WO2022067619A1

WO2022067619A1 - Engine cranking control method and apparatus for hybrid vehicle during shifting

Info

Publication number: WO2022067619A1
Application number: PCT/CN2020/119223
Authority: WO
Inventors: 罗品奎
Original assignee: 舍弗勒技术股份两合公司; 罗品奎
Priority date: 2020-09-30
Filing date: 2020-09-30
Publication date: 2022-04-07
Also published as: CN115843285A

Abstract

An engine cranking control method for a hybrid vehicle during shifting. The hybrid vehicle comprises an engine, a drive motor, and a clutch arranged between the engine and the drive motor, and the control method comprises: causing a synchronizer of a gearbox to separate (S410); performing control on the torque capacity of the clutch starting when the synchronizer has separated, so as to adjust the rotational speed of the engine (S420); and when the rotational speed of the engine has reached a preset rotational speed, cranking the engine (S430). Thus, the engine can be cranked in a timely manner, thereby improving driving performance. Further disclosed is an engine cranking control apparatus for a hybrid vehicle during shifting.

Description

Engine startup control method and device during gear shifting process of hybrid electric vehicle

technical field

The invention relates to the technical field of hybrid electric vehicles, and in particular, to a method and device for controlling engine startup during gear shifting of a hybrid electric vehicle.

Background technique

FIG. 1 is a schematic structural diagram of a powertrain of a hybrid vehicle in the related art. As shown in Figure 1, the hybrid vehicle includes an engine, a P2 module and a gearbox (English: Gearbox). The P2 module includes a k0 clutch (English: Clutch) and a drive motor, the P2 module is located between the engine and the gearbox, and the k0 clutch is located between the engine and the drive motor.

FIG. 2 is a schematic diagram of an engine start-up process of a hybrid vehicle having a P2 module in the related art. As shown in Fig. 2, the engine starting process goes through stages P1, P2 and P3 in sequence. During the entire engine starting process, the state of the engine (that is, the operating state issued by the engine's controller) is in turn the stop state (English: stop), startup status (English: cranking) and running status (English: run).

As shown in Figure 2, in phase P1, the clutch torque capacity is increased at a reasonable rate to the constant clutch torque capacity M, and the K0 clutch is partially engaged to deliver this constant clutch torque capacity to the engine, thereby adjusting the engine speed below the drive motor Threshold rotational speed of the rotational speed, during which the engine torque capacity is 0 because the engine has not been started; when the engine rotational speed is higher than the threshold rotational speed, phase P2 is entered.

In phase P2, the engine is started (fired) and the clutch torque capacity is reduced at a reasonable rate until the clutch is fully open, thereby preventing vehicle jerk from subsequent direct clutch engagement. 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 phase P3, the clutch torque capacity is increased at a reasonable rate, the K0 clutch is partially engaged to transfer clutch torque capacity to the engine to adjust the engine speed close to the drive motor speed, and the clutch is fully engaged when the engine speed is approximately the same as the drive motor speed , the engine speed curve and the drive motor speed curve basically overlap, that is, the engine speed synchronization process is performed.

FIG. 3 is a schematic diagram of implementing an engine start process after a shift process in the related art. As shown in FIG. 3 , the whole process goes through stages S1, S2, S3, S4, S5, P1, P2 and P3 in sequence, wherein the shifting process includes the processes from stages S1 to S5, The engine start-up process includes processes performed in stages P1 to P3. Shift processing is performed when a shift request is received, that is, the processes of stage S1 to stage S5 are sequentially performed; an engine start request is received during stage S1, however, as shown by the dotted line in FIG. 3, in stage S5 The engine start request is executed later, that is, the engine start request is delayed until the shift processing is completed.

In phase S1, a shift request is received, the drive motor torque capacity is reduced at a reasonable rate, and phase S2 is entered when the drive motor torque capacity is reduced to 0, during which the drive motor speed is increased at a reasonable rate, and An engine start request is received during phase S1. In stage S2, the torque capacity of the drive motor is maintained at 0, the synchronizer of the gearbox is being separated, and the rotational speed of the drive motor remains unchanged. After the synchronizer is separated, the stage S3 is entered.

