WO2022016491A1 - 发动机启动方法 - Google Patents

发动机启动方法 Download PDF

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Publication number
WO2022016491A1
WO2022016491A1 PCT/CN2020/104040 CN2020104040W WO2022016491A1 WO 2022016491 A1 WO2022016491 A1 WO 2022016491A1 CN 2020104040 W CN2020104040 W CN 2020104040W WO 2022016491 A1 WO2022016491 A1 WO 2022016491A1
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Prior art keywords
engine
speed
clutch
torque
rotational speed
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Ceased
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PCT/CN2020/104040
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English (en)
French (fr)
Inventor
罗品奎
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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 date
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Priority to PCT/CN2020/104040 priority Critical patent/WO2022016491A1/zh
Priority to DE112020007457.9T priority patent/DE112020007457T5/de
Priority to CN202080100977.4A priority patent/CN115605382B/zh
Priority to KR1020237000496A priority patent/KR102779057B1/ko
Publication of WO2022016491A1 publication Critical patent/WO2022016491A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N5/00—Starting apparatus having mechanical power storage
    • F02N5/04—Starting apparatus having mechanical power storage of inertia type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4816—Electric machine connected or connectable to gearbox internal shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0275—Clutch torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/027—Clutch torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—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

Definitions

  • the present invention relates to the field of vehicles, in particular to a hybrid vehicle, and in particular to a method for starting an engine of a hybrid vehicle.
  • a hybrid vehicle such as a gasoline-electric hybrid vehicle
  • switching of power during operation such as switching from being driven by an electric motor to being driven by an engine or jointly being driven by an engine and an electric motor.
  • Figure 1 shows a P2 hybrid module.
  • the electric machine M is located between the engine En and the transmission G, and the clutch K0 is located between the engine En and the electric machine M.
  • a possible process for starting the engine En while the vehicle is running includes:
  • the clutch K0 In the Ph1 stage, the clutch K0 is engaged, the torque of the motor M is transmitted to the flywheel connected to the engine En, the rotation speed SE of the engine En is gradually increased, and the clutch torque TC is raised to maintain the critical torque T0.
  • phase Ph3 when the engine speed SE rises very close to the motor speed SM, the clutch K0 is engaged again. The engine En finishes starting, transferring power to the vehicle.
  • the S state in the figure indicates that the engine En is in a stopped state
  • the C state indicates that the engine En is in a pre-ignition cranking state
  • the R state indicates that the engine En is in a post-ignition operating state.
  • the engine torque TE in the case where the engine torque TE is lower than the normal level (such as the vehicle is driving in a plateau area with low oxygen content), in a short period of time after ignition, the engine torque TE cannot meet the expected requirements, and the engine speed SE is caused by cannot continue to rise for a period of time.
  • the engine torque TE is out of control (it appears to drop to a negative value in the control system), which causes the engine speed SE to drop, and further causes the vehicle speed (equal to the motor speed SM) to occur to a certain extent in the Ph3 stage. degree of decline. This not only makes the drivability less than ideal, but also increases the start time of the engine.
  • the purpose of the present invention is to overcome or at least alleviate the above-mentioned deficiencies of the prior art, and to provide an engine starting method with good starting performance.
  • the present invention provides an engine starting method for starting an engine connected to a first portion of the clutch with the second portion of the clutch rotating, the method comprising:
  • the clutch torque transferred from the second portion to the first portion is gradually increased to and maintained at a threshold torque
  • the clutch When the engine speed rises to a critical speed, the clutch is in a half-clutch state, and the clutch torque is adjusted according to the engine speed.
  • the adjusting the clutch torque according to the magnitude of the engine speed comprises:
  • the adjusting the clutch torque according to the magnitude of the engine speed comprises:
