CN111002971B - Torque control method for starting clutch of engine of hybrid electric vehicle - Google Patents
Torque control method for starting clutch of engine of hybrid electric vehicle Download PDFInfo
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- CN111002971B CN111002971B CN201911401685.XA CN201911401685A CN111002971B CN 111002971 B CN111002971 B CN 111002971B CN 201911401685 A CN201911401685 A CN 201911401685A CN 111002971 B CN111002971 B CN 111002971B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/02—Clutches
- B60W2710/027—Clutch torque
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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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The invention provides a torque control method for a starting clutch of a hybrid vehicle engine, and belongs to the technical field of automobiles. The method solves the problems of starting delay and starting failure easily caused by the prior art. The torque control method of the starting clutch of the hybrid vehicle engine comprises the following steps: entering an in-situ engine starting mode; acquiring a feedforward clutch torque; meanwhile, calibrating a basic clutch torque in advance, and compensating by the P compensation torque and the I compensation torque to obtain a locking clutch torque; controlling the clutch according to the lock-up clutch torque when the condition for allowing the lock-up clutch torque output is satisfied; when the output permission of the feedforward clutch torque is met, the motor is controlled according to the feedforward clutch torque, and meanwhile, the locking clutch torque and the feedforward clutch torque are added to obtain the final clutch torque when the motor starts the engine, so that the clutch is controlled according to the final clutch torque. The invention can start the engine quickly and successfully.
Description
Technical Field
The invention belongs to the technical field of automobiles, and relates to a torque control method for a starting clutch of an engine of a hybrid electric vehicle.
Background
Hybrid vehicle has the advantages of electric vehicle and fuel vehicle concurrently, and not only the energy consumption is low, and the emission is low, and dynamic nature is good moreover, and the mileage is high, therefore hybrid vehicle receives more and more developer and user's favor.
At present, the starting of an engine of a hybrid vehicle is generally realized by adopting a special starter, but the starting of the starter is noisy and can be successfully started only by adding enriched oil injection. If the starter is not used for starting, a hybrid vehicle engine starting strategy disclosed in the existing chinese patent literature is generally adopted [ application number: CN201710066940.4, preset rotational speed value n1, n2, wherein, n1< n2, when the hybrid vehicle starts, by the motor drive vehicle travel, when the motor rotational speed exceeds n1, by the power coupling mechanism realize the engine with the connection of motor, by the motor drive the engine to rotational speed n2, start the engine, the hybrid vehicle adopts rotational speed closed-loop control when rotational speed n1 to n2, through setting up the torque output of target rotational speed control motor, effectively prevent the sudden change of output power, increase the travelling comfort and the stationarity of vehicle acceleration. However, the engine starting process does not consider the influence of the engine water temperature on the clutch starting target torque, the friction of the engine during starting, a certain delay of the clutch torque establishment relative to the motor torque establishment and other factors, and easily causes the problems of starting delay, starting failure, idling speed fluctuation caused by overlarge engine speed during starting, poor emission during starting and the like.
Disclosure of Invention
The invention aims to provide a torque control method of a starting clutch of an engine of a hybrid vehicle type aiming at the problems in the prior art, and the technical problems to be solved are as follows: how to start the engine quickly and successfully.
The purpose of the invention can be realized by the following technical scheme: a torque control method for a starting clutch of an engine of a hybrid vehicle type comprises the following steps:
entering an in-situ engine starting mode;
carrying out difference operation on the target idle speed of the engine and the current engine speed to obtain the torque of the feedforward clutch;
meanwhile, calibrating a basic clutch torque in advance, and compensating by the P compensation torque and the I compensation torque to obtain a locking clutch torque;
controlling a clutch connected between the engine and the motor according to the obtained lock-up clutch torque when a condition that the lock-up clutch torque allows output is satisfied;
when the condition that the feedforward clutch torque is allowed to be output is met, the motor is controlled according to the feedforward clutch torque, meanwhile, the locking clutch torque and the feedforward clutch torque are added to obtain the final clutch torque when the motor starts the engine, and then the clutch is controlled according to the final clutch torque.
