CN117412893A - Engine start control method and device for hybrid electric vehicle - Google Patents

Engine start control method and device for hybrid electric vehicle Download PDF

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Publication number
CN117412893A
CN117412893A CN202180098623.5A CN202180098623A CN117412893A CN 117412893 A CN117412893 A CN 117412893A CN 202180098623 A CN202180098623 A CN 202180098623A CN 117412893 A CN117412893 A CN 117412893A
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CN
China
Prior art keywords
torque capacity
clutch
driving motor
drive motor
engine
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Pending
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CN202180098623.5A
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Chinese (zh)
Inventor
罗品奎
卢文建
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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Publication of CN117412893A publication Critical patent/CN117412893A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

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: determining a drive motor base torque capacity based on an accelerator pedal signal and determining a drive motor torque capacity adjustment based on a clutch target torque capacity and a clutch actual torque capacity when starting the engine; calculating a target torque capacity of the driving motor according to the basic torque capacity of the driving motor and the torque capacity adjustment amount of the driving motor; and controlling the torque of the drive motor based on the drive motor target torque capacity to maintain the final torque capacity transferred to the gearbox stable. Thus, better drivability can be achieved. An engine start control device of a hybrid electric vehicle is also disclosed.

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 structural view of a powertrain 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: gearbox). Wherein, the P2 module includes a k0 clutch (English: clutch) and a driving motor (English: motor), the P2 module is located between the engine and the gearbox, and the k0 clutch is located between the engine and the driving 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 state of the engine (i.e., the running state issued by the controller of the engine) is a stop state (english: stop), a start-up state (english: cranking), and an 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.
In the phases P1 and P2, the coordination between the clutch torque capacity and the drive motor torque capacity is very important, and fig. 3 is a schematic diagram of the relationship between the clutch torque capacity and the drive motor torque capacity in the related art. Here, the "drive motor original target torque capacity" in fig. 3 is a torque capacity in response to a request of an accelerator pedal, which is a basic torque capacity to which a clutch torque capacity of a flywheel transmitted to an engine is added as a final value, and is transmitted to a drive motor control unit as a drive motor target torque capacity value in stages P1 and P2.
Fig. 4 is a simplified structural diagram of a corresponding torque capacity relationship in the related art, and the simplified structure shown in fig. 4 can clearly show the torque capacity relationship. In FIG. 4, T E Is the k0 clutch torque capacity transferred to the flywheel of the engine to pull up the rotational speed of the flywheel, it will be appreciated that T E Is the load torque capacity of the input shaft (english) of the gearbox; t (T) M Is the actual torque capacity of the driving motor, T M Directly to the input shaft; t (T) G Is the final torque capacity transferred to the transmission (which may also be referred to as the "transmission input torque capacity"); t (T) vb Is the final torque capacity transferred to the vehicle body. It should be appreciated that T vb ≈K×T G ，T G ＝T M –T E K is the current gear ratio. To ensure drivability during engine start-up, final torque capacity T G Should remain stable and avoid rapid changes, especially in low gear, the vehicle may vibrate drastically due to the large K value. Thus T M And T E The error of (2) should be small enough。
In the present strategy, the k0 clutch target torque capacity is added to the drive motor original target torque capacity as the drive motor target torque capacity. T is due to the different torque capacity response times of the clutch and the drive motor E And T M The torque capacity error between them is unstable. FIG. 5 is a schematic view of poor drivability due to unstable transmission input torque capacity in the related art, as shown in FIG. 5, drive motor target torque capacity and drive motor actual torque capacity T M Is T1, the k0 clutch target torque capacity and the k0 clutch estimated torque capacity T E Is t2. In most cases, the delay time t1 is less than the delay time t2, and this tendency is more pronounced when the clutch operating temperature is low.
