CN108454617B - 用于控制混合动力车辆的发动机离合器的方法和装置 - Google Patents
用于控制混合动力车辆的发动机离合器的方法和装置 Download PDFInfo
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- CN108454617B CN108454617B CN201710542414.0A CN201710542414A CN108454617B CN 108454617 B CN108454617 B CN 108454617B CN 201710542414 A CN201710542414 A CN 201710542414A CN 108454617 B CN108454617 B CN 108454617B
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Abstract
本发明提供了一种用于控制混合动力车辆的发动机离合器的方法和装置。该方法包括:设定发动机的目标速度,以将混合动力车辆的行驶模式从EV模式变换成HEV模式,并操作HSG来调整发动机的速度,使其达到目标速度。当发动机的速度保持在目标速度时,接合发动机离合器以进行起动,其中,发动机离合器连接发动机与驱动电动机或将发动机从驱动电动机脱离。检测发动机离合器处于滑动状态时产生的吻点,以学习发动机离合器的吻点,并且在学习吻点后,当发动机的速度和驱动电动机的速度被同步时,基于驾驶员所需求的扭矩来增加发动机的输出。
Description
相关申请的交叉引用
本申请要求于2016年12月13日在韩国知识产权局提交的申请号为No.10-2016-0169973的韩国专利的优先权和权益,其全部内容通过引用并入本文。
技术领域
本发明涉及混合动力车辆,更具体地,涉及一种用于控制混合动力车辆的发动机离合器的方法和装置。
背景技术
环境友好车辆包括燃料电池车辆,电动车辆,插电式电动车辆和混合动力车辆,并且通常包括配置成产生驱动力的电动机。混合动力车同时使用内燃机和电池的电力。换句话说,混合动力车有效地组合并使用内燃机的动力和电动机的动力。混合动力车辆包括:发动机、电动机、发动机离合器,其用于调整发动机和电动机之间的动力;变速器;差速齿轮装置;电池;起动发电机,其起动发动机或通过发动机的输出发电;以及车轮。
此外,混合动力车辆包括:混合动力控制单元(HCU),其被配置成操作混合动力车辆;发动机控制单元(ECU),其被配置成操作发动机,电动机控制单元(MCU),其被配置成操作电动机;变速器控制单元(TCU),被配置成操作变速器;以及电池控制单元(BCU),被配置成操作和管理电池。电池控制单元可被称为电池管理系统(BMS)。起动发电机可被称为集成起动器发电机(ISG)或混合起动器发电机(HSG)。
混合动力车辆可在以下行驶模式中被驱动:例如电动车辆(EV)模式,其是使用电动机的动力的电动车辆模式;混合动力电动车辆(HEV)模式,其使用发动机的旋转动力作为主要动力,并使用电动机的旋转动力作为辅助动力;以及再生制动(RB)模式,其通过车辆的制动或惯性在驾驶过程中收集制动和惯性能,通过电动机的发电来对电池充电。
混合动力车辆操作发动机离合器以在电动机和发动机之间传递动力或切断动力以切换模式。确定发动机离合器的操作的发动机离合器的操作液压大大影响混合动力车辆的驾驶性能、动力性能和燃油效率,因此需要准确地控制发动机离合器的操作液压。
发动机离合器的操作液压可以通过初始液压和反馈液压来确定,其中,当发动机离合器的摩擦材料的两端彼此接触时,扭矩通过初始液压开始传递,并且反馈液压通过接收发动机和电动机的速度的反馈来调整发动机离合器的液压。初始液压点可被称为吻点。在发动机离合器的使用过程中吻点可能发生变化。因此,需要控制发动机离合器的液压,以允许发动机离合器通过学习接吻点从而在适当的点传递扭矩。
