CN107487318B - 用于控制车辆动力传动系的系统和方法 - Google Patents

用于控制车辆动力传动系的系统和方法 Download PDF

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Publication number
CN107487318B
CN107487318B CN201710441302.6A CN201710441302A CN107487318B CN 107487318 B CN107487318 B CN 107487318B CN 201710441302 A CN201710441302 A CN 201710441302A CN 107487318 B CN107487318 B CN 107487318B
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torque
engine
motor
reduction rate
torque reduction
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CN107487318A (zh
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马克·斯蒂芬·耶马扎基
斯科特·詹姆斯·汤普森
约书亚·尼古拉斯·得伟
罗吉特·乔赫里
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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    • 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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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Abstract

一种用于控制车辆动力传动系的系统和方法，所述车辆动力传动系包括可操作以推进所述车辆的发动机和马达，所述方法包括：响应于减速请求而使马达的扭矩以第一扭矩减小速率从高于最小马达扭矩的扭矩水平减小。响应于所述减速请求而使发动机的扭矩以小于第一扭矩减小速率的第二扭矩减小速率减小。

Description

用于控制车辆动力传动系的系统和方法
技术领域
本公开涉及用于控制车辆动力传动系的系统和方法。
背景技术
当驾驶员将他们的脚从加速踏板移开(通常称为“松油门(tip-out)”)时，期望提供对于每次松油门均一致的平稳的减速。为了保证平稳性和一致性，混合动力电动车辆中的发动机和马达必须一起工作，以将请求的扭矩轮廓(torque profile)传递到变速器的输入。在一些混合动力车辆设计中，发动机和马达位于同一物理轴上，但扭矩传递特性不同。另外，在由通信总线连接的不同的微控制器中运行，或者在一些情况下在同一微控制器内的单独的软件中运行用于发动机和马达的控制算法并不罕见。
在传递方面的物理差异与由软件结构引起的延迟相结合会在组合扭矩的传递中产生幅度误差和相位误差两者。最终的结果是，传递到变速器输入的扭矩会与预期的扭矩大不相同。例如，由于组合的传递误差，会存在明显的峰或谷或者振荡，从而在松油门响应方面产生变化。因此，需要一种用于控制车辆动力传动系的系统和方法来解决这些问题。
发明内容
至少一些实施例包括一种用于控制车辆动力传动系的方法，所述车辆动力传动系包括可操作以推进车辆的发动机和马达。所述方法包括：响应于减速请求而使马达的扭矩以第一扭矩减小速率从高于最小马达扭矩的扭矩水平减小；响应于减速请求而使发动机的扭矩以小于第一扭矩减小速率的第二扭矩减小速率减小。
