CN108382389B - Parallel hybrid electric vehicle engine starting method and system - Google Patents
Parallel hybrid electric vehicle engine starting method and system Download PDFInfo
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- CN108382389B CN108382389B CN201810157020.8A CN201810157020A CN108382389B CN 108382389 B CN108382389 B CN 108382389B CN 201810157020 A CN201810157020 A CN 201810157020A CN 108382389 B CN108382389 B CN 108382389B
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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
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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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
- B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
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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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/24—Energy storage means
- B60W2510/242—Energy storage means for electrical energy
- B60W2510/244—Charge state
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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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
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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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
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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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/16—Ratio selector position
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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
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0644—Engine speed
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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
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine 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
Abstract
The invention discloses a method and a system for starting an engine of a parallel hybrid electric vehicle, wherein the method comprises the steps of determining an expected engine torque value and an expected engine speed value according to the vehicle speed, gear and accelerator pedal states acquired in real time under a sliding working condition; when the expected engine torque value is greater than or equal to a preset torque threshold, controlling a driving motor to drive a transmission system and drag an engine; when the expected engine torque value is smaller than a preset torque threshold, acquiring a current SOC value; controlling a driving motor to drag the engine to different rotating speed values according to the relation between the SOC value and a preset electric quantity threshold; controlling the engine to ignite after detecting that the engine is dragged to a stable working condition; and controlling the output torque of the driving motor and the output torque of the engine to alternate to complete the starting of the engine. The invention meets the requirement of the hybrid vehicle on the accurate control of the starting of the engine in the process from sliding to accelerating, and ensures that the selection of the motor and the battery is relatively flexible and the lower development cost is realized.
Description
Technical Field
The invention relates to the field of hybrid electric vehicles, in particular to a method and a system for starting an engine of a parallel hybrid electric vehicle.
Background
The parallel hybrid electric vehicle has much attention because the parallel hybrid electric vehicle has little change to the transmission system of the traditional whole vehicle and has obvious oil-saving effect. The parallel hybrid power comprises a driving motor and a C0 clutch, and in order to maximize the fuel-saving capacity of the vehicle, after the vehicle speed is higher than a certain preset speed and in a coasting state, the engine is in a closed state, so that the fuel consumption is saved; however, this causes a problem that if the driver intends to drive the vehicle in an accelerated state at that time, it is difficult to satisfy the driver's vehicle speed demand by only depending on the drive motor of the hybrid vehicle, and therefore the parallel hybrid system must start the engine at that time and couple the torque output from the engine and the drive motor to satisfy the driver's vehicle speed demand.
The coupling control of the engine and the driving motor comprises the steps that firstly, a hybrid vehicle control unit (HCU) calculates the target rotating speed of the engine, then the HCU sends a command to the driving motor, the command is combined with a C0 clutch so that the driving motor drives the engine to the target rotating speed, then the HCU sends a command to an Engine Controller (ECU), the ECU controls the engine to ignite and start, and finally the HCU controls the engine and the motor to realize torque alternation. In the process, on one hand, the engine is switched from a flameout state to an ignition state, and the driving motor needs to directly drag the engine to a higher rotating speed point (target rotating speed) to start the running engine, so that the rotating speed overshoot amplitude is possibly too large, and the control is rough; on the other hand, the torque of the driving motor dragging the engine is large, and the residual battery capacity is a key index meeting the output of the driving motor, but the current parallel hybrid vehicle lacks the comprehensive consideration of the battery capacity in the control strategy of starting the engine in the process of sliding to the acceleration working condition, and usually a large driving motor and a large-capacity battery are selected to avoid the problem, so that the cost of the hybrid vehicle is increased.
Disclosure of Invention
The invention aims to provide a method and a system for starting an engine of a parallel hybrid electric vehicle, which realize more fine control on the starting of the engine in the process of the hybrid electric vehicle from sliding to accelerating.
