CN113753017A - 混合动力电动车辆及其避免碰撞的控制方法 - Google Patents

混合动力电动车辆及其避免碰撞的控制方法 Download PDF

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Publication number
CN113753017A
CN113753017A CN202011549621.7A CN202011549621A CN113753017A CN 113753017 A CN113753017 A CN 113753017A CN 202011549621 A CN202011549621 A CN 202011549621A CN 113753017 A CN113753017 A CN 113753017A
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China
Prior art keywords
accelerator pedal
engine
hybrid electric
distance
motor
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CN202011549621.7A
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English (en)
Inventor
赵真谦
姜志勋
金渊馥
金明佑
李灿镐
朴泰昱
赵圭焕
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Hyundai Motor Co
Kia Corp
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Hyundai Motor Co
Kia Motors Corp
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Publication of CN113753017A publication Critical patent/CN113753017A/zh
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Abstract

本发明涉及一种混合动力电动车辆及其避免碰撞的控制方法，其中控制混合动力电动车辆以避免碰撞的方法，包括以下步骤：响应于在车辆的行驶路径中检测到障碍物，通过控制器确定加速器踏板是否被误操作；响应于确定加速器踏板被误操作，通过控制器将驱动模式切换到发动机从驱动轴断开并且电动机产生驱动力的模式；基于加速器踏板的操作量，通过控制器调节发动机的每分钟转数RPM；以及基于第一车速和到障碍物的距离，通过控制器调节电动机的扭矩。

Description

混合动力电动车辆及其避免碰撞的控制方法
技术领域
本发明涉及一种混合动力电动车辆，以及一种控制混合动力电动车辆以避免因加速器踏板的误操作而造成碰撞的方法。
背景技术
因加速器踏板的误操作而造成的车辆事故持续发生。为了防止此类事故，一些国家向具有防止驾驶员误操作功能的车辆的制造商提供了激励(例如，税收优惠)，以引导其开发出防止误操作的功能以及具有该功能的车辆。
防止驾驶员误操作的一般功能实现为：基于驾驶员的行为和语音，通过自动识别驾驶员在未意识到误操作的情况下错误地操作加速器踏板的状态，而突然限制发动机的输出扭矩；或者实现为：通过融合通过不同类型传感器检测到的信息来检测行人，并且通过提高测量距所检测的行人的距离以及相对于所检测的行人的速度的精确度，警告可能与行人发生碰撞。
但是，如果突然限制扭矩来制动车辆以防止碰撞，则仍然可能因驾驶性能的劣化而发生事故。另外，仅通过提供碰撞可能性的简单警告，驾驶员也难以有效地响应碰撞风险。
同时，当驾驶员错误地操作加速器踏板而不是制动踏板时，由于基于加速器踏板的操作而造成的发动机每分钟转数(RPM)增加，因而发动机产生的噪声增大。特别地，驾驶员可以通过听到噪声来识别误操作。然而，在以电动机作为动力源的环境友好型车辆(例如，混合动力电动车辆(HEV))的情况下，驾驶员可能难以通过听噪声来识别误操作。
