的摩擦扭矩传递装置。液压控制回路42，优选由变速器控制模块(下文中称‘TCM’)17控制，其被操作用于控制离合器的状态。在一个实施例中，离合器C262和C475优选包括施加液压的转动摩擦离合器。在一个实施例中，离合器C1 70和C3 73优选包括液压控制的固定装置，其可以选择性地固定至变速器壳体68。在一个优选实施例中，离合器C1 70，C2 62，c3 73，和C4 75的每一个优选地通过液压控制回路42施加并选择性地接受加压的液压流。
在一实施例中，第一和第二电机56和72优选包括三相直流电机，每个包括定子(未显示)和转子(未显示)，以及各自的解算器80和82。每个电机的定子被固定在变速器壳体68的外围部分，并包括具有在其内延伸的绕组的定子铁心。用于第一电机56的转子支撑在套壳齿轮上，其可操作地通过第二行星齿轮组26安装在轴60上。用于第二电机72的转子固定地安装在筒形轴套壳66上。
每个解算器80和82优选包括可变磁阻装置，所述可变磁阻装置包括解算器定子(未显示)和解算器转子(未显示)。解算器80和82被适当地布置且集成在第一和第二电机56和72各自的一个中。解算器80和82的各自的定子被可操作地连接到第一和第二电机56和72中的一个定子上。所述解算器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。每个解算器80和82被显著地和可操作地连接到变速器功率变换器控制模块(下称‘TPIM’)19，并且每个均感应和检测解算仪转子相对于解算器定子的转动位置，从而监测第一和第二电机56和72中对应的一个的转动位置。此外，从解算器80和82输出的信号被解释以提供用于第一和第二电机56和72，即分别为NA和NB的转速。
变速器10包括输出部件64，即一轴，其可操作地连接到用于车轮(未显示)的传动系90，以提供输出动力至车轮93，一个车轮93如图1所示。输出功率的特征在于输出转动速度No和输出扭矩To的形式。变速器输出轴转速传感器84检测输出部件64的转速和转动方向。每个车轮93，优选装有传感器94，传感器94适合于检测轮速，Vss-WHL，其输出通过相对于图2示出的分布式控制模块系统的控制模块检测，以确定车辆速度，和用于制动控制绝对和相对轮速，以及车辆加速度管理。
来自发动机14和第一和第二电机56和72的输入扭矩(TI，TA和TB)被作为从燃料或保存在电能存储装置(下文中称‘ESD’)74中的电能的能量转化的结果产生。ESD74通过直流传递导体27高压直流连接至TPIM19。所述传递导体27包括接触开关38。当接触开关38被闭合时，在正常操作下，电流可以在ESD74和TPIM19之间流动。当接触开关38被打开时，在正常操作下，在ESD74和TPIM19之间流动的电流被中断。TPIM19响应于用于第一和第二电机56和72的扭矩控制通过传递导体29向和从第一电机56传递电力，并类似地通过传递导体31向和从第二电机72传递电力，以获得输入扭矩TA和TB。电流根据提供到所述TPIM的命令被向和从所述ESD74传递电力，所述命令有这样的因素获得，包括：操作者扭矩需求，当前的运行情况和状态，这样的命令确定所述ESD74正在被充电，放电，或处于任何的平衡状态。
所述TPIM19包括一对功率变换器(未显示)和各自的电动机控制模块(未显示)，电动机控制模块构造成接收所述扭矩命令并从提供电机驱动或再生功能控制变换器的状态以获得所述输入扭矩TA和TB。功率变换器包括公知的互补的三相大功率电子设备，每个包括多个绝缘栅双极晶体管(未显示)，所述绝缘栅双极晶体管通过开关高频将来自ESD74的直流功率转变成用于第一和第二电机56和72的交流功率。所述绝缘逻辑双极晶体管形成构造成接收控制命令的开关式电源。对每个三相电机的每个相位通常存在一对绝缘栅双极晶体管。所述绝缘栅双极晶体管的状态被控制以提供电机驱动机械动力生成或电功率再生功能。所述三相变换器通过直流传递导体27接收或供应直流电功率并将其转变成三相交流功率，或从三相交流功率转变成直流功率，三相交流功率从和向第一和第二电机56和72传导从而通过传动导体29和31，基于接受到的命令操作为电机或发电机，所述命令通常基于包括当前运行状态和操作者扭矩命令的因素。