The technical scheme adopted by the invention is as follows:
a parallel hybrid vehicle engine starting method comprises the following steps:
under the sliding working condition, acquiring the vehicle speed, the gear and the accelerator pedal state in real time;
determining an expected engine torque value and an expected engine speed value according to the vehicle speed, the gear and the accelerator pedal state;
when the expected engine torque value is greater than or equal to a preset torque threshold, controlling a driving motor to drive a whole vehicle transmission system and dragging an engine to the expected engine speed value;
when the expected engine torque value is smaller than a preset torque threshold, acquiring a current SOC value, if the current SOC value is larger than or equal to a preset electric quantity threshold, controlling a driving motor to drag the engine to the expected engine speed value, and if the current SOC value is smaller than the preset electric quantity threshold, controlling the driving motor to drag the engine to a preset engine speed calibration value;
controlling the engine to ignite after detecting that the engine is dragged to a stable working condition;
and controlling the output torque of the driving motor and the output torque of the engine to alternate to complete the starting of the engine.
Preferably, the controlling the output torque of the driving motor and the engine to alternate, and the performing the engine start includes:
raising the engine speed and attenuating the output torque of the driving motor;
and finishing the starting of the engine until the rotating speed of the engine reaches a preset target rotating speed value.
Preferably, the increasing the rotation speed of the engine and the attenuating the output torque of the driving motor includes:
firstly, increasing the rotating speed of an engine according to a preset first slope;
then, the engine is enabled to increase the rotating speed according to a preset second slope, wherein the second slope is smaller than the first slope;
the output torque of the driving motor is controlled to be rapidly attenuated in cooperation with the first slope and the second slope.
Preferably, the detecting that the engine is being towed to the steady state condition includes:
detecting the angular acceleration of a crankshaft of the engine and the rotating speed of the engine;
and when the angular acceleration has an inflection point and the rotating speed of the engine is stable, determining that the engine is dragged to a stable working condition.
Preferably, the method further comprises the following steps: and calibrating an engine rotating speed calibration value related to the SOC value in advance according to the SOC value and the expected engine torque value.
Preferably, the controlling the driving motor to drag the engine includes:
acquiring water temperature and altitude of an engine;
calculating the friction torque of the engine according to the water temperature of the engine and the altitude;
calculating the output torque of the driving motor according to the friction torque, the pumping resistance and the inertia torque;
and controlling the driving motor to drag the engine according to the output torque of the driving motor.
Preferably, the attenuating the output torque of the driving motor includes: and controlling the output torque attenuation of the driving motor through a PID algorithm.
A parallel hybrid vehicle engine starting system, comprising:
the system comprises an acquisition module, a control module and a control module, wherein the acquisition module is used for acquiring the vehicle speed, the gear and the state of an accelerator pedal in real time under the sliding working condition;
the calculation module is used for determining an expected engine torque value and an expected engine speed value according to the vehicle speed, the gear and the accelerator pedal state;
the driving motor control module is used for controlling the driving motor to drive the whole vehicle transmission system and drag the engine to the engine rotating speed expected value when the engine torque expected value is larger than or equal to a preset torque threshold;
the electric quantity acquisition module is used for acquiring a current SOC value when the expected engine torque value is smaller than a preset torque threshold;
the driving motor control module is also used for controlling the driving motor to drag the engine to the expected engine speed value when the current SOC value is greater than or equal to the preset electric quantity threshold; when the current SOC value is smaller than a preset electric quantity threshold, controlling a driving motor to drag the engine to a preset engine rotating speed calibration value;
the engine control module is used for controlling the ignition of the engine after the engine is detected to be dragged to a stable working condition;
and the output torque alternation module is used for controlling the output torque alternation of the driving motor and the engine to finish the starting of the engine.
Preferably, the output torque alternation module comprises:
a rotation speed increasing unit for increasing the rotation speed of the engine;
a torque attenuation unit for attenuating an output torque of the driving motor.
Preferably, the output torque alternation module further comprises: a PID unit;
the torque attenuation unit also controls the output torque attenuation of the driving motor through the PID unit.
