CN117500706A

CN117500706A - Engine start control method and device for hybrid electric vehicle

Info

Publication number: CN117500706A
Application number: CN202180099549.9A
Authority: CN
Inventors: 罗品奎; 陶冬生
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2021-06-18
Filing date: 2021-06-18
Publication date: 2024-02-02
Also published as: WO2022261946A1

Abstract

The application relates to an engine start control method and device of a hybrid electric vehicle, wherein the method comprises the following steps: after the current starting of the engine is completed, if the starting time data is judged to meet the preset condition, calculating a first coefficient corresponding to the working temperature of the engine at the current starting according to the starting time data; and according to the first coefficient, the clutch torque capacity adaptive quantity corresponding to the working temperature is regulated according to the first coefficient and the preset compensation quantity, and the regulated clutch torque capacity adaptive quantity and the working temperature are correspondingly stored, wherein the regulated clutch torque capacity adaptive quantity is used for the next starting of the engine corresponding to the working temperature, so that the clutch torque capacity adaptive quantity can be prevented from being regulated frequently, the clutch torque capacity adaptive quantity can be converged at different temperatures, and the driving performance is improved.

Description

Engine start control method and device for hybrid electric vehicle

Technical Field

The present disclosure relates to the field of hybrid electric vehicles, and in particular, to a method and an apparatus for controlling engine start of a hybrid electric vehicle.

Background

In the related art, during an engine start-up of a hybrid vehicle, a clutch torque capacity is increased to a constant clutch torque capacity at a reasonable rate, and a clutch portion is engaged to transmit the constant clutch torque capacity to an engine, thereby adjusting an engine speed to a threshold speed lower than a driving motor speed.

Disclosure of Invention

In view of this, the present application proposes a method and apparatus for controlling engine start of a hybrid vehicle.

In order to solve the above technical problem, according to an aspect of the present application, 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 engine start control method including: a first judging step of judging whether starting time data of the engine in the current starting meets a preset condition after the current starting of the engine is completed; a first calculation step of calculating a first coefficient corresponding to an operating temperature at the time of the current start of the engine according to the start-up time data if it is determined that the start-up time data satisfies the predetermined condition; a second judging step of determining whether or not adjustment of clutch torque capacity adaptation amount for the engine corresponding to the operating temperature is required according to the first coefficient; and an adjustment step of adjusting the clutch torque capacity adaptive amount corresponding to the operating temperature according to the first coefficient and a predetermined compensation amount if it is determined that the clutch torque capacity adaptive amount needs to be adjusted, and storing the adjusted clutch torque capacity adaptive amount and the operating temperature correspondingly, wherein the adjusted clutch torque capacity adaptive amount is used for the next start of the engine corresponding to the operating temperature.

According to another aspect of the present application, 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 engine start control device including: the first judging module is used for judging whether the starting time data of the engine in the current starting meets the preset condition after the current starting of the engine is completed; the first calculation module is used for calculating a first coefficient corresponding to the working temperature of the engine at the time of current starting according to the starting time data if the starting time data is judged to meet the preset condition; the second judging module is used for determining whether clutch torque capacity adaptation quantity corresponding to the working temperature of the engine needs to be adjusted according to the first coefficient; and the adjusting module is used for adjusting the clutch torque capacity adaptive quantity corresponding to the working temperature according to the first coefficient and a preset compensation quantity and correspondingly storing the adjusted clutch torque capacity adaptive quantity and the working temperature, wherein the adjusted clutch torque capacity adaptive quantity is used for the next starting of the engine corresponding to the working temperature.

According to the engine starting control method and device of the hybrid electric vehicle, after the engine is started this time, whether the starting time data of the engine in the starting this time meets the preset condition is judged; if the starting time data meets the preset condition, calculating a first coefficient corresponding to the working temperature of the engine in the current starting according to the starting time data; determining whether clutch torque capacity adaptation for the engine corresponding to the operating temperature needs to be adjusted according to the first coefficient; and if the clutch torque capacity adaptive amount is judged to be required to be adjusted, adjusting the clutch torque capacity adaptive amount corresponding to the working temperature according to the first coefficient and a preset compensation amount, and correspondingly storing the adjusted clutch torque capacity adaptive amount and the working temperature, wherein the adjusted clutch torque capacity adaptive amount is used for the next starting of the engine corresponding to the working temperature, thereby avoiding frequent adjustment of the clutch torque capacity adaptive amount, effectively avoiding unstable starting torque caused by frequent adjustment of the clutch torque capacity adaptive amount, and further enhancing the robustness of adjustment of the clutch torque capacity adaptive amount. In addition, since frequent adjustment of the clutch torque capacity adaptation amount can be avoided, frequent change of data in the storage device due to frequent adjustment of the clutch torque capacity adaptation amount can be effectively avoided, and further the number of erasing times of the storage device can be reduced, thereby prolonging the service life of the storage device.

On the other hand, in the clutch torque capacity adaptation determining process, the working temperature of the engine is considered, so that the clutch torque capacity adaptation can be converged at different working temperatures, the influence of the working temperature on the clutch torque capacity adaptation is eliminated, and the drivability of the vehicle is improved.

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 schematic diagram of the start time of the engine start process of the hybrid vehicle having the P2 module in the related art.

Fig. 5 is a schematic diagram of the variation of the clutch torque capacity adaptation amount involved in the self-learning process 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 a schematic diagram showing the convergence of the clutch torque capacity adaptation amount at different temperatures involved in the self-learning process after the application of the engine start control method of the present embodiment and the related art.

Fig. 8 is a schematic diagram showing the value of the current temperature Dx according to an exemplary embodiment.

Fig. 9 is a comparative schematic diagram showing the change in clutch torque capacity adaptation amount involved in the self-learning process after the application of the engine start control method of the present embodiment and the related art.

Fig. 10 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.

As described in the background section, during engine start-up of a hybrid vehicle, the clutch torque capacity is increased at a reasonable rate to a constant clutch torque capacity, which the clutch section engages to transfer to the engine to adjust the engine speed to a threshold speed below the drive motor speed.

In some cases, for example, the friction torque of the engine is larger than the average value due to low temperature of the cooling water, or the actual torque of the clutch is smaller than the required torque due to severe wear, the resultant force for pulling the engine speed, that is, the difference between the torque of the clutch and the friction torque of the engine is smaller than the normal value, 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.