As shown in fig. 5, when the k0 clutch target torque capacity increases, the driving motor actual torque capacity T M Estimating torque capacity T for a ratio k0 clutch E And responds faster according to the above formula T G ＝T M –T E It can be seen that T G Rapidly increasing (as shown in FIG. 5, deltaT is greater) when the k0 clutch estimates the torque capacity T E When reaching maximum value, T G Restoring to the previous stable value. This brief process corresponds to the application of an additional positive torque capacity pulse on the input shaft, which can cause vibration (English: shock) on the vehicle. In contrast, when the k0 clutch target torque capacity is reduced, an additional negative torque capacity pulse is applied to the input shaft, which may cause jerk (english: jerk) on the vehicle, which is unacceptable for drivability.
Therefore, using the engine start control method in the related art to start the engine may not achieve good drivability.
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 embodiment 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: determining a drive motor base torque capacity from an accelerator pedal signal and determining a drive motor torque capacity adjustment from a clutch target torque capacity and a clutch actual torque capacity when starting the engine; calculating a target torque capacity of the driving motor according to the basic torque capacity of the driving motor and the torque capacity adjustment amount of the driving motor; and controlling the torque of the drive motor based on the drive motor target torque capacity to maintain a final torque capacity transferred to the transmission stable.
For the above method, in one possible implementation, determining the driving motor torque capacity adjustment amount according to the clutch target torque capacity and the clutch actual torque capacity includes: determining a factor related to the start of the engine; the drive motor torque capacity adjustment is determined based on the clutch target torque capacity, the clutch actual torque capacity, and the factor.
For the above method, in one possible implementation, determining the factor related to the start of the engine comprises: acquiring at least one of a factor related to a temperature signal detected by a temperature sensor, a factor related to a rotational speed difference between a rotational speed of the drive motor and a rotational speed of the engine, and a factor related to the clutch target torque capacity; a factor related to the start of the engine is determined from the acquired factor.
For the above method, in one possible implementation, determining the driving motor torque capacity adjustment amount according to the clutch target torque capacity, the clutch actual torque capacity, and the factor includes: based on the clutch target torque capacity, the clutch actual torque capacity, and the factor, equation T is used Em ＝Tc cmd *f ac +(1-f ac )*Tc est To determine the drive motor torque capacity adjustment, wherein T Em Represents the torque capacity adjustment amount of the driving motor, tc cmd Indicating the clutch target torque capacity, tc est Representing the actual torque capacity of the clutch, f ac Representing the factor.
For the above method, in one possible implementation, determining the driving motor torque capacity adjustment amount according to the clutch target torque capacity and the clutch actual torque capacity includes: and determining the torque capacity adjustment amount of the driving motor according to the clutch target torque capacity, the clutch actual torque capacity and the preset compensation torque capacity.
For the above method, in one possible implementation, calculating a driving motor target torque capacity according to the driving motor basic torque capacity and the driving motor torque capacity adjustment includes: and adding the basic torque capacity of the driving motor and the torque capacity adjustment amount of the driving motor, and taking the added result as the target torque capacity of the driving motor.
According to another embodiment of the present invention, there is provided an engine start control apparatus of a hybrid vehicle including an engine, a drive motor, and a clutch provided between the engine and the drive motor, the apparatus including: a determining module for determining a driving motor basic torque capacity according to an accelerator pedal signal when the engine is started, and determining a driving motor torque capacity adjustment amount according to a clutch target torque capacity and a clutch actual torque capacity; the calculation module is used for calculating a target torque capacity of the driving motor according to the basic torque capacity of the driving motor and the torque capacity adjustment amount of the driving motor; and a control module for controlling the torque of the drive motor based on the drive motor target torque capacity to maintain a final torque capacity transferred to the gearbox stable.
For the above apparatus, in one possible implementation manner, the determining module is configured to: determining a factor related to the start of the engine; the drive motor torque capacity adjustment is determined based on the clutch target torque capacity, the clutch actual torque capacity, and the factor.
For the above apparatus, in one possible implementation manner, the determining module is configured to: acquiring at least one of a factor related to a temperature signal detected by a temperature sensor, a factor related to a rotational speed difference between a rotational speed of the drive motor and a rotational speed of the engine, and a factor related to the clutch target torque capacity; a factor related to the start of the engine is determined from the acquired factor.