至少一些实施例包括一种用于控制车辆动力传动系的方法，所述车辆动力传动系包括可操作以推进车辆的发动机和马达。所述方法包括：当马达扭矩高于最小值时，响应于减速请求而使发动机扭矩以第一发动机扭矩减小速率减小。当马达扭矩处于最小值时，响应于减速请求而使发动机扭矩以大于第一发动机扭矩减小速率的第二发动机扭矩减小速率减小。
根据本发明的一个实施例，所述方法还包括：当马达扭矩高于最小值时，响应于减速请求而使马达扭矩以大于第一发动机扭矩减小速率的扭矩减小速率减小。
根据本发明的一个实施例，第二发动机扭矩减小速率等于驾驶员需求的扭矩的扭矩减小速率。
根据本发明的一个实施例，所述方法还包括：当动力传动系在间隙区域中运行时，使发动机扭矩以小于第二发动机扭矩减小速率的第三发动机扭矩减小速率减小。
根据本发明的一个实施例，所述方法还包括：在发动机扭矩正在以第三发动机扭矩减小速率减小的同时增大马达扭矩，使得在间隙区域完结之后驾驶员需求的扭矩是恒定的。
根据本发明的一个实施例，所述方法还包括：在间隙区域完结且动力传动系以稳态运行之后，保持马达扭矩和发动机扭矩恒定。
至少一些实施例包括一种用于控制车辆动力传动系的系统，所述车辆动力传动系包括可操作以推进车辆的发动机和马达。所述系统包括控制系统，所述控制系统包括至少一个控制器，所述控制系统被配置为：响应于减速请求而使发动机扭矩以第一发动机扭矩减小速率减小，并且响应于减速请求而使马达扭矩以大于第一发动机扭矩减小速率的扭矩减小速率从最小马达扭矩以上开始减小。
附图说明
图1示出了具有能够实现根据本文中所描述的实施例的方法的控制系统的混合动力电动车辆的一部分的示意图；
图2示出了根据本文中所描述的实施例的控制系统架构的示意图；
图3示出了依照根据本文中所描述的实施例的系统和方法的实施方式的各种动力传动系参数随时间变化的曲线图；
图4示出了根据本文中所描述的实施例的系统的实施方式和方法的流程图。
具体实施方式
根据需要，在此公开本发明的详细实施例；然而，应理解的是，所公开的实施例仅为可以以各种可替代形式实施的本发明的示例。附图不一定按比例绘制；可夸大或最小化一些特征以示出特定部件的细节。因此，在此公开的具体结构和功能细节不应解释为限制，而仅作为用于教导本领域技术人员以各种形式利用本发明的代表性基础。
图1示出了车辆10的一部分，如下文将更详细地解释的，车辆10包括能够实现根据本文中所描述的实施例的方法的控制系统。车辆10包括发动机12和电机14，电机14可作为马达运转以输出扭矩，并且可作为发电机运转以接收扭矩并输出电能。分离离合器16设置在发动机12和马达14之间。变速器泵18(在本实施例中为机械泵)连接到马达14并由马达14驱动。泵18(可以是唯一的变速器泵或者可以与辅助泵协同工作)提供液压输出，以操作分离离合器16以及变矩器旁通离合器20(与变矩器22协同工作)。应注意的是，本发明的实施例不限于图1中所描绘的车辆架构：例如，可使用起步离合器或允许扭矩传递通过传动系的其他系统来代替变矩器22和旁通离合器20。
车辆10还包括变速箱24，变速箱24接收来自变矩器22的输出。旁通离合器20、变矩器22以及变速箱24可构成与无级变速器(CVT)不同的阶梯传动比变速器(step-ratiotransmission)。变速箱24向主减速器齿轮传动装置26(可以是差速器)提供输出，并向驱动桥28(或者更具体地，半轴30、32)和车辆驱动轮34、36提供扭矩或从其接收扭矩。如本文中所使用的，术语“动力传动系”涉及车辆中的产生动力并将其传递到路面的主要部件。就车辆10而言，这些部件可包括(例如)发动机12、马达14、变速器24、主减速器齿轮传动装置26、驱动轮34、36以及如下所述的多个轴。
车辆电气系统的一部分包括可用于(例如)向马达14提供电力的高电压电池38。在低电压侧，低电压电池40连接到可用于启动发动机12的低电压起动机42。应理解的是，高电压电池38和低电压电池40是更大的电气系统的一部分，并可向车辆10中的各种电负载提供电力。
