CN108725430B - 混合动力车辆及其模式切换方法 - Google Patents

混合动力车辆及其模式切换方法 Download PDF

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CN108725430B
CN108725430B CN201711462342.5A CN201711462342A CN108725430B CN 108725430 B CN108725430 B CN 108725430B CN 201711462342 A CN201711462342 A CN 201711462342A CN 108725430 B CN108725430 B CN 108725430B
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power
mode
minimum
final
hybrid
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CN108725430A (zh
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李载文
许志旭
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Hyundai Motor Co
Kia Corp
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Hyundai Motor Co
Kia Motors Corp
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    • 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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    • 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
    • B60K6/22—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
    • B60K6/26—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 motors or the generators
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract

本申请涉及混合动力车辆及其模式切换方法。一种混合动力车辆的模式切换方法，包括：确定作为从第一模式切换到第二模式的基准的基准接通功率和作为从第二模式切换到第一模式的基准的基准关断功率；确定最小接通功率、最小关断功率和最大关断功率；以及使用基准接通功率、基准关断功率、最小接通功率、最小关断功率和最大关断功率来确定最终接通功率和最终关断功率。

Description

混合动力车辆及其模式切换方法
相关申请的交叉引用
本申请要求于2017年4月17日提交的韩国专利申请No.10-2017-0049193的优先权，该申请通过引用结合于此，如同在此完全阐述一样。
技术领域
本发明涉及一种混合动力车辆及其模式切换方法，尤其涉及一种模式切换方法以及用于执行该模式切换方法的混合动力车辆，用于防止模式频繁切换并防止模式不必要地保持。
背景技术
通常，混合动力电动车辆(HEV)是指使用包括发动机和电动机的两个动力源的车辆。与仅包括内燃机的车辆相比，HEV具有优异的燃料效率和发动机性能，并且还有利于降低排放，因此近来已经积极开发。
这种混合动力车辆根据用于驱动车辆的动力传动系以两种模式行驶。其中一种模式是其中车辆仅使用电动机行驶的电动车辆(EV)模式，另一种模式是用于操作电动机和发动机两者以获得动力的混合动力电动车辆(HEV)模式。混合动力车辆根据行驶条件在两种模式之间切换。
有利的是，这种EV模式在行驶期间不消耗燃料，而EV模式不能满足超过最大电动机输出的驾驶员要求功率。在HEV模式中，车辆使用发动机作为主动力源，并且在这种情况下在必要时正在对电动机进行充电或放电的同时行驶。因此，与EV模式不同，HEV模式可以满足高的驾驶员要求功率并且消耗燃料。