In order to solve the above-mentioned problems, in the related art, if the starting time of the engine in the current start exceeds the acceptable time, the clutch torque capacity adaptation used in the current start is increased; if the start time in the current start of the engine does not reach the acceptable time, the clutch torque capacity adaptation amount used in the current start is reduced, and the clutch torque capacity adaptation amount is stored in a storage device such as an EEPROM or the like as the clutch torque capacity adaptation amount to be used in the next start. Thus, at the next start-up, the clutch torque capacity adaptation amount stored by the storage means is acquired, and the clutch torque capacity to be used is calculated from the acquired clutch torque capacity adaptation amount, so that the engine speed can reach the threshold speed in time.

However, with the above-described technique, even in the case where the start time in the current start of the engine is slightly longer than or slightly shorter than the acceptable time due to some occasional factor (e.g., disturbance of the engine water temperature or clutch temperature, etc.), it is still necessary to reduce or increase the clutch torque capacity adaptation amount, which causes the clutch torque capacity adaptation amount to be used when the engine is started next to frequently change to cause unstable start torque and causes data in the storage device to frequently change to increase the number of times of erasing of the storage device, thereby shortening the life of the storage device.

In order to better understand the above problems, the following description will be given in detail with reference to fig. 1 to 5.

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: 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 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, k0, the 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 k0 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, the friction torque of the engine is larger than the average value due to the low temperature of the cooling water, or the actual torque of the k0 clutch is smaller than the required torque due to the severe wear, the resultant force of pulling the engine speed (the resultant force=the actual torque of the k0 clutch—the friction torque of the engine) becomes smaller than the normal state, which results in taking 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. Furthermore, in some extreme cases, the engine cannot be started successfully because the friction torque of the engine is greater than the actual torque of the k0 clutch, even if the engine speed cannot be pulled up.

To ensure that the engine speed can reach the threshold speed in time, it is considered to appropriately increase the constant clutch torque capacity M, 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, the k0 clutch pulls the engine speed using the larger clutch torque capacity M1. Specifically, in the stage P1, the clutch torque capacity adaptation Δm calculated by the self-learning strategy is added to the constant clutch torque capacity M to obtain an adjusted larger clutch torque capacity M1 (i.e., m1=m++Δm). It is apparent that using the self-learning strategy, the clutch torque capacity increases from M to M1, the rate of engine speed rise becomes faster, and the threshold speed can be reached in a shorter time.

In the related art, the self-learning strategy includes: if the starting time of the engine in the starting process is too long, increasing the clutch torque capacity adaptive quantity used for the starting process of the engine, and using the increased clutch torque capacity adaptive quantity as the clutch torque capacity adaptive quantity to be used in the next starting process; if the starting time of the engine during the current start is too short, the clutch torque capacity adaptive amount for the current start of the engine is reduced, and the reduced clutch torque capacity adaptive amount is used as the clutch torque capacity adaptive amount to be used for the next start.

In one possible implementation, if the starting time of the engine during the current start is too long, the clutch torque capacity adaptive amount Δm 'to be used when the engine is started next time is calculated and stored using the formula Δm' = Δm+Δml and the formula Δml=kl (T3- (t2+ +Δt2))/T0, Δm is the clutch torque capacity adaptive amount used when the engine is started this time, Δml is the torque capacity to be increased, KL is the torque adjustment coefficient, T2 is the acceptable engine starting time, t2+ +Δt2 represents the starting time upper limit value, T3 is the starting time of the current start of the engine, and T0 is the time unit.

In one possible implementation, if the starting time of the engine in the current start is too short, the clutch torque capacity adaptive quantity Δm 'to be used when the engine is started next time is calculated and stored by using the formula Δm' = Δm- Δms and the formula Δms=ks (T2- Δt1-T1)/T0, Δm is the clutch torque capacity adaptive quantity used when the engine is started this time, Δms is the torque capacity to be reduced, ks is the torque adjustment coefficient, T2 is the acceptable engine starting time, T2- Δt1 represents the starting time lower limit value, T1 is the starting time of the current start of the engine, and T0 is the time unit.

Fig. 4 is a schematic diagram of the start time of the engine start process of the hybrid vehicle having the P2 module in the related art. As shown in fig. 4, the threshold torque capacity is T0 and the threshold rotation speed is N0, curves L1, L2 and L3 correspond to three start curves of the engine, respectively, and start times T1, T2 and T3 of the curves L1, L2 and L3 are each a period from when the torque capacity of the clutch reaches the threshold torque capacity T0 until the engine rotation speed reaches the threshold rotation speed N0, 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.

Fig. 5 is a schematic diagram showing the variation of the clutch torque capacity adaptation amount involved in the self-learning process in the related art, and as shown in fig. 5, if the self-learning strategy is adopted, the clutch torque capacity calculated by the self-learning fluctuates up and down, which may not be stable enough, i.e., the stability may be poor. Specifically, if the self-learning strategy described above is adopted, as shown in fig. 5, when the engine start time approaches the acceptable engine start time T2, the start time is slightly longer than T2 or slightly shorter than T2 due to some occasional factors such as disturbance of the operating temperature of the engine, in which case the clutch torque capacity adaptation amount still needs to be reduced or increased according to the self-learning strategy described above, which causes the clutch torque capacity adaptation amount Δm' to be used at the next start of the engine to be frequently changed, resulting in unstable start torque, which is poor in robustness. In addition, since the clutch torque capacity adaptation amount Δm 'to be used at the next start of the engine is frequently changed, data in a storage device for storing Δm', for example, an EEPROM is frequently changed, the number of times of erasing of the storage device is increased, and thus the life of the storage device is shortened. In addition, since the clutch torque capacity adaptive amount Δm ' to be used when the engine is started next time is determined without considering an occasional factor of the operating temperature of the engine, this will result in that the determined clutch torque capacity adaptive amount Δm ' is not an appropriate clutch torque capacity compensation value, and an improper Δm ' will cause a problem of drivability of the vehicle, such as a problem of short or excessively long engine starting time.

