CN114838120A - Clutch starting control method and system of hybrid power system and vehicle - Google Patents

Clutch starting control method and system of hybrid power system and vehicle Download PDF

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Publication number
CN114838120A
CN114838120A CN202210204378.8A CN202210204378A CN114838120A CN 114838120 A CN114838120 A CN 114838120A CN 202210204378 A CN202210204378 A CN 202210204378A CN 114838120 A CN114838120 A CN 114838120A
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China
Prior art keywords
clutch
starting
speed
vehicle
mode
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Granted
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CN202210204378.8A
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Chinese (zh)
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CN114838120B (en
Inventor
井俊超
刘义强
黄伟山
左波涛
杨俊�
王瑞平
安聪慧
肖逸阁
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Zhejiang Geely Holding Group Co Ltd
Ningbo Geely Royal Engine Components Co Ltd
Aurobay Technology Co Ltd
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Zhejiang Geely Holding Group Co Ltd
Ningbo Geely Royal Engine Components Co Ltd
Aurobay Technology Co Ltd
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Priority to CN202210204378.8A priority Critical patent/CN114838120B/en
Publication of CN114838120A publication Critical patent/CN114838120A/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/02—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for main transmission 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/24—Inputs being a function of torque or torque demand dependent on the throttle opening
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0293—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being purely mechanical
    • F16H61/0297—Gear shift control where shifting is directly initiated by the driver, e.g. semi-automatic transmissions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0459—Smoothing ratio shift using map for shift parameters, e.g. shift time, slip or pressure gradient, for performing controlled shift transition and adapting shift parameters by learning
    • 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)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The invention provides a clutch starting control method and system of a hybrid power system and a vehicle, and relates to the technical field of vehicles. The clutch start control method of the hybrid system of the invention includes: determining a start mode when a clutch of a hybrid system is started; determining a starting gear of the hybrid power system according to the starting mode; obtaining a target rotating speed of an engine in the hybrid power system according to an actual shaft speed of an input shaft of the hybrid power system; obtaining the dragging torque required by the clutch according to the target rotating speed of the engine; controlling a clutch to load dragging torque according to a first preset speed; determining the unloading moment of the dragging torque of the clutch, and controlling the clutch to unload the dragging torque according to a second preset speed when the unloading moment is reached; completion of clutch launch is determined. The method of the invention not only ensures the smooth operation of the starting of the clutch, but also ensures that the performance of the vehicle meets the requirements of the driver when the clutch is started, and improves the driving experience of the driver.

Description

Clutch starting control method and system of hybrid power system and vehicle
The scheme is a divisional application named as a clutch starting control method and a control system of a hybrid system and a vehicle, which is CN202011401433.X, and the application date is 12 months and 4 months in 2020.
Technical Field
The invention relates to the technical field of vehicles, in particular to a clutch starting control method and system of a hybrid power system and a vehicle.
Background
With increasingly strict requirements of national regulations on oil consumption and emission and development of electrified systems, the hybrid power technology is the key for realizing energy conservation and emission reduction. In order to meet national policies and emission regulations, the entire car factory and parts suppliers are looking for solutions. However, the battery technology of the current pure electric vehicle technology system is complex, the cost is high, and the structure of the hybrid power system determines the types of the working modes which can be realized, so that the hybrid power system generally has a relatively complex structure in order to realize a plurality of working modes. This complex structure results in the hybrid system occupying a relatively large space, greatly reducing the space utilization inside the vehicle. For a P2.5 configuration hybrid system motor, three torque output paths, namely an ISG path, an Efad path and a Disengaged path are provided. ISG path refers to the condition that the motor is connected with the engine through a C2 clutch and is disconnected with the transmission even number shaft, and Efad path refers to the condition that the motor is directly connected with the transmission even number shaft gears (2, 4, 6) for assisting or charging and the motor is disconnected with the engine. Disengaged path means that the electric machine is disconnected from both the engine and the even numbered shafts of the gearbox.
The P2.5 hybrid system has three starting modes, namely 12V starting, ISG motor starting and clutch starting. The 12V starting is mainly aimed at the working condition that the low speed is less than 10km/h, the ISG starting is mainly aimed at the original PN gear, and the clutch starting is mainly aimed at the condition that the vehicle speed is more than 10 km/h. In the pure electric running process of a P2.5 hybrid system with the D-gear speed of more than 10kph, when a starting request exists, the clutch is preferentially selected to start, the engine is dragged to a target rotating speed through the control of the sliding film of the clutch, and the torque of the motor is used as compensation to ensure that the driving force of the wheel end is stable. The system only allows the clutch to start when the vehicle speed is more than 10kph, and the corresponding 2-shaft rotating speed is 700-800 rpm at the moment, so that the shaft 2 can be basically ensured to have enough dragging rotating speed to drag the engine to the rotating speed capable of stabilizing combustion.
