CN109532816B - Hybrid electric vehicle engine starting control method - Google Patents
Hybrid electric vehicle engine starting control method Download PDFInfo
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- CN109532816B CN109532816B CN201811612377.7A CN201811612377A CN109532816B CN 109532816 B CN109532816 B CN 109532816B CN 201811612377 A CN201811612377 A CN 201811612377A CN 109532816 B CN109532816 B CN 109532816B
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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
- B60W20/00—Control systems specially adapted for hybrid vehicles
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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
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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
- B60W10/04—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
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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
- B60W10/04—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
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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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/02—Clutches
- B60W2510/0275—Clutch torque
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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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
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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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0657—Engine torque
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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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/08—Electric propulsion units
- B60W2510/081—Speed
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/02—Clutches
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine torque
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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Abstract
The invention relates to a starting control method of an engine of a hybrid electric vehicle, which comprises the steps that when the engine receives a starting instruction during traveling, if the rotating speed of the engine is greater than the lowest starting rotating speed, the engine injects oil for ignition, and enters a rotating speed control mode, the target rotating speed is the rotating speed of a motor, a clutch of a coupling mechanism keeps a separation state, and the target torque of the motor is the torque required by a driver. And when the rotating speed difference between the motor and the engine is lower than a first preset value, the engine continues to maintain a rotating speed control mode, and the coupling mechanism clutch is in a semi-engagement state. When the rotating speed difference between the motor and the engine is lower than a second preset value, the coupling mechanism clutch is gradually and completely engaged to a locking state at a certain speed; meanwhile, the engine is switched from the rotating speed control mode to the torque control mode, and the target torque of the engine gradually transits to the torque required by the driver. And when the torque of the coupling mechanism clutch is greater than the preset locking value, ending the starting process. The motor is not required to be dragged and the engine is started, so that the starting time of the engine is shortened while the smoothness is ensured.
Description
Technical Field
The invention relates to a starting control method of an automobile engine, in particular to a starting control method of a hybrid electric automobile engine.
Background
Hybrid vehicles are usually equipped with two power devices, namely an engine and a motor, and the two power devices are coordinated to work orderly through a power assembly control system. When the power demand of the automobile is large or the electric quantity of the battery is insufficient, the engine needs to be connected quickly and stably, so that the output torque of the engine participates in driving. When the power demand of the automobile is reduced, the engine needs to be quickly and smoothly quitted, and the running of the engine is stopped or the engine is kept at an idle speed. Therefore, start-stop control of the engine is an important point and a difficult point of control of the hybrid vehicle.
For a single-motor hybrid power system, the single-motor hybrid schemes can be divided into five major categories, named as P0, P1, P2, P3, and P4, respectively, according to the position of the motor relative to the conventional power system. P0 refers to the position of the motor at the traditional starter, P1 refers to the position of the motor at the rear of the engine and at the front flywheel of the clutch, P2 refers to the position of the motor at the rear of the clutch and at the front of the gearbox, P3 refers to the position of the motor at the rear of the gearbox and used for directly driving the main speed reducer, and P4 refers to the position of the motor at the rear axle.
For a hybrid electric vehicle with a single motor, when the engine is started, the engine needs to be dragged to a rotating speed required by fuel injection and ignition by the motor, and the motor is also needed to drive the vehicle to move forward. Because the torque fluctuation of the engine is large in the starting process, the clutch of the gearbox is kept in a sliding state by some technical schemes, so that the unexpected acceleration and deceleration caused by the transmission of the torque fluctuation of a power source to wheels is avoided, and the smoothness of the starting process is improved.
When the engine is in a stopping process and has a certain rotating speed, the driver or the powertrain control system may change the idea, such as releasing the throttle and then suddenly pressing the throttle again after the stopping process, and then the engine is required to be connected again and provide power. For the situation that the intention is to restart in the stopping process, if the control method of the motor dragging engine is still adopted, unnecessary dragging energy waste and unnecessary clutch sliding wear loss are caused, and the starting process time is increased.
CN105128848B discloses a control method for starting an engine during traveling, which is to determine a vehicle speed by a system when a driving demand of a whole vehicle is increased or an electric quantity of a power battery is decreased to a certain degree under a pure electric driving condition so that the motor can no longer provide enough power to meet the demand, and control the power assembly to perform sliding friction starting when the vehicle speed is lower than a lower limit preset value, and perform pulse starting when the vehicle speed is higher than an upper limit preset value. And if the current vehicle speed is between the lower limit preset value and the upper limit preset value, the system controls the power assembly not to start the engine until the vehicle speed is lower than the lower limit preset value or higher than the upper limit preset value, and then the engine is started. The method is divided into two starting modes of sliding grinding starting and pulse starting according to different vehicle speeds, and can control the engine to start stably under the condition of not increasing the BSG motor, so that the driving smoothness is ensured. The technical scheme of sliding mill starting is adopted.