In stage S3, a drive motor speed request is received, and the drive motor torque capacity is changed to adjust the drive motor speed to the drive motor target speed, and the process proceeds to stage S4. In stage S4, when the rotational speed difference between the rotational speed of the drive motor and the target rotational speed of the drive motor is sufficiently small, the synchronizer starts to be engaged, and after the synchronizer is engaged, the process proceeds to phase S5. In stage S5, the synchronizer has been engaged, the drive motor begins to transmit torque, the drive motor speed is increased at a reasonable rate, and the clutch is fully engaged to transmit engine torque.

Phases P1 to P3 in Figure 3 are substantially similar to Phases P1 to P3 in Figure 2, with the possible difference that, for Figure 3, between Phases P1 and P2, the drive motor torque capacity proceeds approximately the same as the clutch torque capacity To avoid the shifting feeling caused by the reaction torque brought to the drive motor when the clutch transmits torque to the engine to synchronize the engine speed.

As shown in FIG. 3 , even if the engine start request is received during the stage S1 , it is necessary to start the execution of the engine start processing of the stages P1 to P3 after the execution of the stage S5 . In this way, in the case where the engine needs to be started, such as when the accelerator pedal is depressed, since the engine start process is delayed until the gear shift process is completed, the engine cannot be started in time, so that the torque capacity of the drive motor alone may not be able to provide the hybrid vehicle. enough power to affect drivability.

SUMMARY OF THE INVENTION

The purpose of the present invention is to overcome or at least alleviate the above-mentioned deficiencies of the prior art, and to provide a method and device for controlling engine startup during gear shifting of a hybrid vehicle.

According to an aspect of the present invention, there is provided a method for controlling engine startup during gear shifting of a hybrid electric vehicle, the hybrid electric vehicle includes an engine, a drive motor, and a clutch provided between the engine and the drive motor , the control method comprises: disengaging the synchronizer of the gearbox; starting from the time when the synchronizer is disengaged, controlling the torque capacity of the clutch to adjust the rotational speed of the engine; when the rotational speed of the engine reaches a predetermined rotational speed , start the engine.

According to another aspect of the present invention, there is provided an engine startup control device during gear shifting of a hybrid electric vehicle, the hybrid electric vehicle includes an engine, a drive motor, and a drive motor disposed between the engine and the drive motor The clutch, the control device includes: a disengagement module for disengaging a synchronizer of the gearbox; an adjustment module for controlling the torque capacity of the clutch to adjust the engine's torque capacity since the disengagement of the synchronizer a rotational speed; a starting module, configured to start the engine when the rotational speed of the engine reaches a predetermined rotational speed.

According to the method and the device for controlling the engine start-up during the shifting process of the hybrid electric vehicle of the present invention, the engine can be started in time, thereby improving the driving performance.

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

Description of drawings

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

FIG. 1 is a schematic structural diagram of a powertrain of a hybrid vehicle in the related art.

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

FIG. 3 is a schematic diagram of implementing an engine start process after a shift process in the related art.

FIG. 4 is a flow chart of a method for controlling engine startup during gear shifting of a hybrid electric vehicle according to an exemplary embodiment.

FIG. 5 is a schematic diagram illustrating an engine starting process during a shift process of a hybrid electric vehicle according to an exemplary embodiment.

FIG. 6 is a block diagram of an engine starting control device during a shift process of a hybrid electric vehicle according to an exemplary embodiment.

Detailed ways

Various exemplary embodiments, features and aspects of the present invention will be described in detail below with reference to the accompanying drawings. The same reference numbers in the figures denote elements that have the same or similar functions. While various aspects of the embodiments are shown in the drawings, the drawings are not necessarily drawn to scale unless otherwise indicated.