For the above apparatus, in one possible implementation manner, the determining module is configured to: based on the clutch target torque capacity, the clutch actual torque capacity, and the factor, equation T is used Em ＝Tc cmd *f ac +(1-f ac )*Tc est To determine the drive motor torque capacity adjustment, wherein T Em Represents the torque capacity adjustment amount of the driving motor, tc cmd Indicating the clutch target torque capacity, tc est Representing the actual torque capacity of the clutch, f ac Representing the factor.
For the above apparatus, in one possible implementation manner, the determining module is configured to: and determining the torque capacity adjustment amount of the driving motor according to the clutch target torque capacity, the clutch actual torque capacity and the preset compensation torque capacity.
For the above apparatus, in one possible implementation, the computing module is configured to: and adding the basic torque capacity of the driving motor and the torque capacity adjustment amount of the driving motor, and taking the added result as the target torque capacity of the driving motor.
According to the engine start control method and the engine start control device for the hybrid electric vehicle, the driving motor target torque capacity is calculated according to the driving motor basic torque capacity determined based on the accelerator pedal signal and the driving motor torque capacity adjustment amount determined based on the clutch target torque capacity and the clutch actual torque capacity, so that compared with the driving motor target torque capacity calculated according to the driving motor basic torque capacity and the clutch target torque capacity in the prior art, the torque capacity error between the clutch actual torque capacity and the driving motor actual torque capacity can be reduced, the final torque capacity transferred to the gearbox can be kept stable, and better driving performance can be realized.
In addition, according to the engine start control method and apparatus of the hybrid vehicle of the present invention, it can be realized using existing components of the hybrid vehicle without installing additional devices such as sensors in the hybrid vehicle, and without extremely strict requirements on the driving motor and the clutch.
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 structural view of a powertrain 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 a relationship between clutch torque capacity and drive motor torque capacity in the related art.
Fig. 4 is a simplified structural diagram of a corresponding torque capacity relationship in the related art.
Fig. 5 is a schematic diagram of poor drivability caused by unstable transmission input torque capacity in the related art.
Fig. 6 is a flowchart illustrating an engine start control method of a hybrid vehicle according to an exemplary embodiment.
Fig. 7 is an effect diagram of an engine start process to which the engine start control method of the hybrid vehicle of the embodiment is applied.
Fig. 8 is a schematic diagram showing a calculation method of the drive motor torque capacity adjustment amount according to an exemplary embodiment.
Fig. 9 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: since the response time of the actual torque capacity of the driving motor and the actual torque capacity of the clutch are different, if the target torque capacity of the driving motor is calculated according to the basic torque capacity of the driving motor and the target torque capacity of the clutch, the torque capacity error between the actual torque capacity of the driving motor and the actual torque capacity of the clutch is unstable, so that the final torque capacity transferred to the gearbox is unstable, and thus, the vehicle is dithered and vibrated, and finally, the drivability of the engine start is affected.
That is, one of the factors that causes instability in the final torque capacity transmitted to the transmission is to calculate the drive motor target torque capacity from the drive motor base torque capacity and the clutch target torque capacity.
Based on this, in the present invention, instead of calculating the drive motor target torque capacity from the drive motor basic torque capacity and the clutch target torque capacity, the drive motor target torque capacity is calculated from the drive motor basic torque capacity determined based on the accelerator pedal signal and the drive motor torque capacity adjustment amount determined based on the clutch target torque capacity and the clutch actual torque capacity, whereby the drive motor torque capacity adjustment amount is introduced at the time of calculating the drive motor target torque capacity, which is determined from both the clutch target torque capacity and the clutch actual torque capacity, and therefore, the torque capacity error between the clutch actual torque capacity and the drive motor actual torque capacity can be reduced, so that the final torque capacity transmitted to the transmission is kept stable, and further, better drivability can be achieved.
For a better understanding of the present invention, the following is a detailed description in conjunction with the flow chart shown in fig. 6.
