WO2022252119A1 - Procédé et appareil de commande de démarrage de moteur pour véhicule hybride - Google Patents

Procédé et appareil de commande de démarrage de moteur pour véhicule hybride Download PDF

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Publication number
WO2022252119A1
WO2022252119A1 PCT/CN2021/097703 CN2021097703W WO2022252119A1 WO 2022252119 A1 WO2022252119 A1 WO 2022252119A1 CN 2021097703 W CN2021097703 W CN 2021097703W WO 2022252119 A1 WO2022252119 A1 WO 2022252119A1
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WIPO (PCT)
Prior art keywords
torque capacity
clutch
driving motor
drive motor
engine
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Application number
PCT/CN2021/097703
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English (en)
Chinese (zh)
Inventor
罗品奎
卢文建
Original Assignee
舍弗勒技术股份两合公司
罗品奎
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by 舍弗勒技术股份两合公司, 罗品奎 filed Critical 舍弗勒技术股份两合公司
Priority to CN202180098623.5A priority Critical patent/CN117412893A/zh
Priority to PCT/CN2021/097703 priority patent/WO2022252119A1/fr
Priority to DE112021007745.7T priority patent/DE112021007745T5/de
Publication of WO2022252119A1 publication Critical patent/WO2022252119A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to the technical field of hybrid electric vehicles, in particular to a method and device for controlling engine startup of a hybrid electric vehicle.
  • FIG. 1 is a schematic structural diagram of a power assembly of a hybrid electric vehicle in the related art.
  • the hybrid vehicle includes an engine (English: engine), a P2 module and a gearbox (English: gearbox).
  • the P2 module includes a k0 clutch (English: clutch) and a drive 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 drive motor.
  • FIG. 2 is a schematic diagram of an engine start process of a hybrid vehicle having a P2 module in the related art. As shown in Figure 2, the engine start process goes through stage P1, stage P2 and stage P3 successively. stop), startup status (English: cranking) and running status (English: run).
  • phase P1 the clutch torque capacity is increased at a reasonable rate to a constant clutch torque capacity M, and the K0 clutch is partially engaged to deliver this constant clutch torque capacity to the engine, thereby regulating the engine speed below the drive motor
  • the threshold speed of the speed during which the engine torque capacity is 0 because the engine has not been started; when the engine speed is higher than the threshold speed, the stage P2 is entered.
  • phase P2 the engine is started (ignition), and the clutch torque capacity is reduced at a reasonable rate until the clutch is fully opened, thereby preventing the entire vehicle from bouncing due to subsequent direct engagement of the clutch. Since the engine has been started, the engine torque capacity is not 0, and the engine speed is adjusted through the engine torque capacity.
  • phase 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 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 basically overlaps with the drive motor speed curve, that is, the engine speed synchronization process is performed.
  • FIG. 3 is a schematic diagram of the relationship between the clutch torque capacity and the drive motor torque capacity in the related art.
  • the "drive motor original target torque capacity" in FIG. 3 is the torque capacity required in response to the accelerator pedal, which is the basic torque capacity.
  • the clutch torque capacity transmitted to the flywheel of the engine is Added to the drive motor original target torque capacity, the drive motor target torque capacity as a final value is sent to the drive motor control unit as a drive motor target torque capacity value.
  • FIG. 4 is a simplified schematic diagram of the corresponding torque capacity relationship in the related art.
  • the simplified structure shown in FIG. 4 can clearly show the torque capacity relationship.
  • TE is the k0 clutch torque capacity transmitted to the flywheel of the engine to pull up the speed of the flywheel
  • T M is the actual torque capacity of the driving motor, and T M is directly transmitted to the input shaft
  • T G is the final torque capacity transmitted to the gearbox (also called "gearbox input torque capacity”)
  • the final torque capacity T G should be kept stable and rapid changes should be avoided, especially at low gears, where the vehicle may vibrate violently due to the large K value. Therefore, the errors of TM and TE should be small enough.
  • Fig. 5 is a schematic diagram of poor drivability caused by unstable input torque capacity of the gearbox in the related art.
