CN113911104A - 车辆发动机启动与换档协调控制方法、装置及终端设备 - Google Patents

车辆发动机启动与换档协调控制方法、装置及终端设备 Download PDF

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Publication number
CN113911104A
CN113911104A CN202110343019.6A CN202110343019A CN113911104A CN 113911104 A CN113911104 A CN 113911104A CN 202110343019 A CN202110343019 A CN 202110343019A CN 113911104 A CN113911104 A CN 113911104A
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China
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rotating speed
torque
engine
speed
motor
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CN202110343019.6A
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CN113911104B (zh
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柴国耀
宋海军
陈其林
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Great Wall Motor Co Ltd
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Great Wall Motor Co Ltd
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Priority to CN202110343019.6A priority Critical patent/CN113911104B/zh
Priority to PCT/CN2021/143016 priority patent/WO2022206073A1/zh
Priority to EP21934709.3A priority patent/EP4299396A1/en
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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
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    • 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
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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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    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
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    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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Abstract

本发明适用于车辆控制技术领域，公开了一种车辆发动机启动与换档协调控制方法、装置及终端设备，上述方法包括：若车辆的启动类型为换档动态启动，则控制变速箱内的离合器降扭，调节P2电机的用于建立滑差的调速扭矩，以使P2电机的转速与目标转速的差值的绝对值小于第一预设差值；控制发动机的转速达到第一预设转速，在发动机的转速达到第一预设转速时，向发动机发送喷油点火命令；确定滑差退出时刻，在滑差退出时刻，控制P2电机退出上述调速扭矩，控制变速箱内的离合器进行回扭动作；控制P2电机的转速、发动机的转速和变速箱的输入轴的轴速达到同步。本发明可以有效解决现有技术导致发动机转速偏高，在低车速下整车NVH性能较差的问题。

Description

车辆发动机启动与换档协调控制方法、装置及终端设备
技术领域
本发明属于车辆控制技术领域，尤其涉及一种车辆发动机启动与换档协调控制方法、装置及终端设备。
背景技术
对于P2架构混合动力汽车，发动机在启动过程中，HCU(Hybrid Control Unit，混合动力控制单元)会协调控制各个零部件。在拖动阶段，即在P2电机产生拖动扭矩，K0离合器增加扭矩压紧拖动发动机启动的阶段，K0离合器增加扭矩，P2电机产生拖动扭矩，相当于增加了一个发动机负载在拖拽P2电机，使P2电机转速下降。若此时离合器有换档动作，TCU(Transmission Control Unit，自动变速箱控制单元)内部的离合器会扭矩交互，即一个离合器打开另一个离合器接合，离合器端扭矩也会使P2电机转速下跌，而且由于离合器压紧，导致K1离合器或K2离合器与P2电机的滑差较小，轻微的转速波动也会传送到轴端，造成整车加速度的波动，使驾驶性变差，因此，需要考虑拖动阶段与离合器扭矩交互阶段错开的控制策略。
目前，在发动机启动过程中进行换档动作的控制策略为启动流程和换档流程错开，即启动过程中禁止换档，但是，这种策略容易造成启动流程结束后紧接着进行换档动作，发动机转速随轴速上升，导致发动机转速偏高，在低车速下整车NVH(Noise、Vibration、Harshness，噪声、振动与声振粗糙度)性能较差。
发明内容
有鉴于此，本发明实施例提供了一种车辆发动机启动与换档协调控制方法、装置及终端设备，以解决现有技术导致发动机转速偏高，在低车速下整车NVH性能较差的问题。
本发明实施例的第一方面提供了一种车辆发动机启动与换档协调控制方法，包括：
若车辆的启动类型为换档动态启动，则控制变速箱内的离合器降扭，并调节P2电机的用于建立滑差的调速扭矩，以使P2电机的转速与目标转速的差值的绝对值小于第一预设差值；其中，换档动态启动为在控制发动机启动的同时进行换档动作；
控制发动机的转速达到第一预设转速，并在发动机的转速达到第一预设转速时，向发动机发送喷油点火命令；
确定滑差退出时刻，并在滑差退出时刻，控制P2电机退出用于建立滑差的调速扭矩，以及控制变速箱内的离合器进行回扭动作；
控制P2电机的转速、发动机的转速和变速箱的输入轴的轴速达到同步，以完成换档动态启动。
在本发明的一个实施例中，控制变速箱内的离合器降扭，包括：
获取P2电机的驱动扭矩，并将驱动扭矩发送至TCU，以使TCU根据驱动扭矩控制变速箱内的离合器降扭。
在本发明的一个实施例中，调节P2电机的用于建立滑差的调速扭矩，包括：
获取目标滑差，并调节P2电机的调速扭矩，以使P2电机的滑差达到目标滑差。
在本发明的一个实施例中，控制发动机的转速达到第一预设转速，包括：
控制K0离合器和P2电机分别进行增扭，以使发动机的转速达到第一预设转速。
在本发明的一个实施例中，确定滑差退出时刻，包括：
监测发动机的转速和K0离合器的扭矩；
将发动机的转速大于或等于第二预设转速，且，K0离合器的扭矩小于或等于预设扭矩的时刻确定为滑差退出时刻。
在本发明的一个实施例中，控制P2电机的转速、发动机的转速和变速箱的输入轴的轴速达到同步，包括：
当发动机的转速和P2电机的转速的差值的绝对值小于第二预设差值时，控制K0离合器增扭，以使发动机的转速和P2电机的转速同步；
控制P2电机降低调速扭矩，以使P2电机的转速、发动机的转速和变速箱的输入轴的轴速达到同步。