Fig. 6 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, may include an engine, a driving motor, and a clutch disposed between the engine and the driving motor, and 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 the method of the present embodiment may be performed each time the engine is started to calculate a drive motor target torque capacity, and the calculated drive motor target torque capacity is used for control of the torque capacity of the drive motor involved in engine starting.
As shown in fig. 6, the method may include the following steps.
In step S610, at the time of starting the engine, a driving motor basic torque capacity is determined according to an accelerator pedal signal, and a driving motor torque capacity adjustment amount is determined according to a clutch target torque capacity and a clutch actual torque capacity.
In the present embodiment, an accelerator pedal signal may be acquired by an accelerator pedal position sensor, and then a drive motor base torque capacity may be calculated from the accelerator pedal signal. In one possible implementation, the accelerator pedal signal may include an accelerator pedal opening; a correlation algorithm may be employed to calculate a torque capacity corresponding to the accelerator opening, and the calculated torque capacity may be used as a drive motor base torque capacity. The related algorithm may include, but is not limited to, that the torque capacity corresponding to the accelerator pedal opening is equal to the product of the accelerator pedal opening and the maximum torque capacity of the driving motor external characteristic curve.
In one possible implementation, a preset algorithm may be employed and a drive motor torque capacity adjustment may be determined based on the clutch target torque capacity and the clutch actual torque capacity, the preset algorithm may include, but is not limited to, any algorithm capable of satisfying a determination that the drive motor torque capacity adjustment is between the clutch target torque capacity and the clutch actual torque capacity. That is, any algorithm that enables the determined driving motor torque capacity adjustment amount to be larger than the clutch actual torque capacity and smaller than the clutch target torque capacity may be used in step S610 to determine the driving motor torque capacity adjustment amount based on the clutch target torque capacity and the clutch actual torque capacity. The algorithm may be, for example, T Em ＝f(Tc cmd ,Tc est ) And Tc is est ＜T Em ＜Tc cmd Wherein T is Em Indicating the torque capacity adjustment amount of the driving motor, tc cmd Indicating clutch target torque capacity, tc est Represents the actual torque capacity of the clutch, and f represents the self-variationAt a quantity of Tc cmd And Tc est And the function value is T Em Is a function of (2).
In step S620, a driving motor target torque capacity is calculated based on the driving motor base torque capacity and the driving motor torque capacity adjustment amount.
In this embodiment, compared to the prior art in which the driving motor target torque capacity is calculated from the driving motor basic torque capacity and the clutch target torque capacity, the driving motor target torque capacity can be calculated from the driving motor basic torque capacity and the driving motor torque capacity adjustment amount determined in step S610.
In one possible implementation, the driving motor basic torque capacity and the driving motor torque capacity adjustment amount determined in step S610 may be transmitted to a driving motor torque capacity calculation module that calculates a driving motor target torque capacity according to the received driving motor basic torque capacity and driving motor torque capacity adjustment amount.
In one possible implementation, the drive motor target torque capacity may be calculated from the drive motor base torque capacity and the drive motor torque capacity adjustment by: and adding the basic torque capacity of the driving motor and the torque capacity adjustment amount of the driving motor, and taking the added result as the target torque capacity of the driving motor.
In this embodiment, the formula T may be adopted according to the driving motor basic torque capacity and the driving motor torque capacity adjustment amount target ＝T base +T Em To calculate a drive motor target torque capacity, wherein T target Indicating the target torque capacity of the driving motor, T base Representing the basic torque capacity of the driving motor, T Em The drive motor torque capacity adjustment amount is indicated.
In one possible implementation, the drive motor target torque capacity may also be calculated from the drive motor base torque capacity and the drive motor torque capacity adjustment by: and weighting the basic torque capacity of the driving motor and the torque capacity adjustment amount of the driving motor, and taking the weighted result as the target torque capacity of the driving motor.