The working principle of the torque control method of the starting clutch of the hybrid vehicle engine is as follows: when the engine enters a home engine starting mode and meets the condition that the torque of the lock-up clutch is allowed to be output, controlling the clutch connected between the engine and the motor to be combined according to the torque of the lock-up clutch, wherein the torque of the lock-up clutch is equal to the torque of a final clutch because the torque of a feedforward clutch does not meet the condition that the output is allowed; the motor is controlled according to the torque of the feedforward clutch, and meanwhile, the final clutch torque of the control clutch is obtained by adding the torque of the lockup clutch and the torque of the feedforward clutch.
In the method for controlling the torque of the starting clutch of the hybrid electric vehicle engine, the operation of obtaining the torque of the feedforward clutch further comprises the steps of obtaining an engine water temperature value, an engine pumping loss value and an engine friction loss value, performing difference operation on the target idle speed of the engine and the current engine speed to obtain torque as motor starting basic torque, and adding the motor starting basic torque with the obtained engine pumping loss value, the engine friction loss value and the engine water temperature value to obtain the torque of the feedforward clutch. The engine pumping loss, the engine friction loss and the engine water temperature are considered on the basis of the motor starting basic torque, wherein the lower the engine water temperature is, the larger the motor starting torque is under the same rotating speed difference value, and the arrangement can ensure that the engine can be successfully started under different environments.
In the above method for controlling the torque of the starting clutch of the engine of the hybrid vehicle, the motor is controlled by the feedforward clutch torque obtained by calculation with a preset first rising gradient or a preset first falling gradient. Presetting a first rising slope and a first falling slope, so that the feedforward clutch torque obtained by calculation is loaded to the motor according to the preset first rising slope in a rising stage, such as from 0 to a certain value, and ensuring no impact in the starting process; if the current engine speed is close to the target idling speed, the torque of the feedforward clutch is in a descending stage, the torque of the feedforward clutch is loaded to the motor by a preset first descending slope, the speed overshoot when the engine is started is not too high, and meanwhile, the engine can smoothly enter the idling speed to ensure the stability of the idling speed.
In the above hybrid vehicle type engine start clutch torque control method, the obtaining of the P term compensation torque includes: and determining a P term compensation coefficient based on the rotation speed difference value of the current engine rotation speed and the rotation speed of the input shaft of the gearbox, and further multiplying the P term compensation coefficient and the absolute value of the rotation speed difference value to obtain P term compensation torque. The P term compensation coefficient is that the larger the rotation speed difference is, and the P term compensation is not carried out when the rotation speed difference is close to 0; the application of the P compensation torque ensures that the clutch quickly exits from the sliding film in the starting process and the starting can be quickly and stably finished.
In the above hybrid vehicle type engine start clutch torque control method, the obtaining of the I term compensation torque includes: and determining an I item compensation coefficient based on the rotation speed difference value of the current engine rotation speed and the rotation speed of the input shaft of the gearbox, and further multiplying the I item compensation coefficient by the absolute value of the rotation speed difference value and then carrying out PID integral operation to obtain I item compensation torque. The I term compensation coefficient is that the larger the rotation speed difference is, and the compensation without I term is performed when the rotation speed difference is close to 0; the application of the compensation torque of the I term further ensures that the clutch quickly exits from the sliding film in the starting process, and ensures that the starting can be quickly and smoothly completed.
In the above-described hybrid vehicle type engine start clutch torque control method, the clutch is controlled with a preset second rising gradient or a second falling gradient of the lock-up clutch torque obtained by the calculation. The speed of the torque rise and the speed of the torque fall of the locking clutch are calibrated, so that the problem of the slip of the starting clutch can be avoided.