CN107878439A discloses a method and a device for controlling torque of a vehicle power source in an engine starting process, wherein the vehicle power source comprises an engine and a motor, a clutch is arranged between the engine and an input shaft of a transmission, and the method comprises the step of obtaining a torque required by a driver, a torque at the shaft end of the engine and a corrected torque value of the motor. The motor torque correction value is related to an expected motor rotating speed and an actual motor rotating speed, and the target torque of the motor is calculated according to the driver required torque, the engine shaft end torque and the motor torque correction value. And controlling the motor to be in accordance with the target torque and the output torque of the motor. The method can improve the smoothness of the hybrid vehicle with a single-motor single-clutch configuration in the engine starting process and reduce the response time in the engine starting process.
Disclosure of Invention
The invention aims to provide a method for controlling the starting of an engine of a hybrid electric vehicle during traveling, which does not need a motor to drag and start the engine, and shortens the starting time of the engine while ensuring the smoothness.
The invention relates to a hybrid electric vehicle engine starting control method, which comprises the following steps:
s01: when the traveling engine receives a starting instruction, judging whether the engine speed is greater than the lowest starting speed, if so, entering a step S02, otherwise, entering a step S08;
s02: the engine is subjected to oil injection and ignition and enters a rotating speed control mode, and the target rotating speed is the rotating speed of the motor; the coupling mechanism clutch keeps a separation state; the target torque of the motor is the driver required torque;
s03: judging whether the rotating speed difference between the motor and the engine is lower than a first preset value, if so, entering the step S04, otherwise, returning to the step S02;
s04: the engine continues to maintain a rotating speed control mode, and the target rotating speed is the rotating speed of the motor; the coupling mechanism clutch is in a semi-joint state, and aims to eliminate idle stroke and quickly respond and transmit torque after the rotating speeds of the engine and the motor are synchronous; the motor torque is still the torque required by the driver;
s05: judging whether the rotation speed difference between the motor and the engine is lower than a second preset value, if so, determining that the rotation speeds of the motor and the engine are synchronous, and entering step S06, otherwise, returning to step S04;
s06: the coupling mechanism clutch is gradually and completely engaged to a locked state at a certain rate; meanwhile, the engine is switched from a rotating speed control mode to a torque control mode, and the target torque of the engine is gradually transited to the torque required by the driver; the motor target torque is the torque required by the driver minus the effective torque of the engine;
in the step, the target torque of the engine is related to the torque of the coupling mechanism clutch and the torque required by the driver, and the specific calculation method is that when the torque of the coupling mechanism clutch is smaller than the preset engaging value, the target torque of the engine is 0; when the torque of the coupling mechanism clutch is larger than the engagement preset value, the engine target torque is the smaller value of the torque of the coupling mechanism clutch and the driver required torque;
s07: judging whether the torque of the coupling mechanism clutch is larger than a locking preset value or not, if so, determining that the coupling mechanism clutch is locked, and ending the starting process, otherwise, returning to the step S06;
s08: in the starting mode that the motor drags the engine during traveling, the clutch of the gearbox enters a sliding-grinding state, and then the motor drags the engine to the rotating speed required by oil injection ignition through the clutch of the sliding-grinding coupling mechanism; after the ignition is successful, rotating speed synchronization is carried out, after the rotating speed synchronization, the clutch of the coupling mechanism is gradually closed, and the engine and the motor carry out torque transition; and after the coupling mechanism clutch is closed, the transmission clutch is out of the sliding state.
Preferably, the result of the calculation method in step S06 is passed through rate of change limiting and filtering processes and then passed to the EMS.
Preferably, the first preset value is 500 rpm, and the second preset value is 80 rpm.
Preferably, the preset value for torque engagement of the coupling mechanism clutch is 40 Nm and the preset value for lock-up is 200 Nm.
The invention has the beneficial effects that:
because the automobile still has a certain rotating speed during the stop process of the engine during the running, the residual rotating energy of the engine can be utilized to carry out the oil injection and the ignition again. The engine automatically tracks the rotating speed of the motor after the oil injection and ignition are successful, and the rotating speeds of the engine and the motor are synchronized and then are smoothly and orderly connected. The whole process avoids unnecessary clutch sliding wear loss of the coupling mechanism and clutch sliding wear loss of the gearbox on the premise of ensuring the smoothness.
And when the rotating speed difference between the motor and the engine is lower than a first preset value, the engine continues to maintain a rotating speed control mode, and the coupling mechanism clutch is in a semi-engagement state. And when the rotating speed difference between the motor and the engine is lower than a second preset value, the coupling mechanism clutch is gradually and completely engaged to a locking state at a certain speed. Meanwhile, the engine is switched from the rotating speed control mode to the torque control mode, and the target torque of the engine gradually transits to the torque required by the driver. And when the torque of the coupling mechanism clutch is greater than the preset locking value, ending the starting process. In the process, the motor is not required to be dragged and the engine is started, so that the starting time of the engine is shortened while the smoothness is ensured.
