CN117412893A - 混合动力汽车的发动机启动控制方法及装置 - Google Patents
混合动力汽车的发动机启动控制方法及装置 Download PDFInfo
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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
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Abstract
一种混合动力汽车的发动机启动控制方法,该混合动力汽车包括发动机、驱动电机、以及设置在发动机和驱动电机之间的离合器,该方法包括:在启动发动机时,根据加速踏板信号来确定驱动电机基本扭矩容量,并且根据离合器目标扭矩容量和离合器实际扭矩容量来确定驱动电机扭矩容量调整量;根据驱动电机基本扭矩容量和驱动电机扭矩容量调整量计算驱动电机目标扭矩容量;以及基于驱动电机目标扭矩容量对驱动电机的扭矩进行控制,以使传递至变速箱的最终扭矩容量保持稳定。由此,能够实现更好的驾驶性能。还公开了一种混合动力汽车的发动机启动控制装置。
Description
本发明涉及混合动力汽车技术领域,尤其涉及一种混合动力汽车的发动机启动控制方法及装置。
图1是相关技术中的混合动力汽车的动力总成的结构示意图。如图1所示,该混合动力汽车包括发动机(英文:engine)、P2模块和变速箱(英文:gearbox)。其中,P2模块包括k0离合器(英文:clutch)和驱动电机(英文:motor),P2模块位于发动机和变速箱之间,并且k0离合器位于发动机和驱动电机之间。
图2是相关技术中的具有P2模块的混合动力汽车的发动机启动处理的示意图。如图2所示,发动机启动处理依次经历阶段P1、阶段P2和阶段P3,在整个发动机启动处理中,发动机的状态(即,发动机的控制器所发出的运行状态)依次为停止状态(英文:stop)、启动状态(英文:cranking)和运转状态(英文:run)。
如图2所示,在阶段P1中,离合器扭矩容量以合理的速率增加至恒定离合器扭矩容量M,K0离合器部分接合以向发动机传递该恒定离合器扭矩容量,从而将发动机转速调整至低于驱动电机转速的阈值转速,在此期间,由于发动机尚未启动,因此发动机扭矩容量为0;在发动机转速高于该阈值转速时,进入阶段P2。
在阶段P2中,发动机启动(点火),离合器扭矩容量以合理的速率减小直至离合器完全打开,从而防止后续直接接合离合器导致的整车顿挫。由于发动机已经启动,因此发动机扭矩容量不为0,通过发动机扭矩容量来调整发动机转速。
在阶段P3中,离合器扭矩容量以合理的速率增加,K0离合器部分接合以向发动机传递离合器扭矩容量以将发动机转速调整至接近驱动电机转速,在发动机转速与驱动电机转速基本一致时,离合器完全接合,发动机转速曲线与驱动电机转速曲线基本重叠、即进行发动机转速同步处理。
在阶段P1和阶段P2中,离合器扭矩容量和驱动电机扭矩容量之间的协调非常重要,图3是相关技术中的离合器扭矩容量和驱动电机扭矩容量之间的关系示意图。其中,图3中的“驱动电机原始目标扭矩容量”是响应于加速踏板的要求的扭矩容量,其是基本扭矩容量,在阶段P1和阶段P2中,被传递至发动机的飞轮的离合器扭矩容量被添加至该驱动电机原始目标扭矩容量,作为最终值的驱动电机目标扭矩容量被发送至驱动电机控制单元作为驱动电机目标扭矩容量值。
图4是相关技术中的相应扭矩容量关系的简化结构示意图,图4所示的简化结构能够清楚地显示扭矩容量关系。在图4中,T
E是被传递至发动机的飞轮以拉高该飞轮的转速的k0离合器扭矩容量,应能 够理解,T
E是该变速箱的输入轴(英文:input shaft)的负载扭矩容量;T
M是驱动电机实际扭矩容量,T
M直接传递至该输入轴;T
G是传递至该变速箱的最终扭矩容量(也可称为“变速箱输入扭矩容量”);T
vb是传递至车身的最终扭矩容量。应能够理解,T