In the above hybrid vehicle type engine start clutch torque control method, the conditions for the feedforward clutch torque permission output include:
whether the even-numbered shaft gear position connected with the motor is a neutral gear or not;
whether the clutch connected with the odd shaft is in a separation state;
finally, comparing the clutch torque with a preset optimal torque, and judging whether the difference value of the clutch torque and the preset optimal torque is greater than or equal to zero;
when all of the three conditions are yes, it is determined that the feedforward clutch torque allowable output condition is satisfied. Since the clutch torque is established by oil pressure with a delay relative to the establishment of motor torque, the feed forward clutch torque output is allowed only when the final clutch torque is equal to or greater than the preferred torque, which ensures that the clutch has torque establishment before the motor torque is established, preventing the problems of clutch slip and start delay and failure during the start phase.
In the above-described hybrid vehicle type engine start clutch torque control method, the condition that the lock-up clutch torque is allowed to be output includes:
whether the even-numbered shaft gear position connected with the motor is a neutral gear or not;
whether the clutch connected with the odd shaft is in a separation state;
when both of the above conditions are yes, it is determined that the lock-up clutch torque output permission condition is satisfied.
In the above-described hybrid vehicle type engine start clutch torque control method, the preset value of the torque is preferably equal to or less than the preset value of the basic clutch torque. With this arrangement, it is ensured that the motor torque is reestablished in the event of a torque build-up of the clutch.
In the above-described hybrid vehicle type engine start clutch torque control method, the operation of entering the on-site engine start mode includes entering through a mode button, or automatically entering when the battery is low in power in the electric mode.
Compared with the prior art, the torque control method of the starting clutch of the hybrid vehicle engine has the following advantages:
1. according to the invention, a basic clutch torque is preset, and the feedforward clutch torque is allowed to be output to control the motor when the final clutch torque is greater than the optimal torque, so that the problem that the clutch torque building speed is less than the motor torque building speed is solved, and the final clutch torque of the clutch is controlled to be the locking clutch torque plus the feedforward clutch torque, so that the clutch torque can be greater than the motor torque in the starting process, the problems of starting failure or delay and the like caused by clutch slip are avoided, and the success rate of the in-situ starting of the engine is effectively improved.
2. The invention increases the correction of water temperature, pumping loss and engine friction loss for the torque of the feedforward clutch, and ensures that the engine can be successfully started under different conditions.
3. The invention also carries out slope control on the torque of the feedforward clutch, ensures no impact in the starting process, has small overshoot of the rotating speed after the starting is finished and is more stable when the vehicle enters the idle speed.
4. The invention introduces PI compensation torque to correct the torque of the locking clutch, ensures that the clutch slips as little as possible in the starting process and ensures that the starting can be completed quickly.
Drawings
Fig. 1 is a schematic structural view of the present invention.
FIG. 2 is a schematic diagram of the structure for torque acquisition of the feed forward clutch of the present invention.
FIG. 3 is a schematic diagram of the structure for torque acquisition of the lockup clutch of the present invention.
FIG. 4 is a schematic diagram of the structure obtained by the P term compensation torque of the invention.
FIG. 5 is a schematic diagram of the structure obtained by the compensation torque of item I of the present invention.
Detailed Description
The following are specific embodiments of the present invention and are further described with reference to the drawings, but the present invention is not limited to these embodiments.
As shown in fig. 1, 2 and 3, the method for controlling the torque of the starting clutch of the engine of the hybrid vehicle type comprises the following steps: entering an original engine starting mode, wherein the original engine starting mode comprises entering through a mode key or automatically entering when the electric quantity of a storage battery is insufficient in an electric mode;
carrying out difference operation on the target idle speed of the engine and the current engine speed to obtain the torque of the feedforward clutch;
meanwhile, calibrating a basic clutch torque in advance, and compensating by the P compensation torque and the I compensation torque to obtain a locking clutch torque;
controlling a clutch connected between the engine and the motor according to the obtained lock-up clutch torque when a condition that the lock-up clutch torque allows output is satisfied;
when the condition that the feedforward clutch torque is allowed to be output is met, the motor is controlled according to the feedforward clutch torque, meanwhile, the locking clutch torque and the feedforward clutch torque are added to obtain the final clutch torque when the motor starts the engine, and then the clutch is controlled according to the final clutch torque.