The medium and small accelerator drivers have no obvious jerking or forward impact feeling and are not easy to actively perceive the starting. However, a certain degree of shock may be accepted in order to meet the requirement of a response as fast as possible at a fast throttle start. The prior art clutch starts directly without considering the intention of a driver, so that the clutch does not reach the intention of the driver when the clutch is started. When a driver requests the clutch to start, if the clutch is not judged to be started smoothly or quickly according to the behavior of the driver, the same starting mode is adopted, and the problem of poor driving experience caused by the fact that the driver requests power performance or smoothness can not be met.
Disclosure of Invention
An object of the first aspect of the present invention is to provide a clutch start control method for a hybrid system, which solves the problem in the prior art that the clutch start cannot meet the intention of the driver.
It is a further object of the first aspect of the present invention to address the prior art clutch launch with only one launch mode resulting in the driver's request for power or ride comfort not being met.
It is an object of the second aspect of the invention to provide a clutch start control system of a hybrid system.
It is an object of a third aspect of the invention to provide a vehicle.
In particular, the present invention provides a clutch start control method of a hybrid system, including:
determining a start mode when a clutch of the hybrid system is started;
determining a starting gear of the hybrid power system when the clutch is started according to the starting mode;
after the starting gear of the hybrid power system is determined, obtaining a target rotating speed of an engine in the hybrid power system according to an actual shaft speed of an input shaft of the hybrid power system, wherein the actual shaft speed of the input shaft is obtained according to a wheel speed of a vehicle and the determined starting gear;
obtaining dragging torque required by the clutch when the clutch is started according to the target rotating speed of the engine;
controlling the clutch to load the dragging torque according to a first preset speed;
determining the unloading moment of the dragging torque of the clutch, and controlling the clutch to unload the dragging torque at a second preset speed when the unloading moment is reached;
determining that the clutch launch is complete.
Optionally, the starting mode includes a fast starting mode and a smooth starting mode, and when the vehicle meets any one of the following first conditions, the starting mode is determined to be the fast starting mode, otherwise, the starting mode is determined to be the smooth starting mode;
the first condition includes:
the driving mode of the vehicle is a non-cruising mode and the torque requested by the vehicle is larger than a first preset threshold value;
the accelerator pedal of the vehicle is stepped to the bottom; or
The opening degree of an accelerator pedal of the vehicle is larger than a second preset threshold value, and the speed of increasing the opening degree of the accelerator pedal is larger than a third preset threshold value.
Optionally, when the mode of the clutch start is the quick start mode, the engine always injects oil during the clutch start;
and when the starting mode of the clutch is the smooth starting, the engine cuts off oil in the starting process of the clutch until the oil injection is recovered near the starting ending time of the clutch.
Optionally, the step of determining a starting gear of the hybrid system at the time of the clutch start according to the start mode comprises:
selecting a base gear of the hybrid powertrain system at the time of the clutch launch;
and obtaining the starting gear of the hybrid power system when the clutch is started according to the combination of the basic gear and the working condition of the vehicle.
Optionally, selecting the base gear of the hybrid system when the clutch is activated comprises:
calculating a predicted input shaft speed;
selecting a highest gear corresponding to a rotation speed at which the engine rotation speed can be dragged to be stable in combustion as a basic gear based on the predicted rotation speed of the input shaft;
wherein the step of calculating the predicted input shaft speed comprises:
calculating the rotating speed of the input shaft corresponding to each gear according to the current vehicle speed and the gear speed ratio of each gear;
obtaining a rotation speed change rate by filtering the rotation speed of the input shaft;
and multiplying the rotation speed change rate by a time constant, and adding the rotation speed of the input shaft to obtain the predicted rotation speed of the input shaft, wherein the rotation speed change rate is limited within a preset range. Alternatively, the step of obtaining the target rotation speed of the engine in the hybrid system according to the actual shaft speed of the input shaft of the hybrid system is:
and subtracting a safety margin from the actual shaft speed to obtain the target rotating speed, wherein the target rotating speed is limited in the preset range.
Optionally, determining the drag torque off-load time of the clutch is:
judging whether the difference value between the actual rotating speed of the engine and the target rotating speed is smaller than a fourth preset threshold value or not;
if yes, determining the moment when the difference value is equal to the first preset threshold value as the dragging torque unloading moment of the clutch.