  • the difference between the rotational speed of the engine and the second portion is calculated, and when the rotational speed difference decreases, the clutch torque is decreased; when the rotational speed difference increases, the clutch torque is increased.
  • the adjusting the clutch torque according to the magnitude of the engine speed comprises:
  • T0 is the critical torque
  • Ne0 is the critical rotational speed
  • Nm0 is the rotational speed of the second part when the engine rotational speed reaches the critical rotational speed
  • Nmt is the rotation speed of the second part at the current moment
  • Net is the engine rotation speed at the current moment
  • the adjusting the clutch torque according to the magnitude of the engine speed comprises:
  • the correction factor f is formulated according to the specific model of the engine,
  • Tt T0 ⁇ ((Nmt-Net)/(Nm0-Ne0)) ⁇ f
  • T0 is the critical torque
  • Ne0 is the critical rotational speed
  • Nm0 is the rotational speed of the second part when the engine rotational speed reaches the critical rotational speed
  • Nmt is the rotation speed of the second part at the current moment
  • Net is the engine rotation speed at the current moment
  • the method further includes firing the engine during the adjustment of the clutch torque.
  • the method further includes gradually fully engaging the clutch when the difference between the engine speed and the second portion speed is equal to or less than a critical speed difference.
  • the second portion of the clutch is non-rotatably connected to the rotor of the electric machine.
  • the engine is an engine of a hybrid vehicle.
  • the hybrid vehicle uses a P2 hybrid module.
  • the engine starting method according to the present invention can quickly start the engine, and can also enable the vehicle to exhibit good running performance in harsh environments.
  • Figure 1 is a schematic diagram of a possible P2 hybrid module.
  • FIG. 2 is a schematic diagram of an engine starting process under a possible ideal state.
  • FIG. 3 is a schematic diagram of an engine starting process with insufficient engine torque using the starting method according to FIG. 2 .
  • FIG. 4 is a schematic diagram of an engine start-up process according to one embodiment of the present invention.
  • FIG. 5 is a partial enlarged schematic view of FIG. 4 .
  • T0 critical torque Ne0 critical speed; D critical speed difference; Tt target torque.
  • a clutch K0 is provided between the engine En and the motor M, and the first part K01 of the clutch K0 is connected to the flywheel in a rotationally fixed (non-rotatable manner), and the flywheel and the crankshaft of the engine En are connected in a rotationally fixed manner Connected, the second part K02 of the clutch K0 is connected to the rotor of the electric machine M in a rotationally fixed manner.
  • the present invention mainly introduces a method for starting the engine En when the vehicle is driven by the motor M, that is, a method for starting the engine En by transmitting the torque from the motor M through the clutch K0.
  • FIG. 4 shows the process of the engine going from a stop state (S state in the figure) through pre-ignition crankshaft rotation (C state in the figure) to a post-ignition operating state (R state in the figure), and clutch torque during this process Changes in TC, engine torque TE, motor speed SM, and engine speed SE.
  • the engine starting method according to the present invention includes three stages, namely Ph1 stage, Ph2 stage and Ph3 stage.
  • the clutch K0 is switched from the disengaged state to the engaged state.
  • the torque of the motor M is transmitted to the flywheel connected to the engine En, the rotational speed SE of the engine En gradually increases, the clutch torque TC rises to the critical torque T0, and is maintained at T0.
  • the value of f is close to 1, and f may be less than 1, greater than 1 or equal to 1 for different types of engines.
  • the engine En is fired, and the engine speed SE is jointly affected by the clutch torque TC and the engine torque TE.
  • the Ph3 phase is activated and the clutch K0 is gradually fully engaged. After that, the engine speed SE gradually reaches the motor speed SM, and the engine En is started up.
  • the engine starting method according to the present invention is not only applicable to a hybrid vehicle using the P2 module, it can be applied to any engine starting using the K0 clutch.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

一种发动机启动方法，其用于在离合器(K0)的第二部分(K02)转动的情况下，启动与所述离合器(K0)的第一部分(K01)相连的发动机(En)，所述方法包括，使所述第一部分(K01)与所述第二部分(K02)接合，从所述第二部分(K02)传递至所述第一部分(K01)的离合器扭矩(TC)逐渐增加至并保持在临界扭矩(T0)；当发动机转速(SE)上升至临界转速(Ne0)时，使所述离合器(K0)处于半离合状态，并根据发动机转速(SE)的大小调整所述离合器扭矩(TC)。

