CN105946844A - 混合动力车辆离合器接合的控制方法和系统 - Google Patents

混合动力车辆离合器接合的控制方法和系统 Download PDF

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Publication number
CN105946844A
CN105946844A CN201610281091.XA CN201610281091A CN105946844A CN 105946844 A CN105946844 A CN 105946844A CN 201610281091 A CN201610281091 A CN 201610281091A CN 105946844 A CN105946844 A CN 105946844A
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China
Prior art keywords
clutch
mixed power
motor vehicle
vehicle driven
electromotor
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CN201610281091.XA
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CN105946844B (zh
Inventor
刘涛
王金航
肖恺
韦昌宏
魏丹
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group Co Ltd
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Priority to CN201610281091.XA priority Critical patent/CN105946844B/zh
Publication of CN105946844A publication Critical patent/CN105946844A/zh
Priority to PCT/CN2017/082098 priority patent/WO2017186133A1/zh
Priority to US16/095,949 priority patent/US10913447B2/en
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60K6/22—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
    • B60K6/36—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 transmission gearings
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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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    • B60K6/387—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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Abstract

本发明涉及一种混合动力车辆离合器接合的控制方法和系统，该方法包括如下步骤：在混合动力车辆满足调节发动机转速的条件时，控制混合动力车辆进入调节发动机转速的模式，并根据驱动电机的转速以及发动机和驱动电机到驱动轮端的传动比和驱动关系，确定发动机的目标转速；当发动机的转速与目标转速的差值在设定时间内均小于阈值时，控制混合动力车辆的离合器接合。本发明可避免离合器接合过程出现冲击，减少风险，防止离合器过度损耗，延长其使用寿命；同时在调节发动机转速及离合器接合的过程中，驱动电机继续输出扭矩维持车辆运转，等离合器接合后和发动机一同为车辆提供动力，整个过程动力输出平顺过渡，不影响车辆驾驶的舒适性。

Description

混合动力车辆离合器接合的控制方法和系统
技术领域
本发明涉及混合动力车辆控制技术领域，特别是涉及一种混合动力车辆离合器接合的控制方法和系统。
背景技术
随着油耗和排放标准越来越严格，降低油耗成为各汽车厂商的研发重点，而开发新能源汽车成为当下的重要发展趋势。混合动力车辆采用发动机和驱动电机作为动力源，可实现低速时纯电驱动，高速时并联驱动，有效降低了油耗和排放，还很好的提供了车辆需求的动力性。
混合动力车辆在进行并联驱动时需要接合离合器，控制离合器接合效果的好坏影响到车辆动力输出和驾驶舒适性。传统的离合器接合控制具有车辆动力性输出中断、调速接合控制时间长和控制复杂不稳定的特点，在离合器接合的瞬间由于动力输出有较大变化，极易出现车辆顿挫耸动的驾驶感受，严重影响车辆驾驶舒适性，而且离合器接合过程易造成较大冲击，影响离合器的使用寿命，甚至对离合器及车辆各部件机械结构造成破坏，有引发危险的可能。
发明内容
基于此，为解决现有技术中的问题，本发明提供一种混合动力车辆离合器接合的控制方法和系统，可避免离合器接合过程出现冲击，防止离合器过度损耗，且不影响车辆驾驶的舒适性。
为实现上述目的，本发明实施例采用以下技术方案：
一种混合动力车辆离合器接合的控制方法，包括如下步骤：
在混合动力车辆满足调节发动机转速的条件时，控制所述混合动力车辆进入调节发动机转速的模式，并根据驱动电机的转速以及所述发动机和所述驱动电机到驱动轮端的传动比和驱动关系，确定所述发动机的目标转速；
当所述发动机的转速与目标转速的差值在设定时间内均小于阈值时，控制所述混合动力车辆的离合器接合，所述离合器分别连接所述驱动电机和所述发动机。
本发明还提供一种混合动力车辆离合器接合的控制系统，包括：
条件检测判断装置，用于判断混合动力车辆是否满足调节发动机转速的条件；
发动机调速控制装置，用于在所述混合动力车辆满足调节发动机转速的条件时，控制所述混合动力车辆进入调节发动机转速的模式，并根据驱动电机的转速以及所述发动机和所述驱动电机到驱动轮端的传动比和驱动关系，确定所述发动机的目标转速；
接合装置，用于在所述发动机的转速与目标转速的差值在设定时间内均小于阈值时，控制所述混合动力车辆的离合器接合，所述离合器分别连接所述驱动电机和所述发动机。
基于本发明的上述技术方案，发动机的转速与目标转速之间的差值稳定在一定范围内使得发动机和驱动电机协调一致时才进行离合器接合，这样可避免离合器接合过程出现冲击，减少风险，防止离合器过度损耗，延长其使用寿命；同时在调节发动机转速及离合器接合的过程中，驱动电机继续输出扭矩维持车辆运转，等离合器接合后和发动机一同作为动力源为车辆提供动力，整个过程动力输出平顺过渡，不影响车辆驾驶的舒适性，提升驾驶体验。
附图说明
图1是本发明的混合动力车辆离合器接合的控制方法在一个实施例中的流程示意图；
图2是本发明实施例中G-MC系统的结构示意图；
图3是本发明实施例中调节发动机和驱动电机的输出扭矩的曲线示意图；
图4是本发明的混合动力车辆离合器接合的控制方法在另一个实施例的流程示意图；
图5是本发明的混合动力车辆离合器接合的控制系统在一个实施例中的结构示意图。
具体实施方式
下面将结合较佳实施例及附图对本发明的内容作进一步详细描述。显然，下文所描述的实施例仅用于解释本发明，而非对本发明的限定。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。应当理解的是，尽管在下文中采用术语“第一”、“第二”等来描述各种信息，但这些信息不应限于这些术语，这些术语仅用来将同一类型的信息彼此区分开。例如，在不脱离本发明范围的情况下，“第一”信息也可以被称为“第二”信息，类似的，“第二”信息也可以被称为“第一”信息。另外还需要说明的是，为了便于描述，附图中仅示出了与本发明相关的部分而非全部内容。