vb≈K×T
G,T
G=T
M–T
E,K是当前的齿轮比。为了确保发动机启动过程中的驾驶性能,最终扭矩容量T
G应保持稳定并且避免快速变化,尤其是在低速档时,由于K值较大,车辆可能会剧烈震动。因此,T
M和T
E的误差应足够小。
在当前策略中,将k0离合器目标扭矩容量添加至驱动电机原始目标扭矩容量以作为驱动电机目标扭矩容量。由于离合器和驱动电机的扭矩容量响应时间不同,因此T
E和T
M之间的扭矩容量误差不稳定。图5是相关技术中的变速箱输入扭矩容量不稳定所导致的不良的驾驶性能的示意图,如图5所示,驱动电机目标扭矩容量和驱动电机实际扭矩容量T
M的延迟时间为t1,k0离合器目标扭矩容量和k0离合器估计扭矩容量T
E的延迟时间为t2。大多数情况下,延迟时间t1小于延迟时间t2,并且当离合器工作温度较低时,这种趋势更加明显。
如图5所示,当k0离合器目标扭矩容量增加时,驱动电机实际扭矩容量T
M比k0离合器估计扭矩容量T
E响应地更快,根据上述公式T
G=T
M–T
E可知,T
G迅速增加(如图5所示,△T较大),当k0离合器估计扭矩容量T
E达到最大值时,T
G恢复到先前的稳定值。这种短暂的过程相当于在输入轴上施加了额外的正扭矩容量脉冲,这会在车辆上引起震动(英文:shock)。与之相对地,当k0离合器目标扭矩容量减小时,额外的负扭矩容量脉冲被施加至输入轴上,这会在车辆上引起抖动(英文:jerk),前述震动和抖动对于驾驶性能而言是不可接受的。
因此,采用相关技术中的发动机启动控制方法来启动发动机,可能无法实现良好的驾驶性能。
发明内容
本发明的目的在于克服或至少减轻上述现有技术存在的不足,提供一种混合动力汽车的发动机启动控制方法及装置。
根据本发明的一实施例,提供了一种混合动力汽车的发动机启动控制方法,所述混合动力汽车包括发动机、驱动电机、以及设置在所述发动机和所述驱动电机之间的离合器,所述方法包括:在启动所述发动机时,根据加速踏板信号来确定驱动电机基本扭矩容量,并且根据离合器目标扭矩容量和离合器实际扭矩容量来确定驱动电机扭矩容量调整量;根据所述驱动电机基本扭矩容量和所述驱动电机扭矩容量调整量计算驱动电机目标扭矩容量;以及基于所述驱动电机目标扭矩容量对所述驱动电机的扭矩进行控制,以使传递至变速箱的最终扭矩容量保持稳定。
对于上述方法,在一种可能的实现方式中,根据离合器目标扭矩容量和离合器实际扭矩容量来确定驱动电机扭矩容量调整量,包括:确定与发动机的启动有关的因子;根据所述离合器目标扭矩容量、 所述离合器实际扭矩容量和所述因子来确定所述驱动电机扭矩容量调整量。
对于上述方法,在一种可能的实现方式中,确定与发动机的启动有关的因子包括:获取与温度传感器所检测到的温度信号有关的因子、与所述驱动电机的转速和所述发动机的转速之间的转速差有关的因子、以及与所述离合器目标扭矩容量有关的因子中的至少一项;根据所获取到的因子来确定与发动机的启动有关的因子。
对于上述方法,在一种可能的实现方式中,根据所述离合器目标扭矩容量、所述离合器实际扭矩容量和所述因子来确定所述驱动电机扭矩容量调整量,包括:根据所述离合器目标扭矩容量、所述离合器实际扭矩容量和所述因子,使用公式T
Em=Tc
cmd*f
ac+(1-f
ac)*Tc
est来确定所述驱动电机扭矩容量调整量,其中,T
Em表示所述驱动电机扭矩容量调整量,Tc
cmd表示所述离合器目标扭矩容量,Tc
est表示所述离合器实际扭矩容量,f
ac表示所述因子。
对于上述方法,在一种可能的实现方式中,根据离合器目标扭矩容量和离合器实际扭矩容量来确定驱动电机扭矩容量调整量,包括:根据离合器目标扭矩容量、离合器实际扭矩容量和预设的补偿扭矩容量来确定驱动电机扭矩容量调整量。
对于上述方法,在一种可能的实现方式中,根据所述驱动电机基本扭矩容量和所述驱动电机扭矩容量调整量计算驱动电机目标扭矩容量,包括:将所述驱动电机基本扭矩容量与所述驱动电机扭矩容量调整量相加,并将相加后的结果作为所述驱动电机目标扭矩容量。