具体地，混合动力电动车辆通常使用两个动力源。混合动力电动车辆除发动机之外还具有作为动力源的电动机。在这种混合动力电动车辆中，由于驱动源的操作状态基于车辆的行驶状态而变化，因此加速器踏板的操作不一定会引起驱动源的噪声增大。例如，当以电动车辆(EV)模式下(仅将电动机用作驱动源)驱动混合动力电动车辆时，即使错误地操作加速器踏板，与发动机相比，由每分钟转数(RPM)的增加而造成的来自动力源(即，电动机)的噪声的变化也不显著。因此，需要开发一种更有效避免碰撞的混合动力电动车辆的控制方法。
发明内容
因此，本发明旨在提供一种混合动力电动车辆及其避免碰撞的控制方法，其基本上避免了由于现有技术的限制和缺点引起的一个或多个问题。本发明的目的在于提供一种混合动力电动车辆及其控制方法，以更有效地避免碰撞。
具体地，本发明提供一种混合动力电动车辆及其控制方法，以在加速器踏板被误操作的情况下避免碰撞，并且使驾驶员能够直观地识别误操作。然而，通过实施方式实现的目的不限于上述目的，通过以下描述，这些示例性实施方式所属领域的技术人员将会清楚地理解本文未提及的其它目的。
为了实现上述以及其它目的，根据本发明示例性实施方式的一种控制混合动力电动车辆以避免碰撞的方法，包括以下步骤：在检测到行驶路径中存在障碍物的情况下，确定加速器踏板是否被误操作；响应于确定加速器踏板被误操作，将驱动模式切换到发动机从驱动轴断开并且电动机产生驱动力的模式；基于加速器踏板的操作量，调节发动机的每分钟转数(RPM)；以及基于第一车速和到障碍物的距离，调节电动机的扭矩。
此外，根据本发明示例性实施方式的一种混合动力电动车辆，包括：电动机；发动机；以及碰撞避免控制装置。碰撞避免控制装置包括：确定单元，被配置成：在检测到行驶路径中存在障碍物的情况下，确定加速器踏板是否被误操作；以及控制器，被配置成：当确定单元确定加速器踏板的误操作时，将驱动模式切换到发动机从驱动轴断开并且电动机产生驱动力的模式，基于加速器踏板的操作量调节发动机的每分钟转数(RPM)，并且基于第一车速和到障碍物的距离来调节电动机的扭矩。
附图说明
包含附图以提供对本发明进一步的理解，并且附图并入并构成本申请的一部分，在附图中示出了本发明的示例性实施方式，并且与具体描述一起解释本发明的原理。在附图中：
图1示出可应用本发明示例性实施方式的并联式混合动力电动车辆的动力传动系的结构的示例；
图2是示出可应用本发明示例性实施方式的混合动力电动车辆的控制系统的示例的框图；
图3是示出根据本发明示例性实施方式的碰撞避免控制装置的配置的示例的图；
图4示出根据本发明示例性实施方式的限制电动机的扭矩的过程的示例；
图5是示出根据本发明示例性实施方式的碰撞避免控制过程的示例的流程图；以及
图6示出根据本发明示例性实施方式的输出通知信息的示例。
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”或者其它相似术语包括一般的机动车辆，例如包括运动型多功能车(SUV)、公共汽车、卡车、各种商用车辆在内的乘用车辆，包括各种艇和船在内的水运工具，以及航空器等，并且包括混合动力车辆、电动车辆、插电式混合电动车辆、氢动力车辆和其它替代燃料车辆(例如，从石油以外的资源取得的燃料)。如本文所提到的，混合动力车辆是具有两种或更多种动力源的车辆，例如，具有汽油动力和电动力这两者的车辆。
尽管示例性实施方式被描述为使用多个单元执行示例性过程，然而应当理解的是，该示例性过程也可以通过一个或多个模块来执行。另外，可以理解的是，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，并且被具体编程为执行本文所述的过程。存储器被配置成存储模块，并且处理器被具体地配置成执行所述模块，以执行以下进一步描述的一个或多个过程。