  • the delay time between the target torque capacity of the driving motor and the actual torque capacity T M of the driving motor is t1, k0
  • the delay time between the clutch target torque capacity and the k0 clutch estimated torque capacity TE is t2. In most cases, the delay time t1 is less than the delay time t2, and this tendency is more obvious when the clutch operating temperature is low.
  • the object of the present invention is to overcome or at least alleviate the shortcomings of the above-mentioned prior art, and to provide a method and device for controlling engine startup of a hybrid electric vehicle.
  • an engine startup control method for a hybrid electric vehicle includes an engine, a drive motor, and a clutch arranged between the engine and the drive motor, the The method includes: when starting the engine, determining the basic torque capacity of the drive motor according to the accelerator pedal signal, and determining the torque capacity adjustment amount of the drive motor according to the target torque capacity of the clutch and the actual torque capacity of the clutch; calculating a target torque capacity of the drive motor with the torque capacity adjustment amount of the drive motor; and controlling the torque of the drive motor based on the target torque capacity of the drive motor so that the final torque capacity transmitted to the gearbox remains stable.
  • determining the adjustment amount of the drive motor torque capacity according to the clutch target torque capacity and the clutch actual torque capacity includes: determining factors related to the starting of the engine; according to the clutch target torque capacity , the actual torque capacity of the clutch and the factor to determine the torque capacity adjustment amount of the drive motor.
  • determining the factors related to the starting of the engine includes: obtaining the factors related to the temperature signal detected by the temperature sensor, the rotational speed of the drive motor and the rotational speed of the engine At least one of the factors related to the rotational speed difference between the clutches and the factors related to the target torque capacity of the clutch; according to the obtained factors, the factors related to the starting of the engine are determined.
  • determining the torque capacity adjustment amount of the drive motor according to the clutch target torque capacity and the clutch actual torque capacity includes: according to the clutch target torque capacity, the clutch actual torque capacity and the preset compensation torque Capacity to determine the drive motor torque capacity adjustment.
  • calculating the target torque capacity of the driving motor according to the basic torque capacity of the driving motor and the adjustment amount of the torque capacity of the driving motor includes: combining the basic torque capacity of the driving motor with the The torque capacity adjustments of the drive motors are added together, and the added result is used as the target torque capacity of the drive motor.
  • an engine start control device for a hybrid electric vehicle includes an engine, a drive motor, and a clutch arranged between the engine and the drive motor, the The device includes: a determination module, used to determine the basic torque capacity of the driving motor according to the accelerator pedal signal when starting the engine, and determine the torque capacity adjustment amount of the driving motor according to the target torque capacity of the clutch and the actual torque capacity of the clutch; the calculation module , for calculating the target torque capacity of the driving motor according to the basic torque capacity of the driving motor and the adjustment amount of the torque capacity of the driving motor; and a control module, for controlling the torque of the driving motor based on the target torque capacity of the driving motor , so that the final torque capacity delivered to the transmission remains constant.
  • the determination module is configured to: determine a factor related to engine startup; determine according to the clutch target torque capacity, the clutch actual torque capacity and the factor The drive motor torque capacity adjustment amount.
  • the determination module is configured to: acquire a factor related to the temperature signal detected by the temperature sensor, a factor between the rotation speed of the drive motor and the rotation speed of the engine At least one of the factors related to the rotation speed difference and the factors related to the clutch target torque capacity; according to the obtained factors, the factors related to the starting of the engine are determined.
  • the determination module is configured to: determine the torque capacity adjustment amount of the drive motor according to the clutch target torque capacity, the clutch actual torque capacity and the preset compensation torque capacity.
  • the calculation module is configured to: add the basic torque capacity of the driving motor to the adjustment amount of the torque capacity of the driving motor, and use the added result as the Describe the target torque capacity of the drive motor.
  • the engine startup control method and device of a hybrid electric vehicle of the present invention it is calculated according to the basic torque capacity of the driving motor determined based on the accelerator pedal signal and the torque capacity adjustment amount of the driving motor determined based on the target torque capacity of the clutch and the actual torque capacity of the clutch.
