CN101397010B - 混合动力车辆中运转电机以对内燃机产生电动助力的方法 - Google Patents

混合动力车辆中运转电机以对内燃机产生电动助力的方法 Download PDF

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CN101397010B
CN101397010B CN2008101268731A CN200810126873A CN101397010B CN 101397010 B CN101397010 B CN 101397010B CN 2008101268731 A CN2008101268731 A CN 2008101268731A CN 200810126873 A CN200810126873 A CN 200810126873A CN 101397010 B CN101397010 B CN 101397010B
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迪帕克·阿斯瓦尼
马蒂亚斯·克龙
安德鲁·J·西尔韦里
伊哈布·S·索利曼
罗格·利尔维克
丹尼尔·特尔斯曼
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    • 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
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
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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
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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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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Abstract

在由产生扭矩的内燃机和产生扭矩的电机驱动的混合动力电动车辆中，运转电机以产生对发动机的电动助力的方法包括：确定车辆操作者要求的功率大小；确定将在扭矩要求之后的期望时期内对扭矩要求产生响应的发动机的最小功率极限和最大功率极限；使用要求的功率大小、发动机的最小和最大功率极限，确定电动助力的上限和下限，从而在期望时期内提供要求的扭矩；以及运转电机，以提供在所述上限和下限之间的电动助力。

Description

混合动力车辆中运转电机以对内燃机产生电动助力的方法
技术领域
本发明涉及一种动力系包括内燃机(ICE，内燃发动机)的混合动力电动车辆(HEV)。更具体地，本发明涉及一种发动机可为自然吸气式化学计量或稀燃ICE、化学计量或稀燃增压ICE、或化学计量或稀燃涡轮增压ICE的混合动力电动车辆。 
背景技术
混合动力电动车辆(HEV)包括多个扭矩源，以产生司机需要的车轮扭矩。与HEV相关的现有技术考虑了发动机扭矩和功率的限制，但未能考虑除硬件限制(电池、电子设备、和电动机)外的对电辅助功率(electrical supplementary power)的必要限制。对于不同功率源在动态扭矩响应和排放输出二者中的一者或二者与时间的关系方面具有相当大变化(例如在涡轮增压发动机中)的HEV，存在不协调车辆加速度和不协调排放的可能性。由于从多个具有不同特性的功率源产生扭矩所需时间的变化，使得HEV中可能存在这种不协调的车辆加速度和排放。 
