CN116472211A

CN116472211A - Engine start control method and device for hybrid electric vehicle

Info

Publication number: CN116472211A
Application number: CN202080106932.8A
Authority: CN
Inventors: 罗品奎; 吕正涛
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2020-11-06
Filing date: 2020-11-06
Publication date: 2023-07-21
Also published as: WO2022094902A1; DE112020007761T5

Abstract

An engine start control method and device for a hybrid electric vehicle, the hybrid electric vehicle including an engine, a drive motor, and a clutch provided between the engine and the drive motor, the method comprising: a judging step of judging whether the clutch torque capacity adaptation amount for the current start of the engine needs to be adjusted after the current start of the engine is completed; and an adjusting step, wherein if the clutch torque capacity adaptive quantity is judged to need to be adjusted, the clutch torque capacity adaptive quantity is adjusted according to the starting time data of the engine in the current starting, and the adjusted clutch torque capacity adaptive quantity is stored, wherein the adjusted clutch torque capacity adaptive quantity is used for the next starting of the engine. Therefore, the torque capacity of the target clutch to be used in the next starting of the engine is always reasonable, so that the engine rotating speed can reach the threshold rotating speed in time in the next starting of the engine, and further the engine starting processing can be completed in time.

Description

Engine start control method and device for hybrid electric vehicle

Technical Field

The invention relates to the technical field of hybrid electric vehicles, in particular to an engine starting control method and device of a hybrid electric vehicle.

Background

Fig. 1 is a schematic diagram of a power train of a hybrid vehicle in the related art. As shown in fig. 1, the hybrid vehicle includes an engine, a P2 module, and a transmission (english: gecarbox). Wherein the P2 module includes a k0 Clutch (English: clutch) and a drive motor, the P2 module is located between the engine and the gearbox, and the k0 Clutch is located between the engine and the drive motor.

Fig. 2 is a schematic diagram of an engine start process of a hybrid vehicle having a P2 module in the related art. As shown in fig. 2, the engine start-up process sequentially goes through the stage P1, the stage P2, and the stage P3, and in the entire engine start-up process, the states of the engine (i.e., the running states issued by the controller of the engine) are the stop state (english: stop), the start-up state (english: crank), and the running state (english: run) in this order.

As shown in fig. 2, in phase P1, the clutch torque capacity is increased at a reasonable rate to a constant clutch torque capacity M, the K0 clutch portion being engaged to transfer the constant clutch torque capacity to the engine to adjust the engine speed to a threshold speed below the drive motor speed, during which the engine torque capacity is 0 because the engine has not yet started; when the engine speed is higher than the threshold speed, the phase P2 is entered.

In phase P2, the engine is started (firing) and the clutch torque capacity is reduced at a reasonable rate until the clutch is fully open, thereby preventing a subsequent vehicle jerk caused by direct engagement of the clutch. Since the engine has been started, the engine torque capacity is not 0, and the engine speed is adjusted by the engine torque capacity.

In stage P3, the clutch torque capacity is increased at a reasonable rate, the K0 clutch is partially engaged to transfer the clutch torque capacity to the engine to adjust the engine speed to approximately the drive motor speed, and the clutch is fully engaged when the engine speed is substantially coincident with the drive motor speed, and the engine speed profile substantially overlaps the drive motor speed profile, i.e., an engine speed synchronization process is performed.

However, in some cases, for example, friction torque of the engine is larger than average value due to low temperature of the cooling water, or actual torque of the K0 clutch is smaller than required torque due to serious wear, resultant force of pulling the engine speed becomes smaller than normal state, which results in taking more time to reach the threshold speed of the engine speed, resulting in that the total time of the engine start-up process is delayed. Furthermore, in some extreme cases, the engine friction torque is greater than the actual torque of the K0 clutch, and even the engine speed cannot be pulled up, resulting in an inability to successfully start the engine.

Schematically, fig. 3 is a schematic diagram of an engine start process of a hybrid vehicle having a P2 module in the related art, and as shown in fig. 3, it takes more time to reach the engine speed to the threshold speed, the timing of engine start is delayed from P2' to P2, and accordingly, the timing of engine speed to reach the driving motor speed is also delayed.