图1是本发明的混合动力车辆离合器接合的控制方法在一个实施例中的流程示意图，本实施例的方法可以由混合动力车辆的整车控制器来执行。如图1所示，本实施例中的混合动力车辆离合器接合的控制方法包括以下步骤：
步骤S110，在混合动力车辆满足调节发动机转速的条件时，控制所述混合动力车辆进入调节发动机转速的模式，并根据驱动电机的转速以及所述发动机和所述驱动电机到驱动轮端的传动比和驱动关系，确定所述发动机的目标转速；
在具体应用中，混合动力车辆是否满足调节发动机转速的条件可以由混合动力车辆的整车控制器根据车辆的运行状态来判断，当车辆的运行状态需要接合离合器以加入发动机驱动来维持或调节时，整车控制器判定混合动力车辆满足调节发动机转速的条件。整车控制器也可以根据驾驶员输入的指令来判断，比如驾驶员想要超车或者驾驶车辆爬坡时，启动发动机，然后可以向整车控制器输入调节指令，整车控制器接收此调节指令后判定混合动力车辆满足调节发动机转速的条件，并控制车辆进入调节发动机转速的模式。
在一种可选的实施方式中，整车控制器检测混合动力车辆的各项参数以及故障事件，当以下三项均满足时，可判定混合动力车辆满足调节发动机转速的条件：
条件1：混合动力车辆当前车速v大于当前加速踏板位置对应的第一速度设定值v1；
条件2：当前车速下混合动力车辆的动力电池的SOC(State of Charge，剩余电量)处于第一设定范围F1内；
条件3：混合动力车辆当前无影响离合器接合的故障事件发生。
具体的，在整车控制器中可预先存储每一加速踏板位置对应的第一速度设定值，该第一速度设定值反映了混合动力车辆仅在驱动电机提供动力源的情况的较佳速度，各个加速踏板位置对应的第一速度设定值可根据仿真测试或实验验证得出。如果当前的车速v超过当前踏板位置对应的第一速度设定值v1，则有必要使发动机和驱动电机并联驱动。
另外，还需要考虑混合动力车辆的动力电池的SOC。SOC为剩余电量，也叫荷电状态，代表的是电池使用一段时间或长期搁置不用后的剩余容量与其完全充电状态的容量的比值，常用百分数表示。其取值范围为0～1，当SOC＝0时表示电池放电完全，当SOC＝1时表示电池完全充满。在整车控制器中预先存储了进入发动机调速模式时对应的动力电池SOC的第一设定范围F1，当动力电池的SOC落在第一设定范围F1内时，也有必要使发动机加入驱动。
当然，除了考虑车速和动力电池外，还应当考虑车辆是否存在影响离合器接合的故障事件，因为在本实施例中，调节发动机转速的目的是为了使驱动电机和发动机的转速一致后接合离合器而实现并联驱动，如果混合动力车辆当前有影响离合器接合的故障事件发生，例如油压传感器出现故障，则不应当进入调节发动机转速的模式。
在以上三个条件均满足时，整车控制器判定混合动力车辆满足调节发动机转速的条件，从而控制混合动力车辆进入调节发动机转速的模式，准备离合器接合，此时驱动电机继续输出扭矩以维持车辆运行。
在调节发动机转速的模式下，整车控制器根据发动机和驱动电机到驱动轮端的传动比和驱动关系，以及驱动电机的转速，可以确定发动机的目标转速。例如，驱动电机的转速为ω，驱动电机到驱动轮端的传动比为r1，发动机到驱动轮端的传动比为r2，发动机的目标转速为ω0，则根据驱动关系可得到：
ωr1＝ω0r2
故：
ω 0 = ωr 1 r 2
在得到发动机的目标转速后，调节发动机的转速，使之与目标转速接近。
步骤S120，当所述发动机的转速与目标转速的差值在设定时间内均小于阈值时，控制所述混合动力车辆的离合器接合，所述离合器分别连接所述驱动电机和所述发动机。