The invention provides a dynamic control engine starting strategy according to the electric quantity of a battery and the torque expected by a driver, aiming at different working conditions of the torque expected by the driver and the electric quantity, the detailed control of the rotating speed of an engine is realized, so that the requirement of accurate control on the starting of the engine in the process from sliding to accelerating of a hybrid vehicle is met, the type selection of the dragging capacity of a motor and the capacity of the battery is relatively flexible, and the lower development cost is realized;
furthermore, the working condition point of engine intervention is identified by the change of crankshaft angular acceleration, so that the torque alternation is smoothly carried out, and the overshoot is avoided.
Drawings
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be further described with reference to the accompanying drawings, in which:
FIG. 1 is a flowchart of a method for starting an engine of a parallel hybrid electric vehicle according to an embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative only and should not be construed as limiting the invention.
The invention provides a parallel hybrid electric vehicle engine starting method, as shown in a flow chart of figure 1, the method comprises the following steps:
and step S1, acquiring the vehicle speed, the gear and the accelerator pedal state in real time under the sliding working condition.
And step S2, determining an expected engine torque value and an expected engine speed value according to the vehicle speed, the gear and the accelerator pedal state.
The expected engine torque value and the expected engine speed value are expected values of the engine output torque and the engine speed generated by the change (the need of acceleration) of the driving intention of the driver in the vehicle coasting process, the expected values are represented by the change of the pedal state after the driver steps on an accelerator pedal, and a method for calculating the two expected values according to the vehicle speed, the gear and the pedal opening belongs to the prior art and is not described herein again.
And step S3, judging the relation between the expected engine torque value and a preset torque threshold.
Specifically, when the desired engine torque value is greater than or equal to a preset torque threshold (e.g., 200Nm), which indicates that the first task is to meet the driver' S demand for rapid acceleration, considering that the torque response of the motor is fast, step S4 may be executed to control the driving motor to drive the entire vehicle transmission system and drag the engine to the desired engine speed value, i.e., the output torque of the driving motor is divided into two uses, one is used to drive the driving belt to accelerate the vehicle, and the other is used to drag the engine for subsequent coupling, by a conventional torque distribution strategy; when the expected engine torque value is less than 200Nm, which indicates a non-emergency acceleration condition, the electric quantity data may be taken into reference, and step S5 is executed to obtain the current SOC value. It should be noted that, as will be understood by those skilled in the art, to implement the aforementioned rapid acceleration condition, the battery power is necessarily in a condition that satisfies the torque distribution of the driving motor, that is, the SOC is not considered in detail, and the following is directed to a detailed processing manner for different SOC values under the non-specific acceleration condition.
And step S6, judging the relation between the current SOC value and the preset electric quantity.
Specifically, if the current SOC value is greater than or equal to the preset electric quantity threshold (for example, 35%), which indicates that the electric quantity is sufficient to meet the requirement of the driving motor for driving the engine, step S7 is executed to control the driving motor to drive the engine to the calculated expected engine speed value; if the current SOC value is smaller than the preset electric quantity threshold, it is indicated that the electric quantity may have a risk of insufficient capacity for the driving motor to drag the engine, and therefore step S8 is executed to control the driving motor to drag the engine to the preset engine speed calibration value, obviously, for the driving motor, the engine speed calibration value is referred to herein to enable the driving motor to meet the requirement of gradually dragging the engine when the electric quantity is low, rather than directly enabling the driving motor to drag the engine according to a higher rotation speed point (the engine speed expected value obtained by the foregoing calculation); in another embodiment of the present invention, the engine speed calibration value may be obtained by calibrating the engine speed calibration value related to the SOC value in advance through a bench test, combining the SOC value and the expected value of the engine torque at the time of the driver's acceleration, wherein the calibration process is a conventional manner, and the result may also be represented by a conventional MAP table or curve, which is not limited by the present invention.
