CN107264515A - 混合电动车辆的驱动模式控制方法和装置 - Google Patents

混合电动车辆的驱动模式控制方法和装置 Download PDF

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Publication number
CN107264515A
CN107264515A CN201610926277.6A CN201610926277A CN107264515A CN 107264515 A CN107264515 A CN 107264515A CN 201610926277 A CN201610926277 A CN 201610926277A CN 107264515 A CN107264515 A CN 107264515A
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torsion
moment
motor
engine
drive pattern
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CN107264515B (zh
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金尚准
朴成翼
郑权采
朴逸权
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Hyundai Motor Co
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Hyundai Motor Co
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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
    • B60W20/19—Control strategies specially adapted for achieving a particular effect for achieving enhanced acceleration
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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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    • 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
    • B60K6/38—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 driveline clutches
    • 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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    • 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

提供了混合电动车辆的驱动模式控制方法和装置。驱动模式控制方法包括当发动机和第一电动机都驱动的第一驱动模式切换为由第一电动机驱动的第二驱动模式时，减小发动机的扭矩并施加第二电动机的扭矩。然后当发动机扭矩与第二电动机扭矩之间的差值小于第一阈值扭矩时分离离合器。

Description

混合电动车辆的驱动模式控制方法和装置
相关申请的交叉引证