结果，根据上述两种模式之间的切换控制来确定相应车辆的燃料效率和驾驶性能。通常，根据驾驶员要求功率/扭矩、车辆速度、电池充电状态(SOC)等来确定两种模式之间的切换，从EV模式到HEV模式的切换条件以及从HEV模式到EV模式的切换条件被不同地设置。这是因为，如果两个模式之间的切换条件被设置为相同，则两个模式根据驾驶员要求功率/扭矩的变化而过度频繁地切换，这将参照图1进行描述。
图1是示出一般混合动力车辆的模式切换条件的示例的图。
在图1中，假设基于驾驶员要求功率确定EV和HEV模式之间的切换。另外，在图1的曲线图中，纵轴表示驾驶员要求功率，横轴表示时间。
参考图1，当在EV模式中驾驶员要求功率等于或大于HEV模式进入基准线(接通线，On Line)时，EV模式可切换到HEV模式。另外，当在HEV模式中驾驶员要求功率等于或小于EV模式进入基准线(关断线，Off Line)时，HEV模式可以切换到EV模式。结果，当驾驶员要求功率超过接通线时，当前模式切换到HEV模式，但是，即使驾驶员要求功率降低到接通线以下，只要驾驶员要求功率在关断线以上就会保持HEV模式，从而防止模式频繁切换。
如此，接通线和关断线被不同地设置，并且通常通过从接通线减去预定滞后功率(Hys.Power)，即Δ功率(Delta Power)来确定关断线。这里，接通线和Hys.Power可以根据车辆速度和电池SOC来确定。
在下文中，将参照图2和图3描述当一般模式切换条件被固定时出现的问题。
图2和图3是用于解释一般模式切换条件的问题的图。
首先，当模式切换条件被设定为固定时，不能根据行驶状况的变化来控制重新切换到EV模式的时间点。例如，当由于高电池SOC维持EV行驶时，可以防止燃料消耗。为此，为了阻止进入HEV模式，需要提高接通线，并且为了引导从HEV模式到EV模式的切换，需要降低滞后功率。结果，为了在SOC高时进行有效的模式切换，模式切换条件需要与图2中的相同。但是，当SOC不高时，不能保证适当的滞后功率。
如图3所示，即使滞后功率被固定，当接通线被设置为低时，在非驱动力状态(例如，滑行)中，其中驾驶员使脚离开加速踏板(APS关闭)，关断线变得低于滑行功率线。即，由于表示滑行时的要求功率的滑行功率线成为驾驶员要求功率，因此关断线总是低于要求功率，因此存在即使在加速踏板关闭(APS关闭)状态也不能解除HEV模式的问题。
因此，需要一种模式切换控制方法，用于防止模式被频繁切换，并防止不适当的模式被强制保持。
发明内容
本发明的目的是提供一种混合动力车辆的有效模式切换方法以及用于执行该方法的车辆。
具体地，本发明提供了一种模式切换方法以及用于执行该模式切换方法的车辆，用于防止模式频繁切换并且防止模式被不必要地保持。
本发明的其他优点，目的和特征将在下面的描述中部分地阐述，并且对于本领域的普通技术人员来说在研究以下内容时将部分地变得显而易见，或者可以从本发明的实施中获知。本发明的目的和其它优点可以通过在说明书和权利要求书以及附图中特别指出的结构来实现和获得。
为了实现这些目的和其他优点，根据本发明的目的，如在此具体化和广泛描述的，混合动力车辆的模式切换方法包括：由混合动力控制器确定作为从第一模式切换到第二模式的基准的基准接通功率，并确定作为从第二模式切换到第一模式的基准的基准关断功率；由混合动力控制器确定最小接通功率、最小关断功率和最大关断功率；以及由混合动力控制器使用基准接通功率、基准关断功率、最小接通功率、最小关断功率和最大关断功率来确定最终接通功率和最终关断功率。
在本发明的另一方面中，一种混合动力车辆包括配置为控制电动机的电动机控制器；配置为控制发动机的发动机控制器；以及混合动力控制器，其配置为：确定混合动力车辆是否在第一模式和第二模式之间切换，在第一模式中混合动力车辆使用电动机的动力行驶，在第二模式中混合动力车辆使用电动机的动力和发动机的动力行驶；并且基于该确定来控制电动机控制器和发动机控制器。混合动力控制器确定作为从第一模式切换到第二模式的基准的基准接通功率以及确定作为从第二模式切换到第一模式的基准的基准关断功率，确定最小接通功率、最小关断功率和最大关断功率，并且使用基准接通功率、基准关断功率、最小接通功率、最小关断功率和最大关断功率来确定最终接通功率和最终关断功率。