在图1中，还示出了各种车辆系统的输出和输入。例如，发动机12将扭矩(teng)和转速(ωeng)两者输出至发动机输出轴或曲轴13，而在分离离合器16的另一侧，输入扭矩(tmot)和输入转速(ωmot)通过轴15将输入提供至马达14。可选地，马达扭矩和转速可表示输出而不是输入，在这种情况下，马达14可(例如)作为低电压起动机42的替代而向发动机12提供输入扭矩。当马达14作为发电机运转时，马达14可提供电力以给高电压电池38充电。
变速箱24接收扭矩输入(tin)和转速输入(ωin)两者，其可以是发动机12的输出、分离离合器16的位置、马达14的输出以及旁通离合器20和变矩器22的操作的函数。变速箱24通过位于马达14的输出侧且位于变矩器22的输入侧的轴17以及位于变矩器22的输出侧的轴19来接收扭矩输入和转速输入。来自变速箱24的输出(tout)和(ωout)通过轴21，并由差速器齿轮传动装置26接收并通过驱动桥28传递到驱动轮34、36，并且表示最终的扭矩输出(tfinal)和转速输出(ωfinal)。可选地，在再生制动期间，驱动轮34、36提供扭矩通过该齿轮传动装置并将扭矩回传到马达14。曲轴13以及其他输入轴和输出轴15、17、19、21、30、32与上述的其他动力产生或传递部件一起可被视为车辆10的动力传动系的一部分。
图2示出了根据本文中所描述的实施例的控制系统44的示意图。图2中示出了车辆系统控制或车辆系统控制器46，车辆系统控制46可包括单个车辆系统控制器(VSC)或彼此连接的任意数量的单独的硬件控制器和软件控制器。在图2中示出的实施例中，车辆系统控制46向控制系统44中的其他控制器发送各种信号并从其接收各种信号。这样的通信可(例如)通过控制器局域网(CAN)进行。电池控制或电池控制器48将一定的电池限制作为输入提供到车辆系统控制46，这对于控制电池38、40的充电和放电会是有用的。变速器控制或变速器控制器50向车辆系统控制46提供扭矩比和传动比以及输入转速和输出转速。
图2中还示出了包括马达14以及马达控制或马达控制器54的马达子系统52。此外，马达控制54从车辆系统控制46接收再生扭矩请求，并将马达扭矩限制回传到车辆系统控制46。制动器子系统56包括制动器控制或制动器控制器58，制动器控制58与位于驱动桥(见图1中的驱动桥28)上的制动器60通信，并且还与位于非驱动桥上的制动器62通信。制动器控制58与车辆系统控制46通信而输出总的制动扭矩并接收再生扭矩限制。最终，所示出的制动踏板64向制动器控制58提供制动请求。虽然在图2所示的示意图中示出了某些输入和输出，但应理解的是，其他的信号和信息可在控制系统44中示出的一些控制器或所有的控制器之间进行通信。此外，一些车辆可包括不同的控制器配置，同时仍然提供用于实施根据本文中所描述的实施例的方法的系统管理。
如上所述，实施例可包括用于控制车辆(诸如，图1中示出的车辆10)的动力传动系的系统和方法。更具体地，实施例可提供用于减少或消除由于驾驶员需求的扭矩的减小而产生的各种传动系扰动(例如，可在快速地松油门期间出现)的机制。参照图1中示出的车辆10和图2中示出的控制系统44，现在描述各种示例。
图3示出了曲线图66，曲线图66示出了随时间测量或估计的若干个车辆参数。最上面的是示出加速踏板位置的曲线68；接着是示出驾驶员需求的扭矩的曲线70，驾驶员需求的扭矩可被视为变速器的输入扭矩。接着的两个曲线72、74分别示出了马达扭矩和发动机扭矩。在时间(t1)之前，加速踏板被踩踏，这产生正的驾驶员需求的扭矩，如曲线70所示。在图3示出的实施例中，驾驶员需求的扭矩具有两个分量：马达扭矩和发动机扭矩。如曲线72所示，虚线76表示马达可运转时所处的最小扭矩量，并且如其相对于“零”线的位置所表示的，所述最小扭矩量是负扭矩。因此，在时间(t1)之前，马达扭矩输出大于最小马达扭矩的扭矩水平。