Preferably, as shown in fig. 2, the operation of obtaining the torque of the feed-forward clutch further includes obtaining an engine water temperature value, an engine pumping loss value, and an engine friction loss value, using a torque obtained by performing a difference operation on the target idle speed of the engine and the current engine speed as a motor starting basic torque, and adding the motor starting basic torque to the obtained engine pumping loss value, the engine friction loss value, and the engine water temperature value to obtain the torque of the feed-forward clutch. The motor starting basic torque is obtained by looking up a table, a control table with a rotating speed difference value corresponding to the motor starting basic torque is stored in advance during control, and if the rotating speed difference is set to be-100 Rpm, the motor starting basic torque is-10 Nm; when the rotation speed difference is 0, the starting basic torque of the motor is 15; when the rotating speed difference value is 50, the starting basic torque of the motor is 50; when the rotating speed difference value is 100, the starting basic torque of the motor is 75; when the rotation speed difference is 200, the starting basic torque of the motor is 100; when the rotating speed difference is 400, the starting basic torque of the motor is 125; when the rotating speed difference value is 650, the starting basic torque of the motor is 150; when the rotating speed difference value is 800, the starting basic torque of the motor is 175; when the rotating speed difference is more than 800, the starting basic torque of the motor is 175.
Considering engine pumping loss, engine friction loss and engine water temperature on the basis of the basic torque for starting the motor, wherein the lower the engine water temperature is, the larger the starting torque of the motor is under the same rotating speed difference value, the torque lost due to the engine water temperature is generally between 0 and 20Nm, and the engine friction loss during starting is the friction torque determined according to the rotating speed of the engine and is generally 7 Nm; the engine pumping loss is the loss torque determined according to the difference value of the air intake quantity and the air intake and exhaust pressure of the engine, and is generally between-8 Nm and 20 Nm; such a correction ensures successful engine starting under different circumstances.
Preferably, the motor is controlled by the calculated feedforward clutch torque with a preset first rising slope or a preset first falling slope. Presetting a first rising slope and a first falling slope so that the feedforward clutch torque obtained by calculation is in a rising stage, wherein the first rising slope is set to be 1000 Nm/s-1500 Nm/s, and the first falling slope is set to be-1000 Nm/s-1500 Nm/s; if the torque loaded to the motor is from 0 to a certain value, loading the torque of the feedforward clutch to the motor according to a preset first rising slope, and ensuring no impact in the starting process; if the current engine speed is close to the target idling speed, the torque of the feedforward clutch is in a descending stage, the torque of the feedforward clutch is loaded to the motor by a preset first descending slope, the speed overshoot when the engine is started is not too high, and meanwhile, the engine can smoothly enter the idling speed to ensure the stability of the idling speed.
Preferably, as shown in fig. 4, the obtaining of the P term compensation torque includes: and determining a P term compensation coefficient based on the rotation speed difference value of the current engine rotation speed and the rotation speed of the input shaft of the gearbox, and further multiplying the P term compensation coefficient and the absolute value of the rotation speed difference value to obtain P term compensation torque. The P term compensation coefficient is larger when the rotating speed difference is larger, no P term compensation is performed when the rotating speed difference is close to 0, the P term compensation coefficient is between 0 and 0.3, for example, the P term compensation coefficient is 0.05 when the rotating speed difference is 15Rpm, the P term compensation coefficient is 0.1 when the rotating speed difference is 20Rpm, and the P term compensation coefficient is 0.2 when the rotating speed difference is 200 Rpm; the application of the P compensation torque ensures that the clutch quickly exits from the sliding film in the starting process and the starting can be quickly and stably finished.