在本发明的一个实施例中，控制P2电机降低调速扭矩，包括：
接收TCU发送的快速降扭请求，并根据快速降扭请求控制P2电机降低调速扭矩。
本发明实施例的第二方面提供了一种车辆发动机启动与换档协调控制装置，包括：
滑差建立模块，用于若车辆的启动类型为换档动态启动，则控制变速箱内的离合器降扭，并调节P2电机的用于建立滑差的调速扭矩，以使P2电机的转速与目标转速的差值的绝对值小于第一预设差值；其中，换档动态启动为在控制发动机启动的同时进行换档动作；
调速模块，用于控制发动机的转速达到第一预设转速，并在发动机的转速达到第一预设转速时，向发动机发送喷油点火命令；
滑差退出模块，用于确定滑差退出时刻，并在滑差退出时刻，控制P2电机退出用于建立滑差的调速扭矩，以及控制变速箱内的离合器进行回扭动作；
速度同步模块，用于控制P2电机的转速、发动机的转速和变速箱的输入轴的轴速达到同步，以完成换档动态启动。
本发明实施例的第三方面提供了一种终端设备，包括存储器、处理器以及存储在存储器中并可在处理器上运行的计算机程序，处理器执行计算机程序时实现如第一方面任一项所述车辆发动机启动与换档协调控制方法的步骤。
本发明实施例的第四方面提供了一种计算机可读存储介质，计算机可读存储介质存储有计算机程序，计算机程序被一个或多个处理器执行时实现如第一方面任一项所述车辆发动机启动与换档协调控制方法的步骤。
本发明实施例与现有技术相比存在的有益效果是：本发明实施例首先在车辆的启动类型为换档动态启动时，控制变速箱内的离合器降扭，并调节P2电机的用于建立滑差的调速扭矩，以使P2电机的转速与目标转速的差值的绝对值小于第一预设差值；然后控制发动机的转速达到第一预设转速，并在发动机的转速达到第一预设转速时，向发动机发送喷油点火命令；接着确定滑差退出时刻，并在滑差退出时刻，控制P2电机退出用于建立滑差的调速扭矩，以及控制变速箱内的离合器进行回扭动作；最后控制P2电机的转速、发动机的转速和变速箱的输入轴的轴速达到同步，以完成换档动态启动。本发明实施例可以有效解决现有技术导致发动机转速偏高，在低车速下整车NVH性能较差的问题，可以提升整车NVH性能。
附图说明
为了更清楚地说明本发明实施例中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动性的前提下，还可以根据这些附图获得其他的附图。
图1是本发明一实施例提供的车辆发动机启动与换档协调控制方法的实现流程示意图；
图2是本发明一实施例提供的P2架构动力***的结构示意图；
图3是本发明一实施例提供的车辆发动机启动与换档协调控制装置的示意框图；
图4是本发明一实施例提供的终端设备的示意框图。
具体实施方式
以下描述中，为了说明而不是为了限定，提出了诸如特定***结构、技术之类的具体细节，以便透彻理解本申请实施例。然而，本领域的技术人员应当清楚，在没有这些具体细节的其它实施例中也可以实现本申请。在其它情况中，省略对众所周知的***、装置、电路以及方法的详细说明，以免不必要的细节妨碍本申请的描述。
为了说明本发明所述的技术方案，下面通过具体实施例来进行说明。
图1是本发明一实施例提供的车辆发动机启动与换档协调控制方法的实现流程示意图，为了便于说明，仅示出了与本发明实施例相关的部分。本发明实施例的执行主体可以是终端设备。该终端设备可以为HCU。
如图1所示，该方法可以包括以下步骤：
S101：若车辆的启动类型为换档动态启动，则控制变速箱内的离合器降扭，并调节P2电机的用于建立滑差的调速扭矩，以使P2电机的转速与目标转速的差值的绝对值小于第一预设差值；其中，换档动态启动为在控制发动机启动的同时进行换档动作。
图2示出了P2架构动力***的结构示意图，如图2所示，发动机21、K0离合器22、P2电机23和变速箱24依次连接。其中，变速箱24可以是HDCT变速箱，可以包括K1离合器和K2离合器。TCU可以对变速箱24进行控制。
在本发明实施例中，首先是工况判断阶段，即判断车辆的启动类型。HCU定义了新的动态启动类型，即换档动态启动。若启动类型不是换档动态启动，则不执行S101-S104，根据启动类型执行相应的动作；若启动类型是换档动态启动，则执行S101-S104完成换档动态启动过程。其中，换档动态启动为在控制发动机启动的同时进行换档动作，即发动机启动和换档同时进行。可选地，换档动作可以为升档动作。
