CN115843285A - Engine starting control method and device in gear shifting process of hybrid electric vehicle - Google Patents
Engine starting control method and device in gear shifting process of hybrid electric vehicle Download PDFInfo
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- CN115843285A CN115843285A CN202080103143.9A CN202080103143A CN115843285A CN 115843285 A CN115843285 A CN 115843285A CN 202080103143 A CN202080103143 A CN 202080103143A CN 115843285 A CN115843285 A CN 115843285A
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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
- B60W20/30—Control strategies involving selection of transmission gear ratio
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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
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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Abstract
An engine start control method during a gear shift of a hybrid vehicle, the hybrid vehicle including an engine, a drive motor, and a clutch disposed between the engine and the drive motor, the control method comprising: disengaging a synchronizer of the transmission (S410); controlling a torque capacity of the clutch to adjust a rotation speed of the engine from when the synchronizer is disengaged (S420); when the rotational speed of the engine reaches a predetermined rotational speed, the engine is started (S430). Thus, the engine can be started in time, thereby improving drivability. An engine start control device during the gear shifting process of the hybrid electric vehicle is also disclosed.
Description
The invention relates to the technical field of hybrid electric vehicles, in particular to an engine starting control method and device in a gear shifting process of a hybrid electric vehicle.
Fig. 1 is a schematic structural diagram of a powertrain of a hybrid vehicle in the related art. As shown in fig. 1, the hybrid vehicle includes an engine, a P2 module, and a transmission (english: gearbox). The P2 module comprises a k0 Clutch (English: clutch) and a driving motor, the P2 module is located between the engine and the gearbox, and the k0 Clutch is located between the engine and the driving motor.
Fig. 2 is a schematic diagram of an engine start process of a hybrid vehicle having a P2 module in the related art. As shown in fig. 2, the engine starting process sequentially goes through a phase P1, a phase P2, and a phase P3, and the state of the engine (i.e., the running state issued by the controller of the engine) is a stop state, a start state, and a running state in this order throughout the engine starting process.
As shown in fig. 2, during phase P1, the clutch torque capacity is increased to a constant clutch torque capacity M at a reasonable rate, and the K0 clutch is partially engaged to transfer the constant clutch torque capacity to the engine, thereby adjusting the engine speed to a threshold speed below the drive motor speed, during which the engine torque capacity is 0 because the engine has not yet started; when the engine speed is higher than the threshold speed, 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 stuttering caused by a subsequent direct engagement clutch. Since the engine has already started, the engine torque capacity is not 0, and the engine speed is adjusted by the engine torque capacity.
In the phase P3, the clutch torque capacity is increased at a reasonable rate, the K0 clutch is partially engaged to transmit the clutch torque capacity to the engine to adjust the engine speed to be close to the driving motor speed, when the engine speed is basically consistent with the driving motor speed, the clutch is completely engaged, and the engine speed curve is basically overlapped with the driving motor speed curve, namely the engine speed synchronization processing is carried out.
Fig. 3 is a schematic diagram of an engine start process implemented after a shift process in the related art. As shown in fig. 3, the entire process sequentially goes through the stages S1, S2, S3, S4, S5, P1, P2, and P3, wherein the shift process includes the processes performed in the stages S1 to S5, and the engine start process includes the processes performed in the stages P1 to P3. Executing a shift process upon receiving a shift request, that is, executing the processes of stage S1 to stage S5 in order; an engine start request is received during stage S1, however, as indicated by the dashed line in FIG. 3, the engine start request is executed after stage S5, that is, the engine start request is delayed until the shift process is completed before execution is initiated.
In phase S1, a shift request is received, the drive motor torque capacity is reduced at a reasonable rate, and when the drive motor torque capacity is reduced to 0, a phase S2 is entered, during which the drive motor speed is increased at a reasonable rate, and an engine start request is received during phase S1. In the stage S2, the torque capacity of the driving motor is maintained at 0, the synchronizer of the transmission is being disengaged, the rotational speed of the driving motor is maintained, and after the synchronizer is disengaged, the process proceeds to the stage S3.