本申请要求于2016年4月8日提交的韩国专利申请第10-2016-0043419号的权益，其全部内容通过引证结合于此。
技术领域
本发明涉及混合电动车辆，并且更具体地，涉及混合电动车辆的驱动模式控制方法和装置。
背景技术
混合电动车辆(后文中称为“混合动力车辆”)可以包括使用发动机和电动机作为动力源的各种动力传动装置。这些动力传动装置包括串联型、并联型、功率分流型等。混合动力车辆可以提供电动车辆(EV)模式和混合电动车辆(HEV)模式作为驱动模式。EV模式用于利用基于电池电力对电动机的驱动来驱动车辆。HEV模式用于使用电动机和发动机两者将动力供应至车辆。
在提供多个驱动模式的并联型混合动力车辆中，一些类型包括安装在发动机和驱动电动机之间的发动机离合器，并且因此，当发动机离合器分离时通过电动机驱动驱动轴，并且当发动机离合器锁止时通过发动机和电动机驱动驱动轴。根据行驶情况，在混合动力车辆在EV模式下行驶时，当由于驾驶员的加速意图而加速所需的扭矩大于电动机扭矩时，可以通过发动机离合器的锁止而额外传输发动机的动力。
相反，当由于驾驶员的减速意图，加速所需的扭矩减小以允许混合动力车辆通过电动机的动力行驶时，可以通过从HEV模式切换为EV模式而分离(open，松开)发动机离合器以驱动混合动力车辆。应当注意，在执行发动机离合器的锁止/分离控制中，在HEV模式下减小从发动机传输至发动机离合器的输入扭矩的处理等需要提前进行，这是因为当发动机离合器从锁止状态变为分离时传输至驱动轴的扭矩减小可能产生冲击。
在车辆的加速或者减速行驶的换挡过程中而不是在车辆的恒定速度行驶中，驾驶员可能感觉不同的驾驶舒适度(例如，驾驶员可能感觉到车辆对于车辆速度的增加和减小的反应)，并且发动机离合器分离时产生的冲击传递到整个车辆，因此产生驾驶不适。此外，由于连续产生的冲击，驾驶员可能感觉不适或相当大的身体疲劳。因此，在控制发动机离合器的分离的过程中，即使当来自发动机的输入扭矩传输至驱动轴时，应减小输入扭矩至驾驶员无法识别的水平，并且然后必须通过松开发动机离合器并关闭发动机(即切断燃料供应)使车辆在EV模式下行驶。
虽然已执行尝试减少供应到发动机的燃料注入量作为减小来自发动机的输入扭矩的方法，但是减小燃料注入量的方法存在的缺陷在于驱动模式的切换缓慢。因此，需要不同于常规技术的方法以用于更快速的驱动模式切换。
发明内容
因此，本公开旨在基本上排除因现有技术的局限性和缺点产生的一个或多个问题的混合电动车辆的驱动模式控制方法和装置。具体地，本发明的目的在于提供使用连接至发动机的起动发电一体机(ISG)以减小来自发动机等的输入扭矩的混合电动车辆的驱动模式控制方法和装置。
可以通过本发明实现的目的不限于上述已经具体描述的内容，并且本领域内的技术人员从以下详细描述中将更清晰地理解本文中没有描述的其他技术目的。
为了实现这些目的和其他优点并且根据本发明的目的，如本文中所体现的和广泛描述的，一种驱动模式控制方法可以包括：当发动机和第一电动机都被驱动的第一驱动模式切换为第一电动机被驱动的第二驱动模式时，减小发动机的扭矩(即发动机扭矩)；施加第二电动机的扭矩(即第二电动机扭矩)；以及当发动机扭矩与第二电动机扭矩之间的差值小于第一阈值扭矩时，分离离合器。
施加第二电动机扭矩可以包括：鉴于发动机扭矩、第一电动机的扭矩(即第一电动机扭矩)以及加速所需的扭矩而施加第二电动机扭矩。分离离合器可以包括：释放操作离合器的液压。释放液压可以包括：基于发动机扭矩的减小调节扭矩，使得发动机扭矩与第二电动机扭矩之和等于第二阈值扭矩。
当发动机扭矩与第二电动机扭矩之间的差值小于第一阈值扭矩并且离合器处于锁止状态时，该方法可以进一步包括：当发动机扭矩小于第三阈值扭矩时，切断用于驱动发动机的燃料的供应。第二电动机可以是连接至发动机的起动发电一体机(ISG)。施加第二电动机扭矩可以包括：以预定比率(predetermined rate)施加第二扭矩以达到第二电动机扭矩的最小扭矩。离合器可以布置在发动机与第一电动机之间。