另外，本发明的控制逻辑可以实施为包含由处理器、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、闪存驱动器、智能卡和光数据存储装置。计算机可读记录介质还可以分布在网络连接的计算机系统中，使得例如通过远程信息处理服务器或控制器局域网(CAN)，以分布方式存储和执行计算机可读介质。
本文所使用的术语仅用于说明特定实施方式的目的，而非旨在限制本发明。如本文所使用的，单数形式“一个”、“一种”和“该”旨在同样包括复数形式，除非上下文另外明确地指明。还应该理解的是，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它特征、整数、步骤、操作、元件、部件和/或其群组的存在或添加。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和所有组合。
除非特别说明或从上下文中显而易见，否则术语“约”应理解为在本领域的正常公差范围内，例如在平均值的2个标准偏差之内。“约”可以理解为处于所述值的10％、9％、8％、7％、6％、5％、4％、3％、2％、1％、0.5％、0.1％、0.05％或0.01％之内。除非另从上下文中清楚得知，否则本文提供的所有数值均由术语“约”来修正。
以下将参照附图详细地描述本发明的实施方式，使得本领域普通技术人员可以容易地实现本发明的示例性实施方式。然而，可以以多种不同形式实施本发明，并且本发明不应被解释为极限于在此阐述的示例性实施方式。在附图中，为了清楚起见，将省略与本发明的描述无关的部分。在整个说明书中，相同的附图标号表示相同的元件。在整个说明书中使用的相同的附图标记表示相同的组成元件。
在描述根据本发明示例性实施方式的混合动力电动车辆及控制混合电动车辆以避免其碰撞的方法之前，将首先描述可应用本发明的示例性实施方式的混合动力电动车辆的结构和控制系统。
图1示出可应用本发明示例性实施方式的并联式混合动力电动车辆的动力传动系的结构的示例。图1示出采用并联式混合动力系统的混合动力电动车辆的动力传动系，其中，驱动电动机140以及发动机离合器(EC)130安装在内燃机(ICE)110与变速器150之间。
在这种车辆中，当驾驶员在起动车辆之后使加速器踏板接合时，在发动机离合器130打开的状态下首先利用电池的电力驱动电动机140，然后电动机的动力通过变速器150和主减速器(final drive,FD)160传递到车轮，以使车轮旋转(即，EV模式)。随着车辆加速而需要更大的驱动力时，起动机/发电机120工作以驱动发动机110。
当发动机110和电动机140的转速相等时，发动机离合器130被锁止，因此发动机110和电动机140二者或者仅发动机110驱动车辆(即，从EV模式转换到HEV模式)。当满足预定的发动机关闭条件时，例如，当车辆减速时，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)。另外，当混合动力电动车辆减速时，车轮的驱动力转换成电能，并且利用电能对电池充电，这被称为制动能量回收或再生制动。
起动机/发电机120可以在起动发动机时用作起动机，并且在发动机起动后收集发动机的旋转能时或者在关闭发动机时用作发电机。因此，起动机/发电机120还可以被称为“混合动力起动发电机(HSG)”，或者在一些情况下也可被称为“辅助电动机”。
以下将基于上述结构，更详细地描述混合动力电动车辆的驱动模式。EV模式主要用于车速较低并且请求扭矩较低的情况。在EV模式中，发动机离合器130打开，并且仅电动机140用作动力源，以将扭矩传递到车轮。
HEV模式主要使用在车速较高且请求扭矩较高的情况下。在HEV模式中，发动机110和电动机140这两者均用作动力源。HEV模式可分为HEV串联模式以及HEV并联模式。在HEV串联模式中，发动机离合器130打开(即，发动机110和驱动轴彼此断开)，发动机110的动力用于产生HSG 120中的动力，并且仅电动机140直接产生驱动力。相反，在HEV并联模式中，发动机离合器130被锁止，因此发动机110的驱动力和电动机140的驱动力这两者均传递到车轮。