Disclosure of Invention

The invention aims to overcome or at least alleviate the defects in the prior art and provide a method and a device for controlling the starting of an engine of a hybrid electric vehicle.

According to an aspect of the present invention, there is provided an engine start control method of a hybrid vehicle including an engine, a drive motor, and a clutch provided between the engine and the drive motor, the method including: a judging step of judging whether the clutch torque capacity adaptation amount for the current start of the engine needs to be adjusted after the current start of the engine is completed; and an adjusting step, wherein if the clutch torque capacity adaptive quantity is judged to need to be adjusted, the clutch torque capacity adaptive quantity is adjusted according to the starting time data of the engine in the current starting, and the adjusted clutch torque capacity adaptive quantity is stored, wherein the adjusted clutch torque capacity adaptive quantity is used for the next starting of the engine.

According to another aspect of the present invention, there is provided an engine start control device of a hybrid vehicle including an engine, a drive motor, and a clutch provided between the engine and the drive motor, the device including: the judging module is used for judging whether the clutch torque capacity adaptive quantity for the current starting of the engine needs to be adjusted after the current starting of the engine is completed; and the adjusting module is used for adjusting the clutch torque capacity adaptive quantity according to the starting time data of the engine in the current starting process and storing the adjusted clutch torque capacity adaptive quantity if the judging module judges that the clutch torque capacity adaptive quantity needs to be adjusted, wherein the adjusted clutch torque capacity adaptive quantity is used for the next starting of the engine.

According to the engine starting control method and device for the hybrid electric vehicle, the torque capacity of the target clutch to be used in the next starting of the engine is always reasonable, so that the engine rotating speed can reach the threshold rotating speed in time in the next starting of the engine, and further the engine starting processing can be completed in time.

Other features and aspects of the present invention will become apparent from the following detailed description of exemplary embodiments, which proceeds with reference to the accompanying drawings.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate exemplary embodiments, features and aspects of the invention and together with the description, serve to explain the principles of the invention.

Fig. 1 is a schematic diagram of a power train of a hybrid vehicle in the related art.

Fig. 2 is a schematic diagram of an engine start process of a hybrid vehicle having a P2 module in the related art.

Fig. 3 is a schematic diagram of an engine start process of a hybrid vehicle having a P2 module in the related art.

Fig. 4 is a flowchart showing an engine start control method of a hybrid vehicle according to an exemplary embodiment.

Fig. 5 is a schematic diagram of an engine start process to which the engine start control method of the hybrid vehicle of the embodiment is applied.

FIG. 6 is a schematic diagram illustrating a start-up time according to an example embodiment.

Fig. 7 is a flowchart showing an engine start control method of a hybrid vehicle according to an exemplary embodiment.

Fig. 8 is a block diagram showing an engine start control apparatus of a hybrid vehicle according to an exemplary embodiment.

Detailed Description

Various exemplary embodiments, features and aspects of the invention will be described in detail below with reference to the drawings. In the drawings, like reference numbers indicate identical or functionally similar elements. Although various aspects of the embodiments are illustrated in the accompanying drawings, the drawings are not necessarily drawn to scale unless specifically indicated.

The word "exemplary" is used herein to mean "serving as an example, embodiment, or illustration. Any embodiment described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments.

In addition, numerous specific details are set forth in the following description in order to provide a better illustration of the invention. It will be understood by those skilled in the art that the present invention may be practiced without some of these specific details. In other instances, well-known methods, procedures, components and circuits have not been described in detail so as not to obscure the present invention.

It will be appreciated that, as described in the background section, the present invention recognizes the following technical problems: in the case where the engine friction torque is greater than the average value, such as due to a low temperature of the cooling water, or the clutch actual torque is smaller than the torque required for engine start-up, or the like, due to severe wear, it takes more time to be able to bring the engine speed to the threshold speed, resulting in that the total time of the engine start-up process is delayed.