  • the target torque capacity of the driving motor thus, compared with the calculation of the target torque capacity of the driving motor based on the basic torque capacity of the driving motor and the target torque capacity of the clutch in the prior art, the gap between the actual torque capacity of the clutch and the actual torque capacity of the driving motor can be reduced
  • the torque capacity error is reduced, so that the final torque capacity delivered to the gearbox remains stable, which in turn enables better drivability.
  • the engine start control method and device of a hybrid electric vehicle of the present invention it can be realized by using the existing components of the hybrid electric vehicle, without installing additional devices such as sensors in the hybrid electric vehicle, and the drive motor And the clutch does not have extremely stringent requirements.
  • FIG. 1 is a schematic structural diagram of a power assembly of a hybrid electric 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.
  • 3 is a schematic diagram of the relationship between clutch torque capacity and drive motor torque capacity in the related art.
  • FIG. 4 is a simplified schematic diagram of the corresponding torque capacity relationship in the related art.
  • FIG. 5 is a schematic diagram of poor drivability caused by unstable transmission input torque capacity in the related art.
  • Fig. 6 is a flow chart of a method for controlling engine startup of a hybrid electric vehicle according to an exemplary embodiment.
  • Fig. 7 is a schematic diagram showing the effect of the engine start processing applied to the engine start control method of the hybrid electric vehicle in this embodiment.
  • Fig. 8 is a schematic diagram showing a calculation method of the torque capacity adjustment amount of the driving motor according to an exemplary embodiment.
  • Fig. 9 is a block diagram of an engine start control device for a hybrid electric vehicle according to an exemplary embodiment.
  • the present invention is aware of the following technical problem: Since the response time of the actual torque capacity of the driving motor and the actual torque capacity of the clutch are different, if the basic torque capacity of the driving motor and the target torque capacity of the clutch To calculate the target torque capacity of the driving motor, the torque capacity error between the actual torque capacity of the driving motor and the actual torque capacity of the clutch is unstable, resulting in an unstable final torque capacity transmitted to the gearbox, which in turn causes jitter and vibration on the vehicle , which ultimately affects the drivability of the engine starting.
  • one of the factors causing the final torque capacity delivered to the transmission to be unstable lies in the calculation of the drive motor target torque capacity from the drive motor base torque capacity and the clutch target torque capacity.
  • the basic torque capacity of the driving motor determined based on the accelerator pedal signal and based on the target torque capacity of the clutch and the The torque capacity adjustment of the driving motor determined by the actual torque capacity of the clutch is used to calculate the target torque capacity of the driving motor, thus, the torque capacity adjustment of the driving motor is introduced when calculating the target torque capacity of the driving motor, and the torque capacity adjustment of the driving motor is Determined based on both the clutch target torque capacity and the clutch actual torque capacity, therefore, the torque capacity error between the clutch actual torque capacity and the drive motor actual torque capacity can be reduced, so that the final torque capacity delivered to the gearbox remains stable , thereby achieving better drivability.
  • Fig. 6 is a flow chart showing a method for controlling engine startup of a hybrid electric vehicle according to an exemplary embodiment.
  • the hybrid electric vehicle may be HEV or PHEV, and the structure of the powertrain of the hybrid electric vehicle may adopt the structure shown in Fig. 1
  • the structure shown, specifically, the hybrid vehicle may include an engine, a drive motor, and a clutch arranged between the engine and the drive motor, and the method may be applied to a hybrid control unit of a hybrid vehicle (English: Hybrid Control Unit, referred to as: HCU). That is to say, the HCU can use the control method in this embodiment to realize the engine start control of the hybrid electric vehicle.
  • HCU Hybrid Control Unit
  • the method of the present embodiment may be executed to calculate the target torque capacity of the drive motor, and the calculated target torque capacity of the drive motor may be used for the torque capacity of the drive motor involved in starting the engine control.
  • the method may include the following steps.
