CN102050112B - 混合电动车的防震颤控制装置和方法 - Google Patents

混合电动车的防震颤控制装置和方法 Download PDF

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Publication number
CN102050112B
CN102050112B CN201010516320.4A CN201010516320A CN102050112B CN 102050112 B CN102050112 B CN 102050112B CN 201010516320 A CN201010516320 A CN 201010516320A CN 102050112 B CN102050112 B CN 102050112B
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vibration
electrical motor
difference
resistant
velocity
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CN102050112A (zh
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朴泰昱
朴俊泳
李太勋
任亨彬
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Hyundai Motor Co
Kia Corp
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Hyundai Motor Co
Kia Motors Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K6/44—Series-parallel type
    • B60K6/448—Electrical distribution type
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
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    • H02P7/06—Arrangements for regulating or controlling the speed or torque of electric DC motors for regulating or controlling an individual dc dynamo-electric motor by varying field or armature current
    • H02P7/18—Arrangements for regulating or controlling the speed or torque of electric DC motors for regulating or controlling an individual dc dynamo-electric motor by varying field or armature current by master control with auxiliary power
    • H02P7/24—Arrangements for regulating or controlling the speed or torque of electric DC motors for regulating or controlling an individual dc dynamo-electric motor by varying field or armature current by master control with auxiliary power using discharge tubes or semiconductor devices
    • H02P7/28—Arrangements for regulating or controlling the speed or torque of electric DC motors for regulating or controlling an individual dc dynamo-electric motor by varying field or armature current by master control with auxiliary power using discharge tubes or semiconductor devices using semiconductor devices