As shown in fig. 2 and 3, in each start of the engine, the supply of fuel to the engine is started when the torque capacity of the clutch reaches the target clutch torque capacity M and the engine speed reaches the threshold speed. In one possible implementation, the target clutch torque capacity may be calculated from the clutch base torque capacity and the clutch torque capacity adaptation, so one of the factors affecting the total time of the engine start process is the clutch torque capacity adaptation.

In view of this, in the present invention, each time the current start of the engine is completed, the clutch torque capacity adaptation amount used in the current start is self-learned to determine the clutch torque capacity adaptation amount for the next start of the engine from the clutch torque capacity adaptation amount for the current start of the engine.

Therefore, in the invention, the clutch torque capacity adaptive quantity used in each starting of the engine is self-learned to determine the clutch torque capacity adaptive quantity to be used in the next starting of the engine, so that the clutch torque capacity adaptive quantity to be used in the next starting of the engine can be ensured to be reasonable, and the clutch basic torque capacity is corrected by using the reasonable clutch torque capacity adaptive quantity, so that the target clutch torque capacity to be used in the next starting of the engine is reasonable, thereby enabling the engine speed to reach the threshold speed in time, and further enabling the engine starting process to be completed in time.

For a better understanding of the present invention, the following is a detailed description in conjunction with the flow chart shown in fig. 4.

Fig. 4 is a flowchart illustrating an engine start control method of a hybrid vehicle, which may be an HEV or a PHEV, according to an exemplary embodiment, and a power assembly of which may employ the structure shown in fig. 1, and in particular, the hybrid vehicle includes an engine, a driving motor, and a clutch disposed between the engine and the driving motor, and the control method may be applied to a hybrid control unit (english: hybrid Control Unit, abbreviated: HCU) of the hybrid vehicle. That is, the HCU may employ the control method in the present embodiment to realize the engine start control of the hybrid vehicle.

It should be appreciated that fig. 4 describes a process for self-learning clutch torque capacity adaptations. The method shown in fig. 4 is executed each time the present start of the engine is completed to determine the clutch torque capacity adaptation Δm to be used in the next start of the engine. As shown in fig. 4, the control method may include the following steps.

In step S410, after the completion of the current start of the engine, it is determined whether or not it is necessary to adjust the clutch torque capacity adaptive amount for the current start of the engine.

If the clutch torque capacity adaptive amount used in the current start cannot be applied to the next start, the clutch torque capacity adaptive amount used in the current start needs to be adjusted, so that the step S410 is determined as yes, and the following step S420 is executed; otherwise, the following step S430 is performed.

It should be appreciated that the clutch torque capacity adaptation Δm used in the first start of the engine is 0, i.e., the initial value of the clutch torque capacity adaptation is 0, and that the method of the present embodiment may be used to determine the clutch torque capacity adaptation for the non-first start of the engine.

In step S420, the clutch torque capacity adaptation is adjusted according to the start time data of the engine in the current start, and the adjusted clutch torque capacity adaptation is stored, wherein the adjusted clutch torque capacity adaptation is used for the next start of the engine.

In this embodiment, the starting time data of the engine in the current start includes, but is not limited to, the starting time of the engine in the current start and the time data related to the starting time of the engine in the current start, the clutch torque capacity adaptive amount for the current start of the engine may be adjusted in the current start of the engine according to the foregoing starting time data, and the adjusted clutch torque capacity adaptive amount may be stored as the clutch torque capacity adaptive amount to be used in the next start of the engine.

In one possible implementation, the clutch torque capacity adaptation for the present start of the engine may be adjusted according to the start time data in the present start of the engine by: a correspondence table between the start-up time data and the adjustment amount (torque capacity to be reduced/increased) is obtained, the adjustment amount corresponding to the start-up time data is searched in the correspondence table, and the clutch torque capacity adaptation amount for the current start-up of the engine is adjusted according to the searched adjustment amount.