动态启动的目的在于，拖动发动机到一定值的时候可以打开K0离合器，撤掉P2电机的拖动扭矩，这样可以避免三个离合器同时动作，扭矩波动使得转速波动从而传递到轴端造成加速度的波动。
在判定为换档动态启动后，进入HCU建立滑差阶段，即控制变速箱内的离合器降扭，并调节P2电机的用于建立滑差的调速扭矩，以使P2电机的转速与目标转速的差值的绝对值小于第一预设差值。
在本发明的一个实施例中，上述S101中的“控制变速箱内的离合器降扭”，可以包括：
获取P2电机的驱动扭矩，并将驱动扭矩发送至TCU，以使TCU根据驱动扭矩控制变速箱内的离合器降扭。
具体地，TCU可以根据HCU发送的P2电机的驱动扭矩，控制变速箱中的对应的离合器降低扭矩。可以将该离合器降下去的补偿扭矩称为δ扭矩。
可选地，若换档后的档位为奇数档位，则可以控制变速箱中的K1离合器降低扭矩；若换档后的档位为偶数档位，则可以控制变速箱中的K2离合器降低扭矩。
在本发明的一个实施例中，上述S101中的“调节P2电机的用于建立滑差的调速扭矩”，可以包括：
获取目标滑差，并调节P2电机的调速扭矩，以使P2电机的滑差达到目标滑差。
P2架构的特性决定了要建立足够的滑差才能抵消掉由于K0离合器增扭拖动发动机导致P2电机的转速下跌问题。因此，HCU内部设定了一个目标滑差，可以利用PID控制实时调节P2电机的调速扭矩，从而使得P2电机的滑差达到目标滑差，进而使得P2电机的实际转速和目标转速的速差一直处于合理范围内，即P2电机的转速与目标转速的差值的绝对值小于第一预设差值。
其中，第一预设差值可以根据实际需求设置。P2电机的滑差达到目标滑差可以是P2电机的滑差与目标滑差的差值的绝对值小于预设滑差差值。预设滑差差值可以为一个较小的值，可以根据实际需求进行设置。
S102：控制发动机的转速达到第一预设转速，并在发动机的转速达到第一预设转速时，向发动机发送喷油点火命令。
在本发明的一个实施例中，上述S102中的“控制发动机的转速达到第一预设转速”，可以包括：
控制K0离合器和P2电机分别进行增扭，以使发动机的转速达到第一预设转速。
在上述S101之后，进入拖动阶段。在拖动阶段，HCU开始控制K0离合器和P2电机分别进行增扭，具体可以是控制K0离合器增加扭矩，控制P2电机增加拖动扭矩，从而克服发动机的摩擦扭矩，进而将发动机的转速拖动到第一预设转速。其中，第一预设转速可以根据实际需求设置。
在控制发动机的转速达到第一预设转速时，向发动机发送喷油点火命令，控制发动机喷油点火。
合适的点火命令对于整车驾驶性有很大影响，比如在发动机转速较低时，此时HCU发送喷油点火命令，发动机的喷油量较为浓郁，会导致喷油点火瞬间的扭矩特别大，这部分扭矩会通过K0离合器，传到轮端，使得整车突然加速，驾驶性较差，而选择在发动机转速较高时，即达到第一预设转速时，发送喷油点火命令，发动机曲轴端扭矩较小，传到轮端的扭矩有限，对驾驶性的影响也比较小。
S103：确定滑差退出时刻，并在滑差退出时刻，控制P2电机退出用于建立滑差的调速扭矩，以及控制变速箱内的离合器进行回扭动作。
在本发明的一个实施例中，上述S103中的“确定滑差退出时刻”，可以包括：
监测发动机的转速和K0离合器的扭矩；
将发动机的转速大于或等于第二预设转速，且，K0离合器的扭矩小于或等于预设扭矩的时刻确定为滑差退出时刻。
在发动机喷油点火后，进入滑差退出阶段。HCU内部判断的拖动扭矩并不是一个恒定值，它是根据各种条件判断出来的一张表，总体呈现先上升后下降的趋势。拖动发动机到一定转速以后再出现过大的拖动扭矩没有任何好处，因此需要梯度退出P2电机以及K0离合器的拖动扭矩。
HCU会根据拖动过程中的发动机转速以及K0离合器的实际扭矩确定滑差退出时刻，即调速扭矩退出的时刻。在该时刻控制P2电机退出用于建立滑差的调速扭矩，同时，可以向TCU发送指令，以使TCU控制变速箱内的离合器进行回扭动作，即将S101中的变速箱内的离合器降低的δ扭矩重新增加上。在上述过程中，K0离合器的扭矩在逐渐减小。
