CN107303906B - 用于控制混合动力车辆的发动机离合器的设备和方法 - Google Patents

用于控制混合动力车辆的发动机离合器的设备和方法 Download PDF

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CN107303906B
CN107303906B CN201610861745.6A CN201610861745A CN107303906B CN 107303906 B CN107303906 B CN 107303906B CN 201610861745 A CN201610861745 A CN 201610861745A CN 107303906 B CN107303906 B CN 107303906B
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torque
engine
controller
clutch
chargeable
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CN107303906A (zh
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郑权采
金尚准
金暎澈
朴成翼
崔祐硕
朴逸权
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Hyundai Motor Co
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Hyundai Motor Co
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • 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
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • 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
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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
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    • B60K6/38—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 driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • 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
    • B60K6/42—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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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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Abstract

本发明涉及一种用于控制混合动力车辆的发动机离合器的设备和方法，其中，提供了一种混合动力车辆的发动机离合器控制设备，该设备包括：发动机离合器，其设置在发动机和驱动电机之间，以选择性地连接发动机和驱动电机；集成的起动机‑发电机，其与发动机连接，以起动发动机或者产生电力。车辆控制器释放或者接合发动机离合器，以实现驱动模式，并且基于集成的起动机‑发电机的发电机转速来确定可充电扭矩和发动机目标估计扭矩。基于该可充电扭矩来设定发动机目标扭矩和充电扭矩，并且利用发动机目标扭矩、发动机摩擦扭矩以及充电扭矩中的至少一个来产生离合器输入扭矩。然后，当离合器输入扭矩小于参考值时，释放发动机离合器。

Description

用于控制混合动力车辆的发动机离合器的设备和方法
相关申请的交叉引用
