CN118061977A - 混合动力车辆及该混合动力车辆的驱动控制方法 - Google Patents
混合动力车辆及该混合动力车辆的驱动控制方法 Download PDFInfo
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- CN118061977A CN118061977A CN202310569891.1A CN202310569891A CN118061977A CN 118061977 A CN118061977 A CN 118061977A CN 202310569891 A CN202310569891 A CN 202310569891A CN 118061977 A CN118061977 A CN 118061977A
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Classifications
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- F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
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Abstract
本公开提供一种混合动力车辆及该混合动力车辆的驱动控制方法,该混合动力车辆在需要发动机起动时控制燃料喷射时间点,从而提高燃料效率。该混合动力车辆的驱动控制方法可以包括:当存在发动机起动请求并且控制进入条件得到满足时,抑制发动机喷射;在发动机喷射被抑制的情况下,当喷射允许条件得到满足时,执行发动机喷射;以及通过直接连接到发动机的第一马达,与发动机喷射一起执行反作用力控制。
Description
技术领域
本公开涉及一种混合动力车辆及该混合动力车辆的驱动控制方法,该混合动力车辆可以在需要发动机起动时控制燃料喷射时间点,从而提高燃料效率。
背景技术
本节中的陈述仅提供与本公开相关的背景信息,可能不构成现有技术。
最近,由于对环境保护的高度重视,以电动马达为动力的环保型车辆越来越受欢迎。环保型车辆也被称为电气化车辆。混合动力车辆(HEV)和电动车辆(EV)是环保型车辆的代表。
环保型车辆中的混合动力车辆可以根据驾驶情况,通过选择性地驱动发动机和马达来实现高效率。这种混合动力车辆可以根据动力***(powertrain)的连接关系被分为各种类型。例如,安装有变速器的电驱动(Transmission Mounted Electric Drive,TMED)型是一种配备有动力***的混合动力车辆,该动力***的特征在于发动机离合器设置在发动机和马达之间,驱动马达连接到变速器的输入侧。TMED型混合动力车辆配备有混合起动发电机(HSG),HSG转动发动机的曲轴以起动发动机或收集发动机的动能,并且HSG和发动机通常通过皮带连接。
通常,当TMED型混合动力车辆需要起动发动机时,在发动机离合器断开的情况下,通过混合起动发电机(HSG)将发动机的每分钟转数(RPM)提高到预定水平,然后喷射燃料,从而起动发动机。此后,当发动机的实际RPM和用于接合发动机离合器的目标RPM之间的差值收敛在预定水平内时,发动机离合器接合。然而,如上所述,由于混合起动发电机和发动机通过皮带连接,所以当混合起动发电机的扭矩被传递时,皮带的阻尼力会发挥作用。因此,在使用混合起动发电机通过燃料喷射来控制发动机的扭矩变化方面存在限制,因此当发动机起动时可能产生振动。特别地,当在发动机离合器接合的情况下通过燃料喷射产生这种振动时,振动被传递到传动***(drivetrain),因此驾驶员可能会感到断油(disconnection)。因此,在一般的混合动力车辆中需要起动发动机时,燃料喷射时间点受到限制,使得在发动机离合器接合之前开始将燃料注入发动机中,因此,即使在来自发动机的动力传递到轮轴之前也消耗燃料,即存在非驱动燃料损失。