第二预设转速可以和第一预设转速相等，也可以大于第一预设转速，可以根据实际需求设置。预设扭矩可以根据实际需求设置。
在执行S103之后，进入离合器扭矩交互阶段。在该阶段，HCU内部不进行任何控制动作，变速箱内的离合器进行换挡的扭矩交互，即一个离合器降扭打开，另一个离合器增扭压紧的过程。此时K0离合器处于打开状态或者处于扭矩很小的状态，发动机依靠自身的惯性力矩使得转速上升追随P2电机的转速。
S104：控制P2电机的转速、发动机的转速和变速箱的输入轴的轴速达到同步，以完成换档动态启动。
在本发明的一个实施例中，上述S104中的“控制P2电机的转速、发动机的转速和变速箱的输入轴的轴速达到同步”，可以包括：
当发动机的转速和P2电机的转速的差值的绝对值小于第二预设差值时，控制K0离合器增扭，以使发动机的转速和P2电机的转速同步；
控制P2电机降低调速扭矩，以使P2电机的转速、发动机的转速和变速箱的输入轴的轴速达到同步。
在本发明的一个实施例中，上述控制P2电机降低调速扭矩，可以包括：
接收TCU发送的快速降扭请求，并根据快速降扭请求控制P2电机降低调速扭矩。
在离合器扭矩交互阶段之后进入K0增扭使得P2电机转速和发动机转速同步阶段。在该阶段，HCU在识别到发动机的转速和P2电机的转速的差值的绝对值小于第二预设差值时，控制K0离合器增加扭矩，从而实现发动机转速和P2电机转速同步。
之后，进入P2电机转速、发动机转速和变速箱的输入轴的轴速同步阶段。在该阶段，TCU给HCU发送快速降扭请求，即快降请求，该请求用于指示HCU降低P2电机的调速扭矩。HCU根据该请求控制P2电机降低调速扭矩，使P2电机转速下降，进而实现P2电机的转速、发动机的转速和变速箱的输入轴的轴速达到同步，完成换挡动态启动过程。
可选地，本发明实施例提供的上述方法适用于P2架构混合动力车辆。
本发明实施例首先在车辆的启动类型为换档动态启动时，控制变速箱内的离合器降扭，并调节P2电机的用于建立滑差的调速扭矩，以使P2电机的转速与目标转速的差值的绝对值小于第一预设差值；然后控制发动机的转速达到第一预设转速，并在发动机的转速达到第一预设转速时，向发动机发送喷油点火命令；接着确定滑差退出时刻，并在滑差退出时刻，控制P2电机退出用于建立滑差的调速扭矩，以及控制变速箱内的离合器进行回扭动作；最后控制P2电机的转速、发动机的转速和变速箱的输入轴的轴速达到同步，以完成换档动态启动。本发明实施例可以有效解决现有技术导致发动机转速偏高，在低车速下整车NVH性能较差的问题，可以提升整车NVH性能。同时，可以进一步完善发动机启停控制策略，使得发动机启停控制策略更加完善且可靠。
应理解，上述实施例中各步骤的序号的大小并不意味着执行顺序的先后，各过程的执行顺序应以其功能和内在逻辑确定，而不应对本发明实施例的实施过程构成任何限定。
对应于上述车辆发动机启动与换档协调控制方法，本发明一实施例还提供了一种车辆发动机启动与换档协调控制装置，具有与上述车辆发动机启动与换档协调控制方法同样的有益效果。图3是本发明一实施例提供的车辆发动机启动与换档协调控制装置的示意框图，为了便于说明，仅示出与本发明实施例相关的部分。
在本发明实施例中，车辆发动机启动与换档协调控制装置30可以包括滑差建立模块301、调速模块302、滑差退出模块303和速度同步模块304。
其中，滑差建立模块301，用于若车辆的启动类型为换档动态启动，则控制变速箱内的离合器降扭，并调节P2电机的用于建立滑差的调速扭矩，以使P2电机的转速与目标转速的差值的绝对值小于第一预设差值；其中，换档动态启动为在控制发动机启动的同时进行换档动作；
调速模块302，用于控制发动机的转速达到第一预设转速，并在发动机的转速达到第一预设转速时，向发动机发送喷油点火命令；
滑差退出模块303，用于确定滑差退出时刻，并在滑差退出时刻，控制P2电机退出用于建立滑差的调速扭矩，以及控制变速箱内的离合器进行回扭动作；
速度同步模块304，用于控制P2电机的转速、发动机的转速和变速箱的输入轴的轴速达到同步，以完成换档动态启动。
可选地，滑差建立模块301还可以用于：