根据本发明的另一实施例,提供了一种混合动力汽车的发动机启动控制装置,所述混合动力汽车包括发动机、驱动电机、以及设置在所述发动机和所述驱动电机之间的离合器,所述装置包括:确定模块,用于在启动所述发动机时,根据加速踏板信号来确定驱动电机基本扭矩容量,并且根据离合器目标扭矩容量和离合器实际扭矩容量来确定驱动电机扭矩容量调整量;计算模块,用于根据所述驱动电机基本扭矩容量和所述驱动电机扭矩容量调整量计算驱动电机目标扭矩容量;以及控制模块,用于基于所述驱动电机目标扭矩容量对所述驱动电机的扭矩进行控制,以使传递至变速箱的最终扭矩容量保持稳定。
对于上述装置,在一种可能的实现方式中,所述确定模块被配置为:确定与发动机的启动有关的因子;根据所述离合器目标扭矩容量、所述离合器实际扭矩容量和所述因子来确定所述驱动电机扭矩容量调整量。
对于上述装置,在一种可能的实现方式中,所述确定模块被配置为:获取与温度传感器所检测到的温度信号有关的因子、与所述驱动电机的转速和所述发动机的转速之间的转速差有关的因子、以及与所述离合器目标扭矩容量有关的因子中的至少一项;根据所获取到的因子来确定与发动机的启动有关的因子。
对于上述装置,在一种可能的实现方式中,所述确定模块被配置为:根据所述离合器目标扭矩容量、所述离合器实际扭矩容量和所述因子,使用公式T
Em=Tc
cmd*f
ac+(1-f
ac)*Tc
est来确定所述驱动电机扭矩容量调整量,其中,T
Em表示所述驱动电机扭矩容量调整量,Tc
cmd表示所述离合器目标扭矩容量,Tc
est表示所述离合器实际扭矩容量,f
ac表示所述因子。
对于上述装置,在一种可能的实现方式中,所述确定模块被配置为:根据离合器目标扭矩容量、离合器实际扭矩容量和预设的补偿扭矩容量来确定驱动电机扭矩容量调整量。
对于上述装置,在一种可能的实现方式中,所述计算模块被配置为:将所述驱动电机基本扭矩容量与所述驱动电机扭矩容量调整量相加,并将相加后的结果作为所述驱动电机目标扭矩容量。
根据本发明的混合动力汽车的发动机启动控制方法及装置,根据基于加速踏板信号所确定的驱动电机基本扭矩容量以及基于离合器目标扭矩容量和离合器实际扭矩容量所确定的驱动电机扭矩容量调整量来计算驱动电机目标扭矩容量,由此,相比于现有技术中的根据驱动电机基本扭矩容量和离合器目标扭矩容量来计算驱动电机目标扭矩容量,能够减少离合器实际扭矩容量和驱动电机实际扭矩容量之间的扭矩容量误差,从而使得传递至变速箱的最终扭矩容量保持稳定,进而能够实现更好的驾驶性能。
另外,根据本发明的混合动力汽车的发动机启动控制方法及装置,其利用混合动力汽车的现有组件就能够实现,而无需在混合动力汽车中安装额外的诸如传感器等的装置,并且对驱动电机和离合器没有极端严格的要求。
根据下面参考附图对示例性实施例的详细说明,本发明的其它特征及方面将变得清楚。
包含在说明书中并且构成说明书的一部分的附图与说明书一起示出了本发明的示例性实施例、特征和方面,并且用于解释本发明的原理。
图1是相关技术中的混合动力汽车的动力总成的结构示意图。
图2是相关技术中的具有P2模块的混合动力汽车的发动机启动处理的示意图。
图3是相关技术中的离合器扭矩容量和驱动电机扭矩容量之间的关系示意图。
图4是相关技术中的相应扭矩容量关系的简化结构示意图。
图5是相关技术中的变速箱输入扭矩容量不稳定所导致的不良的驾驶性能的示意图。
图6是根据一示例性实施例示出的一种混合动力汽车的发动机启动控制方法的流程图。
图7是应用本实施例的混合动力汽车的发动机启动控制方法的发动机启动处理的效果示意图。
图8是根据一示例性实施例示出的驱动电机扭矩容量调整量的计算方法示意图。
图9是根据一示例性实施例示出的一种混合动力汽车的发动机启动控制装置的框图。
以下将参考附图详细说明本发明的各种示例性实施例、特征和方面。附图中相同的附图标记表示功能相同或相似的元件。尽管在附图中示出了实施例的各种方面,但是除非特别指出,不必按比例绘制附图。