在时间(t1)处，驾驶员需求的扭矩开始减小，例如，已存在减速请求。这可能是由于(例如)松油门引起的，其间，车辆操作者将他们的脚从加速踏板移开。这在曲线68中示出，其中，加速踏板输入在时间(t1)之前开始略微地下降，然后，在时间(t1)之后立刻迅速地下降至零。在时间(t1)处开始，马达扭矩以曲线72上的线段78指示的第一扭矩减小速率急剧地减小。相比而言，发动机扭矩以第二扭矩减小速率或第一发动机扭矩减小速率减小，如曲线74上的线段80所指示的。如图3所示，第一发动机扭矩减小速率小于马达扭矩减小速率。如在曲线图66的顶部示出的，时间(t1)和时间(t2)之间的时间段以发动机扭矩减小和马达扭矩减小两者为特征。虽然对于不同的车辆、不同的动力传动系而言，总的驾驶员需求的扭矩减小速率可能不同，甚至在同一车辆内会随着事件变化而变化，但是当驾驶员松油门时，总的驾驶员需求的扭矩减小速率的一个示例可以在1000牛顿米每秒(Nm/s)到1200牛顿米每秒的范围中。
在图3所示的实施例中，在时间(t1)和时间(t2)之间的时间段内，马达扭矩减小速率(见线段78)大于由曲线70上的线段82指示的总的驾驶员需求的扭矩减小速率。相比而言，第一发动机扭矩减小速率(见线段80)小于驾驶员需求的扭矩减小速率。然而，总体而言，马达扭矩与发动机扭矩的和等于驾驶员需求的扭矩，因此，马达扭矩减小速率与发动机扭矩减小速率的和与总的驾驶员需求的扭矩减小速率匹配。实施对马达和发动机的扭矩减小速率使用不同的值的扭矩减小策略(诸如，使用曲线72、74示出的)有助于减小或消除在这两个扭矩产生装置被操作为以相同速率或非常接近相同速率的速率减小扭矩时可能会出现的相位延迟和传动系扰动。
在时间(t2)处，驾驶员需求的扭矩仍一致地减小，如曲线70上的线段84所指示的；然而，如曲线72所示，马达扭矩已经达到最小马达扭矩(由与线76重合的线段86所指示)。最小马达扭矩可以是(例如)马达的机电特性和电池的荷电状态的函数，尽管其它因素也可能会影响这个值。可期望操作马达使得马达扭矩将遵循虚线曲线87；然而，这低于最小马达扭矩并在马达的操作区域以外。由于在时间(t2)处马达扭矩已达到其最小值，因此马达扭矩在(t2)到(t3)的整个时间段内保持恒定。因此，在此时间段内，发动机扭矩需要以比其先前减小的速率更快的速率减小，以便保持期望的驾驶员需求的扭矩减小速率。具体而言，发动机扭矩以大于第一发动机扭矩减小速率的第三扭矩减小速率或第二发动机扭矩减小速率减小。这由曲线74的线段88指示。在(t2)和(t3)之间的时间段内，由于马达扭矩根本不减小，所以第二发动机扭矩减小速率等于驾驶员需求的扭矩的扭矩减小速率。曲线图66的顶部示出了(t2)和(t3)之间的时间段仅以发动机扭矩减小为特征。
(t3)和(t4)之间的时间段以间隙穿越(lash crossing)为特征，即，动力传动系中的传动系的齿轮齿或其他相互作用的部件可能会倾向于接触的时间段。(例如)由于扭矩的方向变化可能会出现间隙。本领域中已知用于检测动力传动系何时将遇到间隙穿越的各种方法。在本文所描述的实施例中，一种方法可以是：设置可校准的扭矩值(例如，30Nm)，使得当驾驶员需求的扭矩非常接近这个水平或处于这个水平时，将实施在间隙穿越期间减小扭矩的控制。
如曲线70上的线段90所示，在间隙穿越期间，驾驶员需求的扭矩从正值变化为负值。由于期望平稳地穿过间隙区域，因此诸如控制系统44的控制系统可被配置为在间隙穿越期间减小驾驶员需求的扭矩的扭矩减小速率。如曲线72的线段92所示，在穿过这个区域时，马达扭矩保持恒定在其最小值。为此，有必要进一步地将发动机的扭矩减小速率减小至第四扭矩减小速率以匹配驾驶员需求的扭矩减小速率的变化。换言之，在间隙穿越期间，发动机的扭矩以小于第二发动机扭矩减小速率的第三发动机扭矩减小速率减小；这由曲线74上的线段94指示。