本部分所公开的上述信息仅用于增强对本发明背景的理解,因此其可包含不构成本领域普通技术人员在本国内已知的现有技术的信息。
发明内容
本发明提供了一种用于控制混合动力车辆的发动机离合器的方法和装置,其通过在将行驶模式从电动车辆(EV)模式切换到混合动力电动车辆(HEV)模式的发动机的起动状态下,学习发动机离合器的吻点,并将发动机动力传输的时间提前,来提高车辆的驾驶响应性。
本发明的示例性实施例提供了一种用于控制混合动力车辆的发动机离合器的方法,该方法可包括:通过控制器设定发动机的目标速度,以将混合动力车辆的行驶模式从电动车辆(EV)模式变换成混合动力电动车辆(HEV)模式;通过控制器操作混合起动发电机(HSG),以调整发动机的速度,使其保持目标速度;当发动机的速度保持在目标速度时,通过控制器接合发动机离合器以进行起动,其中,发动机离合器将发动机与驱动电动机连接或者将发动机从驱动电动机脱离;通过控制器检测在发动机离合器处于滑动状态时产生的吻点,以学习发动机离合器的吻点;以及,在学习吻点后,当发动机的速度和驱动电动机的速度同步时,通过控制器,基于混合动力车辆的驾驶员所需的扭矩增加发动机的输出。
用于控制混合动力车辆的发动机离合器的方法还可包括:当检测到吻点时,通过控制器,学习发动机离合器的传递扭矩。控制器还可配置成:将发动机速度和电动机速度的同步的时刻确定为产生发动机离合器的传递扭矩的时刻。发动机的目标速度可大于驱动电动机的速度。在检测到发动机离合器的吻点后,可停止由控制器执行的对于混合起动发电机的速度调整。
本发明的示例性实施例提供了一种用于控制混合动力车辆的发动机离合器的装置,该装置可包括:发动机离合器,其配置成将发动机与驱动电动机连接或者将发动机从驱动电动机脱离;以及,控制器,其配置成设定发动机的目标速度,以将混合动力车辆的行驶模式从电动车辆(EV)模式变换成混合动力电动车辆(HEV)模式,并操作混合起动发电机(HSG)以调整发动机的速度,使其保持目标速度。控制器可被配置成:当发动机的速度保持在目标速度时,接合发动机离合器以进行起动,检测在发动机离合器处于滑动状态时产生的吻点,以学习发动机离合器的吻点,并且在学习吻点后,当发动机的速度和驱动电动机的速度同步时,基于混合动力车辆的驾驶员所需的扭矩来增加发动机的输出。
根据本发明的示例性实施例的用于控制混合动力车辆的发动机离合器的方法和装置可以通过改善在发动机起动后执行的速度控制方法,可同时执行发动机速度和电动机速度的同步,以及发动机离合器吻点的学习。当行驶模式从EV模式切换到HEV模式(或者当发动机起动)时,本发明的示例性实施例通过学习发动机离合器的吻点和传递扭矩,可以提高学习频率,并且可增加发动机离合器控制的鲁棒性。
本发明的示例性实施例可以通过将发动机离合器的吻点学习过程包括在发动机速度和电动机速度的同步控制中,来减少在发动机离合器的吻点学习中使用的燃料或电能。此外,由于示例性实施例不单独确定发动机速度和电动机速度的同步,而是通过在学习过程中产生的滑动摩擦来执行发动机速度和电动机速度的物理同步,因此本发明的示例性实施例可以将发动机的动力被传输到车辆的驱动轮的时间提前,以减少EV模式和HEV模式之间的转换时间。
附图说明
将提供附图的简要说明以更充分地理解在本发明的详细描述中使用的附图。
图1是示出根据现有技术的混合动力车辆的发动机速度控制的视图;
图2是示出根据本发明的示例性实施例的用于控制混合动力车辆的发动机离合器的方法的视图;
图3是示出根据本发明的示例性实施例的用于控制混合动力车辆的发动机离合器的方法的流程图;以及