Therefore, the application provides an engine starting control method and device for a hybrid electric vehicle, and after the engine is started this time, whether starting time data of the engine in the starting this time meets a preset condition is judged; if the starting time data meets the preset condition, calculating a first coefficient corresponding to the working temperature of the engine in the current starting according to the starting time data; determining whether clutch torque capacity adaptation for the engine corresponding to the operating temperature needs to be adjusted according to the first coefficient; and if the clutch torque capacity adaptive quantity is judged to be required to be adjusted, adjusting the clutch torque capacity adaptive quantity corresponding to the working temperature according to the first coefficient and a preset compensation quantity, and correspondingly storing the adjusted clutch torque capacity adaptive quantity and the working temperature, wherein the adjusted clutch torque capacity adaptive quantity is used for the next starting of the engine corresponding to the working temperature.

Therefore, on one hand, frequent adjustment of the clutch torque capacity adaptation amount can be avoided, so that not only can unstable starting torque caused by frequent adjustment of the clutch torque capacity adaptation amount be effectively avoided, but also frequent change of data in the storage device caused by frequent adjustment of the clutch torque capacity adaptation amount can be effectively avoided, and further, not only can the robustness of adjustment of the clutch torque capacity adaptation amount be enhanced, but also the erasing frequency of the storage device can be reduced, and therefore the service life of the storage device can be prolonged; on the other hand, in the clutch torque capacity adaptation determining process, the working temperature of the engine is considered, so that the clutch torque capacity adaptation can be converged at different working temperatures, the influence of the working temperature of the engine on the clutch torque capacity adaptation is eliminated, and the drivability of the vehicle is improved.

The operating temperature of the engine in the present application refers to the operating temperature at which the engine is operated, that is, the ambient operating temperature of the engine.

For a better understanding of the present application, the following is a detailed description in connection with the flowchart 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, 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. 6 describes a process for self-learning clutch torque capacity adaptations. The method shown in fig. 6 is performed each time after the completion of the present start of the engine at the current temperature to determine the clutch torque capacity adaptation Δm to be used in the next start of the engine at a different operating temperature. As shown in fig. 6, the control method may include the following steps.

In step S610, after the completion of the current start of the engine, it is determined whether the start time data of the engine in the current start satisfies a predetermined condition. Step S610 corresponds to the first judgment step.

In this embodiment, after the completion of the current start of the engine, start time data that can characterize whether the clutch torque capacity adaptation amount used in the current start of the engine is appropriate may be obtained, and the start time data may include, but is not limited to, a start time of the engine in the current start, and time data related to the start time of the engine in the current start.

The start-up time data satisfying the predetermined condition may include, but is not limited to, the start-up time data falling outside an acceptable start-up time data range, i.e., in the case where the start-up time data is greater than an upper limit value of the start-up time data range or in the case where the start-up time data is less than a lower limit value of the start-up time data range, the start-up time data satisfying the predetermined condition, the judgment in step S610 being yes, the following step S620 is performed.

In contrast, when the start-up time data is not smaller than the lower limit value of the start-up time data range and not larger than the upper limit value of the start-up time data range, the start-up time data does not satisfy the predetermined condition, and the judgment in step S610 is no, and the following step S650 is executed.

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

In step S620, a first coefficient corresponding to the operating temperature at the time of the current start of the engine is calculated from the start-up time data. Step S620 corresponds to the first calculation step.

In this embodiment, any suitable algorithm may be used to calculate a first coefficient that may be used to characterize the urgency of self-learning of the clutch torque capacity adaptation amount of the engine corresponding to the operating temperature according to the start-up time data described above, so that it may be determined whether self-learning of the clutch torque capacity adaptation amount for the engine corresponding to the operating temperature is required or not according to the calculated first coefficient in step S630 described below.

In step S630, it is determined whether adjustment of a clutch torque capacity adaptation amount for the engine corresponding to the operating temperature is required according to the first coefficient. Step S630 corresponds to the second judgment step.

In this embodiment, if the first coefficient calculated in step S620 indicates that the degree of urgency of self-learning of the clutch torque capacity adaptive amount of the engine corresponding to the operating temperature is high, for example, the first coefficient falls outside the coefficient range, it indicates that self-learning of the clutch torque capacity adaptive amount of the engine corresponding to the operating temperature is required, that is, that the clutch torque capacity adaptive amount needs to be adjusted, that is, it is determined as yes in step S630, and the following step S640 is performed.

If the first coefficient calculated in step S620 indicates that the degree of urgency of self-learning of the clutch torque capacity adaptive amount of the engine corresponding to the operating temperature is low, for example, the first coefficient falls within the coefficient range, it indicates that self-learning of the clutch torque capacity adaptive amount of the engine corresponding to the operating temperature is not required, that is, the clutch torque capacity adaptive amount is not required to be adjusted, that is, no in step S630, the following step S650 is performed.

In step S640, the clutch torque capacity adaptation amount corresponding to the operating temperature is adjusted according to the first coefficient and a predetermined compensation amount, and the adjusted clutch torque capacity adaptation amount and the operating temperature are stored correspondingly, wherein the adjusted clutch torque capacity adaptation amount is used for the next start of the engine corresponding to the operating temperature. Step S640 corresponds to an adjustment step.

In this embodiment, after the current start of the engine is completed, the clutch torque capacity adaptive amount for the engine corresponding to the operating temperature at the time of the current start may be adjusted according to the first coefficient calculated based on the start time data and the predetermined compensation amount, and the operating temperature and the adjusted clutch torque capacity adaptive amount corresponding thereto may be stored as the clutch torque capacity adaptive amount to be used in the next start of the engine corresponding to the operating temperature.

The predetermined compensation amount may be a preset value, for example, a value calibrated in advance by an engineer, and typically, the predetermined compensation amount may take a value of 3-5Nm. Of course, it should be understood that the predetermined compensation amount may also be a value calculated by combining the engine historical starting related data and adopting a corresponding algorithm, and the setting manner and the specific value of the predetermined compensation amount are not particularly limited in this embodiment, and those skilled in the art may completely adopt any other suitable manner and any suitable value as the predetermined compensation amount according to the actual application requirement on the basis of this embodiment.

In one possible implementation, the clutch torque capacity adaptation for the next start of the engine corresponding to the operating temperature may be adjusted according to the first coefficient and the predetermined compensation amount by: and obtaining a corresponding relation table between the first coefficient and the adjustment direction (reducing/increasing), searching the adjustment direction corresponding to the starting time data in the corresponding relation table, and adjusting the clutch torque capacity adaptation quantity corresponding to the working temperature of the engine according to the searched adjustment direction and the preset compensation quantity.