在调节发动机转速的模式下，检测发动机的转速，当发动机的转速与目标转速的差值在设定时间T内均小于阈值时，发动机与驱动电机基本协调一致，此时控制离合器接合，例如在离合器的液压回路完成预充油后，离合器两端快速升压接合，驱动电机和发动机通过离合器相结合，使混合动力车辆进入并联驱动的模式，提升车辆的动力性能。较佳地，在调节发动机转速的模式下，整车控制器可持续检测发动机的转速和驱动电机的转速，随着驱动电机的转速变化，发动机的目标转速也动态变化，当发动机的转速与动态变化的目标转速相接近时(发动机的转速与目标转速的差值在设定时间T内均小于阈值)，相对于驱动轮端而言两者在同一水平，此时离合器接合更加平顺。
其中，阈值可根据实验测试来设定，在试验测试中为离合器接合不出现冲击或冲击可接受的临界值，如果发动机的转速和目标转速的差值超过时，离合器接合时会出现较大冲击，有损坏离合器的风险。
设定时间T的设定依据是为了避免在调节发动机的转速过程中超调情形下进行离合器接合的情况，一般可将T设置在0.1秒左右，也可根据试验或模拟仿真中调速效果等实际情况进行设定。
本实施例所提供的混合动力车辆离合器接合的控制方法，发动机的转速与目标转速之间的差值稳定在一定范围内使得发动机和驱动电机协调一致时才进行离合器接合，避免离合器接合过程出现冲击，减少风险，防止离合器过度损耗，延长使用寿命；同时在调节发动机转速及离合器接合过程中，驱动电机继续维持车辆运转，等离合器接合后和发动机一同为车辆提供动力，整个过程动力输出平顺过渡，不影响车辆驾驶的舒适性。
本实施例提供的混合动力车辆离合器接合的控制方法可应用在基于G-MC系统的混合动力车辆上。参照图2所示，G-MC系统是指集成驱动电机、发电机、离合器、变速齿轮的机电耦合系统，发电机与发动机同轴连接。其中G指指驱动电机(Motor)，M指发电机(Generator)，C指离合器(Clutch)。基于G-MC系统的混合动力车辆在动力电池电量充足时可纯电驱动，电量不足时整车可以串联、并联驱动模式行驶。
较佳地，发电机可使用ISG电机(Integrated Starter and Generator，汽车起动发电一体机)，ISG电机瞬态功率较大，应用在汽车中时，在汽车起步阶段可短时替代发动机驱动汽车，并同时起到启动发动机的作用，减少发动机的怠速损耗和污染，而在发动机驱动车辆时，该电机断开或者起到发电机的作用，刹车时，该电机还可以起到再生发电，回收制动能量的节能效果。在本实施例中，G-MC系统中发电机采用ISG电机，ISG电机与发动机同轴连接，通过控制ISG电机的转速就可以调节发动机转速。较佳的，在调节发动机转速的模式下可采用PID控制调节发动机的转速。PID控制是指比例(proportion)、积分(integral)、导数(derivative)控制，是目前应用最为广泛的工业控制方法。
本实施例的混合动力车辆离合器接合的控制方法，在整车控制器控制离合器接合后，还可以根据总需求扭矩调节发动机和驱动电机的输出扭矩，根据驾驶需求，保持总需求扭矩不改变，不影响车辆运转，重新分配发动机和驱动电机的输出扭矩，保持并联驱动模式。较佳的，在并联驱动模式下，可让发动机工作在最经济的状态，并作为主力输出，，剩余动力由驱动电机补充输出，因此，在一种可选的方式中，在调节发动机和驱动电机的输出扭矩时，参照图3所示，可按照一定的斜率线性增大发动机的输出扭矩，且按一定的斜率线性降低驱动电机的输出扭矩，使发动机和驱动电机的输出扭矩之和为总需求扭矩，保持总需求扭矩不变。
在本实施例中，混合动力车辆的离合器接合后，车辆进入并联驱动模式，整车控制器仍可以持续检测车辆的各项参数和故障事件，当车辆的各项参数和故障事件满足一定的条件时，可控制混合动力车辆退出并联驱动模式。在一种可选的实施方式中，当离合器接合后，若满足以下两项中的任一项，则控制离合器分离，退出并联驱动模式：
(1)混合动力车辆当前车速v小于或等于当前加速踏板位置对应的第二速度设定值v2；
(2)当前车速下混合动力车辆的动力电池的SOC处于第二设定范围F2外。