图4是示出根据本发明的示例性实施例的应用了控制发动机离合器的方法的混合动力车辆的框图。
附图标记说明
305:控制器
310:发动机
320:HSG
325:发动机离合器
330:电动机
具体实施方式
应当理解的是,本文所使用的术语“车辆”或“车辆的”或者其他相似术语包括一般的机动车辆,例如包括运动型多用途车(SUV)、公交车、卡车、各式商用车辆在内的载客车辆,包括各种艇和船在内的水运工具,以及航空器等等,并且包括混合动力车辆、电动车辆、插电式混合动力电动车辆、氢动力车辆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)。如本文所述,混合动力车辆是同时具有两种或多种动力源的车辆,例如,同时汽油驱动和电驱动的车辆。
尽管示例性实施例描述成使用多个单元来执行示例性流程,但应当理解的是,示例性流程也可通过一个或者多个模块执行。此外,应当理解的是,术语“控制器/控制单元”可指代包括存储器和处理器的硬件设备。所述存储器配置成存储模块,并且所述处理器特别地配置成执行上述模块从而执行一个或者多个下文进一步描述的过程。
此外,本发明的控制逻辑可实施为包括由处理器、控制器/控制单元等执行的可执行程序指令的计算机可读介质上的非暂时性计算机可读介质。计算机可读介质的示例包括但不限于ROM、RAM、光盘(CD)-ROM、磁带、软盘、闪存盘、智能卡和光学数据存储设备。计算机可读记录介质也可分布在网络连接的计算机系统中,以便以分布方式,例如通过远程信息处理服务器或控制器局域网络(CAN),存储和执行计算机可读介质。
本文所使用的专有名词仅是为了说明特定实施例的目的,而非意在限制本发明。如本文所使用的,除非上下文另外清楚表明,单数形式“一个”、“一种”和“该”意在也包括复数形式。还将理解的是,当在本说明书中使用时,词语“包括”和/或“包含”规定所述特征、整数、步骤、操作、元件和/或部件的存在,但不排除一个或多个其他特征、整数、步骤、操作、元件、部件和/或其集合的存在或添加。如本文所使用的,词语“和/或”包括一个或多个相关列出项目的任何或全部组合。
除非特别陈述或从上下文显而易见,如本文所使用的,词语“约”被理解为处在本领域的正常容差范围内,例如在平均值的2倍标准偏差内。“约”可理解为在所述值的10%、9%、8%、7%、6%、5%、4%、3%、2%、1%、0.5%、0.1%、0.05%或0.01%内。除非从上下文另外明确,本文提供的所有数值均由词语“约”修饰。
为了充分理解本发明及通过实施本发明实现的目的,将参考示出本发明的示例性实施例的附图和附图中描述的内容。在下文中,将参照附图通过描述本发明的示例性实施例来详细地描述本发明。在描述本发明时,将不详细描述公知的配置或功能,由于其可能会不必要地模糊本发明的主旨。贯穿附图,相同的附图标记将被用于表示相同的部件。
贯穿本说明书和所附的权利要求书,当描述一个元件与另一元件时“耦合”,该元件与另一个元件“直接耦合”,或者通过第三元件与另一个元件“电耦合或机械耦合”。除非另有定义,应当理解的是,包括技术和科学术语在内的本说明书中所使用的术语与本领域技术人员通常理解的术语具有相同的含义。必须理解,除非上下文另有明确规定字典定义的术语与现有技术环境中的含义相同,并且其不应被理想地或过度正式地定义。
作为混合动力车辆的动力传输装置的发动机离合器具有依据于发动机离合器的温度、发动机和驱动电动机的速度差,或发动机离合器致动器,例如静液压离合器致动器(HCA)的状态变化的非线性特性,因此有必要持续地学习发动机离合器的吻点(kisspoint)。