  • step S610 when the engine is started, the basic torque capacity of the drive motor is determined according to the accelerator pedal signal, and the torque capacity adjustment amount of the drive motor is determined according to the clutch target torque capacity and the clutch actual torque capacity.
  • the accelerator pedal signal can be acquired through the accelerator pedal position sensor, and then the basic torque capacity of the driving motor can be calculated according to the accelerator pedal signal.
  • the accelerator pedal signal may include the accelerator pedal opening; relevant algorithms may be used to calculate the torque capacity corresponding to the accelerator pedal opening, and the calculated torque capacity may be used as the basic torque capacity of the drive motor .
  • the correlation algorithm may include but not limited to that the torque capacity corresponding to the accelerator pedal opening is equal to the product of the accelerator pedal opening and the maximum torque capacity of the external characteristic curve of the driving motor.
  • a preset algorithm may be used to determine the torque capacity adjustment of the drive motor according to the target torque capacity of the clutch and the actual torque capacity of the clutch.
  • the preset algorithm may include but is not limited to satisfying the determined Any algorithm that drives the motor torque capacity adjustment between the clutch target torque capacity and the clutch actual torque capacity. That is to say, as long as it is an algorithm that can make the determined drive motor torque capacity adjustment greater than the actual torque capacity of the clutch and less than the target torque capacity of the clutch, it can be used in step S610 to determine the Drive motor torque capacity adjustment.
  • step S620 a target torque capacity of the driving motor is calculated according to the basic torque capacity of the driving motor and the adjustment amount of the torque capacity of the driving motor.
  • the basic torque capacity of the drive motor and the torque capacity of the drive motor determined in step S610 can be The adjustment amount is used to calculate the target torque capacity of the drive motor.
  • the basic torque capacity of the driving motor and the adjustment amount of the torque capacity of the driving motor determined in step S610 may be sent to the torque capacity calculation module of the driving motor, and the torque capacity calculation module of the driving motor is based on the received Calculate the target torque capacity of the drive motor based on the basic torque capacity of the drive motor and the adjustment amount of the drive motor torque capacity.
  • the target torque capacity of the driving motor can be calculated according to the basic torque capacity of the driving motor and the adjustment amount of the torque capacity of the driving motor in the following manner: add the basic torque capacity of the driving motor and the adjustment amount of the torque capacity of the driving motor, And the added result is used as the target torque capacity of the driving motor.
  • the target torque capacity of the driving motor can also be calculated according to the basic torque capacity of the driving motor and the adjustment amount of the torque capacity of the driving motor in the following manner: weighting the basic torque capacity of the driving motor and the adjustment amount of the torque capacity of the driving motor processing, and use the weighted result as the target torque capacity of the driving motor.
  • step S630 the torque of the driving motor is controlled based on the target torque capacity of the driving motor, so that the final torque capacity transmitted to the gearbox remains stable.
  • the torque of the driving motor can be controlled based on the target torque capacity of the driving motor calculated in step S620, so as to reduce the torque capacity error between the actual torque capacity of the clutch and the actual torque capacity of the driving motor, so that the The final torque capacity of the box remains constant.
  • the torque of the driving motor can be controlled based on the target torque capacity of the driving motor in the following manner: sending a command to the driving motor to adjust the torque of the driving motor based on the target torque capacity of the driving motor (which can be referred to as "Drive Motor Torque Command").
  • a drive motor torque command may be sent to the drive motor through a CAN message.
  • the engine start control method of a hybrid electric vehicle in this embodiment calculates the driving motor according to the basic torque capacity of the driving motor determined based on the accelerator pedal signal and the torque capacity adjustment amount of the driving motor determined based on the target torque capacity of the clutch and the actual torque capacity of the clutch The target torque capacity, whereby the torque between the actual torque capacity of the clutch and the actual torque capacity of the drive motor can be reduced compared to the calculation of the target torque capacity of the drive motor based on the basic torque capacity of the drive motor and the target torque capacity of the clutch in the prior art capacity error, so that the final torque capacity delivered to the gearbox remains stable, enabling better drivability.