发明内容
本公开的目的是提供一种混合动力车辆及该混合动力车辆的驱动控制方法,该混合动力车辆可以在需要发动机起动时控制燃料喷射时间点,从而提高燃料效率。
本公开中要实现的技术主题不限于上述技术问题,本领域技术人员将从以下说明中清楚地理解此处未说明的其他技术主题。
用于实现目的的根据本公开的实施例的一种混合动力车辆的驱动控制方法包括:当存在发动机起动请求并且控制进入条件得到满足时,抑制发动机喷射;在发动机喷射被抑制的情况下,当喷射允许条件得到满足时,执行发动机喷射;以及通过直接连接到发动机的第一马达,与发动机喷射一起执行反作用力控制。
在一个实施例中,控制进入条件可以包括换挡(shift)条件、动力***模式条件和电池的充电状态(SOC)条件。
当换挡条件、动力***模式条件和SOC条件全部得到满足时,控制进入条件可以得到满足。
换挡条件可以在预设的换挡阶段和换挡挡位(class)中得到满足,当目标动力***模式是将来自发动机的动力传递到车轮的模式时,动力***模式条件可以得到满足,并且当目前的SOC超过预设的参考SOC时,SOC条件可以得到满足。
喷射允许条件可以包括发动机RPM条件、马达RPM条件和设置在发动机与第二马达之间的发动机离合器的状态条件。
当发动机RPM条件、马达RPM条件和发动机离合器的状态条件中的至少一个得到满足时,喷射允许条件可以得到满足。
当发动机的RPM接近控制目标RPM时,发动机RPM条件可以得到满足,当第一马达的RPM大于预设的RPM时,马达RPM条件可以得到满足,并且当发动机离合器处于锁止状态时,发动机离合器的状态条件可以得到满足。
在一个实施例中,该方法可以进一步包括:在反作用力控制之后,将第一马达的操作点控制到先前的操作点,反作用力控制可以持续预设时间。
在一个实施例中,执行发动机喷射可以包括:当喷射允许条件得到满足时,关闭喷射抑制。
根据实施例的一种混合动力车辆包括:第一马达;发动机,直接连接到第一马达;第二马达,直接连接到变速器的输入侧;发动机离合器,被配置为选择性地将发动机和第二马达彼此连接;以及控制单元,被配置为当存在发动机起动请求并且控制进入条件得到满足时,抑制发动机喷射,在发动机喷射被抑制的情况下,当喷射允许条件得到满足时,允许发动机喷射,并且通过第一马达,与发动机喷射一起执行反作用力控制。
控制进入条件可以包括换挡条件、动力***模式条件和电池的充电状态(SOC)条件。
当换挡条件、动力***模式条件和SOC条件全部得到满足时,控制单元可以确定控制进入条件得到满足。
换挡条件可以在预设的换挡阶段和换挡挡位中得到满足,当目标动力***模式是将来自发动机的动力传递到车轮的模式时,动力***模式条件可以得到满足,并且当目前的SOC超过预设的参考SOC时,SOC条件可以得到满足。
喷射允许条件可以包括发动机RPM条件、马达RPM条件和发动机离合器的状态条件。
例如,当发动机RPM条件、马达RPM条件和发动机离合器的状态条件中的至少一个得到满足时,控制单元可以确定喷射允许条件得到满足。
在一个实施例中,当发动机的RPM接近控制目标RPM时,发动机RPM条件可以得到满足,当第一马达的RPM大于预设的RPM时,马达RPM条件可以得到满足,并且当发动机离合器处于锁止状态时,发动机离合器的状态条件可以得到满足。
在一个实施例中,控制单元可以控制反作用力控制持续预设时间,并且可以在反作用力控制之后,将第一马达的操作点控制到先前的操作点。
在一个实施例中,控制单元可以当喷射允许条件得到满足时,关闭喷射抑制。
根据上述本公开的各个实施例,在请求发动机起动时,优先于发动机离合器的接合来限制燃料喷射时间点,因此提高了燃料效率。