Description

发动机启动方法 技术领域
本发明涉及车辆领域，尤其涉及混合动力车辆，且特别地涉及混合动力车辆的发动机启动方法。
背景技术
对于混合动力车辆(例如油电混动车)，其在运行过程中涉及动力的切换，例如从电机驱动切换至由发动机驱动或由发动机和电机共同驱动。
例如，图1示出了一种P2混合动力模块。在该动力模块中，电机M位于发动机En和变速器G之间，且离合器K0位于发动机En和电机M之间。
同时参照图2，车辆在行驶过程中启动发动机En的一种可能的过程包括：
Ph1阶段，离合器K0接合，电机M的扭矩传递给与发动机En相连的飞轮，发动机En的转速SE逐渐增加，离合器扭矩TC上升至维持在临界扭矩T0。
Ph2阶段，当发动机En的转速SE上升至临界转速Ne0时，离合器K0分离，发动机En的曲轴在飞轮的惯性作用下继续转动，离合器扭矩TC逐渐下降。继而，在离合器扭矩下降过程中，发动机En点火，发动机转速依靠发动机扭矩继续上升。
Ph3阶段，当发动机转速SE上升至非常接近电机转速SM时，离合器K0再次接合。发动机En完成启动，将动力传递给车辆。
图中的S状态表示发动机En处于停止状态，C状态表示发动机En处于点火前曲轴转动状态，R状态表示发动机En处于点火后运转状态。
在上述Ph2阶段中，希望通过离合器K0断开、使离合器扭矩TC逐渐下降至0的控制方法，使发动机En顺利启动、发动机转速SE在曲轴扭矩的作用下增加。然而，在某些情况下，上述控制过程中车辆的驾驶性能并不理想。
例如，在发动机扭矩TE低于正常水平的情况下(例如车辆行驶在氧气含量较低的高原地区)，在点火后的一小段时间内，发动机扭矩TE不能满足预期要求，并导致发动机转速SE在一段时间内不能继续上升。
例如参照图3，点火后的一段时间，发动机扭矩TE失控(表现为在控制系统中降为负值)，导致发动机转速SE下降，并进一步导致车辆速度(等于电机转速SM)在Ph3阶段发生一定程度的下降。这不仅使得驾驶性能不理想，也增加了发动机的启动时间。
发明内容
本发明的目的在于克服或至少减轻上述现有技术存在的不足，提供一种启动性能好的发动机启动方法。
本发明提供一种发动机启动方法，其用于在离合器的第二部分转动的情况下，启动与所述离合器的第一部分相连的发动机，所述方法包括，
使所述第一部分与所述第二部分接合，从所述第二部分传递至所述第一部分的离合器扭矩逐渐增加至并保持在临界扭矩；
当发动机转速上升至临界转速时，使所述离合器处于半离合状态，并根据发动机转速的大小调整所述离合器扭矩。
在至少一个实施方式中，所述根据发动机转速的大小调整所述离合器扭矩包括：
当所述发动机转速增大时，减小所述离合器扭矩；当所述发动机转速减小时，增大所述离合器扭矩。
在至少一个实施方式中，所述根据发动机转速的大小调整所述离合器扭矩包括：
计算所述发动机转速与所述第二部分的转速差，当所述转速差减小时， 减小所述离合器扭矩；当所述转速差增加时，增加所述离合器扭矩。
在至少一个实施方式中，所述根据发动机转速的大小调整所述离合器扭矩包括：
将当前时刻的所述离合器扭矩的值调整为目标扭矩Tt，Tt＝T0×((Nmt-Net)/(Nm0-Ne0))，
T0为所述临界扭矩，Ne0为所述临界转速，
Nm0为在所述发动机转速达到所述临界转速时的所述第二部分的转速，
Nmt为当前时刻的所述第二部分的转速，Net为当前时刻的所述发动机转速。
在至少一个实施方式中，所述根据发动机转速的大小调整所述离合器扭矩包括：
根据所述发动机的具体型号制定修正系数f，
将当前时刻的所述离合器扭矩的值调整为目标扭矩Tt，Tt＝T0×((Nmt-Net)/(Nm0-Ne0))×f，
T0为所述临界扭矩，Ne0为所述临界转速，
Nm0为在所述发动机转速达到所述临界转速时的所述第二部分的转速，
Nmt为当前时刻的所述第二部分的转速，Net为当前时刻的所述发动机转速。
在至少一个实施方式中，所述方法还包括：在调整所述离合器扭矩的过程中，所述发动机点火。
在至少一个实施方式中，所述方法还包括：当所述发动机转速与所述第二部分的转速的差值等于或小于临界转速差时，所述离合器逐渐完全接合。
在至少一个实施方式中，所述离合器的所述第二部分与电机的转子不能相对转动地连接。
在至少一个实施方式中，所述发动机为混合动力车辆的发动机。
在至少一个实施方式中，所述混合动力车辆使用P2混合动力模块。
