CN106274891B - 在tmed hev的发动机离合器滑动期间的驱动力控制方法 - Google Patents

在tmed hev的发动机离合器滑动期间的驱动力控制方法 Download PDF

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CN106274891B
CN106274891B CN201510956400.4A CN201510956400A CN106274891B CN 106274891 B CN106274891 B CN 106274891B CN 201510956400 A CN201510956400 A CN 201510956400A CN 106274891 B CN106274891 B CN 106274891B
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engine
torque
clutch
motor
control
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CN106274891A (zh
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金尚准
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Hyundai Motor Co
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Hyundai Motor Co
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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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Abstract

提供了用于TMED HEV的发动机离合器滑动的驱动力控制方法，该TMED HEV可以包括：发动机10和第二电动机50，第一电动机30，其设置在变速器侧，发动机离合器20，其插置在发动机10和第一电动机30之间，以及多离合器变速器35，其与第一电动机30的输出端连接。该方法包括验证维持所述发动机的目标速度的控制是否通过发动机反馈控制来实现还是通过第二电动机扭矩反馈控制来实现，以及使用液压力施加用于离合器滑动的离合器压力。当施加离合器压力时，估计离合器滑动传送扭矩。与压力相等的发动机离合器扭矩作为负载。计算第二电动机的可释放的极限扭矩、第二电动机的辅助扭矩和发动机扭矩，然后以执行滑动控制。

Description

在TMED HEV的发动机离合器滑动期间的驱动力控制方法
技术领域
本发明涉及在发动机离合器在其中电动机和变速器连接的变速器安装的电气装置(TMED)HEV中滑动期间的驱动力控制方法。更具体地，本发明涉及发动机离合器在TMED混合动力电动车辆(HEV)中滑动的情况下提高的驱动力控制方法，当车辆开始提高发动机操作以将该操作维持在其中NVH是有利的区域中时，本发明允许分离器电动机(HSG)在噪声、振动和声振粗糙度(NVH)是不利的区域中承受负载同时执行低速度和大扭矩操作。
背景技术
由于对提高车辆燃料效率的需求和对节省燃料同时满足不同国家的排放气体规定的需求，已经进行了使用发动机和电动机两者作为动力的混合动力电动车(HEV)的研制。混合动力车辆是使用发动机和电动机两者作为车辆的驱动力的车辆类型，并且因此，当车辆在高速度下驾驶时发动机被驱动，并且当需要增加驱动力时，发动机和电动机两者被驱动，而当车辆在城市中驾驶时(例如，具有高拥堵)，电动机被驱动。