此外,因为对由燃料喷射产生的发动机扭矩的反作用力控制是通过直接连接到发动机的第一马达来执行的,因此可以减少断油并且可以提高驾驶性能。
本公开可以获得的效果并不限于上述效果,本领域技术人员可以从以下描述中清楚地理解其他效果。
附图说明
本说明书的附图示出一些实施例,并与以下具体实施方式一起有助于使本公开易于理解,因此本公开不应被解释为限于附图。
图1示意性地示出根据本公开的实施例的混合动力车辆的动力***的配置;
图2示意性地示出根据本公开的实施例的混合动力车辆的控制***的配置;
图3示出根据本公开的实施例的混合动力车辆的动力***(PT)模式;以及
图4是示出根据本公开的实施例的混合动力车辆的发动机起动控制过程的流程图。
具体实施方式
下面参照附图详细描述本公开的实施例,相同或类似的组件被赋予相同的附图标记,而不考虑图的编号,并且不重复描述。在以下描述中用于组件的术语“模块”和“单元”只是为了便于描述而使用,不具有相区别的含义或功能。在以下描述中,如果确定与本公开相关的已知技术的详细描述使本文中描述的实施例的主题不清楚,则省略详细描述。此外,提供附图只是为了易于理解说明书中公开的实施例,说明书中公开的技术精神不受附图的限制,所有的变化、等价方案和替代方案都应被理解为包括在本公开的精神和范围内。
包括诸如“第一”、“第二”等序数的术语可以用于描述各种组件,但组件将不被理解为限于这些术语。这些术语仅用于区分一个组件和另一组件。当本公开的组件、装置、元件等被描述为具有目的或执行操作、功能等时,该组件、装置或元件在本文中应被视为“被配置为”满足该目的或执行该操作或功能。
将理解的是,当一个元件被称为“连接到”或“联接到”另一元件时,一个元件可以直接连接到或直接联接到另一元件,或者在一个元件和另一元件之间插设有其他元件的情况下连接到或联接到另一元件。另一方面,应理解的是,当一个元件被称为“直接连接到”或“直接联接到”另一元件时,一个元件可以在一个元件和另一元件之间未插设有其他元件的情况下连接到或联接到另一元件。
除非上下文另有明确说明,否则单数形式旨在包括复数形式。
将进一步理解的是,本说明书中使用的术语“包括”或“具有”表示存在所述特征、步骤、操作、组件、部件或其组合,但不排除存在或添加一个或多个其他特征、数字、步骤、操作、组件、部件或其组合。
诸如马达控制单元(MCU)和混合控制单元(HCU)的名称中包含的单元或控制单元只是通常用于命名控制车辆的特定功能的控制器的术语,而不是指通用功能单元。例如,每个控制单元可以包括与另一控制单元或传感器通信以控制相应功能的通信装置,存储操作***或逻辑命令和输入/输出信息的存储器,以及执行确定、计算、决定等以控制相应功能的一个或多个处理器。
在描述根据本公开的实施例的当需要发动机起动时控制燃料喷射时间点的方法之前,首先描述可以应用于实施例的混合动力车辆的结构和控制***。
图1示出根据本公开的实施例的混合动力车辆的动力***的配置的示例。
参照图1,示出了包括并联式混合动力***的混合动力车辆的动力***,其中两个马达120和140以及发动机离合器130安装在发动机(内燃机(ICE))110和变速器150之间。这样的并联式混合动力***也被称为安装有变速器的电驱动(TMED)混合动力***,因为马达140总是连接到变速器150的输入侧。
两个马达120和140中的第一马达120被设置在发动机110和发动机离合器130的第一端之间,并且发动机110的发动机轴和第一马达120的第一马达轴彼此直接连接,由此发动机110的发动机轴和第一马达120的第一马达轴可以总是一起旋转。
第二马达140的第二马达轴的第一端可以连接到发动机离合器130的第二端,第二马达轴的第二端可以连接到变速器150的输入侧。
