CN110562238B - Automatic starting control method for engine of hybrid electric vehicle - Google Patents

Automatic starting control method for engine of hybrid electric vehicle Download PDF

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Publication number
CN110562238B
CN110562238B CN201910787965.2A CN201910787965A CN110562238B CN 110562238 B CN110562238 B CN 110562238B CN 201910787965 A CN201910787965 A CN 201910787965A CN 110562238 B CN110562238 B CN 110562238B
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engine
torque
motor
control system
clutch
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CN110562238A (en
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陈超
张路
李晓林
刘丽靖
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HIBORIDD (BEIJING) AUTOMOBILE TECHNOLOGY CO LTD
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HIBORIDD (BEIJING) AUTOMOBILE TECHNOLOGY CO LTD
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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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18063—Creeping
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0803—Circuits or control means specially adapted for starting of engines characterised by means for initiating engine start or stop
    • 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
    • B60W2510/02—Clutches
    • B60W2510/0275—Clutch torque
    • 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
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • 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
    • B60W2510/08—Electric propulsion units
    • B60W2510/081—Speed
    • 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
    • B60W2510/10—Change speed gearings
    • B60W2510/1015—Input shaft speed, e.g. turbine speed
    • 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
    • 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
    • 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
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • 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)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

The invention discloses an automatic starting control method of a hybrid electric vehicle engine, which comprises the following steps of S1: when t1 is more than t and less than t2, the control system does not receive a brake or accelerator signal, the automobile is driven by the motor alone, and S2: when t is more than or equal to t2 and less than or equal to t3, the driver steps on the accelerator, the control system receives a signal that the accelerator is stepped on and then controls the clutch to move from an open state to a creep point, the clutch torque Tc (t) is increased to drag the engine to start, meanwhile, the control system controls the output torque Tm (t) of the motor to be increased, the actual torque Ts (t) is kept unchanged, and the control system adjusts the rotating speed of the engine to the starting rotating speed vq(ii) a S3: when t is more than t3 and less than or equal to t4, the clutch is closed from a creeping point, the actual torque Ts (t) of the automobile is kept unchanged, and the control system simultaneously sends out an instruction for adjusting the rotating speed of the engine to enable the rotating speed increase rate of the engine to be consistent with the vehicle speed increase rate. The hybrid electric vehicle finishes the automatic starting control of the engine, and the starting process is stable and quick.

Description

Automatic starting control method for engine of hybrid electric vehicle
Technical Field
The invention belongs to the technical field of electric and hybrid vehicles, and particularly relates to an automatic starting control method for an engine of a hybrid vehicle.
Background
The hybrid electric vehicle is driven by an engine and/or a motor, and is distinguished by different numerical codes according to different positions of a driving motor in a hybrid power transmission system, wherein the driving motor is respectively a P0, a P1, a P2, a P3 and a P4 configuration hybrid power system, and the motors in all configurations are respectively a P0 motor, a P1 motor, a P2 motor, a P3 motor and a P4 motor. The P2 motor is placed in front of the transmission input shaft, behind the engine-connected clutch, and the P3 motor is placed behind the transmission output shaft. The mode of the P2 motor and engine jointly driving the automobile is a P2 hybrid mode, and the mode of the P3 motor and engine jointly driving the automobile is a P3 hybrid mode.
The current driving logic of the hybrid automobile is as follows: when the driver demand torque is larger than the maximum torque which can be provided by the motor, the participation of the engine is needed, and the engine or the engine and the motor jointly bear the torque of the automobile. However, the driving of the automobile is a continuous process, and the driver cannot subjectively and accurately judge when to start the engine, and the automatic starting of the engine needs to be realized during the driving process. In addition, the starting process of the engine should be smooth and not stuck due to the requirement of comfort for driving. The existing engine has long automatic starting time and is not smooth, obvious power interruption exists in the driving process, the integral acceleration performance is influenced, and the power delay time is longer.