在具有直接喷射方案的稀燃发动机中，可以通过在汽油机和柴油机的气缸中加速喷射燃料来减少被称为“涡轮迟滞”的涡轮增压发动机动态响应中的不协调变化。这种在主燃烧喷射后的燃料喷射增加了排气温度，从而将涡轮增压器的速度保持得足够高，以在需要时达到更高的进气歧管压力。然而，这种技术导致了燃料经济性的明显下降和废气排放惩罚。 
当HEV动力系中利用多种发动机配置时，存在消除这种不协调性的需要。例如，在化学计量涡轮增压发动机HEV的应用中，车辆操作者不愿感觉到不协调感知的“涡轮迟滞”。 
发明内容
电动混合动力考虑到一种更好的方法，通过抑制发动机进入状态空间的不期望区域(即，发动机的动态状态)和抑制不期望的运转点(即，发动机的稳态状态条件)，来平衡车辆扭矩响应和燃料经济性与排放之间的协调性。 
在由产生扭矩的内燃机和产生扭矩的电机驱动的混合动力电动车辆中，运转电机以产生对发动机的电动助力(electric powerassist)的方法包括：确定车辆操作者要求的功率大小；确定将在扭矩要求之后的期望时期内对扭矩要求产生响应的发动机的最小功率极限和最大功率极限；使用要求的功率大小、发动机的最小和最大功率极限确定电动助力的上限和下限，从而在期望时期内提供要求的扭矩；以及运转电机，以提供在所述上限和下限之间的电动助力。 
该策略使用了关于扭矩响应和排放的ICE动态限制，以约束提供用于驱动车辆的电动助力的许可量。该策略控制HEV中的可用设备，以减少车辆排放并产生更好的性能和操纵灵活性。 
通过下列的详细描述、权利要求、和附图，优选实施例的应用范围将变得显而易见。应该了解，尽管简要说明了本发明的优选实 施例，但给出的描述和具体实例仅用于说明。对描述的实施例和实例的多种改变和修改对本发明领域技术人员来说将是显而易见的。 
附图说明
参考下列描述并结合附图，本发明将更容易理解，其中： 
图1是化学计量或稀燃自然吸气式发动机的示意图； 
图2是化学计量或稀燃增压发动机的示意图； 
图3是化学计量或稀燃涡轮增压发动机的示意图； 
图4是用于确定化学计量自然吸气式发动机或化学计量增压发动机中的HEV电动助力上限和下限的技术的简图； 
图5是示出与化学计量发动机一起使用的三元发动机废气催化剂(three-way engine exhaust gas catalyst)的排放转换效率的图表； 
图6是定性地示出柴油或稀燃发动机的尾气排放与空燃比(airfuel ratio，空气燃油比)的变化的图表；以及 
图7是混合动力电动车辆的动力系的示意图。 
具体实施方式
首先参考图1，用于HEV的动力系10包括化学计量或稀燃自然吸气式内燃机12(其曲轴14驱动诸如变速器和电机的动力系部件的组合16)和驱动轮18(其通过变速器和电机16可驱动地连接至发动机)。电机可交替地作用为电动机和发电机。蓄电池20通过AC/DC转换器电耦合至电机，从而使得电能从电池传输至电机，并 在车轮18或发动机12驱动发电机时从发电机传输至电池。发动机12包括进气歧管22和排气歧管24，其中，进气歧管将燃料与空气的混合物运载至发动机气缸用于在那里燃烧，排气歧管运载来自气缸的废气和其他燃烧产物。 
图2示出了包括化学计量或稀燃增压内燃机26的HEV动力系。增压器28的转子由皮带可驱动地连接至发动机轴14或由电机驱动，增压器28在其进气口30处吸纳外界空气，在转子旋转时压缩空气，并通过其出口32将压缩后的空气传递至进气歧管22。 
图3示出了包括化学计量或稀燃涡轮增压内燃机34的HEV动力系。涡轮增压器36包括由排出出气歧管24的废气驱动的燃气涡轮38、固定至涡轮的转子轴40、和固定至轴的压缩机42。吸入压缩机42的外界空气被加压并通过入气歧管22传递至发动机气缸。 
化学计量自然吸气式发动机 
在包括自然吸气式内燃机的HEV动力系中，燃料经济性的优化和车轮扭矩的控制可基于所有扭矩源的权限为该扭矩源的速度的固定函数的假定。例如，将由自然吸气式汽油机产生的要求的扭矩(Tq_eng_req)具有最小扭矩能力(Tq_cap_min)和最大扭矩能力(Tq_cap_max)，二者均为发动机速度的函数(w_eng)。 