第二马达140与第一马达120相比具有较大动力,并且可以用作驱动马达。第一马达120可以用作起动马达,当发动机110起动时,起动马达转动发动机110的曲轴,当发动机停止时,起动马达可以通过发电来收集发动机110的旋转能,并且当发动机110操作时,起动马达可以使用来自发动机110的动力来发电。
在具有图1所示的动力***的混合动力车辆中,当驾驶员起动车辆并踩下加速踏板时,在发动机离合器130断开的情况下,第二马达140首先由电池(未示出)的电力驱动。因此,来自第二马达140的动力被传递到变速器150和主减速器(FD)160,从而使车轮旋转(即,EV模式)。当车辆逐渐加速时需要更大的驱动力时,第一马达120操作并且可以转动发动机110的曲轴。
当发动机110起动后,发动机110和第二马达140之间的转速差值进入预定范围内时,发动机离合器130最终接合,发动机110和第二马达140一起旋转(即,从EV模式转变为HEV模式)。因此,通过扭矩混合,第二马达140的动力减小,发动机110的动力增大,从而能够满足驾驶员要求的扭矩。在HEV模式下,发动机110可以满足要求的扭矩中的大部分,并且发动机扭矩和要求的扭矩之间的差值可以由第一马达120和第二马达140中的至少一个补偿。例如,考虑到发动机110的效率,当发动机110输出的扭矩大于要求的扭矩时,第一马达120或第二马达140通过发动机扭矩的剩余部分来发电。然而,当发动机扭矩小于要求的扭矩时,第一马达120和第二马达140中的至少一个可以由于不足而输出扭矩。
当诸如车辆减速的预定的发动机停止条件得到满足时,发动机离合器130断开,发动机110停止(即,从HEV模式转变为EV模式)。在减速时,第二马达140利用车轮的驱动力对电池充电,这被称为制动能量再生或再生制动。
通常,变速器150可以是非连续可变变速器或多盘离合器,例如,双离合器变速器(DCT)。
图2示出根据本公开的实施例的混合动力车辆的控制***的配置的示例。
参照图2,在可以应用本公开的实施例的混合动力车辆中,发动机控制单元210可以控制内燃机110,第一马达120和第二马达140的扭矩可以由马达控制单元(MCU)220控制,离合器控制单元230可以控制发动机离合器130。发动机控制单元210可以被称为发动机管理***(EMS)。变速器控制单元250控制变速器150。
马达控制单元220可以基于马达120和140中的每一个的马达角度、相位电压、相位电流、要求的扭矩等,使用脉宽调制(PWM)类型的控制信号来控制栅极驱动单元(未示出),并且栅极驱动单元可以控制驱动马达120和140中的每一个的逆变器(未示出)。
这些控制单元连接到作为上层控制单元控制包括模式转变过程的整个动力***的混合控制单元(HCU)240,从而能够向混合控制单元240提供驾驶模式转变、用于换挡时控制发动机离合器的信息、和/或用于使发动机停止的信息,或者在混合控制单元240的控制下根据控制信号执行操作。
例如,混合控制单元240根据车辆的驾驶状态确定是否切换EV模式和HEV模式或CD模式和CS模式(在PHEV中)。为此,混合控制单元确定断开发动机离合器130的时间点,并在发动机离合器130断开时执行液压控制。混合控制单元240可以确定发动机离合器130的状态(锁止、滑动、断开等),并可以控制停止发动机110的燃料喷射的时间点。混合控制单元可以通过将用于控制第一马达120的扭矩的扭矩指令传输到马达控制单元220来控制发动机停止,从而控制收集发动机的旋转能。为了满足要求的扭矩,混合控制单元240可以确定驱动源110、120和140的状态,确定驱动源110、120和140应分别承担的要求的驱动力,并将扭矩指令传输到控制驱动源的控制单元210和220。