  • the engine starting control method of the hybrid electric vehicle in this embodiment only needs to utilize the existing components of the hybrid electric vehicle to be realized, without installing additional devices such as sensors in the hybrid electric vehicle, and the drive motor and clutch There are no extremely stringent requirements.
  • Fig. 7 is a schematic diagram showing the effect of the engine start processing of the hybrid electric vehicle engine start control method of this embodiment, wherein the "torque capacity request value" in Fig. 7 is actually the torque capacity adjustment amount of the drive motor.
  • the final torque capacity T G transmitted to the gearbox remains almost stable (as shown in Fig. 7, ⁇ T1 is small)
  • the speed curve of the driving motor has almost no vibration and jitter, and the driving performance is good.
  • step S610 may include: determining a factor related to engine startup; determining the drive motor torque capacity adjustment according to the clutch target torque capacity, the clutch actual torque capacity and the factor quantity.
  • the information corresponding to the factors affecting engine startup can be obtained, and then the factors corresponding to the information can be determined, and then the relevant algorithm can be used to further determine the torque capacity adjustment of the drive motor according to the clutch target torque capacity and the clutch actual torque capacity.
  • the factors affecting engine starting include but not limited to the cooling water temperature of the engine, the speed difference between the speed of the driving motor and the speed of the engine, and the like.
  • the cooling water temperature detected by the temperature sensor such as the cooling water temperature sensor can be obtained; the rotating speed of the driving motor detected by the driving motor rotating speed sensor and the rotating speed of the engine detected by the engine rotating speed sensor can be obtained, and then the two values can be calculated. The speed difference between the two speeds.
  • the clutch actual torque capacity and the factor be greater than the clutch actual torque capacity and less than the clutch target torque capacity, it can be used to The torque capacity, clutch actual torque capacity and factor determine the drive motor torque capacity adjustment.
  • Fig. 8 is a schematic diagram showing a calculation method of the torque capacity adjustment of the driving motor according to an exemplary embodiment. Similar to Fig. 7, the "torque capacity request value" in Fig. 8 is actually the torque capacity adjustment of the driving motor. As shown in FIG. 8 , the drive motor torque capacity adjustment T Em is between the clutch target torque capacity Tc cmd and the clutch actual torque capacity Tc est by the factor f ac .
  • determining the factors related to the starting of the engine includes: acquiring the factors related to the temperature signal detected by the temperature sensor, the rotational speed between the rotational speed of the drive motor and the rotational speed of the engine at least one of a factor related to the difference and a factor related to the clutch target torque capacity; and a factor related to starting of the engine is determined based on the acquired factor.
  • the cooling water temperature of the engine detected by the temperature sensor can be obtained in the above manner, and then the factors related to the temperature signal can be calculated based on the cooling water temperature through an empirical formula.
  • the factors related to the temperature signal are such as The value is 0.05.
  • the rotational speed difference between the rotational speed of the drive motor and the rotational speed of the engine can be obtained in the above manner, and then a factor related to the rotational speed difference can be calculated based on the rotational speed difference through an empirical formula.
  • the factor related to the rotational speed difference can be 0.1.
  • the clutch target torque capacity can be determined according to the clutch response characteristics, and then the factors related to the clutch target torque capacity can be calculated based on the clutch target torque capacity through an empirical formula.
  • the factors related to the clutch target torque capacity can be, for example, take 0.75.
  • factors related to engine startup can be determined from the calculated factors.
  • step S610 may further include: determining the torque capacity adjustment amount of the driving motor according to the target torque capacity of the clutch, the actual torque capacity of the clutch and the preset compensation torque capacity.
  • the torque capacity adjustment of the driving motor to be compensated can be determined according to the target torque capacity of the clutch and the actual torque capacity of the clutch, and then the preset compensation torque capacity is used to compensate the torque capacity adjustment of the driving motor to be compensated.
  • the preset compensation torque capacity may be a value approximately equal to zero.
  • Fig. 9 is a block diagram of an engine start control device for a hybrid electric vehicle shown according to an exemplary embodiment.