Tq_cap_min(w_eng)＜Tq_eng_req＜Tq_cap_max(w_eng)(1) 
P_dr_req为车辆操作者要求的、从操作者对油门踏板和刹车踏板的人工控制推断而来的净轮边功率(net wheel power)。 
P_elec_req为补充内燃机产生的功率的净电功率(net electricalpower)。 
要求的功率由电功率源与发动机一起提供。因此， 
P_dr_req＝P_elec_req+P_eng_req 
通过重新整理以上等式，我们可以看到： 
P_elec_req＝P_dr_req-P_eng_req    (2) 
通过定义，很清楚的： 
P_eng_req＝Tq_eng_req*w_eng    (3) 
其中，w_eng为发动机的角速度。 
将(3)和(2)代入(1)，得到电功率P_elec_req的上限和下限： 
P_dr_req-w_eng*Tq_cap_min(w_eng)＞P_elec_req＞P_dr_req-w_eng*Tq_cap_max(w_eng)                                              (4) 
关系式(4)提供了在包括化学计量自然吸气式发动机或化学计量增压发动机的HEV动力系中用来调整燃料经济性的优化和司机要求的车轮扭矩的传递的P_elec_req的基本边界条件或极限。 
图4中示出了使用控制器54确定关系式(4)的技术。最小发动机扭矩极限50和最大发动机扭矩极限52由控制器54通过该控制器可访问的电子存储器确定并根据当前发动机速度56导出，其中，当前发动机速度被作为输入信号58提供给控制器。 
在60处，最小发动机扭矩容量(torque capacity)50与发动机速度相乘，其结果的相反数在求和点62与车辆操作者要求的净轮边功率61P_dr_req相加，从而产生最大电功率极限64，其出现在最小选择器66处。类似地，在68处，最大发动机扭矩极限52与 发动机速度相乘，其结果的相反数在求和点70与车辆操作者要求的净轮边功率61P_dr_req相加，从而产生最小电功率极限72，其出现在最大选择器74处。 
在75处，选择最小电功率硬件极限76和最佳电功率要求78中较大的值并提交至最小选择器79，其输出输入值和最大电硬件极限80中较小的值。基于功率电子设备(power electronics)和电机的电流和电压限制、以及功率电子设备和电机的热量限制，根据经验确定最大和最小电功率硬件极限。 
最大选择器74向最小选择器66输出其两个输入中的较大的值，最小选择器66产生功率极限要求82P_elec_req。 
在求和点84，净轮边功率61减去功率极限要求82，得到发动机功率要求86P_eng_req，其在88处除以当前发动机速度56以产生发动机扭矩要求90Tq_eng_req。 
化学计量涡轮增压发动机 
如图3中所示，尽管由化学计量涡轮增压发动机26产生的要求的发动机扭矩中的小改变在动态扭矩响应中产生了与自然吸气式内燃机12中的延迟相类似的延迟，但是要求的扭矩中的较大改变会导致涡轮增压类型的发动机高达2.5秒的明显延迟。在扭矩要求或使用线性系统术语的特征值的两部分中较慢者之后的两秒内，任意类型内燃机的扭矩响应由两个表示为Tq_cap_min(w_eng)和Tq_cap_max(w_eng)的极限确定，如在参考图4描述的实例中所使用的。涡轮增压发动机26的较快的扭矩响应(即，在扭矩要求或使用线性系统术语的特征值的两部分中较快者之后的两秒内)由两个表示为Tq_cap_min_fast(w_eng，mv_air_charge)和Tq_cap_max_fast(w_eng，mv_air_charge)的极限确定，其中， mv_air_charge为基于包括进气/排气歧管压力、进气空气流量、和涡轮增压器轴转速中的一个或多个参数估算出的进气平均值，其中，所述进气平均值用于可供燃烧的内燃机的空气-燃料控制。进气平均值是由观测者估算的发动机的动态状态，通常在发动机子系统控制中使用。 
