WO2017186133A1 - 混合动力车辆离合器接合的控制方法和系统 - Google Patents

混合动力车辆离合器接合的控制方法和系统 Download PDF

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Publication number
WO2017186133A1
WO2017186133A1 PCT/CN2017/082098 CN2017082098W WO2017186133A1 WO 2017186133 A1 WO2017186133 A1 WO 2017186133A1 CN 2017082098 W CN2017082098 W CN 2017082098W WO 2017186133 A1 WO2017186133 A1 WO 2017186133A1
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WIPO (PCT)
Prior art keywords
engine
hybrid vehicle
speed
clutch
clutch engagement
Prior art date
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Ceased
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PCT/CN2017/082098
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English (en)
French (fr)
Inventor
王金航
肖恺
韦昌宏
魏丹
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group Co Ltd
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Publication date
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Priority to US16/095,949 priority Critical patent/US10913447B2/en
Publication of WO2017186133A1 publication Critical patent/WO2017186133A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Definitions

  • the present invention relates to the field of hybrid vehicle control technologies, and in particular, to a control method and system for clutch engagement of a hybrid vehicle.
  • the hybrid vehicle uses the engine and the drive motor as the power source to realize pure electric drive at low speed and parallel drive at high speed, which effectively reduces fuel consumption and emissions, and also provides good power demand for the vehicle.
  • Hybrid vehicles need to engage a clutch when driving in parallel, and controlling the clutch engagement effect affects vehicle power output and driving comfort.
  • the traditional clutch engagement control has the characteristics of vehicle power output interruption, long speed control time control and complex and unstable control.
  • the power output has a large change, which is very prone to the driving feeling of the vehicle. It affects the driving comfort of the vehicle, and the clutch engagement process is easy to cause a large impact, affecting the service life of the clutch, and even causing damage to the mechanical structure of the clutch and various components of the vehicle, which may cause danger.
  • the present invention provides a control method and system for clutch engagement of a hybrid vehicle, which can avoid an impact of the clutch engagement process, prevent excessive wear of the clutch, and does not affect the comfort of driving the vehicle.
  • the embodiment of the present invention adopts the following technical solutions:
  • a control method for clutch engagement of a hybrid vehicle includes the following steps:
  • the clutch engagement of the hybrid vehicle is controlled when the difference between the rotational speed of the engine and the target rotational speed is less than a threshold for a set time, the clutch being coupled to the drive motor and the engine, respectively.
  • the invention also provides a control system for clutch engagement of a hybrid vehicle, comprising:
  • condition detecting judging device for judging whether the hybrid vehicle satisfies a condition for adjusting an engine speed
  • An engine speed control device for controlling a mode in which the hybrid vehicle enters an adjustment engine speed when the hybrid vehicle satisfies a condition for adjusting an engine speed, and according to a rotation speed of the driving motor and the engine and the driving motor Determining a target ratio of the engine to a gear ratio and a driving relationship to the drive wheel end;
  • Engaging means for controlling clutch engagement of the hybrid vehicle when a difference between a rotational speed of the engine and a target rotational speed is less than a threshold for a set time, the clutch being coupled to the drive motor and the engine, respectively .
  • the difference between the engine speed and the target speed is stabilized within a certain range so that the clutch is engaged only when the engine and the drive motor are coordinated, thereby avoiding the impact of the clutch engagement process, reducing the risk, and preventing The clutch is excessively depleted and prolongs its service life.
  • the drive motor continues to output torque to maintain the vehicle's operation.
  • the engine is used as a power source to power the vehicle, and the power output is smooth. The transition does not affect the comfort of driving the vehicle and enhance the driving experience.
  • FIG. 1 is a schematic flow chart of a method for controlling clutch engagement of a hybrid vehicle of the present invention in one embodiment
  • FIG. 2 is a schematic structural diagram of a G-MC system according to an embodiment of the present invention.
  • 3 is a schematic diagram showing the curve of adjusting the output torque of the engine and the driving motor in the embodiment of the present invention
  • FIG. 4 is a schematic flow chart of another embodiment of a method for controlling clutch engagement of a hybrid vehicle according to the present invention.
  • Fig. 5 is a schematic view showing the structure of a control system for clutch engagement of a hybrid vehicle of the present invention in one embodiment.
  • FIG. 1 is a flow chart showing a method of controlling clutch engagement of a hybrid vehicle of the present invention in one embodiment, and the method of the present embodiment can be performed by a vehicle controller of a hybrid vehicle.
  • the control method for clutch engagement of a hybrid vehicle in this embodiment includes the following steps:
  • Step S110 when the hybrid vehicle meets the condition for adjusting the engine speed, controlling the hybrid vehicle to enter a mode of adjusting the engine speed, and according to the rotation speed of the driving motor and the gear ratio of the engine and the driving motor to the driving wheel end, Driving relationship to determine a target speed of the engine;
  • whether the hybrid vehicle satisfies the condition for adjusting the engine speed may be judged by the vehicle controller of the hybrid vehicle according to the operating state of the vehicle, when the running state of the vehicle needs to engage the clutch to be added to the engine drive for maintenance or adjustment.
  • the vehicle controller determines that the hybrid vehicle meets the condition for adjusting the engine speed.
  • the vehicle controller can also be based on The driver inputs an instruction to determine, for example, when the driver wants to overtake or climbs the vehicle to start the engine, and then can input an adjustment command to the vehicle controller, and the vehicle controller receives the adjustment command to determine that the hybrid vehicle meets the adjustment.
  • the vehicle controller detects various parameters of the hybrid vehicle and a fault event, and when the following three items are satisfied, it may be determined that the hybrid vehicle meets the condition for adjusting the engine speed:
  • Condition 1 the current vehicle speed v of the hybrid vehicle is greater than the first speed set value v 1 corresponding to the current accelerator pedal position;
  • Condition 2 the SOC (State of Charge) of the power battery of the hybrid vehicle at the current vehicle speed is within the first setting range F 1 ;
  • Condition 3 The hybrid vehicle currently has no fault events that affect clutch engagement.