图2是示出可应用本发明示例性实施方式的混合动力电动车辆的控制系统的示例的框图。参照图2，在可应用本发明示例性实施方式的混合动力电动车辆中，可以通过发动机控制单元(控制器)210操作内燃机110，并且可以通过电动机控制单元(MCU)220操作起动机/发电机120和驱动电动机140的扭矩。可以通过离合器控制单元230操作发动机离合器130。特别地，发动机控制单元210被称为发动机管理系统(EMS)。另外，可以通过变速器控制单元250来操作变速器150。
每个控制单元或控制器都可以连接到混合动力控制单元(HCU)240(该混合动力控制单元作为上级控制器来控制整个模式切换过程)，并且可以向混合动力控制单元240提供在切换驱动模式或换挡时发动机离合器控制所需的信息和/或发动机停止控制所需的信息，或者可以在混合动力控制单元240的操作下响应于控制信号来执行操作。
例如，混合动力控制单元240可被配置成：根据车辆的行驶状态，确定是否执行EV模式与HEV模式之间的模式切换。因此，混合动力控制单元可配置成确定打开发动机离合器130的时间点。当发动机离合器130打开时，混合动力控制单元可被配置成执行液压控制(在湿式发动机离合器的情况下)或扭矩容量控制(在干式发动机离合器的情况下)。另外，混合动力控制单元240可被配置成确定发动机离合器130的状态(例如，锁止、滑动、打开等)，并且可被配置成调节停止向发动机110内喷射燃料的时间点。
另外，混合动力控制单元可被配置成：将用于调节起动机/发电机120的扭矩的扭矩命令发送到电动机控制单元220，以控制发动机停止，从而控制发动机的旋转能的回收。另外，混合动力控制单元240可被配置成：在执行驱动模式切换控制时，确定模式切换条件并且操作下级控制器以执行模式切换。
当然，对于本领域技术人员来说显而易见的是，上述控制器之间的连接关系以及控制器的功能/划分仅是说明性的，并且不受名称的限制。例如，混合动力控制单元240可被实现为使得其功能由除混合动力控制单元240之外的任何一个控制器提供，或者使得其功能分开并且由两个或多个其他控制器提供。
图1和图2中的上述配置仅仅是混合动力电动车辆的示例性配置。对于本领域技术人员来说显而易见的是，可应用本发明示例性实施方式的混合动力电动车辆不限于具有上述配置。
在下文中，将基于混合动力电动车辆的上述配置，描述根据本发明示例性实施方式的碰撞避免控制。
本发明的示例性实施方式提出以下技术，即，在锁定某一挡位使得车辆沿一个方向行驶并且到车辆行驶路径中存在的障碍物的距离小于预定距离的状态下操作加速器踏板时，基于车速以及到障碍物的距离，限制混合动力电动车辆的扭矩。特别地，可以操作动力传动系以进入HEV串联模式，并且可以基于加速器踏板的操作量来调节发动机的RPM，以使驾驶员能够通过听到发动机的噪声来检测加速器踏板的误操作。下面参照图3来描述实现这一点的控制装置的配置。
图3是示出根据本发明示例性实施方式的碰撞避免控制装置的配置的示例图。参照图3，根据示例性实施方式的碰撞避免控制装置300可以包括确定单元310和控制器320。
确定单元310可以包括：误操作确定单元311，被配置成检测加速器踏板的误操作情况，并且确定是否执行碰撞避免控制；以及控制解除单元313，被配置成确定加速器踏板的误操作情况是否已经终止，并且解除碰撞避免控制。
控制器320可被配置成从确定单元310接收执行或解除碰撞避免控制的指令，并且还可被配置成获取关于到车辆行驶路径中存在的物体的距离的信息。响应于从确定单元310接收到执行碰撞避免控制的指令，控制器320可被配置成将驱动模式设置成HEV串联模式，并且调整电动机和发动机的操作状态。另外，控制器320可被配置成在控制进入情况下，通过预定的输出装置(例如，仪表群的显示器或扬声器)，输出表明加速器踏板的误操作情况的警告信息。
在下文中，将更详细描述碰撞避免控制装置300的组件的操作。确定单元310可被配置成：接收关于混合动力电动车辆是否做好行驶准备的信息(即，HEV就绪，对应于普通车辆的“IG on”)；关于当前选择的变速挡位的信息；关于到车辆行驶路径中存在的物体(即，在车辆的前方或后方)的距离的信息；关于加速器踏板位置传感器(APS)的值的信息；以及关于制动踏板位置传感器(BPS)的值的信息。