图2分布式控制模块系统的示意方框图。下述部件包括全部的车辆控制结构的子集，并提供图1所述的示例性混合动力系统的协同控制。所述分布式控制模块系统综合相关的信息和输入，并执行算法以控制各种致动器从而获得控制目标，包括与燃油经济性、排放、性能、驱动性相关的目标，和硬件的保护，所述硬件包括，ESD 74的电池组和第一和第二电机56和72。所述分布式控制模块系统包括发动机控制模块(下文称‘ECM’)23，TCM 17，电池组控制模块(下文称‘BPCM’)21，和TPIM19。混合控制模块(下文称‘HCP’)5提供ECM23，TCM 17，BPCM 21，和TPIM19的管理控制和协调。用户界面(‘UI’)13可操作地连接到多个装置，通过这些装置车辆操作者可以选择性地控制或直接操作动力系统。所存在于用户界面13中的装置通常包括一加速踏板113(‘AP’)，从其确定操作者的扭矩需求，操作者制动踏板112(‘BP’)，传动装置档位选择器114(‘PRNDL’)，和车辆速度巡航控制(未显示)。所述变速器档位选择器114可以具有分散的、包括输出部件64的转动方向的多个操作者可选择的位置以实现前进和倒退方向中的一个。
上述的控制模块通过一局域网(下文称‘LAN’)总线6与其它控制模块，传感器，和致动器连接。所述局域网总线6允许各种控制模块间的工作参数状态和致动器控制信号的结构化传送。具体使用的通信协议是具体的应用。局域网总线6和合适的协议提供了上述控制模块之间稳固的通讯和多控制模块接口，其它控制模块提供了例如防抱死制动，牵引控制和车辆稳定性的功能。多通信总线也可以用来改善通信速度并提供一定水平的信号冗余度和集成度。独立的控制模块之间的通讯还可以使用直接连接实现，例如串行外围接口(‘SPI’)总线(未显示)。
HCP5提供动力系统的管理控制，起到协调操作ECM 23，TCM 17，TPIM 19，和BPCM 21的作用。基于来自用户界面13和包括ESD74的所述动力系统的各种输入信号，HCP 5产生各种命令，包括：操作者扭矩要求(‘To_REQ’)，至传动系统90的控制的输出转矩(‘TCMD’)，发动机输入扭矩命令，用于变速器10的扭力传递离合器C1 70，C2 62，C3 73，C4 75的离合器扭矩；和分别用于第一和第二电机56和72的扭矩命令。TCM 17可操作地连接到液压控制电路42并提供包括检测各种压力传感装置(未显示)的各种功能，且产生并与各种电磁线圈(未显示)通讯控制信号，从而控制液压控制回路42内的压力开关和控制阀。
所述ECM23可操作地连接到发动机14，并通过为简单起见总体表示为集合双向接口电缆35的多个分散的线路，起到从各种传感器获得数据并控制和发动机14的多个致动器的作用。所述ECM 23接收来自HCP 5的发动机输入扭矩命令。ECM23基于检测到的发动机转速和载荷，确定在一时间点提供至变速器10的实际的发动机输入扭矩TI，ECM23与HCP 5通讯。ECM 23检测来自转速传感器11的输入以确定至输入轴12的发动机输入速度，该速度被转化成变速器输入速度，NI。ECM 23检测来自传感器(未显示)的输入以确定发动机其它的工作参数的状态，这可以包括但不限于：进气歧管压力，发动机冷却剂温度，节气门位置，环境空气温度和环境压力。发动机负荷可以例如从进气歧管压力被确定，或可选择地，从检测至加速踏板113的操作者输入确定。ECM 23产生并通讯(交流)控制信号以控制发动机促动器，这可以包括但不限与这样的致动器：燃油喷射，点火模块，和节气门控制模块，上述都未显示。