获取P2电机的驱动扭矩，并将驱动扭矩发送至TCU，以使TCU根据驱动扭矩控制变速箱内的离合器降扭。
可选地，滑差建立模块301还可以用于：
获取目标滑差，并调节P2电机的调速扭矩，以使P2电机的滑差达到目标滑差。
可选地，调速模块302还可以用于：
控制K0离合器和P2电机分别进行增扭，以使发动机的转速达到第一预设转速。
可选地，滑差退出模块303还可以用于：
监测发动机的转速和K0离合器的扭矩；
将发动机的转速大于或等于第二预设转速，且，K0离合器的扭矩小于或等于预设扭矩的时刻确定为滑差退出时刻。
可选地，速度同步模块304还可以用于：
当发动机的转速和P2电机的转速的差值的绝对值小于第二预设差值时，控制K0离合器增扭，以使发动机的转速和P2电机的转速同步；
控制P2电机降低调速扭矩，以使P2电机的转速、发动机的转速和变速箱的输入轴的轴速达到同步。
可选地，速度同步模块304还可以用于：
接收TCU发送的快速降扭请求，并根据快速降扭请求控制P2电机降低调速扭矩。
所属领域的技术人员可以清楚地了解到，为了描述的方便和简洁，仅以上述各功能单元、模块的划分进行举例说明，实际应用中，可以根据需要而将上述功能分配由不同的功能单元、模块完成，即将所述车辆发动机启动与换档协调控制装置的内部结构划分成不同的功能单元或模块，以完成以上描述的全部或者部分功能。实施例中的各功能单元、模块可以集成在一个处理单元中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个单元中，上述集成的单元既可以采用硬件的形式实现，也可以采用软件功能单元的形式实现。另外，各功能单元、模块的具体名称也只是为了便于相互区分，并不用于限制本申请的保护范围。上述装置中单元、模块的具体工作过程，可以参考前述方法实施例中的对应过程，在此不再赘述。
图4是本发明一实施例提供的终端设备的示意框图。如图4所示，该实施例的终端设备40包括：一个或多个处理器401、存储器402以及存储在所述存储器402中并可在所述处理器401上运行的计算机程序403。所述处理器401执行所述计算机程序403时实现上述各个车辆发动机启动与换档协调控制方法实施例中的步骤，例如图1所示的步骤S101至S104。或者，所述处理器401执行所述计算机程序403时实现上述车辆发动机启动与换档协调控制装置实施例中各模块/单元的功能，例如图3所示模块301至304的功能。
示例性地，所述计算机程序403可以被分割成一个或多个模块/单元，所述一个或者多个模块/单元被存储在所述存储器402中，并由所述处理器401执行，以完成本申请。所述一个或多个模块/单元可以是能够完成特定功能的一系列计算机程序指令段，该指令段用于描述所述计算机程序403在所述终端设备40中的执行过程。例如，所述计算机程序403可以被分割成滑差建立模块、调速模块、滑差退出模块和速度同步模块，各模块具体功能如下：
滑差建立模块，用于若车辆的启动类型为换档动态启动，则控制变速箱内的离合器降扭，并调节P2电机的用于建立滑差的调速扭矩，以使P2电机的转速与目标转速的差值的绝对值小于第一预设差值；其中，换档动态启动为在控制发动机启动的同时进行换档动作；
调速模块，用于控制发动机的转速达到第一预设转速，并在发动机的转速达到第一预设转速时，向发动机发送喷油点火命令；
滑差退出模块，用于确定滑差退出时刻，并在滑差退出时刻，控制P2电机退出用于建立滑差的调速扭矩，以及控制变速箱内的离合器进行回扭动作；
速度同步模块，用于控制P2电机的转速、发动机的转速和变速箱的输入轴的轴速达到同步，以完成换档动态启动。
其它模块或者单元可参照图3所示的实施例中的描述，在此不再赘述。
所述终端设备40可以是上述HCU，还可以是桌上型计算机、笔记本、掌上电脑及云端服务器等计算设备。所述终端设备40包括但不仅限于处理器401、存储器402。本领域技术人员可以理解，图4仅仅是终端设备40的一个示例，并不构成对终端设备40的限定，可以包括比图示更多或更少的部件，或者组合某些部件，或者不同的部件，例如所述终端设备40还可以包括输入设备、输出设备、网络接入设备、总线等。