参数mv_air_charge用作影响发动机的动态扭矩响应Tq_cap_min_fast和Tq_cap_max_fast的主要状态之一。另外，不论在该描述中何处提及mv_air_charge，在不背离本发明的原理的条件下，还可包括影响发动机的动态扭矩响应或排放的次要状态。 
通过定义 
Tq_cap_min(w_eng)＜Tq_cap_min_fast(w_eng，mv_air_charge)＜Tq_eng_req＜Tq_cap_max_fast(w_eng，mv_air_charge)＜Tq_cap_max(w_eng)(5) 
将(3)和(2)代入(5)，得到 
P_dr_req-w_eng*Tq_cap_min_fast(w_eng，mv_air_charge)＞P_elec_req＞P_dr_req-w_eng*Tq_cap_max_fast(w_eng，mv_air_charge)(6) 
除了通过存储在电子存储器中的多维查值表(lookup table)确定、并由发动机速度w_eng和估算出的进气平均值mv_air_charge(而不是最小发动机扭矩极限Tq_cap_min)导出Tq_cap_min_fast，以及通过存储在电子存储器中的多维查值表确定、并由发动机速度w_eng和估算出的进气平均值mv_air_charge导出Tq_cap_max_fast(而不是最大发动机扭矩极限Tq_cap_max)以外，确定关系式(6)的值的技术与参考图4的描述基本一致。 
稀燃涡轮增压发动机 
用于调整能量管理(即，燃料经济性的优化和司机要求的车轮扭矩的传输控制)的对P_elec_req的饱和限制消除了车辆响应不协调(其可能在使用较慢的能力限制的情况下发生)的问题。这在快速喷射不可用的情况下对具有基于节流阀或排液口的燃料喷射方案的化学计量涡轮增压发动机有显著的益处。然而，这种途径没有解决上述与稀燃涡轮增压发动机相关的燃料经济性和排放问题。 
对于稀燃涡轮增压发动机，当空燃比接近稀燃或富燃极限值时，会发生严重的排放惩罚。因此，Lambda或标准化空燃比是排放惩罚的潜在的好指标。Lambda是用于表示标准化空燃比的常用变量。更具体地，Lambda为{按质量计算的空燃比}/AFR_s，其中，AFR_s为按质量计算的化学计量空燃比。AFR_s为完全反应提供了适当平衡的反应物，因此取决于燃料类别：汽油为14.6、柴油为14.5、乙醇为9、天然气为17.2、氢为34等。对于稀燃汽油机，Tq_cap_max_fast(w_eng，mv_air_charge，即，与化学计量相比过度富燃)和Tq_cap_min_fast(w_eng，mv_air_charge，即，过度稀燃)均会导致排放惩罚。对于柴油机，典型地，Tq_cap_max_fast(w_eng，mv_air_charge)会由于颗粒物、烟粒、和烃类的突破导致排放惩罚。Tq_cap_min_fast(w_eng，mv_air_charge)由于增加的氮氧化合物导致排放惩罚。因此，取决于发动机技术，将要求用来确保适当排放的新的最小和最大快速扭矩极限定义为： 
Tq_cap_min_fast_e(w_eng，mv_air_charge，lambda_mfel) 
和 
Tq_cap_max_fast_e(w_eng，mv_air_charge，lambda_mfer) 
其中，lamda_mfel为排放的lamba最大值(即，排放的标准化空燃比稀燃极限)，而lamba_mfer为排放的lamba最小值(即，排放的标准化空燃比富燃极限)。 
富燃限制与稀燃限制由符合排放法规的标准确定。对于化学计量发动机，典型地在化学计量左右达到最小排放。化学计量发动机的尾气排放在不同的发动机和催化剂技术中相对一致。尾气排放由三元催化剂转换效率控制，其中如图5所示，CO、HC、和NOx转换的组合在化学计量附近达到最高。根据来自发动机的实际反应气(feed gas)排放(未催化)和精确的三元催化剂转换效率的实验测试确定哪种用于lambda_mfel和lambda_mfer的标准满足排放法规。 