In this embodiment, the formula T may be adopted according to the driving motor basic torque capacity and the driving motor torque capacity adjustment amount target ＝A*T base +B*T Em To calculate a drive motor target torque capacity, wherein T target Indicating the target torque capacity of the driving motor, T base Representing the basic torque capacity of the driving motor, T Em The driving motor torque capacity adjustment quantity is represented, A is a weight value corresponding to the driving motor basic torque capacity, B is a weight value corresponding to the driving motor torque capacity adjustment quantity, and the weight value can be set according to actual application requirements.
It should be noted that the above-mentioned manner for calculating the driving motor target torque capacity according to the driving motor basic torque capacity and the driving motor torque capacity adjustment amount is only two examples of the present embodiment, however, the present invention is not limited thereto, and it should be understood that a person skilled in the art may use other suitable algorithms besides the addition and weighting algorithm to calculate the driving motor target torque capacity according to the driving motor basic torque capacity and the driving motor torque capacity adjustment amount according to the technical knowledge thereof and combine the technical content of the present invention, and the present invention is not described in detail herein for the sake of brevity.
In step S630, the torque of the drive motor is controlled based on the drive motor target torque capacity so that the final torque capacity transferred to the transmission is kept stable.
In the present embodiment, the torque of the drive motor may be controlled based on the drive motor target torque capacity calculated in step S620 to reduce the torque capacity error between the clutch actual torque capacity and the drive motor actual torque capacity, so that the final torque capacity transferred to the transmission is kept stable.
In one possible implementation, the torque of the drive motor may be controlled based on the drive motor target torque capacity by: a command (which may be referred to as a "drive motor torque command") to the drive motor to make a torque adjustment of the drive motor based on the drive motor target torque capacity is sent to the drive motor. For example, a drive motor torque command may be sent to the drive motor via a CAN message.
According to the engine start control method of the hybrid electric vehicle, the driving motor target torque capacity is calculated according to the driving motor basic torque capacity determined based on the accelerator pedal signal and the driving motor torque capacity adjustment amount determined based on the clutch target torque capacity and the clutch actual torque capacity, and therefore compared with the driving motor target torque capacity calculated according to the driving motor basic torque capacity and the clutch target torque capacity in the prior art, torque capacity errors between the clutch actual torque capacity and the driving motor actual torque capacity can be reduced, and therefore the final torque capacity transferred to the gearbox is kept stable, and further better drivability can be achieved.
In addition, the engine start control method of the hybrid vehicle of the embodiment can be realized by using only the existing components of the hybrid vehicle without installing additional devices such as sensors and the like in the hybrid vehicle, and without extremely strict requirements on the drive motor and the clutch.
Fig. 7 is an effect diagram of an engine start process to which the engine start control method of the hybrid vehicle of the embodiment is applied, wherein the "torque capacity request value" in fig. 7 is actually the drive motor torque capacity adjustment amount. Compared with T in FIG. 5 G Rapidly increasing (larger Δt as shown in fig. 5), as shown in fig. 7, the final torque capacity T transferred to the transmission G Almost stable (as shown in fig. 7, Δt1 is small), almost no vibration or shake in the driving motor rotation speed curve, and good drivability.
In one possible implementation, step S610 may include: determining a factor related to the start of the engine; the drive motor torque capacity adjustment is determined based on the clutch target torque capacity, the clutch actual torque capacity, and the factor.
In this embodiment, information corresponding to a factor affecting engine starting may be obtained, then a factor corresponding to the information may be determined, and then a related algorithm may be further used to determine a torque capacity adjustment amount of the driving motor according to the target torque capacity of the clutch and the actual torque capacity of the clutch. Among these, factors that affect engine starting include, but are not limited to, the cooling water temperature of the engine, the rotational speed difference between the rotational speed of the drive motor and the rotational speed of the engine, and the like. Accordingly, the cooling water temperature detected by the temperature sensor such as the cooling water temperature sensor can be acquired; the rotation speed of the drive motor detected by the drive motor rotation speed sensor and the rotation speed of the engine detected by the engine rotation speed sensor may be acquired, and then the rotation speed difference between the two rotation speeds may be calculated.