所述处理器401可以是中央处理单元(Central Processing Unit，CPU)，还可以是其他通用处理器、数字信号处理器(Digital Signal Processor，DSP)、专用集成电路(Application Specific Integrated Circuit，ASIC)、现场可编程门阵列(Field-Programmable Gate Array，FPGA)或者其他可编程逻辑器件、分立门或者晶体管逻辑器件、分立硬件组件等。通用处理器可以是微处理器或者该处理器也可以是任何常规的处理器等。
所述存储器402可以是所述终端设备40的内部存储单元，例如终端设备40的硬盘或内存。所述存储器402也可以是所述终端设备40的外部存储设备，例如所述终端设备40上配备的插接式硬盘，智能存储卡(Smart Media Card,SMC)，安全数字(Secure Digital,SD)卡，闪存卡(Flash Card)等。进一步地，所述存储器402还可以既包括终端设备40的内部存储单元也包括外部存储设备。所述存储器402用于存储所述计算机程序403以及所述终端设备40所需的其他程序和数据。所述存储器402还可以用于暂时地存储已经输出或者将要输出的数据。
在上述实施例中，对各个实施例的描述都各有侧重，某个实施例中没有详述或记载的部分，可以参见其它实施例的相关描述。
本领域普通技术人员可以意识到，结合本文中所公开的实施例描述的各示例的单元及算法步骤，能够以电子硬件、或者计算机软件和电子硬件的结合来实现。这些功能究竟以硬件还是软件方式来执行，取决于技术方案的特定应用和设计约束条件。专业技术人员可以对每个特定的应用来使用不同方法来实现所描述的功能，但是这种实现不应认为超出本申请的范围。
在本申请所提供的实施例中，应该理解到，所揭露的车辆发动机启动与换档协调控制装置和方法，可以通过其它的方式实现。例如，以上所描述的车辆发动机启动与换档协调控制装置实施例仅仅是示意性的，例如，所述模块或单元的划分，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式，例如多个单元或组件可以结合或者可以集成到另一个***，或一些特征可以忽略，或不执行。另一点，所显示或讨论的相互之间的耦合或直接耦合或通讯连接可以是通过一些接口，装置或单元的间接耦合或通讯连接，可以是电性，机械或其它的形式。
所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部单元来实现本实施例方案的目的。
另外，在本申请各个实施例中的各功能单元可以集成在一个处理单元中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个单元中。上述集成的单元既可以采用硬件的形式实现，也可以采用软件功能单元的形式实现。
所述集成的模块/单元如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储介质中。基于这样的理解，本申请实现上述实施例方法中的全部或部分流程，也可以通过计算机程序来指令相关的硬件来完成，所述的计算机程序可存储于一计算机可读存储介质中，该计算机程序在被处理器执行时，可实现上述各个方法实施例的步骤。其中，所述计算机程序包括计算机程序代码，所述计算机程序代码可以为源代码形式、对象代码形式、可执行文件或某些中间形式等。所述计算机可读介质可以包括：能够携带所述计算机程序代码的任何实体或装置、记录介质、U盘、移动硬盘、磁碟、光盘、计算机存储器、只读存储器(ROM，Read-Only Memory)、随机存取存储器(RAM，Random Access Memory)、电载波信号、电信信号以及软件分发介质等。需要说明的是，所述计算机可读介质包含的内容可以根据司法管辖区内立法和专利实践的要求进行适当的增减，例如在某些司法管辖区，根据立法和专利实践，计算机可读介质不包括是电载波信号和电信信号。