附图说明
被包括以提供对本发明的进一步理解并被并入并构成本申请的一部分的附图示出了本发明的实施例并且与说明书一起用于解释本发明的原理。在附图中：
图1是示出一般混合动力车辆的模式切换条件的示例的图；
图2和图3是用于解释一般模式切换条件的问题的图；
图4是示出可应用本发明的实施例的混合动力车辆的传动系结构的示例的图；
图5是示出可应用本发明的实施例的混合动力车辆的控制系统的示例的框图；
图6A和图6B是示出根据本发明的实施例的确定混合动力车辆的关断功率的方法的示例的图；
图7A和图7B是示出根据本发明的实施例的确定混合动力车辆中的接通功率的方法的示例的图；和
图8示出了根据本发明的实施例的混合动力车辆中的模式切换过程的示例。
具体实施方式
现在将详细参考根据本发明的实施例的混合动力车辆及其有效换档控制方法，其示例在附图中示出。这里的元件的后缀“模块”和“单元”是为了描述的方便而使用的，因此可以互换使用，并且不具有任何可区分的含义或功能。
首先将参照图4描述本发明的实施例适用的混合动力车辆的结构。
图4是示出可应用本发明的实施例的混合动力车辆的传动系结构的示例的图。
图4示出了包括并联型混合动力系统的混合动力车辆的传动系，所述并联型混合动力系统包括安装在内燃机(ICE)110和变速器150之间的电动机140(或驱动电动机)和发动机离合器130。
在这样的车辆中，通常当驾驶员在启动车辆之后按压加速器时，在发动机离合器130断开的同时使用电池的电力驱动电动机140，并且传递动力以通过变速器150和最终传动器(FD)160使车轮运动(即EV模式)。随着车辆逐渐加速，进一步需要高驱动力，在这种情况下，可以操作辅助电动机(或起动发电机电动机120)以驱动发动机110。
因此，当发动机110和电动机140的转速彼此相等时，接合发动机离合器130，使得发动机110和电动机140都驱动车辆(即，从EV模式转换到HEV模式)。当诸如车辆减速的预定发动机关闭条件被满足时，发动机离合器130打开并且发动机110停止(即，从HEV模式转换到EV模式)。在这种情况下，车辆利用车轮的驱动力通过电动机对电池进行再充电，这称为制动能量再生或再生制动。因此，起动发电机电动机120在发动机启动时用作起动电动机，并且在发动机启动之后或者在发动机停止期间恢复旋转能量时用作发电机，因此起动发电机电动机120也可以是被称为混合起动发电机(HSG)。
图5中示出了包括前述动力系的车辆的控制器之中的关系。
图5是示出可应用本发明的实施例的混合动力车辆的控制系统的示例的框图。
参考图5，在可应用本发明的实施例的混合动力车辆中，内燃机110可由发动机控制器210控制，起动发电机电动机120和电动机140的扭矩可由电动机控制单元(MCU)220控制，并且发动机离合器130可以由离合器控制器230控制。这里，发动机控制器210也可以被称为如图5所示的发动机管理系统(EMS)。另外，变速器150可以由变速器控制器250控制。在一些实施例中，起动发电机电动机120和电动机140可以由不同的单独的电动机控制器来控制。
每个控制器可以连接到作为混合动力车辆中的高级控制器的用于控制动力系的整体操作的控制器(在下文中，称为混合动力控制器或混合动力控制单元(HCU))，并且可以提供切换驾驶模式以及在齿轮传动期间控制发动机离合器所需的信息和/或控制发动机关闭所需的信息，或者可以在混合动力控制器240的控制下根据控制信号执行操作。
更详细地，混合动力控制器240可以根据车辆的行驶状态来确定是否切换模式。例如，当发动机离合器(EC)断开时，混合动力控制器可以确定发动机离合器(EC)130的断开时间并且可以控制液压(在湿EC的情况下)或控制扭矩容量(在干EC的情况下)。混合动力控制器240可以确定EC状态(锁定、打滑、断开等)并且可以控制停止发动机110的燃料喷射的时间。此外，混合动力控制器可以控制起动发电机电动机120的扭矩从而控制发动机关闭，并且可以控制发动机旋转能量回收。
不用说，对于本领域的普通技术人员而言显而易见的是，控制器与控制器的功能/划分之间的上述关系是示例性的，并且因此不限于这些术语。例如，混合动力控制器240可以通过允许除了混合动力控制器240之外的其他控制器中的任何一个提供相应的功能来实现，或者两个或更多个其他控制器可以分配并提供相应的功能。