Optionally, the step of determining that the clutch launch is complete is:
if the starting mode is a quick starting mode, judging whether the dragging torque of the clutch is smaller than a fifth preset threshold value;
if yes, determining that the clutch is started;
if the starting mode is a smooth starting mode, judging whether the dragging torque of the clutch is smaller than a sixth preset threshold value or not, and the actual torque of the clutch is smaller than a seventh preset threshold value;
if yes, it is determined that the clutch launch is complete.
Particularly, the invention also provides a clutch starting control system of the hybrid power system, which comprises a control device and a processor, wherein the control device comprises a memory and the processor, the memory stores a control program, and the control program is used for realizing the clutch starting control method of the hybrid power system when being executed by the processor.
In particular, the invention also provides a vehicle including the above-described clutch start control system of the hybrid system.
In the low-speed running process of the vehicle, when a starting request exists, a starting mode needs to be confirmed in advance, a subsequent starting process is determined according to the starting mode, and the starting mode is defined according to actual operation of a driver. In other words, the starting control method of the embodiment needs to take the starting intention of the driver into consideration, and different starting modes are adopted according to different intentions, so that the subsequent starting steps are obtained, and the vehicle can meet the requirement of the driver on the vehicle dynamic property or the vehicle smoothness. The starting of the clutch is ensured to be smoothly carried out, the performance of the vehicle meets the requirements of a driver when the clutch is started, and the driving experience of the driver is improved.
When the mode of clutch start is the quick start mode, the engine is injected with fuel during the clutch start. The power response is facilitated by the fact that the clutch start mode of the vehicle is a quick start mode, in which the engine is constantly injected with fuel to further improve the power response. When the mode of starting the clutch is smooth starting, the engine cuts off oil in the process of starting the clutch until the oil injection is recovered near the starting end time of the clutch. Because the driver prefers to have better smoothness when the clutch starting mode of the vehicle is the smooth starting mode, the impact of the oil injection which is recovered at the moment when the clutch is started to be finished is relatively smaller, so that the vehicle is smoother when the clutch starting mode is the smooth starting mode.
The above and other objects, advantages and features of the present invention will become more apparent to those skilled in the art from the following detailed description of specific embodiments thereof, taken in conjunction with the accompanying drawings.
Drawings
Some specific embodiments of the invention will be described in detail hereinafter, by way of illustration and not limitation, with reference to the accompanying drawings. The same reference numbers in the drawings identify the same or similar elements or components. Those skilled in the art will appreciate that the drawings are not necessarily drawn to scale. In the drawings:
FIG. 1 is a schematic flow chart diagram of a clutch launch control method of a hybrid powertrain system in accordance with one embodiment of the present invention;
FIG. 2 is a schematic block diagram of a vehicle having a P2.5 architecture in accordance with one embodiment of the present invention;
FIG. 3 is a schematic diagram of a determination condition of a fast start mode according to one embodiment of the present invention;
FIG. 4 is a schematic flow chart diagram of the steps for determining a starting gear for the hybrid powertrain system upon clutch launch based on a launch mode in accordance with a specific embodiment of the present invention;
FIG. 5 is a schematic flow chart of steps for selecting a base gear of the hybrid powertrain system at clutch launch in accordance with an embodiment of the present invention;
FIG. 6 is a schematic flow chart diagram of the steps for calculating a predicted input shaft speed in accordance with one embodiment of the present invention;
FIG. 7 is a schematic flow chart of steps for determining a drag torque off-load time of the clutch in accordance with one embodiment of the present invention.
FIG. 8 is a graph of engine and clutch torque and speed over time at a clutch launch with speed prediction after testing on a P2.5 frame vehicle, in accordance with an embodiment of the present invention;
FIG. 9 is a graph of engine and clutch torque and speed over time at a clutch start without speed prediction tested on a P2.5 frame vehicle in accordance with an embodiment of the present invention;
FIG. 10 is a graph of torque and speed of an engine and clutch over time for a clutch start using a rapid start mode on a P2.5 frame vehicle according to an embodiment of the present invention;
FIG. 11 is a graphical representation of torque and speed over time for an engine and clutch utilizing a smooth start mode for a clutch start on a P2.5 frame vehicle in accordance with an embodiment of the present invention.