In the stage S3, a request for the rotating speed of the driving motor is received, the torque capacity of the driving motor is changed, so that the rotating speed of the driving motor is adjusted to the target rotating speed of the driving motor, and the step S4 is entered. In stage S4, the difference between the drive motor speed and the drive motor target speed is sufficiently small, the synchronizer starts to be engaged, and after the synchronizer is engaged, stage S5 is entered. 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.
The phases P1 to P3 in fig. 3 are substantially similar to the phases P1 to P3 in fig. 2, except that, with respect to fig. 3, the drive motor torque capacity is changed substantially the same as the clutch torque capacity between the phases P1 to P2, in order to avoid a shift clunk caused by a reaction torque given to the drive motor during the process of transmitting torque from the clutch to the engine for engine speed synchronization.
As shown in fig. 3, even if an engine start request is received during phase S1, it is necessary to start the engine start processing of phases P1 to P3 after the execution of phase S5 is completed. In this way, in the case where the engine needs to be started, such as when the accelerator pedal is depressed, since the engine starting process is delayed until the gear shifting process is completed, the engine cannot be started in time, so that sufficient power may not be provided to the hybrid vehicle depending on only the driving motor torque capacity, thereby affecting drivability.
Disclosure of Invention
The present invention is directed to overcoming, or at least alleviating, the above-mentioned deficiencies in the prior art and to providing a method and apparatus for controlling engine start during a shift process of a hybrid vehicle.
According to an aspect of the present invention, there is provided an engine start control method during shifting of a hybrid vehicle including an engine, a drive motor, and a clutch provided between the engine and the drive motor, the control method including: disengaging a synchronizer of the gearbox; controlling a torque capacity of the clutch to adjust a rotational speed of the engine from when the synchronizer is disengaged; starting the engine when the rotation speed of the engine reaches a predetermined rotation speed.
According to another aspect of the present invention, there is provided an engine start control apparatus during a gear shift of a hybrid vehicle including an engine, a drive motor, and a clutch provided between the engine and the drive motor, the control apparatus comprising: a disengagement module for disengaging a synchronizer of the gearbox; an adjustment module to control a torque capacity of the clutch to adjust a rotational speed of the engine from when the synchronizer is disengaged; the starting module is used for starting the engine when the rotating speed of the engine reaches a preset rotating speed.
According to the engine starting control method and device in the gear shifting process of the hybrid electric vehicle, the engine can be started in time, so that the driving performance is improved.
Other features and aspects of the present invention will become apparent from the following detailed description of exemplary embodiments, which proceeds with reference to the accompanying drawings.
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate exemplary embodiments, features, and aspects of the invention and, together with the description, serve to explain the principles of the invention.
Fig. 1 is a schematic structural diagram of a powertrain of a hybrid vehicle in the related art.
Fig. 2 is a schematic diagram of an engine start process of a hybrid vehicle having a P2 module in the related art.
Fig. 3 is a schematic diagram of an engine start process implemented after a shift process in the related art.
FIG. 4 is a flowchart illustrating an engine start control method during a shift event in a hybrid vehicle according to an exemplary embodiment.
FIG. 5 is a schematic diagram illustrating an engine start process during a shift of a hybrid vehicle according to an exemplary embodiment.
FIG. 6 is a block diagram illustrating an engine start control apparatus during a shift event for a hybrid vehicle according to an exemplary embodiment.
Various exemplary embodiments, features and aspects of the present invention will be described in detail below with reference to the accompanying drawings. In the drawings, like reference numbers can indicate functionally identical or similar elements. While the various aspects of the embodiments are presented in drawings, the drawings are not necessarily drawn to scale unless specifically 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.