The word "exemplary" is used exclusively 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, in order to better illustrate the present invention, numerous specific details are given in the following detailed description. It will be understood by those skilled in the art that the present invention may be practiced without certain specific details. In other instances, methods, means, components and circuits well known to those skilled in the art have not been described in detail so as not to obscure the subject matter of the present invention.

FIG. 4 is a flow chart of a method for controlling engine startup during gear shifting of a hybrid vehicle according to an exemplary embodiment, and FIG. 5 is a flowchart illustrating a method for shifting gears of a hybrid vehicle according to an exemplary embodiment. Schematic diagram of the engine start process.

The hybrid vehicle of the present invention may be an HEV or a PHEV, and the structure of the powertrain of the hybrid vehicle may adopt the structure shown in FIG. 1 . Specifically, the hybrid vehicle includes an engine, a drive motor, and The control method can be applied to a hybrid control unit (English: Hybrid Control Unit, HCU for short) of a hybrid vehicle. That is to say, the HCU can use the control method in this embodiment to realize the engine start control during the shift process of the hybrid electric vehicle. As shown in FIG. 4 , the control method may include the following steps.

In step S410, the synchronizer of the transmission is disengaged.

It should be understood that, as shown in Fig. 5, in stage S1, a shift request is received, the drive motor torque capacity is reduced at a reasonable rate, and stage S2 is entered when the drive motor torque capacity is reduced to zero. In phase S2, the synchronizers are started to be decoupled, ie step S410 is performed.

In step S420, the torque capacity of the clutch is controlled to adjust the rotational speed of the engine since the synchronizer is disengaged.

It should be understood that, in the process of performing the shift process in response to the reception of the shift request, if the engine needs to be started, the control method of the present embodiment can be executed. In this embodiment, the HCU can determine whether the engine needs to be started in at least the following two ways: Method 1, the HCU determines whether the engine needs to be started according to whether it receives an engine start request from the controller. When the start request is made, it is determined that the engine needs to be started, and it should be understood that the controller should include but not be limited to an engine controller; in the second way, the HCU is based on the SOC (English: State of Charge, that is, the state of charge, which is used to reflect the remaining capacity of the battery), whether the accelerator pedal is depressed, vehicle speed, etc. to determine whether it is necessary to start the engine. As shown in FIG. 5 , in stage S1, an engine start request is received, and in stage S2, the accelerator pedal is depressed, so it is determined that the engine needs to be started, and the above step S420 and the following step S430 can be executed.

The present invention recognizes the following technical problem: in the process of executing the shifting process in response to the reception of the shifting request, even if the engine needs to be started, the shifting process still needs to be continued and only after the execution of the shifting process is completed. The engine start processing is executed, and therefore, when the engine needs to be started, the engine start processing is delayed until the execution of the shift processing is completed, which affects the drivability.

For this reason, in order to avoid problems related to drivability caused by the execution of the engine start processing after the execution of the shift processing, the present invention starts the execution of the engine start processing before the execution of the shift processing, that is, while the shift processing is executed. During the period (during the process), the engine start-up process is simultaneously executed. For example, the engine start-up process is executed after the synchronizer is disengaged in the execution of the shift process. Exemplarily, as shown in FIG. 5, it can be started when entering the stage S3. Execute the engine startup process, so that, compared with the prior art, the engine startup process is performed after the process of the stage S5 is completed. The present invention executes the engine startup process when entering the stage S3, that is, the start time of the engine startup process. The step S3 is entered, that is, after the synchronizer is disengaged, so that the engine start-up process is executed in advance, that is, the timing of executing the engine start-up process is advanced.

In this embodiment, the engine starting process includes: controlling the clutch so that the clutch is partially engaged, so that torque can be transmitted to the engine by partially engaging the clutch, so as to increase the rotational speed of the engine (ie, increase the rotational speed of the engine) or increase the rotational speed of the engine. down (ie, reduce the speed of the engine) to increase or decrease the speed of the engine.