Detailed Description
Fig. 1 is a schematic flowchart of a clutch start control method of a hybrid system according to an embodiment of the invention. The embodiment provides a clutch start control method of a hybrid system. The control method in the embodiment is mainly suitable for hybrid vehicles, and the vehicle speed is more than 10 kph. When the vehicle is started by a request for starting while being driven by the motor, the engine is started by starting the clutch, and the method of the embodiment is performed. Specifically, the clutch start control method of the hybrid system may include:
s10, determining a starting mode when the clutch of the hybrid power system is started;
s20, determining the starting gear of the hybrid power system when the clutch is started according to the starting mode;
s30, after determining the starting gear of the hybrid power system, obtaining the target rotating speed of an engine in the hybrid power system according to the actual shaft speed of an input shaft of the hybrid power system, wherein the actual shaft speed of the input shaft is obtained according to the wheel speed of the vehicle and the determined starting gear;
s40, obtaining the dragging torque required by the clutch when the clutch starts according to the target rotating speed of the engine;
s50, controlling the clutch to load dragging torque according to a first preset speed;
s60, determining the unloading moment of the dragging torque of the clutch, and controlling the clutch to unload the dragging torque according to a second preset speed when the unloading moment is reached;
s70, it is determined that the clutch start is complete.
In the embodiment, when a starting request is made, the starting mode needs to be confirmed in advance, and the subsequent starting process is determined according to the starting mode, and the starting mode is defined according to the actual operation of a driver. In other words, the starting control method of the embodiment needs to take the starting intention of the driver into consideration, and different starting modes are adopted according to different intentions, so that the subsequent starting steps are obtained, and the vehicle can meet the requirement of the driver on the vehicle dynamic property or the vehicle smoothness. The starting of the clutch is ensured to be smoothly carried out, the performance of the vehicle meets the requirements of a driver when the clutch is started, and the driving experience of the driver is improved.
In the following specific embodiment, a hybrid vehicle having a P2.5 frame as a vehicle will be mainly described as an example. All data that can be specifically calibrated are data in a hybrid vehicle constructed in P2.5. The configuration of the powertrain of a hybrid vehicle of a specific P2.5 architecture is shown in fig. 2. The transmission shaft of the C1 clutch is 1 shaft, and 1 shaft can be used for engaging 1, 3, 5 and 7 gears. The transmission shaft of the C2 clutch is 2 shafts, and 2, 4 and 6 gears can be engaged on the 2 shafts.
As a specific example of the present invention, in this example, in step S10, the start mode includes a quick start mode and a smooth start mode, and when the vehicle satisfies any one of the following first conditions, the start mode is confirmed as the quick start mode, otherwise, the start mode is confirmed as the smooth start mode. When the actual vehicle is running, if the vehicle is cold started for the first time, the emission start is adopted, and the intention of the driver is not considered at this time, but is not considered in the scope of the present embodiment. The present embodiment only considers the case where the vehicle has a clutch start intention at a speed higher than 10kph or more.
Specifically, when the driver quickly depresses the accelerator pedal (specifically, as in the first condition) and there is a clutch start request, the clutch start mode of the vehicle is the quick start mode, and the power response may be prioritized. When the driver has a starting request under a medium-small throttle, the clutch starting mode of the vehicle is a smooth starting mode, and the smoothness should be considered preferentially at the moment.
Specifically, the determination conditions for the quick start mode are shown in fig. 3.
The first condition may include:
the driving mode of the vehicle is a non-cruise mode, and the torque requested by the vehicle is larger than a first preset threshold value;
the accelerator pedal of the vehicle is stepped to the bottom; or
The opening degree of an accelerator pedal of the vehicle is larger than a second preset threshold value and the speed of increasing the opening degree of the accelerator pedal is larger than a third preset threshold value.
Specifically, the rapid starting mode adopted by the clutch starting is set by preferentially ensuring the dynamic performance on the basis of sacrificing part of the smoothness, and the part of the starting smoothness is sacrificed.
In the first condition, a first preset threshold of driver requested torque has a certain relationship with vehicle speed. The first preset threshold value is larger when the vehicle speed is smaller, and the first preset threshold value is smaller when the vehicle speed is larger. Specifically, in a vehicle with a P2.5 architecture, the first predetermined threshold range may be in the range of 100-. The corresponding relationship between the vehicle speed and the first preset threshold of the vehicle with the specific P2.5 framework is shown in the following table 1:
vehicle speed 3 10 20 30 50 100
Threshold torque 1500 600 235 200 150 100
In the first condition, the driver's depression of the accelerator pedal to the end also indicates that the driver has a strong power demand, and if a clutch start request is made, the clutch start mode is the rapid start mode.
In the first condition, the second preset threshold is substantially 70%, and the second preset threshold may be 30%/s. That is, when the opening degree of the accelerator pedal of the vehicle is greater than 70% and the increasing rate of the accelerator pedal is greater than 30%/s, which indicates that the driver has a strong power demand at this time, the mode of clutch start may be the rapid start mode.