混合动力车辆由两种动力源(发动机和电动机)驱动，并且发动机离合器设置在动力源之间，并且因此，混合动力车辆基于发动机离合器的连接(耦合)在电动车辆(EV)模式和HEV模式下操作，并且在该过程中，任选的输出扭矩可以通过考虑发动机和电动机如何和谐操作来提供。
当发动机离合器滑动时(见图1)，发动机输出离合器扭矩和附加扭矩用于维持速度，并且在学习发动机离合器传送扭矩期间，执行用于发动机和电动机的控制以维持预先确定的速度，并且因此，当施加压力时(见图2)，需要增加的发动机的扭矩与离合器扭矩一样多。在图1和图2中，We表示发动机角速度，并且Wm表示电动机角速度。可以看出，基于在当发动机离合器滑动启动时的行为和当发动机离合器传送扭矩被学习时的行为的两种情况下基本上大的扭矩区域的离合器滑动传送扭矩T_clutch，发动机在在扭矩区域中NVH是不利的区域中操作，在该扭矩区域中在发动机扭矩Te相当大。
一般来讲，当车辆启动时，发动机的运行速度被调节到每分钟大约空转(idle)数(rpm)，并且当发动机离合器滑动时发动机需要输出附加扭矩以维持离合器扭矩和发动机速度。因为发动机承受发动机离合器负载，所以发动机用低速和大扭矩运行，如图3示意性地示出。因此，发动机在其中噪声、振动和振动粗糙度(NVH)是不利的操作区域中操作。
在这点上，本申请人已经公开了用于学习混合动力车辆的发动机离合器的传送扭矩的系统和方法，这基于发动机离合器的液压力的操作将发动机维持在预先确定的速度(例如，怠速)，并且允许启动发电机以适当地承受发动机离合器的传送扭矩，以防止在学习传送扭矩和提高NVH并同时学习混合动力车辆的发动机离合器的传送扭矩的时间时，在低速和大扭矩区域中发动机发出隆隆声。
另外，现有技术的换挡控制装置包括电动机的辅助控制部分，其产生辅助扭矩，该辅助扭矩等于在将驱动装置换挡期间在内燃机需要的扭矩和内燃机输出扭矩之间的偏差，所述驱动装置包括发电机，在包括内燃机和电动机的HEV中其当离合器滑动发生时使用校正扭矩用于辅助在电动机内的内燃机以校正辅助扭矩。
另一个研发的现有技术教导具有选择地在驱动线上连接的电动机和发动机的混合动力电动车辆，该驱动线通过被构造成用于基于在离合器接合期间的滑动速度值和离合器压力值提供附加电动机扭矩以补偿发动机惯性阻力，并且发动机被连接到当需要附加扭矩时用于启动发动机的启动器。
在该章节公开的上述信息只用于加强对本发明背景的理解，因此它可能包含对于本领域的普通技术人员在本国已经已知的、不形成现有技术的信息。
发明内容
本发明提供了在TMED HEV中的发动机离合器滑动期间的驱动力控制方法，当在NVH较少产生的区域发动机滑动以控制发动机操作时，该方法允许作为连接到一般发动机的分开的第二电动机的混合起动发电机(HSG)承受发动机负载增加量，以消除当在现有技术中TMED HEV的低速操作期间NVH恶化时引起的问题。
在一个方面，本发明提供了在TMED HEV的发动机离合器滑动期间的驱动力控制方法，该TMED HEV可以包括：发动机10，第二电动机50，其为混合起动发电机(HSG)，第一电动机30，其设置在变速器侧，发动机离合器20，其插置在发动机10和第一电动机30之间，以及多离合器变速器35，其与第一电动机30的输出端相连接。该方法可以包括：验证用于维持发动机的目标速度的控制是通过发动机反馈控制实现还是通过第二电动机扭矩反馈控制实现(S1)；通过混合控制单(HCU)使用液压力施加用于离合器滑动的离合器压力(S3和S10)；当在步骤S3和S10中施加离合器压力时，估计离合器滑动传送扭矩T_clutch，其中等于该压力的发动机离合器的扭矩用作负载(S4和S11)；计算第二电动机可释放的极限扭矩T_hsgDch(S5和S12)；计算第二电动机的辅助扭矩和发动机扭矩(S6和S13)；以及执行滑动控制(S7和S14)。
在示例性实施例中，当在步骤S1中通过发动机反馈控制实现发动机的目标速度控制，发动机目标速度可以通过发动机的输出扭矩维持，并且在离合器滑动期间第二电动机可以辅助传送到离合器的扭矩以维持发动机目标速度。此外该方法还包括，在步骤S1(S2)中，当发动机速度控制通过发动机反馈控制实现时，在滑动控制期间通过由第二电动机辅助的扭矩来维持发动机的目标速度并且将发动机扭矩传送到离合器。