对于诸如柴油机的稀燃发动机，可能的空燃比跨度比化学剂量发动机宽得多，因为空燃比被用来控制扭矩输出。因此，lambda的范围不可能非常狭窄。然而，如图6所示，lambda的极值导致尾气排放的峰值。非常低的lambda(即，空燃比)典型地导致过量的颗粒物(PM)、烃类(HC)、和一氧化碳(CO)。非常高的lambda(即，空燃比)典型地导致过量的氮氧化合物(NOx)。尾气排放和A/F之间的关系基本在发动机和尾气后处理技术后的排放之间改变。然而一般保持总体上的趋势。实验测试可以确定将满足排放标准的lambda_mfel和lambda_mfer的可接受标准。在传统车辆中lambda_mfel和lambda_mfer之间可能出现lambda饱和，但由于lambda取决于如在多种前示的快速扭矩定义中所概述的内态，因此lambda饱和会出现在损害发动机表现的性能和协调性的情况下。然而，如本发明中所涉及的，通过限制电动助力可以在混合动力车辆中以清晰的方式实施这种方针。 
由于所允许的对稀燃程度的lambda的较大限制使得Tq_cap_min_fast_e＞Tq_cap_min_fast，并且由于所允许的对富燃程 度的lambda的较大限制使得Tq_cap_max_fast_e＜Tq_cap_max_fast，所以对于稀燃涡轮增压发动机，关系式(6)修改为： 
P_dr_req-w_eng*Tq_cap_min_fast_e(w_eng，mv_air_charge，lambda_mfel)＞P_elec_req＞P_dr_req-w_eng*Tq_cap_max_fast_e(w_eng，mv_air_charge，lambda_mfer)(7) 
允许对稀燃程度的lambda和富燃程度的lambda二者的较大限制是这样一个事实，即如上述图6所示，特意将lambda控制在lambda_mfel和lambda_mfer之间。这种较大限制与导致稳定燃烧的使用lambda的全部范围相对，并被描述为图6的图中稀燃发动机的区域。 
一种确定关系式(7)的值的技术与参考图4的描述基本一致，除了Tq_cap_min_fast_e是通过存储在电子存储器中的多维差值表确定、并由发动机速度w_eng、估算的进气平均值mv_air_charge和排放的标准化空燃比稀燃极限lambda_mfel(而不是最小发动机扭矩极限Tq_cap_min)导出，以及Tq_cap_max_fast_e是通过存储在电子存储器中的多维查值表确定、并由发动机速度w_eng、估算出的进气平均值mv_air_charge、和排放的标准化空燃比富燃极限lambda_mfel(而不是最大发动机扭矩极限Tq_cap_max)导出。 
自然吸气式与增压稀燃发动机 
与限制稀燃和富燃运转程度相关联的减少排放相同的推理也适用于自然吸气式稀燃发动机和增压稀燃发动机。对于自然吸气式稀燃发动机和增压稀燃发动机，富燃和稀燃运转的程度适用于单一的最小和最大扭矩极限，因为对请求的快速和慢速扭矩响应没有很好地区分。在自然吸气式稀燃发动机和增压稀燃发动机的应用中，使用Tq_cap_min_e(w_eng，lambda_mfel)和 Tq_cap_max_e(w_eng，lambda_mfer)代替(1)中定义的Tq_cap_min和Tq_cap_max，其中 
Tq_cap_min_e＞Tq_cap_min 
和 
Tq_cap_max_e＜Tq_cap_max 
因此，关系式(4)变为 
P_dr_req-w_eng*Tq_cap_min_e(w_eng，lambda_mfel)＞P_elec_req＞P_dr_req-w_eng*Tq_cap_max(w_eng，lambda_mfer)(8) 