本申请要求于2016年4月18日在韩国知识产权局提出的韩国专利申请号为10-2016-0047087的优先权和权益，其全部内容通过引用纳入本文。
技术领域
本发明涉及一种混合动力车辆的发动机离合器控制设备，更具体地，本发明涉及这样一种用于控制混合动力车辆的发动机离合器的设备和方法：基于集成的起动机-发电机的充电扭矩，通过计算发动机离合器的离合器输入扭矩来控制发动机离合器的释放。
背景技术
如今，随着环境污染关注的增加，正在更加积极地研究对于无污染能源的使用。特别地，在较大的城市中，来自车辆的排放气体是造成空气污染的因素。因此，为了改善燃料消耗并降低排放气体，已经开发了混合动力车辆。
特别地，混合动力车辆使用利用发动机和电机产生的动力，并且通过适当地使用由发动机的燃烧操作而产生的动力以及由利用电能(该电能存储在电池中)的电机的旋转而产生的动力来驱动。在混合动力车辆中，通常应用TMED(transmission mountedelectric device，安装有变速器的电动设备)类型的传动方式，在这种传动方式中，驱动电机与变速器连接。此外，为了将发动机的动力传递至驱动轴，将发动机离合器安装在发动机和驱动电机之间。
可以在多种驱动模式下驱动混合动力车辆，多种驱动模式例如：电动车辆(EV)模式、混合动力电动车辆(HEV)模式以及再生制动(RB)模式，其中，电动车辆(EV)模式是基于是否连接发动机离合器而使用驱动电机的动力的纯电动车辆模式；混合动力电动车辆(HEV)模式使用电机的扭矩作为辅助动力，同时使用发动机的扭矩作为主动力，再生制动(RB)模式在通过车辆的刹车和惯性而驱动时，利用制动和惯性能量使得电机产生电力，从而回收能量并且使用该能量给电池充电。
换句话说，在EV模式下驱动时，当驾驶员的需求动力大于电机动力时，混合动力车辆执行接合发动机离合器以连接发动机和电机的控制。此外，由于最小的需求动力，所以当驾驶员松开加速踏板或者当混合动力车辆可能仅利用电机动力来驱动时，混合动力车辆执行释放发动机离合器的控制。基于发动机离合器的离合器输入扭矩来释放发动机离合器。但是，由于离合器输入扭矩可能不准确，所以当释放发动机离合器时，在离合器输入扭矩传递至驱动轴的情况下，由扭矩切断而产生不同的感觉。
公开于本部分的上述信息仅仅用于加深对发明背景的理解，因此其可以包含的信息并不构成在相关国家已为本领域技术人员所公知的现有技术。
发明内容
本发明提供一种用于控制混合动力车辆的发动机离合器的设备和方法，其具有以下优点：当HEV模式转换成EV模式时，通过调整发动机离合器的离合器输入扭矩，能够释放发动机离合器。本发明还提供一种用于控制混合动力车辆的发动机离合器的设备和方法，其具有以下优点：基于集成的起动机-发电机的充电扭矩，通过计算发动机离合器的离合器输入扭矩，能够控制发动机离合器的释放。
本发明的示例性实施方案提供了一种混合动力车辆的发动机离合器控制设备，该控制设备可以包括：发动机离合器，其设置在发动机和驱动电机之间，以选择性地连接发动机和驱动电机；集成的起动机-发电机，其与发动机连接，以起动发动机或者产生电力；以及车辆控制器，其配置为释放或者接合发动机离合器，以实现驱动模式；其中该车辆控制器可以配置为：基于集成的起动机-发电机中的发电机的转速来确定可充电扭矩和发动机目标估计扭矩；基于该可充电扭矩来设定发动机目标扭矩和充电扭矩；利用发动机目标扭矩、发动机摩擦扭矩和充电扭矩中的至少一个来产生离合器输入扭矩；以及当该离合器输入扭矩小于参考值时，释放发动机离合器。
本发明的另一个示例性实施方案提供了一种控制混合动力车辆的发动机离合器的方法，该方法可以包括如下步骤：当发动机停止或者进入EV模式时，基于集成的起动机-发电机的发电机转速来确定可充电扭矩；基于发电机转速来确定发动机目标估计扭矩；基于可充电扭矩来设定发动机目标扭矩和充电扭矩中的至少一个；使用发动机目标扭矩、发动机摩擦扭矩和充电扭矩中的至少一个来计算离合器输入扭矩；当该离合器输入扭矩小于参考值时，释放发动机离合器。
在本发明的示例性实施方案中，当HEV模式转换为EV模式时，通过调整发动机离合器的离合器输入扭矩，可以释放发动机离合器并因此可以更快速地执行发动机离合器的释放，以及可以最小化由于扭矩切断而引起的差异感。此外，通过基于集成的起动机-发电机的充电扭矩来计算发动机离合器的离合器输入扭矩，可以控制发动机离合器的释放并因此可以降低燃料消耗，从而燃料消耗可以得到改善，并且驾驶性可以得到提高。