In one possible implementation, the clutch torque capacity adaptation for the next start of the engine corresponding to the operating temperature may also be adjusted according to the first coefficient and the predetermined compensation amount by: a correspondence table between the first coefficient and an algorithm for adjusting the clutch torque capacity adaptation amount is obtained, an algorithm corresponding to the first coefficient is searched in the correspondence table, an adjustment amount for adjusting the clutch torque capacity adaptation amount is calculated according to the predetermined compensation amount and using the searched algorithm, and the clutch torque capacity adaptation amount is adjusted using the adjustment amount.

In step S650, clutch torque capacity adaptation for the engine corresponding to the operating temperature is stored.

Because the working temperature of the engine is not fixed when the engine is started each time, when the starting times of the engine for completing the starting at different working temperatures is larger than the preset times, a plurality of working temperatures of the engine can form a working temperature array, and because each different working temperature corresponds to and stores a clutch torque capacity adaptive quantity, a clutch torque capacity array is arranged corresponding to the working temperature array, and the values in the clutch torque capacity array correspond to the values in the working temperature array one by one.

In this embodiment, before the engine starts at the target temperature, determining, in a clutch torque capacity array, a clutch torque capacity corresponding to the target temperature for starting the engine at the target temperature, and determining whether adjustment of a clutch torque capacity adaptive amount for the engine corresponding to the target temperature is required by using the engine start control method shown in fig. 6, and if adjustment of a clutch torque capacity adaptive amount for the engine corresponding to the target temperature is required, adjusting the clutch torque capacity corresponding to the target temperature to an updated clutch torque capacity; if the clutch torque capacity adaptation amount for the engine corresponding to the target temperature does not need to be adjusted, the clutch torque capacity adaptation amount corresponding to the target temperature is kept unchanged.

In this embodiment, if the clutch torque capacity adaptive amount used in the current start-up at the current temperature does not need to be adjusted, the clutch torque capacity adaptive amount used in the current start-up may be directly stored as the clutch torque capacity adaptive amount to be used in the next start-up corresponding to the operating temperature.

In the engine start control method of the hybrid electric vehicle of the embodiment, after the current start of the engine is completed, whether the start time data of the engine in the current start meets a predetermined condition is judged; if the starting time data meets the preset condition, calculating a first coefficient corresponding to the working temperature of the engine in the current starting according to the starting time data; determining whether clutch torque capacity adaptation for the engine corresponding to the operating temperature needs to be adjusted according to the first coefficient; if the clutch torque capacity adaptive amount is judged to be required to be adjusted, the clutch torque capacity adaptive amount corresponding to the working temperature is adjusted according to the first coefficient and a preset compensation amount, and the adjusted clutch torque capacity adaptive amount and the working temperature are correspondingly stored, so that frequent adjustment of the clutch torque capacity adaptive amount can be avoided, unstable starting torque caused by frequent adjustment of the clutch torque capacity adaptive amount can be effectively avoided, and the robustness of adjustment of the clutch torque capacity adaptive amount can be further enhanced. In addition, since frequent adjustment of the clutch torque capacity adaptation amount can be avoided, frequent change of data in the storage device due to frequent adjustment of the clutch torque capacity adaptation amount can be effectively avoided, and further the number of erasing times of the storage device can be reduced, thereby prolonging the service life of the storage device.

Fig. 7 is a schematic diagram showing the convergence of the clutch torque capacity adaptation amount at different temperatures involved in the self-learning process after the application of the engine start control method of the present embodiment and the related art. As shown in fig. 7, the clutch torque capacity adaptation involved in the engine start-up process is not constant when the engine is operated at different operating temperatures, and the operating temperature of the engine directly affects the magnitude of the clutch torque capacity adaptation, e.g., in fig. 7, the clutch torque capacity adaptation of the corresponding engine is Δm1 when the engine is operated at a temperature of about D1, the clutch torque capacity adaptation of the corresponding engine is Δm3 when the engine is operated at a temperature of about D3, and the difference between Δm1 and Δm3 is too large for some vehicles to be ignored. Compared with the situation that the self-learning strategy in the prior art is adopted to adjust the clutch torque capacity adaptation used in the current starting of the engine, under the situation that the self-learning strategy of the embodiment is adopted to adjust the clutch torque capacity adaptation, the clutch torque capacity adaptation is converged at different working temperatures, and the more reasonable and proper clutch torque capacity adaptation is determined by considering the working temperature of the engine, so that the drivability is improved.

In one possible implementation, the start-up time data may include: and a 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, wherein the first determination step determines that the start time data satisfies the predetermined condition when the start time is greater than a start time upper limit or when the start time is less than a start time lower limit.

In this embodiment, the start time data of the engine in the current start at the current temperature may include a start time of the engine in the current start, where the start time indicates: during this start-up of the engine, the time from when the torque capacity of the clutch reaches the threshold torque capacity to when the rotational speed of the engine reaches the threshold rotational speed. Accordingly, if the activation time is greater than the activation time upper limit value or the activation time is less than the activation time lower limit value, yes is determined in step S610, whereas if the activation time is not less than the activation time lower limit value and the activation time is not greater than the activation time upper limit value, no is determined in step S610.

Because the engine usually works in a certain temperature range, the value of the working temperature of the engine is discrete, when the number of times of starting the engine is more, the corresponding value of the working temperature is also more, in order to save the storage capacity of the storage device, in the application, an working temperature array which can correspond to the working temperature of the engine is preset, the temperature value in the working temperature array is a preset discrete temperature value, the working temperature array comprises n preset temperature values (n is a positive integer greater than 2), and the minimum value and the maximum value in the working temperature array are equivalent to the critical value of the working temperature of the engine. The temperature values in the working temperature array may be arranged in a sequence from low to high, or may be arranged in a sequence from high to low, and any suitable algorithm may be used to determine the first temperature corresponding to the working temperature in the working temperature array.

In one possible implementation, step S620 may include: calculating a first temperature corresponding to the working temperature in a working temperature array according to a preset working temperature array; and calculating a coefficient corresponding to the first temperature as the first coefficient according to the starting time data and the acceptable engine starting time.