  • a first speed setting value corresponding to each accelerator pedal position may be pre-stored in the vehicle controller, and the first speed setting value reflects that the hybrid vehicle only provides a power source for the driving motor.
  • Speed the first speed setting corresponding to each accelerator pedal position can be verified according to simulation test or experiment. If the current vehicle speed v exceeds the first speed set value v 1 corresponding to the current pedal position, it is necessary to drive the engine and the drive motor in parallel.
  • the SOC is the remaining power, also called the state of charge, and represents the ratio of the remaining capacity of the battery after a period of use or long-term suspension to its fully charged state, expressed as a percentage.
  • the value ranges from 0 to 1.
  • the first setting range F 1 of the corresponding power battery SOC when entering the engine speed regulation mode is pre-stored in the vehicle controller, and when the SOC of the power battery falls within the first setting range F 1 , it is also necessary to make the engine Join the driver.
  • the purpose of adjusting the engine speed is to achieve the coincidence of the driving motor and the engine speed to engage the clutch.
  • Parallel drive if a hybrid vehicle currently has a fault event that affects clutch engagement, such as oil pressure sensing If the unit fails, it should not enter the mode of adjusting the engine speed.
  • the vehicle controller determines that the hybrid vehicle meets the condition for adjusting the engine speed, thereby controlling the hybrid vehicle to enter the mode of adjusting the engine speed, preparing the clutch engagement, and at this time, the drive motor continues to output the torque to maintain the vehicle. run.
  • the vehicle controller can determine the target engine speed based on the gear ratio and driving relationship of the engine and the drive motor to the drive wheel end, and the rotational speed of the drive motor.
  • the rotational speed of the drive motor is ⁇
  • the transmission ratio of the drive motor to the drive wheel end is r 1
  • the transmission ratio of the engine to the drive wheel end is r 2
  • the target rotational speed of the engine is ⁇ 0 , according to the drive relationship:
  • the engine speed is adjusted to be close to the target speed.
  • Step S120 When the difference between the rotational speed of the engine and the target rotational speed is less than a threshold value within a set time, the clutch of the hybrid vehicle is controlled to be engaged, and the clutch is respectively connected to the drive motor and the engine.
  • the engine and the drive motor are basically coordinated, and at this time, the clutch is engaged, for example, After the hydraulic circuit of the clutch completes the pre-filling, the two ends of the clutch are quickly boosted and joined, and the driving motor and the engine are combined by the clutch to make the hybrid vehicle enter the parallel driving mode to improve the dynamic performance of the vehicle.
  • the vehicle controller can continuously detect the engine speed and the speed of the driving motor.
  • the target speed of the engine also dynamically changes, when the engine speed and dynamics When the varying target speeds are close (the difference between the engine speed and the target speed is less than the threshold within the set time T), two with respect to the drive wheel end At the same level, the clutch engagement is smoother.
  • the threshold value can be set according to the experimental test. In the test test, there is no critical threshold for the clutch engagement to have an impact or impact. If the difference between the engine speed and the target speed exceeds, the clutch will have a large impact when engaged. There is a risk of damage to the clutch.
  • the setting time T is set in order to avoid the clutch engagement in the overshoot condition during the adjustment of the engine speed.
  • the T can be set to about 0.1 second, or the actual speed adjustment effect according to the test or simulation can be used. The situation is set.
  • the difference between the engine speed and the target speed is stabilized within a certain range so that the clutch is engaged when the engine and the drive motor are coordinated, thereby avoiding the impact of the clutch engagement process. Reduce risk, prevent excessive clutch wear and prolong service life.
  • the drive motor continues to maintain vehicle operation. After the clutch is engaged, the engine is powered together with the engine. The power output of the whole process is smooth. Does not affect the comfort of driving the vehicle.
  • the control method of the hybrid vehicle clutch engagement provided by the present embodiment can be applied to a hybrid vehicle based on a G-MC system.
  • the G-MC system refers to an electromechanical coupling system that integrates a driving motor, a generator, a clutch, and a shifting gear, and the generator is coaxially connected with the engine.
  • G refers to the drive motor (Motor)
  • M refers to the generator (Generator)
  • C refers to the clutch (Clutch).
  • the hybrid vehicle based on the G-MC system can be purely driven when the power battery is sufficient. When the power is insufficient, the whole vehicle can be driven in series or parallel drive mode.
  • the generator can use an ISG motor (Integrated Starter and Generator), and the ISG motor has a large transient power.
  • ISG motor Integrated Starter and Generator
  • the engine can be replaced in a short time when the vehicle starts, and At the same time, it plays the role of starting the engine, reducing the idle loss and pollution of the engine.
  • the motor is disconnected or functions as a generator.
  • the motor can also generate regenerative power and recover the brake. Energy saving effect of energy.
  • the generator in the G-MC system uses an ISG motor, and the ISG motor is coaxially connected to the engine, and the engine speed can be adjusted by controlling the speed of the ISG motor.
  • the PID control can be used to adjust the engine in the mode of adjusting the engine speed. The speed of the machine. PID control refers to proportional, integral, and derivative control, and is the most widely used industrial control method.
  • the output torque of the engine and the drive motor can be adjusted according to the total demand torque, and the total demand torque is not changed according to the driving demand, Affects vehicle operation, redistributes the output torque of the engine and drive motor, and maintains the parallel drive mode.
  • the engine in the parallel drive mode, the engine can be operated in the most economical state and used as the main force output, and the remaining power is supplemented by the drive motor. Therefore, in an alternative manner, the engine and the drive are adjusted.
  • the output torque of the motor When the output torque of the motor is as shown in Figure 3, the output torque of the engine can be linearly increased according to a certain slope, and the output torque of the drive motor can be linearly reduced according to a certain slope, so that the sum of the output torques of the engine and the drive motor is the total. Demand torque, keeping the total demand torque constant.
  • the vehicle enters the parallel drive mode, and the vehicle controller can continuously detect various parameters and fault events of the vehicle, and when the vehicle parameters and fault events meet certain conditions. At the same time, the hybrid vehicle can be controlled to exit the parallel drive mode.