当然,对于本领域技术人员来说显而易见的是,上述控制单元的连接关系和控制单元的功能/区别仅为示例,并且不限于名称。例如,混合控制单元240可以被实现为使相应功能由其他控制单元中的任何一个替代和提供,或者相应功能可以由其他控制单元中的两个或更多个分别提供。
参照图1和图2描述的配置只是混合动力车辆的示例性配置,对于本领域技术人员来说将显而易见的是,可以应用本公开的实施例的混合动力车辆不限于上述结构。
下面描述根据本公开的实施例的当需要发动机起动时的燃料喷射时间点控制。
在上面参照图1描述的动力***中,当喷射燃料时,在没有特定阻尼因素(例如,皮带)的情况下,通过直接连接到发动机110的第一马达120可以进行与发动机扭矩相对应的反作用力控制。因此,当通过第一马达120适当地执行反作用力控制时,即使通过燃料喷射(以下称为“喷射”)的扭矩被传递到传动***,断油的可能性也很低,因此燃料喷射不必一定在发动机离合器接合之前执行。因此,本公开提出当存在发动机起动请求时,抑制喷射直到预定的喷射允许条件得到满足,然后,当该条件得到满足时,关闭抑制(即,允许喷射)并使用第一马达120执行与喷射相对应的反作用力控制。参照图3和图4描述详细的控制过程和条件。
图3示出根据本公开的实施例的混合动力车辆的动力***(PT)模式。在图3所示的图中,横轴是时间,纵轴是每个控制条件或驱动源的状态。
参照图3,根据实施例的混合动力车辆的动力***(PT)模式处于EV模式。在EV模式下,发动机110关闭并且发动机离合器130断开(即,Clt控制阶段:断开)。动力***模式可以指基于混合动力车辆的驾驶情况确定的混合动力***的控制模式。
在EV模式下,由于驾驶员要求的扭矩增加等,在混合控制单元240将部分负载HEV模式确定为目标动力***模式的时间点激活发动机起动请求(Crank Request),并且可以设置喷射抑制以调整喷射时间点。部分负载HEV模式可以指将发动机110的空燃比λ控制在特定值(例如,1)并将制动燃料消耗率(Brake specific fuel consumption,BSFC)控制在最佳操作点。然而,这种情况只是示例,任何情况都不受限制,只要需要将发动机110从停止状态转变为起动状态。马达控制单元220对第一马达120的扭矩控制(MCU P1 Tq Control)可以通过发动机起动请求(Crank Request)的激活来激活。因此,第一马达120的扭矩(P1Tq)增加,并且发动机RPM(Eng RPM)增加。然而,由于喷射抑制,在当前时间点310不执行喷射。此外,当执行部分负载HEV模式时,发动机离合器控制阶段(Clt Control Phase)也可以从断开状态转变为锁止状态。
此后,混合控制单元240在确定预设的喷射允许条件得到满足的时间点320关闭喷射抑制(Injection Inhibit OFF)并激活喷射允许(Injection Enable)。因此,发动机控制单元210开始向发动机110中喷射燃料,马达控制单元220开始反作用力控制(P1 ReactionForce Ctrl)以减小由于在发动机110处产生的扭矩而引起的反作用力。预设的喷射允许条件可以包括发动机转速同步水平、马达转速和发动机离合器的状态中的至少一个。下面参照图4描述更详细的喷射允许条件。
此后,混合控制单元240可以在确定发动机110起动已经完成(Firing Complete)的时间点330关闭发动机起动请求(Crank Request),并且可以在经过预定时间之后停止通过第一马达120的反作用力控制(P1 Reaction Force Ctrl)。在这种情况下,第一马达120可以由默认的控制逻辑控制,例如,返回先前的操作点等。
当执行上述发动机起动控制时,喷射时间点不限于发动机离合器130接合之前,因此可以防止不必要的燃料消耗。通过第一马达120的反作用力控制,减少了点火不正常现象,并且由于喷射是在比主要集中在低RPM区域的发动机的怠速区域更高的RPM下进行的,因此可以防止由于怠速引起的点火不正常现象。