    • H02P7/285—Arrangements for regulating or controlling the speed or torque of electric DC motors for regulating or controlling an individual dc dynamo-electric motor by varying field or armature current by master control with auxiliary power using discharge tubes or semiconductor devices using semiconductor devices controlling armature supply only
    • H02P7/2855—Arrangements for regulating or controlling the speed or torque of electric DC motors for regulating or controlling an individual dc dynamo-electric motor by varying field or armature current by master control with auxiliary power using discharge tubes or semiconductor devices using semiconductor devices controlling armature supply only whereby the speed is regulated by measuring the motor speed and comparing it with a given physical value
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
    • H02P6/10—Arrangements for controlling torque ripple, e.g. providing reduced torque ripple
    • 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
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/906—Motor or generator

Abstract

本发明涉及混合电动车(HEV)的防震颤控制装置和方法。防震颤控制装置包括：模型速度计算单元，用于计算在不考虑驱动轴的振动的状态下的电动机的模型速度；振动发生确定单元，用于在根据电动机的模型速度与实际速度之间的差值计算基准速度差和平均速度差的同时检测速度振动分量，由此确定在驱动轴上是否发生振动；和扭矩较正值计算单元，用于如果振动发生确定单元确定在驱动轴上发生振动，则计算阻尼驱动轴的振动所需的用于防震颤的电动机扭矩校正值，且控制电动机的扭矩。

Description

混合电动车的防震颤控制装置和方法
技术领域
本公开一般涉及混合电动车(HEV)的防震颤(anti-jerk)控制装置和方法。更特别地，本发明涉及HEV的防震颤控制装置和方法，其可通过使用电机扭矩控制，防止在换档和执行踩/松油门(tip-in/out)时以及在松开离合器时在驱动轴上发生振动。
背景技术
混合电动车(HEV)除发动机以外还采用电动机驱动源作为辅助动力源，因此可以减少废气且提高燃料经济性。以下说明并联式HEV的驱动系统(动力传动系统)的结构。如图4的框图中所示，动力传动系统被配置成使发动机10、电动机20和自动变速器30以共线的方式适当地设置在驱动轴90上，并且使离合器40适当地设置在发动机10与电动机20之间。另外，作为操作以上组件的组件，混合起动发电机(HSG)70适当地通过传动带连接至发动机的曲轴带轮，且高压电池50通过逆变器60可充电或可放电地连接至电动机20和HSG 70两者。
另外，采用了使用其中电动机被装配在自动变速器上的安装有传动装置的电装置(TMED)的方案。
基于上述结构的混合电动车的驱动模式包括：电动车(EV)模式，即仅使用电动机的动力的纯电动车模式，发动机被用作主动力源同时电动机被用作辅助动力源的HEV模式，以及在车辆制动或在惯性下驱动时电动机通过产生电力来回收车辆的制动和惯性能量且用该能量对电池充电的再生制动(RB)模式。
在这种HEV中，由于发动机使用离合器而不是扭矩变换器连接到自动变速器，因此存在不能适当地获得常规扭矩变换器的被动阻尼效果的缺点。