具体的，在整车控制器中还可预先存储每一加速踏板位置对应的第二速度设定值，该第二速度设定值为混合动力车辆退出并联驱动模式的速度下限，各个加速踏板位置对应的第二速度设定值可根据仿真测试或实验验证得出。如果当前的车速v小于或等于当前踏板位置对应的第二速度设定值v2，则不需要发动机和驱动电机同时提供动力源，因此可以控制离合器分离，退出并联驱动模式。
另外，在整车控制器中还可预先存储退出并联驱动模式时对应的动力电池SOC的第二设定范围F2，当动力电池的SOC落在第二设定范围F2外时，动力电池电量充足，可以控制离合器分离，退出并联驱动模式，由驱动电机单独驱动车辆运转。
较佳地，设置各踏板位置对应的第二速度设定值小于第一速度设定值，且设置第二设定范围包含第一设定范围，这样可以起到迟滞环的作用，避免混合动力车辆在临界状态频繁地动作离合器，造成离合器的损伤。
图4为本发明的混合动力车辆离合器接合的控制方法在另一个实施例的流程示意图。参照图4所示，且一并参照图1至图3，在本实施例中，整车控制器可实时检测混合动力车辆的加速踏板位置、车速以及动力电池的SOC，并判断是否有影响离合器结合的故障事件发生，当通过这些判断因子判定混合动力车辆满足调节发动机转速的条件时，控制混合动力车辆进入调节发动机转速的模式，此时可通过调节混合动力车辆中ISG电机的转速来调节发动机的转速，并向离合器液压回路预充油，整个过程驱动电机继续输出扭矩保持车辆运动。整车控制器根据驱动电机的转速以及发动机和驱动电机到驱动轮端的传动比和驱动关系，可确定发动机的目标转速。当离合器的液压回路完成预充油，并且发动机的转速与目标转速的差值在设定时间内均小于阈值时，离合器两端快速升压接合，当离合器两端的压力达到设定压力值时，混合动力车辆的离合器接合完成，驱动电机和发动机通过离合器相结合，车辆进入并联驱动模式，此后可根据车辆的总需求扭矩来重新分配驱动电机的输出扭矩和发动机的输出扭矩，保持车辆在并联驱动模式下运行。如果离合器两端压力未达到设定压力值，接合失败，无法进入并联驱动模式，则保持车辆原先的模式运行。
本发明的混合动力车辆离合器接合的控制方法，在发动机启动后，可通过控制ISG电机的转速来调节发动机的转速，在发动机的转速其与目标转速之间的差值稳定在一定范围内才进行离合器接合，此时发动机和驱动电机基本协调一致，可有效避免离合器接合过程出现冲击，降低故障率，防止离合器过度损耗，延长其使用寿命。同时在调节发动机转速及离合器接合过程中，仍由驱动电机维持混合动力车辆的运行状态，在离合器接合后驱动电机和发动机一同作为动力源为车辆提供动力，整个过程动力输出平顺过渡，不影响车辆驾驶的舒适性，相较于现有技术而言能有效提升驾驶体验。
需要说明的是，对于前述的各方法实施例，为了简便描述，将其都表述为一系列的动作组合，但是本领域技术人员应该知悉，本发明并不受所描述的动作顺序的限制，因为依据本发明，某些步骤可以采用其它顺序或者同时进行。
根据上述本发明的混合动力车辆离合器接合的控制方法，本发明还提供一种混合动力车辆离合器接合的控制系统，下面结合附图及较佳实施例对本发明的混合动力车辆离合器接合的控制系统进行详细说明。
图5为本发明的混合动力车辆离合器接合的控制系统在一个实施例中的结构示意图。如图2所示，该实施例中的系统包括：
条件检测判断装置1，用于判断混合动力车辆是否满足调节发动机转速的条件；
发动机调速控制装置2，用于在所述混合动力车辆满足调节发动机转速的条件时，控制所述混合动力车辆进入调节发动机转速的模式，并根据驱动电机的转速以及所述发动机和所述驱动电机到驱动轮端的传动比和驱动关系，确定所述发动机的目标转速；
接合装置3，用于在所述发动机的转速与目标转速的差值在设定时间内均小于阈值时，控制所述混合动力车辆的离合器接合，所述离合器分别连接所述驱动电机和所述发动机。