一种确定关系式(8)的值的技术与参考图4的描述基本一致，除了Tq_cap_min_e是通过存储在电子存储器中的多维查值表确定、并由发动机速度w_eng和排放的标准化空燃比稀燃极限lambda_mfel(而不是最小发动机扭矩极限Tq_cap_min)导出，以及Tq_cap_max_e是通过存储在电子存储器中的多维查值表确定、并由发动机速度w_eng和排放的标准化空燃比富燃极限lambda_mfel(而不是最大发动机扭矩极限Tq_cap_max)导出。 
参考图7，HEV动力系110包括：第一功率源，诸如柴油机或汽油机的内燃机112；功率变速器(power transmission)114，用于产生多重向前和向后传动比；电机116，可驱动地连接至发动机曲轴和变速器输入118，诸如用于提供起动机/发电机能力的集成起动机/发电机(CISG)；并可以包括额外的可驱动地连接至后轴122的电机120，诸如电动后轴驱动(electric rear axel drive，ERAD)，用于以电动驱动或混合动力驱动模式提供额外推进能力。变速器输出124通过最后的驱动单元与差速机构126连接至分别驱动前轮132、 133的前轴128、130。ERAD 120通过ERAD齿轮与差速机构136和后轴122、123驱动后轮134、135。 
电发动机控制模块(ECM)124控制发动机112的运转。电子变速器控制模块(TCM)126控制变速器114的运转。集成起动机控制器(ISC)140控制CISG 116、ERAD 120、和用于对电耦合至电机116、120的蓄电池142进行充电的系统的运转。 
根据专利法的规定，描述了优选实施例。然而，应当注意，可以用与特别说明及描述不同的方式实现可选的实施例。 

Claims (11)

1.一种在由产生扭矩的内燃发动机和产生扭矩的电机驱动的混合动力电动车辆中运转所述电机以对所述内燃发动机产生电动助力的方法，包括以下步骤：
确定车辆操作者要求的功率大小；
确定将在扭矩要求后的期望时期内对所述扭矩要求产生响应的所述内燃发动机的最小功率极限和最大功率极限；
确定所述电机的最小和最大电功率极限；
使用所述车辆操作者要求的功率大小、所述内燃发动机的所述最小和最大功率极限、以及所述最小和最大电功率极限，确定所述电动助力的上限和下限，从而在所述期望时期内提供所要求的扭矩；以及
运转所述电机，以提供在所述上限和下限之间的电动助力。
2.根据权利要求1所述的方法，在所述内燃发动机为化学计量涡轮增压发动机的情况下，包括以下步骤：
估算所述化学计量涡轮增压发动机的进气平均值；
使用所述估算出的进气平均值确定将在所述扭矩要求后的所述期望时期内对所述扭矩要求产生响应的所述内燃发动机的所述最小功率极限和最大功率极限。
3.根据权利要求1所述的方法，在所述内燃发动机为化学计量涡轮增压发动机的情况下，包括以下步骤：
估算化学计量涡轮增压发动机的进气平均值；
使用所述估算出的进气平均值确定将在所述扭矩要求后的2秒内对所述扭矩要求产生响应的所述内燃发动机的所述最小功率极限和最大功率极限。
4.一种在由产生扭矩的内燃发动机和产生扭矩的电机驱动的混合动力电动车辆中运转所述电机以对所述内燃发动机产生电动助力的方法，包括以下步骤：
确定车辆操作者要求的功率大小；
确定将在扭矩要求之后的期望时期内对所述扭矩要求产生响应、并产生期望范围内的发动机废气排放的所述内燃发动机的最小功率极限和最大功率极限，其中，所述期望范围对由空燃比产生的所述发动机废气排放进行限制；
确定所述电机的最小和最大电功率极限；
使用所述车辆操作者要求的功率大小、所述内燃发动机的所述最小和最大功率极限、以及所述最小和最大电功率极限，确定所述电动助力的上限和下限，从而在所述期望时期内提供要求的扭矩并使发动机废气排放低于期望极限；以及
运转所述电机，以提供在所述上限和下限之间的电动助力。
5.根据权利要求4所述的方法，在所述内燃发动机为稀燃涡轮增压发动机的情况下，包括以下步骤：
确定相对于稀燃涡轮增压发动机的化学计量空燃比更富燃的标准化空燃比；
确定相对于稀燃涡轮增压发动机的化学计量空燃比更稀燃的标准化空燃比；