  • the clutch is engaged, if any one of the following two items is satisfied, the clutch is disengaged and the parallel drive mode is exited:
  • the current vehicle speed v of the hybrid vehicle is less than or equal to the second speed set value v 2 corresponding to the current accelerator pedal position;
  • a second speed setting value corresponding to each accelerator pedal position may be pre-stored in the vehicle controller, where the second speed setting value is a lower speed limit of the hybrid vehicle exiting the parallel driving mode, and each accelerator pedal position is The corresponding second speed setting value can be obtained according to a simulation test or an experimental verification. If the current vehicle speed v is less than or equal to the second speed set value v 2 corresponding to the current pedal position, the engine and the drive motor are not required to simultaneously provide the power source, so the clutch disengagement can be controlled to exit the parallel drive mode.
  • a second setting range F 2 of the corresponding power battery SOC when the parallel driving mode is exited may be pre-stored in the vehicle controller, and when the SOC of the power battery falls outside the second setting range F 2 , the power battery The power is sufficient, the clutch can be controlled to separate, and the parallel drive mode is exited, and the driving motor separately drives the vehicle to operate.
  • the second speed setting value corresponding to each pedal position is set to be smaller than the first speed setting value, and the second setting range is set to include the first setting range, so that the hysteresis loop can be used to avoid the hybrid power.
  • the vehicle frequently operates the clutch in a critical state, causing damage to the clutch.
  • the vehicle controller can detect the accelerator pedal position, the vehicle speed, and the SOC of the power battery in real time, and determine whether the clutch is affected.
  • the combined fault event occurs, and when the judging factors are used to determine that the hybrid vehicle meets the condition for adjusting the engine speed, the hybrid vehicle is controlled to enter a mode for adjusting the engine speed, and the engine can be adjusted by adjusting the speed of the ISG motor in the hybrid vehicle.
  • the speed is pre-filled with the clutch hydraulic circuit, and the entire process drives the motor to continue to output torque to keep the vehicle moving.
  • the vehicle controller determines the target engine speed based on the speed of the drive motor and the gear ratio and drive relationship between the engine and the drive motor to the drive wheel end.
  • the hydraulic circuit of the clutch completes pre-filling, and the difference between the engine speed and the target speed is less than the threshold within the set time, the two ends of the clutch are quickly boosted and engaged, when the pressure at both ends of the clutch reaches the set pressure value, The clutch engagement of the hybrid vehicle is completed, the drive motor and the engine are combined by the clutch, and the vehicle enters the parallel drive mode. Thereafter, the output torque of the drive motor and the output torque of the engine can be redistributed according to the total demand torque of the vehicle to keep the vehicle in parallel drive. Run in mode. If the pressure across the clutch does not reach the set pressure value, the engagement fails and the parallel drive mode cannot be entered, keeping the vehicle in its original mode.
  • the engine speed can be adjusted by controlling the rotation speed of the ISG motor, and the difference between the engine speed and the target speed is stabilized within a certain range.
  • the engine and the drive motor are basically coordinated, which can effectively avoid the impact of the clutch engagement process and reduce The failure rate prevents excessive loss of the clutch and prolongs its service life.
  • the driving motor maintains the running state of the hybrid vehicle. After the clutch is engaged, the driving motor and the engine are used together as a power source to power the vehicle, and the power output of the whole process is smoothly transitioned without affecting the vehicle. Driving comfort can effectively improve the driving experience compared to the prior art.
  • the present invention also provides a hybrid vehicle clutch engagement control system, and the hybrid vehicle clutch engagement control system of the present invention is hereinafter described with reference to the accompanying drawings and preferred embodiments. Detailed description.
  • FIG. 5 is a schematic structural view of a control system for clutch engagement of a hybrid vehicle according to an embodiment of the present invention. As shown in FIG. 2, the system in this embodiment includes:
  • the condition detecting and judging device 1 is configured to determine whether the hybrid vehicle meets the condition for adjusting the engine speed
  • An engine speed control device 2 configured to control a mode in which the hybrid vehicle enters an adjusted engine speed when the hybrid vehicle satisfies a condition for adjusting an engine speed, and according to a rotation speed of the driving motor and the engine and the driving Determining a gear ratio of the motor to the drive wheel end and a driving relationship to determine a target speed of the engine;
  • the engaging device 3 is configured to control clutch engagement of the hybrid vehicle when a difference between a rotational speed of the engine and a target rotational speed is less than a threshold value within a set time, the clutch being respectively connected to the drive motor and the engine.
  • the condition detection judging device 1 can judge whether the hybrid vehicle satisfies the condition for adjusting the engine speed according to the operating state of the hybrid vehicle, and when the running state of the vehicle needs to engage the clutch to be added to the engine drive to maintain or adjust, the condition The detection determination device 1 determines that the hybrid vehicle satisfies the condition for adjusting the engine speed.
  • Condition detection judging device 1 can also be judged according to an instruction input by the driver. For example, when the driver wants to overtake or climb the vehicle, the adjustment command can be input to the condition detection and determination device 1, and the condition detection determination device 1 determines the hybrid vehicle after receiving the adjustment command. The condition for adjusting the engine speed is satisfied, and thereafter the engine speed control device 2 controls the vehicle to enter a mode of adjusting the engine speed.
  • condition detection judging device 1 detects various parameters of the hybrid vehicle and a fault event, and when the following three items are satisfied, it can be determined that the hybrid vehicle meets the condition for adjusting the engine speed:
  • Condition 1 the current vehicle speed v of the hybrid vehicle is greater than the first speed set value v 1 corresponding to the current accelerator pedal position;
  • Condition 2 the SOC (State of Charge) of the power battery of the hybrid vehicle at the current vehicle speed is within the first setting range F 1 ;
  • Condition 3 The hybrid vehicle currently has no fault events that affect clutch engagement.
  • condition detection judging device 1 determines that the hybrid vehicle satisfies the condition for adjusting the engine speed, the engine speed control device 2 controls the hybrid vehicle to enter the mode of adjusting the engine speed, and the engagement device 3 is ready to control the clutch engagement. At this point the drive motor continues to output torque to maintain vehicle operation.