可以从变速器控制单元250获取关于当前选择的挡位的信息，并且可以通过配置成检测距离的传感器(例如，视觉传感器、雷达或激光雷达)，或者通过配置成操作距离检测传感器的控制器(例如，高级驾驶员辅助系统(ADAS)控制单元)，来获取距离信息。APS值或BPS值可以直接从相应的传感器获取，或者可以通过被配置成操作动力传动系的另一控制器(例如，发动机控制单元210)获取，但不限于此。
误操作确定单元311可被配置成：在以下情况下，即在车辆的当前状态处于“HEV准备就绪”的情况下，在锁定特定挡位(即，驱动(D)挡或倒退(R)挡)使得车辆沿一个方向行驶的情况下，以及到车辆行驶路径中存在的物体的距离小于预定距离Dthr的情况下，驾驶员操作或接合加速器踏板时，确定开始根据示例性实施方式所述的碰撞避免控制。
特别地，可以通过将vavg_2乘以tcollision_2来获取Dthr。vavg_2表示根据由驾驶员操作加速器踏板的量，车辆在tcollision_2期间行驶的速度曲线的平均值，而tcollision_2表示固定值(例如，3秒)。然而，可以基于车辆的规格和车辆的行驶环境可变地设置tcollision_2的值。可以基于驱动模式(例如，EV模式或HEV模式)和当前车速，利用根据APS值的公式来计算速度曲线，也可以根据驱动模式、当前车速和APS值中的至少一个，预先提供多个速度曲线，但不限于此。
在通过误操作确定单元311的确定来激活碰撞避免控制的情况下，当驾驶员执行表明他/她解除碰撞避免控制的意愿的操作时(例如，接合制动踏板或将挡位切换到空挡(N挡)或驻车挡(P挡)时)，控制解除单元313可被配置成指示控制器320解除控制。
响应于从误操作确定单元311接收控制进入信号，控制器320可被配置成激活碰撞避免控制。在碰撞避免控制期间，驱动模式可以是HEV串联模式。因此，可以操作发动机离合器130以进入打开状态，并且可以在进入控制时在怠速状态下操作发动机110。当驾驶员操作加速器踏板时，控制器320可被配置成基于APS值调节发动机110的RPM。例如，可以通过APS值的函数(fnc1(APS))来调节发动机的RPM。因此，尽管通过限制电动机的扭矩来限制车辆的加速(将在后面描述)，但是驾驶员可以通过发动机的RPM的增加所产生的声音，直观地识别加速器踏板的误操作。
另外，控制器320可被配置成基于车速曲线和到物体的距离，在多个阶段中限制产生用于驱动车辆的力的电动机的扭矩。例如，当电动机140的扭矩是motorTq时，电动机的扭矩可以如下获得：motorTq＝fnc2(车速曲线，到对象的距离)。
另外，假设将电动机的扭矩限制成两个阶段，如果通过将vavg_1乘以tcollision_1获得的值等于或小于到行驶路径中存在的物体的距离，则对应于第一阶段，并且将扭矩限制为利用上述等式计算的“motorTq”。如果通过将vavg_1乘以tcollision_1而获得的值大于到行驶路径中存在的物体的距离，则对应于第二阶段，并且将扭矩限制为小于利用上述等式计算的“motorTq”的值(例如，为零)。特别地，vavg_1表示根据驾驶员操作加速器踏板的量，车辆在tcollision_1期间行驶的速度曲线的平均值，并且tcollision_1表示固定值(例如，1秒)。然而，可以基于车辆的规格和车辆的行驶环境可变地设置tcollision_1的值。优选地，将tcollision_1设置成小于tcollision_2。
图4示出根据本发明示例性实施方式，限制电动机的扭矩的过程的示例。参照图4，在一般情况下，电动机的扭矩倾向于随APS值的增加而增加。然而，在激活根据示例性实施方式的扭矩限制控制时，可以将电动机的扭矩限制成“fnc2(车速曲线，到物体的距离)”的值，而不是APS值。
同时，上面参照图3描述的碰撞避免控制装置300可被实现为单独的控制单元，或者可被实现为混合动力控制单元240的功能。然而，这仅仅是说明性的，并且实施方式不限于此。
图5是示出根据本发明示例性实施方式的碰撞避免控制过程的示例的流程图。参照图5，误操作确定单元311可被配置成：当车辆的当前状态是“HEV准备就绪”(S501中为“是”)、锁定特定挡位(即，D挡或R挡)使得车辆沿一个方向行驶(S502中为“是”)、到车辆的行驶路径中存在的物体的距离小于预定距离Dthr(S503中为“是”)，并且驾驶员操作加速器踏板(S504中为“是”)时，确定开始根据示例性实施方式的碰撞避免控制。