Drawings
FIG. 1 is a schematic diagram of an automotive power system implementing the present method;
FIG. 2 is a schematic flow chart of the present invention.
In fig. 1:
1-an engine;
2-coupling mechanism clutch;
3, a motor;
4-gearbox, 40-gearbox clutch;
5-a main reducer;
6-vehicle wheels.
Detailed Description
The technical solution is further explained below with reference to the detailed description and the accompanying drawings.
Referring to fig. 1, a hybrid electric vehicle is shown in a P2 configuration, and includes an engine 1, a coupling mechanism clutch 2, an electric machine 3, a transmission 4, a final drive 5, and wheels 6.
The coupling mechanism clutch 2 controls connection and disconnection of the engine 1 and the motor 3. When the coupling mechanism clutch 2 is combined, the engine 1 and the motor 3 drive the automobile to run together, and power is transmitted to wheels 6 through a main speed reducer 5. When the coupling mechanism clutch 2 is disconnected, the motor 3 drives the automobile to run independently, namely, pure electric running. Besides driving the gearbox 4 via the gearbox clutch 40, the electric machine 3 can also drag and start the engine 1 via the coupling mechanism clutch 2.
Referring to fig. 2, the engine start control method for the hybrid electric vehicle includes the following steps:
s01: when the traveling engine receives a starting instruction, judging whether the engine speed is greater than the lowest starting speed, if so, entering a step S02, otherwise, entering a step S08;
s02: the engine is subjected to oil injection and ignition and enters a rotating speed control mode, and the target rotating speed is the rotating speed of the motor; the coupling mechanism clutch keeps a separation state; the target torque of the motor is the driver required torque;
s03: judging whether the rotating speed difference between the motor and the engine is lower than a first preset value, if so, entering the step S04, otherwise, returning to the step S02;
s04: the engine continues to maintain a rotating speed control mode, and the target rotating speed is the rotating speed of the motor; the coupling mechanism clutch is in a semi-joint state, and aims to eliminate idle stroke and quickly respond and transmit torque after the rotating speeds of the engine and the motor are synchronous; the motor torque is still the torque required by the driver;
s05: judging whether the rotation speed difference between the motor and the engine is lower than a second preset value, if so, determining that the rotation speeds of the motor and the engine are synchronous, and entering step S06, otherwise, returning to step S04;
s06: the coupling mechanism clutch is gradually and completely engaged to a locked state at a certain rate; meanwhile, the engine is switched from a rotating speed control mode to a torque control mode, and the target torque of the engine is gradually transited to the torque required by the driver; the motor target torque is the torque required by the driver minus the effective torque of the engine;
in the step, the target torque of the engine is related to the torque of the coupling mechanism clutch and the torque required by the driver, and the specific calculation method is that when the torque of the coupling mechanism clutch is smaller than the preset engaging value, the target torque of the engine is 0; when the torque of the coupling mechanism clutch is larger than the engagement preset value, the engine target torque is the smaller value of the torque of the coupling mechanism clutch and the driver required torque;
s07: judging whether the torque of the coupling mechanism clutch is larger than a locking preset value or not, if so, determining that the coupling mechanism clutch is locked, and ending the starting process, otherwise, returning to the step S06;
s08: in the starting mode that the motor drags the engine during traveling, the clutch of the gearbox enters a sliding-grinding state, and then the motor drags the engine to the rotating speed required by oil injection ignition through the clutch of the sliding-grinding coupling mechanism; after the ignition is successful, rotating speed synchronization is carried out, after the rotating speed synchronization, the clutch of the coupling mechanism is gradually closed, and the engine and the motor carry out torque transition; and after the coupling mechanism clutch is closed, the transmission clutch is out of the sliding state.
The engine speed is measured by a tachometer.
The first preset value is preferably, but not limited to, 500 rpm, and the second preset value is preferably, but not limited to, 80 rpm.
The calculation result in step S06 is subjected to rate of change limiting and filtering processing, and then transmitted to EMS (Engine Management System). The positive and negative of the effective torque of the engine are the same as the positive and negative of the actual torque of the flywheel fed back by the EMS; the effective torque of the engine is related to the absolute value of the actual torque of the flywheel and the absolute value of the torque of the clutch of the coupling mechanism, and the smaller value of the actual torque of the flywheel and the absolute value of the torque of the clutch of the coupling mechanism is taken.
The preset value for torque engagement of the coupling clutch is preferably, but not limited to, 40 Nm and the preset value for torque lock-up is preferably, but not limited to, 200 Nm.