此外，在本发明的示例性实施方案的具体说明中直接地或者暗含地描述了由于本发明的示例性实施方案而可以获得或估计出的效果。即，将会在随后所描述的具体说明中描述根据本发明的示例性实施方案而估计出的各种效果。
附图说明
通过下文结合附图所进行的详细描述，将会更加清楚地理解本发明的以上和其它目的、特征以及其他优点，在这些附图中：
图1为示出了根据本发明的示例性实施方案的混合动力车辆的发动机离合器控制设备的图；
图2和3为示出了根据本发明的示例性实施方案的混合动力车辆的发动机离合器控制方法的流程图；以及
图4为示出了根据本发明的示例性实施方案的混合动力车辆的发动机离合器控制方法的效果的曲线图。
附图标记
100：混合动力车辆的发动机离合器控制设备
110：发动机
115：HSG
130：驱动电机
135：逆变器
140：电池
150：变速器
160：ECU
170：MCU
180：TCU
200：HCU。
具体实施方式
应当理解，本文中所使用的术语“车辆”或“车辆的”或其它类似术语一般包括机动车辆，例如包括运动型多用途车辆(SUV)、大客车、大卡车、各种商用车辆的乘用汽车，包括各种舟艇、船舶的船只，航空器等等，并且包括混合动力车辆、电动车辆、插电式混合动力电动车辆、氢动力车辆以及其它替代性燃料车辆(例如源于非石油的能源的燃料)。正如此处所提到的，混合动力车辆是具有两种或更多动力源的车辆，例如汽油动力和电力动力两者的车辆。
虽然示例性的实施方案描述为使用多个单元来执行示例性处理，但是应当理解，示例性处理也可以由一个或多个模块来执行。此外，应当理解的是，术语控制器指代的是包括存储器和处理器的硬件设备。该存储器被配置成存储模块，并且处理器具体配置成执行所述模块以进行以下进一步描述的一个或多个处理。
此外，本发明的控制逻辑可以实施为计算机可读介质上的非易失性计算机可读介质，其包含由处理器、控制器等执行的可执行程序指令。计算机可读介质的示例包括但不限于ROM、RAM、紧凑盘(CD)-ROM、磁带、软盘、闪存驱动器、智能卡和光学数据存储设备。计算机可读记录介质还可以分布在网络连接的计算机***上，使得计算机可读介质例如通过远程信息处理服务器或控制器局域网络(CAN)以分布方式来存储和执行。
本文所使用的术语仅用于描述具体实施方案的目的，并非旨在限制本发明。如本文所使用的，单数形式“一”、“一个”和“所述”旨在也包括复数形式，除非上下文另有清楚的说明。还将理解的是，当在本说明书中使用术语“包含”和/或“包括”时，指明存在所述特征、整体、步骤、操作、元件和/或部件，但是不排除存在或加入一种或多种其他的特征、整体、步骤、操作、元件、部件和/或其群组。如本文所述的，术语“和/或”包括一种或多种相关列举项目的任意组合和所有组合。
下面，将参考所附附图和说明书来具体描述根据本发明的示例性实施方案的用于控制发动机离合器的设备和方法的操作原理。然而，为了有效地描述本发明的特征，下面所示的附图和之后将要描述的具体说明涉及多个示例性实施方案中的一个示例性实施方案。因此，本发明不仅限于所附附图和描述。
可以省略合并至本文的已知作用和结构的具体描述，以避免模糊本发明的主题。本文中所使用的术语考虑到本发明的作用来限定，并且可以根据使用者或者操作者的意图和用途来改变。因此，本文中所使用的术语应当基于本文做出的描述来理解。此外，为了有效地描述本发明的核心技术特征，下面的示例性实施方案通过适当地改变、结合或者分离来使用术语，以被本领域的技术人员清楚地理解，但是本发明并不限制于此。
下面将参考附图来具体地描述本发明的示例性实施方案。图1为示出了根据本发明的示例性实施方案的混合动力车辆的发动机离合器控制设备的图。参见图1，混合动力车辆的发动机离合器控制设备100(在下文中，称作为“发动机离合器控制设备”)可以包括：信息检测器50、发动机110、混合动力起动机-发电机(HSG)115、发动机离合器120、驱动电机130、逆变器135、电池140、变速器150、发动机控制单元160(在下文中，称作为“ECU”或者控制器)、电机控制单元170(在下文中，称作为“MCU”或者电机控制器)、变速器控制单元180(在下文中，称作为“TCU”或者变速器控制器)、以及混合动力控制单元200(在下文中，称作为“HCU”或者混合动力控制器)。***中的各个部件可以全部由具有处理器和存储器的控制器来进行操作。该控制器可以为上层的或者集成的控制器。