在步骤S5中，第二电动机可释放的极限扭矩可确定为鉴于包括温度和充电状态(SOC)的电池系统的状态，以及电动机系统和电气设备负载所消耗的功率的状态的最大可释放的扭矩。在步骤S4中在传送扭矩T_clutch的估计过程中，传送扭矩可以被估计为在发动机离合器两端上的摩擦表面彼此物理地接触时传送的扭矩。
在步骤S6中，第二电动机辅助扭矩T_hsg可通过在步骤S4中所估计的离合器传送扭矩T_clutch和在步骤S5中计算出的第二电动机可释放的极限扭矩T_hsgDch之间选择较小的值来确定。此外，通过从将用于维持发动机目标速度的扭矩T_spdctrl和用于离合器滑动的离合器传送扭矩T_clutch相加所获得的值减去由第二电动机辅助的第二电动机辅助扭矩T_hsg，可确定发动机扭矩T_eng。
在步骤S13中，通过将用于维持发动机目标速度的扭矩T_spdctrl与在离合器传送扭矩T_clutch和由从第二电动机可释放的极限扭矩T_hsgDch减去速度控制余量扭矩所获得的值之间的较小值进行相加，可确定第二电动机辅助扭矩，并且该速度控制余量扭矩可以是当发动机由第二电动机的扭矩驱动时，被电动机能量的误差和消耗实质上减少的扭矩。另外，在步骤S13中，发动机扭矩可以通过从离合器传送扭矩减去第二电动机辅助扭矩值来确定。响应于接收用于停止滑动控制的请求(S8和S15)，该控制可以完成，并且当没有用于停止滑动控制的请求时，该处理流程可以返回施加用于离合器滑动的离合器压力的之前的步骤(步骤S3和S10)。
根据本发明，在由通过第二电动机的扭矩辅助的发动机扭矩反馈控制进行发动机速度控制，以及由第二电动机扭矩反馈控制方案来进行发送动机速度控制的两种情况下，在当发动机离合器滑动启动时的发动机行为中或当发动机离合器传送扭矩被学习时的发动机行为中，发动机扭矩Te通过第二电动机的扭矩辅助可被显著地下降，并且因此在发动机操作时的NVH可以降低。
附图说明
现在将参考附图中所示的示例性实施例详细描述本发明的以上和其他的特征，其仅以示例的方式提供，并因此不限制本发明，并且其中：
图1是示出根据现有技术当发动机离合器滑动启动时的发动机行为的图；
图2是示出根据现有技术在控制发动机离合器传送扭矩反馈的时间处的发动机行为的图；
图3是示出根据现有技术当在HEV中离合器扭矩增加时NVH特性改变的图；
图4是根据本发明的示例性实施例的TMED HEV的传动系的示意框图；
图5是在离合器通过本发明滑动的情况下，驱动力控制方法的流程图，该流程图应用到根据本发明的示例性实施例的TMED HEV的传动系的发动机；
图6和图7是示出当在根据本发明的示例性实施例的TMED HEV内的发动机离合器滑动启动时的行为特性和在控制发动机离合器传送扭矩反馈的时间处的行为的图；以及
图8是示出基于发动机扭矩的减少与第二电动机扭矩输出一样大的NVH特性和在根据本发明的示例性实施例的TMED HEV内的发动机操作点的图。
在图中提及的附图标号包括对如下面另外讨论的以下元件的参考：
10：发动机
20：发动机离合器
30.第一电动机
35.多离合器变速器
40.逆变器
45.电池
50.第二电动机
应该理解，附图不一定是按照尺寸比例绘制的，只是说明本发明的基本原理的各种特征的简化表示。如本文所公开的本发明的具体设计特征，其包括，例如具体尺寸、取向、位置和形状，部分由特定预期的应用和使用环境确定。在图中，贯穿附图的若干图，附图标号是指本发明的相同或等价部分。
具体实施方式
应当理解，如本文使用的，术语“车辆”或“车辆的”或其他类似的术语通常包括机动车辆，诸如包括运动型多功能车辆(SUV)、公共汽车辆、货车辆、各种商用车辆的客运汽车辆，包括各种小船和轮船的船只，飞机等等，并且包括混合动力车辆、电动车辆、燃烧插电式混合动力电动车辆、插电式混合动力车辆、氢动力车辆和其他替代燃料车辆(例如，采自除石油之外的资源的燃料)。如本文所提到的，混合动力车辆是具有两种或多种动力源的车辆，例如汽油驱动和电驱动的车辆。