由于以此方式排除了分离的阻尼装置，因此在换档、执行踩/松油门(按压或释放油门踏板的操作)、和接合离合器时，发生例如冲击和震颤(瞬间、突然的运动)的振动以及驱动轴的振动，由此使乘坐舒适性和可驾驶性劣化。
此外，适当地设置在电动机20与驱动轮80之间的自动变速器30以及连接于自动变速器30的输出轴的主减速齿轮(未示出)具有拥有间隙特性的齿轮元件，但缺少诸如扭振减振器的阻尼元件。因此，当有效传递扭矩的方向改变时，发生可归因于齿间隙的振动。
因此，在阻尼该振动的努力中，已使用了诸如被动阻尼法、闭环控制主动阻尼法和开环控制扭矩形廓法(profiling method)的多种方法。被动阻尼法是附加地且分离地安装诸如物理扭振减振器的物理阻尼元件的方法。闭环控制主动阻尼法是在振动的反向上激励阻尼力的方法。开环控制扭矩形廓法是在振动机理的基础上取消激励分量的方法。
然而，在被动阻尼法中，物理阻尼器必须附加地安装在驱动系统上，且难以处理由附加阻尼器引起的封装和设计问题。另外，主动阻尼法需要高性能传感器和高性能观测器的设计。此外，在扭矩形廓法中，考虑多种类型的扭矩修正，因此难以获得完整的减振性能。
为了防止离合器在发动机与自动变速器之间接合的过程中发生振动(震颤)，已通过发动机控制器(发动机管理系统：EMS)执行了用于增加发动机扭矩的防震颤控制。然而，由于当释放离合器时发动机与驱动轴分离，因此不能执行防震颤控制，由此使得不能够抑制由释放离合器引起的震颤分量。
其全部内容通过引用结合于本文中的日本特开2002-262408号公报公开了一种技术，其中基于发动机与电动机之间的惯性关系设定扭矩校正值，并且当出现发动机与电动机之间的转速差异时，通过使用与该转速差异相对应的预定扭矩校正值来适当地校正电动机的扭矩。另外，其全部内容通过引用结合于本文中的韩国专利公开第2009-62871号公开了一种技术，其中当给出离合器释放命令时，在EV模式下适当地执行驱动控制，因此防止了振动现象。然而，即使应用了上述技术，发动机仍输入正向扭矩(+)，因此无法根本上阻止归因于离合器的接合/释放的震颤现象。
因此，本领域中仍然需要HEV的防震颤控制装置和方法。
本背景技术部分中所公开的上述信息仅用于加强对本发明背景的理解，因此其可能包含不形成本国内已为本领域的普通技术人员所公知的现有技术的信息。
发明内容
本发明优选地提供了一种HEV的防震颤控制装置和方法，其使用电动机的实际速度与无震颤状态下获得的电动机的模型速度之间的差值确定是否发生振动，并且通过控制电动机的扭矩校正使电动机的实际速度与模型速度之间的差值为0，使得能够输入正向扭矩(+)和反向扭矩(-)两者，因此即使在换档和执行踩/松油门时以及在释放离合器时也防止在驱动轴上发生振动(震颤)。
在优选实施方式中，本发明提供了一种混合电动车(HEV)的防震颤控制装置，在该混合电动车中，发动机、电动机和自动变速器以共线方式适当地设置在一轴上且离合器适当地设置在发动机与电动机之间，该防震颤控制装置包括：模型速度计算单元，用于计算在不考虑驱动轴的振动的状态下的电动机的模型速度；振动发生确定单元，用于在根据电动机的模型速度与实际速度之间的差值计算基准速度差和平均速度差的同时检测速度振动分量，由此确定是否在驱动轴上发生振动；和扭矩校正值计算单元，用于如果振动发生确定单元确定在驱动轴上发生振动，则计算阻尼驱动轴的振动所需的用于防震颤的电动机扭矩校正值，且控制电动机的扭矩。
在优选实施方式中，扭矩校正值计算单元使用负反馈控制适当地控制电动机扭矩，使得电动机的模型速度与实际速度之间的差值变为0。
在其他优选实施方式中，本发明提供了一种混合电动车(HEV)的防震颤控制方法，包括计算在不考虑驱动轴的振动的状态下的电动机的模型速度；计算电动机的实际速度；获得电动机的模型速度与实际速度之间的差值，由此计算基准速度差和平均速度差；比较基准速度差与平均速度差，并且在适当地检测到在基准速度差大于或小于平均速度差时获得的速度振动分量时，确定已发生驱动轴的振动；确定阻尼驱动轴的振动所需的用于防震颤的电动机扭矩校正值；和使用允许应用该用于防震颤的电动机扭矩校正值的负反馈控制来控制电动机的扭矩，使得电动机的模型速度与实际速度之间的差值变为0。
在优选实施方式中，通过等式[扭矩校正值＝增益*((模型速度-实际速度)-平均速度差)]来确定用于防震颤的电动机扭矩校正值。
在其他优选实施方式中，对于诸如离合器释放、换档、踩/松油门和制动等需要防震颤控制的情况，将增益设定为不同值。
如上所述，本发明提供了以下效果。
根据本发明的优选实施方式，使用电动机的实际速度与在无震颤状态下获得的电动机的模型速度之间的差值适当地确定是否发生振动，且之后通过控制电动机的扭矩校正使电动机的实际速度与模型速度之间的差值为0。因此，即使在换档和执行踩/松油门时以及在释放离合器时也可适当地防止在驱动轴上发生振动。由此，可适当地提高混合电动车的驾驶性能和乘坐舒适性。