在混合动力车辆的动力传递时，在发动机110或者驱动电机130中产生的动力可以选择性地传递至变速器150的输入轴，并且从变速器150的输出端输出的动力可以经由差速器传递到车轴。随着车轴带动车轮旋转，混合动力车辆可以通过在发动机110或者驱动电机130中产生的动力来驱动。信息检测器50(例如，各种传感器)可以配置为：检测用于操作发动机离合器120的信息并且将检测的信息提供至HCU 200。例如，当驱动混合动力车辆时，该信息检测器50可以配置为检测车辆状态信息，该车辆状态信息包括：发动机110的发动机转速、HSG 115的发电机转速、驱动电机130的电机转速、车辆速度、加速踏板的接合值或者接合度(例如，有多少压力施加在该踏板上)、以及制动踏板的接合值或者接合度(例如，有多少压力施加在该踏板上)。
发动机110燃烧燃料以产生动力。换句话说，对于发动机110，可以使用各种已知的发动机110，例如使用现有化石燃料的汽油发动机或者柴油发动机。发动机110的输出可以利用ECU 160来调整，并且利用ECU 160，发动机110的驱动可以执行到最佳驱动点。HSG 115可以与发动机110连接。换句话说，HSG 115经由传动带113可以与发动机110连接。HSG 115可以配置为起动发动机110，或者在发动机110起动的状态下，HSG 115可以配置为作为发电机操作以产生电能。
利用从MCU 170施加的三相交流(AC)电压可以操作驱动电机130以产生扭矩。驱动电机130可以配置为根据滑行或者再生制动而操作为发电机，以向电池140供应电压。逆变器135可以配置为向驱动电机130和HSG 115供应电流。换句话说，逆变器135可以配置为根据MCU 170的控制，向驱动电机130和HSG 115供应电流或者停止供应电流。发动机离合器120可以设置在发动机110和驱动电机130之间，并且可以通过HCU 200进行操作，以连接或断开发动机110与驱动电机130之间的动力传递。换句话说，发动机离合器120可以配置为基于电动车辆(EV)模式与混合动力电动车辆(HEV)模式之间的切换，来连接或断开发动机110与驱动电机130之间的动力。
此外，电池140可以形成为具有多个单位单元，并且在电池140中，可以存储用于将驱动电压提供至驱动电机130的高电压。电池140可以配置为：在EV模式或者HEV模式中将驱动电压供应至驱动电机130，并且在再生制动时，可以使用在驱动电机130中产生的电压进行充电。当插电连接商用电力时，可以利用充电设备的电压和电流来对电池140进行充电。
变速器150可以配置为：根据HCU 200的控制来调整传动比，并且基于驱动模式，分配经由发动机离合器120添加和施加的具有传动比的输出扭矩，以将分配的输出扭矩传递至驱动车轮，从而能够驱动车辆。对于变速器150，可以应用自动变速器或者连续可变变速器。此外，对于变速器150，可以应用多挡位变速器。换句话说，变速器150可以形成为具有多个换挡挡位。
ECU 160经由网络可以与HUC 200连接，并且可以与HCU 200互锁，以基于发动机110的运行状态(例如，驾驶员的需求扭矩信号、冷却剂温度和发动机扭矩)来执行发动机110的总体操作。ECU 160可以配置为将发动机110的运行状态提供或者传输至HCU 200。MCU170可以配置为：根据HCU 200的控制来驱动和调整驱动电机130的扭矩，并且在再生制动时，将在驱动电机130中产生的电量存储在电池140。
MCU 170可以配置为向驱动电机130和HSG 115施加三相AC电压。TCU 180可以配置为：基于ECU 160和MCU 170的每个输出扭矩来调整传动比，并且执行变速器150的总体操作(例如，确定再生制动量)。TCU 180可以配置为将变速器150的运行状态传输或者提供至HCU200。HCU 200可以为最上层的控制器并且配置为执行环保车辆的混合动力驱动模式设定和总体操作。HCU 200可以配置为整体地操作经由控制单元局域网络(CAN)的通信网络连接的下级控制单元、收集和分析每一个下级控制单元的信息(例如，检测来自信息的状态或者值)、执行协作控制、以及调整发动机110和驱动电机130的输出扭矩。