And step S9, no matter which dragging target is adopted, the engine is controlled to ignite as long as the engine is detected to be dragged to the stable working condition.
It should be further explained here that, in another embodiment of the present invention, no matter what rotation speed is adopted as the final control target, the manner of dragging the engine with respect to the driving motor may be as follows: the friction torque of the engine is calculated according to the obtained water temperature and the altitude of the engine, the torque required to be output by the driving motor is calculated by combining the pumping resistance and the inertia moment of an actual vehicle, and finally the driving motor is controlled to drag the engine according to the output torque of the driving motor. The key point of this phase is to make the engine from stationary to moving and stable, and finally to be dragged to the aforementioned target speeds, but in the process, it can be considered to control the ignition of the engine to make it operate autonomously once the engine is dragged to a stable condition. The process thus includes two situations, one is to directly drag the engine to the target speed and then ignite, and the other is to control ignition to make the engine and the driving motor act together to reach the target speed if the driving motor has not dragged the engine to the target speed but the engine has been dragged to be stable. In addition, the present invention provides in another embodiment a method of determining a stable condition as follows: detecting the angular acceleration of a crankshaft of the engine and the rotating speed of the engine; and when the angular acceleration has an inflection point and the rotating speed of the engine is stable, determining that the engine is dragged to a stable working condition. The angular acceleration of the crankshaft has an inflection point, namely the driving motor overcomes the resistance moment of the engine, the operation of the engine from rest to motion is completed, a torque switching working condition point is reached, if the fluctuation of the engine speed is detected (simultaneously or after delay) to be within an allowable calibration range, the engine is judged to be dragged to a stable working condition, and the engine can be ignited according to the ignition angle efficiency and the air-fuel ratio efficiency.
After ignition, step S10 is executed to control the output torque of the driving motor and the engine and to alternate so as to complete the engine start.
The step is that the ignited engine and the driving motor are in transmission transition and are coupled to realize the control of the vehicle speed. Specifically, the engine may be increased in speed and the output torque of the driving motor may be attenuated in an alternating process until the engine speed is able to autonomously reach the predetermined target speed value, thereby completing the engine start, and at this time, the driving motor is converted into electricity and coupled with the autonomously operating engine to jointly drive the power train. The predetermined target rotational speed here refers to the aforementioned engine rotational speed desired value obtained by calculation or the engine rotational speed calibration value obtained by calibration in advance.
Regarding controlling the output torque of the drive motor and the engine and performing the alternation, in the concrete operation, the following stepwise expression may be adopted: firstly, increasing the rotating speed of an engine according to a preset first slope; and then the engine is enabled to increase the rotating speed according to a preset second slope, wherein the second slope is smaller than the first slope, and in the process, the output torque of the driving motor is controlled to be matched with the first slope and the second slope so as to realize rapid attenuation. The control of the stage is mainly to ensure that the engine raises the rotating speed according to the preset gradient and the driving motor is withdrawn from the dragging action, therefore, the invention adopts the idea of the combined torque control of the driving motor and the engine, takes the ascending gradient of the engine as the main control target, adjusts the output torque of the driving motor in real time, and cooperates with the output of the engine to jointly realize the target of quickly switching the role of the engine (to be the leading role); in addition, in order to ensure the stable transition of the rotating speed of the engine, two different lifting gradients are designed, and the speed increasing process is changed from fast to slow so as to ensure that the phenomenon of overshoot does not occur when the rotating speed of the engine approaches a target, thereby ensuring the smooth and stable starting process of the engine.
Further, at this stage, because the combustion of the engine is not stable, the torque regulation control difficulty of the driving motor is high, so that the invention provides a method for accurately calibrating the control parameters through a PID algorithm in another embodiment, and the requirement for controlling the output torque attenuation of the driving motor can be met.