In one possible implementation, the clutch torque capacity adaptation for the present start of the engine may also be adjusted according to the start time data in the present start of the engine by: the clutch torque capacity adaptation amount for the present start of the engine is adjusted such that the start time data corresponding to the adjusted clutch torque capacity adaptation amount satisfies a predetermined condition. Wherein the start-up time data corresponding to the adjusted clutch torque capacity adaptation satisfies a predetermined condition, representing: when the engine start-up processing is performed using the adjusted clutch torque capacity adaptation amount, the start-up time data in the start-up processing satisfies a predetermined condition.

In step S430, the clutch torque capacity adaptation amount for the current start of the engine is stored.

In this embodiment, the clutch torque capacity adaptive amount used in the current start-up can still be applied to the next start-up, so that the clutch torque capacity adaptive amount used in the current start-up does not need to be adjusted, and therefore the clutch torque capacity adaptive amount used in the current start-up can be directly stored as the clutch torque capacity adaptive amount to be used in the next start-up.

According to the engine starting control method of the hybrid electric vehicle, after each start of the engine is completed, whether the clutch torque capacity adaptive quantity for the current start of the engine needs to be adjusted is judged, if the clutch torque capacity adaptive quantity is judged to be required to be adjusted, the clutch torque capacity adaptive quantity is adjusted according to the start time data of the engine in the current start, and the adjusted clutch torque capacity adaptive quantity is stored to serve as the clutch torque capacity adaptive quantity to be used in the next start of the engine, so that the target clutch torque capacity to be used in the next start of the engine is always reasonable, the engine speed can reach the threshold speed in time in the next start of the engine, and engine starting processing can be completed in time.

Fig. 5 is a schematic diagram of an engine start process to which the engine start control method of the hybrid vehicle of the embodiment is applied. As shown in fig. 5, by adjusting the clutch torque capacity adaptation amount used in the current start of the engine, the value of the target clutch torque capacity used in the next start of the engine is increased from M to M1 (m1=m+ +Δm), so that the time for the engine speed to reach the threshold speed is shortened, that is, the engine speed can reach the threshold speed in time, and the engine start process can be completed in time.

In one possible implementation, the condition for determining that adjustment is needed in step S410 is: the start time from when the torque capacity of the clutch reaches a threshold torque capacity to when the rotational speed of the engine reaches a threshold rotational speed during the current start of the engine satisfies a predetermined condition.

In this embodiment, after the completion of the current start of the engine, a start time that can characterize whether the clutch torque capacity adaptive amount used in the current start of the engine is appropriate, that is, a time period from when the torque capacity of the clutch reaches the threshold torque capacity until the engine rotational speed reaches the threshold rotational speed may be acquired, and whether the clutch torque capacity adaptive amount for the current start of the engine needs to be adjusted may be determined according to whether the start time satisfies a predetermined condition.

In one possible implementation, during the present start of the engine, the timer is started when the torque capacity of the clutch reaches the threshold torque capacity, and stopped when the engine speed reaches the threshold speed, so the count value of the timer is the above start time of the present start of the engine.

If the start time satisfies the predetermined condition, it is reasonable to indicate that the clutch torque capacity adaptation amount for the current start of the engine, and the clutch torque capacity adaptation amount may be directly stored as the clutch torque capacity adaptation amount to be used when the engine is started next time without adjusting the clutch torque capacity adaptation amount. In this case, the above-described step S430 is performed.

If the start time does not meet the predetermined condition, it means that the clutch torque capacity adaptation amount for the current start of the engine is unreasonable, the clutch torque capacity adaptation amount needs to be adjusted, and the adjusted clutch torque capacity adaptation amount may be stored as a clutch torque capacity adaptation amount to be used when the engine is started next time. In this case, the above-described step S420 is performed.

In one possible implementation, the predetermined condition is that the start-up time is less than a start-up time upper limit and greater than a start-up time lower limit. Therefore, in the present start of the engine, if the start time is smaller than the start time upper limit value and larger than the start time lower limit value, it is determined that the start time satisfies the predetermined condition, the clutch torque capacity adaptive amount for the present start of the engine is reasonable, and the clutch torque capacity adaptive amount may be directly stored; on the other hand, if the start time is smaller than the start time lower limit value or the start time is larger than the start time upper limit value, it is determined that the start time does not satisfy the predetermined condition, the clutch torque capacity adaptation amount for the current start of the engine is unreasonable, and the clutch torque capacity adaptation amount needs to be changed.