The first temperature is derived from a preset working temperature array, and the first coefficient corresponds to the first temperature, so that the first coefficient array is arranged corresponding to the working temperature array, and the values in the first coefficient array correspond to the values in the working temperature array one by one.

In this embodiment, the first temperature corresponding to the working temperature in the working temperature array may be obtained by comparing the average value of two adjacent temperature values in the working temperature array with the working temperature.

In one possible implementation manner, if the operating temperature at the time of the current start is the same as a certain preset temperature value in the operating temperature array, the preset temperature value (i.e., the operating temperature) is directly determined as the first temperature.

In one possible implementation manner, if the working temperature at the time of starting is smaller than the average value of two minimum temperature values in the working temperature array, determining the first temperature corresponding to the working temperature as the minimum temperature value in the working temperature array; if the working temperature is larger than the average value of two maximum temperature values in the working temperature array, determining the first temperature corresponding to the working temperature as the maximum temperature value in the working temperature array; if the working temperature is larger than the average value of the ith temperature value and the previous adjacent ith-1 temperature value in the working temperature array and smaller than the average value of the ith temperature value and the next adjacent (i+1) th temperature value, the first temperature is determined to be the ith temperature value.

For example, the operating temperature array is denoted by D [ D1, D2, … … Dn ], and if the temperature values in the operating temperature array are arranged in order from small to large, the operating temperature at the time of the current start is denoted by Dx: if Dx < (d1+d2)/2, x=1, indicating that the first temperature corresponding to the working temperature in the working temperature array is D1; if Dx > (Dn-1+dn)/2, x=n, indicating that the first temperature corresponding to the operating temperature in the operating temperature array is Dn; if (Di-1+di)/2 < dx < = (di+d (i+1))/2, x=i, i is an integer value greater than 1 and less than n, indicating that the operating temperature corresponds to a first temperature in the operating temperature array that is Di.

In one possible implementation manner, if the working temperature at the time of starting is smaller than the average value of the minimum temperature values in the working temperature array, determining the first temperature corresponding to the working temperature as the minimum temperature value in the working temperature array; if the working temperature is greater than the maximum temperature value in the working temperature array, determining the first temperature corresponding to the working temperature as the maximum temperature value in the working temperature array; and if the working temperature is greater than the ith temperature value in the working temperature array and is smaller than the (i+1) th temperature value adjacent to the ith temperature value, determining the first temperature as the ith temperature value.

For example, the operating temperature array is denoted by D [ D1, D2, … … Dn ], and if the temperature values in the operating temperature array are arranged in order from small to large, the operating temperature at the time of the current start is denoted by Dx: if Dx < D1, x=1, indicating that the first temperature corresponding to the operating temperature in the operating temperature array is D1; if Dx > Dn, x=n, indicating that the first temperature corresponding to the operating temperature in the operating temperature array is Dn; if Di < Dx < = D (i+1), x=i, i is an integer value greater than 1 and less than n, indicating that the first temperature corresponding to the operating temperature in the operating temperature array is Di.

In the above implementation, the temperature values in the operating temperature array are exemplarily arranged in order from small to large. Of course, when the temperature values in the operating temperature array are arranged in order from large to small, the logical judgment of greater than and less than may be interchanged directly when the first temperature is determined.

It should be noted that the implementation manner of determining the first temperature corresponding to the operating temperature at the time of starting in the operating temperature array is merely illustrative, and the first temperature matched with the operating temperature may be determined by adopting a related algorithm according to the operating temperature and the temperature value in the operating temperature array, for example, the temperature value with the smallest difference between the operating temperature and the operating temperature in the operating temperature array is determined as the first temperature, which is not limited in this application, as long as the first temperature matched with the operating temperature can be determined.

In this embodiment, the first coefficient may be obtained by calculating the coefficient corresponding to the first temperature according to the start time data and the acceptable engine start time and using a correlation algorithm.

It should be noted that, since each temperature value in the working temperature array corresponds to a first coefficient, in this embodiment, the first coefficient array is set corresponding to the working temperature array, and the values of the first coefficient array correspond to the values in the working temperature array one by one.

In one possible implementation, the first coefficient Kx corresponding to the first temperature may be calculated using the formula kx=kx' +gu+gd, where Gu may be calculated using the formula gu=rond ((t3- (t2+Δt2))/T0) if the start time of the engine in the present start is too long (e.g., the start time is greater than the start time upper limit value); if the start time of the engine during the current start is too short (for example, the start time is smaller than the start time lower limit value), gd may be calculated using the formula gd=rond ((T1- (T2- Δt1))/T0).

Wherein Kx' is the x-th first coefficient Kx in the first coefficient array, that is, the first coefficient corresponding to the first temperature determined in the previous start of the current start, T2 is an acceptable engine start time, t2+ [ delta ] T2 represents a start time upper limit, T3 is a start time of the current start of the engine, T0 is a time unit, T2- [ delta ] T1 represents a start time lower limit, T1 is a start time of the current start of the engine, rond () is a rounding function, gu is a positive integer, and Gd is a negative integer.

In one possible implementation, step S630 includes: judging whether the first coefficient is larger than a first coefficient upper limit value or smaller than a first coefficient lower limit value; when the first coefficient is greater than a first coefficient upper limit value or when the first coefficient is less than a first coefficient lower limit value, it is determined that adjustment of a clutch torque capacity adaptation amount for the engine corresponding to an operating temperature at the time of the current start is necessary.

In this embodiment, if the first coefficient is greater than the first coefficient upper limit value or the first coefficient is less than the first coefficient lower limit value, the first coefficient indicates that the degree of urgency of self-learning of the clutch torque capacity adaptation amount of the engine corresponding to the operating temperature is high, and self-learning of the clutch torque capacity adaptation amount of the engine corresponding to the operating temperature is required, and the determination in step S630 is yes. Otherwise, if the first coefficient is not smaller than the first coefficient lower limit value and not larger than the first coefficient upper limit value, the first coefficient indicates that the degree of urgency of self-learning of the clutch torque capacity adaptation amount of the engine corresponding to the operating temperature is low, and the self-learning of the clutch torque capacity adaptation amount of the engine corresponding to the operating temperature is not required, and the determination in step S630 is no.

In one possible implementation, step S640 may include: determining a torque adjustment direction according to the first coefficient; and adjusting the clutch torque capacity adaptive quantity corresponding to the working temperature by the preset compensation quantity according to the torque adjustment direction.