TCM 17可操作地连接到所述变速器10并检测来自传感器(未显示)的输入以确定变速器运行参数的状态。TCM 17产生并传送控制信号以控制所述变速器10，包括控制所述液压回路42。从TCM 17至HCP 5的输入包括估计每个离合器即，C1 70，C2 62，C3 73，和C4 75的离合器扭矩，和输出部件64的转动输出速度No。其它的致动器和传感器可以用来提供用于控制的从TCM17到HCP5的附加信息。TCM17检测来自压力开关(未显示)的输入并选择性地促动液压回路42的压力控制电磁线圈(未显示)和换档电磁线圈(未显示)以选择性地促动所述各种离合器C1 70，C2 62，C3 73，和C4 75，从而获得各种变速器运行范围状态，如下所述。
BPCM 21信号连接至传感器(未显示)以检测ESD74，包括电流的状态和电压参数，以向所述HCP5提供表示ESD74的电池组的参数状态的信息。所述电池组的参数化法的状态优选包括电池组荷电状态，电池组电压，电池温度，和可用的电池组功率，这里指的是PBAT_MIN至PBAT_MAX。
每一控制模块ECM23，TCM17，TPIM19和BPCM21优选为通用数字计算机，所述通用数字计算机包括微处理器或中央处理单元，包括只读存储器(‘ROM’)，随机访问存储器(‘RAM’)，电子程序可控只读存储器(‘EPROM’)的存储介质，高速时钟，模拟-数字(‘A/D’)和数字-模拟(‘D/A’)电路，以及输入/输出电路和装置(‘I/O’)和合适的信号处理和缓冲电路。每一控制模块具有一组控制算法，包括保存在一个存储介质中、并执行来提供每一计算机各自功能的常驻程序指令和校准。在各种计算机之间的信息传递优选利用上述的局域网6和串行外围接口总线完成。控制算法在预定循环过程中被执行，这样每个算法在每个循环周期中至少被执行一次。保存在非易失性存储器装置中的算法由一个中央处理单元执行以检测来自传感器装置的输入，并执行控制和诊断程序进而利用预置校准控制所述促动器的操作。循环周期优选循环间隔固定时间执行，例如在所述混合动力系统的运行期间每3.125，6.25，12.5，25，和100毫秒。然而，也可以选择大约2毫秒和大约300毫秒之间的任何间隔。可选择地，算法可以响应任何被选择的事件的发生而被执行。
参考图1所示的示例性动力系统能够选择性地运行在几个操作档位状态，这可以根据包括发动机运行状态(′ON′)和发动机关闭状态(′OFF′)的发动机状态和包括多个固定档位和无级变速运行模式的变速器状态进行描述，参见下表1。表1
Figure G2008101547960D00071
所述表中描述了每一变速器操作运行状态，并显示了对于每一操作运行状态哪些具体的离合器C1 70，C2 62，C3 73，和C4 75被结合。例如，第一无级变速模式，即，EVT模式1，或M1，通过只施加离合器C1 70被选择，以将所述第三行星齿轮组28的外齿轮部件固定。发动机状态可以是开(M1_Eng_On)或关(M1_Eng_Off)。第二无级变速模式，即EVT模式II，或MII，被通过只作用离合器C2 62被选择，以连接轴60和第三行星齿轮组28的保持件部件。所述发动机状态可以是开(M2_Eng_On)或关(M2_Eng_Off)。出于说明的目的，当发动机状态是关闭时，发动机输入速度等于零转/分(‘RPM’)，即发动机曲轴不转动。固定档位操作提供了变速器输入至输出速度的操作的固定传动比，即NI/NO被获得。例如，第一固定档位操作(‘G1’)通过施加离合器C1 70和C4 75被选择。第二固定档位操作(‘G2’)通过施加离合器C1 70和C2 62选中。第三固定档位操作(‘G3’)通过施加离合器C2 62和C4 75选中。第四固定档位操作(“G4’)通过施加离合器C2 62和C3 73选中。由于行星齿轮24，26，和28内的传动比降低，固定档位操作增加，输入至输出速度的固定比率操作增加。第一和第二电机56和72，即72，NA和NB的转速，依赖于由所述离合器确定的所述机构的内部旋转并与输入轴12处测量到的输入速度成正比。
响应于通过加速踏板113和制动踏板112，由用户界面13获得的操作者输入，HCP 5和一个或多个其它的控制模块确定试图满足操作者扭矩需求的所述控制的输出扭矩，TCMD，在所述输出部件64被执行并被传递到传动系统90。结果车辆加速度受其它的因素的影响，这些因素包括，例如，路面载荷，道路坡度和车辆质量。所述用于变速器10的操作档位状态基于输入确定，所述输入包括动力系统的各种工作特性。这些的包括经过加速踏板113和制动踏板112传递至用户界面13的操作者扭矩要求。