In one possible implementation, the adjusting step S420 includes: if the start time is less than the start time lower limit value, reducing the clutch torque capacity adaptation for the present start of the engine; if the start time is greater than the start time upper limit value, the clutch torque capacity adaptation amount for the present start of the engine is increased.

In this embodiment, if the start-up time is smaller than the start-up time lower limit value, it means that the start-up time is too short and the target clutch torque capacity transmitted by the clutch is too large, and therefore, it is necessary to reduce the clutch torque capacity adaptive amount used in the current start-up of the engine, and to store the reduced clutch torque capacity adaptive amount as the clutch torque capacity adaptive amount to be used when the engine is started next time. On the other hand, if the start-up time is longer than the start-up time upper limit value, the start-up time is too long and the target clutch torque capacity transmitted by the clutch is too small, and therefore, it is necessary to increase the clutch torque capacity adaptive amount used in the current start-up of the engine, and to store the increased clutch torque capacity adaptive amount as the clutch torque capacity adaptive amount to be used when the engine is started next time.

In one possible implementation, the adjusting step S420 includes: if the starting time is smaller than the starting time lower limit value, determining the torque capacity to be reduced according to the starting time and the acceptable engine starting time, and further obtaining the adjusted clutch torque capacity adaptation; and if the starting time is greater than the starting time upper limit value, determining the torque capacity to be increased according to the starting time and the acceptable engine starting time, and further obtaining the adjusted clutch torque capacity adaptation.

In this embodiment, if the start time is smaller than the start time lower limit value, the torque capacity to be reduced may be determined from the start time and the acceptable engine start time, and the torque capacity to be reduced may be subtracted from the clutch torque capacity adaptive amount used in the current start of the engine, and the subtracted difference may be used as the adjusted clutch torque capacity adaptive amount. If the start time is greater than the start time upper limit value, the torque capacity to be increased may be determined from the start time and the acceptable engine start time, the clutch torque capacity adaptive amount used in the current start of the engine may be added to the torque capacity to be increased, and the sum may be added as the adjusted clutch torque capacity adaptive amount.

In one possible implementation, the torque capacity to be reduced may be determined from the start time and the acceptable engine start time using equation 1 below: Δms=ks (T2- Δt1-T1)/T0 (formula 1), where Δms is the torque capacity to be reduced, ks is the torque adjustment coefficient, T2 is the acceptable engine start time, T2- Δt1 represents the lower limit of the start time, T1 is the start time of the present start of the engine, and T0 is the time unit, note that Ks, T2, Δt1, and T0 may be preset values. And the clutch torque capacity adaptation to be used at the next start of the engine can be calculated using the following equation 2: Δm '= Δm- Δms (formula 2), where Δm' is the clutch torque capacity adaptation amount to be used when the engine is started next time (i.e., the adjusted clutch torque capacity adaptation amount), Δm is the clutch torque capacity adaptation amount used in the present start of the engine, and Δms is the torque capacity to be reduced.

In one possible implementation, the torque capacity to be increased may be determined from the start time and the acceptable engine start time using equation 3 below: Δml=kl (t3- (t2+ +Δt2))/T0 (formula 3), where Δml is the torque capacity to be increased, KL is the torque adjustment coefficient, T2 is the acceptable engine start time, t2+ +Δt2 represents the start time upper limit, T3 is the start time of the present start of the engine, T0 is the time unit, note that KL, T2, Δt2 and T0 may be preset values. And the clutch torque capacity adaptation to be used at the next start of the engine can be calculated using the following equation 4: Δm '= Δm+Δml (formula 4), where Δm' is the clutch torque capacity adaptation amount to be used when the engine is started next time (i.e., the adjusted clutch torque capacity adaptation amount), Δm is the clutch torque capacity adaptation amount used in the present start of the engine, and Δml is the torque capacity to be increased.