The above description is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, several modifications and substitutions can be made without departing from the principle of the present invention, and these modifications and substitutions should also be regarded as the protection scope of the present invention.
Claims (4)
1. A hybrid electric vehicle engine start control method is characterized by comprising the following steps:
s01: when the traveling engine receives a starting instruction, judging whether the engine speed is greater than the lowest starting speed, if so, entering a step S02, otherwise, entering a step S08;
s02: the engine is subjected to oil injection and ignition and enters a rotating speed control mode, and the target rotating speed is the rotating speed of the motor; the coupling mechanism clutch keeps a separation state; the target torque of the motor is the driver required torque;
s03: judging whether the rotating speed difference between the motor and the engine is lower than a first preset value, if so, entering the step S04, otherwise, returning to the step S02;
s04: the engine continues to maintain a rotating speed control mode, and the target rotating speed is the rotating speed of the motor; the coupling mechanism clutch is in a semi-joint state, and aims to eliminate idle stroke and quickly respond and transmit torque after the rotating speeds of the engine and the motor are synchronous; the motor torque is still the torque required by the driver;
s05: judging whether the rotation speed difference between the motor and the engine is lower than a second preset value, if so, determining that the rotation speeds of the motor and the engine are synchronous, and entering step S06, otherwise, returning to step S04;
s06: the coupling mechanism clutch is gradually and completely engaged to a locked state at a certain rate; meanwhile, the engine is switched from a rotating speed control mode to a torque control mode, and the target torque of the engine is gradually transited to the torque required by the driver; the motor target torque is the torque required by the driver minus the effective torque of the engine;
in the step, the target torque of the engine is related to the torque of the coupling mechanism clutch and the torque required by the driver, and the specific calculation method is that when the torque of the coupling mechanism clutch is smaller than the preset engaging value, the target torque of the engine is 0; when the torque of the coupling mechanism clutch is larger than the engagement preset value, the engine target torque is the smaller value of the torque of the coupling mechanism clutch and the driver required torque;
s07: judging whether the torque of the coupling mechanism clutch is larger than a locking preset value or not, if so, determining that the coupling mechanism clutch is locked, and ending the starting process, otherwise, returning to the step S06;
s08: in the starting mode that the motor drags the engine during traveling, the clutch of the gearbox enters a sliding-grinding state, and then the motor drags the engine to the rotating speed required by oil injection ignition through the clutch of the sliding-grinding coupling mechanism; after the ignition is successful, rotating speed synchronization is carried out, after the rotating speed synchronization, the clutch of the coupling mechanism is gradually closed, and the engine and the motor carry out torque transition; and after the coupling mechanism clutch is closed, the transmission clutch is out of the sliding state.
2. The engine start control method for a hybrid vehicle according to claim 1, wherein the calculation result in step S06 is passed through rate of change limiting and filtering processing and then transmitted to the EMS.
3. The hybrid vehicle engine start control method according to claim 1, wherein the first preset value is 500 rpm, and the second preset value is 80 rpm.
4. The hybrid vehicle engine start control method according to claim 3, characterized in that the preset value of torque engagement of the coupling mechanism clutch is 40 Nm and the preset value of lock-up is 200 Nm.
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| CN201811612377.7A CN109532816B (en) | 2018-12-27 | 2018-12-27 | Hybrid electric vehicle engine starting control method |
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| CN110091856B (en) * | 2019-04-26 | 2020-11-27 | 科力远混合动力技术有限公司 | Method for coordinately controlling sliding friction starting engine and accelerating gear-up of hybrid electric vehicle |
| CN110126806A (en) * | 2019-05-20 | 2019-08-16 | 湘潭大学 | A HEV mode switching process control device and method |
| DE112019007653T5 (en) * | 2019-08-23 | 2022-06-15 | Schaeffler Technologies AG & Co. KG | Method and device for controlling the shifting process of a hybrid vehicle |
| CN113123912B (en) * | 2019-12-30 | 2022-08-19 | 长城汽车股份有限公司 | Engine starting control method, control device and vehicle |
| CN111152777B (en) * | 2020-01-09 | 2021-06-04 | 北京航空航天大学杭州创新研究院 | Cooperative control method for starting power system of single-shaft parallel hybrid power commercial vehicle during traveling |
| CN113494407B (en) * | 2020-04-08 | 2022-08-16 | 广州汽车集团股份有限公司 | Engine starting control based on motor speed regulation |
| CN113753044B (en) * | 2020-06-02 | 2024-07-09 | 广州汽车集团股份有限公司 | Control method and device for starting engine of hybrid electric vehicle |
| CN115605382B (en) * | 2020-07-24 | 2025-07-25 | 舍弗勒技术股份两合公司 | Engine starting method |
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