控制器320可被配置成响应于来自误操作确定单元311的控制进入指令，激活碰撞避免控制。换言之，控制器320可被配置成执行控制，使得驱动模式切换到HEV串联模式(S505)。例如，混合动力控制单元240可被配置成响应于控制器320的控制命令，操作发动机离合器130以进入打开状态。
另外，控制器320可被配置成基于APS值(即，fnc1(APS))调节发动机的速度(发动机的RPM)(S506)，并且可被配置成基于车速曲线以及到行驶路径中存在的物体的距离，调节电动机的扭矩(S507)。如上所述，可以根据将vavg_1乘以tcollision_1所获得的值以及到行驶路径中存在的物体的距离，在多个阶段中将电动机的扭矩限制到“fnc2(车速曲线，到对象的距离)”或0。另外，控制器320可被配置成操作输出单元以输出用于向驾驶员通知误操作情况的通知信息(S508)。
图6示出根据本发明示例性实施方式的输出通知信息的示例。参照图6，可以通过仪表群400的区域410(被配置成能够显示图形的显示器)，输出通知信息。然而，这仅仅是说明性的，并且可以以警告灯的方式而不是图形的方式输出通知信息。当然，可以通过抬头显示器(HUD)或头部单元的显示器而不是仪表群来显示通知信息。
继续参照图5，在激活碰撞避免控制之后，当驾驶员将挡位切换到N挡或P挡(S509中为“是”)或者操作制动器踏板(S510中为“是”)时，控制解除单元313可被配置成确定结束控制(S511)，并且可被配置成向控制器320发送控制解除指令。
因此，控制器320可被配置成解除碰撞避免控制。当解除碰撞避免控制时，混合动力控制单元240可被配置成根据默认设置来执行动力传动系控制。具体地，默认设置可以是在一般行驶情况下根据电池状态、APS值、BPS值等来控制动力传动系的设置，而不是上述HEV串联模式下基于加速器踏板来调节发动机转速以及基于车速和距离来调节电机扭矩的设置。
本发明可被实现为可写在非暂时性计算机可读记录介质上并因此由计算机系统读取的代码。非暂时性计算机可读记录介质包括存储可由计算系统读取数据的所有类型的记录装置。计算机可读记录介质的示例包括硬盘驱动器(HDD)、固态磁盘(SSD)、硅磁盘驱动器(SDD)、只读存储器(ROM)、随机存取存储器(RAM)、光盘ROM(CD-ROM)、磁带、软盘、光学数据存储设备等。
通过以上描述显而易见，如上述配置的根据本发明的至少一个示例性实施方式的混合动力电动车辆能够实现更有效的碰撞避免控制。特别地，在误操作加速器踏板的情况下，可以基于车速以及距行驶路径中存在的障碍物的距离来执行碰撞避免控制，并且可以在发动机从驱动轴断开的状态下基于加速器踏板的操作量来调节发动机的速度，从而使驾驶员能够直观地识别加速器踏板的误操作。
然而，通过本发明可实现的效果不限于上述效果，并且本领域技术人员通过上述描述会清楚地理解本文未提及的其他效果。
对于本领域技术人员显而易见的是，在不脱离本文所述的本发明的精神和本质特征的情况下，可以进行形式和细节上的各种改变。因此，上述详细描述不旨在解释为在所有方面限制本发明，而应被认为是作为示例。应当通过所附权利要求的合理解释来确定本发明的范围，并且在不脱离本发明的情况下进行的所有等同变形都应当包括在以下所附权利要求中。

Claims (19)

1.一种控制混合动力电动车辆以避免碰撞的方法，包括以下步骤：
响应于在车辆的行驶路径中检测到障碍物，通过控制器确定加速器踏板是否被误操作；
响应于确定所述加速器踏板被误操作，通过所述控制器将驱动模式切换到发动机从驱动轴断开并且电动机产生驱动力的模式；
基于所述加速器踏板的操作量，通过所述控制器调节所述发动机的每分钟转数RPM；以及
基于第一车速和到所述障碍物的距离，通过所述控制器调节所述电动机的扭矩。
2.根据权利要求1所述的方法，其中，切换步骤包括：打开设置在所述电动机与所述发动机之间的发动机离合器。