Illustratively, as shown in FIG. 5, after the synchronizer is disengaged, stage S3 is entered, in which the clutch torque capacity is increased at a reasonable rate and the clutch is partially engaged to transmit torque to the engine, thereby adjusting the speed of the engine so that the engine The RPM increases at a reasonable rate.

The rotational speed of the engine may be brought close to a predetermined rotational speed by pulling the rotational speed of the engine up or down by the torque transmitted when the clutch is partially engaged. In a possible implementation manner, the HCU can make the speed of the engine close to the predetermined speed by the following methods: obtaining the current speed of the engine; calculating the speed difference between the current speed and the predetermined speed; adjusting the torque capacity of the clutch according to the speed difference Controls are made to adjust the speed of the engine.

In this embodiment, the HCU can calculate the target torque capacity of the clutch (the torque transmitted to the engine when the clutch is partially engaged) based on the rotational speed difference between the rotational speed of the engine (the current rotational speed of the engine) and a predetermined rotational speed, and use the target torque capacity to tune the engine to a predetermined speed.

In a possible implementation manner, the current rotational speed of the engine may be obtained by: receiving the rotational speed of the flywheel end of the engine, where the rotational speed of the flywheel end is the current rotational speed.

In this embodiment, the HCU can receive, for example, a message sent by the engine control unit, where the message can carry the flywheel speed of the engine acquired in real time; then the HCU can obtain the flywheel speed of the engine according to the message, and Take the flywheel end speed of the engine as the current speed of the engine.

In step S430, when the rotational speed of the engine reaches a predetermined rotational speed, the engine is started.

In this embodiment, the engine starting process further includes: when the rotational speed of the engine is adjusted to a predetermined rotational speed, starting to supply fuel to the engine (ie, starting the engine). Therefore, the timing of starting the fuel supply to the engine can be controlled based on the predetermined rotational speed. Specifically, it is possible to monitor whether the rotational speed of the engine reaches a predetermined rotational speed; when it is monitored that the rotational speed of the engine reaches the predetermined rotational speed, for example, a command to start supplying fuel to the engine is sent to a fuel feeding device including a fuel tank and an injector (which may Referred to as a "fuel supply command"); in response to receiving this command, the fuel feed device begins supplying fuel to the engine. That is, the timing at which the fuel supply to the engine is started is the timing at which the rotational speed of the engine reaches a predetermined rotational speed.

In the method for controlling the engine start during the shift process of the hybrid electric vehicle in this embodiment, the torque capacity of the clutch is controlled to adjust the rotational speed of the engine from the time when the synchronizer is disengaged, and the engine is started when the rotational speed of the engine reaches a predetermined rotational speed. Therefore, compared to the prior art, the engine start process is executed after the shift process is completed, and the engine start process is started when the synchronizer in the shift process is disengaged, so that the engine start process is performed earlier. Therefore, even if It is necessary to start the engine during the shift process, and the engine start process can also be performed in time, so as to avoid problems related to drivability caused by executing the engine start process after the shift process is completed, so that good drivability can be achieved. .

In addition, since the method for controlling the engine start in the shifting process of the HEV of the present embodiment can be realized by using the existing components of the HEV without adding additional components to the HEV, it will not increase the power consumption of the HEV. cost and easy to implement.

In a possible implementation manner, the above-mentioned control method may further include: during the time period from when the engine is started to when the rotational speed of the driving motor is adjusted to the target gear rotational speed, controlling the rotational speed of the driving motor. The torque capacity, the torque capacity of the clutch and the torque capacity of the engine are controlled so that the speed of the engine and the speed of the drive motor tend to be consistent, wherein the target gear speed is the speed of the drive motor when the drive motor is engaged. The speed of the target gear.

As mentioned above, the gear shifting process needs to perform engine speed synchronization processing (that is, to make the engine speed and the drive motor speed tend to be consistent). Therefore, after the engine is started, the drive motor is adjusted by controlling the torque capacity of the drive motor. At the same time, the speed of the engine is adjusted by controlling the torque capacity of the clutch and the torque capacity of the engine, so that the speed of the engine and the speed of the drive motor tend to be consistent.