在(t4)和(t5)之间的时间段内，驾驶员需求的扭矩已经达到最小值并且不再减小；这由曲线70上的线段96指示。然而，在此相同的时间段内，如曲线74上的线段98所指示的，发动机扭矩命令仍在减小(在图3所示的实施例中，发动机扭矩仍然以第三发动机扭矩减小速率减小)。因此，为了使总的驾驶员需求的扭矩保持恒定，在此时间段内使马达扭矩从其最小值开始增大是必要的。这由曲线72上的线段100指示。由于马达扭矩和发动机扭矩的和需要等于总的驾驶员需求的扭矩，所以马达扭矩被控制为使得马达扭矩增大的速率补偿发动机扭矩减小的速率，这使驾驶员需求的扭矩保持恒定。
在时间(t5)处，在间隙穿越完成之后，输入扭矩处于其稳态值(quiescentvalue)，即，动力传动系以稳态运行。在此期间，传动系的损耗由发动机扭矩和马达扭矩的组合进行补偿，使得发动机扭矩和马达扭矩的和等于变速器输入扭矩。在图3所示的实施例中，驾驶员需求的扭矩是恒定的，因此，马达扭矩和发动机扭矩两者也是恒定的，并且马达和发动机以使得它们的扭矩之和等于驾驶员需求的扭矩的水平运转。
图4示出了流程图102，其示出了根据本文中所描述的实施例的方法。该方法可(例如)通过控制系统(诸如，图2中示出的控制系统44)来实现。该方法在步骤104处开始，然后行进至判定框106，在判定框106处，判定是否已存在驾驶员松油门。如果不存在松油门，则该方法在步骤108处结束。虽然已使用驾驶员需求的松油门作为驾驶员需求的扭矩会如何减小的示例，但是减速请求可因其他的输入而被动力传动系内的控制器接收到。
如果在步骤106处确定驾驶员松油门已经发生，则该方法行进至判定框110，在判定框110处，确定马达是否正在以小于或等于最小马达扭矩水平的扭矩水平运转。如果不是，则这意味着马达可用于与发动机协同工作以响应于减速请求而减小动力传动系扭矩，并且该方法将行进至步骤112。如以上详细地描述的，当马达正在输出大于最小马达扭矩的扭矩时，响应于减速请求的一般程序是在发动机扭矩以较慢的速率减小的同时以相对快的速率减小马达扭矩。为了保持发动机的扭矩减小速率相对地低，禁用发动机点火延迟。然后，在步骤114处，发动机扭矩命令被设置为以相对低的速率斜坡减小(ramp out)。
在步骤116处，使用在步骤114处设置的扭矩命令来命令发动机；这由图3中的曲线74的线段80指示，其中，发动机根据第一发动机扭矩减小速率运转。如流程图102所示，步骤116可根据下式来描述：Teng_cmd＝filt(Tdrv_dem)。具体地，使用作为驾驶员需求的扭矩被过滤后的形式的发动机扭矩命令来控制发动机。在以上给出的示例中，其中，总的驾驶员需求的扭矩以1000Nm/s到1200Nm/s的数量级减小，被过滤后的驾驶员需求的扭矩(其是步骤116处的发动机扭矩命令)可以以大约250Nm/s的速率减小。
如以上详细描述的，当马达扭矩以高于最小马达扭矩的水平操作时，马达扭矩将响应于减速请求而以比在流程图102中的步骤114处设置的第一扭矩减小速率大的扭矩减小速率减小。如以上另外描述的，马达扭矩命令和发动机扭矩命令的和等于驾驶员需求的扭矩；因此，在步骤118处，命令马达扭矩根据下式来减小：Tmot_cmd＝Tdrv_dem–Teng_estimate，其使用发动机扭矩的估计来确定马达扭矩命令。总而言之，步骤112到118遵循以上参照图3针对(t1)和(t2)之间的时间段详细地描述的过程。在步骤118之后，该方法在框108处结束。
回到图4，如果在判定框110处确定马达正在以最小马达扭矩运转，则该方法行进到步骤120。接下来的三个步骤与图3中示出的(t2)和(t3)之间的时间段(即，马达扭矩以最小马达扭矩操作的时间段中的一个)大体上对应。在步骤120处，启用发动机点火延迟。这减小了发动机功率并允许发动机以相对快的速率减小扭矩。在步骤122处，利用将使发动机扭矩以相对快的速率斜坡减小的命令来设置发动机扭矩，并在步骤124处执行该命令。具体而言，在步骤124处，根据下式来命令发动机扭矩：Teng_cmd＝Tdrv_dem–Tmotor。对于该式，驾驶员需求的扭矩基于诸如加速踏板位置、变速器挡位等的控制器输入是已知的。由于马达以最小马达扭矩运转，所以马达扭矩也是已知的。因此，可容易地确定发动机扭矩命令，并且由于马达扭矩是恒定的，所以发动机扭矩减小将匹配驾驶员需求的减小。发动机在此时间段内的运转与第二发动机扭矩减小速率(如图3中的曲线74上的线段88所示)对应。在步骤124之后，该方法在框108处结束。在上文中参照图3详细地描述了在车辆继续减速通过间隙区域并进入稳态阶段时所使用的控制过程。