在一些实施例中，所述操作档位状态可以基于由控制所引起的动力系统扭矩需求预测，以便以电能产生模式或扭矩产生模式操作所述第一和第二电机56和72。在一些实施例中，操作档位状态可以通过最优化算法或程序确定，其基于输入确定所述操作档位状态的优先的选择，所述输入可以包括：操作者功率需求，电池荷电状态；发动机14和第一和第二电机56，72的运行效率。所述控制系统基于嵌入所述被执行选择程序中的预定的输出规范管理来自发动机14和第一和第二电机56和72的扭矩输入；系统操作被控制，因此有效地管理ESD荷电状态期望水平和燃料传送的匹配资源。此外，操作可以基于在一或多个组件或子系统中的故障检测被确定，包括任何期望特征的过载。HCP 5检测所述扭矩产生装置，并确定从所述变速器10输出的、获得满足操作者扭矩需求必须的输出转矩的功率。ESD 74和第一和第二电机56和72电操作连接以在它们之间传递功率流。此外，发动机14，第一和第二电机56和72，以及电动机械变速器10被机械可操作地连接以在它们之间传递动力，从而产生流向输出部件64的动力。
考虑到装有机电混合变速器的机械化车辆可能的各种工作条件，其包括环境和道路条件，例如道路坡度和操作者扭矩需求的改变，通常对一个机电混合变速器来说，可操作地在多于一个变速器操作档位的结合是有用的，这些操作档位包括表1中确定的，运行期间给定时间上的运行状态。此外，包括机电混合变速器的机械化车辆在其通常的移动过程中会经受道路坡度，节气门开度，和制动踏板踏下的每个改变，考虑包括燃油经济性，变速器需求扭矩输出和ESD74的荷电状态的这些因素之间的综合平衡，不同的变速器操作档位状态和发动机的发动机状态可以在任何时候被视为有利的。在任何一个的瞬间，具体的变速器操作档位状态和发动机状态可能是理想的，有利的或优选的，同时在随后的瞬间，其它的变速器操作档位状态和发动机状态可能是理想的，有利的或优选的，所以结果是，即使相对短暂的操作跨度，例如五分钟，在这样的时间跨度期间，存在12个或更多理想的，有利的，或优选的变速器操作档位状态和发动机状态。然而，本发明响应于遭遇的工作条件的每个的改变提供了改变的变速器操作档位状态和发动机状态，在具有机电混合变速器的机械化车辆中不必是理想的。
根据本发明一个实施例，图3显示了第一多个数值，其中每个表示对应于机电混合变速器的潜在的操作档位状态和用于发动机的潜在的发动机状态的优化因素，所述状态包括表1中指定的操作档位状态和发动机状态。在图3中，符号M1和M2指的是机电混合变速器中的模式1和模式2。符号G1，G2，G3，和G4分别指的是档位1，档位2，档位3，和档位4，HEOff指的是发动机状态，发动机状态或运行或关闭。在该发明的一个实施例中，任何一或多个这样的优选因素可以被任意地指定。在另一个实施例中，一个或多个这样的优选因素可以包括作为任何算法或其它数据处理方法的结果产生的输出，所述算法或数据处理方法将由位于机械化车辆任何位置上的任何一或多个传感器提供的任何信息作为输入或基础，所述车辆装配有如此的机电混合变速器，位于传动系上或接近传动系任何部分的数据也是需要的。这样的传感器可以包括但不限于：车轮转速感传器94，输出速度传感器84，和转速传感器11。
为图3中所示的每个变速器操作档位状态和发动机状态而设的优选因素被保持为与它们各自的变速器操作档位状态和发动机状态相关，根据本发明一个实施例，这样的优选因素以数组说明，如图3所示。这种结构不是严格的需求，但当执行根据本发明的，相对于图4所显示和描述的方法时是适当的。
本发明还提供多个数值，每个数值与所述机电混合变速器的在任何选择的时间点上的可能的操作档位状态和发动机状态中的一个相关联，同时在车辆的运行中，例如在操作期间，而车辆在路面上运动，所述多个可以认为是当前的运行状态值。具体优选实施例包括与车辆发动机状态相关联的数值。该第二多个数值被显示在图4的数组中，标记为当前的操作档位因素，包括用于变速器操作档位状态和发动机状态的数值。