FIG. 6 is a schematic diagram illustrating a start-up time according to an example embodiment. As shown in fig. 6, the threshold torque capacity is T ₀ And the threshold rotation speed is N ₀ Curves L1, L2 and L3 correspond to three start curves of the engine, respectively, and the start times T1, T2 and T3 of the curves L1, L2 and L3 are all from the torque capacity of the clutch to the threshold torque capacity T ₀ When the engine speed reaches the threshold speed N ₀ The period of time until, wherein the start time T1 is smaller than the start time T2, and the start time T2 is smaller than the start time T3. Here, the start time T2 is an acceptable engine start time, the start time upper limit is t2+ [ delta ] T2, and the start time lower limit is T2- [ delta ] T1, and therefore, when the start time is greater than the start time lower limit T2-delta ] T1 and less than the start time upper limit t2+ [ delta ] T2, it is not necessary to adjust the clutch torque capacity adaptation amount for the current start of the engine.

As shown in fig. 6, the start time T1 in fig. 6 is smaller than the start time lower limit value T2- Δt1, so that the torque capacity to be reduced can be calculated using the above formula 1, and the clutch torque capacity adaptation to be used at the next start of the engine can be calculated using the above formula 2. Accordingly, as shown in fig. 6, the start time T3 in fig. 6 is greater than the start time upper limit value t2+. DELTA.t2, so the above-described formula 3 can be employed to calculate the torque capacity to be increased, and the above-described formula 4 can be employed to calculate the clutch torque capacity adaptation to be used at the next start of the engine.

Fig. 7 is a flowchart illustrating an engine start control method of a hybrid vehicle according to an exemplary embodiment, which may include the following steps, as shown in fig. 7.

In step S710, after the completion of the current start of the engine, it is determined whether or not it is necessary to adjust the clutch torque capacity adaptive amount for the current start of the engine.

In step S720, the clutch torque capacity adaptation is adjusted according to the start time data of the engine in the current start, and the adjusted clutch torque capacity adaptation is stored, wherein the adjusted clutch torque capacity adaptation is used for the next start of the engine.

In step S730, the clutch torque capacity adaptation amount for the current start of the engine is stored.

Note that steps S710 to S730 in fig. 7 are the same as steps S410 to S430 in fig. 4, respectively, and thus description of these steps is omitted.

In step S740, a target clutch torque capacity at the start of fuel supply to the engine is calculated based on the clutch base torque capacity and the adjusted clutch torque capacity adaptation amount.

In the present embodiment, the clutch base torque capacity is introduced when calculating the target clutch torque capacity at the time of fuel supply to the engine. The target clutch torque capacity at which fuel supply to the engine is started in the next start of the engine may be calculated using a corresponding algorithm including, but not limited to, addition or the like, based on the clutch base torque capacity and the adjusted clutch torque capacity adaptation.

In one possible implementation, the clutch base torque capacity may be determined based on the torque capacity of the engine. Specifically, the clutch base torque capacity may be determined by: acquiring related information affecting the resistance moment of the engine, wherein the related information comprises the cooling water temperature of the engine; determining the resistance moment of the engine according to the related information; based on the determined resistive torque, a clutch base torque capacity is determined.

Since relevant information including, but not limited to, the cooling water temperature of the engine affects the resistive torque of the engine, e.g., the lower the cooling water temperature, the greater the resistive torque of the engine, the resistive torque of the engine may be determined from the relevant information, and the base clutch torque capacity may be determined from the determined resistive torque. In one possible implementation, a cooling water temperature sensor may be used to detect the cooling water temperature, and the cooling water temperature detected by the cooling water temperature sensor may be obtained.

In step S750, during the next start of the engine, fuel supply to the engine is started when the torque capacity of the clutch reaches the target clutch torque capacity and the rotational speed of the engine reaches a predetermined rotational speed.

In the present embodiment, during the next start of the engine, it may be monitored whether the clutch torque capacity is reduced to the target clutch torque capacity calculated in step S740 and whether the engine speed reaches the threshold speed; upon detecting that the clutch torque capacity decreases to the target clutch torque capacity and the engine speed reaches the threshold speed, for example, a command for starting fuel supply to the engine is sent to a fuel feeding device including a fuel tank and a fuel injector; in response to receiving the command, the fuel feed device begins to supply fuel to the engine.