  • the engine speed control device 2 can determine the target engine speed according to the gear ratio and the driving relationship between the engine and the drive motor to the drive wheel end, and the rotational speed of the drive motor, and adjust the engine speed to make it Close to the target speed.
  • the engine speed control device 2 can adjust the rotational speed of the engine by controlling the rotational speed of the generator in the vehicle.
  • the generator in the hybrid vehicle based on the G-MC system can use an ISG motor, and the ISG motor is coaxially connected with the engine, and the engine speed control device 2 can adjust the engine speed by controlling the speed of the ISG motor.
  • the engine speed control device 2 can adjust the engine speed by PID control, and the PID control is widely used in various industrial control fields by virtue of its outstanding advantages.
  • the engine and the drive motor are basically coordinated, and then the connection is made.
  • the combining device 3 controls the clutch engagement of the hybrid vehicle. For example, after the hydraulic circuit of the clutch completes the pre-filling, the two ends of the clutch are quickly stepped up to make the hybrid vehicle enter the parallel driving mode to improve the dynamic performance of the vehicle.
  • the difference between the engine speed and the target speed is stabilized within a certain range so that the clutch is engaged when the engine and the drive motor are coordinated, thereby avoiding the impact of the clutch engagement process. Reduce risk, prevent excessive clutch wear and prolong service life.
  • the drive motor continues to maintain vehicle operation. After the clutch is engaged, the engine is powered together with the engine. The power output of the whole process is smooth. Does not affect the comfort of driving the vehicle.
  • the hybrid vehicle clutch engagement control system of the present embodiment further includes an output torque adjustment device 4 for adjusting the output torque of the engine and the drive motor according to the total demand torque after the clutch is engaged.
  • the output torque adjustment device 4 keeps the total demand torque unchanged according to the driving demand, does not affect the vehicle operation, redistributes the output torque of the engine and the drive motor, and maintains the parallel drive mode.
  • the engine can be output as the main force and operate in the most economical state, and the remaining power is supplemented by the drive motor. Therefore, in an alternative manner, the output torque adjustment device 4 is adjusted.
  • the output torque of the engine and the driving motor When the output torque of the engine and the driving motor is increased, the output torque of the engine can be linearly increased according to a certain slope, and the output torque of the driving motor is linearly reduced according to a certain slope, so that the sum of the output torques of the engine and the driving motor is the total required torque. Keep the total demand torque constant.