可以理解的是，本文中使用的术语“车辆”或“车辆的”或者其他类似术语包括通常的机动车辆，例如包括运动型多动能车(SUV)、公共汽车、卡车、多种商用车在内的载客车辆，包括多种艇和船在内的水运工具，以及飞行器，等等，并且包括混合动力车、电动车、插电式混合电动车、氢动力车以及其他代用燃料车辆(例如，从石油以外的资源取得的燃料)。
如本文所涉及的，混合动力车是具有两种或更多种动力源的车辆，例如既有汽油动力又有电动力的车辆。。
本发明的上述特征和优点，从附图和以下具体实施方式中将显而易见或者在其中被更加详细地阐明，附图结合在本说明书中并形成其一部分，且具体实施方式一起用于通过实例的方式解释本发明的原理。
附图说明
现在将参照由附图示出的本发明的一些示例性实施方式详细说明本发明的上述和其他特征，这些附图在下文中仅以例示的方式给出，且因此并不限制本发明，并且其中：
图1是显示出根据本发明的示例性的HEV的防震颤控制装置的控制图；
图2A至2C是显示出根据本发明的示例性的HEV的防震颤控制操作的曲线图；
图3是显示出根据本发明的示例性的HEV的防震颤控制方法的流程图；并且
图4是显示出示例性的HEV的动力传动系统的示意图。
应该理解的是，附图不一定按比例，而是呈现出说明本发明的基本原理的多种优选特征的某种程度的简化表示。文中公开的包括例如具体尺寸、方向、位置和形状的本发明的具体设计特征，将部分地由特定期望的应用和使用环境来确定。
在这些附图中，所有多个附图中相同的附图标记表示本发明的相同或等效的部分。
具体实施方式
如本文所述，本发明的特征涉及一种其中发动机、电动机和自动变速器以共线方式设置在一轴上且离合器设置在发动机与电动机之间的混合电动车(HEV)的防震颤控制装置，其包括用于计算在不考虑驱动轴的振动的状态下的电动机的模型速度的模型速度计算单元、振动发生确定单元和扭矩校正值计算单元。
在一个实施方式中，振动发生确定单元用于在根据电动机的模型速度与实际速度之间的差值计算基准速度差和平均速度差的同时检测速度振动分量，由此确定是否在驱动轴上发生振动。
在其他实施方式中，如果振动发生确定单元确定在驱动轴上发生振动，则扭矩校正值计算单元计算阻尼驱动轴的振动所需的用于防震颤的电动机扭矩校正值，且控制电动机的扭矩。
在其他方面，本发明的特征还涉及一种混合电动车(HEV)的防震颤控制方法，其包括计算在不考虑驱动轴的振动的状态下的电动机的模型速度；计算电动机的实际速度；获得电动机的模型速度与实际速度之间的差值，由此计算基准速度差和平均速度差；比较基准速度差与平均速度差，并且当检测到在基准速度差大于或小于平均速度差时获得的速度振动分量时，确定已发生驱动轴的振动；确定阻尼驱动轴的振动所需的用于防震颤的电动机扭矩校正值；以及使用允许应用该用于防震颤的电动机扭矩校正值的负反馈控制来控制电动机的扭矩，使得电动机的模型速度与实际速度之间的差值变为0。
以下将详细参照本发明的多种实施方式，其实例在附图中示出并在以下进行说明。尽管将结合示例性实施方式说明本发明，然而将会理解的是，本说明书并非意在将本发明限制于这些示例性实施方式。相反地，本发明意在不仅涵盖这些示例性实施方式，而且涵盖可能包括在由所附权利要求所限定的本发明的实质和范围内的多种替换形式、变更形式、等价形式和其他实施方式。
以下，将结合附图详细说明本发明的实施方式。
根据一些优选实施方式，且例如如图1-3中所示，图1是显示出根据本发明的优选实施方式的混合电动车(HEV)的防震颤控制装置的控制图，图2A至2C是显示出根据本发明的另一优选实施方式的HEV的防震颤控制操作的曲线图，且图3是显示出根据本发明的其他优选实施方式的HEV的防震颤控制方法的流程图。
优选地，根据本发明的HEV的防震颤控制由电动机控制单元(MCU)执行，且被适当地配置成执行控制，使得防止在诸如车辆行驶期间的踩/松油门操作或者在EV模式下的慢行行驶(creep driving)操作(指当车辆在EV模式下停车后缓慢移动时的行驶操作)、以及换档操作或者HEV模式下的离合器释放操作等的多种条件下，在驱动轴上发生振动(震颤)。
根据优选实施方式，对于这些操作，作为不考虑驱动轴的振动(震颤)的状态(无震颤状态)下的电动机速度的模型速度由模型速度计算单元100适当地计算。优选地，该模型速度通过从命令电动机扭矩中减去拖曳扭矩、从结果扭矩中减去驱动轴的总扭矩、且积分最终的结果扭矩来计算。
优选地，当HEV行驶时，诸如冲击和震颤的振动现象与驱动轴的振动共同发生，因此计算可优选地包括振动分量的电动机的实际速度。
在其他优选实施方式中，电动机控制单元的振动发生确定单元200实时计算电动机的模型速度与电动机的实际速度之间的差值，且在基于速度差值设定基准速度差的同时适当地计算其平均速度差。