虽然示例性实施例被描述为使用多个单元执行示例性过程，但是应当理解，示例性过程还可以通过一个或多个模块执行。另外，应当理解术语控制器/控制单元是指包括存储器和处理器的硬件装置。存储器被构造成用于存储模块，并且处理器具体地被构造成用于执行所述模块以执行一个或多个过程，这在下面进一步描述。
本文所用术语只是为了说明目的而不旨在限制性本发明。除非上下文明确指出，否则如本文所用，单数形式“一”、“一个”和“该”旨在也包括复数形式。应该进一步理解，当术语“包含”、“包括的”用于本说明书中时，其指定所述特征、整数、步骤、操作、元件和/或部件存在，但并非排除一种或多种其它特征、整数、步骤、操作、元件、部件和/或其组群的存在或加入。如本文所使用，术语“和/或”包括一个或多个相关联的列出术语的任何或全部组合。
除非特别规定或从上下文中显而易见，否则术语“大约”理解为在本领域中的正常公差范围内，例如，在平均值的2个标准差以内。“大约”可理解为在规定值的10％、9％、8％、7％、6％、5％、4％、3％、2％、1％、0.5％、0.1％、0.05％或0.01％以内。除非上下文中另外清楚表面，否则在此提供的所有数值均由术语“大约”修饰。
在下文中，现在将详细参考本发明的各种示例性实施例，它的示例在附图中示出并且在下面描述。虽然本发明将结合示例性实施例描述，但是将理解本说明书不旨在将本发明限制于那些示例性实施例。相反，本发明旨在不仅覆盖示例性实施例而且覆盖可以包括在所附权利要求所限定的本发明的实质和范围内的各种替换例、修改例、等效例和其他实施例。
在下文中，将参照示出本发明实施例的附图更详细描述本发明的示例性实施例。
混合动力电动车辆(HEV)的TMED方案传动系结构，其应用于在本发明的安装有变速器电气装置(TMED)HEV的发动机离合器滑动期间的驱动力控制方法，该混合动力电动车辆(HEV)的TMED方案传动系结构通常采用电动机和变速器连接的TMED方案传动系，如图4所示意性地示出。在混合动力电动车辆的TMED方案传动系结构中，提供了作为动力源的发动机10和作为驱动电动机的第一电动机(例如，变速器侧)30，并且发动机离合器20可以插置在发动机10和第一电动机30之间，并且第一电动机的输出终端30可以连接到离合器变速器或包括DCT(双离合变速器)的多离合器变速器35等，如图1示意性地示出。
在混合动力电动车辆中，在发动机离合器20被连接或滑动时，混合动力车辆可以使用发动机10和第一电动机30驱动(HEV驾驶)或通过发动机驱动(EG驱动)，并且当发动机10不用于驱动并且HEV由第一电动机30驱动(EV驾驶)时，通过打研发动机离合器20，驱动混合动力车辆可以与发动机分离。例如，在初始启动和低速驾驶期间，车辆可以使用第一电动机30启动，该第一电动机在低rpm下具有高的效能，并且当车辆以预定的速度驾驶时，第二电动机，其是集成的启动发电机(HSG)，可配置成启动发动机10以使用发动机输出和发电机输出两者。
发动机10和第一电动机30的输出可以使用多离合变速器35转换，并且其后被传递到驱动轴并且最后被传递到驱动轮。如上所述，在初始启动和低速驾驶期间，车辆驱动力由第一电动机30获得，与此同时通过打研发动机离合器20将发动机10分离，并且由于在车辆的初始启动期间发动机10的效能低于第一电动机30的效能，所以根据车辆的燃料效率使用效能高的第一电动机30起动初始启动是有利的。
在HEV模式中，通过连接发动机离合器20，发动机10可以连接到第一电动机，并且因此，发动机10的旋转力和第一电动机30的旋转力可以一起被传递到驱动轴以驱动车辆。EV模式和HEV模式的驱动模式的选择可以通过执行发动机离合器操作来执行，并且发动机离合器的操作通常由液压装置执行。