上述根据实施例的发动机起动控制过程被整理在图4的流程图中。
图4是示出根据本公开的实施例的混合动力车辆的发动机起动控制过程的流程图。
参照图4,混合控制单元240确定是否生成发动机起动请求(Crank Request)(S410)。当由于要求的扭矩/要求的动力增加而需要来自发动机110的动力时,当需要升高空调***中的冷却水的温度时,当需要用来自发动机110的动力对电池充电时等,可能需要发动机起动请求,但这些都是示例,本公开不一定限于此。
当存在发动机起动请求(S410中为“是”)时,混合控制单元240可以确定预设的控制进入条件是否得到满足(S420)。
预设的控制进入条件可以包括换挡条件、动力***模式条件、电池的充电状态(SOC)条件。
首先,换挡条件可以是防止在特定的换挡阶段或换挡挡位中同时执行换挡控制和喷射时产生断油的问题的条件。换挡阶段用于区分换挡控制的步骤,其中为每个控制步骤定义了变速器液压和扭矩控制方法。例如,换挡阶段可以包括扭矩阶段和惯性阶段,但不一定限于此。换挡挡位是指换挡的类型,并且可以基于是否操作踏板以及升挡/降挡进行区分。例如,在换挡挡位中,用于加速的升挡可以被称为动力升挡(power-on upshift)(或正驱动升挡(forward drive upshift)),当加速踏板被释放时的升挡可以被称为无动力升挡(power-off upshift),但本公开不一定限于此。
如上所述,换挡阶段和换挡挡位可以被定义为各种类型,因此本领域技术人员可以根据动力***的特征适当地确定换挡阶段和换挡挡位,使得在与由于喷射而产生断油的阶段和挡位不对应的情况下满足换挡条件。
动力***模式条件可以是用于根据每个驱动源是否操作或发动机离合器130是否接合选择是否进入根据实施例的喷射控制的条件。例如,当目标动力***模式是用于串联充电的HEV模式时,在发动机离合器130断开的情况下,发动机110被驱动以通过第一马达120发电,因此通过喷射的反作用力不会传递到传动***。因此,几乎没有必要进入根据实施例的喷射控制。然而,当目标动力***模式是来自发动机110的动力被传递到车轮的部分负载HEV模式或全负载HEV模式时,发动机离合器130应接合,因此当根据实施例的喷射控制被应用时,由于通过第一马达120在喷射中应用了反作用力控制,因此非驱动燃料损失减少并且可以减少断油。
只有当确保SOC超过预定水平时满足SOC条件并且进入根据实施例的喷射控制,因为使用第一马达120控制发动机110的转速,直到喷射时间点。满足SOC条件的SOC水平可以通过测试在每种车辆中进行设置,但这仅是示例,本公开并不限于此。
当即使上述三个条件中的任何一个未得到满足(S420中为否)时,可以执行通常的默认喷射控制(即,可以在发动机离合器接合之前执行喷射)(S480)。
当预设的控制进入条件全部得到满足(S420中为“是”)时,混合控制单元240可以通过激活喷射抑制(Injection Inhibit)来推迟喷射时间点(S430)。换言之,在喷射抑制被激活时,发动机控制单元210不对发动机110执行喷射。
此后,混合控制单元240可以确定喷射允许条件是否得到满足(S440)。喷射允许条件可以包括发动机RPM条件、马达RPM条件和发动机离合器的接合条件中的至少一个。
当发动机的RPM在预定水平内接近发动机110的控制目标RPM时,发动机RPM条件可以得到满足。
当马达120的RPM大于预设的RPM时,马达RPM条件可以得到满足。这是因为只有当马达RPM大于预定水平时,发动机离合器130才可以接合,发动机扭矩才可以正常输出,并且可以避免在发动机喷射中产生不平稳的RPM周期范围(例如,共振周期范围)。