在这里专用的词“示例性”意为“用作例子、实施例或说明性”。这里作为“示例性”所说明的任何实施例不必解释为优于或好于其它实施例。
另外,为了更好的说明本发明,在下文的具体实施方式中给出了众多的具体细节。本领域技术人员应当理解,没有某些具体细节,本发明同样可以实施。在另外一些实例中,对于本领域技术人员熟知的方法、手段、元件和电路未作详细描述,以便于凸显本发明的主旨。
应能够理解,如背景技术部分所述的,本发明意识到如下技术问题:由于驱动电机实际扭矩容量和离合器实际扭矩容量的响应时间不同,因此,若根据驱动电机基本扭矩容量和离合器目标扭矩容量来计算驱动电机目标扭矩容量,则导致驱动电机实际扭矩容量和离合器实际扭矩容量之间的扭矩容量误差不稳定,从而导致传递至变速箱的最终扭矩容量不稳定,进而在车辆上引起抖动和震动,最终影响发动机启动的驾驶性能。
也就是说,导致传递至变速箱的最终扭矩容量不稳定的因素之一在于根据驱动电机基本扭矩容量和离合器目标扭矩容量来计算驱动电机目标扭矩容量。
基于此,在本发明中,代替根据驱动电机基本扭矩容量和离合器目标扭矩容量来计算驱动电机目标扭矩容量,而是根据基于加速踏板信号所确定的驱动电机基本扭矩容量以及基于离合器目标扭矩容量和离合器实际扭矩容量所确定的驱动电机扭矩容量调整量来计算驱动电机目标扭矩容量,由此,在计算驱动电机目标扭矩容量时引入了驱动电机扭矩容量调整量,而该驱动电机扭矩容量调整量是根据离合器目标扭矩容量和离合器实际扭矩容量这两者确定出的,因此,可以减少离合器实际扭矩容量和驱动电机实际扭矩容量之间的扭矩容量误差,从而使得传递至变速箱的最终扭矩容量保持稳定,进而能够实现更好的驾驶性能。
为更好地理解本发明,以下结合图6所示的流程图来详细说明。
图6是根据一示例性实施例示出的一种混合动力汽车的发动机启动控制方法的流程图,该混合动力汽车可为HEV或PHEV,该混合动力汽车的动力总成的结构可采用图1所示的结构,具体地,该混合动力汽车可以包括发动机、驱动电机、以及设置在所述发动机和所述驱动电机之间的离合器,该方法可以应用于混合动力汽车的混合动力控制单元(英文:Hybrid Control Unit,简称:HCU)。也就是说, HCU可采用本实施方式中的控制方法来实现混合动力汽车的发动机启动控制。
应能够理解,每当启动发动机时,都可执行本实施例的方法以计算驱动电机目标扭矩容量,并将所计算出的驱动电机目标扭矩容量用于发动机启动中所涉及的驱动电机的扭矩容量的控制。
如图6所示,该方法可以包括如下步骤。
在步骤S610中,在启动所述发动机时,根据加速踏板信号来确定驱动电机基本扭矩容量,并且根据离合器目标扭矩容量和离合器实际扭矩容量来确定驱动电机扭矩容量调整量。
本实施例中,可以通过加速踏板位置传感器来获取加速踏板信号,然后根据该加速踏板信号来计算驱动电机基本扭矩容量。在一种可能的实现方式中,该加速踏板信号可以包括加速踏板开度;可以采用相关算法来计算该加速踏板开度对应的扭矩容量,并将所计算出的扭矩容量作为驱动电机基本扭矩容量。其中,相关算法可以包括但不限于加速踏板开度对应的扭矩容量等于加速踏板开度与驱动电机外特性曲线最大扭矩容量的乘积。
在一种可能的实现方式中,可以采用预设算法并根据离合器目标扭矩容量和离合器实际扭矩容量来确定驱动电机扭矩容量调整量,该预设算法可以包括但不限于能够满足使得所确定出的驱动电机扭矩容量调整量介于离合器目标扭矩容量和离合器实际扭矩容量之间的任意算法。也就是说,只要是能够使得所确定出的驱动电机扭矩容量调整量大于离合器实际扭矩容量且小于离合器目标扭矩容量的算法,均可用于步骤S610以根据离合器目标扭矩容量和离合器实际扭矩容量确定出驱动电机扭矩容量调整量。示例性的,该算法可以为T
Em=f(Tc
cmd,Tc
est)且Tc
est<T
Em<Tc
cmd,其中,T
Em表示驱动电机扭矩容量调整量,Tc
cmd表示离合器目标扭矩容量,Tc