一般来讲，除了确定发动机10的燃料喷射时间之外，第二电动机的电动机扭矩指令确定和发动机离合器压力确定可以通过混合控制单元(HCU)执行，第一和第二电动机可以由电动机控制单元(MCU)操作，第一电动机可以由从逆变器施加的3相交流电(AC)电压操作以产生扭矩，并且可以在滑行期间作为发电机操作以为电池供应再生能量。
多离合变速器的转换控制可以通过变速器控制单元(TCU)执行，发动机扭矩可以用个发动机管理系统(EMS)调节，并且EMS可以被构造成用于执行启动打开/关闭并且调节发动机的输出。第二电动机可以配置成作为启动发电机来操作，并且第二电动机50和第一电动机30可以基于由逆变器40所施加的控制信号来操作。第二电动机50可以配置成在逆变器的控制下执行发动机的启动，并且可以作为发电机操作，同时发动机维持启动以通过逆变器40将产生的电压提供到电池45作为充电电压。
参考图5，将描述在离合器滑动期间施加到TMED HEV的发动机的驱动力控制方法。当电池维持低充电状态(低SOC)时，当电池和电动机的温度高于预先确定的参考温度条件时，以及当在其中车辆驾驶的道路的坡度陡(例如，倾斜的道路)的此类斜坡条件下车辆被要求启动时等，可以执行发动机离合器的滑动控制。可能需要高度精确的压力控制以在操作条件下滑动控制发动机离合器。
一般来讲，在车辆通过发动机离合器滑动和用于学习发动机离合器传送扭矩的离合器滑动来启动的期间，发动机可以在低rpm区域，即怠速rpm区域中操作。因此，可以操作发动机以维持预定的目标速度，例如，约1200至1300rpm的怠速，同时变速器耦合到停车辆状态(“P档”)或空档状态(“N档”)。具体地，基于发动机速度控制的主要手段有差别地执行速度的调节，即，发动机速度是否通过发动机反馈控制调节或基于通过第二电动机的反馈控制有差别地执行，并且在下面分开地描述该调节。
通过发动机扭矩反馈控制的发动机速度控制
第一，控制器配置成确定发动机的目标速度，即在控制期间的速度是否由发动机反馈控制来调节(步骤S1)，并且当在发动机怠速期间速度控制通过发动机的反馈控制调节时，发动机怠速可以由发动机扭矩来维持。用于离合器滑动的离合器压力可以通过混合控制单元(例如，控制器)使用液压力施加(步骤S3)。类似于用于启动车辆的离合器滑动和用于学习发动机离合器传送扭矩的发动机离合器滑动，当在步骤S3中施加离合器压力时，在发动机离合器滑动期间，等于施加到发动机离合器的压力的发动机离合器扭矩可以作为在发动机系统内的负载。
具体地，如下估计离合器滑动传送扭矩T_clutch(S4)。作为当发动机离合器两端上的摩擦表面彼此物理接触时所传送的扭矩，被传送到发动机离合器的扭矩基本上可以通过有效的压力和摩擦系数来估计，并且传送扭矩通常由下面给出的等式表示。
T_clutch＝μA·n·P·Δrpm
其中，T_clutch表示传送到离合器的扭矩，μ表示摩擦系数，A表示压力作用面积，n表示摩擦表面的数量，P表示施加的压力，并且Δrpm表示在发动机离合器的两端之间的rpm差。
离合器传送扭矩估计值T_clutch可以被用于确定第二电动机的辅助扭矩量，这将在下面描述。在步骤S5中，可以计算第二电动机可释放的极限扭矩T_hsgDch。第二电动机可释放的极限扭矩可以被确定为鉴于电池的状态(例如，温度SOC等)，以及电动机系统和电气装置负载的消耗功率的状态的最大可释放的扭矩。然后，可以计算第二电动机辅助扭矩和发动机扭矩(步骤S6)。在步骤S1中通过发动机反馈控制中，在离合器滑动期间，发动机目标速度可以通过发动机的输出扭矩维持，并且第二电动机辅助传送到离合器的扭矩以维持发动机目标速度。
因此，因为第二电动机辅助扭矩T_hsg需要满足可释放的极限条件连同离合器滑动，所以第二电动机辅助扭矩T_hsg可以通过在步骤S4中估计的离合器传送扭矩T_clutch和在步骤S5中计算的第二电动机可释放的极限扭矩T_hsgDch之间选择较小的值来确定。
T_hsg＝min(T_clutch,T_hsgDch)