As a specific embodiment of the present invention, when the mode of clutch start is the quick start mode, the engine is injected with oil all the time during the clutch start. The power response is facilitated by the fact that the clutch start mode of the vehicle is a quick start mode, in which the engine is constantly injected with fuel to further improve the power response. When the mode of starting the clutch is smooth starting, the engine cuts off oil in the process of starting the clutch until the oil injection is recovered near the starting end time of the clutch. Because the driver prefers to have better smoothness when the clutch starting mode of the vehicle is the smooth starting mode, the impact of the oil injection which is recovered at the moment when the clutch is started to be finished is relatively smaller, so that the vehicle is smoother when the clutch starting mode is the smooth starting mode.
FIG. 4 is a schematic flow chart of steps for determining a starting gear of the hybrid powertrain system at a clutch start based on a start mode in accordance with a specific embodiment of the present invention. As a specific embodiment of the present invention, the step of determining the starting range of the hybrid system at the time of the clutch start according to the starting mode in step S20 includes:
s21 selecting a basic gear of the hybrid power system when the clutch is started;
s22 the starting gear of the hybrid power system when the clutch is started is obtained according to the basic gear and the working condition of the vehicle.
Specifically, referring to fig. 5, the step S21 of selecting the basic gear of the hybrid system at the time of clutch start includes:
s211, calculating to obtain the predicted rotating speed of the input shaft;
s212 selects, as a base gear, the highest gear corresponding to the rotational speed at which the engine rotational speed can be dragged to a stable combustion based on the predicted input shaft rotational speed.
Specifically, referring to fig. 6, the step of calculating the predicted input shaft rotation speed in step S211 includes:
s2111, calculating the rotating speed of the input shaft corresponding to each gear according to the current vehicle speed and the gear speed ratio;
s2112, filtering the rotating speed of the input shaft to obtain a rotating speed change rate;
and S2113, multiplying the rotating speed change rate by a time constant, and adding the rotating speed of the input shaft to obtain the predicted rotating speed of the input shaft, wherein the rotating speed change rate is limited within a preset range.
In this embodiment, in a vehicle with a P2.5 architecture, in step S2112, the filtering of the rotation speed of the input shaft predicts the rotation speed according to the time constant change rate of the filtering, in this embodiment, the filtering time constant is generally within 1S, specifically, according to the actual test rotation speed prediction performance, in this embodiment, 0.4S may be selected.
In addition, the time constant of the rotation speed change rate multiplied by the time constant is specifically based on the actual test rotation speed prediction performance, and 0.82s can be selected in the embodiment.
In addition, the current preset range of the rotation speed change rate in the embodiment can be-1000 rpm/s to 350 rpm/s.
In the embodiment, the gear is determined according to the predicted rotating speed of the input shaft, and compared with the actual rotating speed, the actual rotating speed is subjected to filtering processing, so that the finally obtained gear is more accurate, and the smoothness of the vehicle is improved.
In this embodiment, the jerk is improved by using a 3-speed clutch start (avoiding the use of 2-speed clutch start) at the lowest possible speed. In the present embodiment, the engine-stablable combustion limit is set to 850rpm in the vehicle of the P2.5 architecture to ensure that the haul axle speed is not lower than this value to ensure safe starting.
In this embodiment, the operating condition of the vehicle is determined according to actual conditions. The clutch starting device can be suitable for vehicles with different frameworks, and the vehicles with different frameworks have different working conditions. The embodiment is specifically described with reference to a vehicle having a P2.5 frame.
After the basic gear is selected, the starting gear is obtained according to different working conditions of the vehicle with the P2.5 framework.
Specifically, when the clutch launch mode is a quick launch mode, the launch range of the vehicle in the P2.5 configuration is launched using the higher gear already engaged on both axles. When the clutch start mode is the smooth start mode, then the starting gear uses the base gear.
When the driver of the vehicle with the P2.5 framework changes in the condition of stepping on the accelerator or switches between stepping on the accelerator and releasing the accelerator, the starting gear selects the lower gears which are already hung on the two shafts to ensure the starting safety.
When the clutch starting gear and the motor pure electric driving gear of the vehicle with the P2.5 framework are both in the 2-shaft, the clutch starting gear needs to be changed into the starting gear with the 1-shaft meeting the condition. For example, if the basic gear requires 4-gear starting when 2-gear pure electric driving, the starting gear is changed to 3-gear.