当车辆的变速器处于停车(P)挡或空(N)挡且车辆停止时,现有技术通过驱动动力源来学习吻点,或者,现有技术在车辆行驶过程中通过调整发动机(或驱动电动机)的速度来学习吻点。特别地,当车辆的变速器处于停车(P)挡或空(N)挡且车辆停止时,现有技术通过调整发动机或者电动机的速度来执行吻点学习,其中,发动机或电动机是布置在发动机离合器两端的动力源。当车辆的变速器处于驱动(D)挡且车辆被驱动时,另一现有技术在换挡时间或滑行行驶(coasting drive)过程中执行吻点学习。当车辆的行驶模式从混合动力电动车辆(HEV)模式切换到电动车辆(EV)模式时,换挡时间出现。
此外,当车辆的行驶模式从电动车辆(EV)模式切换到混合动力电动车辆(HEV)模式时,发动机离合器将起动的发动机(cranked engine)与驱动电动机连接以将发动机的动力传递到混合动力车辆的驱动轮。为发动机离合器的接合,使发动机离合器两端的动力源的速度同步,以防止不必要的影响,从而接合发动机离合器。可操作发动机以在速度同步的过程中保持电动机的速度,从而在消除发动机和电动机之间的速度差后接合发动机离合器。
当变速器处于停车(P)挡或空(N)挡且车辆停止时,或者当变速器处于驱动(D)挡且车辆正被驱动以接合发动机离合器时,发动机离合器的吻点学习和传递扭矩学习可通过单独调整动力源的速度来执行。然而,现有技术具有与车辆的行驶无关的单独的学习过程(例如,为了发动机离合器的吻点学习,变速挡变换到停车(P)挡或空(N)挡的过程),因此现有技术使用了更复杂的行驶方法。用于学习过程的动力源频繁的操作可能会导致额外的能量消耗。
图1是示出根据现有技术的混合动力车辆的发动机速度控制的视图。参考图1,在现有技术使发动机速度与电动机速度同步后,现有技术可通过减少过冲(overshoot)来减少发动机速度和电动机速度同步的时间,以增加发动机离合器的接合力,从而增加传递到离合器的发动机的输出。
图2是示出根据本发明的示例性实施例的用于控制混合动力车辆的发动机离合器的方法的视图。图3是示出根据本发明的示例性实施例的用于控制混合动力车辆的发动机离合器的方法的流程图。图4是示出根据本发明的示例性实施例的应用了用于控制发动机离合器的方法的混合动力车辆的框图。
参考图2,图3和图4,在控制步骤105中,控制器305可被配置成设定发动机310的目标速度,以将混合动力车辆300的行驶模式从电动车辆(EV)模式变换成混合动力电动车辆(HEV)模式,并且可被配置成操作混合起动发电机(HSG)320以调整发动机的速度,使其达到目标速度并保持。发动机310的目标速度可以大于驱动电动机330的速度。发动机310的目标速度可由以下等式提供。
目标发动机速度=电动机速度+速度差(或Δ速度)
在上述等式中,速度差可被预先确定为发动机310的速度和电动机330的速度之间的速度差,并且可以是温度的函数。
特别地,控制器305可以被配置成设定用于发动机速度控制的目标速度。作为发动机310的目标速度的发动机的目标旋转数(例如,目标每分钟转数(RPM))可由以下等式确定。
目标RPM=电动机RPM+ΔRPM
在该等式中,ΔRPM是电动机的旋转数与发动机的目标旋转数之间的差值,即,电动机速度与目标发动机速度之间的速度差,且其可以是温度的函数。
此外,混合动力车辆300可包括控制器305、发动机310、HSG 320、发动机离合器325、可以是纯电动机的电动机(或驱动电动机)330、电池340、变速器350、以及车轮(或驱动轮)390。用于控制混合动力车辆的发动机离合器的装置可包括控制器305和发动机离合器325。作为一种混合动力电动车辆的混合动力车辆300可使用发动机310和电动机330作为动力源,且包括设置在发动机310和电动机330之间的发动机离合器325,以在发动机离合器325开放(open)时,在电动车辆(EV)模式中操作混合动力车辆300,在该模式中,混合动力车辆300通过电动机330行驶,并且在发动机离合器325闭合(closed)时,在混合动力电动车辆(HEV)模式中操作混合动力车辆300,在该模式中,混合动力车辆300能够通过电动机330和发动机310行驶。