根据本发明的发动机启动方法能快速启动发动机，且在恶劣环境下也能使车辆表现良好的运转性能。
附图说明
图1是一种可能的P2混合动力模块的示意图。
图2是一种可能的理想状态下的发动机启动过程的示意图。
图3是使用根据图2的启动方法在发动机扭矩不足的情况下的发动机启动过程示意图。
图4是根据本发明的一个实施方式的发动机启动过程的示意图。
图5是图4的局部放大示意图。
附图标记说明：
En发动机；M电机；K0离合器；K01(离合器的)第一部分；K02(离合器的)第二部分；G变速器；
TC离合器扭矩；TE发动机扭矩；SM电机转速；SE发动机转速；
T0临界扭矩；Ne0临界转速；D临界转速差；Tt目标扭矩。
具体实施方式
下面参照附图描述本发明的示例性实施方式。应当理解，这些具体的说明仅用于示教本领域技术人员如何实施本发明，而不用于穷举本发明的所有可行的方式，也不用于限制本发明的范围。
参照图1、图4和图5，以使用P2混合动力模块的车辆的发动机为例，介绍根据本发明的发动机启动方法。
参照图1，在本实施方式中，发动机En和电机M之间设有离合器K0，离 合器K0的第一部分K01与飞轮抗扭地(不能相对转动地)连接，飞轮与发动机En的曲轴抗扭地连接，离合器K0的第二部分K02与电机M的转子抗扭地连接。
本发明主要介绍当车辆在由电机M驱动而行驶的状态启动发动机En的方法，即通过离合器K0传递来自电机M的扭矩而启动发动机En的方法。
图4示出了发动机从停止状态(图中的S状态)经历点火前曲轴转动(图中的C状态)至点火后运转状态(图中的R状态)的过程，以及在该过程中离合器扭矩TC、发动机扭矩TE、电机转速SM和发送机转速SE的变化。
根据本发明的发动机启动方法包括三个阶段，分别为Ph1阶段、Ph2阶段和Ph3阶段。
Ph1阶段，离合器K0由分离状态切换至接合状态。电机M的扭矩传递给与发动机En相连的飞轮，发动机En的转速SE逐渐增加，离合器扭矩TC上升至临界扭矩T0，并维持在T0。
Ph2阶段，当发动机En的转速SE上升至临界转速Ne0时，离合器K0切换至半离合状态，并根据发动机转速SE的大小调整离合器扭矩TC。当发动机转速SE增大时，减小离合器扭矩TC；当发动机转速SE减小时，增大离合器扭矩TC。
参考图5介绍该调整离合器扭矩TC的方法。
计算发动机转速SE与电机转速SM(即第二部分K02的转速)的转速差，当转速差减小时，减小离合器扭矩TC；当转速差增加时，增加离合器扭矩TC。
具体地，设发动机转速SE达到临界转速Ne0时(即Ph2阶段激活时)，电机转速SM的值为Nm0，则在Ph2阶段被激活时，转速差N0＝Nm0-Ne0。
设在当前时刻，电机转速SM的值为Nmt，发动机转速SE的值为Net，则 在当前时刻，转速差Nt＝Nmt-Net。
由于发动机En启动的目标是消除发动机转速SE与电机转速SM的转速差，而在Ph2阶段，该转速差最大为N0。因此当前时刻的有待缩小的转速差的比率r＝Nt/N0。
用随动控制的方法，根据比率r调整当前时刻的离合器扭矩TC至目标扭矩Tt，则有：Tt＝r×T0。
将上述r的计算公式带入，则有：Tt＝T0×((Nmt-Net)/(Nm0-Ne0))。
可选地，根据不同的发动机型号，可以根据实际测试结果，引入修正系数f，对上述计算公式进行修正：Tt＝T0×((Nmt-Net)/(Nm0-Ne0))×f。其中，f的值接近1，对于不同型号的发动机，f可能小于1、大于1或等于1。
回到图4，在Ph2阶段，发动机En点火，发动机转速SE受离合器扭矩TC和发动机扭矩TE共同影响。
当发动机转速SE与电机转速SM的差值等于或小于临界转速差D时，Ph3阶段激活，离合器K0逐渐完全接合。之后，发动机转速SE逐渐达到电机转速SM，发动机En完成启动。
下面简单说明本发明的上述实施方式的部分有益效果。
(i)使用根据本发明的发动机启动方法，即使在发动机扭矩较小时，也能保证发动机的迅速启动。
(ii)发动机启动过程中的驾驶性能好，不容易发生车速减小的现象。
应当理解，上述实施方式仅是示例性的，不用于限制本发明。本领域技术人员可以在本发明的教导下对上述实施方式做出各种变型和改变，而不脱离本发明的范围。
例如，根据本发明的发动机启动方法不仅适用于使用P2模块的混合动力车辆，其可以适用于任何使用K0离合器启动的发动机。