本发明可以提供记录用于执行该方法的程序的计算机可读记录介质。
在本发明的另一方面中，一种驱动模式控制装置可以包括：控制器，被配置为当发动机和第一电动机都进行驱动的第一驱动模式切换为第一电动机进行驱动的第二驱动模式时，减小发动机的扭矩，并施加第二电动机的扭矩；以及通信单元，被配置为将控制信号传输至发动机、第一电动机以及第二电动机，其中，控制器被配置为当发动机扭矩与第二电动机扭矩之间的差值小于第一阈值扭矩时分离离合器。
控制器可以被配置为鉴于发动机扭矩、第一电动机的扭矩以及加速所需的扭矩而施加第二电动机扭矩。控制器可以被进一步配置为释放用于操作离合器的液压。控制器可以被配置为基于发动机扭矩的减小调节扭矩，使得发动机扭矩与第二电动机扭矩之和等于第二阈值扭矩。
当发动机扭矩与第二电动机扭矩之间的差值小于第一阈值扭矩并且离合器处于锁止状态时，控制器可以被配置为当发动机扭矩小于第三阈值扭矩时切断用于驱动发动机的燃料的供应。第二电动机可以是连接至发动机的起动发电一体机(ISG)。控制器可以被进一步配置为以预定比率施加第二扭矩以达到第二电动机扭矩的最小扭矩。离合器可以布置在发动机与第一电动机之间。
应当理解，本发明的上述总体描述和以下详细描述都是示例性的和说明性的，并且旨在提供如所要求保护的本发明的进一步的说明。
附图说明
包括附图以提供对本发明的进一步理解，并且附图结合于并构成本申请的一部分，附图示出本发明的示例性实施方式并且与描述一起用来解释本发明的原理。在附图中：
图1是示出根据本发明的示例性实施方式的混合动力车辆的驱动模式控制系统的结构的示图；
图2是示出根据本发明的示例性实施方式的混合电动车辆的驱动模式控制方法的流程图；
图3是示出根据本发明的示例性实施方式的混合电动车辆的驱动模式控制方法和装置的效果的示图；以及
图4是示出根据本发明的示例性实施方式的混合电动车辆的驱动模式控制装置的示图。
具体实施方式
应当理解，本文中使用的术语“车辆”或“车辆的”或其他类似术语包括广义上的机动车辆，诸如包括运动型多用途车辆(SUV)、公共汽车、卡车，各种商用车辆的载客车辆，包括各种船只和舰船的船舶、航天器等，并且包括混合动力车辆、电动车辆、插电式混合电动车辆、氢动力车辆以及其他替代燃料车辆(例如来源于除石油以外的资源的燃料)。如本文中所指代的，混合动力车辆是具有两种或更多种动力源的车辆，例如汽油动力车辆和电动车辆两者。
尽管示例性实施方式被描述为使用多个单元来执行示例性处理，但是应理解，示例性处理也可以通过一个或多个模块执行。另外，应理解，术语“控制器”是指包括存储器和处理器的硬件装置。存储器被配置为存储模块并且处理器被特定配置为执行所述模块以执行下面进一步描述的一个或多个处理。
此外，本发明的控制逻辑可被体现为计算机可读介质上的非瞬时性计算机可读介质，计算机可读介质包含由处理器、控制器等执行的可执行程序指令。计算机可读介质的实例包括但不限于ROM、RAM、光盘(CD)-ROM、磁带、软盘、闪存驱动、智能卡以及光学数据存储装置。计算机可读记录介质还可以分布在网络耦接的计算机系统中，使得例如，通过远程信息处理服务器或控制器局域网(CAN)以分布形式存储和执行计算机可读介质。
本文中所用的术语仅用于描述具体实施方式的目的，并不旨在限制本发明。除非上下文另外明确指示，否则如本文中使用的单数形式“一(a)”、“一个(an)”以及“该(the)”旨在也包括复数形式。将进一步理解，当在本说明书中使用术语“包含(comprises)”和/或“包括(comprising)”时，指定陈述的特征、整体、步骤、操作、元件和/或部件的存在，但并不排除一个或多个其他特征、整体、步骤、操作、元件、部件和/或其组的存在或添加。如本文中所使用的，术语“和/或”包括相关列出项中的一个或多个的任何和所有组合。