另外，发动机扭矩T_eng可以通过从将用于维持发动机目标速度，即怠速的扭矩T_spdctrl和用于离合器滑动的离合器传送扭矩T_clutch相加获得的值减去由第二电动机辅助的辅助扭矩T_hsg来确定。
T_eng＝T_spdctrl+T_clutch-T_hsg
然后，可以执行离合器滑动控制(步骤S7)，并且响应于检测用于停止离合器滑动控制的请求(S8)，离合器滑动控制可以终止，并且当没有用于停止离合器滑动控制的请求时，该方法可以返回到步骤S3以前的步骤以重复执行步骤S3至步骤S8。
通过第二电动机扭矩反馈控制的发动机速度控制
当发动机速度调节(例如，控制)不是在步骤S1中的发动机反馈控制时，控制器可以配置成确定：发动机速度控制通过执行调节的第二电动机的反馈控制来实现(步骤S2)。在步骤S2中的第二电动机反馈控制不同于发动机反馈控制，因为，发动机目标速度，即发动机怠速可以通过由第二电动机辅助的输出扭矩维持，并且在离合器滑动期间传送到离合器的扭矩为发动机扭矩。
在步骤S10中，离合器压力可以通过液压力来施加以用于离合器滑动，在步骤S11中，可以估计用于离合器滑动的传送扭矩，在步骤S12中可以计算第二电动机可释放的极限扭矩，并且步骤S10、S11和S12类似于如上所述的步骤S3、S4和S5。然而，当发动机速度控制通过第二电动机反馈控制实现时，执行第二电动机扭矩计算和发动机扭矩计算(S13)根本不同于在通过发动机扭矩反馈控制的发动机速度控制过程中执行第二电动机扭矩计算和发动机扭矩计算(S6)。步骤S2和步骤S10至步骤S13不同于通过发动机扭矩反馈控制调节发动机速度的步骤S1和步骤S3至S7，因为发动机可以由第二电动机驱动并且发动机速度调节可以通过第二电动机来执行。
在第二电动机辅助扭矩的确定过程中，可以考虑速度控制余量以用于通过第二电动机来维持发动机目标速度。换句话讲，通过传送第二电动机的扭矩来驱动的发动机的目标怠速不同于在第二电动机输出轴处的实际旋转速度，并且例如，当发动机目标怠速可以为约1200rpm时，当发动机由第二电动机驱动时，由于电动机能量的误差和消耗，约为1000rpm的实际发动机怠速不同于发动机目标怠速，并且实际的第二电动机可释放的极限扭矩可以通过从第二电动机可释放的极限扭矩减去速度控制余量扭矩来确定，并且因此，发动机扭矩确定为通过速度控制余量扭矩确定来增加的发动机扭矩。
因此，第二电动机辅助扭矩可以通过将用于维持发动机目标速度的扭矩T_spdctrl与在离合器传送扭矩T_clutch和通过从第二电动机可释放的极限扭矩T_hsgDch减去速度控制余量扭矩所获得的值之间的较小值进行相加来确定，并且因此，在步骤13中的第二电动机辅助扭矩的确定可以如下表示。
T_hsg＝min(T-clutch,T_hsgDch-速度控制余量扭矩)+T_spdctrl
具体地，发动机扭矩通过从离合器传送扭矩减去第二电动机辅助扭矩值如下表示。
T_eng＝T_clutch-min(T-离合器,T_hsgDch-速度控制余量扭矩)
然后，在步骤14中，可以执行离合器滑动控制，在步骤S15中，并且响应于检测用于停止离合器滑动控制的请求，离合器滑动控制可以终止，并且当没有用于停止离合器滑动控制的请求时，该方法可以返回到上述步骤S10之前的步骤以重复执行步骤S10至步骤S15。
另外，当在不同发动机怠速下发动机离合器传送扭矩被学习或发动机离合器滑动被启动时，关于用于维持怠速的扭矩T_spdctrl、估计的离合器传送扭矩T_clutch、第二电动机可释放极限扭矩T_hsgDch，以及第二电动机辅助扭矩T_hsg的数据可以存储在分开的控制器中(例如，控制器的存储器)以被学习。
根据本发明，图5和图6示出在发动机离合器滑动启动和学习发动机离合器传送扭矩期间的两种行为中，与在现有技术的图1的曲线相比，发动机扭矩Te可以通过由第二电动机辅助的扭矩显著地减少，并且因此，发动机可以在其中NVH最小地产生的区域中操作，如图8所示。