  • the vehicle enters the parallel drive mode, and the condition detecting and judging device 1 can continuously detect various parameters and fault events of the vehicle, and when the parameters and fault events of the vehicle satisfy certain conditions. In the condition, the engagement device 3 can control clutch disengagement and the hybrid vehicle exits the parallel drive mode.
  • the engagement device 3 controls the clutch disengagement to exit the parallel drive mode:
  • the current vehicle speed v of the hybrid vehicle is less than or equal to the second speed set value v 2 corresponding to the current accelerator pedal position;
  • the second speed setting value corresponding to each pedal position is set to be smaller than the first speed setting value, and the second setting range is set to include the first setting range, so that the hysteresis loop can be used to avoid the hybrid power.
  • the vehicle frequently operates the clutch in a critical state, causing damage to the clutch.
  • the hybrid vehicle clutch engagement control system described above can perform the hybrid vehicle clutch engagement control method provided by the embodiments of the present invention, and has the corresponding functional modules and beneficial effects of the execution method.

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Abstract

一种混合动力车辆离合器接合的控制方法，包括：在混合动力车辆满足调节发动机转速的条件时，控制混合动力车辆进入调节发动机转速的模式，并根据驱动电机的转速以及发动机和驱动电机到驱动轮端的传动比和驱动关系，确定发动机的目标转速；当发动机的转速与目标转速的差值在设定时间内均小于阈值时，控制混合动力车辆的离合器接合。一种混合动力车辆离合器接合的控制系统也被公开。该控制方法和系统能防止离合器过度损耗，延长其使用寿命；使得动力输出平顺过渡，不影响车辆驾驶的舒适性。

Description

混合动力车辆离合器接合的控制方法和系统 技术领域
本发明涉及混合动力车辆控制技术领域，特别是涉及一种混合动力车辆离合器接合的控制方法和系统。
背景技术
随着油耗和排放标准越来越严格，降低油耗成为各汽车厂商的研发重点，而开发新能源汽车成为当下的重要发展趋势。混合动力车辆采用发动机和驱动电机作为动力源，可实现低速时纯电驱动，高速时并联驱动，有效降低了油耗和排放，还很好的提供了车辆需求的动力性。
混合动力车辆在进行并联驱动时需要接合离合器，控制离合器接合效果的好坏影响到车辆动力输出和驾驶舒适性。传统的离合器接合控制具有车辆动力性输出中断、调速接合控制时间长和控制复杂不稳定的特点，在离合器接合的瞬间由于动力输出有较大变化，极易出现车辆顿挫耸动的驾驶感受，严重影响车辆驾驶舒适性，而且离合器接合过程易造成较大冲击，影响离合器的使用寿命，甚至对离合器及车辆各部件机械结构造成破坏，有引发危险的可能。
发明内容
基于此，为解决现有技术中的问题，本发明提供一种混合动力车辆离合器接合的控制方法和系统，可避免离合器接合过程出现冲击，防止离合器过度损耗，且不影响车辆驾驶的舒适性。
为实现上述目的，本发明实施例采用以下技术方案：
一种混合动力车辆离合器接合的控制方法，包括如下步骤：
在混合动力车辆满足调节发动机转速的条件时，控制所述混合动力车辆进入调节发动机转速的模式，并根据驱动电机的转速以及所述发动机和所述驱动电机到驱动轮端的传动比和驱动关系，确定所述发动机的 目标转速；
当所述发动机的转速与目标转速的差值在设定时间内均小于阈值时，控制所述混合动力车辆的离合器接合，所述离合器分别连接所述驱动电机和所述发动机。
本发明还提供一种混合动力车辆离合器接合的控制系统，包括：
条件检测判断装置，用于判断混合动力车辆是否满足调节发动机转速的条件；
发动机调速控制装置，用于在所述混合动力车辆满足调节发动机转速的条件时，控制所述混合动力车辆进入调节发动机转速的模式，并根据驱动电机的转速以及所述发动机和所述驱动电机到驱动轮端的传动比和驱动关系，确定所述发动机的目标转速；
接合装置，用于在所述发动机的转速与目标转速的差值在设定时间内均小于阈值时，控制所述混合动力车辆的离合器接合，所述离合器分别连接所述驱动电机和所述发动机。
基于本发明的上述技术方案，发动机的转速与目标转速之间的差值稳定在一定范围内使得发动机和驱动电机协调一致时才进行离合器接合，这样可避免离合器接合过程出现冲击，减少风险，防止离合器过度损耗，延长其使用寿命；同时在调节发动机转速及离合器接合的过程中，驱动电机继续输出扭矩维持车辆运转，等离合器接合后和发动机一同作为动力源为车辆提供动力，整个过程动力输出平顺过渡，不影响车辆驾驶的舒适性，提升驾驶体验。
附图说明
图1是本发明的混合动力车辆离合器接合的控制方法在一个实施例中的流程示意图；
图2是本发明实施例中G-MC系统的结构示意图；