当发动机离合器130在锁止状态下接合时,发动机离合器的接合条件可以得到满足。这是因为当在锁止状态下不执行发动机喷射时,即使驾驶员有加速的意图,加速也可能延迟。
当即使这些条件中的任何一个得到满足时,混合控制单元240确定喷射允许条件得到满足(S440中为“是”),从而能够关闭喷射抑制,允许喷射(Injection Enable),并且使用通过第一马达的反作用力控制来减小由于喷射启动而引起的起动不平稳(S450)。通过使用这种方法,第一马达能够更平稳地起动和停止,从而减少了喷射启动时可能发生的断油。
反作用力控制可以被执行,直到达到参考时间为止(S460)。参考时间可以根据执行喷射时每个发动机保持振动的持续时间来确定,并且可以在100ms左右,但这仅是示例,本公开并不限于此。
当执行反作用力控制超过参考时间(S460中为“是”)时,混合控制单元240可以将第一马达的操作点返回到先前的操作点(S470)。先前的操作点可以指根据通常驾驶情况而不考虑与喷射相对应的反作用力控制的操作点。
根据上述根据实施例的喷射控制方法,具有如下效果。
首先,在常见的混合动力车辆中,当发动机喷射启动时可能会出现断油,因此,在发动机离合器断开的情况下,在相对较低的发动机RPM下执行喷射,以不影响传动***。这是因为由于HSG皮带对扭矩响应性的限制,所以限制了利用HSG扭矩对发动机点火时的断油的反作用力控制。
然而,在根据实施例的混合动力车辆中,由于第一马达120和发动机110直接连接,因此可以在没有特定阻尼组件的情况下进行反作用扭矩控制,从而可以防止断油。因此,即使来自发动机的扭矩可以被传递到传动***,也可以稳定地减弱由于喷射启动而导致的断油,因此可以延迟喷射时间点,而不管发动机离合器130的状态如何。因此,在发动机RPM收敛到目标RPM之前不执行喷射,因此可以减少非驱动燃料损失。
此外,当发动机起动时,根据喷射的RPM峰值降低,因此可以减少同步发动机离合器速度的时间。
此外,由于喷射时间点被延迟,并且喷射在相对高的RPM下执行,因此可以避免低RPM期间存在的共振周期范围,从而可以进一步减少由于喷射启动而导致的断油。
本公开可以作为程序记录介质上的计算机可读代码来实现。计算机可读介质包括保存可以由计算机***读取的数据的各种记录设备。例如,计算机可读介质可以是HDD(硬盘驱动器)、SSD(固态硬盘)、SDD(硅盘驱动器)、ROM、RAM、CD-ROM、磁带、软盘和光学数据存储装置。因此,详细描述不应被理解为在所有方面都受到限制,而应被理解为示例。本公开的范围应通过对权利要求的合理分析来确定,在本公开的等效范围内的所有变化都包括在本公开的范围内。
尽管参照附图所示的特定实施例对本公开进行了描述,但对本领域技术人员来说显而易见的是,可以在不脱离所附权利要求中描述的本公开的范围的情况下以各种方式改变和修改本公开。
Claims (19)
1.一种混合动力车辆的驱动控制方法,所述方法包括:
当存在发动机起动请求并且控制进入条件得到满足时,抑制发动机喷射;
在所述发动机喷射被抑制的情况下,当喷射允许条件得到满足时,执行所述发动机喷射;以及
通过直接连接到发动机的第一马达,与所述发动机喷射一起执行反作用力控制。
2.根据权利要求1所述的方法,其中,
所述控制进入条件包括换挡条件、动力***模式条件和电池的充电状态条件即电池的SOC条件。
3.根据权利要求2所述的方法,其中,
当所述换挡条件、所述动力***模式条件和所述SOC条件全部得到满足时,所述控制进入条件得到满足。
4.根据权利要求2所述的方法,其中,
所述换挡条件在预设的换挡阶段和换挡挡位中得到满足,
当目标动力***模式是将来自所述发动机的动力传递到车轮的模式时,所述动力***模式条件得到满足,并且
当目前的SOC超过预设的参考SOC时,所述SOC条件得到满足。
5.根据权利要求1所述的方法,其中,