当发动机停止起动或者从HEV模式进入EV模式时，HCU 200可以配置为基于HSG115的发电机转速来确定可充电扭矩和发动机目标估计扭矩。该可充电扭矩可以表示能够在HSG 115充电的扭矩的估计值，而该发动机目标估计扭矩可以表示基于发电机转速的发动机110的目标扭矩估计值。HCU 200可以配置为基于可充电扭矩来设定发动机目标扭矩和充电扭矩，并且使用发动机目标扭矩、发动机摩擦扭矩和充电扭矩中的至少一个来产生离合器输入扭矩。该离合器输入扭矩可以表示输入至发动机离合器的扭矩。
当离合器输入扭矩小于参考值时，HCU 200可以配置为释放发动机离合器。具体地，该参考值为用于确定何时释放发动机离合器的值，并且可以由操作者来设定或者可以经由预定算法(例如，程序和概率模型)来设定。HCU 200可以实施为利用预定程序来操作的至少一个处理器，并且该预定程序包括一系列用于执行每个步骤的指令，这些步骤包括在随后要描述的根据本发明的示例性实施方案的控制或操作发动机离合器的方法中。参考图2和图3，将具体地描述该种控制发动机离合器的方法。在根据本发明的包括该作用的车辆中，执行与现有车辆中等同或类似的通常操作，并因此将省略对这些具体操作的详细描述。
图2和3为示出了根据本发明的示例性实施方案的混合动力车辆的发动机离合器的控制方法的流程图。参考图1所描述的根据本发明的示例性实施方案的混合动力车辆的发动机离合器控制设备100的各个控制器可以被集成或者分割，并且执行上述功能的控制器不管对应的名称可以为根据本发明的示例性实施方案的混合动力车辆的发动机离合器控制设备100的组成元件。在下文中，当描述根据本发明的示例性实施方案的混合动力车辆的发动机离合器控制设备100中的控制发动机离合器120的方法时，每一个步骤的对象是发动机离合器控制设备100而不是相应的控制器，并且将主要描述发动机离合器控制设备100。
参见图2和图3，在步骤S210，当通过驾驶员的命令而起动车辆时，发动机离合器控制设备100可以配置为驱动车辆。该发动机离合器控制设备100可以配置为利用安装在车辆中的各种传感器来检测车辆状态信息。这些车辆状态信息可以包括：混合动力车辆的车辆速度、换挡挡位、加速踏板的接合度、制动踏板的接合度、发电机的转速、以及发动机转速。
在步骤S215，该发动机离合器控制设备100可以配置为确定是否满足用于释放发动机离合器120的条件。换句话说，该发动机离合器控制设备100可以配置为基于车辆的状态信息，来确定是否满足用于释放发动机离合器120的条件。例如，发动机离合器控制设备100可以配置为基于车辆的状态信息，来确定是否从HEV模式转换到EV模式以及确定发动机110是否停止。当用于释放发动机离合器120的条件不满足时，该过程返回至步骤S215，并且发动机离合器控制设备100可以配置为监控是否满足用于释放发动机离合器120的条件。当满足用于释放发动机离合器120的条件时，在步骤S220，发动机离合器控制设备100可以配置为确定可充电扭矩。换句话说，当满足用于释放发动机离合器120的条件时，发动机离合器控制设备100可以配置为基于发电机的转速来确定发电机的转速并且确定HSG 115的可充电扭矩。
在步骤S225，发动机离合器控制设备100可以进一步地配置为确定发动机目标估计扭矩。具体地，该发动机离合器控制设备100可以配置为基于发电机转速来确定发动机转速，并且基于发动机转速来确定发动机目标估计扭矩。换句话说，该发动机离合器控制设备100可以配置为设定或者产生预定表，在该预定表中，发动机目标估计扭矩可以匹配至多个发动机转速中的每一个(例如，该表或者映射表可以预存储在控制器的存储器中)。发动机离合器控制设备100可以配置为访问该表以提取和确定在预定表中的对应于发动机转速的发动机目标估计扭矩。
在步骤S230，该发动机离合器控制设备100可以配置为确定可充电扭矩是否对应于第一预定值。换句话说，该发动机离合器控制设备100可以配置为确定在步骤S220确定的可充电扭矩是否对应于第一预定值。具体地，该第一预定值为预设值并且可以为0。当可充电扭矩对应于第一预定值时，在步骤S235，发动机离合器控制设备100可以配置为将发动机目标扭矩设定至第二预定值。具体地，该第二预定值为预设值并且可以为0。换句话说，当可充电扭矩对应于0时，发动机离合器控制设备100可以配置为将发动机目标扭矩设定为0。