Preferably, as shown in fig. 5, the obtaining of the I term compensation torque includes: and determining an I item compensation coefficient based on the rotation speed difference value of the current engine rotation speed and the rotation speed of the input shaft of the gearbox, and further multiplying the I item compensation coefficient by the absolute value of the rotation speed difference value and then carrying out PID integral operation to obtain I item compensation torque. Wherein, PID integral operation is prior art, PID is composed of proportion, integral and differential, D term operation is not included in the method, so D term is zero, formula is
U (t) is output; e (t) is input, KpIs a proportionality coefficient; ti is the integration time constant. The I term compensation coefficient is that the larger the rotation speed difference is, the compensation is performed without I term when the rotation speed difference is close to 0, generally the I term compensation coefficient is between 0 and 0.2, and if the rotation speed difference is 50, the I term compensation coefficient is 0; when the difference value of the rotating speeds is 100, the compensation coefficient of the I term is 0.01; when the difference value of the rotating speeds is 200, the compensation coefficient of the I term is 0.03; when the difference value of the rotating speeds is 1000, the compensation coefficient of the I term is 0.05; the application of the compensation torque of the I term further ensures that the clutch quickly exits from the sliding film in the starting process, and ensures that the starting can be quickly and smoothly completed.
Preferably, the clutch is controlled by a preset second rising gradient or a second falling gradient of the calculated lockup clutch torque. The second rising slope is set to 500-2000Nm/s, and the second falling slope is set to-500 to-2000 Nm/s; the speed of the torque rise and the speed of the torque fall of the locking clutch are calibrated, so that the problem of the slip of the starting clutch can be avoided.
Preferably, as shown in fig. 1, the conditions for the feedforward clutch torque allowable output include:
whether the even-numbered shaft gear position connected with the motor is a neutral gear or not;
whether the clutch connected with the odd shaft is in a separation state;
finally, comparing the clutch torque with a preset optimal torque, and judging whether the difference value of the clutch torque and the preset optimal torque is greater than or equal to zero;
when all of the three conditions are yes, it is determined that the feedforward clutch torque allowable output condition is satisfied. Since the clutch torque is established by oil pressure with a delay relative to the establishment of motor torque, the feed forward clutch torque output is allowed only when the final clutch torque is equal to or greater than the preferred torque, which ensures that the clutch has torque establishment before the motor torque is established, preventing the problems of clutch slip and start delay and failure during the start phase.
Preferably, as shown in fig. 1, the condition that the lock-up clutch torque is allowed to be output includes:
whether the even-numbered shaft gear position connected with the motor is a neutral gear or not;
whether the clutch connected with the odd shaft is in a separation state;
when both of the above conditions are yes, it is determined that the lock-up clutch torque output permission condition is satisfied.
Preferably, the predetermined value of the preferred torque is equal to or less than the predetermined value of the base clutch torque. The base clutch torque is typically set to 50 Nm. With this arrangement, it is ensured that the motor torque is reestablished in the event of a torque build-up of the clutch.
The working principle of the torque control method of the starting clutch of the hybrid vehicle engine is as follows: in the vehicle stop state, if a driver presses a mode switch and selects an in-place engine starting mode, the vehicle enters the in-place engine starting mode; or when the vehicle is in a stop state, the current vehicle is in an electric mode, and when the battery capacity is monitored to be too low, the vehicle automatically enters an in-situ engine starting mode; after entering an original engine starting mode, namely after receiving an original engine starting request instruction, presetting a basic clutch torque, and adding I compensation torque and P compensation torque to the basic clutch torque to calculate to obtain a locking clutch torque, outputting the locking clutch torque when the condition that the locking clutch torque is allowed to be output is met, namely the current even shaft gear is in a neutral gear and a clutch connected with an odd shaft is in a separation state, and controlling the clutch through a preset second rising slope or a second falling slope; since the motor is not started and the engine is not started at this time, the current engine speed and the transmission input shaft speed are both zero, the P term compensation torque and the I term compensation torque are both 0, i.e. there is no I term compensation and P term compensation, that is, the lock-up clutch torque is equal to the basic clutch torque, the torque of the control clutch is 0 to the basic clutch torque, the lock-up clutch torque is loaded to the second clutch with a preset second rising slope, and since the difference between the final clutch torque and the preferred torque