以下，将描述基于上述车辆结构的根据本实施例的模式切换控制方法。
首先，将参照图6A和图6B来描述根据本实施例的关断功率(off-power)的确定。
图6A和图6B是示出根据本发明的实施例的确定混合动力车辆的关断功率的方法的示例的图。
参照图6A，可以使用最大关断线、基础关断线和最小关断线来确定关断功率。
这里，最大关断线(Max Off Line)是通过连接最大关断功率的标定点(plot)形成的线，基础关断线(Base Off Line)是通过根据扭矩和RPM连接独立设定的基础关断功率的标定点而形成的线，以及最小关断线(Min Off Line)是根据扭矩和RPM连接最小关断功率的标定点形成的线。
现在将描述每个上述功率的功能和含义。
首先，基础关断功率是指根据车辆类型预先确定的最优效率的EV模式切换基准功率。
最大关断功率可以是通过从原始接通功率减去用于防止模式频繁切换的预定裕量(滞后)(margin、hysteresis)获得的值，并且可以防止模式频繁切换。
最小关断功率可以在不需要驾驶的情况下(例如APS关闭)防止保持HEV模式的故障，例如，并且可以是通过将APS关闭确定裕量(α)与滑行功率相加而获得的值。
因此，如图6B所示，通过选择大于最小关断线以防止保持HEV模式并且小于最大关断线以防止模式频繁切换的值，可以基于基础关断线来确定最终关断线。
在下文中，将参照图7A和图7B描述根据本实施例的接通功率(on-power)的确定。
图7A和图7B是示出根据本发明的实施例的确定混合动力车辆中的接通功率的方法的示例的图。
参照图7A，可以使用最小接通线(Min On Line)和基础接通线(Base On Line)来确定接通功率。
这里，最小接通线是指通过根据扭矩和RPM连接最小接通功率的标定点形成的线，基础接通线是指通过根据扭矩和RPM连接独立设定的基础关断功率的标定点而形成的线。
现在将描述每个前述功率的功能和含义。
首先，基础接通功率是指根据车辆类型预先确定的最优效率的HEV模式切换基准功率。
最小接通功率可以防止关断功率和接通功率之间的反转，并且可以是通过将滑行功率加上APS关闭确定裕量(α)和用于防止模式频繁切换的最小裕量(滞后)而获得的值。
相应地，如图7B中所示，通过选择大于最小接通线的值，可以基于基础接通线确定最终接通线，以防止关断功率和接通功率之间的反转。
图8是以上参考图6A-7B描述的使用最终接通线和关断线的模式切换过程的流程图。
图8示出了根据本发明的实施例的混合动力车辆中的模式切换过程的示例。
图8的每个确定操作可以由图5中所示的混合动力控制器240执行。参照图8，首先，可以确定基础接通功率和基础关断功率(S810)。在这种情况下，基础接通功率和基础关断功率可以是预先存储的值。
另外，可以确定用于防止模式频繁切换的APS关闭确定裕量(α)功率和最小裕量(滞后)功率(S820和S830)。
当每个功率被确定时，混合动力控制器可以经由图6A和7A中所示的计算使用所确定的功率来确定最终接通/关断功率(S840)。
当确定最终接通/关断功率时，基于确定如果驾驶员要求功率大于最终接通功率(S850)，则混合动力控制器可确定切换到HEV模式(S860)。
当驾驶员要求功率小于最终关断功率时(S870)，混合动力控制器可切换到EV模式(S880)，否则可保持当前模式(S890)。
通过上述过程，可以防止接通/关断线之间的频繁模式切换或反转，从而优化解除HEV模式的时间点并确保模式切换基准的鲁棒性。
根据本发明的至少一个实施例的如上所述配置的混合动力车辆可以有效地切换模式。
具体地说，关断线和接通线是独立设置的，以防止HEV模式被强制保持。
当发生发动机爆震时，由于爆震而导致的扭矩减小被电动机补偿，以防止输出降低并提高燃料效率。
本领域技术人员将会理解，可以通过本发明实现的效果不限于以上已经特别描述的内容，并且从以上具体描述结合附图将更加清楚地理解本发明的其它优点。
前述的本发明也可以被实现为存储在计算机可读记录介质上的计算机可读代码。计算机可读记录介质是可以存储随后可以由计算机读取的数据的任何数据存储设备。计算机可读记录介质的例子包括硬盘驱动器(HDD)、固态驱动器(SSD)、硅盘驱动器(SDD)、只读存储器(ROM)、随机存取存储器(RAM)、CD-ROM、磁带、软盘、光学数据存储设备、载波(例如通过因特网的传输)等。