In this embodiment, if the first coefficient Kx is greater than the first coefficient upper limit value Ku, it means that the start 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 corresponding to the operating temperature in the current start of the engine, and thus, it is determined that the torque adjustment direction is the up-adjustment, and the clutch torque capacity adaptive amount corresponding to the operating temperature for the engine is increased by a predetermined compensation amount, that is, Δmx '= Δmx+Δm0, where Δmx' means the clutch torque capacity adaptive amount after adjustment, Δmx means the clutch torque capacity adaptive amount corresponding to the operating temperature for the engine, Δm0 means the predetermined compensation amount, which can be calibrated by an engineer, and Ku means the upper limit value of the first coefficient, which can be calibrated by the engineer.

If the first coefficient Kx is smaller than the first coefficient lower limit Kd, it means that the start time is too short and the target clutch torque capacity transmitted by the clutch is too large, so that it is necessary to reduce the clutch torque capacity adaptive amount corresponding to the first temperature in the current start of the engine, and thus determine that the torque adjustment direction is down-regulated, and reduce the clutch torque capacity adaptive amount corresponding to the operating temperature for the engine by a predetermined compensation amount, that is, Δmx '= Δmx- Δm0, where Δmx' means the clutch torque capacity adaptive amount after adjustment, Δmx means the clutch torque capacity adaptive amount corresponding to the operating temperature for the engine, Δm0 means the predetermined compensation amount, which can be calibrated by an engineer, kd means the lower limit value of the first coefficient, which can be calibrated by the engineer.

It is to be noted that the first coefficient Kx needs to be initialized to 0 after the clutch torque capacity adaptation amount is adjusted, and the first coefficient Kx needs to be maintained at a value calculated previously after it is determined that the clutch torque capacity adaptation amount is not required to be adjusted. That is, in each start of the engine, the first coefficient Kx is calculated only in the case where it is determined in step S610 that the first coefficient Kx needs to be calculated (i.e., the start time data in this start satisfies the predetermined condition), and the initial values of the first coefficients Kx are all 0.

A specific example of the self-learning strategy as the present embodiment is described below.

The operating temperature arrays D [ D1, D2, … … Dn ], the first coefficient arrays K [ K1, K2, … … Kn ] involved in the self-learning strategy, the clutch torque capacity adaptation value arrays M [ delta M1 ], delta M2, … … delta Mn ] involved in the self-learning strategy correspond one-to-one to the values in the three arrays.

Intermediate variables Gu and Gd are calculated. Specifically, if the start time of the engine in the current start of the operating temperature Dx is greater than the start time upper limit value, gu is calculated using the formula gu=rond ((t3- (t2+ +Δt2))/T0; if the start time of the engine in the current start of the operating temperature Dx is smaller than the start time lower limit value, gd is calculated using the formula gd=rond ((T1- (T2- Δt1))/T0.

If the self-learning process is activated, that is, if the starting time of the engine in the current starting of the working temperature Dx is greater than the starting time upper limit value or less than the starting time lower limit value, determining a first temperature corresponding to the working temperature Dx in the working temperature array.

As shown in fig. 8, fig. 8 is an exemplary schematic diagram of the operating temperature DX, where the operating temperature DX satisfies: (d1+d2)/2 < dx < = (d2+d3)/2, so the value of x is 2. The first coefficient K2 corresponding to the first temperature is calculated using the formula k2=k2 '+gu+gd, K2' being the first coefficient K2 corresponding to the D2 temperature after the last start-up.

If the first coefficient K2 is greater than the first coefficient upper limit Ku, calculating and storing the adjusted clutch torque capacity adaptation by using a formula DeltaM2= DeltaM2' + DeltaM0, and clearing the first coefficient K2; if the first coefficient K2 is less than the first coefficient lower limit Kd, calculating and storing the adjusted clutch torque capacity adaptation using the formula Δm2= Δm2' - Δm0, and at the same time, clearing the first coefficient K2; if the first coefficient lower limit Kd is less than or equal to the first coefficient K2 and less than or equal to the first coefficient upper limit Ku, the clutch torque capacity adaptation is not adjusted, the first coefficient K2 is kept unchanged, and the calculated K2 value after the current starting is obtained.

For example, the clutch torque capacity adaptation Δm for the next engine start may be determined from the clutch torque capacity adaptation array Δm, as the engine is started up through a number of different operating temperatures, resulting in an adjusted array of clutch torque capacity adaptations M.

In one possible implementation manner, the engine start control method further includes:

before the next starting period of the engine corresponding to the target temperature is carried out, calculating a target clutch torque capacity adaptive quantity of the target temperature according to the corresponding relation between a stored clutch torque capacity adaptive quantity array and an operating temperature array, and calculating a target clutch torque capacity when fuel starts to be supplied to the engine according to a clutch basic torque capacity and the target clutch torque capacity adaptive quantity;

during the next start of the engine corresponding to the target temperature, 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.

Specifically, as shown in fig. 9, fig. 9 is a schematic diagram showing calculation of the clutch torque capacity adaptation Δm. If the target temperature of the next start of the engine is Dy, determining a target clutch torque capacity adaptation amount DeltaM of the engine at Dy temperature by: if Dy < D1, y=1, Δm= Δm1; if Dy > Dn, y=n, Δm= Δmn; if Di < Dy < = D (i+1), y = i, i is an integer value greater than 1 and less than n, Δm= (Dy-Di)/(D (i+1) -Di) ×Δm (i+1) + (D (i+1) -Dy)/(D (i+1) -Di) ×Δmi.

Therefore, intermediate variables Gu and Gd calculated from start time data of the engine during the current start and acceptable start time data are introduced to calculate the degree of urgency for characterizing the need for self-learning of the current start of the engine, and the clutch torque capacity adaptive amount corresponding to the operating temperature for the engine at the current start is adjusted only when the cumulative degree of urgency K for self-learning reaches the upper limit Ku or the lower limit Kd or less. As shown in fig. 8, compared with the curve of the clutch torque capacity adaptive amount Δm in the prior art, the curve of the clutch torque capacity adaptive amount Δm in the present embodiment does not fluctuate, and more importantly, the self-learning strategy enables the clutch torque capacity adaptive amount Δm to converge at different working temperatures, thereby eliminating the influence of the starting working temperature on the clutch torque capacity adaptive amount Δm and improving the drivability of the vehicle.