est表示离合器实际扭矩容量,f表示自变量为Tc
cmd和Tc
est且函数值为T
Em的函数。
在步骤S620中,根据所述驱动电机基本扭矩容量和所述驱动电机扭矩容量调整量计算驱动电机目标扭矩容量。
本实施例中,相比于现有技术中根据驱动电机基本扭矩容量和离合器目标扭矩容量来计算驱动电机目标扭矩容量,可以根据步骤S610中所确定出的驱动电机基本扭矩容量和驱动电机扭矩容量调整量来计算驱动电机目标扭矩容量。
在一种可能的实现方式中,可以将步骤S610中所确定出的驱动电机基本扭矩容量和驱动电机扭矩容量调整量发送至驱动电机扭矩容量计算模块,该驱动电机扭矩容量计算模块根据所接收到的驱动电机基本扭矩容量和驱动电机扭矩容量调整量来计算驱动电机目标扭矩容量。
在一种可能的实现方式中,可通过如下方式来根据驱动电机基本扭矩容量和驱动电机扭矩容量调整量计算驱动电机目标扭矩容量:将驱动电机基本扭矩容量与驱动电机扭矩容量调整量相加,并将相加后的结果作为驱动电机目标扭矩容量。
本实施例中,可以根据驱动电机基本扭矩容量和驱动电机扭矩容量调整量,并采用公式T
target=T
base+T
Em来计算驱动电机目标扭矩容量,其中,T
target表示驱动电机目标扭矩容量,T
base表示驱动电机基本扭矩容量,T
Em表示驱动电机扭矩容量调整量。
在一种可能的实现方式中,还可通过如下方式来根据驱动电机基本扭矩容量和驱动电机扭矩容量调整量计算驱动电机目标扭矩容量:将驱动电机基本扭矩容量与驱动电机扭矩容量调整量进行加权处理,并将加权后的结果作为驱动电机目标扭矩容量。
本实施例中,可以根据驱动电机基本扭矩容量和驱动电机扭矩容量调整量,并采用公式T
target=A*T
base+B*T
Em来计算驱动电机目标扭矩容量,其中,T
target表示驱动电机目标扭矩容量,T
base表示驱动电机基本扭矩容量,T
Em表示驱动电机扭矩容量调整量,A为驱动电机基本扭矩容量对应的权重值,B为驱动电机扭矩容量调整量对应的权重值,前述权重值可根据实际应用需要来设置。
需要说明的是,上述用于根据驱动电机基本扭矩容量和驱动电机扭矩容量调整量计算驱动电机目标扭矩容量的方式仅为本实施例的两种示例,然而,本发明不限于此,应能够理解,本领域技术人员可以根据其所掌握的技术常识并结合本发明的技术内容,采用除加法和加权算法以外其它合适的算法来根据驱动电机基本扭矩容量和驱动电机扭矩容量调整量计算驱动电机目标扭矩容量,受篇幅所限,本发明不再详细展开描述。
在步骤S630中,基于所述驱动电机目标扭矩容量对所述驱动电机的扭矩进行控制,以使传递至变速箱的最终扭矩容量保持稳定。
本实施例中,可以基于步骤S620中所计算出的驱动电机目标扭矩容量来控制驱动电机的扭矩,以减少离合器实际扭矩容量和驱动电机实际扭矩容量之间的扭矩容量误差,从而使得传递至变速箱的最终扭矩容量保持稳定。
在一种可能的实现方式中,可以通过如下方式来基于驱动电机目标扭矩容量对驱动电机的扭矩进行控制:向驱动电机发送基于驱动电机目标扭矩容量进行驱动电机的扭矩调整的命令(可称为“驱动电机扭矩命令”)。例如,可以通过CAN消息来向驱动电机发送驱动电机扭矩命令。
本实施例的混合动力汽车的发动机启动控制方法,根据基于加速踏板信号所确定的驱动电机基本扭矩容量以及基于离合器目标扭矩容量和离合器实际扭矩容量所确定的驱动电机扭矩容量调整量来计算驱动电机目标扭矩容量,由此,相比于现有技术中的根据驱动电机基本扭矩容量和离合器目标扭矩容量来计算驱动电机目标扭矩容量,能够减少离合器实际扭矩容量和驱动电机实际扭矩容量之间的扭矩容量误差,从而使得传递至变速箱的最终扭矩容量保持稳定,进而能够实现更好的驾驶性能。
另外,本实施例的混合动力汽车的发动机启动控制方法仅需要利用混合动力汽车的现有组件就能够实现,而无需在混合动力汽车中安装额外的诸如传感器等的装置,并且对驱动电机和离合器没有极 端严格的要求。