  • the hybrid electric vehicle can be HEV or PHEV, and the structure of the powertrain of the hybrid electric vehicle can be as shown in Fig. 1 Specifically, the hybrid vehicle includes an engine, a drive motor, and a clutch disposed between the engine and the drive motor.
  • the device 900 can be applied to a hybrid control unit HCU of a hybrid vehicle.
  • the apparatus 900 may include a determination module 910 , a calculation module 920 and a control module 930 .
  • the determination module 910 is used to determine the basic torque capacity of the driving motor according to the accelerator pedal signal when starting the engine, and determine the torque capacity adjustment amount of the driving motor according to the target torque capacity of the clutch and the actual torque capacity of the clutch.
  • the calculating module 920 is connected with the determining module 910, and is used for calculating the target torque capacity of the driving motor according to the basic torque capacity of the driving motor and the adjustment amount of the torque capacity of the driving motor.
  • the control module 930 is connected with the calculation module 920, and is used for controlling the torque of the driving motor based on the target torque capacity of the driving motor, so as to keep the final torque capacity transmitted to the gearbox stable.
  • the determination module 910 is configured to: determine factors related to engine startup; determine the driving torque capacity according to the clutch target torque capacity, the clutch actual torque capacity and the factors Motor torque capacity adjustment amount.
  • the determination module 910 is configured to: obtain a factor related to the temperature signal detected by the temperature sensor, and a rotational speed difference between the rotational speed of the drive motor and the rotational speed of the engine At least one of the related factors and the factors related to the clutch target torque capacity; the factor related to engine startup is determined according to the acquired factors.
  • the determining module 910 is configured to: determine the torque capacity adjustment amount of the driving motor according to the target torque capacity of the clutch, the actual torque capacity of the clutch and the preset compensation torque capacity.
  • the calculation module 920 is configured to: add the basic torque capacity of the driving motor to the adjustment amount of the torque capacity of the driving motor, and use the added result as the The target torque capacity; or perform weighting processing on the basic torque capacity of the driving motor and the adjustment amount of the torque capacity of the driving motor, and use the weighted result as the target torque capacity of the driving motor.

Abstract

L'invention concerne un procédé de commande de démarrage de moteur pour un véhicule hybride. Le véhicule hybride comprend un moteur, un moteur électrique et un embrayage agencé entre le moteur et le moteur électrique. Le procédé comprend les étapes suivantes : au moment du démarrage du moteur, déterminer une capacité de couple de base du moteur électrique selon un signal de pédale d'accélérateur, et déterminer une valeur de réglage de capacité de couple du moteur électrique selon une capacité de couple cible d'un embrayage et d'une capacité de couple réelle de l'embrayage ; calculer une capacité de couple cible du moteur électrique selon la capacité de couple de base du moteur électrique et la valeur de réglage de capacité de couple du moteur électrique ; et commander le couple du moteur électrique sur la base de la capacité de couple cible du moteur électrique, de sorte qu'une capacité de couple final transmise à une boîte de vitesses reste stable, ce qui permet d'obtenir une meilleure performance d'entraînement. L'invention concerne en outre un appareil de commande de démarrage de moteur pour un véhicule hybride.
PCT/CN2021/097703 2021-06-01 2021-06-01 Procédé et appareil de commande de démarrage de moteur pour véhicule hybride WO2022252119A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CN202180098623.5A CN117412893A (zh) 2021-06-01 2021-06-01 混合动力汽车的发动机启动控制方法及装置
PCT/CN2021/097703 WO2022252119A1 (fr) 2021-06-01 2021-06-01 Procédé et appareil de commande de démarrage de moteur pour véhicule hybride
DE112021007745.7T DE112021007745T5 (de) 2021-06-01 2021-06-01 Verfahren und Vorrichtung zur Motorstartsteuerung von Hybridfahrzeugen

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Application Number Priority Date Filing Date Title
PCT/CN2021/097703 WO2022252119A1 (fr) 2021-06-01 2021-06-01 Procédé et appareil de commande de démarrage de moteur pour véhicule hybride

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DE (1) DE112021007745T5 (fr)
WO (1) WO2022252119A1 (fr)

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