在具体应用中，条件检测判断装置1可根据混合动力车辆的运行状态来判断混合动车辆是否满足调节发动机转速的条件，当车辆的运行状态需要接合离合器以加入发动机驱动来维持或调节时，条件检测判断装置1判定混合动力车辆满足调节发动机转速的条件。条件检测判断装置1也可以根据驾驶员输入的指令来判断，比如驾驶员想要超车或者驾驶车辆爬坡时，可以向条件检测判断装置1输入调节指令，条件检测判断装置1收此调节指令后判定混合动力车辆满足调节发动机转速的条件，此后发动机调速控制装置2控制车辆进入调节发动机转速的模式。
在一种可选的实施方式中，条件检测判断装置1检测混合动力车辆的各项参数以及故障事件，当以下三项均满足时，可判定混合动力车辆满足调节发动机转速的条件：
条件1：混合动力车辆当前车速v大于当前加速踏板位置对应的第一速度设定值v1；
条件2：当前车速下混合动力车辆的动力电池的SOC(State of Charge，剩余电量)处于第一设定范围F1内；
条件3：混合动力车辆当前无影响离合器接合的故障事件发生。
在以上三个条件均满足时，条件检测判断装置1判定混合动力车辆满足调节发动机转速的条件，发动机调速控制装置2控制混合动力车辆进入调节发动机转速的模式，接合装置3准备控制离合器接合，此时驱动电机继续输出扭矩以维持车辆运行。
在调节发动机转速的模式下，发动机调速控制装置2根据发动机和驱动电机到驱动轮端的传动比和驱动关系，以及驱动电机的转速，可以确定发动机的目标转速，并调节发动机的转速，使之与目标转速接近。
若本实施例中的混合动力车辆为基于G-MC系统的混合动力车辆，则发动机调速控制装置2可以通过控制车辆中的发电机的转速来调节发动机的转速。较佳地，基于G-MC系统的混合动力车辆中的发电机可使用ISG电机，ISG电机与发动机同轴连接，发动机调速控制装置2通过控制ISG电机的转速就可以调节发动机转速。较佳的，发动机调速控制装置2可采用PID控制调节发动机的转速，PID控制凭借其突出的优势广泛应用在各类工业控制领域。
在调节发动机转速的模式下，当发动机的转速与目标转速的差值在设定时间T内均小于阈值时，发动机与驱动电机基本协调一致，此时接合装置3控制混合动力车辆的离合器接合，例如在离合器的液压回路完成预充油后，离合器两端快速升压接合，使混合动力车辆进入并联驱动的模式，提升车辆的动力性能。
本实施例所提供的混合动力车辆离合器接合的控制系统，发动机的转速与目标转速之间的差值稳定在一定范围内使得发动机和驱动电机协调一致时才进行离合器接合，避免离合器接合过程出现冲击，减少风险，防止离合器过度损耗，延长使用寿命；同时在调节发动机转速及离合器接合过程中，驱动电机继续维持车辆运转，等离合器接合后和发动机一同为车辆提供动力，整个过程动力输出平顺过渡，不影响车辆驾驶的舒适性。
较佳的，参照图5所示，本实施例的混合动力车辆离合器接合的控制系统还包括输出扭矩调节装置4，用于在离合器接合后，根据总需求扭矩调节发动机和驱动电机的输出扭矩。输出扭矩调节装置4根据驾驶需求，保持总需求扭矩不改变，不影响车辆运转，重新分配发动机和驱动电机的输出扭矩，保持并联驱动模式。较佳的，在并联驱动模式下，可由发动机作为主力输出，并工作在最经济的状态，剩余动力由驱动电机补充输出，因此，在一种可选的方式中，输出扭矩调节装置4在调节发动机和驱动电机的输出扭矩时，可按照一定的斜率线性增大发动机的输出扭矩，且按一定的斜率线性降低驱动电机的输出扭矩，使发动机和驱动电机的输出扭矩之和为总需求扭矩，保持总需求扭矩不变。
在本实施例中，混合动力车辆的离合器接合后，车辆进入并联驱动模式，条件检测判断装置1仍可以持续检测车辆的各项参数和故障事件，当车辆的各项参数和故障事件满足一定的条件时，接合装置3可控制离合器分离，混合动力车辆退出并联驱动模式。在一种可选的实施方式中，当离合器接合后，若条件检测判断装置1判定满足以下两项中的任一项，则接合装置3控制离合器分离，退出并联驱动模式：
(1)混合动力车辆当前车速v小于或等于当前加速踏板位置对应的第二速度设定值v2；
(2)当前车速下混合动力车辆的动力电池的SOC处于第二设定范围F2外。
较佳地，设置各踏板位置对应的第二速度设定值小于第一速度设定值，且设置第二设定范围包含第一设定范围，这样可以起到迟滞环的作用，避免混合动力车辆在临界状态频繁地动作离合器，造成离合器的损伤。