In the engine start control method of the hybrid vehicle according to the embodiment, after completion of each start of the engine, it is determined whether or not adjustment of the clutch torque capacity adaptive amount for the present start of the engine is required, if it is determined that adjustment is required, the clutch torque capacity adaptive amount is adjusted according to the start time data of the engine in the present start, and the adjusted clutch torque capacity adaptive amount is stored, and during the next start of the engine, the target clutch torque capacity is calculated according to the clutch base torque capacity and the stored clutch torque capacity adaptive amount, and when the torque capacity of the clutch reaches the calculated target clutch torque capacity and the engine rotational speed reaches the threshold rotational speed, fuel supply to the engine is started, and thus, since the target clutch torque capacity used is calculated based on the adjusted clutch torque capacity adaptive amount, the target clutch torque capacity used in the next start of the engine is always reasonable, so that the engine rotational speed can reach the threshold rotational speed in time in the next start of the engine, and thus the engine start processing can be completed in time.

Fig. 8 is a block diagram illustrating an engine start control apparatus of a hybrid vehicle, which may be an HEV or a PHEV, according to an exemplary embodiment, and a powertrain of which may employ the structure shown in fig. 1, and in particular, the hybrid vehicle includes an engine, a driving motor, and a clutch disposed between the engine and the driving motor. The control device 800 may be applied to a hybrid control unit HCU of a hybrid vehicle. As shown in fig. 8, the control device 800 may include a determination module 810 and an adjustment module 830.

The determining module 810 is configured to determine, after the current start of the engine is completed, whether adjustment of a clutch torque capacity adaptive amount for the current start of the engine is required. The adjusting module 830 is connected to the determining module 810, and is configured to adjust the clutch torque capacity adaptive amount according to the start time data of the engine in the current start if the determining module 810 determines that the clutch torque capacity adaptive amount needs to be adjusted, and store the adjusted clutch torque capacity adaptive amount, where the adjusted clutch torque capacity adaptive amount is used for the next start of the engine.

In one possible implementation, the determining module 810 determines that the condition to be adjusted is: the start time from when the torque capacity of the clutch reaches a threshold torque capacity to when the rotational speed of the engine reaches a threshold rotational speed during the current start of the engine satisfies a predetermined condition.

In one possible implementation, the predetermined condition is that the start-up time is less than a start-up time upper limit and greater than a start-up time lower limit, and the adjustment module 830 is configured to: if the start time is less than a start time lower limit, reducing clutch torque capacity adaptation for the present start of the engine; and if the starting time is greater than the starting time upper limit value, increasing the clutch torque capacity adaptation for the current starting of the engine.

In one possible implementation, the adjustment module 830 is configured to: if the starting time is smaller than the starting time lower limit value, determining the torque capacity to be reduced according to the starting time and the acceptable engine starting time, and further obtaining the adjusted clutch torque capacity adaptation; and if the starting time is greater than the starting time upper limit value, determining the torque capacity to be increased according to the starting time and the acceptable engine starting time, and further obtaining the adjusted clutch torque capacity adaptation.

In one possible implementation manner, the control device 800 may further include:

a calculation module (not shown) for calculating a target clutch torque capacity at the start of fuel supply to the engine based on the clutch base torque capacity and the adjusted clutch torque capacity adaptation;

a start module (not shown) for starting to supply fuel to the engine when the torque capacity of the clutch reaches the target clutch torque capacity and the rotational speed of the engine reaches a predetermined rotational speed during a next start of the engine.

The specific manner in which the various modules perform the operations in the apparatus of the above embodiments have been described in detail in connection with the embodiments of the method, and will not be described in detail herein.