现在将详细参考本发明的示例性实施方式，在附图中示出示例性实施方式的实例。在以下描述和附图中，当其可能模糊本发明的主题时，将省略已知功能和配置的详细描述。
本发明涉及用于松开并联型混合动力车辆的发动机离合器的离合器输入扭矩控制技术。通常，根据电动机的安装位置，并联型的混合动力车辆可以分为电动机安装在变速器中的变速器装配电气设备(TMED)以及电动机附接至发动机内的飞轮装配电气设备(FMED)。通常，前者称为硬混合动力并且后者称为软混合动力。
在动力型中，与因发动机和电动机之间没有离合器而在互锁时将动力传输至变速器的FMED相反，由于发动机和电动机之间存在发动机离合器，TMED能够通过单独的电动机驱动。通过TMED结构，混合动力车辆可以提供EV模式和HEV模式作为驱动模式。EV模式可以用于通过基于电池电力驱动电动机而驱动车辆，并且HEV模式可以用于通过电动机和发动机两者向车辆供应动力。具体地，本发明涉及用于使TMED配置的混合动力车辆的发动机离合器分离(open，分离)的发动机离合器的输入扭矩控制方法和装置。
TMED配置的混合动力车辆可以包括动力传动装置，其中发动机、驱动电动机以及变速器设置在一个驱动轴上，并且发动机离合器可以布置在发动机和驱动电动机之间。发动机离合器的输入扭矩TE/C INPUT可以通过等式1由发动机扭矩TENG、ISG扭矩TISG以及摩擦扭矩TFriction计算。
等式1
TE/C INPUT＝TENG-TFriction+TISG
具体地，为了根据从HEV模式到EV模式的模式切换，分离发动机离合器以使得仅驱动电动机的扭矩变成动力源，发动机离合器的输入扭矩TE/C INPUT可以在预定时间内保持在预定值以下(TE/C INPUT≤TTHR(能够调节(adjust，自适应)离合器的分离的阈值扭矩))。因此，由分离发动机离合器时切断传输至驱动轴的输入扭矩引起的冲击和感觉差别可以被最小化。
通常，在TMED配置的混合动力车辆中，通过仅改变发动机扭矩作为控制因子就已经使得ISG扭矩调节输入扭矩的水平，而无需考虑减小输入扭矩的控制。换言之，通过减少供应至发动机的燃料注入量，ISG扭矩就已经仅调节发动机扭矩。
驱动电动机可以被配置为将动力传输至车辆并且ISG可以连接至发动机以操作为发动机的启动器和操作为发电机。驱动电动机和ISG可以被配置为与发动机一起将动力供应至混合动力车辆并用作将机械能转化为电能的发电机。例如，ISG可以是混合启动发电机(HSG)电动机。
通常，仅通过调节发动机扭矩，可能难以迅速调节TMED配置的混合动力车辆的发动机离合器的分离，并且供应至发动机的燃料的消耗量高。本发明通过提供ISG的充电/放电扭矩，能够提供迅速切断供应至发动机的燃料的发动机离合器的输入扭矩控制方法和装置。
将参考图1给出具有TMED配置的混合电动车辆的驱动模式控制系统的结构的描述，并且将参考图2给出基于驱动模式控制系统的驱动模式控制方法的详细描述。将参考图3描述本发明的效果，并且将参考图4描述混合电动车辆的驱动模式控制装置。
图1是示出根据本发明的示例性实施方式的混合动力车辆的驱动模式控制系统的结构的示图。参考图1，驱动模式控制系统可以包括ISG 10、发动机20、发动机离合器30、驱动电动机40、变速器50、变压器60以及电池70。图1中示出的构成元件并不总是必要的，并且驱动模式控制系统可以利用更多元件或更少元件来实现。
作为混合动力车辆的动力传动系的实例，现在将参考图1进行描述。发动机离合器30可以布置在发动机20与驱动电动机(后文中为“电动机”)40之间，以基于混合动力车辆的驱动模式选择性地将发动机20连接至电动机40。发动机离合器30可以通过电动油泵(未示出)操作，并且电动油泵可以被配置为鉴于车辆的驱动模式，供应液压以用于操作变速器50和发动机离合器30。