图7是应用本实施例的混合动力汽车的发动机启动控制方法的发动机启动处理的效果示意图,其中,图7中的“扭矩容量请求值”实际就是驱动电机扭矩容量调整量。相比于图5中的T
G迅速增加(如图5所示,△T较大),如图7所示,传递至变速箱的最终扭矩容量T
G几乎保持稳定(如图7所示,△T1较小),驱动电机转速曲线几乎没有震动和抖动,驾驶性能良好。
在一种可能的实现方式中,步骤S610可以包括:确定与发动机的启动有关的因子;根据所述离合器目标扭矩容量、所述离合器实际扭矩容量和所述因子来确定所述驱动电机扭矩容量调整量。
本实施例中,可以获取影响发动机启动的因素对应的信息,然后确定该信息所对应的因子,再采用相关算法根据离合器目标扭矩容量和离合器实际扭矩容量进一步确定驱动电机扭矩容量调整量。其中,影响发动机启动的因素包括但不限于发动机的冷却水温度、驱动电机的转速和发动机的转速之间的转速差等。相应地,可以获取温度传感器例如冷却水温度传感器所检测到的冷却水温度;可以获取驱动电机转速传感器所检测到的驱动电机的转速和发动机转速传感器所检测到的发动机的转速、然后计算这两个转速之间的转速差。
应能够理解,只要是能够使得根据离合器目标扭矩容量、离合器实际扭矩容量和因子所确定出的驱动电机扭矩容量调整量大于离合器实际扭矩容量且小于离合器目标扭矩容量的算法,均可用于根据离合器目标扭矩容量、离合器实际扭矩容量和因子确定出驱动电机扭矩容量调整量。
在一种可能的实现方式中,可以根据离合器目标扭矩容量、离合器实际扭矩容量和上述因子,使用公式T
Em=Tc
cmd*f
ac+(1-f
ac)*Tc
est来确定驱动电机扭矩容量调整量,其中,T
Em表示驱动电机扭矩容量调整量,Tc
cmd表示离合器目标扭矩容量,Tc
est表示离合器实际扭矩容量,f
ac表示上述因子。图8是根据一示例性实施例示出的驱动电机扭矩容量调整量的计算方法示意图,与图7类似地,图8中的“扭矩容量请求值”实际就是驱动电机扭矩容量调整量。如图8所示的,通过因子f
ac来使得驱动电机扭矩容量调整量T
Em介于离合器目标扭矩容量Tc
cmd和离合器实际扭矩容量Tc
est之间。
在一种可能的实现方式中,确定与发动机的启动有关的因子包括:获取与温度传感器所检测到的温度信号有关的因子、与所述驱动电机的转速和所述发动机的转速之间的转速差有关的因子、以及与所述离合器目标扭矩容量有关的因子中的至少一项;根据所获取到的因子来确定与发动机的启动有关的因子。
本实施例中,可以按照上述方式获取温度传感器所检测到的发动机的冷却水温度,然后通过经验公式基于该冷却水温度计算出与温度信号有关的因子,示例性的,与温度信号有关的因子例如取值为0.05。可以按照上述方式获取驱动电机的转速和发动机的转速之间的转速差,然后通过经验公式基于该转速差计算出与转速差有关的因子,示例性的,与转速差有关的因子例如取值为0.1。可以根据离 合器的响应特性确定出离合器目标扭矩容量,然后通过经验公式基于该离合器目标扭矩容量计算出与离合器目标扭矩容量有关的因子,示例性的,与离合器目标扭矩容量有关的因子例如取值为0.75。由此,可根据所计算出的各因子来确定与发动机的启动有关的因子。
在一种可能的实现方式中,可以采用公式f
ac=f
ac(Torque)+f
ac(speedDiff)+f
ac(Temp)并根据所计算出的各因子来确定与发动机的启动有关的因子,其中,f
ac表示与发动机的启动有关的因子,f
ac(Temp)表示与温度信号有关的因子,f
ac(speedDiff)表示与转速差有关的因子,f
ac(Torque)表示与离合器目标扭矩容量有关的因子。
在一种可能的实现方式中,步骤S610还可以包括:根据离合器目标扭矩容量、离合器实际扭矩容量和预设的补偿扭矩容量来确定驱动电机扭矩容量调整量。
本实施例中,可以根据离合器目标扭矩容量和离合器实际扭矩容量确定出待补偿的驱动电机扭矩容量调整量,然后使用预设的补偿扭矩容量来对待补偿的驱动电机扭矩容量调整量进行补偿。在一种可能的实现方式中,可以采用公式T