As a specific embodiment of the present invention, in the embodiment of the present invention, in step S30, the step of obtaining the target rotation speed of the engine in the hybrid system based on the actual shaft speed of the input shaft of the hybrid system includes:
and subtracting a safety margin from the actual shaft speed to obtain a target rotating speed, wherein the target rotating speed is limited within a preset range.
Wherein, in the vehicle with the P2.5 framework, the range of the safety margin is 0-950rpm, and the preset range is 800-900 rpm. The safety margin and the preset range of vehicles with different frameworks are different. The safety margin can be calibrated according to the actual vehicle. As the gear used for starting the clutch is the highest gear capable of ensuring that the shaft speed is not lower than 850rpm, in order to ensure the starting safety, the target rotating speed for starting is limited to be 800-900rpm, which is the setting (namely the preset range) of the upper limit and the lower limit of the target rotating speed. As for the deviation amount of the target rotation speed from the shaft speed, it is only necessary to ensure that the engine rotation speed is within the safety range.
Specifically, when the clutch start mode of the vehicle of the P2.5 architecture is the quick start mode, the safety margin ranges from 0 to 900 rpm. When the clutch start mode of the P2.5 architecture vehicle is a smooth start mode, the safety margin is in the range of 0-950 rpm. Wherein, a set of data of actual axle speed and safety margin calibrated in the vehicle with the P2.5 framework is shown as the following table:
actual shaft speed 500 900 1200 1500 2000 3000 6000 7000
Fast start safety margin 0 0 300 600 900 900 900 900
Safety margin for slow start 0 50 350 650 950 950 950 950
When the value of the safety margin subtracted from the actual shaft speed is less than 800rpm, the target rotation speed of the engine is 800 rpm. And when the value of the actual shaft speed minus the safety margin is greater than 900rpm, the target rotating speed of the engine is 900 rpm. And when the value of the actual shaft speed minus the safety margin is between 800 and 900rpm, the target rotating speed of the engine is actually calculated to obtain the rotating speed.
As a specific example, in step S40, obtaining the drag torque required by the clutch at the time of starting the clutch according to the target rotation speed of the engine is directly calibrated according to the actual vehicle according to the target rotation speed to obtain the drag torque. The magnitude of the dragging torque mainly influences the smoothness of the climbing of the engine speed. If the clutch drag torque is too low, it may result in a failed clutch launch, while if the clutch drag torque is too high, it may result in insufficient motor compensation torque with significant jerk. Specifically, the drag torque may be set to be large when the clutch start mode of the vehicle is the quick start mode, and the drag torque may be set to be small when the clutch start mode of the vehicle is the smooth start mode.
In step S50, the clutch is controlled to apply motoring torque at a first predetermined rate. In the present embodiment, in the P2.5 frame vehicle, the first preset rate may be 300 + -50 Nm/s. Specifically, a drag torque load rate that is too fast may result in vehicle hesitation during clutch launch, while a drag torque load rate that is too slow may result in a clutch slip condition.
FIG. 7 is a schematic flow chart of steps for determining a drag torque off-load time of the clutch in accordance with an embodiment of the present invention. As a specific embodiment of the present invention, in step S60, the drag torque unloading timing of the clutch is determined as:
s61, judging whether the difference value between the actual rotating speed of the engine and the target rotating speed is smaller than a fourth preset threshold value;
and S62, determining the moment when the difference value is equal to the first preset threshold value as the moment when the dragging torque of the clutch is unloaded.
In this embodiment, in the vehicle with the P2.5 architecture, the fourth preset threshold may be 100rpm, and when the difference between the actual rotation speed of the engine and the target rotation speed is less than 100rpm, it indicates that the unloading of the dragging torque may be performed at this time.
In the vehicle of the P2.5 architecture, the second unloading rate of unloading of the dragging torque of the clutch in step S60 may be-800 + -50 Nm/S. That is, when the drag torque unloading timing of the clutch is reached, the clutch is controlled to unload torque at a rate of-800 + -50 Nm/s. The rate of torque unloading is generally fast for smoothness benefits, but needs to be adjusted in conjunction with engine speed performance because there is a risk that torque unloading too fast will cause the speed to drop too fast and cause a misfire.
As a specific embodiment of the present invention, in step S80 in the present embodiment, the step of determining that the clutch start is completed is:
if the starting mode is the quick starting mode, judging whether the dragging torque of the clutch is smaller than a fifth preset threshold value;
if yes, determining that the clutch is started;
if the starting mode is the smooth starting mode, judging whether the dragging torque of the clutch is smaller than a sixth preset threshold value or not, and the actual torque of the clutch is smaller than a seventh preset threshold value;
if yes, the clutch start is determined to be complete.