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 the start of fuel supply to the engine 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 target clutch torque capacity adaptation amount.

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.

During the next start of the engine, it may be monitored whether the clutch torque capacity decreases to the calculated target clutch torque capacity and whether the engine speed reaches a 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.

According to the engine start control method of the hybrid electric vehicle, after each start of the engine at different operating temperatures is completed, under the condition that start time data of the engine in the current start meets a preset condition, a first coefficient corresponding to the operating temperature at the current start is calculated according to the start time data, whether a clutch torque capacity adaptive amount for the engine corresponding to the operating temperature needs to be adjusted is determined according to the first coefficient, and the clutch torque capacity adaptive amount is adjusted only under the condition that the clutch torque capacity adaptive amount needs to be adjusted according to the first coefficient, the clutch torque capacity adaptive amount and the operating temperature corresponding to the clutch torque capacity adaptive amount are stored, a clutch torque capacity adaptive amount array and an operating temperature array are formed, during the next start of the engine corresponding to the target temperature, a target clutch torque capacity corresponding to the target temperature is calculated according to the stored clutch torque capacity adaptive amount array and the operating temperature array, when the torque capacity of the clutch reaches the calculated target clutch torque capacity and the engine rotating speed reaches a threshold rotating speed, fuel is started to the engine, and therefore the engine torque capacity adaptive amount is not adjusted in time to the target torque capacity adaptive amount corresponding to the target torque capacity adaptive amount when the engine rotating speed reaches the target torque capacity corresponding to the target clutch torque capacity adaptive amount in the engine rotating speed at the time when the target temperature is not adjusted in the time when the engine rotating speed reaches the target temperature corresponding to the target torque capacity which is calculated in the engine rotating speed, and the engine rotating speed adaptive amount is not suitable for the target torque capacity adaptive to the target torque capacity can be adjusted in time when the engine rotating speed at the target temperature at the time when the target temperature is calculated when the target clutch torque capacity is calculated when the target torque capacity is adjusted, the influence of the working temperature of the engine on the clutch torque capacity adaptation can be eliminated, and the vehicle drivability is improved.

Fig. 10 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 be constructed as 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 control device 1000 may be applied to a hybrid control unit HCU of a hybrid vehicle. As shown in fig. 10, the control apparatus 1000 may include a first determination module 1010, a first calculation module 1020, a second determination module 1030, and an adjustment module 1040.

A first judging module 1010, configured to judge whether start time data of the engine in the current start meets a predetermined condition after the current start of the engine is completed; the first calculating module 1020 is connected to the first judging module 1010, and is configured to calculate a first coefficient corresponding to an operating temperature of the engine at the time of current start according to the start time data if it is judged that the start time data meets the predetermined condition.

The second judging module 1030 is connected to the first calculating module 1020, and is configured to determine, according to the first coefficient, whether to adjust a clutch torque capacity adaptation amount for the engine corresponding to the operating temperature; the adjusting module 1040 is connected to the second judging module 1030, and is configured to adjust the clutch torque capacity adaptive amount corresponding to the operating temperature according to the first coefficient and a predetermined compensation amount, and store the adjusted clutch torque capacity adaptive amount and the operating temperature correspondingly, where the adjusted clutch torque capacity adaptive amount is used for a next start of the engine corresponding to the operating temperature.

In one possible implementation, the first computing module 1020 is configured to: calculating a first temperature corresponding to the working temperature in a working temperature array according to a preset working temperature array; calculating a coefficient corresponding to the first temperature as the first coefficient according to the start time data and the acceptable engine start time, wherein the start time data comprises: during this start-up of the engine, a start-up 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.

In one possible implementation, the first computing module 1020 is configured to: and comparing the temperature value in the working temperature array with the working temperature to obtain a first temperature corresponding to the working temperature in the working temperature array.

In one possible implementation, the start-up time data includes: and a 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, wherein the first determination module determines that the start time data satisfies the predetermined condition when the start time is greater than a start time upper limit or when the start time is less than a start time lower limit.

In one possible implementation, the second determining module 1030 is configured to: judging whether the first coefficient is larger than a first coefficient upper limit value or smaller than a first coefficient lower limit value; when the first coefficient is greater than a first coefficient upper limit value or when the first coefficient is less than a first coefficient lower limit value, it is determined that the clutch torque capacity adaptation amount needs to be adjusted.

In one possible implementation, the adjustment module 1040 is configured to: determining a torque adjustment direction according to the first coefficient; and adjusting the clutch torque capacity adaptive quantity corresponding to the working temperature by the preset compensation quantity according to the torque adjustment direction.

In one possible implementation, the adjustment module 1040 is configured to: if the first coefficient is greater than the first coefficient upper limit value, determining that the torque adjustment direction is upward adjustment, and increasing the clutch torque capacity adaptation corresponding to the working temperature by the preset compensation amount; and if the first coefficient is smaller than the first coefficient lower limit value, determining that the torque adjustment direction is downward adjustment, and reducing the clutch torque capacity adaptation corresponding to the working temperature by the preset compensation amount.

In one possible implementation manner, the control apparatus 1000 may further include: a second calculation module (not shown) for calculating a target clutch torque capacity adaptation amount of the target temperature based on a correspondence relation between a stored clutch torque capacity adaptation amount array and an operating temperature array, and calculating a target clutch torque capacity at the start of fuel supply to the engine based on a clutch base torque capacity and the target clutch torque capacity adaptation amount, before a next start-up period of the engine corresponding to the target temperature is performed; a start module (not shown) 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 corresponding to the target temperature.

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 embodiments of the present application have been described above, the foregoing description is exemplary, not exhaustive, and not limited to the embodiments disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the various embodiments described. The terminology used herein was chosen in order to best explain the principles of the embodiments, the practical application, or the technical improvement of the technology in the marketplace, or to enable others of ordinary skill in the art to understand the embodiments disclosed herein.