Based on the above embodiments and preferred schemes of the flow, the invention also provides a parallel hybrid electric vehicle engine starting system, which comprises:
the system comprises an acquisition module, a control module and a control module, wherein the acquisition module is used for acquiring the vehicle speed, the gear and the state of an accelerator pedal in real time under the sliding working condition;
the calculation module is used for determining an expected engine torque value and an expected engine speed value according to the vehicle speed, the gear and the accelerator pedal state;
the driving motor control module is used for controlling the driving motor to drive the whole vehicle transmission system and drag the engine to the engine rotating speed expected value when the engine torque expected value is larger than or equal to a preset torque threshold;
the electric quantity acquisition module is used for acquiring a current SOC value when the expected engine torque value is smaller than a preset torque threshold;
the driving motor control module is also used for controlling the driving motor to drag the engine to the expected engine speed value when the current SOC value is greater than or equal to the preset electric quantity threshold; when the current SOC value is smaller than a preset electric quantity threshold, controlling a driving motor to drag the engine to a preset engine rotating speed calibration value;
the engine control module is used for controlling the ignition of the engine after the engine is detected to be dragged to a stable working condition;
and the output torque alternation module is used for controlling the output torque alternation of the driving motor and the engine to finish the starting of the engine. Specifically, the output torque alternation module may include: a rotation speed raising unit for raising a rotation speed of the engine; and a torque attenuation unit for attenuating an output torque of the driving motor.
Further, the output torque alternation module may further include: a PID unit; the torque attenuation unit also controls the output torque attenuation of the driving motor through the PID unit.
Finally it is noted that the above-described system embodiments of the invention may be implemented in hardware, or in software modules running on one or more processors, or in a combination thereof. The modules or units or components in the embodiments may be combined into one module or unit or component, and furthermore, they may be divided into a plurality of sub-modules or sub-units or sub-components, and the like.
The structure, features and effects of the present invention have been described in detail with reference to the embodiments shown in the drawings, but the above embodiments are merely preferred embodiments of the present invention, and it should be understood that technical features related to the above embodiments and preferred modes thereof can be reasonably combined and configured into various equivalent schemes by those skilled in the art without departing from and changing the design idea and technical effects of the present invention; therefore, the invention is not limited to the embodiments shown in the drawings, and all the modifications and equivalent embodiments that can be made according to the idea of the invention are within the scope of the invention as long as they are not beyond the spirit of the description and the drawings.
Claims (10)
1. A parallel hybrid vehicle engine starting method is characterized by comprising the following steps:
under the sliding working condition, acquiring the vehicle speed, the gear and the accelerator pedal state in real time;
determining an expected engine torque value and an expected engine speed value according to the vehicle speed, the gear and the accelerator pedal state;
when the expected engine torque value is greater than or equal to a preset torque threshold, controlling a driving motor to drive a whole vehicle transmission system and dragging an engine to the expected engine speed value;
when the expected engine torque value is smaller than a preset torque threshold, acquiring a current SOC value, if the current SOC value is larger than or equal to a preset electric quantity threshold, controlling a driving motor to drag the engine to the expected engine speed value, and if the current SOC value is smaller than the preset electric quantity threshold, controlling the driving motor to drag the engine to a preset engine speed calibration value;
controlling the engine to ignite after detecting that the engine is dragged to a stable working condition;
and controlling the output torque of the driving motor and the output torque of the engine to alternate to complete the starting of the engine.
2. The starting method of claim 1, wherein controlling the drive motor and the output torque of the engine to alternate, completing the engine start comprises:
raising the engine speed and attenuating the output torque of the driving motor;
and finishing the starting of the engine until the rotating speed of the engine reaches a preset target rotating speed value.
3. The starting method of claim 2, wherein said causing the engine to increase in speed and the output torque of the drive motor to decay comprises:
firstly, increasing the rotating speed of an engine according to a preset first slope;
then, the engine is enabled to increase the rotating speed according to a preset second slope, wherein the second slope is smaller than the first slope;
the output torque of the driving motor is controlled to be rapidly attenuated in cooperation with the first slope and the second slope.