图3是本发明实施例中调节发动机和驱动电机的输出扭矩的曲线示意图；
图4是本发明的混合动力车辆离合器接合的控制方法在另一个实施例的流程示意图；
图5是本发明的混合动力车辆离合器接合的控制系统在一个实施例中的结构示意图。
具体实施方式
下面将结合较佳实施例及附图对本发明的内容作进一步详细描述。显然，下文所描述的实施例仅用于解释本发明，而非对本发明的限定。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。应当理解的是，尽管在下文中采用术语“第一”、“第二”等来描述各种信息，但这些信息不应限于这些术语，这些术语仅用来将同一类型的信息彼此区分开。例如，在不脱离本发明范围的情况下，“第一”信息也可以被称为“第二”信息，类似的，“第二”信息也可以被称为“第一”信息。另外还需要说明的是，为了便于描述，附图中仅示出了与本发明相关的部分而非全部内容。
图1是本发明的混合动力车辆离合器接合的控制方法在一个实施例中的流程示意图，本实施例的方法可以由混合动力车辆的整车控制器来执行。如图1所示，本实施例中的混合动力车辆离合器接合的控制方法包括以下步骤：
步骤S110，在混合动力车辆满足调节发动机转速的条件时，控制所述混合动力车辆进入调节发动机转速的模式，并根据驱动电机的转速以及所述发动机和所述驱动电机到驱动轮端的传动比和驱动关系，确定所述发动机的目标转速；
在具体应用中，混合动力车辆是否满足调节发动机转速的条件可以由混合动力车辆的整车控制器根据车辆的运行状态来判断，当车辆的运行状态需要接合离合器以加入发动机驱动来维持或调节时，整车控制器判定混合动力车辆满足调节发动机转速的条件。整车控制器也可以根据 驾驶员输入的指令来判断，比如驾驶员想要超车或者驾驶车辆爬坡时，启动发动机，然后可以向整车控制器输入调节指令，整车控制器接收此调节指令后判定混合动力车辆满足调节发动机转速的条件，并控制车辆进入调节发动机转速的模式。
在一种可选的实施方式中，整车控制器检测混合动力车辆的各项参数以及故障事件，当以下三项均满足时，可判定混合动力车辆满足调节发动机转速的条件：
条件1：混合动力车辆当前车速v大于当前加速踏板位置对应的第一速度设定值v1；
条件2：当前车速下混合动力车辆的动力电池的SOC(State of Charge，剩余电量)处于第一设定范围F1内；
条件3：混合动力车辆当前无影响离合器接合的故障事件发生。
具体的，在整车控制器中可预先存储每一加速踏板位置对应的第一速度设定值，该第一速度设定值反映了混合动力车辆仅在驱动电机提供动力源的情况的较佳速度，各个加速踏板位置对应的第一速度设定值可根据仿真测试或实验验证得出。如果当前的车速v超过当前踏板位置对应的第一速度设定值v1，则有必要使发动机和驱动电机并联驱动。
另外，还需要考虑混合动力车辆的动力电池的SOC。SOC为剩余电量，也叫荷电状态，代表的是电池使用一段时间或长期搁置不用后的剩余容量与其完全充电状态的容量的比值，常用百分数表示。其取值范围为0～1，当SOC＝0时表示电池放电完全，当SOC＝1时表示电池完全充满。在整车控制器中预先存储了进入发动机调速模式时对应的动力电池SOC的第一设定范围F1，当动力电池的SOC落在第一设定范围F1内时，也有必要使发动机加入驱动。
当然，除了考虑车速和动力电池外，还应当考虑车辆是否存在影响离合器接合的故障事件，因为在本实施例中，调节发动机转速的目的是为了使驱动电机和发动机的转速一致后接合离合器而实现并联驱动，如果混合动力车辆当前有影响离合器接合的故障事件发生，例如油压传感 器出现故障，则不应当进入调节发动机转速的模式。
在以上三个条件均满足时，整车控制器判定混合动力车辆满足调节发动机转速的条件，从而控制混合动力车辆进入调节发动机转速的模式，准备离合器接合，此时驱动电机继续输出扭矩以维持车辆运行。
在调节发动机转速的模式下，整车控制器根据发动机和驱动电机到驱动轮端的传动比和驱动关系，以及驱动电机的转速，可以确定发动机的目标转速。例如，驱动电机的转速为ω，驱动电机到驱动轮端的传动比为r1，发动机到驱动轮端的传动比为r2，发动机的目标转速为ω0，则根据驱动关系可得到：
ωr1＝ω0r2
故：
Figure PCTCN2017082098-appb-000001
在得到发动机的目标转速后，调节发动机的转速，使之与目标转速接近。
步骤S120，当所述发动机的转速与目标转速的差值在设定时间内均小于阈值时，控制所述混合动力车辆的离合器接合，所述离合器分别连接所述驱动电机和所述发动机。
在调节发动机转速的模式下，检测发动机的转速，当发动机的转速与目标转速的差值在设定时间T内均小于阈值时，发动机与驱动电机基本协调一致，此时控制离合器接合，例如在离合器的液压回路完成预充油后，离合器两端快速升压接合，驱动电机和发动机通过离合器相结合，使混合动力车辆进入并联驱动的模式，提升车辆的动力性能。较佳地，在调节发动机转速的模式下，整车控制器可持续检测发动机的转速和驱动电机的转速，随着驱动电机的转速变化，发动机的目标转速也动态变化，当发动机的转速与动态变化的目标转速相接近时(发动机的转速与目标转速的差值在设定时间T内均小于阈值)，相对于驱动轮端而言两 者在同一水平，此时离合器接合更加平顺。
其中，阈值可根据实验测试来设定，在试验测试中为离合器接合不出现冲击或冲击可接受的临界值，如果发动机的转速和目标转速的差值超过时，离合器接合时会出现较大冲击，有损坏离合器的风险。
设定时间T的设定依据是为了避免在调节发动机的转速过程中超调情形下进行离合器接合的情况，一般可将T设置在0.1秒左右，也可根据试验或模拟仿真中调速效果等实际情况进行设定。
本实施例所提供的混合动力车辆离合器接合的控制方法，发动机的转速与目标转速之间的差值稳定在一定范围内使得发动机和驱动电机协调一致时才进行离合器接合，避免离合器接合过程出现冲击，减少风险，防止离合器过度损耗，延长使用寿命；同时在调节发动机转速及离合器接合过程中，驱动电机继续维持车辆运转，等离合器接合后和发动机一同为车辆提供动力，整个过程动力输出平顺过渡，不影响车辆驾驶的舒适性。
本实施例提供的混合动力车辆离合器接合的控制方法可应用在基于G-MC系统的混合动力车辆上。参照图2所示，G-MC系统是指集成驱动电机、发电机、离合器、变速齿轮的机电耦合系统，发电机与发动机同轴连接。其中G指指驱动电机(Motor)，M指发电机(Generator)，C指离合器(Clutch)。基于G-MC系统的混合动力车辆在动力电池电量充足时可纯电驱动，电量不足时整车可以串联、并联驱动模式行驶。
较佳地，发电机可使用ISG电机(Integrated Starter and Generator，汽车起动发电一体机)，ISG电机瞬态功率较大，应用在汽车中时，在汽车起步阶段可短时替代发动机驱动汽车，并同时起到启动发动机的作用，减少发动机的怠速损耗和污染，而在发动机驱动车辆时，该电机断开或者起到发电机的作用，刹车时，该电机还可以起到再生发电，回收制动能量的节能效果。在本实施例中，G-MC系统中发电机采用ISG电机，ISG电机与发动机同轴连接，通过控制ISG电机的转速就可以调节发动机转速。较佳的，在调节发动机转速的模式下可采用PID控制调节发动 机的转速。PID控制是指比例(proportion)、积分(integral)、导数(derivative)控制，是目前应用最为广泛的工业控制方法。