使用这两个标准化空燃比确定将在所述扭矩要求之后的所述期望时期内对所述扭矩要求产生响应、并将发动机废气排放维持在期望范围内的所述内燃发动机的所述最小功率极限和最大功率极限，其中，所述期望范围对由空燃比产生的所述发动机废气排放进行限制。
6.根据权利要求4所述的方法，在所述内燃发动机为稀燃涡轮增压发动机的情况下，包括以下步骤：
确定相对于稀燃涡轮增压发动机的化学计量空燃比更富燃的标准化空燃比；
确定相对于稀燃涡轮增压发动机的化学计量空燃比更稀燃的标准化空燃比；
使用这两个标准化空燃比确定将在所述扭矩要求之后的2秒内对所述扭矩要求产生响应、并将发动机废气排放维持在期望范围内的所述内燃发动机的所述最小功率极限和最大功率极限，其中，所述期望范围对由空燃比产生的所述发动机废气排放进行限制。
7.根据权利要求4所述的方法，在所述内燃发动机为稀燃增压发动机的情况下，包括以下步骤：
确定相对于稀燃增压发动机的化学计量空燃比更富燃的标准化空燃比；
确定相对于稀燃增压发动机的化学计量空燃比更稀燃的标准化空燃比；
使用这两个标准化空燃比确定将在所述扭矩要求之后的所述期望时期内对所述扭矩要求产生响应、并将发动机废气排放维持在期望范围内的所述内燃发动机的所述最小功率极限和最大功率极限，其中，所述期望范围对由空燃比产生的所述发动机废气排放进行限制。
8.根据权利要求4所述的方法，在所述内燃发动机为稀燃增压发动机的情况下，包括以下步骤：
确定相对于稀燃增压发动机的化学计量空燃比更富燃的标准化空燃比；
确定相对于稀燃增压发动机的化学计量空燃比更稀燃的标准化空燃比；
使用这两个标准化空燃比确定将在所述扭矩要求之后的2秒内对所述扭矩要求产生响应、并将发动机废气排放维持在期望范围内的所述内燃发动机的所述最小功率极限和最大功率极限，其中，所述期望范围对由空燃比产生的所述发动机废气排放进行限制。
9.根据权利要求4所述的方法，在所述内燃发动机为稀燃自然吸气式发动机的情况下，包括以下步骤：
确定相对于稀燃自然吸气式发动机的化学计量空燃比更富燃的标准化空燃比；
确定相对于稀燃自然吸气式发动机的化学计量空燃比更稀燃的标准化空燃比；
使用这两个标准化空燃比确定将在所述扭矩要求之后的所述期望时期内对所述扭矩要求产生响应、并将发动机废气排放维持在期望范围内的所述内燃发动机的所述最小功率极限和最大功率极限，其中，所述期望范围对由空燃比产生的所述发动机废气排放进行限制。
10.根据权利要求4所述的方法，在所述内燃发动机为稀燃自然吸气式发动机的情况下，包括以下步骤：
确定相对于稀燃自然吸气式发动机的化学计量空燃比更富燃的标准化空燃比；
确定相对于稀燃自然吸气式发动机的化学计量空燃比更稀燃的标准化空燃比；
使用这两个标准化空燃比确定将在所述扭矩要求之后的2秒内对所述扭矩要求产生响应、并将发动机废气排放维持在期望范围内的所述内燃发动机的所述最小功率极限和最大功率极限，其中，所述期望范围对由空燃比产生的所述发动机废气排放进行限制。
11.一种在由产生扭矩的内燃发动机和产生扭矩的电机驱动的混合动力电动车辆中运转所述电机以产生对所述内燃发动机的电动助力的方法，包括以下步骤：
确定车辆操作者要求的功率大小；
确定将在扭矩要求之后的期望时期内对所述扭矩要求产生响应、并产生期望范围内的发动机废气排放的所述内燃发动机的最小功率限制和最大功率限制，其中，所述期望范围对由化学计量空燃比产生的所述发动机废气排放进行限制；
确定所述电机的最小和最大电功率极限；
使用所述车辆操作者要求的功率大小、所述内燃发动机的所述最小和最大功率极限、以及所述最小和最大电功率极限确定所述电动助力的上限和下限，从而在所述期望时期内提供要求的扭矩并使发动机废气排放低于期望极限，其中，所述电动助力的所述上限和下限是电动机转速、空气进气量、以及空燃比的期望范围的函数；以及
运转所述电机，以提供在所述上限和下限之间的电动助力。
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