根据本发明的控制方法，其用于通过经第二电动机的扭矩辅助的发动机扭矩反馈控制的发动机速度控制方案或通过第二电动机扭矩反馈控制方案进行发动机速度控制，发动机扭矩可以与通过第二电动机扭矩控制减少的一样多，并且因此，可操作发动机同时最小地产生NVH。本发明可以被应用到TMED HEV，以被用于当发动机在低速下操作时改善NVH。
已经参考本发明的示例性实施例详细地描述了本发明。然而，本领域的技术人员应当理解，在不脱离本发明的原则和实质的前提下，可以在这些示例性实施例中做出改变，其范围在所附权利要求书及其等同物中限定。

Claims (10)

1.一种在安装有变速器的电气装置混合动力电动车辆的发动机离合器滑动期间的驱动力控制方法，所述安装有变速器的电气装置混合动力电动车辆包括：发动机；第二电动机，所述第二电动机为混合起动发电机；第一电动机，所述第一电动机设置在变速器侧；发动机离合器，所述发动机离合器插置在所述发动机和所述第一电动机之间；以及多离合变速器，所述多离合变速器与所述第一电动机的输出端连接，所述方法包括以下步骤：
通过控制器，验证用于维持所述发动机的目标速度的控制是通过发动机反馈控制实现的还是通过第二电动机扭矩反馈控制实现的；
通过所述控制器，使用液压力施加用于离合器滑动的离合器压力；
当所述离合器压力被施加时，通过所述控制器，估计离合器滑动传送扭矩T_clutch，其中与压力相等的发动机离合器扭矩作为负载；
通过所述控制器，计算第二电动机的可释放的极限扭矩；
通过所述控制器，计算第二电动机的辅助扭矩和发动机扭矩；以及
通过所述控制器，执行滑动控制；
其中在计算所述第二电动机的辅助扭矩和发动机扭矩时，当通过发动机反馈控制实现用于维持所述发动机的目标速度的控制时，用于维持所述发动机的目标速度被考虑用于计算所述发动机扭矩，并且当通过第二电动机扭矩反馈控制实现用于维持所述发动机的目标速度的控制时，用于维持所述发动机的目标速度被考虑用于计算所述第二电动机辅助扭矩。
2.根据权利要求1所述的方法，其中当所述发动机的目标速度控制通过所述发动机反馈控制实现时，通过发动机的输出扭矩来维持发动机的目标速度，并且第二电动机辅助在所述离合器滑动期间传送到离合器的扭矩以维持发动机的目标速度。
3.根据权利要求1所述的方法，其还包括：
通过所述控制器，通过由第二电动机辅助的扭矩来维持发动机的目标速度；以及
当发动机速度控制通过第二电动机反馈控制实现时，在离合器滑动期间，通过所述控制器将发动机扭矩传送到离合器。
4.根据权利要求2所述的方法，其中第二电动机可释放的极限扭矩被确定为：鉴于包括温度和充电状态的电池的状态以及电动机系统和电子设备负载的消耗功率的状态的最大可释放的扭矩。
5.根据权利要求2所述的方法，其中在估计传送扭矩的步骤中，传送扭矩被估计为当所述发动机离合器的两端上的摩擦表面彼此物理接触时的所传送的扭矩。
6.根据权利要求2所述的方法，其中通过选择在所估计的离合器传送扭矩和计算出的第二电动机可释放的极限扭矩之间较小的值来确定第二电动机的辅助扭矩。
7.根据权利要求6所述的方法，其中通过从将用于维持所述发动机的目标速度的扭矩和用于离合器滑动的离合器传送扭矩相加获得的值减去辅助的第二电动机辅助扭矩来确定发动机扭矩。
8.根据权利要求3所述的方法，其中通过将用于维持所述发动机的目标速度的扭矩与在离合器传送扭矩和通过从第二电动机可释放的极限扭矩减去速度控制余量扭矩获得的值之间的较小值进行相加来确定第二电动机辅助扭矩，并且速度控制余量扭矩为，当发动机由所述第二电动机的扭矩驱动时通过电动机能量的误差和消耗减少的扭矩。
9.根据权利要求8所述的方法，其中通过从所述离合器传送扭矩减去第二电动机的辅助扭矩值来确定发动机扭矩。
10.根据权利要求1所述的方法，其中响应于检测用于停止所述滑动控制的请求，所述控制完成，并且当没有用于停止滑动控制的请求时，施加用于离合器滑动的离合器压力。
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