图4说明了来自图3的优选因素的第一多个数值怎样与来自当前操作档位状态和发动机状态的优选因素的第二多个结合。在一个实施例中，所述组合被作为将来自每个相应的操作档位状态和发动机状态的所述数值相加，得到第三矩阵，其包括分别用于可能的变速器操作档位状态和发动机状态的优选因素，其被标记为新的期望的操作档位因素。这里使用的，指的是变速器操作档位状态或发动机状态的期望的操作档位状态是，对于一个原因或其它的，通常关于驱动性，但也可以指的是发动机经济性，排放或电池寿命，比当前的变速器操作档位状态和/或发动机状态更加理想。出现于第三矩阵中的数值可以相互比较，在一个实施例中，第三矩阵中最低的数值表示将被选择的或用于选择而被估计的变速器操作档位状态或发动机状态基础，在此基础上对所述机电混合变速器的操作状态进行改变，同时包含同样的(变速器)的机械化车辆在运行。例如，在图4的第三矩阵中，最低的数值是7，对应于机电混合变速器的模式1，其中用于所述车辆变速器的当前的操作档位状态是模式2，通过当前操作档位矩阵最低的数值零证明。在一说明性、非限制性示例性实施例中，信号将传递给嵌入TCM17中的换档执行模块，建议变速器操作档位状态从模式2变到模式1，这可以通过TCM实现。在可选的实施例中，TCM可以具有辅助的决策数据和算法从而或接受和执行由根据本发明算法引起的建议的控制改变，或其可以基于编入TCM 17中的其它因素否定这样的执行，在一个实施例中，这可以是任意的，在其它的实施例中是基于一或多的算法的输出，所述算法具有通过车载传感器提供的输入。在本发明的一个实施例中，TCM 17提供当前的操作档位因素，其可以与用于第二多个优选因素的数值的格式相同。在其它的实施例中，TCM 17，可以以不同于关于第二多个优选因素的数值的格式提供当前的操作档位因素。
在另一个实施例中，结合图3描述的第一多个优选因素可以与图4中标记为理想操作档位因素(这包括用于所述变速器操作档位状态和所述发动机状态两者的数值)的、以矩阵形式描述的另一个多个优选因素结合，从而达到包括一组被认为是新的操作档位因素的优选因素的第三矩阵。包括所述理想操作档位因素的优选因素可以作为信息的任何算法或其它的数据处理方法的结果产生的输出，所述信息将由位于机械化车辆任何位置上的、或位于传动系上或接近传动系任何部分的任何一或多个传感器提供，所述车辆装配有如此的机电混合变速器，传动系处的数据也是需要的。这样的传感器可以包括但不限于：车轮转速感传器94，输出速度传感器84，和转速传感器11。在另一个实施例中，结合图3描述的第一多个优选因素可以与来自当前操作档位因素和所述理想的操作档位因素中的优选因素两者结合，从而达到包括新的理想操作档位因素的第三矩阵。
总的来说，在所述理想操作档位因素中的一或多个优选因素会，响应于装有机电混合变速器的机械化车辆遇到的变化的运行状况，随着时间变化，这些因素的值可以在车辆运行期间或增或减。例如，当操作者在遇到上坡同时低速移动而产生扭矩要求是，与1操作档相关的优选因素可能响应其而在数值上减少。类似的，当所述车辆操作者遇到下坡同时恒定速度行驶而产生制动扭矩要求时，与1档相关的优选因素可能基本在数值上增建，以便1档操作档位的选择是基本上排除的。
在图4中，包括当前的操作档位因素和理想的操作档位因素的矩阵中的数值是相同的，这只是为了说明，实际上，优选因素的矩阵中的数值可以相互不同。对于其中来自图3的第一多个优选因素与理想操作档位参数结合的实施例，包括用于新的理想操作档位因素的优选因素的第三矩阵被提供，这些因素的至少其中一个被随后提供到换档控制模块，所述换档控制模块可以嵌入TCM17中。例如，其中所述换档控制模块命令变速器操作档位状态，发动机状态的改变，或两者的执行，包括新的理想操作档位因素的所述优选因素作为输入传递到本发明的程序中，因为所述理想的操作档位因素在这里描述的所述程序的迭代中，在这样的实施例中其是理想的，从而在任何理想或选择的时间间隔，重复地执行所述的方法，所述间隔可以是大约2毫秒至300毫秒之间的间隔，包括它们间隔之间的所有间隔和范围。