Disclosure of Invention
Aiming at the problems in the prior art, the invention provides an automatic starting control method for an engine of a hybrid electric vehicle, the hybrid electric vehicle can finish the automatic starting control of the engine under the condition of low speed or stopping when in pure electric driving, the starting process is stable, and the comfort of a driver is improved; the control system distributes the engine demand torque and the motor demand torque according to the driver demand torque so that the motor and the engine operate in a high-efficiency region.
In order to achieve the purpose, the invention adopts the technical scheme that:
the automatic starting control method of the engine of the hybrid electric vehicle is characterized in that any time is t, the output torque of the engine at the time t is Te (t), the output torque of a motor is Tm (t), the actual torque is Ts (t), and the clutch torque Tc (t), wherein the actual torque Ts (t) refers to the torque required by the operation of the vehicle at the time t, and the automatic starting control of the engine comprises the following steps:
s1: when t1 is more than t and less than t2, the control system does not receive a brake or accelerator signal, the automobile is driven by the motor alone, the control system controls the output torque of the motor to be Tm (t) rise, the automobile speed rises, the highest speed rise is the set creep speed, and the output torque of the motor is Tm (t) and is the highest torque r required by creep;
s2: when t is more than or equal to t2 and less than or equal to t3, the driver steps on the accelerator, the control system receives a signal that the accelerator is stepped on and then controls the clutch to move from an open state to a creep point, the clutch torque Tc (t) is increased to drag and start the engine, meanwhile, the control system controls the output torque Tm (t) of the motor to be increased, the actual torque Ts (t) is kept unchanged, and the control system sends an instruction for adjusting the rotating speed of the engine to adjust the rotating speed of the engine to a starting rotating speed vq；
S3: when t is more than t3 and is less than or equal to t4, the clutch is closed from a creeping point, the control system controls the output torque of the motor Tm (t) to be reduced, the output torque of the engine Te (t) to be increased, the actual torque Ts (t) of the automobile is kept unchanged, and the control system simultaneously sends an instruction for adjusting the rotating speed of the engine to ensure that the rotating speed v of the engine is enabled to bef(t) rate of increase and vehicle speed vf(t) the growth rates are consistent and the engine start is complete.
In step S1, the vehicle speed is kept unchanged after reaching the set creep vehicle speed, the motor output torque tm (t) is kept unchanged after reaching the creep required torque r, and the motor output torque tm (t) reaches the creep required torque r when the vehicle speed reaches the set creep vehicle speed.
In step S1, the clutch is kept open.
Before the time t1, the automobile is in a working condition that the driver steps on the brake and releases the accelerator under the condition that the automobile speed is low or the automobile is stopped, the engine is in a stop working condition, and the clutch is in an open state.
At the time t1, the driver releases the brake, and the control system receives the signal of brake release and then controls the output torque Tm (t) of the motor to rise and the vehicle speed to rise.
In S1, ts (t) is tm (t); te (t) ═ tc (t) ═ 0.
In S2, vq＝vin+ x, wherein:
x is an approved correction value;
vinthe rotating speed of the input shaft of the gearbox at the moment of reverse dragging;
definition of anti-drag time: when the control system first detects the engine speed vf(t) the time of growth is maintained for 20ms in succession.
At S2, the following parameters are satisfied:
Ts(t)+Tc(t)＝Tm(t)，
Ts(t)≤r，Tc(t2)＝0，
Tc(t3)＝Te(t3)＝a，
where a is an engine starting torque for starting the engine.
In S2, when the driver steps on the accelerator at the time of t2, the control system controls the clutch to start to close at the time of t2 'after receiving an accelerator signal, wherein the clutch is closed to a creep point position at the time of t2 < t 2' < t3, and the engine is started by the reverse dragging of the clutch at the time of t 3.
In S3, Ts (t) (tm) (t) + te (t) (t 2).
When the automobile is started successfully and normally, the output torque Te (t) of the engine reaches the required torque b of the engine, and the output torque Tm (t) of the motor reaches the required torque d of the motor, wherein the required torque b of the engine and the required torque d of the motor respectively refer to the torque born by the engine and the torque born by the motor when the automobile is stably operated under the condition that an accelerator signal is unchanged.