In the embodiment, in the vehicle with the vehicle frame P2.5, the fifth preset threshold may be 100 rpm. The sixth preset threshold may be 100rpm and the seventh preset threshold may be-3 Nm. In practice, different threshold values of different vehicles are set differently, and calibration is performed according to actual conditions.
Specifically, the clutch start due to the engine speed prediction function in the present embodiment is for improving the smoothness of driving. The clutch start test with the function of predicting the rotation speed and the clutch start test without the function of predicting the rotation speed are respectively shown in fig. 8 and fig. 9, and the vehicle speed is about 16 km/h. In fig. 8, the predicted speed function is provided, and the predicted speed of the input shaft for gear 2 is 860 revolutions, the predicted speed of the input shaft for gear 3 is 622 revolutions, the predicted speed of the input shaft for gear 2 is 1526 revolutions, and the predicted speed of the input shaft for gear 3 is 1075 revolutions. The judgment of the starting gear of the clutch is based on the principle that the rotating speed of the engine can be guaranteed to be dragged to the stable combustion rotating speed (>850 revolutions). If there is no speed prediction function, the starting gear is 2, since the actual speed of the 3-gear clutch is 622 revolutions<And 850 revolutions. The starting gear is 3 with speed prediction since 1075 revolutions is predicted for 3 clutch speed>And 850 revolutions. With the function of speed prediction, the acceleration change is changed by 0.6m/s during the whole clutch starting process 2 . If there is no rotation speed predicting function, as shown in FIG. 9, in the case of the same vehicle speed of 16km/h, the 2-gear clutch is used for starting because the actual input shaft speed of the 3-gear is lower than 615rpm < 850rpm, and the acceleration changes to 1m/s for the whole clutch 2 . As a result, the clutch start with the rotation speed prediction function is significantly improved in the smooth performance as compared with the clutch start without the rotation speed prediction function.
Further, specifically, the test chart of the actual vehicle test performed by the vehicle of the present embodiment through the P2.5 framework performing the clutch start according to the above-described method is shown in fig. 10 and 11. Fig. 10 is a test chart of a real vehicle test performed by performing clutch start in the fast start mode, and fig. 11 is a test chart of a real vehicle test performed by performing clutch start in the smooth start mode. The starting gears of the clutch are all 2 gears, and the vehicle speed is about 15km/h. When the engine speed exceeds 0 while the engine is in the rapid start mode, the engine starts injecting fuel. When the engine is in the smooth start mode, the injection time is delayed until injection is initiated when the engine speed and the target speed are less than 100 rpm. In the rapid start mode, the time from the clutch start request to engine fueling is 0.41 seconds, the clutch start time is 0.56 seconds, and engine torque builds up relatively early and can participate in the shift phase earlier. The engine in-gear time is reduced to 0.26s, but the acceleration change is 2.9m/s 2 . When the clutch starting mode is the smooth starting mode, fuel injection is started after the clutch torque is completely unloaded, the fuel injection time from the clutch request to the engine starting is 0.64 seconds, the engine torque is established later, and the engine torque participates in the gear shifting later, so that the gear shifting time is longer than 1.27s, but the change of the acceleration is 1.5m/s 2 . Therefore, the smooth starting mode adopted in the embodiment has good smoothness, and the starting response is fast when the starting mode is fast.
The present embodiment provides, as one specific embodiment of the invention, a clutch start control system of a hybrid system. The clutch start control system of the hybrid system may include a control device, and the control device may include a memory in which a control program is stored and a processor, and the control program is executed by the processor to implement the above clutch start control method of the hybrid system. The processor may be a Central Processing Unit (CPU), a digital processing unit, or the like. The processor receives and transmits data through the communication interface. The memory is used for storing programs executed by the processor. The memory is any medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by the computer, or a combination of memories. The above-described computing program may be downloaded from a computer-readable storage medium to a corresponding computing/processing device or to a computer or external storage device via a network (e.g., the internet, a local area network, a wide area network, and/or a wireless network).
As a specific embodiment of the present invention, the present embodiment provides a vehicle that may include the above clutch start control system of a hybrid system. The vehicle with the clutch starting control system of the hybrid power system considers the intention of a driver, so that the vehicle has better dynamic property or smoothness in the clutch starting process, and the use experience of the driver is improved.
Thus, it should be appreciated by those skilled in the art that while a number of exemplary embodiments of the invention have been illustrated and described in detail herein, many other variations or modifications consistent with the principles of the invention may be directly determined or derived from the disclosure of the present invention without departing from the spirit and scope of the invention. Accordingly, the scope of the invention should be understood and interpreted to cover all such other variations or modifications.