在根据本发明的优选因素的优选综合中，理想的是只综合类似种类的优选因素，例如，与M1相关的优选因素可以只与涉及M1，G2和G3等的优选因素结合。尽管每个包括根据本发明的一个实施例的多个优选因素的矩阵的综合已经被显示且被描述为这种矩阵的综合，并选择出现于矩阵中的最小值作为考虑到机电混合变速器的操作档位的改变的值，本发明还包括选择最大值的选择标准的实施例。在其它的实施例中，两个或更多矩阵的结合可以包括对应于每个存在于这样结合的矩阵中的操作范围的数值的减、除或乘，以提供由于这种结合而从剩余的数值中显露出来的独特的或可区分的数值中的一个，其中每个数值均代表相对优选的发动机状态或变速器档位状态。在每个这样的实施例中，然后基于上述最高的或最低的数值，或任何其它的可区分的数值特性中选择。对于其中两个或更多优选因素出现于一系列矩阵中的情况，变速器操作档位从这样的不可微分的值中的选择可能是任意的，或可以设定为任何缺失的理想选择，所述一系列矩阵导致这里提供的优选因素的综合是彼此相同或不可微分的。
在本发明的一个实施例中，显示在图3中的矩阵内的第一多个优选因素的数值可以被选择从而当综合出现于结合图4描述的或者所述理想的操作档位因素或者当前的操作档位因素中的数值时，有足够的大小提供偏置效应。为了方便起见，根据一个实施例，来自图3的这种优选因素的系列可以被提供并以矩阵形式布置，如表II和表III所示：表II用于稳定当前的操作档位的稳定的偏差偏移矩阵
Figure G2008101547960D00121
Figure G2008101547960D00131
这样，用于当前操作档位因素的多个优选因素可以从这样的矩阵提供。在这种结构下，如果机电混合变速器的当前操作档位模式1，纳闷来自第一排的数值将被选择作为用于矩阵综合中的所述矩阵的值。用于所述理想的操作档位因素的矩阵可以从例如表III中所示的矩阵中选择，其表示与所述机电混合变速器的理想操作档位状态和发动机状态相关的优选因素值。表III用于稳定在先选择的理想操作档位的稳定的偏差偏移矩阵
Figure G2008101547960D00132
当根据本发明将包括结合图4描述的当前的操作档位因素和理想的操作档位因素的矩阵与结合图3提供的多个优选因素结合时，实际效果是通过根据图3提供的优选因素的包含稳定了变速器的换档至所述理想操作档位和所述当前的操作档位两者。经过上述表II和III中的数值的明智的选择，取得出乎意料的效果，即其可能选择禁止机电混合变速器的操作档位状态中具体改变的值。例如，在从模式2至档位4的操作档位的改变可以被允许，而从模式2至档位3的操作档位的变化可能被禁止，这里方法的转换为允许或禁止的选择由用户控制，通过用于所述优选因素的数值的明智的选择实现。总的来说，理想的是是否基于变速器的输出速度或用户选择的其它标准避免选择不允许的范围状态。在一个实施例中，对于变速器的模式1和模式2的操作的不同的潜在输入速度被认为是随着时间提供第一多个数值中的这些状态的相应数值，而独立于理想的变速器操作档位状态。根据一个实施例，选择过程包括只考虑与选择的所述理想的变速器操作状态相关的输入速度。在一优选实施例中，表示当前变速器操作档位状态的数值具有调整归零的偏移。在其它的实施例中，表示当前变速器操作档位状态的数值具有相对小的偏差，并可能是正的或负的。尽管显示为正的数值，根据本发明的优选因素也可以是负的，因为指定的此处方法的最后结果通常依赖于它们的相对值，所述方法综合用于所述结果的不同的优选因素。