The engine required torque b and the motor required torque d are values of the driver required torque distribution transmitted by the control system according to the throttle signal.
The gear shifting of the automobile gearbox can not be carried out in the automatic starting process of the engine.
Compared with the prior art, the invention has the beneficial effects that: the hybrid electric vehicle can complete the automatic starting control of the engine under the condition of low speed or stopping when in pure electric driving; when the torque demand transmitted by the accelerator is larger than the maximum torque which can be provided by the actual motor, the control system of the automobile automatically starts the engine; the engine is driven by a clutch to realize starting, and the clutch is driven by a motor; the rotating speed of the input shaft of the gearbox is calculated in the clutch closing process, so that the rotating speed of an engine is regulated to a starting rotating speed related to the rotating speed of the input shaft of the gearbox in the clutch closing process, the clutch closing process can be accelerated, the power interruption time is shortened, meanwhile, the actual torque of the automobile is unchanged in the starting process, the requirement of the automobile on starting smoothness is met, the power smoothness of automatic starting and stopping is optimized, and the power performance is considered; after the engine is successfully started, the control system distributes the engine required torque and the motor required torque according to the driver required torque so that the motor and the engine can operate in a high-efficiency area.
Drawings
FIG. 1 is a schematic diagram of one embodiment of the present invention.
Detailed Description
The following describes the automatic starting control method of the engine of the hybrid electric vehicle in detail and completely with reference to the embodiments. The following examples are illustrative only and are not to be construed as limiting the invention.
An automatic starting control method for an engine of a hybrid electric vehicle is used for the hybrid electric vehicle, the engine is started through a motor, and after the engine is started, the engine participates in driving the vehicle.
The automobile comprises an engine, a motor, a clutch, a gear transmission mechanism, a mode transmission mechanism, a gearbox input shaft and a gearbox output shaft, wherein the engine is connected with the gearbox input shaft through the clutch, the gearbox output shaft is connected with a differential mechanism of the automobile, the gearbox input shaft and the gearbox output shaft are connected through the gear transmission mechanism, namely, the engine is sequentially connected with the clutch, the gearbox input shaft, the gear transmission mechanism and the gearbox output shaft to transmit and drive to the differential mechanism. The mode transmission mechanism comprises an N gear, a P2 gear and a P3 gear, wherein the P2 gear is respectively connected with the motor and the input shaft of the gearbox to enable the motor to form a P2 motor, the P3 gear is respectively connected with the motor and the output shaft of the gearbox to enable the motor to form a P3 motor, namely, the motor sequentially passes through the P2 gear, the input shaft of the gearbox, the gear transmission mechanism and the output shaft of the gearbox to transmit drive to the differential; or the motor transmits a driving differential through the P3 gear and the output shaft of the gearbox. When the motor is connected with the N gear, the drive of the motor cannot be transmitted to the input shaft of the gearbox and the output shaft of the gearbox.
The hybrid electric vehicle may be driven by an engine and/or a motor, and when the hybrid electric vehicle is driven by the engine only, the engine is in a conventional pure oil mode, and the engine transmits drive to an output shaft of a gearbox through a gear transmission mechanism, and the gear transmission mechanism comprises a plurality of switchable forward gears and a reverse gear, which is well known to those skilled in the art and will not be described herein again. In the pure electric mode driven by the motor, the motor directly drives the automobile, the clutch is opened, and the engine does not work. The pure electric mode comprises a P2 pure electric mode and a P3 pure electric mode, the P2 motor is driven in the P2 pure electric mode, and the P2 motor is transmitted and driven to the output shaft through the gear transmission mechanism; in the P3 pure electric mode, the P3 motor is connected with and drives the output shaft. The hybrid driving modes driven by the engine and the motor simultaneously comprise a P3 hybrid mode and a P2 hybrid mode, the P3 hybrid mode is an operation mode of the automobile driven by the engine and the P3 motor together, and the P2 hybrid mode is an operation mode of the automobile driven by the engine and the P2 motor together.