It should be appreciated that any algorithm that enables the drive motor torque capacity adjustment amount determined from the clutch target torque capacity, the clutch actual torque capacity, and the factor to be greater than the clutch actual torque capacity and less than the clutch target torque capacity may be used to determine the drive motor torque capacity adjustment amount from the clutch target torque capacity, the clutch actual torque capacity, and the factor.
In one possible implementation, the equation T may be used based on the clutch target torque capacity, the clutch actual torque capacity, and the factors described above Em ＝Tc cmd *f ac +(1-f ac )*Tc est To determine the drive motor torque capacity adjustment, wherein T Em Indicating the torque capacity adjustment amount of the driving motor, tc cmd Indicating clutch target torque capacity, tc est Indicating clutch actual torque capacity, f ac Representing the above factors. Fig. 8 is a schematic diagram showing a calculation method of the driving motor torque capacity adjustment amount according to an exemplary embodiment, and similarly to fig. 7, the "torque capacity request value" in fig. 8 is actually the driving motor torque capacity adjustment amount. As shown in fig. 8, by a factor f ac To enable the torque capacity adjustment amount T of the driving motor Em Between clutch target torque capacity Tc cmd And clutch actual torque capacity Tc est Between them.
In one possible implementation, determining the factor related to the start of the engine includes: acquiring at least one of a factor related to a temperature signal detected by a temperature sensor, a factor related to a rotational speed difference between a rotational speed of the drive motor and a rotational speed of the engine, and a factor related to the clutch target torque capacity; a factor related to the start of the engine is determined from the acquired factor.
In the present embodiment, the cooling water temperature of the engine detected by the temperature sensor may be obtained in the above-described manner, and then a factor related to the temperature signal is calculated based on the cooling water temperature by an empirical formula, and the factor related to the temperature signal is exemplified as a value of 0.05, for example. The rotation speed difference between the rotation speed of the drive motor and the rotation speed of the engine may be obtained in the above-described manner, and then a factor relating to the rotation speed difference, for example, a value of 0.1 may be calculated based on the rotation speed difference by an empirical formula. The clutch target torque capacity may be determined based on the clutch response characteristic, and then a factor related to the clutch target torque capacity, for example, a value of 0.75, may be calculated based on the clutch target torque capacity by an empirical formula. Thus, the factor relating to the start of the engine can be determined from the calculated factors.
In one possible implementation, equation f may be employed ac ＝f ac (Torque)+f ac (speedDiff)+f ac (Temp) and determining a factor related to the start of the engine from the calculated factors, wherein f ac Representing a factor related to the start of the engine, f ac (Temp) represents a factor related to the temperature signal, f ac (speedDiff) represents a factor related to the rotational speed difference, f ac (Torque) represents a factor related to the clutch target Torque capacity.
In one possible implementation, step S610 may further include: and determining the torque capacity adjustment amount of the driving motor according to the clutch target torque capacity, the clutch actual torque capacity and the preset compensation torque capacity.
In this embodiment, the driving motor torque capacity adjustment amount to be compensated may be determined according to the clutch target torque capacity and the clutch actual torque capacity, and then the driving motor torque capacity adjustment amount to be compensated may be compensated using a preset compensation torque capacity. In one possible implementation, the formula T may be employed Em ＝Tc cmd *f ac +(1-f ac )*Tc est +T osft To determine the drive motor torque capacity adjustment, wherein T osft The definition of the remaining parameters in the equation, which represents the preset compensation torque capacity, can refer to the foregoing description, and will not be repeated here. For example, the preset compensation torque capacity may be a value approximately equal to 0.
Fig. 9 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, includes an engine, a driving motor, and a clutch disposed between the engine and the driving motor. The apparatus 900 may be applied to a hybrid control unit HCU of a hybrid vehicle. As shown in fig. 9, the apparatus 900 may include a determination module 910, a calculation module 920, and a control module 930.