In a possible implementation manner, since the engine is started, the torque capacity of the clutch and the torque capacity of the engine are controlled to adjust the speed of the engine until the current speed of the engine is the same as the engine speed. until the current speed of the drive motor is the same. Exemplarily, as shown in FIG. 5, the torque capacity of the clutch is reduced at a reasonable rate from the time the engine is started (ie, when the engine speed reaches a predetermined speed), but the engine is already started, so the clutch and the engine act together. Then, the rotational speed of the engine is gradually increased from the predetermined rotational speed, and at the same time, the torque capacity of the driving motor remains unchanged, so that the rotational speed of the driving motor is gradually decreased, so that at one moment in the stage S3 and the stage S4, the rotational speed of the engine is The same as the rotational speed of the drive motor. At this time, the clutch torque capacity is reduced to 0, and the clutch is disengaged.

In a possible implementation manner, since the current speed of the engine is the same as the current speed of the drive motor, the torque capacity of the engine is controlled to adjust the speed of the engine until the speed of the engine is The rotational speed reaches the target rotational speed, wherein the target rotational speed is the target gear rotational speed. Exemplarily, as shown in FIG. 5 , since the moment when the rotational speed of the engine is the same as the rotational speed of the drive motor in stages S3 and S4, since the clutch has been disengaged, but the engine has been started, the torque capacity of the engine makes the engine's rotational speed. The rotational speed changes, and at the same time, the torque capacity of the driving motor is not 0. The rotational speed of the driving motor is changed by the torque capacity of the driving motor, so that the rotational speed of the engine gradually approaches the rotational speed of the driving motor.

In a possible implementation manner, the above control method may further include: starting from the time when the synchronizer is separated, controlling the torque capacity of the driving motor to adjust the rotational speed of the driving motor until the speed of the driving motor is until the speed reaches the target gear speed.

In a possible implementation manner, the above control method may further include: acquiring the current speed of the drive motor; when the speed difference between the current speed of the drive motor and the speed of the target gear is less than a predetermined value, Engage the synchronizer. After the synchronizer is engaged, the clutch is fully engaged without compensating for the torque capacity of the clutch. Exemplarily, as shown in FIG. 5 , compared with the prior art, the torque capacity of the clutch needs to be compensated so that the torque capacity of the drive motor is changed approximately the same as the torque capacity of the clutch. The processing is performed in advance, so there is no need to perform compensation processing for the torque capacity of the clutch.

In a possible implementation manner, the above control method may further include: acquiring the current speed and target speed of the engine; calculating the speed difference between the current speed and the target speed of the engine; The torque capacity of the engine is controlled to adjust the rotational speed of the engine.

In this embodiment, the HCU can calculate the target torque capacity of the engine (torque delivered by the engine) according to the speed difference between the current speed of the engine and the target speed, and use the target torque capacity to adjust the engine speed to the target speed.

In a possible implementation manner, the HCU may acquire the target rotational speed of the engine by: acquiring the target gear rotational speed of the drive motor.

In this embodiment, after the actuator is engaged in the target gear, the HCU can obtain the target gear speed of the drive motor at least in the following ways: Method 1, the HCU can record the gear and drive motor according to the target gear. Find the speed corresponding to the target gear in the table of the corresponding relationship of the target gear speed, and the found speed is the target gear speed of the drive motor; Method 2, the HCU can receive, for example, the message sent by the drive motor control unit , and then the HCU can obtain the target gear speed of the drive motor according to the message, where the message can carry the current speed of the drive motor (the current speed of the drive motor is the target gear speed of the drive motor).

In a possible implementation manner, the HCU may acquire the target rotational speed of the engine by: acquiring the rotational speed of the input shaft obtained by the rotational speed sensor of the input shaft of the gearbox, where the rotational speed of the input shaft is the target rotational speed.