The automobile is provided with a control system, the control system comprises a controller HTCU, and when an accelerator signal or a brake signal of the automobile changes, the HTCU controls an engine and/or a motor and/or a clutch according to received data signals.
For the hybrid vehicle, when a driver steps on an accelerator and the control system judges that the required torque transmitted by the accelerator is greater than the maximum torque which can be provided by the current actual motor, the control system controls the engine to automatically start, and the specific process is as follows:
let any time be t, the engine output torque at time t be Te (t), the motor output torque be Tm (t), the actual torque be Ts (t), the clutch torque Tc (t), the actual vehicle speed v (t), the engine speed v (t)f(t) of (d). The actual torque ts (t) is the actual torque of the vehicle at time t, in other words, the actual torque ts (t) is the torque required to maintain the vehicle running at time t. The actual torque ts (t) is provided by the electric machine and/or the engine. The automatic engine starting control method comprises the following steps:
step S1: when t1 is larger than t and smaller than t2, the control system does not receive a brake or accelerator signal, the automobile is driven by the motor alone, the clutch is kept open, the control system controls the output torque of the motor to be Tm (t) to rise, the automobile speed rises, the highest speed rises to be the set creep speed, and the output torque of the motor is Tm (t) to rise to the creep required torque r.
Before the time t1, the automobile is in a working condition that the driver steps on the brake and releases the accelerator under the condition that the automobile speed is low or the automobile is stopped, the engine is in a stop working condition, and the clutch is in an open state.
At the time of t1, the driver releases the brake, the control system receives the signal of brake release and then controls the output torque of the motor to rise from Tm (t1), preferably Tm (t1) is 3Nm, the speed of the vehicle rises, and the speed of the vehicle is controlled to rise to the maximum set crawling vehicle speed, and the set crawling vehicle speed is set according to the specific setting of the vehicle, namely 14 km/h-16 km/h in the application. After the creep vehicle speed is set to be known, the creep required torque r can be obtained, the vehicle speed is related to the motor torque, and the relationship between the vehicle speed and the motor torque is a technology known by those skilled in the art and is not described herein again.
In the step, the brake is released, the accelerator is not stepped on, the automobile works in a crawling mode, the output torque Tm (t) of the motor is gradually increased, the speed of the automobile is gradually increased, the output torque Tm (t) of the motor stops increasing when the speed of the automobile reaches the set crawling speed and keeps unchanged, at the moment, the output torque Tm (t) of the motor is the crawling demand torque r, and then the speed of the automobile is kept unchanged. The creep speed is set according to the creep speed requirement, wherein r is a constant, the creep speed requirement torque r has different values for vehicles of different models and displacement, and the creep speed requirement torque r is related to the set creep speed for the same vehicle, namely when the load is constant. Wherein ts (t) tm (t); te (t) ═ tc (t) ═ 0.
Step S2: t2 is not less than t 3: the driver steps on the accelerator, the control system receives a signal of stepping on the accelerator and then controls the clutch to move from an open state to a creeping point, the torque Tc (t) of the clutch is increased to drag and start the engine, meanwhile, the control system controls the output torque Tm (t) of the motor to be increased, the actual torque is Ts (t) and is kept unchanged, and the control system sends out a speed regulation instruction for controlling the rotating speed of the engine to adjust the rotating speed of the engine to a starting rotating speed vq. In this step, the actual torque of the vehicle remains unchanged, and is Ts (t2) or Ts (t 3).
In the step, when the driver steps on the accelerator at the time t2, the control system sends a command to control the clutch to start to close at the time t2 'after receiving an accelerator signal, wherein t2 is more than t 2' < t 3; at time t3, the clutch is closed to the creep position, at which time the engine is started by reverse drag of the clutch. In the process, the motor bears two parts of torque, namely the torque of the clutch and the actual torque. In other words, the clutch torque tc (t) in this step is not used for driving the vehicle, but for starting the engine.