本实施例的混合动力车辆离合器接合的控制方法，在整车控制器控制离合器接合后，还可以根据总需求扭矩调节发动机和驱动电机的输出扭矩，根据驾驶需求，保持总需求扭矩不改变，不影响车辆运转，重新分配发动机和驱动电机的输出扭矩，保持并联驱动模式。较佳的，在并联驱动模式下，可让发动机工作在最经济的状态，并作为主力输出，，剩余动力由驱动电机补充输出，因此，在一种可选的方式中，在调节发动机和驱动电机的输出扭矩时，参照图3所示，可按照一定的斜率线性增大发动机的输出扭矩，且按一定的斜率线性降低驱动电机的输出扭矩，使发动机和驱动电机的输出扭矩之和为总需求扭矩，保持总需求扭矩不变。
在本实施例中，混合动力车辆的离合器接合后，车辆进入并联驱动模式，整车控制器仍可以持续检测车辆的各项参数和故障事件，当车辆的各项参数和故障事件满足一定的条件时，可控制混合动力车辆退出并联驱动模式。在一种可选的实施方式中，当离合器接合后，若满足以下两项中的任一项，则控制离合器分离，退出并联驱动模式：
(1)混合动力车辆当前车速v小于或等于当前加速踏板位置对应的第二速度设定值v2；
(2)当前车速下混合动力车辆的动力电池的SOC处于第二设定范围F2外。
具体的，在整车控制器中还可预先存储每一加速踏板位置对应的第二速度设定值，该第二速度设定值为混合动力车辆退出并联驱动模式的速度下限，各个加速踏板位置对应的第二速度设定值可根据仿真测试或实验验证得出。如果当前的车速v小于或等于当前踏板位置对应的第二速度设定值v2，则不需要发动机和驱动电机同时提供动力源，因此可以控制离合器分离，退出并联驱动模式。
另外，在整车控制器中还可预先存储退出并联驱动模式时对应的动 力电池SOC的第二设定范围F2，当动力电池的SOC落在第二设定范围F2外时，动力电池电量充足，可以控制离合器分离，退出并联驱动模式，由驱动电机单独驱动车辆运转。
较佳地，设置各踏板位置对应的第二速度设定值小于第一速度设定值，且设置第二设定范围包含第一设定范围，这样可以起到迟滞环的作用，避免混合动力车辆在临界状态频繁地动作离合器，造成离合器的损伤。
图4为本发明的混合动力车辆离合器接合的控制方法在另一个实施例的流程示意图。参照图4所示，且一并参照图1至图3，在本实施例中，整车控制器可实时检测混合动力车辆的加速踏板位置、车速以及动力电池的SOC，并判断是否有影响离合器结合的故障事件发生，当通过这些判断因子判定混合动力车辆满足调节发动机转速的条件时，控制混合动力车辆进入调节发动机转速的模式，此时可通过调节混合动力车辆中ISG电机的转速来调节发动机的转速，并向离合器液压回路预充油，整个过程驱动电机继续输出扭矩保持车辆运动。整车控制器根据驱动电机的转速以及发动机和驱动电机到驱动轮端的传动比和驱动关系，可确定发动机的目标转速。当离合器的液压回路完成预充油，并且发动机的转速与目标转速的差值在设定时间内均小于阈值时，离合器两端快速升压接合，当离合器两端的压力达到设定压力值时，混合动力车辆的离合器接合完成，驱动电机和发动机通过离合器相结合，车辆进入并联驱动模式，此后可根据车辆的总需求扭矩来重新分配驱动电机的输出扭矩和发动机的输出扭矩，保持车辆在并联驱动模式下运行。如果离合器两端压力未达到设定压力值，接合失败，无法进入并联驱动模式，则保持车辆原先的模式运行。
本发明的混合动力车辆离合器接合的控制方法，在发动机启动后，可通过控制ISG电机的转速来调节发动机的转速，在发动机的转速其与目标转速之间的差值稳定在一定范围内才进行离合器接合，此时发动机和驱动电机基本协调一致，可有效避免离合器接合过程出现冲击，降低 故障率，防止离合器过度损耗，延长其使用寿命。同时在调节发动机转速及离合器接合过程中，仍由驱动电机维持混合动力车辆的运行状态，在离合器接合后驱动电机和发动机一同作为动力源为车辆提供动力，整个过程动力输出平顺过渡，不影响车辆驾驶的舒适性，相较于现有技术而言能有效提升驾驶体验。
需要说明的是，对于前述的各方法实施例，为了简便描述，将其都表述为一系列的动作组合，但是本领域技术人员应该知悉，本发明并不受所描述的动作顺序的限制，因为依据本发明，某些步骤可以采用其它顺序或者同时进行。
根据上述本发明的混合动力车辆离合器接合的控制方法，本发明还提供一种混合动力车辆离合器接合的控制系统，下面结合附图及较佳实施例对本发明的混合动力车辆离合器接合的控制系统进行详细说明。
图5为本发明的混合动力车辆离合器接合的控制系统在一个实施例中的结构示意图。如图2所示，该实施例中的系统包括：
条件检测判断装置1，用于判断混合动力车辆是否满足调节发动机转速的条件；
发动机调速控制装置2，用于在所述混合动力车辆满足调节发动机转速的条件时，控制所述混合动力车辆进入调节发动机转速的模式，并根据驱动电机的转速以及所述发动机和所述驱动电机到驱动轮端的传动比和驱动关系，确定所述发动机的目标转速；
接合装置3，用于在所述发动机的转速与目标转速的差值在设定时间内均小于阈值时，控制所述混合动力车辆的离合器接合，所述离合器分别连接所述驱动电机和所述发动机。
在具体应用中，条件检测判断装置1可根据混合动力车辆的运行状态来判断混合动车辆是否满足调节发动机转速的条件，当车辆的运行状态需要接合离合器以加入发动机驱动来维持或调节时，条件检测判断装置1判定混合动力车辆满足调节发动机转速的条件。条件检测判断装置 1也可以根据驾驶员输入的指令来判断，比如驾驶员想要超车或者驾驶车辆爬坡时，可以向条件检测判断装置1输入调节指令，条件检测判断装置1收此调节指令后判定混合动力车辆满足调节发动机转速的条件，此后发动机调速控制装置2控制车辆进入调节发动机转速的模式。
在一种可选的实施方式中，条件检测判断装置1检测混合动力车辆的各项参数以及故障事件，当以下三项均满足时，可判定混合动力车辆满足调节发动机转速的条件：
条件1：混合动力车辆当前车速v大于当前加速踏板位置对应的第一速度设定值v1；
条件2：当前车速下混合动力车辆的动力电池的SOC(State of Charge，剩余电量)处于第一设定范围F1内；
条件3：混合动力车辆当前无影响离合器接合的故障事件发生。
在以上三个条件均满足时，条件检测判断装置1判定混合动力车辆满足调节发动机转速的条件，发动机调速控制装置2控制混合动力车辆进入调节发动机转速的模式，接合装置3准备控制离合器接合，此时驱动电机继续输出扭矩以维持车辆运行。
在调节发动机转速的模式下，发动机调速控制装置2根据发动机和驱动电机到驱动轮端的传动比和驱动关系，以及驱动电机的转速，可以确定发动机的目标转速，并调节发动机的转速，使之与目标转速接近。