3.根据权利要求1所述的方法，其中，调节所述电动机的扭矩的步骤包括：当通过将所述第一车速乘以第一时间段所获得的第一距离等于或小于到所述障碍物的距离时，将所述电动机的扭矩设置成第一限制扭矩，并且其中所述第一车速是根据所述加速器踏板的操作在所述第一时间段期间获得的第一车速曲线的平均速度。
4.根据权利要求3所述的方法，其中，调节所述电动机的扭矩的步骤还包括：当通过将所述第一车速乘以所述第一时间段所获得的所述第一距离大于到所述障碍物的距离时，将所述电动机的扭矩设置成小于所述第一限制扭矩的第二限制扭矩。
5.根据权利要求4所述的方法，其中，所述第二限制扭矩是0。
6.根据权利要求1所述的方法，其中，确定所述加速器踏板是否被误操作的步骤，当在所述混合动力电动车辆处于行驶就绪状态下、换挡至行驶挡或倒挡的状态下、以及到所述障碍物的距离小于第二距离的状态下操作所述加速踏板时，确定所述加速踏板被误操作。
7.根据权利要求6所述的方法，其中，通过将第二车速乘以第二时间段来获得所述第二距离，并且其中所述第二车速是根据所述加速器踏板的操作在所述第二时间段期间获得的第二车速曲线的平均速度。
8.根据权利要求1所述的方法，还包括以下步骤：
当换挡至空挡或驻车挡时，或者当制动踏板被操作时，根据默认设置来操作所述电动机和所述发动机。
9.根据权利要求1所述的方法，还包括以下步骤：
响应于确定所述加速器踏板被误操作，由所述控制器通过预定输出单元输出指示误操作的信息。
10.一种非暂时性计算机可读记录介质，包含被配置成执行根据权利要求1所述的控制混合动力电动车辆以避免碰撞的方法的程序。
11.一种混合动力电动车辆，包括：
电动机；
发动机；以及
碰撞避免控制装置，
其中，所述碰撞避免控制装置包括：
确定单元，被配置成：在检测到行驶路径中存在障碍物的情况下，确定加速器踏板是否被误操作；以及
控制器，被配置成：当所述确定单元确定所述加速器踏板的误操作时，将驱动模式切换到所述发动机从驱动轴断开并且所述电动机产生驱动力的模式，基于所述加速器踏板的操作量调节所述发动机的每分钟转数RPM，并且基于第一车速和到所述障碍物的距离来调节所述电动机的扭矩。
12.根据权利要求11所述的混合动力电动车辆，其中，当所述确定单元确定所述加速器踏板的误操作时，所述控制器被配置成打开设置在所述电动机与所述发动机之间的发动机离合器。
13.根据权利要求11所述的混合动力电动车辆，其中，所述控制器被配置成：当通过将所述第一车速乘以第一时间段所获得的第一距离等于或小于到所述障碍物的距离时，将所述电动机的扭矩设置成第一限制扭矩，并且其中所述第一车速是根据所述加速器踏板的操作在所述第一时间段期间获得的第一车速曲线的平均速度。
14.根据权利要求13所述的混合动力电动车辆，其中，所述控制器被配置成：当通过将所述第一车速乘以所述第一时间段所获得的所述第一距离大于到所述障碍物的距离时，将所述电动机的扭矩设置成小于所述第一限制扭矩的第二限制扭矩。
15.根据权利要求14所述的混合动力电动车辆，其中，所述第二限制扭矩是0。
16.根据权利要求11所述的混合动力电动车辆，其中，所述确定单元被配置成：当在所述混合动力电动车辆处于行驶就绪状态下、换挡至行驶挡或倒挡的状态下、以及到所述障碍物的距离小于第二距离的状态下操作所述加速踏板时，确定所述加速踏板被误操作。
17.根据权利要求16所述的混合动力电动车辆，其中，通过将第二车速乘以第二时间段来获得所述第二距离，并且其中所述第二车速是根据所述加速器踏板的操作在所述第二时间段期间获得的第二车速曲线的平均速度。
18.根据权利要求11所述的混合动力电动车辆，其中，当换挡至空挡或驻车挡时，或者当制动踏板被操作时，根据默认设置来操作所述电动机和所述发动机。
19.根据权利要求11所述的混合动力电动车辆，还包括：
输出单元，被配置成：当所述确定单元确定所述加速器踏板的误操作时，输出指示误操作的信息。
CN202011549621.7A 2020-06-02 2020-12-24 混合动力电动车辆及其避免碰撞的控制方法 Pending CN113753017A (zh)

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