It should be noted that, because the driver has randomness in stepping on the accelerator, the actual torque Ts (t2) and the vehicle speed at time t2 are not fixed values, in other words, at time t2, the vehicle speed has two conditions: a. less than the set creep vehicle speed, b, equal to the set creep vehicle speed, and correspondingly, at time t2, the actual torque is ts (t) in two cases: less than or equal to the creep demand torque r.
In this step, the control system simultaneously controls at least three of the following: (1) the clutch is controlled to be closed from the open state to the creeping point. (2) The clutch torque tc (t) is controlled to gradually increase to the engine starting torque a, dragging and starting the engine. (3) And adjusting the rotating speed of the engine to the starting rotating speed to prepare for smooth and quick connection of the engine and the input shaft of the gearbox.
The three parts are carried out simultaneously, so that the closing process of the clutch is accelerated, and the starting time of the engine is shortened.
In this step, the control system controls the engine speed to increase to a starting speed vq，vq＝vin+ x, wherein:
vqis a maximum value during the starting process;
x is an examined correction value, is a parameter well known to those skilled in the art, and has a value range commonly used by those skilled in the art, preferably, the value is-400;
vinthe rotating speed of the input shaft of the gearbox at the moment of reverse dragging;
definition of anti-drag time: when the control system first detects the engine speed vf(t) the time of growth is maintained for 20ms in succession. In other words, dv for 20ms in successionf(t)/dt>0, at which time the control system controls the clutch to begin closing the anti-drag engine for starting.
The rotating speed of the input shaft of the gearbox is obtained by calculation according to the rotating speed of the motor, and the rotating speed of the input shaft of the gearbox is equal to the rotating speed of the motor divided by the gear ratio from the motor to the input shaft.
In this step, the control system controls the clutch torque tc (t) to gradually increase, the motor output torque tm (t) to gradually increase, and:
Ts(t)+Tc(t)＝Tm(t)，
Ts(t2)≤r，Tc(t2)＝0，
Tc(t3)＝Te(t3)＝a。
where a is engine starting torque, i.e., torque required to start the engine, which is a constant. The value of the engine starting torque a is proportional to the throttle opening (depth): the greater the accelerator opening degree by which the driver steps on, the greater the required engine starting torque a. Since the accelerator opening reflects the driver required torque, the greater the accelerator opening, the greater the driver required torque, the greater the required acceleration of the vehicle, i.e., the higher the required engine starting rotational speed, and the engine rotational speed reaches the above starting rotational speed when the clutch is closed, the greater the required starting torque a is naturally.
The respective torques in step S2 are now analyzed:
1) clutch torque Tc (t)
The clutch torque Tc (t) can be analyzed in two stages, wherein the first stage is that the clutch receives an engine starting command to the back-dragging moment, the idle stroke of the clutch is eliminated, the clutch does not start back-dragging of the engine, and the clutch torque Tc (t) is 0; the second phase is the reverse drag time until the clutch closes to creep point, at which stage the clutch torque tc (t) is greater than 0.
The clutch torque tc (t) value at the second stage t is determined by: according to the first detection of the engine speed v by the control systemf(t) keeping two parameters of the accelerator opening and the engine speed at the increasing moment within 20ms continuously, and searching a clutch torque two-dimensional table. The two-dimensional clutch torque table is a lookup table LUT, two coordinates of the two-dimensional clutch torque table are respectively accelerator opening and engine speed, the control system can input the detected accelerator opening and real-time engine speed of the automobile into MATLAB, and the input accelerator opening digital signal and each continuous engine speed can be corresponded to the two-dimensional table through MATLAB operationThe determined abscissa and ordinate, and thereby obtaining a value of clutch torque. It should be noted that the engine speed in the two-dimensional table is a discrete value, and the real-time engine speed received in the MATLAB is most likely not to fall within the discrete value, for this case, non-overlapping engine speed interval ranges may be designed in advance, and the MATLAB corresponds the engine speed in each interval range to a discrete value in the two-dimensional table. The technical solution of looking up the LUT by MATLAB is well known in the art and will not be described herein.