混合动力车辆可以包括电动机40和ISG 10。电动机40可以被配置为将动力传输至车辆，并且ISG 10可以通过皮带连接至发动机轴皮带轮并可以操作为发动机20的启动器以及操作为发电机。驱动电动机和ISG可以被配置为与发动机一起向混合动力车辆供应动力，并用作将机械能转化为电能的发电机。作为示例性实施方式，ISG 10可以是HSG电动机。电池70可以被配置为通过主继电器将电能供应至电动机和其他部件。电池70的输出电压可以通过主继电器的驱动(ON)供应至电动机，并且反之，从电动机生成的电力将存储在电池中。
图2是示出根据本发明的示例性实施方式的混合电动车辆的驱动模式控制方法的流程图。本发明可以在混合动力车辆从HEV驱动模式切换为EV驱动模式的情况下执行，并且在HEV驱动模式下，电动机和发动机通过发动机离合器的锁止而布置在同一驱动轴上。
参考图2，当开始从HEV驱动模式切换为EV驱动模式时，驱动模式控制装置可以被配置为操作发动机以减少发动机扭矩(S210)。例如，驱动模式控制装置可以被配置为执行电动机、发动机等的整体控制，并且可以是混合控制单元(HCU)。
HCU可以是混合动力车辆的主操作处理单元并且可以被配置为经由控制器局域网(CAN)与诸如电动机控制单元(MCU)、发动机管理系统(EMS)、变速器控制单元(TCU)以及电池管理系统(BMS)的控制器通信，以交换速度和扭矩信息。HCU可以被配置为分配车辆的驱动力并且管理车辆驱动模式。
此外，驱动模式控制装置可以被配置为通过EMS将用于减少发动机的扭矩的控制信号传输至发动机。驱动模式控制装置可以被配置为施加与发动机扭矩具有相反力方向的ISG扭矩同时减小发动机扭矩(S220)。由于发动机离合器的输入扭矩受到由ISG产生的扭矩以及发动机产生的扭矩的影响，通过操作发动机并同时操作ISG可迅速减少输入扭矩。
作为实例，当驱动模式控制装置是HCU时，HCU可以被配置为使用MCU将用于施加与发动机扭矩相反方向的ISG扭矩的控制信号传输至ISG，以用于操作ISG。在调节发动机扭矩和ISG扭矩之后，驱动模式控制装置可以考虑电动机扭矩(S230)。电动机扭矩在加速和减速所需扭矩、发动机扭矩以及ISG扭矩之间具有等式2的关系。
等式2
电动机扭矩＝所需扭矩-发动机扭矩-ISG扭矩
换言之，驱动模式控制装置可以被配置为执行减少发动机扭矩的控制操作并同时调节ISG扭矩。根据等式2，ISG扭矩的调节量可以随所需扭矩变化。
驱动模式控制装置可以被进一步配置为持续地或者以预定时段监控发动机扭矩与ISG扭矩之间的差值同时调节发动机扭矩和ISG扭矩。当发动机扭矩与ISG扭矩之间的差值小于第一预设阈值TTHR(步骤S240中的“是”路径)时，驱动模式控制装置可以被配置为释放供应至油泵的压力以操作发动机离合器从而分离发动机离合器(S250)。
第一阈值TTHR表示能够调节发动机离合器的分离的阈值扭矩值。期望的是，当没有发动机离合器的输入扭矩时，由于发动机离合器的分离不产生冲击，第一阈值可设为0。驱动模式控制装置可以被配置为确定发动机离合器是否处于分离状态(S260)。
甚至当驱动模式控制装置释放供应至用于操作发动机离合器的油泵的压力时，发动机离合器可以通过响应延迟和其他系统而处于锁止状态或者休眠状态。当发动机扭矩小于第三预设阈值(S270中的“是”路径)同时发动机离合器未分离(S260中的“否”路径)时，驱动模式控制装置可以被配置为切断供应至发动机的燃料(S280)。
图3是示出根据本发明的示例性实施方式的混合电动车辆的驱动模式控制方法和装置的效果的示图。参考图3，可以确认随着时间的发动机扭矩TENG的幅度、随着时间的摩擦扭矩TFR的幅度、随着时间的ISG扭矩TISG的幅度、随着时间的电动机扭矩TMOT的幅度、随着时间的发动机离合器的输入扭矩TE/c INPUT的幅度、动力源的旋转速度、供应至发动机的燃料的消耗量以及发动机离合器的分离控制时间间隔。