所述喷射允许条件包括发动机每分钟转数条件即发动机RPM条件、马达RPM条件和设置在所述发动机与第二马达之间的发动机离合器的状态条件。
6.根据权利要求5所述的方法,其中,
当所述发动机RPM条件、所述马达RPM条件和所述发动机离合器的状态条件中的至少一个得到满足时,所述喷射允许条件得到满足。
7.根据权利要求5所述的方法,其中,
当所述发动机的RPM接近控制目标RPM时,所述发动机RPM条件得到满足,
当所述第一马达的RPM大于预设的RPM时,所述马达RPM条件得到满足,并且
当所述发动机离合器处于锁止状态时,所述发动机离合器的状态条件得到满足。
8.根据权利要求1所述的方法,进一步包括:
在所述反作用力控制之后,将所述第一马达的操作点控制到先前的操作点,
其中所述反作用力控制持续预设时间。
9.根据权利要求1所述的方法,其中,
执行所述发动机喷射包括:
当所述喷射允许条件得到满足时,关闭所述喷射抑制。
10.一种非暂时性计算机可读记录介质,所述非暂时性计算机可读记录介质上记录有程序,所述程序指示处理器执行以下动作:
当存在发动机起动请求并且控制进入条件得到满足时,抑制发动机喷射;
在所述发动机喷射被抑制的情况下,当喷射允许条件得到满足时,执行所述发动机喷射;以及
通过直接连接到发动机的第一马达,与所述发动机喷射一起执行反作用力控制。
11.一种混合动力车辆,包括:
第一马达;
发动机,直接连接到所述第一马达;
第二马达,直接连接到变速器的输入侧;
发动机离合器,被配置为选择性地将所述发动机和所述第二马达彼此连接;以及
控制单元,被配置为:
当存在发动机起动请求并且控制进入条件得到满足时,抑制发动机喷射,
在所述发动机喷射被抑制的情况下,当喷射允许条件得到满足时,允许所述发动机喷射,并且
通过所述第一马达,与所述发动机喷射一起执行反作用力控制。
12.根据权利要求11所述的混合动力车辆,其中,
所述控制进入条件包括换挡条件、动力***模式条件和电池的充电状态条件即电池的SOC条件。
13.根据权利要求12所述的混合动力车辆,其中,
所述控制单元进一步被配置为:
当所述换挡条件、所述动力***模式条件和所述SOC条件全部得到满足时,确定所述控制进入条件得到满足。
14.根据权利要求12所述的混合动力车辆,其中,
所述换挡条件在预设的换挡阶段和换挡挡位中得到满足,
当目标动力***模式是将来自所述发动机的动力传递到所述混合动力车辆的车轮的模式时,所述动力***模式条件得到满足,并且
当目前的SOC超过预设的参考SOC时,所述SOC条件得到满足。
15.根据权利要求11所述的混合动力车辆,其中,
所述喷射允许条件包括发动机每分钟转数条件即发动机RPM条件、马达RPM条件和所述发动机离合器的状态条件。
16.根据权利要求15所述的混合动力车辆,其中,
所述控制单元被进一步配置为:
当所述发动机RPM条件、所述马达RPM条件和所述发动机离合器的状态条件中的至少一个得到满足时,确定所述喷射允许条件得到满足。
17.根据权利要求15所述的混合动力车辆,其中,
当所述发动机的RPM接近控制目标RPM时,所述发动机RPM条件得到满足,
当所述第一马达的RPM大于预设的RPM时,所述马达RPM条件得到满足,并且
当所述发动机离合器处于锁止状态时,所述发动机离合器的状态条件得到满足。
18.根据权利要求11所述的混合动力车辆,其中,
所述控制单元被进一步配置为:
控制所述反作用力控制持续预设时间,并在所述反作用力控制之后,将所述第一马达的操作点控制到先前的操作点。
19.根据权利要求11所述的混合动力车辆,其中,
所述控制单元被进一步配置为:
当所述喷射允许条件得到满足时,关闭所述喷射抑制。
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