In this embodiment, after the actuator is engaged in the target gear, assuming that the HEV is provided with a gearbox input shaft speed sensor, the input shaft speed obtained by the gearbox input shaft speed sensor can be used as the target speed of the engine. Therefore, after the actuator is engaged in the target gear, for example, the HCU can receive the input shaft rotational speed obtained by the transmission input shaft rotational speed sensor sent by the transmission controller, and then the HCU can use the input shaft rotational speed as the target rotational speed of the engine.

In a possible implementation manner, the HCU may also obtain the target speed of the engine by: obtaining the output shaft speed obtained by the output shaft speed sensor of the gearbox, and according to the speed ratio between the input shaft speed and the output shaft speed and the obtained output shaft speed to calculate the input shaft speed, wherein the calculated input shaft speed is the target speed.

In this embodiment, after the actuator is engaged in the target gear, it is assumed that the HEV is provided with a transmission output shaft rotational speed sensor, the output shaft rotational speed obtained by the transmission output shaft rotational speed sensor is multiplied by the target gear corresponding to the The speed ratio can calculate the input shaft speed of the gearbox, and the calculated input shaft speed can be used as the target speed of the engine.

Therefore, after the actuator is engaged in the target gear, for example, the HCU can receive the output shaft rotational speed obtained by the transmission output shaft rotational speed sensor sent by the transmission controller, and multiply the output shaft rotational speed by the speed corresponding to the target gear. The ratio (the ratio of the speed of the input shaft of the gearbox to the speed of the output shaft of the gearbox) is used to calculate the speed of the input shaft of the gearbox, and the calculated speed of the input shaft is used as the target speed of the engine.

It should be understood that the above methods for obtaining the target speed of the engine and the current speed of the engine are only examples, and the embodiment is not limited thereto, and those skilled in the art can use other related technologies to obtain the target speed of the engine and the current speed of the engine.

FIG. 6 is a block diagram illustrating an engine start control device during shifting of a hybrid electric vehicle, which may be an HEV or a PHEV, according to an exemplary embodiment, and the hybrid electric vehicle includes an engine, a drive motor, and a setting A clutch between the engine and the drive motor. As shown in FIG. 6 , the control device 600 may include a separation module 610 , an adjustment module 620 and an activation module 630 .

The disengagement module 610 is used to disengage the synchronizers of the gearbox. An adjustment module 620 is connected to the disengagement module 610 for controlling the torque capacity of the clutch to adjust the speed of the engine since the synchronizer disengages. The starting module 630 is connected with the adjusting module 620, and is used for starting the engine when the rotational speed of the engine reaches a predetermined rotational speed.

In a possible implementation manner, the control device 600 may further include: a control module (not shown), which is used to perform a control operation from when the engine is started until the rotational speed of the driving motor is adjusted to the target gear rotational speed. During a period of time, the torque capacity of the drive motor, the torque capacity of the clutch and the torque capacity of the engine are controlled so that the rotational speed of the engine and the rotational speed of the drive motor tend to be consistent, wherein the target gear The gear speed is the speed of the drive motor in the target gear engaged.

In a possible implementation, the control module is configured to: control the torque capacity of the clutch and the torque capacity of the engine to adjust the speed of the engine from when the engine is started until the engine is started. The current rotational speed of the engine is equal to the current rotational speed of the drive motor.

In a possible implementation, the control module is configured to: control the torque capacity of the engine to adjust the engine since the current speed of the engine is the same as the current speed of the drive motor until the rotational speed of the engine reaches a target rotational speed, wherein the target rotational speed is the target gear rotational speed.

In a possible implementation manner, the control apparatus 600 may further include:

an acquiring module (not shown), configured to acquire the current rotational speed of the driving motor within the time period from when the engine is started until the rotational speed of the driving motor is adjusted to the target gear rotational speed;

an engagement module (not shown) for engaging the synchronizer when the speed difference between the current speed of the drive motor and the target gear speed is less than a predetermined value;

A processing module (not shown) for fully engaging the clutch without compensating for the torque capacity of the clutch.