根据本发明的机电混合变速器的换档过程或操作档位的改变的稳定的净效果如图5A所示，其沿着它的坐标使用功率损耗，然而，纵座标的其它单元也是可以使用的。在图5A中，与车辆操作在1档相关的功率损耗随着改变的工作条件的时间显示为点划波形线。如同沿定时的横坐标标记为模式1的这些功率损耗，对于机电混合变速器的其它的操作档位状态而言，使用上述功率损耗相对于燃油经济性、电池荷电状态，总的扭矩输出等来说是有利的。然而，对于操作者的随时间变化的通常宽的扭矩需求，多个换档或变速器模式改变会不利地影响如此装配的车辆的驱动性。因此，通过现在的偏差的结合，考虑到上述的优选因素，与车辆在1档的操作相关的随着改变的工作条件时间的功率损耗可以在纵座标水平上得到改善，至相应的实波浪线，结果偏差由因素A和B的和表示，因素A和B分别来自表II和表III中的第一行。参考图5A的这些结果是保持在模式1中的变速器操作档位，直到与那些模式运行相关的功率损耗，加上所述偏差量，超出另一个操作档位状态中的功率损耗，在1档的情况下，操作档位状态的改变是可以实现的，所述功率损耗贯穿实线标记的路径后的所描述时段。相应地，机电混合变速器发生的过度的操作档位状态改变的情况，被保持在任何理想水平上，通过被选择的优选因素确定，其可以意味着它们的最小值，以及相当大的或完全的除去。这些结果还描述在图5B中，其显示了随纵坐标的变速器理想操作档位，根据本发明，其描述了被认为用于装有机电混合变速器的车辆的一些使用终端应用的不符合要求的操作档位状态改变被除掉。
在一个实施例中，所述矩阵，数组，或此处描述的优选因素的其它结构，被传递到或可能达到固态或软的存储器形式的微处理器中，此处描述的组合优选使用这样的处里装置进行，器随后确定一输出至TCM17，本身使用这样的输出作为它自己确定命令步骤的输入。然而，可以使用便于计算的存储器中的优选因素的任何结构，加上这里描述的这种矩阵或数组。单独的优选因素可以涉及，或基于关于车辆操作的许多潜在变量，并包括但不限于与能量使用，驱动性，燃油经济性，排气管排放，电池荷电状态相关的变量，在一个实施例中，关于这些变量的信息由传感器提供。在其它的实施例中，所述优选因素可以由或基于车辆整体机械传动系统中的损耗导出，包括由带，带轮，阀，链，电器系统中引起的损耗，热损耗，机电功率损耗，内部电池电源损耗，或车辆系统中的任何其它的附加损失，或单独考虑，或与上述任何一或多个损耗结合。
图6描述了包括微处理器的结构，其能够实现根据本发明一个实施例的机电混合变速器的操作档位状态的改变的执行。图6显示了微处理器MP，具有当前理想范围优选因素，和结合图3描述的优选因素的输入。所述微处理器具有一输出，其输入至变速器控制模块TCM17，TCM17以多个当前操作档位状态优选因素的形式向所述微处理器提供反馈。TCM17能够向变速器10提供建议的换档执行指令。
当然，在本发明范围内的改进是允许的。本发明已经具体结合优选实施例和改进进行了描述。在阅读和理解说明书的基础上，可以进行进一步的改进和变化。所有的改进和变型都落入本发明的范围。

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1.用于控制动力系统的方法，所述动力系统包括与电动机械变速器机械地连接的发动机，所述变速器可选择地在多个变速器操作档位状态之一和多个发动机状态之一上操作，所述方法包括：
确定当前的变速器操作档位状态和发动机状态；
确定至少一个潜在的变速器操作档位状态和发动机状态；
确定与所述当前的变速器操作档位状态和发动机状态以及潜在的变速器操作档位状态和发动机状态相关的优选因素；
使用于当前的变速器操作档位状态和发动机状态的优选因素与用于潜在的变速器操作档位状态和发动机状态相关的优选因素结合，从而得到结合后的优选因素；和
基于所述结合后的优选因素选择性地将至少其中一个提供到换档控制模块来控制当前的变速器操作档位状态和发动机状态的改变。
2.如权利要求1所述的方法，其中与所述潜在的变速器操作档位状态和发动机状态相关的优选因素包括与变速器操作档位状态和发动机状态相关的新的理想优选因素。
3.如权利要求2所述的方法，其中由于选择存在于所述与变速器操作档位状态和发动机状态相关的新的理想优选因素中的最低数值，而发生可选择地控制所述当前的变速器操作档位状态和发动机状态的改变。
4.如权利要求2所述的方法，其中由于选择存在于与所述变速器操作档位状态和发动机状态相关的新的理想优选因素中的最高数值，而发生可选择地控制所述当前的变速器操作档位状态和发动机状态的改变。