以上所述实施例仅用以说明本申请的技术方案，而非对其限制；尽管参照前述实施例对本申请进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本申请各实施例技术方案的精神和范围，均应包含在本申请的保护范围之内。

Claims (10)

1.一种车辆发动机启动与换档协调控制方法，其特征在于，包括：
若车辆的启动类型为换档动态启动，则控制变速箱内的离合器降扭，并调节P2电机的用于建立滑差的调速扭矩，以使所述P2电机的转速与目标转速的差值的绝对值小于第一预设差值；其中，所述换档动态启动为在控制所述发动机启动的同时进行换档动作；
控制所述发动机的转速达到第一预设转速，并在所述发动机的转速达到第一预设转速时，向所述发动机发送喷油点火命令；
确定滑差退出时刻，并在所述滑差退出时刻，控制所述P2电机退出所述用于建立滑差的调速扭矩，以及控制所述变速箱内的离合器进行回扭动作；
控制所述P2电机的转速、所述发动机的转速和所述变速箱的输入轴的轴速达到同步，以完成所述换档动态启动。
2.根据权利要求1所述的车辆发动机启动与换档协调控制方法，其特征在于，所述控制变速箱内的离合器降扭，包括：
获取所述P2电机的驱动扭矩，并将所述驱动扭矩发送至TCU，以使所述TCU根据所述驱动扭矩控制变速箱内的离合器降扭。
3.根据权利要求1所述的车辆发动机启动与换档协调控制方法，其特征在于，所述调节P2电机的用于建立滑差的调速扭矩，包括：
获取目标滑差，并调节所述P2电机的调速扭矩，以使所述P2电机的滑差达到所述目标滑差。
4.根据权利要求1所述的车辆发动机启动与换档协调控制方法，其特征在于，所述控制所述发动机的转速达到第一预设转速，包括：
控制K0离合器和所述P2电机分别进行增扭，以使所述发动机的转速达到第一预设转速。
5.根据权利要求1所述的车辆发动机启动与换档协调控制方法，其特征在于，所述确定滑差退出时刻，包括：
监测所述发动机的转速和K0离合器的扭矩；
将所述发动机的转速大于或等于第二预设转速，且，所述K0离合器的扭矩小于或等于预设扭矩的时刻确定为滑差退出时刻。
6.根据权利要求1至5任一项所述的车辆发动机启动与换档协调控制方法，其特征在于，所述控制所述P2电机的转速、所述发动机的转速和所述变速箱的输入轴的轴速达到同步，包括：
当所述发动机的转速和所述P2电机的转速的差值的绝对值小于第二预设差值时，控制K0离合器增扭，以使所述发动机的转速和所述P2电机的转速同步；
控制所述P2电机降低调速扭矩，以使所述P2电机的转速、所述发动机的转速和所述变速箱的输入轴的轴速达到同步。
7.根据权利要求6所述的车辆发动机启动与换档协调控制方法，其特征在于，所述控制所述P2电机降低调速扭矩，包括：
接收TCU发送的快速降扭请求，并根据所述快速降扭请求控制所述P2电机降低调速扭矩。
8.一种车辆发动机启动与换档协调控制装置，其特征在于，包括：
滑差建立模块，用于若车辆的启动类型为换档动态启动，则控制变速箱内的离合器降扭，并调节P2电机的用于建立滑差的调速扭矩，以使所述P2电机的转速与目标转速的差值的绝对值小于第一预设差值；其中，所述换档动态启动为在控制所述发动机启动的同时进行换档动作；
调速模块，用于控制所述发动机的转速达到第一预设转速，并在所述发动机的转速达到第一预设转速时，向所述发动机发送喷油点火命令；
滑差退出模块，用于确定滑差退出时刻，并在所述滑差退出时刻，控制所述P2电机退出所述用于建立滑差的调速扭矩，以及控制所述变速箱内的离合器进行回扭动作；
速度同步模块，用于控制所述P2电机的转速、所述发动机的转速和所述变速箱的输入轴的轴速达到同步，以完成所述换档动态启动。
9.一种终端设备，包括存储器、处理器以及存储在所述存储器中并可在所述处理器上运行的计算机程序，其特征在于，所述处理器执行所述计算机程序时实现如权利要求1至7任一项所述车辆发动机启动与换档协调控制方法的步骤。
10.一种计算机可读存储介质，其特征在于，所述计算机可读存储介质存储有计算机程序，所述计算机程序被一个或多个处理器执行时实现如权利要求1至7任一项所述车辆发动机启动与换档协调控制方法的步骤。
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