Regarding the apparatus in the above-mentioned embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be described in detail here.

The above are only specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed by the present invention. should be included within the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

A method for controlling engine startup during gear shifting of a hybrid electric vehicle, the hybrid electric vehicle includes an engine, a drive motor, and a clutch provided between the engine and the drive motor, wherein the control method is characterized in that include:

disengage the synchronizer of the gearbox;

Controlling the torque capacity of the clutch to adjust the speed of the engine since the synchronizer is disengaged;

When the rotational speed of the engine reaches a predetermined rotational speed, the engine is started.
The control method according to claim 1, further comprising:

During the period from when the engine is started until the rotational speed of the driving motor is adjusted to the target gear rotational speed, the torque capacity of the driving motor, the torque capacity of the clutch and the torque capacity of the engine are Control is performed so that the rotational speed of the engine tends to be consistent with the rotational speed of the drive motor, wherein the target gear rotational speed is the rotational speed of the drive motor in the engaged target gear.
The control method according to claim 2, wherein the step of controlling from the time of starting the engine comprises:

From when the engine is started, the torque capacity of the clutch and the torque capacity of the engine are controlled to adjust the rotational speed of the engine until the current rotational speed of the engine is the same as the current rotational speed of the drive motor.
The control method according to claim 3, wherein the step of controlling further comprises:

The torque capacity of the engine is controlled to adjust the rotational speed of the engine from when the current rotational speed of the engine is the same as the current rotational speed of the drive motor until the rotational speed of the engine reaches a target rotational speed, wherein the The target rotational speed is the target gear rotational speed.
The control method according to claim 1, further comprising:

Acquire the current rotational speed of the driving motor within the time period from when the engine is started until the rotational speed of the driving motor is adjusted to the target gear rotational speed;

engaging the synchronizer when the rotational speed difference between the current rotational speed of the drive motor and the target gear rotational speed is less than a predetermined value;

The clutch is fully engaged without compensating for the torque capacity of the clutch.
An engine start control device during gear shifting process of a hybrid electric vehicle, the hybrid electric vehicle includes an engine, a drive motor, and a clutch arranged between the engine and the drive motor, characterized in that the control device include:

Separation module for separating the synchronizer of the gearbox;

an adjustment module for controlling the torque capacity of the clutch to adjust the speed of the engine since the synchronizer is disengaged;

A starting module, configured to start the engine when the rotational speed of the engine reaches a predetermined rotational speed.
The control device according to claim 6, further comprising:

A control module for controlling the torque capacity of the drive motor, the torque capacity of the clutch, and all other components within a period from when the engine is started until the speed of the drive motor is adjusted to a target gear speed. The torque capacity of the engine is controlled so that the rotational speed of the engine tends to be consistent with the rotational speed of the drive motor, wherein the target gear rotational speed is the rotational speed of the drive motor in the engaged target gear.
The control device of claim 7, wherein the control module is configured to:

From when the engine is started, the torque capacity of the clutch and the torque capacity of the engine are controlled to adjust the rotational speed of the engine until the current rotational speed of the engine is the same as the current rotational speed of the drive motor.
The control device of claim 8, wherein the control module is configured to:

The torque capacity of the engine is controlled to adjust the rotational speed of the engine from when the current rotational speed of the engine is the same as the current rotational speed of the drive motor until the rotational speed of the engine reaches a target rotational speed, wherein the The target rotational speed is the target gear rotational speed.
The control device according to claim 6, further comprising:

an obtaining module, configured to obtain the current speed of the drive motor within the time period from when the engine is started until the speed of the drive motor is adjusted to the target gear speed;

an engagement module, configured to engage the synchronizer when the rotational speed difference between the current rotational speed of the driving motor and the rotational speed of the target gear is less than a predetermined value;

A processing module for fully engaging the clutch without compensating the torque capacity of the clutch.