The determination module 910 is configured to determine a drive motor base torque capacity based on an accelerator pedal signal and a drive motor torque capacity adjustment based on a clutch target torque capacity and a clutch actual torque capacity when starting the engine. The calculation module 920 is connected to the determination module 910, and is configured to calculate a driving motor target torque capacity according to the driving motor basic torque capacity and the driving motor torque capacity adjustment. The control module 930 is coupled to the calculation module 920 for controlling the torque of the driving motor based on the driving motor target torque capacity so that the final torque capacity transferred to the transmission is kept stable.
In one possible implementation, the determining module 910 is configured to: determining a factor related to the start of the engine; the drive motor torque capacity adjustment is determined based on the clutch target torque capacity, the clutch actual torque capacity, and the factor.
In one possible implementation, the determining module 910 is configured to: acquiring at least one of a factor related to a temperature signal detected by a temperature sensor, a factor related to a rotational speed difference between a rotational speed of the drive motor and a rotational speed of the engine, and a factor related to the clutch target torque capacity; a factor related to the start of the engine is determined from the acquired factor.
In one possible implementation, the determining module 910 is configured to: based on the clutch target torque capacity, the clutch actual torque capacity, and the factor, equation T is used Em ＝Tc cmd *f ac +(1-f ac )*Tc est To determine the drive motor torque capacity adjustment, wherein T Em Represents the torque capacity adjustment amount of the driving motor, tc cmd Indicating the clutch target torque capacity, tc est Representing the actual torque capacity of the clutch, f ac Representing the factor.
In one possible implementation, the determining module 910 is configured to: and determining the torque capacity adjustment amount of the driving motor according to the clutch target torque capacity, the clutch actual torque capacity and the preset compensation torque capacity.
In one possible implementation, the computing module 920 is configured to: adding the basic torque capacity of the driving motor and the torque capacity adjustment amount of the driving motor, and taking the added result as the target torque capacity of the driving motor; or weighting the basic torque capacity of the driving motor and the torque capacity adjustment amount of the driving motor, and taking the weighted result as the target torque capacity of the driving motor.
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 (12)

  1. 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:
    determining a drive motor base torque capacity from an accelerator pedal signal and determining a drive motor torque capacity adjustment from a clutch target torque capacity and a clutch actual torque capacity when starting the engine;
    calculating a target torque capacity of the driving motor according to the basic torque capacity of the driving motor and the torque capacity adjustment amount of the driving motor; and
    the torque of the drive motor is controlled based on the drive motor target torque capacity to maintain a final torque capacity transferred to the transmission stable.
  2. The method of claim 1, wherein determining the drive motor torque capacity adjustment based on the clutch target torque capacity and the clutch actual torque capacity comprises:
    determining a factor related to the start of the engine;
    the drive motor torque capacity adjustment is determined based on the clutch target torque capacity, the clutch actual torque capacity, and the factor.
  3. The method of claim 2, wherein determining a factor related to start-up of the engine comprises:
    acquiring at least one of a factor related to a temperature signal detected by a temperature sensor, a factor related to a rotational speed difference between a rotational speed of the drive motor and a rotational speed of the engine, and a factor related to the clutch target torque capacity;
    a factor related to the start of the engine is determined from the acquired factor.
  4. The method of claim 2, wherein determining the drive motor torque capacity adjustment based on the clutch target torque capacity, the clutch actual torque capacity, and the factor comprises:
    based on the clutch target torque capacity, the clutch actual torque capacity, and the factor, equation T is used Em ＝Tc cmd *f ac +(1-f ac )*Tc est To determine the drive motor torque capacity adjustment, wherein T Em Represents the torque capacity adjustment amount of the driving motor, tc cmd Indicating the clutch target torque capacity, tc est Representing the actual torque capacity of the clutch, f ac Representing the factor.
  5. The method of claim 1, wherein determining the drive motor torque capacity adjustment based on the clutch target torque capacity and the clutch actual torque capacity comprises:
    and determining the torque capacity adjustment amount of the driving motor according to the clutch target torque capacity, the clutch actual torque capacity and the preset compensation torque capacity.