当开始从HEV驱动模式切换为EV驱动模式时，驱动模式控制装置可以被配置为减小发动机扭矩。同时，驱动模式控制装置可以被配置为通过施加与发动机扭矩相反方向的ISG充电扭矩而减小发动机离合器的输入扭矩。当ISG在负方向上旋转时，ISG扭矩称为ISG充电扭矩，并且当ISG在正方向上旋转时，ISG扭矩称为ISG放电扭矩。
虽然ISG可以被配置为作为电动机将动力供应至发动机，但是ISG可以操作为发电机。在本发明中，ISG可以操作为发电机，同时通过在与发动机方向相反的方向上旋转而使用充电扭矩，并用于通过向发动机施加ISG充电扭矩而减小至发动机离合器的输入扭矩。驱动模式控制装置可以被配置为当输入扭矩小于第一阈值时释放施加至用于操作发动机离合器的油泵的压力，第一阈值能够调节发动机离合器的分离。应当注意，甚至在释放了施加至油泵的压力时，发动机离合器可能接合(closed)。
虽然释放了施加至油泵的压力，当发动机离合器不处于分离状态(例如依然处于接合状态)时，即使当ISG充电扭矩到达最小值(例如ISG扭矩的限制扭矩)时，驱动模式控制装置可以被配置为对应于发动机扭矩继续调节ISG扭矩以减小发动机离合器的输入扭矩。具体地，驱动模式控制装置可以被配置为通过施加ISG放电扭矩执行控制操作，以补偿发动机扭矩的负扭矩。当在输入扭矩达到能够调节发动机离合器的分离的预定值之后经过了预定时间段时，驱动模式控制装置可以被配置为执行发动机离合器的分离调节(adjust，调整)。
图4是示出根据本发明的示例性实施方式的混合电动车辆的驱动模式控制装置的示图。参考图4，驱动模式控制装置可以包括通信单元410、控制器420以及存储器430。图4中示出的构成元件并不总是必要的，并且驱动模式控制装置可以利用更多元件或者更少元件实现。
具体地，通信单元410可以被配置为交换用于操作发动机、电动机、ISG以及发动机离合器的信号和数据。控制器420可以被配置为执行用于控制驱动模式控制装置400的数据处理和操作。作为示例性实施方式，当发动机和电动机都进行驱动的第一驱动模式切换为通过第一电动机驱动的第二驱动模式时，控制器420可以被配置为减小发动机扭矩、施加第二电动机扭矩并且当发动机扭矩与第二电动机扭矩之间的差值小于第一阈值扭矩时，调节离合器的分离。第一阈值扭矩是离合器分离时没有冲击的扭矩。因此第一阈值扭矩难以是理想零或者准确为零，第一阈值扭矩可以具有可从实验获得的大于0的常数。
存储器430表示空间和/或存储区域，其中存储有用于存储驱动模式控制装置400的整体操作的预定程序代码以及当执行程序代码引起的操作时输入/输出的数据，存储器430以电可擦除和可编程只读存储器(EEPROM)、闪存(FM)、硬盘驱动(HDD)等的形式提供。
根据上述示例性实施方式的驱动模式控制方法可以实现为计算机可执行程序并且存储在计算机可读记录介质中。计算机可读记录介质的实例包括ROM、RAM、CD-ROM、磁带、软盘、光学数据存储以及载波(例如，通过互联网的数据传输)。计算机可读记录介质可以分布在连接至网络的多个计算机系统上，使得计算机可读代码写入至多个计算机系统并以非集中方式由此执行。实现本发明所需的功能程序、代码以及代码片段可以通过本领域内的熟练的程序员容易地导出。
如从以上描述中明显的是，根据本发明的混合电动车辆的驱动模式控制方法和装置具有以下效果。
首先，由于发动机离合器的分离可以早于普通的混合电动车辆执行，本发明可以通过减少供应至发动机的燃料而减小燃料消耗量，从而提高燃料效率。
第二，本发明可以通过进一步减少由发动机离合器的分离产生的冲击而提高驾驶性能。
第三，本发明可以通过改变驱动模式变更控制方案而不安装额外部件而减小成本。
本领域内技术人员应当认识到，通过本发明可以实现的效果并不限于上文中具体描述的内容并且从上述详细描述中可以更清楚地理解本发明的其他优点。本领域内的技术人员将认识到，本发明可以体现为不同于本文中所阐述的那些的其他具体形式而不偏离本发明的精神和关键特征。