混合动力车辆300可以包括安装变速器的电动装置(TMED)型的传动系,其中电动机330与变速器350连接。混合动力车辆300可提供行驶模式:例如EV模式,其是使用电动机的电力的电动车辆模式;以及HEV模式,其基于设置在发动机310和电动机330之间的发动机离合器325是否接合(或连接),来使用发动机的旋转力作为主要动力,并使用电动机的旋转力作为辅助动力。特别地,在包括电动机330可与变速器350直接连接的结构的混合动力车辆300中,可通过驱动HSG320来升高发动机的每分钟转数(RPM),发动机和电动机之间的动力传递和动力切断可通过离合器325的接合和释放来执行,驱动力可通过可包括变速器350的动力传输系统传递(或传输)到车轮390,并且当请求发动机扭矩传递时,可通过离合器325的接合将发动机的扭矩传递到电动机。
控制器305可以包括混合控制单元(HCU)、电动机控制单元(MCU),发动机控制单元(ECU)和变速器控制单元(TCU)。HCU可被配置成在发动机停止时通过操作HSG 320来起动发动机310。HCU可以是最高级或总体控制器,且可被配置成综合地操作连接到网络,例如作为车辆网络的控制器区域网络(CAN)的控制器(例如,MCU),并且可被配置成执行混合动力车辆300的整体操作。
MCU可以被配置成操作HSG 320和电动机330。特别地,MCU可被配置成基于从HCU输出的控制信号经由网络调整驱动电动机330的输出扭矩,因此可被配置成操作电动机使其在最大效率运行。MCU可以包括被由多个功率开关元件配置的逆变器。包括在逆变器中的功率开关元件可包括绝缘栅双极晶体管(IGBT),场效应晶体管(FET),金属氧化物半导体FET(MOSFET),晶体管或继电器。逆变器将从电池340提供的直流(DC)电压转换成三相交流(AC)电压,以驱动驱动电动机330。MCU可设置在电池340和电动机330之间。
ECU可被配置成调整发动机310的扭矩。ECU可被配置成基于从HCU输出的控制信号经由网络调整发动机310的工作点(operating point)(或驱动点),且可被配置成操作发动机以输出最佳扭矩。TCU可被配置成操作变速器350。例如,控制器305可以是由程序包括或微处理器在内的硬件操作的一个或多个微处理器。程序可以包括用于执行根据本发明的示例性实施例的用于控制混合动力车辆的发动机离合器的方法的一系列命令。
此外,发动机310可包括柴油发动机,汽油发动机,液化天然气(LNG)发动机或液化石油气(LPG)发动机,并且可被配置成基于从ECU输出的控制信号,在工作点输出扭矩。在HEV模式中,扭矩可与驱动电动机330的驱动力结合。发动机310可以通过发动机离合器325与电动机330连接,以产生传递到变速器350的动力。
HSG 320可被配置成基于从MCU输出的控制信号来作为电动机运行,以起动发动机310,且其可被配置成当发动机310的起动保持时,作为发电机运行,以通过逆变器将生成的电力提供给电池340。HSG320可通过皮带与发动机310连接。此外,作为曲柄起动(crank)发动机的电动机,HSG 320可与发动机直接连接。发动机离合器325可被布置(或安装)在发动机310和驱动电动机330之间,并且可被操作来切换发动机310和电动机330之间的动力传递。发动机离合器325可根据HEV模式和EV模式的切换,连接或阻断发动机与电动机之间的动力。发动机离合器325的操作可由控制器305执行。发动机离合器325可包括干式发动机离合器。