Claims (10)

1. A clutch start control method of a hybrid system, characterized by comprising:
determining a start mode when a clutch of the hybrid system is started;
determining a starting gear of the hybrid power system when the clutch is started according to the starting mode;
after the starting gear of the hybrid power system is determined, obtaining a target rotating speed of an engine in the hybrid power system according to an actual shaft speed of an input shaft of the hybrid power system, wherein the actual shaft speed of the input shaft is obtained according to a wheel speed of a vehicle and the determined starting gear;
obtaining dragging torque required by the clutch when the clutch is started according to the target rotating speed of the engine;
controlling the clutch to load the dragging torque according to a first preset speed;
determining the unloading moment of the dragging torque of the clutch, and controlling the clutch to unload the dragging torque at a second preset speed when the unloading moment is reached;
determining that the clutch launch is complete.
2. The clutch start control method of the hybrid system according to claim 1,
the starting mode comprises a quick starting mode and a smooth starting mode, when the vehicle meets any one of the following first conditions, the starting mode is confirmed to be the quick starting mode, otherwise, the starting mode is the smooth starting mode;
the first condition includes:
the driving mode of the vehicle is a non-cruising mode and the torque requested by the vehicle is larger than a first preset threshold value;
the accelerator pedal of the vehicle is stepped to the bottom; or
The opening degree of an accelerator pedal of the vehicle is larger than a second preset threshold value, and the speed of increasing the opening degree of the accelerator pedal is larger than a third preset threshold value.
3. The clutch start control method of the hybrid system according to claim 2,
when the mode of starting the clutch is the quick starting mode, the engine always injects oil during the starting process of the clutch;
and when the starting mode of the clutch is the smooth starting, the engine cuts off oil in the starting process of the clutch until the oil injection is recovered near the starting ending time of the clutch.
4. The clutch start control method of the hybrid system according to claim 1,
the step of determining a starting gear of the hybrid powertrain system at the time of the clutch start according to the start mode includes:
selecting a base gear of the hybrid powertrain system at the time of the clutch launch;
and obtaining the starting gear of the hybrid power system when the clutch is started according to the combination of the basic gear and the working condition of the vehicle.
5. The clutch start control method of the hybrid system according to claim 1,
selecting a base gear of the hybrid powertrain system at the time of the clutch launch includes:
calculating a predicted input shaft speed;
selecting a highest gear corresponding to a rotation speed at which the engine rotation speed can be dragged to be stable in combustion as a basic gear based on the predicted rotation speed of the input shaft;
wherein the step of calculating the predicted input shaft speed comprises:
calculating the rotating speed of the input shaft corresponding to each gear according to the current vehicle speed and the gear speed ratio of each gear;
obtaining a rotation speed change rate by filtering the rotation speed of the input shaft;
and multiplying the rotating speed change rate by a time constant, and adding the rotating speed of the input shaft to obtain the predicted rotating speed of the input shaft, wherein the rotating speed change rate is limited within a preset range.
6. The clutch start control method of the hybrid system according to claim 1,
the step of obtaining the target rotating speed of the engine in the hybrid power system according to the actual shaft speed of the input shaft of the hybrid power system comprises the following steps:
and subtracting a safety margin from the actual shaft speed to obtain the target rotating speed, wherein the target rotating speed is limited in the preset range.
7. The clutch start control method of the hybrid system according to claim 1,
determining the drag torque off-load time of the clutch as:
judging whether the difference value between the actual rotating speed of the engine and the target rotating speed is smaller than a fourth preset threshold value or not;
if yes, determining the moment when the difference value is equal to the first preset threshold value as the dragging torque unloading moment of the clutch.
8. The clutch start control method of the hybrid system according to claim 1,
the step of determining that the clutch launch is complete is:
if the starting mode is a quick starting mode, judging whether the dragging torque of the clutch is smaller than a fifth preset threshold value;
if yes, determining that the clutch is started;
if the starting mode is a smooth starting mode, judging whether the dragging torque of the clutch is smaller than a sixth preset threshold value or not, and the actual torque of the clutch is smaller than a seventh preset threshold value;
if yes, it is determined that the clutch launch is complete.
9. A clutch start control system of a hybrid system, characterized by comprising a control device including a memory and a processor, the memory storing a control program, the control program being executed by the processor for implementing a clutch start control method of a hybrid system according to any one of claims 1 to 8.
10. A vehicle characterized by comprising the clutch start control system of the hybrid system according to claim 9.
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