因此，以上描述应在所有方面解释为说明性的而非限制性的。本发明的范围应当通过所附权利要求的合理解释来确定，并且落入本发明的等效范围内的所有改变在本发明的范围内。

Claims (16)

1.一种驱动模式控制方法，包括：
当发动机和第一电动机都进行驱动的第一驱动模式切换为由所述第一电动机进行驱动的第二驱动模式时，通过控制器减小所述发动机的扭矩；
通过所述控制器施加第二电动机的扭矩；以及
当所述发动机的扭矩与所述第二电动机的扭矩之间的差值小于第一阈值扭矩时，通过所述控制器分离离合器。
2.根据权利要求1所述的驱动模式控制方法，其中，施加所述第二电动机的扭矩包括：
鉴于所述发动机的扭矩、所述第一电动机的扭矩以及加速所需的扭矩，通过所述控制器施加所述第二电动机的扭矩。
3.根据权利要求1所述的驱动模式控制方法，其中，分离所述离合器包括：
通过所述控制器释放用于操作所述离合器的液压。
4.根据权利要求3所述的驱动模式控制方法，其中，释放所述液压包括：
通过所述控制器基于所述发动机扭矩的减小，调节所述第一电动机的扭矩和所述第二电动机的扭矩，使得所述发动机的扭矩与所述第二电动机的扭矩之和等于第二阈值扭矩。
5.根据权利要求1所述的驱动模式控制方法，当所述发动机的扭矩与所述第二电动机的扭矩之间的差值小于所述第一阈值扭矩并且所述离合器处于锁止状态时，所述方法进一步包括：
当所述发动机的扭矩小于第三阈值扭矩时，通过所述控制器切断用于驱动所述发动机的燃料的供应。
6.根据权利要求1所述的驱动模式控制方法，其中，所述第二电动机是连接至所述发动机的起动发电一体机(ISG)。
7.根据权利要求1所述的驱动模式控制方法，其中，施加所述第二电动机的扭矩包括：
通过所述控制器以预定比率施加所述第二电动机的扭矩以达到所述第二电动机的扭矩的最小扭矩。
8.根据权利要求1所述的驱动模式控制方法，其中，所述离合器布置在所述发动机与所述第一电动机之间。
9.一种驱动模式控制装置，包括：
控制器，被配置为当发动机和第一电动机都进行驱动的第一驱动模式切换为由所述第一电动机进行驱动的第二驱动模式时，减小所述发动机的扭矩并施加第二电动机的扭矩；以及
通信单元，被配置为将控制信号传输至所述发动机、所述第一电动机以及所述第二电动机，
其中，所述控制器被配置为当所述发动机的扭矩与所述第二电动机的扭矩之间的差值小于第一阈值扭矩时分离离合器。
10.根据权利要求9所述的驱动模式控制装置，其中，所述控制器被配置为鉴于所述发动机的扭矩、所述第一电动机的扭矩以及加速所需的扭矩而施加所述第二电动机的扭矩。
11.根据权利要求9所述的驱动模式控制装置，其中，所述控制器被配置为释放用于操作所述离合器的液压。
12.根据权利要求11所述的驱动模式控制装置，其中，所述控制器被配置为基于所述发动机的扭矩的减小，调节所述第一电动机的扭矩和所述第二电动机的扭矩，使得所述发动机的扭矩与所述第二电动机扭矩之和等于第二阈值扭矩。
13.根据权利要求9所述的驱动模式控制装置，其中，当所述发动机的扭矩与所述第二电动机的扭矩之间的差值小于所述第一阈值扭矩并且所述离合器处于锁止状态时，所述控制器被配置为当所述发动机的扭矩小于第三阈值扭矩时切断用于驱动所述发动机的燃料的供应。
14.根据权利要求9所述的驱动模式控制装置，其中，所述第二电动机是连接至所述发动机的起动发电一体机(ISG)。
15.根据权利要求9所述的驱动模式控制装置，其中，所述控制器被配置为以预定比率施加所述第二电动机的扭矩以达到所述第二电动机的扭矩的最小扭矩。
16.根据权利要求9所述的驱动模式控制装置，其中，所述离合器布置在所述发动机与所述第一电动机之间。
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