5.如权利要求1所述的方法，进一步包括周期性地重复权利要求1所述的方法以提供连续的迭代，其中利用与来自先前迭代的变速器操作档位状态和发动机状态相关的新的理想优选因素来确定与所述当前的变速器操作档位状态和所述当前的发动机状态相关的优选因素。
6.如权利要求2所述的方法，其中存在于所述与变速器操作档位状态和发动机状态相关的新的理想优选因素中的优选因素之一被用来向换档控制模块提供信息。
7.如权利要求6所述的方法，进一步包括周期性地重复权利要求1所述的方法以提供连续的迭代。
8.如权利要求7所述的方法，其中所述换档控制模块提供用于在连续迭代中的所述当前的变速器操作档位状态和发动机状态的数值。
9.如权利要求1所述的方法，其中所述优选因素以数组的形式布置。
10.如权利要求1所述的方法，其中所述优选因素从矩阵中选择。
11.如权利要求1所述的方法，其中存在于与所述当前的和潜在的变速器操作档位状态和发动机状态相关的优选因素中的至少一个数值响应于车辆操作状态的改变而随时间变化。
12.如权利要求1所述的方法，其中确定优选因素包括结合与所述当前的变速器操作档位状态和发动机状态相关的优选因素和与理想的变速器操作档位状态和发动机状态相关的优选因素。
13.如权利要求1所述的方法，其中所述优选因素是多组优选因素，其包括用于每个可能的变速器操作档位状态的一个优选因素。
14.如权利要求1所述的方法，其中选择所述优选因素，使得所述变速器在范围为大约60％至大约95％之间的任何效率水平上工作，所述效率水平包括在它们之间所有百分比和百分比的范围，这将基于进入变速器内的功率与从变速器输出的功率比来确定。
15.一种用于在车辆动力系统中确定新的理想的变速器操作档位状态和发动机状态的方法，包括：
提供第一多个数值，所述值表示用于至少两个潜在的变速器操作档位状态和发动机状态的优选因素；
提供第二多个数值，所述第二多个数值表示用于至少两个变速器操作档位状态和发动机状态的优选因素；
其中所述第二多个数值是表示至少一个从以下的组中选择的变速器操作档位状态和发动机状态的优选因素的多个数值，所述组包括：当前的变速器操作档位状态和发动机状态，以及理想的变速器操作档位状态和发动机状态；
结合所述第一多个数值和所述第二多个数值以提供第三多个数值，所述第三多个数值包括用于新的理想的至少两个变速器操作档位状态和发动机状态的优选因素；和
从所述第三多个数值中选择一个数值，并基于此数值作出关于潜在改变当前的变速器操作档位状态和发动机状态的决定。
16.一种用于在车辆动力系统中确定新的理想的变速器操作档位状态和发动机状态的方法，其包括周期的重复权利要求15中所述的方法以提供连续的迭代，其中将存在于所述第三多个数值中的数值作为连续迭代中的理想操作档位以提供第二多个数值。
17.如权利要求15所述的方法，其中所述第二多个数值是所述当前的变速器操作档位状态和发动机状态以及所述理想的变速器操作档位状态和发动机状态的结合。
18.用于控制动力系统的系统，所述动力系统包括与电动机械变速器机械连接的发动机，所述动力系统可选择地在多个变速器操作档位状态中的一个和多个发动机状态中的一个上操作，所述系统包括：
微处理器，其被构造用于接受数据并提供输出，所述数据包括
第一组优选因素，其与所述变速器的潜在的操作档位状态相关，
第二组优选因素，其与所述变速器的理想的操作档位状态相关，以及
第三组优选因素，其与所述变速器的当前的操作档位状态相关；
将所述第一组优选因素与选自所述第二组优选因素和所述第三组优选因素中的至少一个结合，经结合所得到的优选因素中的至少一个被所述微处理器输出，
控制模块，其被构造成控制变速器中的换档过程，所述控制模块具有输入和输出，
其中来自所述微处理器的输出被提供作为所述控制模块的输入，所述控制模块被构造成向所述微处理器提供作为微处理器输入的所述第三组优选因素；和
与来自所述控制模块的输出有效电通讯的电动机械变速器。
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