上述混合动力车辆离合器接合的控制系统可执行本发明实施例所提供的混合动力车辆离合器接合的控制方法，具备执行方法相应的功能模块和有益效果。
以上所述实施例的各技术特征可以进行任意的组合，为使描述简洁，未对上述实施例中的各个技术特征所有可能的组合都进行描述，然而，只要这些技术特征的组合不存在矛盾，都应当认为是本说明书记载的范围。
以上所述实施例仅表达了本发明的几种实施方式，其描述较为具体和详细，但并不能因此而理解为对发明专利范围的限制。应当指出的是，对于本领域的普通技术人员来说，在不脱离本发明构思的前提下，还可以做出若干变形和改进，这些都属于本发明的保护范围。因此，本发明专利的保护范围应以所附权利要求为准。

Claims (10)

1.一种混合动力车辆离合器接合的控制方法，其特征在于，包括如下步骤：
在混合动力车辆满足调节发动机转速的条件时，控制所述混合动力车辆进入调节发动机转速的模式，并根据驱动电机的转速以及所述发动机和所述驱动电机到驱动轮端的传动比和驱动关系，确定所述发动机的目标转速；
当所述发动机的转速与目标转速的差值在设定时间内均小于阈值时，控制所述混合动力车辆的离合器接合，所述离合器分别连接所述驱动电机和所述发动机。
2.根据权利要求1所述的混合动力车辆离合器接合的控制方法，其特征在于，当以下三项均满足时，判定所述混合动力车辆满足调节发动机转速的条件：
所述混合动力车辆当前车速大于当前加速踏板位置对应的第一速度设定值；
当前车速下所述混合动力车辆的动力电池的剩余电量处于第一设定范围内；
所述混合动力车辆当前无影响所述离合器接合的故障事件发生。
3.根据权利要求2所述的混合动力车辆离合器接合的控制方法，其特征在于，当所述离合器接合后，若所述混合动力车辆当前车速小于或等于当前加速踏板位置对应的第二速度设定值，或者当前车速下所述混合动力车辆的动力电池的剩余电量处于第二设定范围外，则控制所述离合器分离。
4.根据权利要求3所述的混合动力车辆离合器接合的控制方法，其特征在于，所述第二速度设定值小于所述第一速度设定值；所述第二设定范围包含所述第一设定范围。
5.根据权利要求1所述的混合动力车辆离合器接合的控制方法，其特征在于，在所述离合器接合后，根据总需求扭矩调节所述发动机和所述驱动电机的输出扭矩。
6.根据权利要求5所述的混合动力车辆离合器接合的控制方法，其特征在于，根据总需求扭矩调节所述发动机和所述驱动电机的输出扭矩的过程包括：
线性增大所述发动机的输出扭矩，线性降低所述驱动电机的输出扭矩，使所述发动机和所述驱动电机的输出扭矩之和为所述总需求扭矩。
7.根据权利要求1所述的混合动力车辆离合器接合的控制方法，其特征在于，在所述调节发动机转速的模式下，通过控制与所述发动机同轴连接的ISG电机的转速来调节所述发动机的转速。
8.根据权利要求1至7中任一项所述的混合动力车辆离合器接合的控制方法，其特征在于，在所述调节发动机转速的模式下，采用PID控制调节所述发动机的转速。
9.一种混合动力车辆离合器接合的控制系统，其特征在于，包括：
条件检测判断装置，用于判断混合动力车辆是否满足调节发动机转速的条件；
发动机调速控制装置，用于在所述混合动力车辆满足调节发动机转速的条件时，控制所述混合动力车辆进入调节发动机转速的模式，并根据驱动电机的转速以及所述发动机和所述驱动电机到驱动轮端的传动比和驱动关系，确定所述发动机的目标转速；
接合装置，用于在所述发动机的转速与目标转速的差值在设定时间内均小于阈值时，控制所述混合动力车辆的离合器接合，所述离合器分别连接所述驱动电机和所述发动机。
10.根据权利要求9所述的混合动力车辆离合器接合的控制系统，其特征在于，还包括输出扭矩调节装置，用于在所述离合器接合后，根据总需求扭矩调节所述发动机和所述驱动电机的输出扭矩。
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