2) The output torque of the motor is Tm (t)
the method for determining the value of the output torque Tm (t) of the motor at the time t comprises the following steps: tm (t) k · tw (t), wherein:
k: the accelerator coefficient is determined according to the accelerator opening at the time t and the motor rotating speed, which are parameters well known to those skilled in the art;
tw (t): and the external characteristic torque of the motor at the time t is determined according to a motor rotation speed checking external characteristic table at the time t.
As can be seen from the above, the actual torque ts (t) in this step can be determined by the formula ts (t) ═ tm (t) — tc (t).
Step S3: when t is more than t3 and less than or equal to t4, the clutch is closed from a creeping point, the control system controls the output torque of the motor to be Tm (t) and reduced, the output torque of the engine to be Te (t) and increased, the actual torque Ts (t) of the automobile is kept unchanged, and the control system simultaneously adjusts the rotating speed of the engine to ensure that the increasing rate of the rotating speed of the engine is consistent with the increasing rate of the speed of the automobile, so that the starting of the engine is finished.
During this process, at time t3, i.e. at the clutch creep point, the engine speed reaches a maximum value, the starting speed vqAnd then the control system controls the rotating speed of the engine to regulate the rotating speed to the target rotating speed, and the increasing rate of the rotating speed of the engine is kept consistent with the increasing rate of the vehicle speed in the closing process of the clutch. The target rotating speed is related to the gear of the gearbox, and the target rotating speed is designed according to the depth of an accelerator, the gear of the gearbox and the current speed, and the design principle is that the engine and the motor work in a high-efficiency area.
After the starting is successful, the control system controls the output torque Te (t) of the engine to be gradually increased and transmitted to the input shaft of the gearbox through the clutch, the output torque Tm (t) of the motor is gradually reduced, and the increase amount of the output torque of the engine is equal to the reduction amount of the output torque of the motor:
Ts(t)＝Tm(t)+Te(t)。
when the engine speed increasing rate is consistent with the vehicle speed increasing rate, the engine is started successfully, and finally after the vehicle is started successfully, when each torque is continuously adjusted, when the vehicle runs normally, the engine output torque Te (t) reaches the engine required torque b, and the motor output torque Tm (t) reaches the motor required torque d. The engine required torque b and the motor required torque d respectively refer to the torque born by the engine and the torque born by the motor when the automobile stably runs under the condition that an accelerator signal is kept unchanged. The engine required torque b and the motor required torque d are values that the control system allocates according to the driver required torque to operate the motor and the engine in the high-efficiency region. After the automobile is started, when the automobile normally runs, the actual torque is equal to the torque required by the driver through the transmission of the throttle signal.
Therefore, in the process from t2 to t4, the actual torque of the automobile is kept unchanged and is Ts (t2), and the automobile is ensured to be started stably without pause. And Ts (t2) >0 and dv/dt >0, namely the vehicle speed is steadily increased, so that the acceleration of the vehicle is ensured, and the power interruption is prevented.
During the engine start-up process described above, the control system inhibits the transmission from performing a shift operation.
According to the invention, under the condition of large accelerator and low vehicle speed (the torque requirement transmitted by the accelerator is larger than the maximum torque which can be provided by an actual motor), the engine is reversely dragged to start by closing the clutch, the rotating speed of the input shaft of the gearbox is calculated in the closing process of the clutch, so that the rotating speed of the engine is adjusted to the rotating speed of the input shaft of the gearbox in the closing process of the clutch, the closing process of the clutch can be accelerated, the power interruption time is shortened, the requirement of an automobile on starting smoothness is met, the automatic starting and stopping power smoothness is optimized, and the power performance is considered.
Finally, it must be said here that: the above embodiments are only used for further detailed description of the technical solutions of the present invention, and should not be understood as limiting the scope of the present invention, and the insubstantial modifications and adaptations made by those skilled in the art according to the above descriptions of the present invention are within the scope of the present invention.