电动机330可由从MCU输出的三相交流(AC)电压操作以产生扭矩。电动机330可以在滑行行驶或再生制动过程中作为发电机运行,以向电池340提供电压(或再生能)。电池340可以包括多个单元电池。用于向给车轮390提供驱动力的电动机330或HSG 320提供驱动电压(例如,约350-450V DC)的高电压可被存储在电池340中。
变速器350可以包括多速变速器,例如自动变速器或双离合器变速器(DCT)或无级变速器(CVT),并且可基于TCU的控制,使用液压以操作接合元件和脱离元件从而切换到期望的挡位。变速器350可被配置成将发动机310和/或电动机330的驱动力传递到车轮390,并阻断电动机330(或发动机310)和车轮390之间的动力传递。
根据同步步骤110,控制器305可被配置成确定发动机310的速度是否与目标速度同步或保持在目标速度。根据起动步骤115,在发动机310的速度保持在目标速度后,控制器305可被配置成接合发动机离合器325以进行起动。根据检测步骤120,控制器305可使用安装在混合动力车辆300内的传感器的输出信号来确定是否检测到发动机离合器325的吻点。在检测到发动机离合器325的吻点后,可停止(终止)由控制器305执行的对于HSG 320的速度控制或调整。
吻点可以是扭矩传递的起始点,并且可以是将离合器的状态转换成离合器开始摩擦的滑动状态的液体(例如油)的压力。吻点可表示当包括在离合器325中的两个摩擦部件相互接触时,开始传递扭矩的初始液压。吻点可用于控制,以将混合动力车辆的行驶模式从电动车辆(EV)模式切换到混合动力电动车辆(HEV)模式。离合器325的滑动状态(slipstate)可以在吻点开始。
根据学习步骤125,控制器305可被配置成检测发动机离合器325的吻点,以学习发动机离合器的吻点。控制器305还可被配置成当发动机310的速度开始保持在目标速度时,执行用于学习发动机离合器的吻点的待机操作。根据增加步骤130,控制器305可被配置成在检测到发动机离合器325的吻点后,增加发动机离合器325的接合力。
根据学习步骤135,控制器305可被配置成:当发动机离合器325的接合力增加时(或当检测到吻点时),开始学习(或检测)发动机离合器325的传递扭矩。作为通过包括在发动机离合器中两个摩擦部件的物理接触来传递的扭矩,发动机离合器的传递扭矩可以从提供到发动机离合器的液压和摩擦部件的摩擦系数进行估计。当混合动力车辆300在HEV模式下被驱动时,发动机离合器325的传递扭矩可用作所需的用于发动机离合器的接合的信息(例如,提供给发动机离合器的液压)。液压可以防止发动机离合器的离合器接合冲击。
根据检验步骤140,在传递扭矩的学习过程中,控制器305可被配置成通过使用HSG320降低发动机310的速度来确定或检验发动机310的速度是否与电动机330的速度同步。当发动机的速度和电动机的速度同步时,控制器305可被配置成将发动机速度和电动机速度的同步时刻确定为产生发动机离合器的传递扭矩的时刻。当发动机310的速度和电动机330的速度同步时,发动机离合器325可处于锁定状态。
当发动机离合器处于锁定状态时,发动机速度可对应于电动机速度。在图2中,离合器325的滑动状态可表示离合器开始摩擦,且发动机离合器的两端之间的速度差大于预定值的状态。离合器的锁定状态可表示两端之间没有速度差,且施加到离合器的输入的扭矩100%被传递到离合器的输出的状态。离合器的打开状态可表示两端相互不干涉且离合器物理分离的状态。根据增加步骤145,当发动机的速度和电动机的速度同步时,控制器305可被配置成从产生传递扭矩时增加发动机310的输出(或扭矩)以满足车辆驾驶员所需的扭矩。
如上所述,当行驶模式从EV模式切换到HEV模式时,本发明的示例性实施例可以同时执行发动机离合器的接合和学习,使得示例性实施例可将发动机的驱动力被传递到驱动轮的时间提前。因此,示例性实施例可以防止因单独的学习过程而导致的不必要的能量消耗。