在步骤S240，发动机离合器控制设备100可以配置为将可充电扭矩设定至第一预定值。换句话说，由于可充电扭矩为0，所以发动机离合器控制设备100可以配置为将可充电扭矩设定为0。在步骤S245，之后发动机离合器控制设备100可以配置为利用发动机目标扭矩、发动机摩擦扭矩、充电扭矩和带轮传动比来计算离合器输入扭矩。换句话说，发动机离合器控制设备100可以配置为将发动机摩擦扭矩与在步骤S235中设定的发动机目标扭矩相加来计算发动机指令扭矩。发动机离合器控制设备100可以配置为利用发动机指令扭矩、在步骤S240设定的充电扭矩、发动机摩擦扭矩、以及发动机110和HSG 115的带轮传动比来计算离合器输入扭矩。具体地，该发动机摩擦扭矩可以为基于发动机110设定的值。
此外，在步骤S250，该发动机离合器控制设备100可以配置为确定离合器输入扭矩是否小于参考值。当离合器输入扭矩等于或者大于参考值时，该过程将返回至步骤S225，并且发动机离合器控制设备100可以配置为确定发动机目标估计扭矩。当离合器输入扭矩小于参考值时，在步骤S255，发动机离合器控制设备100可以配置为释放发动机离合器120。当在步骤S230，充电扭矩不与第一预定值相对应时，在步骤S310，发动机离合器控制设备100可以配置为确定发动机目标估计扭矩是否小于计算值。具体地，该计算值可以为通过将可充电扭矩与皮带轮传动比相乘而产生的值。
当发动机目标估计扭矩小于计算值时，在步骤S320，发动机离合器控制设备100可以配置为将发动机目标扭矩设定至发动机目标估计扭矩。换句话说，当发动机目标估计扭矩小于计算值时，发动机离合器控制设备100可以配置为将发动机目标扭矩设定至在步骤S225确定的发动机目标估计扭矩。在步骤S330，发动机离合器控制设备100可以配置为利用发动机目标扭矩和带轮传动比来设定充电扭矩。换句话说，发动机离合器控制设备100可以配置为通过将在步骤S320中设定的发动机目标扭矩除以带轮传动比来设定充电扭矩。
此后，该过程可以返回至步骤S245并且发动机离合器控制设备100可以配置为计算离合器输入扭矩。发动机离合器控制设备100可以配置为利用发动机摩擦扭矩和在步骤S320设定的发动机目标扭矩来产生发动机指令扭矩，以及可以配置为利用发动机指令扭矩、发动机摩擦扭矩、在步骤S330设定的充电扭矩以及带轮传动比来计算离合器输入扭矩。在步骤S250，当计算的离合器输入扭矩小于参考值时，发动机离合器控制设备100可以配置为释放发动机离合器120。
当在步骤S310，发动机目标估计扭矩等于或者大于计算值时，在步骤S340，发动机离合器控制设备100可以配置为利用可充电扭矩和带轮传动比来设定发动机目标扭矩。换句话说，当发动机目标估计扭矩等于或者大于计算值时，发动机离合器控制设备100可以配置为通过将可充电扭矩乘以带轮传动比来设定发动机目标扭矩。在步骤S350，发动机离合器控制设备100可以进一步地配置为将充电扭矩设定至在步骤S220中确定的可充电扭矩。
此后，该过程将返回至步骤S245，并且发动机离合器控制设备100可以配置为计算离合器输入扭矩。换句话说，发动机离合器控制设备100可以配置为通过将发动机摩擦扭矩和在步骤S340中设定的发动机目标扭矩相加来产生发动机指令扭矩，以及可以配置为将发动机指令扭矩、发动机摩擦扭矩、在步骤S350设定的充电扭矩以及带轮传动比代入至等式1来计算离合器输入扭矩。当计算的离合器输入扭矩小于参考值时，离合器控制设备100可以配置为释放发动机离合器120。
因此，由于根据本发明的混合动力车辆的发动机离合器控制设备可以配置为利用充电扭矩来计算输入至发动机离合器的离合器输入扭矩，并且基于离合器输入扭矩来释放发动机离合器，所以与现有的情况相比，发动机离合器的输入扭矩的缩减时间可以减少，并且发动机离合器的释放时间点和燃油中断时间点可以快速地执行。换句话说，如图4所示，与由点化线表示的现有技术相比，在根据本发明的发动机离合器控制设备中(其由实线表示)，可以确定出发动机离合器释放控制进入时间点和燃料中断时间点减少。因此，根据本发明的发动机离合器控制设备可以确保驾驶性并且可以通过减少燃料消耗量来获得燃料消耗的改进。
虽然参考目前被视为是示例性实施方案的内容描述了本发明，但是应理解本发明并不限于所公开的示例性实施方案，相反，本发明旨在覆盖包括在所附权利要求的精神和范围之内的各种修改形式和等同布置。

Claims (14)

1.一种混合动力车辆的发动机离合器控制设备，其包括：
发动机离合器，其设置在发动机和驱动电机之间，以选择性地连接发动机和驱动电机；
集成的起动机-发电机，其与发动机连接，以起动发动机或者产生电力；以及
车辆控制器，其配置为释放或者接合发动机离合器，以实现驱动模式；