Em=Tc
cmd*f
ac+(1-f
ac)*Tc
est+T
osft来确定驱动电机扭矩容量调整量,其中,T
osft表示预设的补偿扭矩容量,公式中的其余参数的定义可以参照前文的描述,在此不再赘述。示例性的,预设的补偿扭矩容量可以为近似等于0的数值。
图9是根据一示例性实施例示出的一种混合动力汽车的发动机启动控制装置的框图,该混合动力汽车可为HEV或PHEV,该混合动力汽车的动力总成的结构可采用图1所示的结构,具体地,该混合动力汽车包括发动机、驱动电机、以及设置在所述发动机和所述驱动电机之间的离合器。该装置900可以应用于混合动力汽车的混合动力控制单元HCU。如图9所示,该装置900可以包括确定模块910、计算模块920和控制模块930。
确定模块910用于在启动所述发动机时,根据加速踏板信号来确定驱动电机基本扭矩容量,并且根据离合器目标扭矩容量和离合器实际扭矩容量来确定驱动电机扭矩容量调整量。计算模块920与确定模块910连接,用于根据所述驱动电机基本扭矩容量和所述驱动电机扭矩容量调整量计算驱动电机目标扭矩容量。控制模块930与计算模块920连接,用于基于所述驱动电机目标扭矩容量对所述驱动电机的扭矩进行控制,以使传递至变速箱的最终扭矩容量保持稳定。
在一种可能的实现方式中,所述确定模块910被配置为:确定与发动机的启动有关的因子;根据所述离合器目标扭矩容量、所述离合器实际扭矩容量和所述因子来确定所述驱动电机扭矩容量调整量。
在一种可能的实现方式中,所述确定模块910被配置为:获取与温度传感器所检测到的温度信号有关的因子、与所述驱动电机的转速和所述发动机的转速之间的转速差有关的因子、以及与所述离合器目标扭矩容量有关的因子中的至少一项;根据所获取到的因子来确定与发动机的启动有关的因子。
在一种可能的实现方式中,所述确定模块910被配置为:根据所述离合器目标扭矩容量、所述离 合器实际扭矩容量和所述因子,使用公式T
Em=Tc
cmd*f
ac+(1-f
ac)*Tc
est来确定所述驱动电机扭矩容量调整量,其中,T
Em表示所述驱动电机扭矩容量调整量,Tc
cmd表示所述离合器目标扭矩容量,Tc
est表示所述离合器实际扭矩容量,f
ac表示所述因子。
在一种可能的实现方式中,所述确定模块910被配置为:根据离合器目标扭矩容量、离合器实际扭矩容量和预设的补偿扭矩容量来确定驱动电机扭矩容量调整量。
在一种可能的实现方式中,所述计算模块920被配置为:将所述驱动电机基本扭矩容量与所述驱动电机扭矩容量调整量相加,并将相加后的结果作为所述驱动电机目标扭矩容量;或者将驱动电机基本扭矩容量与驱动电机扭矩容量调整量进行加权处理,并将加权后的结果作为驱动电机目标扭矩容量。
关于上述实施例中的装置,其中各个模块执行操作的具体方式已经在有关该方法的实施例中进行了详细描述,此处将不做详细阐述说明。
以上所述,仅为本发明的具体实施方式,但本发明的保护范围并不局限于此,任何熟悉本技术领域的技术人员在本发明揭露的技术范围内,可轻易想到变化或替换,都应涵盖在本发明的保护范围之内。因此,本发明的保护范围应以所述权利要求的保护范围为准。
Claims (12)
- 一种混合动力汽车的发动机启动控制方法,所述混合动力汽车包括发动机、驱动电机、以及设置在所述发动机和所述驱动电机之间的离合器,其特征在于,所述方法包括:在启动所述发动机时,根据加速踏板信号来确定驱动电机基本扭矩容量,并且根据离合器目标扭矩容量和离合器实际扭矩容量来确定驱动电机扭矩容量调整量;根据所述驱动电机基本扭矩容量和所述驱动电机扭矩容量调整量计算驱动电机目标扭矩容量;以及基于所述驱动电机目标扭矩容量对所述驱动电机的扭矩进行控制,以使传递至变速箱的最终扭矩容量保持稳定。
- 根据权利要求1所述的方法,其特征在于,根据离合器目标扭矩容量和离合器实际扭矩容量来确定驱动电机扭矩容量调整量,包括:确定与发动机的启动有关的因子;根据所述离合器目标扭矩容量、所述离合器实际扭矩容量和所述因子来确定所述驱动电机扭矩容量调整量。