is less than zero in the process of loading the lock-up clutch torque to the clutch, the feed-forward clutch torque is not allowed to be output, as a preference, the preferred torque is set to be equal to the basic clutch torque, the final clutch torque at this time is equal to the lock-up clutch torque, and the lock-up clutch torque is equal to the basic clutch torque, the final clutch torque is equal to the basic clutch torque, when the torque loaded on the clutch is equal to the basic clutch torque, namely the final clutch torque is equal to the basic clutch torque, the condition that the feedforward clutch torque is allowed to be output is met, at the moment, the motor is controlled according to the obtained feedforward clutch torque, the feedforward clutch torque is compared by the difference value of the target idle speed of the engine and the current engine speed to obtain the speed difference value, and the starting basic torque of the motor is obtained according to a table look-up, wherein the target idle speed of the engine is set to be 900rpm to 1200rpm, and preferably, the target idle speed of the engine is set to be 1000 rpm; at this time, since the current engine speed is 0, the motor start base torque is 200Nm, in the starting process, the obtained engine water temperature, the engine pumping loss and the engine friction loss are compensated for the starting basic torque of the motor so as to obtain a feedforward clutch torque, the feedforward clutch torque is loaded on the motor through a first rising slope or a first falling slope, meanwhile, the final clutch torque is obtained by adding up the lock-up clutch torque and the feedforward clutch torque, the motor is controlled to operate according to the torque of the feedforward clutch, the clutch between the motor and the engine is controlled to be combined according to the torque of the final clutch, the rotating speed of the motor is transmitted to the engine through the clutch, the engine is dragged to rotate through the motor until the rotating speed of the dragged engine reaches the target idling rotating speed of the engine, and smoothness and success rate of the starting process are guaranteed through application of the control method.
The specific embodiments described herein are merely illustrative of the spirit of the invention. Various modifications or additions may be made to the described embodiments or alternatives may be employed by those skilled in the art without departing from the spirit or ambit of the invention as defined in the appended claims.
Claims (10)
1. A torque control method for a starting clutch of an engine of a hybrid vehicle type is characterized by comprising the following steps:
entering an in-situ engine starting mode;
carrying out difference operation on the target idle speed of the engine and the current engine speed to obtain the torque of the feedforward clutch;
meanwhile, calibrating a basic clutch torque in advance, and compensating by the P compensation torque and the I compensation torque to obtain a locking clutch torque;
controlling a clutch connected between the engine and the motor according to the obtained lock-up clutch torque when a condition that the lock-up clutch torque allows output is satisfied;
when the condition that the feedforward clutch torque is allowed to be output is met, the motor is controlled according to the feedforward clutch torque, meanwhile, the locking clutch torque and the feedforward clutch torque are added to obtain the final clutch torque when the motor starts the engine, and then the clutch is controlled according to the final clutch torque.
2. The method of claim 1, wherein the operation of obtaining the feedforward clutch torque further comprises obtaining an engine water temperature value, an engine pumping loss value, and an engine friction loss value, taking a torque obtained by performing a difference operation on the target idle speed of the engine and the current engine speed as a motor starting base torque, and adding the motor starting base torque with the obtained engine pumping loss value, the engine friction loss value, and the engine water temperature value to obtain the feedforward clutch torque.
3. The hybrid vehicle type engine starting clutch torque control method according to claim 2, characterized in that the feedforward clutch torque obtained by the operation is controlled to the motor with a preset first rising slope or a first falling slope.
4. The hybrid vehicle type engine start clutch torque control method according to claim 1, wherein the obtaining of the P term compensation torque includes: and determining a P term compensation coefficient based on the rotation speed difference value of the current engine rotation speed and the rotation speed of the input shaft of the gearbox, and further multiplying the P term compensation coefficient and the absolute value of the rotation speed difference value to obtain P term compensation torque.
5. The hybrid vehicle type engine start clutch torque control method as defined in claim 1, wherein the obtaining of the I term compensation torque includes: and determining an I item compensation coefficient based on the rotation speed difference value of the current engine rotation speed and the rotation speed of the input shaft of the gearbox, and further multiplying the I item compensation coefficient by the absolute value of the rotation speed difference value and then carrying out PID integral operation to obtain I item compensation torque.