虽然上文描述了示例性实施例，但是并非意味着这些实施例描述了本发明的所有可能的形式。更确切地，说明书中所使用的词语为描述性词语而非限制性词语，并且应理解的是，可在不脱离本发明的精神和范围的情况下做出各种改变。此外，可组合各种实施的实施例的特征以形成本发明的进一步的实施例。

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1.一种用于控制车辆动力传动系的方法，所述车辆动力传动系包括能够操作以推进车辆的发动机和马达，所述方法包括：
响应于减速请求，使马达的扭矩以第一扭矩减小速率从高于最小马达扭矩的扭矩水平减小；
响应于减速请求且马达的扭矩高于最小马达扭矩，使发动机的扭矩以小于第一扭矩减小速率的第二扭矩减小速率减小。
2.如权利要求1所述的方法，其中，使发动机的扭矩以第二扭矩减小速率减小包括禁用发动机点火延迟。
3.如权利要求1所述的方法，还包括：当马达正在输出最小马达扭矩时，使发动机的扭矩以大于第二扭矩减小速率的第三扭矩减小速率减小，并且保持马达的扭矩恒定。
4.如权利要求3所述的方法，其中，使发动机的扭矩以第三扭矩减小速率减小包括启用发动机点火延迟。
5.如权利要求3所述的方法，其中，第三扭矩减小速率等于驾驶员需求的扭矩的扭矩减小速率。
6.如权利要求5所述的方法，还包括：当动力传动系正在间隙区域中运行时，减小驾驶员需求的扭矩的扭矩减小速率。
7.如权利要求6所述的方法，还包括：当动力传动系正在所述间隙区域中运行时，使发动机的扭矩以小于第三扭矩减小速率的第四扭矩减小速率减小。
8.如权利要求7所述的方法，还包括：使马达的扭矩从所述最小马达扭矩增大，使得在动力传动系在所述间隙区域中的运行完成之后驾驶员需求的扭矩是恒定的。
9.如权利要求8所述的方法，还包括：在动力传动系在所述间隙区域中的运行完成且动力传动系以稳态运行之后，保持马达的扭矩和发动机的扭矩恒定。
10.一种用于控制车辆动力传动系的方法，所述车辆动力传动系包括能够操作以推进车辆的发动机和马达，所述方法包括：
当马达扭矩高于最小值时，响应于减速请求，使发动机扭矩以第一发动机扭矩减小速率减小并且使马达扭矩以第一马达扭矩减小速率减小；
当马达扭矩处于所述最小值时，响应于减速请求，使发动机扭矩以大于第一发动机扭矩减小速率的第二发动机扭矩减小速率减小。
11.一种用于控制车辆动力传动系的系统，所述车辆动力传动系包括能够操作以推进车辆的发动机和马达，所述系统包括：
控制系统，包括至少一个控制器，所述控制系统被配置为：当马达扭矩高于最小马达扭矩时，响应于减速请求而使发动机扭矩以第一发动机扭矩减小速率减小，并且响应于减速请求而使马达扭矩以大于第一发动机扭矩减小速率的扭矩减小速率从最小马达扭矩以上开始减小。
12.如权利要求11所述的系统，其中，所述控制系统还被配置为：当马达正在输出最小马达扭矩时，使发动机扭矩以大于第一发动机扭矩减小速率的第二发动机扭矩减小速率减小。
13.如权利要求12所述的系统，其中，第二发动机扭矩减小速率等于驾驶员需求的扭矩的扭矩减小速率。
14.如权利要求12所述的系统，其中，所述控制系统还被配置为：当动力传动系在间隙区域中运行时，使发动机扭矩以小于第二发动机扭矩减小速率的第三发动机扭矩减小速率减小。
15.如权利要求14所述的系统，其中，所述控制系统还被配置为：在发动机扭矩正在以第三发动机扭矩减小速率减小的同时增大马达扭矩，使得在间隙区域完结之后驾驶员需求的扭矩是恒定的。
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