在本示例性实施例中使用的组件“~单元”,块或模块可以在存储器中的预定区域中执行的、诸如任务,类,子程序,过程,对象,执行线程或程序的软件进行实施,或以诸如现场可编程门阵列(FPGA)或专用集成电路(ASIC)的硬件进行实施,并且可以软件和硬件的组合进行实施。组件“~部”等可被嵌入到计算机可读存储介质中,并且其某些部分可分散地分布在多个计算机中。
如上所述,在附图和说明书中已经公开了示例性实施例。此处,已经使用了具体术语,但仅用于描述本发明的目的,并且不用于规定含义或限制在所附权利要求中公开的本发明的范围。因此,本领域技术人员将理解,来自本发明的各种修改和等同的示例性实施例是可能的。因此,本发明的实际技术保护范围必须由所附权利要求的精神来确定。
Claims (9)
1.一种用于控制混合动力车辆的发动机离合器的方法,所述方法包括以下步骤:
通过控制器设定发动机的目标速度,以将混合动力车辆的行驶模式从电动车辆EV模式变换成混合动力电动车辆HEV模式;
通过所述控制器操作混合起动发电机HSG,以调整发动机的速度,使其跟随目标速度;
当所述发动机的速度保持在所述目标速度时,通过所述控制器接合发动机离合器以进行起动,所述发动机离合器将所述发动机与驱动电动机连接或者将所述发动机从所述驱动电动机脱离;
通过所述控制器检测在所述发动机离合器处于滑动状态时产生的吻点,以学习所述发动机离合器的吻点;以及
在学习所述吻点后,当所述发动机的速度和所述驱动电动机的速度同步时,通过所述控制器,基于所述混合动力车辆的驾驶员所需的扭矩增加所述发动机的输出,
其中,当行驶模式从EV模式切换到HEV模式时,同时执行所述发动机离合器的接合和学习。
2.根据权利要求1所述的方法,所述方法还包括以下步骤:
当检测到所述吻点时,通过所述控制器学习所述发动机离合器的传递扭矩。
3.根据权利要求1所述的方法,所述方法还包括以下步骤:
通过所述控制器,将所述发动机的速度和所述电动机的速度同步的时刻确定为产生所述发动机离合器的传递扭矩的时刻。
4.根据权利要求1所述的方法,其中,所述发动机的目标速度大于所述驱动电动机的速度。
5.根据权利要求1所述的方法,其中,在检测到所述发动机离合器的吻点后,停止由所述控制器执行的对于所述混合起动发电机的速度的调整。
6.一种用于控制混合动力车辆的发动机离合器的装置,所述装置包括:
发动机离合器,其配置成将发动机与驱动电动机连接或者将所述发动机从所述驱动电动机脱离;以及
控制器,其配置成设定所述发动机的目标速度,以将所述混合动力车辆的行驶模式从电动车辆EV模式变换成混合动力电动车辆HEV模式,并操作混合起动发电机HSG以调整所述发动机的速度,使其跟随目标速度,
其中,所述控制器被配置成:当所述发动机的速度保持在所述目标速度时,接合所述发动机离合器以进行起动,检测在所述发动机离合器处于滑动状态时产生的吻点,以学习所述发动机离合器的吻点,并且在学习所述吻点后,当所述发动机的速度和所述驱动电动机的速度同步时,基于所述混合动力车辆的驾驶员所需的扭矩来增加所述发动机的输出,
其中,当行驶模式从EV模式切换到HEV模式时,同时执行所述发动机离合器的接合和学习。
7.根据权利要求6所述的装置,其中,所述控制器被配置成:将所述发动机的速度和所述电动机的速度同步的时刻确定为产生所述发动机离合器的传递扭矩的时刻。
8.根据权利要求6所述的装置,其中所述发动机的目标速度大于所述驱动电动机的速度。
9.根据权利要求6所述的装置,其中,在检测到所述发动机离合器的吻点后停止所述速度的调整。
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