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, characterized by comprising:

a first judging step of judging whether starting time data of the engine in the current starting meets a preset condition after the current starting of the engine is completed;

a first calculation step of calculating a first coefficient corresponding to an operating temperature at the time of the current start of the engine according to the start-up time data if it is determined that the start-up time data satisfies the predetermined condition;

a second judging step of determining whether or not adjustment of clutch torque capacity adaptation amount for the engine corresponding to the operating temperature is required according to the first coefficient; and

and if the clutch torque capacity adaptive quantity is judged to be required to be adjusted, adjusting the clutch torque capacity adaptive quantity corresponding to the working temperature according to the first coefficient and a preset compensation quantity, and correspondingly storing the adjusted clutch torque capacity adaptive quantity and the working temperature, wherein the adjusted clutch torque capacity adaptive quantity is used for the next starting of the engine corresponding to the working temperature.
The engine start control method according to claim 1, characterized in that the first calculation step includes:

calculating a first temperature corresponding to the working temperature in a working temperature array according to a preset working temperature array;

calculating a coefficient corresponding to the first temperature as the first coefficient according to the start time data and the acceptable engine start time, wherein the start time data comprises: during this start-up of the engine, a start-up 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.
The engine start control method according to claim 2, characterized in that the first calculation step includes:

and comparing the temperature value in the working temperature array with the working temperature to obtain a first temperature corresponding to the working temperature in the working temperature array.
The engine start control method according to claim 1, characterized in that,

the start-up time data includes: during the present start-up of the engine, a start-up 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,

Wherein the first judgment step judges that the start-up time data satisfies the predetermined condition in a case where the start-up time is greater than a start-up time upper limit value or in a case where the start-up time is less than a start-up time lower limit value.
The engine start control method according to claim 1, characterized in that the second judging step includes:

judging whether the first coefficient is larger than a first coefficient upper limit value or smaller than a first coefficient lower limit value;

when the first coefficient is greater than a first coefficient upper limit value or when the first coefficient is less than a first coefficient lower limit value, it is determined that the clutch torque capacity adaptation amount needs to be adjusted.
The engine start control method according to claim 5, characterized in that the adjusting step includes:

determining a torque adjustment direction according to the first coefficient;

and adjusting the clutch torque capacity adaptive quantity corresponding to the working temperature by the preset compensation quantity according to the torque adjustment direction.
The engine start control method according to claim 6, characterized in that the adjusting step includes:

if the first coefficient is greater than the first coefficient upper limit value, determining that the torque adjustment direction is upward adjustment, and increasing the clutch torque capacity adaptation corresponding to the working temperature by the preset compensation amount;

And if the first coefficient is smaller than the first coefficient lower limit value, determining that the torque adjustment direction is downward adjustment, and reducing the clutch torque capacity adaptation corresponding to the working temperature by the preset compensation amount.
The engine start control method according to any one of claims 1 to 7, characterized by further comprising, after the adjusting step:

a second calculation step of calculating a target clutch torque capacity adaptation amount of a target temperature according to a correspondence relation between a stored clutch torque capacity adaptation amount array and an operating temperature array before a next start period of the engine corresponding to the target temperature is performed, and calculating a target clutch torque capacity when starting to supply fuel to the engine according to a clutch base torque capacity and the target clutch torque capacity adaptation amount;

and 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 corresponding to the target temperature.
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, characterized by comprising:

The first judging module is used for judging whether the starting time data of the engine in the current starting meets the preset condition after the current starting of the engine is completed;

the first calculation module is used for calculating a first coefficient corresponding to the working temperature of the engine at the time of current starting according to the starting time data if the starting time data is judged to meet the preset condition;

the second judging module is used for determining whether clutch torque capacity adaptation quantity corresponding to the working temperature of the engine needs to be adjusted according to the first coefficient; and

and the adjusting module is used for adjusting the clutch torque capacity adaptive quantity corresponding to the working temperature according to the first coefficient and the preset compensation quantity and correspondingly storing the adjusted clutch torque capacity adaptive quantity and the working temperature, wherein the adjusted clutch torque capacity adaptive quantity is used for the next starting of the engine corresponding to the working temperature.
The engine start control device of claim 9, wherein the first calculation module is configured to:

Calculating a first temperature corresponding to the working temperature in a working temperature array according to a preset working temperature array;

calculating a coefficient corresponding to the first temperature as the first coefficient according to the start time data and the acceptable engine start time, wherein the start time data comprises: during this start-up of the engine, a start-up 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.
The engine start control device of claim 10, wherein the first calculation module is configured to:

and comparing the temperature value in the working temperature array with the working temperature to obtain a first temperature corresponding to the working temperature in the working temperature array.
The engine start control device according to claim 9, characterized in that,

the start-up time data includes: during the present start-up of the engine, a start-up 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,

Wherein the first judgment module judges that the start-up time data satisfies the predetermined condition in a case where the start-up time is greater than a start-up time upper limit value or in a case where the start-up time is less than a start-up time lower limit value.
The engine start control device according to claim 9, wherein the second determination module is configured to:

judging whether the first coefficient is larger than a first coefficient upper limit value or smaller than a first coefficient lower limit value;

when the first coefficient is greater than a first coefficient upper limit value or when the first coefficient is less than a first coefficient lower limit value, it is determined that the clutch torque capacity adaptation amount needs to be adjusted.
The engine start control device of claim 13, wherein the adjustment module is configured to:

determining a torque adjustment direction according to the first coefficient;

and adjusting the clutch torque capacity adaptive quantity corresponding to the working temperature by the preset compensation quantity according to the torque adjustment direction.
The engine start control device of claim 14, wherein the adjustment module is configured to:

if the first coefficient is greater than the first coefficient upper limit value, determining that the torque adjustment direction is upward adjustment, and increasing the clutch torque capacity adaptation corresponding to the working temperature by the preset compensation amount;

And if the first coefficient is smaller than the first coefficient lower limit value, determining that the torque adjustment direction is downward adjustment, and reducing the clutch torque capacity adaptation corresponding to the working temperature by the preset compensation amount.
The engine start control device according to any one of claims 9 to 15, characterized by further comprising:

the second calculation module is used for calculating a target clutch torque capacity adaptive quantity of the target temperature according to the corresponding relation between the stored clutch torque capacity adaptive quantity array and the working temperature array before the next starting period of the engine corresponding to the target temperature is carried out, and calculating a target clutch torque capacity when fuel starts to be supplied to the engine according to a clutch basic torque capacity and the target clutch torque capacity adaptive quantity;

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 corresponding to the target temperature.