The foregoing is merely illustrative of the present invention, and the present invention is not limited thereto, and any person skilled in the art will readily recognize that variations or substitutions are within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

An engine start control method of a hybrid vehicle including an engine, a drive motor, and a clutch provided between the engine and the drive motor, the method comprising:

a judging step of judging whether the clutch torque capacity adaptation amount for the current start of the engine needs to be adjusted after the current start of the engine is completed;

and an adjusting step, wherein if the clutch torque capacity adaptive quantity is judged to need to be adjusted, the clutch torque capacity adaptive quantity is adjusted according to the starting time data of the engine in the current starting, and the adjusted clutch torque capacity adaptive quantity is stored, wherein the adjusted clutch torque capacity adaptive quantity is used for the next starting of the engine.
The method according to claim 1, wherein the condition for determining that adjustment is required in the determining step is:

the start time from when the torque capacity of the clutch reaches a threshold torque capacity to when the rotational speed of the engine reaches a threshold rotational speed during the current start of the engine satisfies a predetermined condition.
The method of claim 2, wherein the predetermined condition is that the start-up time is less than a start-up time upper limit and greater than a start-up time lower limit,

the adjusting step comprises the following steps:

if the start time is less than a start time lower limit, reducing clutch torque capacity adaptation for the present start of the engine;

and if the starting time is greater than the starting time upper limit value, increasing the clutch torque capacity adaptation for the current starting of the engine.
A method according to claim 3, wherein the adjusting step comprises:

if the starting time is smaller than the starting time lower limit value, determining the torque capacity to be reduced according to the starting time and the acceptable engine starting time, and further obtaining the adjusted clutch torque capacity adaptation;

and if the starting time is greater than the starting time upper limit value, determining the torque capacity to be increased according to the starting time and the acceptable engine starting time, and further obtaining the adjusted clutch torque capacity adaptation.
The method according to any one of claims 1 to 4, further comprising, after the adjusting step:

a calculation step of calculating a target clutch torque capacity at the start of fuel supply to the engine based on a clutch base torque capacity and the adjusted clutch torque capacity adaptation amount;

a starting step of starting to supply fuel to the engine when a torque capacity of the clutch reaches the target clutch torque capacity and a rotational speed of the engine reaches a predetermined rotational speed during a next start of the engine.
An engine start control device of a hybrid vehicle including an engine, a drive motor, and a clutch provided between the engine and the drive motor, the device comprising:

the judging module is used for judging whether the clutch torque capacity adaptive quantity for the current start of the engine needs to be adjusted after the current start of the engine is completed;

and the adjusting module is used for adjusting the clutch torque capacity adaptive quantity according to the starting time data of the engine in the current starting process and storing the adjusted clutch torque capacity adaptive quantity if the judging module judges that the clutch torque capacity adaptive quantity needs to be adjusted, wherein the adjusted clutch torque capacity adaptive quantity is used for the next starting of the engine.
The apparatus of claim 6, wherein the condition for determining that adjustment is required in the determining module is:

the start time from when the torque capacity of the clutch reaches a threshold torque capacity to when the rotational speed of the engine reaches a threshold rotational speed during the current start of the engine satisfies a predetermined condition.
The apparatus of claim 7, wherein the predetermined condition is that the activation time is less than an upper activation time limit and greater than a lower activation time limit,

the adjustment module is configured to:

if the start time is less than a start time lower limit, reducing clutch torque capacity adaptation for the present start of the engine;

and if the starting time is greater than the starting time upper limit value, increasing the clutch torque capacity adaptation for the current starting of the engine.
The apparatus of claim 8, wherein the adjustment module is configured to:

if the starting time is smaller than the starting time lower limit value, determining the torque capacity to be reduced according to the starting time and the acceptable engine starting time, and further obtaining the adjusted clutch torque capacity adaptation;

and if the starting time is greater than the starting time upper limit value, determining the torque capacity to be increased according to the starting time and the acceptable engine starting time, and further obtaining the adjusted clutch torque capacity adaptation.
The apparatus according to any one of claims 6 to 9, further comprising:

a calculation module for calculating a target clutch torque capacity at the start of fuel supply to the engine based on a clutch base torque capacity and the adjusted clutch torque capacity adaptation;

a start module for starting to supply fuel to the engine when a torque capacity of the clutch reaches the target clutch torque capacity and a rotational speed of the engine reaches a predetermined rotational speed during a next start of the engine.