- 根据权利要求2所述的方法,其特征在于,确定与发动机的启动有关的因子包括:获取与温度传感器所检测到的温度信号有关的因子、与所述驱动电机的转速和所述发动机的转速之间的转速差有关的因子、以及与所述离合器目标扭矩容量有关的因子中的至少一项;根据所获取到的因子来确定与发动机的启动有关的因子。
- 根据权利要求2所述的方法,其特征在于,根据所述离合器目标扭矩容量、所述离合器实际扭矩容量和所述因子来确定所述驱动电机扭矩容量调整量,包括:根据所述离合器目标扭矩容量、所述离合器实际扭矩容量和所述因子,使用公式T Em=Tc cmd*f ac+(1-f ac)*Tc est来确定所述驱动电机扭矩容量调整量,其中,T Em表示所述驱动电机扭矩容量调整量,Tc cmd表示所述离合器目标扭矩容量,Tc est表示所述离合器实际扭矩容量,f ac表示所述因子。
- 根据权利要求1所述的方法,其特征在于,根据离合器目标扭矩容量和离合器实际扭矩容量来确定驱动电机扭矩容量调整量,包括:根据离合器目标扭矩容量、离合器实际扭矩容量和预设的补偿扭矩容量来确定驱动电机扭矩容量调整量。
- 根据权利要求1至5中任一项所述的方法,其特征在于,根据所述驱动电机基本扭矩容量和所述驱动电机扭矩容量调整量计算驱动电机目标扭矩容量,包括:将所述驱动电机基本扭矩容量与所述驱动电机扭矩容量调整量相加,并将相加后的结果作为所述 驱动电机目标扭矩容量;或者将驱动电机基本扭矩容量与驱动电机扭矩容量调整量进行加权处理,并将加权后的结果作为驱动电机目标扭矩容量。
- 一种混合动力汽车的发动机启动控制装置,所述混合动力汽车包括发动机、驱动电机、以及设置在所述发动机和所述驱动电机之间的离合器,其特征在于,所述装置包括:确定模块,用于在启动所述发动机时,根据加速踏板信号来确定驱动电机基本扭矩容量,并且根据离合器目标扭矩容量和离合器实际扭矩容量来确定驱动电机扭矩容量调整量;计算模块,用于根据所述驱动电机基本扭矩容量和所述驱动电机扭矩容量调整量计算驱动电机目标扭矩容量;以及控制模块,用于基于所述驱动电机目标扭矩容量对所述驱动电机的扭矩进行控制,以使传递至变速箱的最终扭矩容量保持稳定。
- 根据权利要求7所述的装置,其特征在于,所述确定模块被配置为:确定与发动机的启动有关的因子;根据所述离合器目标扭矩容量、所述离合器实际扭矩容量和所述因子来确定所述驱动电机扭矩容量调整量。
- 根据权利要求8所述的装置,其特征在于,所述确定模块被配置为:获取与温度传感器所检测到的温度信号有关的因子、与所述驱动电机的转速和所述发动机的转速之间的转速差有关的因子、以及与所述离合器目标扭矩容量有关的因子中的至少一项;根据所获取到的因子来确定与发动机的启动有关的因子。
- 根据权利要求8所述的装置,其特征在于,所述确定模块被配置为:根据所述离合器目标扭矩容量、所述离合器实际扭矩容量和所述因子,使用公式T Em=Tc cmd*f ac+(1-f ac)*Tc est来确定所述驱动电机扭矩容量调整量,其中,T Em表示所述驱动电机扭矩容量调整量,Tc cmd表示所述离合器目标扭矩容量,Tc est表示所述离合器实际扭矩容量,f ac表示所述因子。
- 根据权利要求7所述的装置,其特征在于,所述确定模块被配置为:根据离合器目标扭矩容量、离合器实际扭矩容量和预设的补偿扭矩容量来确定驱动电机扭矩容量调整量。
- 根据权利要求7至11中任一项所述的装置,其特征在于,所述计算模块被配置为:将所述驱动电机基本扭矩容量与所述驱动电机扭矩容量调整量相加,并将相加后的结果作为所述驱动电机目标扭矩容量;或者将驱动电机基本扭矩容量与驱动电机扭矩容量调整量进行加权处理,并将加权后的结果作为驱动电机目标扭矩容量。
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