对于本领域的技术人员显而易见的是，在不脱离本发明的精神或范围的情况下，可以在本发明中进行各种修改和变化。因此，本发明旨在覆盖落入所附权利要求及其等同物的范围内的本发明的修改和变化。

Claims (13)

1.一种混合动力车辆的模式切换方法，所述方法包括以下步骤：
由混合动力控制器确定作为从电动车辆EV模式切换到混合动力电动车辆HEV模式的基准的基准接通功率，并确定作为从所述HEV模式切换到所述EV模式的基准的基准关断功率；
由所述混合动力控制器确定最小接通功率、最小关断功率和最大关断功率；以及
由所述混合动力控制器使用所述基准接通功率和所述最小接通功率来确定最终接通功率，并且使用所述基准关断功率、所述最小关断功率和所述最大关断功率来确定最终关断功率，
其中，所述最终接通功率被确定为所述基准接通功率和所述最小接通功率中的较大值，并且
其中，所述最终关断功率被确定为通过将所述基准关断功率和所述最小关断功率之间的较大值与所述最大关断功率进行比较而获得的较小值。
2.根据权利要求1所述的方法，还包括以下步骤：
当驾驶员要求功率大于所述最终接通功率时，由所述混合动力控制器切换到所述HEV模式；和
当所述驾驶员要求功率小于所述最终关断功率时，由所述混合动力控制器切换到所述EV模式。
3.根据权利要求2所述的方法，还包括以下步骤：
当所述驾驶员要求功率等于或小于所述最终接通功率且等于或大于所述最终关断功率时，由所述混合动力控制器维持所述EV模式和所述HEV模式中的当前模式。
4.根据权利要求1所述的方法，其中所述最小接通功率是通过将加速踏板传感器关闭确定裕量和用于防止模式频繁切换的最小裕量与滑行期间的滑行功率相加而获得的值。
5.根据权利要求4所述的方法，其中所述最小关断功率是通过将所述加速踏板传感器关闭确定裕量与所述滑行功率相加而获得的值。
6.根据权利要求5所述的方法，其中所述最大关断功率是通过从原始接通功率减去用于防止模式频繁切换的预定裕量获得的值。
7.一种计算机可读记录介质，其上记录有用于执行根据权利要求1所述的方法的程序。
8.一种混合动力车辆，包括：
电动机控制器，配置为控制电动机；
发动机控制器，配置为控制发动机；和
混合动力控制器，配置为：确定所述混合动力车辆是否在电动车辆EV模式和混合动力电动车辆HEV模式之间切换，在所述EV模式中所述混合动力车辆使用所述电动机的动力行驶，在所述HEV模式中所述混合动力车辆使用所述电动机的动力和所述发动机的动力行驶；并且基于该确定来控制所述电动机控制器和所述发动机控制器，
其中所述混合动力控制器：确定作为从所述EV模式切换到所述HEV模式的基准的基准接通功率，以及确定作为从所述HEV模式切换到所述EV模式的基准的基准关断功率；确定最小接通功率、最小关断功率和最大关断功率；并且使用所述基准接通功率和所述最小接通功率来确定最终接通功率，并且使用所述基准关断功率、所述最小关断功率和所述最大关断功率来确定最终关断功率，
其中，所述最终接通功率被确定为所述基准接通功率和所述最小接通功率中的较大值，并且
其中，所述最终关断功率被确定为通过将所述基准关断功率和所述最小关断功率中的较大值与所述最大关断功率进行比较而获得的较小值。
9.根据权利要求8所述的混合动力车辆，其中，当驾驶员要求功率大于所述最终接通功率时所述混合动力控制器切换到所述HEV模式，并且当所述驾驶员要求功率小于所述最终关断功率时所述混合动力控制器切换到所述EV模式。
10.根据权利要求9所述的混合动力车辆，其中，当所述驾驶员要求功率等于或小于所述最终接通功率且等于或大于所述最终关断功率时，所述混合动力控制器维持所述EV模式和所述HEV模式中的当前模式。
11.根据权利要求8所述的混合动力车辆，其中所述最小接通功率是通过将加速踏板传感器关闭确定裕量和用于防止模式频繁切换的最小裕量与滑行期间的滑行功率相加而获得的值。
12.根据权利要求11所述的混合动力车辆，其中所述最小关断功率是通过将所述加速踏板传感器关闭确定裕量与所述滑行功率相加而获得的值。
13.根据权利要求12所述的混合动力车辆，其中所述最大关断功率是通过从原始接通功率减去用于防止模式频繁切换的预定裕量获得的值。
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