若本实施例中的混合动力车辆为基于G-MC系统的混合动力车辆，则发动机调速控制装置2可以通过控制车辆中的发电机的转速来调节发动机的转速。较佳地，基于G-MC系统的混合动力车辆中的发电机可使用ISG电机，ISG电机与发动机同轴连接，发动机调速控制装置2通过控制ISG电机的转速就可以调节发动机转速。较佳的，发动机调速控制装置2可采用PID控制调节发动机的转速，PID控制凭借其突出的优势广泛应用在各类工业控制领域。
在调节发动机转速的模式下，当发动机的转速与目标转速的差值在设定时间T内均小于阈值时，发动机与驱动电机基本协调一致，此时接 合装置3控制混合动力车辆的离合器接合，例如在离合器的液压回路完成预充油后，离合器两端快速升压接合，使混合动力车辆进入并联驱动的模式，提升车辆的动力性能。
本实施例所提供的混合动力车辆离合器接合的控制系统，发动机的转速与目标转速之间的差值稳定在一定范围内使得发动机和驱动电机协调一致时才进行离合器接合，避免离合器接合过程出现冲击，减少风险，防止离合器过度损耗，延长使用寿命；同时在调节发动机转速及离合器接合过程中，驱动电机继续维持车辆运转，等离合器接合后和发动机一同为车辆提供动力，整个过程动力输出平顺过渡，不影响车辆驾驶的舒适性。
较佳的，参照图5所示，本实施例的混合动力车辆离合器接合的控制系统还包括输出扭矩调节装置4，用于在离合器接合后，根据总需求扭矩调节发动机和驱动电机的输出扭矩。输出扭矩调节装置4根据驾驶需求，保持总需求扭矩不改变，不影响车辆运转，重新分配发动机和驱动电机的输出扭矩，保持并联驱动模式。较佳的，在并联驱动模式下，可由发动机作为主力输出，并工作在最经济的状态，剩余动力由驱动电机补充输出，因此，在一种可选的方式中，输出扭矩调节装置4在调节发动机和驱动电机的输出扭矩时，可按照一定的斜率线性增大发动机的输出扭矩，且按一定的斜率线性降低驱动电机的输出扭矩，使发动机和驱动电机的输出扭矩之和为总需求扭矩，保持总需求扭矩不变。
在本实施例中，混合动力车辆的离合器接合后，车辆进入并联驱动模式，条件检测判断装置1仍可以持续检测车辆的各项参数和故障事件，当车辆的各项参数和故障事件满足一定的条件时，接合装置3可控制离合器分离，混合动力车辆退出并联驱动模式。在一种可选的实施方式中，当离合器接合后，若条件检测判断装置1判定满足以下两项中的任一项，则接合装置3控制离合器分离，退出并联驱动模式：
(1)混合动力车辆当前车速v小于或等于当前加速踏板位置对应的第二速度设定值v2；
(2)当前车速下混合动力车辆的动力电池的SOC处于第二设定范围F2外。
较佳地，设置各踏板位置对应的第二速度设定值小于第一速度设定值，且设置第二设定范围包含第一设定范围，这样可以起到迟滞环的作用，避免混合动力车辆在临界状态频繁地动作离合器，造成离合器的损伤。
上述混合动力车辆离合器接合的控制系统可执行本发明实施例所提供的混合动力车辆离合器接合的控制方法，具备执行方法相应的功能模块和有益效果。
以上所述实施例的各技术特征可以进行任意的组合，为使描述简洁，未对上述实施例中的各个技术特征所有可能的组合都进行描述，然而，只要这些技术特征的组合不存在矛盾，都应当认为是本说明书记载的范围。
以上所述实施例仅表达了本发明的几种实施方式，其描述较为具体和详细，但并不能因此而理解为对发明专利范围的限制。应当指出的是，对于本领域的普通技术人员来说，在不脱离本发明构思的前提下，还可以做出若干变形和改进，这些都属于本发明的保护范围。因此，本发明专利的保护范围应以所附权利要求为准。

Claims (10)

  1. 一种混合动力车辆离合器接合的控制方法，其特征在于，包括如下步骤：
    在混合动力车辆满足调节发动机转速的条件时，控制所述混合动力车辆进入调节发动机转速的模式，并根据驱动电机的转速以及所述发动机和所述驱动电机到驱动轮端的传动比和驱动关系，确定所述发动机的目标转速；
    当所述发动机的转速与目标转速的差值在设定时间内均小于阈值时，控制所述混合动力车辆的离合器接合，所述离合器分别连接所述驱动电机和所述发动机。
  2. 根据权利要求1所述的混合动力车辆离合器接合的控制方法，其特征在于，当以下三项均满足时，判定所述混合动力车辆满足调节发动机转速的条件：
    所述混合动力车辆当前车速大于当前加速踏板位置对应的第一速度设定值；
    当前车速下所述混合动力车辆的动力电池的剩余电量处于第一设定范围内；
    所述混合动力车辆当前无影响所述离合器接合的故障事件发生。
  3. 根据权利要求2所述的混合动力车辆离合器接合的控制方法，其特征在于，当所述离合器接合后，若所述混合动力车辆当前车速小于或等于当前加速踏板位置对应的第二速度设定值，或者当前车速下所述混合动力车辆的动力电池的剩余电量处于第二设定范围外，则控制所述离合器分离。
  4. 根据权利要求3所述的混合动力车辆离合器接合的控制方法，其特征在于，所述第二速度设定值小于所述第一速度设定值；所述第二设定范围包含所述第一设定范围。
  5. 根据权利要求1所述的混合动力车辆离合器接合的控制方法，其特征在于，在所述离合器接合后，根据总需求扭矩调节所述发动机和所 述驱动电机的输出扭矩。
  6. 根据权利要求5所述的混合动力车辆离合器接合的控制方法，其特征在于，根据总需求扭矩调节所述发动机和所述驱动电机的输出扭矩的过程包括：
    线性增大所述发动机的输出扭矩，线性降低所述驱动电机的输出扭矩，使所述发动机和所述驱动电机的输出扭矩之和为所述总需求扭矩。
  7. 根据权利要求1所述的混合动力车辆离合器接合的控制方法，其特征在于，在所述调节发动机转速的模式下，通过控制与所述发动机同轴连接的ISG电机的转速来调节所述发动机的转速。
  8. 根据权利要求1至7中任一项所述的混合动力车辆离合器接合的控制方法，其特征在于，在所述调节发动机转速的模式下，采用PID控制调节所述发动机的转速。
  9. 一种混合动力车辆离合器接合的控制系统，其特征在于，包括：
    条件检测判断装置，用于判断混合动力车辆是否满足调节发动机转速的条件；
    发动机调速控制装置，用于在所述混合动力车辆满足调节发动机转速的条件时，控制所述混合动力车辆进入调节发动机转速的模式，并根据驱动电机的转速以及所述发动机和所述驱动电机到驱动轮端的传动比和驱动关系，确定所述发动机的目标转速；
    接合装置，用于在所述发动机的转速与目标转速的差值在设定时间内均小于阈值时，控制所述混合动力车辆的离合器接合，所述离合器分别连接所述驱动电机和所述发动机。
  10. 根据权利要求9所述的混合动力车辆离合器接合的控制系统，其特征在于，还包括输出扭矩调节装置，用于在所述离合器接合后，根据总需求扭矩调节所述发动机和所述驱动电机的输出扭矩。
PCT/CN2017/082098 2016-04-28 2017-04-27 混合动力车辆离合器接合的控制方法和系统 Ceased WO2017186133A1 (zh)

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