  6. The method according to any one of claims 1 to 5, characterized in that calculating a drive motor target torque capacity from the drive motor base torque capacity and the drive motor torque capacity adjustment amount includes:
    adding the basic torque capacity of the driving motor and the torque capacity adjustment amount of the driving motor, and taking the added result as the target torque capacity of the driving motor; or alternatively
    And weighting the basic torque capacity of the driving motor and the torque capacity adjustment amount of the driving motor, and taking the weighted result as the target torque capacity of the driving motor.
  7. 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:
    a determining module for determining a driving motor basic torque capacity according to an accelerator pedal signal when the engine is started, and determining a driving motor torque capacity adjustment amount according to a clutch target torque capacity and a clutch actual torque capacity;
    the calculation module is used for calculating a target torque capacity of the driving motor according to the basic torque capacity of the driving motor and the torque capacity adjustment amount of the driving motor; and
    and the control module is used for controlling the torque of the driving motor based on the target torque capacity of the driving motor so as to keep the final torque capacity transferred to the gearbox stable.
  8. The apparatus of claim 7, wherein the determination module is configured to:
    determining a factor related to the start of the engine;
    the drive motor torque capacity adjustment is determined based on the clutch target torque capacity, the clutch actual torque capacity, and the factor.
  9. The apparatus of claim 8, wherein the determination module is configured to:
    acquiring at least one of a factor related to a temperature signal detected by a temperature sensor, a factor related to a rotational speed difference between a rotational speed of the drive motor and a rotational speed of the engine, and a factor related to the clutch target torque capacity;
    a factor related to the start of the engine is determined from the acquired factor.
  10. The apparatus of claim 8, wherein the determination module is configured to:
    based on the clutch target torque capacity, the clutch actual torque capacity, and the factor, equation T is used Em ＝Tc cmd *f ac +(1-f ac )*Tc est To determine the drive motor torque capacity adjustment, wherein T Em Represents the torque capacity adjustment amount of the driving motor, tc cmd Indicating the clutch target torque capacity, tc est Representing the actual torque capacity of the clutch, f ac Representing the factor.
  11. The apparatus of claim 7, wherein the determination module is configured to:
    and determining the torque capacity adjustment amount of the driving motor according to the clutch target torque capacity, the clutch actual torque capacity and the preset compensation torque capacity.
  12. The apparatus of any one of claims 7 to 11, wherein the computing module is configured to:
    adding the basic torque capacity of the driving motor and the torque capacity adjustment amount of the driving motor, and taking the added result as the target torque capacity of the driving motor; or alternatively
    And weighting the basic torque capacity of the driving motor and the torque capacity adjustment amount of the driving motor, and taking the weighted result as the target torque capacity of the driving motor.
CN202180098623.5A 2021-06-01 2021-06-01 Engine start control method and device for hybrid electric vehicle Pending CN117412893A (en)

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JP3651772B2 (en) * 2000-08-04 2005-05-25 スズキ株式会社 Control device for hybrid vehicle
JP3588091B2 (en) * 2002-08-22 2004-11-10 本田技研工業株式会社 Hydraulic control device for hybrid vehicle
JP2007261442A (en) * 2006-03-29 2007-10-11 Nissan Motor Co Ltd Driving mode shift controller for hybrid car
JP4816291B2 (en) * 2006-07-05 2011-11-16 日産自動車株式会社 Motor lock prevention device for hybrid vehicle
JP5821285B2 (en) * 2011-05-30 2015-11-24 日産自動車株式会社 Engine stop control device for hybrid vehicle
US8834319B2 (en) * 2012-05-07 2014-09-16 Ford Global Technologies, Llc Biased speed control for an electric machine in a hybrid vehicle
CN105059104B (en) * 2015-07-31 2017-06-16 奇瑞汽车股份有限公司 Mixed power automobile driving system and its engine start control method
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CN112519750A (en) * 2019-09-03 2021-03-19 舍弗勒技术股份两合公司 Engine starting control method and device of hybrid electric vehicle

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