其中，所述车辆控制器配置为：基于集成的起动机-发电机的发电机转速来确定可充电扭矩和发动机目标估计扭矩；基于可充电扭矩来设定发动机目标扭矩和充电扭矩；利用发动机目标扭矩、发动机摩擦扭矩和充电扭矩中的至少一个来产生离合器输入扭矩；当离合器输入扭矩小于参考值时，释放发动机离合器。
2.根据权利要求1所述的混合动力车辆的发动机离合器控制设备，其中，所述车辆控制器配置为：通过将发动机目标扭矩与发动机摩擦扭矩相加来产生发动机指令扭矩；以及利用该发动机指令扭矩、发动机摩擦扭矩、充电扭矩、以及发动机与集成的起动机-发电机的带轮传动比来产生离合器输入扭矩。
3.根据权利要求1所述的混合动力车辆的发动机离合器控制设备，其中，所述车辆控制器配置为：当可充电扭矩与第一预定值相对应时，将第二预定值设定至发动机目标扭矩并且将第一预定值设定至充电扭矩。
4.根据权利要求1所述的混合动力车辆的发动机离合器控制设备，其中，所述车辆控制器配置为：当可充电扭矩与第一预定值不相对应时，通过将可充电扭矩乘以带轮传动比来产生计算值；确定发动机目标估计扭矩是否小于所述计算值；当发动机目标估计扭矩小于所述计算值时，将发动机目标估计扭矩设定至发动机目标扭矩。
5.根据权利要求4所述的混合动力车辆的发动机离合器控制设备，其中，所述车辆控制器配置为：利用通过将发动机目标扭矩除以带轮传动比来产生充电扭矩。
6.根据权利要求4所述的混合动力车辆的发动机离合器控制设备，其中，所述车辆控制器配置为：通过将可充电扭矩乘以带轮传动比来设定发动机目标扭矩；当发动机目标估计扭矩等于或者大于计算值时，将可充电扭矩设定至充电扭矩。
7.根据权利要求1所述的混合动力车辆的发动机离合器控制设备，其中，所述车辆控制器配置为：基于发电机转速来确定发动机转速；以及提取对应于预定表中的发动机转速的发动机目标估计扭矩。
8.根据权利要求7所述的混合动力车辆的发动机离合器控制设备，其中，所述车辆控制器配置为：设定所述预定表，在所述预定表中，发动机目标估计扭矩对应于多个发动机转速中的每一个。
9.一种控制混合动力车辆的发动机离合器的方法，其包括如下步骤：
当发动机停止或者进入电动车辆模式时，利用控制器，基于集成的起动机-发电机的发电机转速来确定可充电扭矩；
利用控制器，基于发电机转速来确定发动机目标估计扭矩；
利用控制器，基于可充电扭矩来设定发动机目标扭矩和充电扭矩的至少一个；
利用控制器，使用发动机目标扭矩、发动机摩擦扭矩和充电扭矩中的至少一个来计算离合器输入扭矩；
当所述离合器输入扭矩小于参考值时，利用控制器释放发动机离合器。
10.根据权利要求9所述的控制混合动力车辆的发动机离合器的方法，其中，所述离合器输入扭矩的计算包括：
利用控制器，使用发动机目标扭矩和发动机摩擦扭矩来计算发动机指令扭矩；
利用控制器，使用该发动机指令扭矩、发动机摩擦扭矩、充电扭矩、以及带轮传动比来计算离合器输入扭矩。
11.根据权利要求9所述的控制混合动力车辆的发动机离合器的方法，其中，发动机目标扭矩和充电扭矩中的至少一个的设定包括：
利用控制器，确定所述可充电扭矩是否对应于第一预定值；
当可充电扭矩与第一预定值相对应时，利用控制器，将发动机目标扭矩设定至第二预定值并且将充电扭矩设定至第一预定值。
12.根据权利要求9所述的控制混合动力车辆的发动机离合器的方法，其中，发动机目标扭矩和充电扭矩中的至少一个的设定包括：
利用控制器，确定可充电扭矩是否对应于第一预定值；
当可充电扭矩不与第一预定值相对应时，利用控制器，确定发动机目标估计扭矩是否小于计算值，所述计算值是利用可充电扭矩和带轮传动比产生的；
当发动机目标估计扭矩小于计算值时，利用控制器，将发动机目标估计扭矩设定至发动机目标扭矩；
利用控制器，使用发动机目标扭矩和带轮传动比来设定充电扭矩。
13.根据权利要求12所述的控制混合动力车辆的发动机离合器的方法，在确定发动机目标估计扭矩是否小于计算值之后，进一步包括，
当发动机目标估计扭矩大于或等于计算值时，利用控制器，使用可充电扭矩和带轮传动比来设定发动机目标扭矩；
利用控制器，将可充电扭矩设定至充电扭矩。
14.根据权利要求9所述的控制混合动力车辆的发动机离合器的方法，其中，发动机目标估计扭矩的确定包括：
利用控制器，基于发电机转速来确定发动机转速；
利用控制器，提取与在预定表中的发动机转速相对应的发动机目标估计扭矩。
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