4. The starting method of claim 1, wherein said detecting that the engine is motoring to a steady state condition comprises:
detecting the angular acceleration of a crankshaft of the engine and the rotating speed of the engine;
and when the angular acceleration has an inflection point and the rotating speed of the engine is stable, determining that the engine is dragged to a stable working condition.
5. The starting method according to any one of claims 1 to 4, further comprising: and calibrating an engine rotating speed calibration value related to the SOC value in advance according to the SOC value and the expected engine torque value.
6. The starting method according to any one of claims 1 to 4, wherein the controlling the driving motor to drive the engine comprises:
acquiring water temperature and altitude of an engine;
calculating the friction torque of the engine according to the water temperature of the engine and the altitude;
calculating the output torque of the driving motor according to the friction torque, the pumping resistance and the inertia torque;
and controlling the driving motor to drag the engine according to the output torque of the driving motor.
7. The starting method according to claim 2 or 3, wherein said attenuating the output torque of the drive motor includes: and controlling the output torque attenuation of the driving motor through a PID algorithm.
8. A parallel hybrid vehicle engine starting system, comprising:
the system comprises an acquisition module, a control module and a control module, wherein the acquisition module is used for acquiring the vehicle speed, the gear and the state of an accelerator pedal in real time under the sliding working condition;
the calculation module is used for determining an expected engine torque value and an expected engine speed value according to the vehicle speed, the gear and the accelerator pedal state;
the driving motor control module is used for controlling the driving motor to drive the whole vehicle transmission system and drag the engine to the engine rotating speed expected value when the engine torque expected value is larger than or equal to a preset torque threshold;
the electric quantity acquisition module is used for acquiring a current SOC value when the expected engine torque value is smaller than a preset torque threshold;
the driving motor control module is also used for controlling the driving motor to drag the engine to the expected engine speed value when the current SOC value is greater than or equal to the preset electric quantity threshold; when the current SOC value is smaller than a preset electric quantity threshold, controlling a driving motor to drag the engine to a preset engine rotating speed calibration value;
the engine control module is used for controlling the ignition of the engine after the engine is detected to be dragged to a stable working condition;
and the output torque alternation module is used for controlling the output torque alternation of the driving motor and the engine to finish the starting of the engine.
9. The starting system of claim 8, wherein the output torque alternating module comprises:
a rotation speed increasing unit for increasing the rotation speed of the engine;
a torque attenuation unit for attenuating an output torque of the driving motor.
10. The starting system of claim 9, wherein the output torque alternation module further comprises: a PID unit;
the torque attenuation unit also controls the output torque attenuation of the driving motor through the PID unit.
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| CN201810157020.8A CN108382389B (en) | 2018-02-23 | 2018-02-23 | Parallel hybrid electric vehicle engine starting method and system |
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| CN201810157020.8A CN108382389B (en) | 2018-02-23 | 2018-02-23 | Parallel hybrid electric vehicle engine starting method and system |
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| CN108382389B true CN108382389B (en) | 2020-01-14 |
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| CN109611546B (en) * | 2019-01-24 | 2021-05-25 | 浙江吉利汽车研究院有限公司 | Impact management system and method for vehicle power transmission system |
| CN110281907B (en) * | 2019-06-28 | 2021-06-29 | 浙江吉利控股集团有限公司 | Power switching method and device of range extender and terminal |
| CN112297870B (en) * | 2019-07-30 | 2023-03-14 | 比亚迪股份有限公司 | Vehicle and control method and device thereof |
| CN112721905B (en) * | 2021-01-07 | 2022-04-08 | 浙江吉利控股集团有限公司 | Starting method and device of engine in dual-motor hybrid power system and vehicle |
| CN113276824B (en) * | 2021-05-24 | 2022-10-04 | 联合汽车电子有限公司 | Engine starting method, system and storage medium for hybrid vehicle |
| CN115263573A (en) * | 2022-06-28 | 2022-11-01 | 东风汽车集团股份有限公司 | Compression ignition engine control method and related equipment |
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