因此，当适当地获得电动机的模型速度与实际速度之间的预定差值时，将该差值设定为基准速度差。优选地，速度差值由低通滤波器(LPF)202滤波，由此适当地获得平均速度差。
优选地，当在设定基准速度差的同时适当地获得平均速度差时，如图2B中所示，将基准速度差与平均速度差进行比较，由此适当地检测速度振动分量。
根据优选的示例性实施方式，例如如图2C中详细所示，将基准速度差与平均速度差进行比较。优选地，当基准速度差大于或小于平均速度差时，与二者之间的差值成比例的振动分量被适当地检测为速度振动分量。
根据优选的示例性实施方式，当以此方式检测到速度振动分量时，振动发生确定单元200确定在驱动轴上已发生振动，且因此扭矩校正值计算单元300计算用于防震颤的电动机扭矩校正值。
换言之，当振动发生确定单元200适当地确定在驱动轴上已发生振动时，扭矩校正值计算单元300计算阻尼驱动轴的振动所需的用于防震颤的电动机扭矩校正值，且适当地控制电动机的扭矩以阻尼驱动轴的振动。
因此，在另外的优选实施方式中，在已适当地检测到速度振动分量后，驱动轴的振动主要发生在多种有条件模式下，诸如改变档位的换档模式、在释放离合器后按压制动踏板的制动模式、在释放离合器后重复按压或释放油门踏板的踩/松油门模式、和在释放离合器后不按压油门踏板的同时仅使用电动机的驱动力适当地执行低速行驶的慢行模式，如图3中所示。因此，计算阻尼驱动轴的振动所需的用于防震颤的电动机扭矩校正值，以便适当地控制电动机的扭矩以阻尼驱动轴的振动。
在特定优选的示例性实施方式中，通过等式[增益*((模型速度-实际速度)-平均速度差)]适当地确定用于防震颤的电动机扭矩校正值，且对于诸如释放离合器、换挡、踩/松油门和制动等多种需要防震颤控制的情况，将增益预先设定为不同值。
因此，扭矩校正值计算单元300使用负反馈控制来控制电动机的扭矩，使得电动机的模型速度与实际速度之间的差值变为0。
因此，在特定优选的实施方式中，通过允许将确定的用于防震颤的电动机扭矩校正值应用于扭矩校正值计算单元300的负反馈控制，适当地控制电动机的扭矩，直到电动机的模型速度与实际速度之间的差值变为0，由此在诸如换挡操作和踩/松油门操作以及离合器释放操作的多种条件下容易地防止在驱动轴上发生振动(震颤)。
已参照本发明的优选实施方式详细说明了本发明。然而，本领域技术人员将会理解的是，可在不偏离本发明的原理和实质的前提下，在这些实施方式中做出改变，本发明的范围限定在所附权利要求及其等效形式中。

Claims (2)

1.一种混合电动车的防震颤控制装置，在该混合电动车中发动机、电动机和自动变速器以共线方式设置在一轴上且离合器设置在所述发动机与所述电动机之间，所述防震颤控制装置包括：
模型速度计算单元，配置成计算在不考虑驱动轴的振动的状态下的电动机的模型速度；
振动发生确定单元，配置成计算所述电动机的所述模型速度与所述电动机的实际速度之间的差值以将该差值设定为基准速度差，并计算所述模型速度与所述实际速度之间的平均速度差，然后比较所述基准速度差与所述平均速度差以检测在所述基准速度差大于或小于所述平均速度差时获得的速度振动分量，以便确定在所述驱动轴中是否正在发生振动；和
扭矩校正值计算单元，配置成响应于确定在所述驱动轴中正在发生振动，计算阻尼所述驱动轴的振动所需的用于防震颤的电动机扭矩校正值，且控制所述电动机的扭矩，并且使用负反馈控制来控制所述电动机的扭矩，使得所述电动机的所述模型速度与所述实际速度之间的差值变为0，
其中通过等式[扭矩校正值＝增益*((模型速度-实际速度)-平均速度差)]确定所述用于防震颤的电动机扭矩校正值，并且对于多种需要防震颤控制的情况，将所述增益预先设定为不同值，所述多种需要防震颤控制的情况是离合器释放、换挡、踩/松油门和制动。
2.一种混合电动车的防震颤控制方法，包括：
计算在不考虑驱动轴的振动的状态下的电动机的模型速度；
计算所述电动机的实际速度；
计算所述电动机的所述模型速度与所述实际速度之间的差值以将该差值设定为基准速度差，并计算所述模型速度与所述实际速度之间的平均速度差；
比较所述基准速度差与所述平均速度差，并且当检测到在所述基准速度差大于或小于所述平均速度差时获得的速度振动分量时，确定已发生所述驱动轴的振动；
确定阻尼所述驱动轴的振动所需的用于防震颤的电动机扭矩校正值；和
使用允许应用所述用于防震颤的电动机扭矩校正值的负反馈控制来控制所述电动机的扭矩，使得所述电动机的所述模型速度与所述实际速度之间的差值变为0，
其中通过等式[扭矩校正值＝增益*((模型速度-实际速度)-平均速度差)]确定所述用于防震颤的电动机扭矩校正值，并且对于多种需要防震颤控制的情况，将所述增益预先设定为不同值，所述多种需要防震颤控制的情况是离合器释放、换挡、踩/松油门和制动。
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