6. The hybrid vehicle type engine starting clutch torque control method according to claim 1, 4 or 5, characterized in that the clutch is controlled with a preset second rising gradient or a second falling gradient of the lock-up clutch torque obtained by the calculation.
7. The hybrid vehicle type engine start clutch torque control method according to any one of claims 1 to 5, wherein the condition of the feed-forward clutch torque permission output includes:
whether the even-numbered shaft gear position connected with the motor is a neutral gear or not;
whether the clutch connected with the odd shaft is in a separation state;
finally, comparing the clutch torque with a preset optimal torque, and judging whether the difference value of the clutch torque and the preset optimal torque is greater than or equal to zero;
when all of the three conditions are yes, it is determined that the feedforward clutch torque allowable output condition is satisfied.
8. The hybrid vehicle type engine start clutch torque control method according to any one of claims 1 to 5, characterized in that the condition of the lock-up clutch torque permission output includes:
whether the even-numbered shaft gear position connected with the motor is a neutral gear or not;
whether the clutch connected with the odd shaft is in a separation state;
when both of the above conditions are yes, it is determined that the lock-up clutch torque output permission condition is satisfied.
9. The hybrid vehicle type engine start clutch torque control method as defined in claim 7, wherein the preset value of the preferred torque is equal to or less than the preset value of the basic clutch torque.
10. The hybrid vehicle engine start clutch torque control method of claim 1 wherein entering an in-place engine start mode comprises entering via a mode button or automatically entering when battery power is low in the electric mode.
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| CN201911401685.XA CN111002971B (en) | 2019-12-30 | 2019-12-30 | Torque control method for starting clutch of engine of hybrid electric vehicle |
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| CN201911401685.XA CN111002971B (en) | 2019-12-30 | 2019-12-30 | Torque control method for starting clutch of engine of hybrid electric vehicle |
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| CN111002971B true CN111002971B (en) | 2021-02-19 |
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| WO2022094902A1 (en) * | 2020-11-06 | 2022-05-12 | 舍弗勒技术股份两合公司 | Engine cranking control method and device for hybrid vehicle |
| CN112606815B (en) * | 2020-12-07 | 2022-08-02 | 浙江吉利控股集团有限公司 | Method and device for determining motor reserve torque of hybrid vehicle and vehicle |
| CN113294456B (en) * | 2021-06-30 | 2023-01-20 | 潍柴动力股份有限公司 | Clutch engagement process adjusting method and control method of hybrid vehicle |
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| KR101371482B1 (en) * | 2012-11-23 | 2014-03-10 | 기아자동차주식회사 | System and method for learning delivery torque of engine clutch of hybrid electric vehicle |
| US9738265B2 (en) * | 2014-03-24 | 2017-08-22 | Ford Global Technologies, Llc | System and method for determining engine disconnect clutch torque |
| US9688268B2 (en) * | 2014-06-12 | 2017-06-27 | Ford Global Technologies, Llc | Method for controlling an electric machine in a vehicle with an engine disconnect clutch |
| US9463790B2 (en) * | 2014-07-31 | 2016-10-11 | Ford Global Technologies, Llc | Methods and system for starting an engine of a hybrid vehicle |
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| CN109204295B (en) * | 2017-06-30 | 2021-07-20 | 比亚迪股份有限公司 | Hybrid vehicle and engine starting control method and system thereof |
| CN108275141B (en) * | 2018-02-05 | 2020-04-28 | 安徽江淮汽车集团股份有限公司 | Control method for torque pre-control of hybrid double-clutch automatic gearbox |
| CN110103946B (en) * | 2019-04-18 | 2021-01-05 | 浙江吉利控股集团有限公司 | Hybrid electric vehicle engine starting control method and system |
| CN110103944B (en) * | 2019-04-18 | 2021-01-19 | 浙江吉利控股集团有限公司 | Engine starting method, device and equipment |
| CN110562238B (en) * | 2019-08-26 | 2021-03-02 | 海博瑞德（北京）汽车技术有限公司 | Automatic starting control method for engine of hybrid electric vehicle |
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