Claims (10)

  1. 一种发动机启动方法，其用于在离合器(K0)的第二部分(K02)转动的情况下，启动与所述离合器(K0)的第一部分(K01)相连的发动机(En)，所述方法包括，
    使所述第一部分(K01)与所述第二部分(K02)接合，从所述第二部分(K02)传递至所述第一部分(K01)的离合器扭矩(TC)逐渐增加至并保持在临界扭矩；
    当发动机转速(SE)上升至临界转速时，使所述离合器(K0)处于半离合状态，并根据发动机转速(SE)的大小调整所述离合器扭矩(TC)。
  2. 根据权利要求1所述的发动机启动方法，其特征在于，所述根据发动机转速(SE)的大小调整所述离合器扭矩(TC)包括：
    当所述发动机转速(SE)增大时，减小所述离合器扭矩(TC)；当所述发动机转速(SE)减小时，增大所述离合器扭矩(TC)。
  3. 根据权利要求1所述的发动机启动方法，其特征在于，所述根据发动机转速(SE)的大小调整所述离合器扭矩(TC)包括：
    计算所述发动机转速(SE)与所述第二部分(K02)的转速差，当所述转速差减小时，减小所述离合器扭矩(TC)；当所述转速差增加时，增加所述离合器扭矩(TC)。
  4. 根据权利要求1所述的发动机启动方法，其特征在于，所述根据发动机转速(SE)的大小调整所述离合器扭矩(TC)包括：
    将当前时刻的所述离合器扭矩(TC)的值调整为目标扭矩Tt，Tt＝T0×((Nmt-Net)/(Nm0-Ne0))，
    T0为所述临界扭矩，Ne0为所述临界转速，
    Nm0为在所述发动机转速(SE)达到所述临界转速时的所述第二部分(K02)的转速，
    Nmt为当前时刻的所述第二部分(K02)的转速，Net为当前时刻的所述发动机转速(SE)。
  5. 根据权利要求1所述的发动机启动方法，其特征在于，所述根据发动机转速(SE)的大小调整所述离合器扭矩(TC)包括：
    根据所述发动机(En)的具体型号制定修正系数f，
    将当前时刻的所述离合器扭矩(TC)的值调整为目标扭矩Tt，Tt＝T0×((Nmt-Net)/(Nm0-Ne0))×f，
    T0为所述临界扭矩，Ne0为所述临界转速，
    Nm0为在所述发动机转速(SE)达到所述临界转速时的所述第二部分(K02)的转速，
    Nmt为当前时刻的所述第二部分(K02)的转速，Net为当前时刻的所述发动机转速(SE)。
  6. 根据权利要求1所述的发动机启动方法，其特征在于，所述方法还包括：在调整所述离合器扭矩(TC)的过程中，所述发动机(En)点火。
  7. 根据权利要求6所述的发动机启动方法，其特征在于，所述方法还包括：当所述发动机转速(SE)与所述第二部分(K02)的转速的差值等于或小于临界转速差(D)时，所述离合器(K0)逐渐完全接合。
  8. 根据权利要求1至7中任一项所述的发动机启动方法，其特征在于，所述离合器(K0)的所述第二部分(K02)与电机的转子不能相对转动地连接。
  9. 根据权利要求1至7中任一项所述的发动机启动方法，其特征在于，所述发动机(En)为混合动力车辆的发动机。
  10. 根据权利要求9所述的发动机启动方法，其特征在于，所述混合动力车辆使用P2混合动力模块。
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