Claims (7)

1. The automatic starting control method of the engine of the hybrid electric vehicle is characterized in that the automatic starting control of the engine comprises the following steps:
step S1: when t1 is more than t and less than t2, the control system does not receive a brake or accelerator signal, the automobile is driven by the motor alone, the control system controls the output torque Tm (t) of the motor to rise, the automobile speed rises, the highest speed of the automobile rises to a set crawling speed, and the highest output torque Tm (t) of the motor rises to a crawling demand torque r;
step S2: when t is more than or equal to t2 and less than or equal to t3, the driver steps on the accelerator, the control system receives a signal that the accelerator is stepped on and then controls the clutch to move from an open state to a creep point, the clutch torque Tc (t) is increased to drag the engine to start, meanwhile, the control system controls the output torque Tm (t) of the motor to be increased, so that the actual torque Ts (t) is kept unchanged, and the control system sends an instruction for adjusting the engine rotating speed to adjust the engine rotating speed to a starting rotating speed vq；
vq＝vin+x，Ts(t)+Tc(t)＝Tm(t)，Ts(t)≤r，Tc(t2)＝0，Tc(t3)＝Te(t3)＝a，
Wherein:
x is an approved correction value;
vinthe rotating speed of the input shaft of the gearbox at the moment of reverse dragging;
definition of anti-drag time: when the control system first detects the engine speed vf(t) a time of keeping increasing for continuous 20ms, a being an engine starting torque for starting the engine;
the driver steps on the accelerator at the time of t2, and the control system controls the clutch to start to close at the time of t2 'after receiving an accelerator signal, wherein the time of t2 is more than t 2' lessthan t3, and the time of t3 is that the clutch is closed to a creeping point position, and the engine is started by the reverse dragging of the clutch;
step S3: when t is more than t3 and is less than or equal to t4, the clutch is closed from a creeping point, the control system controls the output torque of the motor Tm (t) to be reduced, the output torque of the engine Te (t) to be increased, the actual torque Ts (t) of the automobile is kept unchanged, and the control system simultaneously sends an instruction for adjusting the rotating speed of the engine to ensure that the rotating speed v of the engine is enabled to bef(t) rate of increase and vehicle speed vf(t) the growth rates are consistent and the engine start is complete.
2. The automatic engine start control method for a hybrid vehicle according to claim 1, characterized in that: in step S1, the vehicle speed is kept unchanged after reaching the set creep vehicle speed, the motor output torque tm (t) is kept unchanged after reaching the creep required torque r, and the motor output torque tm (t) reaches the creep required torque r when the vehicle speed reaches the set creep vehicle speed.
3. The automatic engine start control method for a hybrid vehicle according to claim 1, characterized in that: in step S1, the clutch is kept open.
4. The automatic engine start control method for a hybrid vehicle according to claim 1, characterized in that: before the time t1, the automobile is in a working condition that the driver steps on the brake and releases the accelerator under the condition that the automobile speed is low or the automobile is stopped, the engine is in a stop working condition, and the clutch is in an open state.
5. The automatic engine start control method for a hybrid vehicle according to claim 4, characterized in that: at the time t1, the driver releases the brake, and the control system receives the signal of brake release and then controls the output torque Tm (t) of the motor to rise and the vehicle speed to rise.
6. The automatic engine start control method for a hybrid vehicle according to claim 1, characterized in that: in S1, ts (t) is tm (t); te (t) ═ tc (t) ═ 0.
7. The automatic engine start control method for a hybrid vehicle according to claim 1, characterized in that: in S3, Ts (t) (tm) (t) + te (t) (t 2).
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CN111002971B (en) * 2019-12-30 2021-02-19 宁波吉利汽车研究开发有限公司 Torque control method for starting clutch of engine of hybrid electric vehicle
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CN113511184A (en) * 2020-04-10 2021-10-19 北京宝沃汽车股份有限公司 Engine starting method and device, medium, equipment and vehicle
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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
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