Furthermore, in the following detailed description, numerous specific details are set forth in order to provide a better understanding of the present invention. It will be understood by those skilled in the art that the present invention may be practiced without some of these specific details. In other instances, methods, means, elements and circuits that are well known to those skilled in the art have not been described in detail so as not to obscure the present invention.
Fig. 4 is a flowchart illustrating an engine start control method during a shift of a hybrid vehicle according to an exemplary embodiment, and fig. 5 is a schematic diagram illustrating an engine start process during a shift of a hybrid vehicle according to an exemplary embodiment.
The Hybrid electric vehicle of the invention can be an HEV or a PHEV, and the structure of the powertrain of the Hybrid electric vehicle can adopt the structure shown in fig. 1, specifically, the Hybrid electric vehicle comprises an engine, a driving motor, and a clutch arranged between the engine and the driving motor, and the Control method can be applied to a Hybrid Control Unit (HCU) of the Hybrid electric vehicle. That is, the HCU can implement the engine start control during the shift of the hybrid vehicle by using the control method in the present embodiment. 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 appreciated that in stage S1, as shown in FIG. 5, upon receiving a shift request, 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 0. In stage S2, the synchronizer is brought into disengagement, i.e., step S410 is performed.
In step S420, the torque capacity of the clutch is controlled to adjust the rotation speed of the engine from the time when the synchronizer is disengaged.
It should be understood that the control method of the present embodiment may be executed if it is necessary to start the engine during the shift process executed in response to the reception of the shift request. In this embodiment, the HCU may determine whether the engine needs to be started in at least two ways: first, the HCU determines whether an engine start is required based on whether an engine start request is received from the controller, for example, when an engine start request is received from the controller, it is determined that the engine start is required, wherein it should be understood that the controller should include, but is not limited to, an engine controller; in the second mode, the HCU determines whether it is necessary to start the engine based on information such as SOC (State of Charge) of a battery of the hybrid vehicle, which reflects the remaining capacity of the battery, whether an accelerator pedal is depressed, the vehicle speed, and the like. As shown in fig. 5, in stage S1, an engine start request is received, and in stage S2, an accelerator pedal is depressed, and thus it may be determined that the engine needs to be started, and the above-described step S420 and the below-described step S430 may be performed.
The present invention recognizes the following technical problems: in the process of executing the shift process in response to receiving the shift request, even if the engine needs to be started, the shift process still needs to be continuously executed, and the engine start process is started only after the shift process is executed, and therefore, when the engine needs to be started, the engine start process is delayed until after the shift process is executed, which affects drivability.
For this reason, in order to avoid the problem related to drivability caused by executing the engine starting process after the shift process is completed, the present invention starts executing the engine starting process when the shift process has not been completed, i.e., simultaneously during (during) the execution of the shift process, e.g., starts executing the engine starting process after disengaging the synchronizer in the execution of the shift process, and illustratively, as shown in fig. 5, may start executing the engine starting process when phase S3 is entered, so that the present invention executes the engine starting process when phase S3 is entered, i.e., the starting timing of the engine starting process is after phase S3, i.e., after the synchronizer is disengaged, as compared to the prior art in which the engine starting process is executed after the completion of phase S5, thereby causing the engine starting process to be executed in advance, i.e., the timing of executing the engine starting process to be advanced.
In the present embodiment, the engine start processing includes: the clutch is controlled to be partially engaged so that torque can be transmitted to the engine by partially engaging the clutch, thereby pulling up (i.e., increasing) or pulling down (i.e., decreasing) the rotational speed of the engine to increase or decrease the rotational speed of the engine.
Illustratively, as shown in FIG. 5, after the synchronizer is disengaged, a stage S3 is entered where the clutch torque capacity is increased at a reasonable rate and the clutch is partially engaged to transmit torque to the engine to adjust the speed of the engine such that the speed of the engine is increased at a reasonable rate.
The rotational speed of the engine may be brought close to the predetermined rotational speed by pulling the rotational speed of the engine high or low by the torque transmitted when the clutch portion is engaged. In one possible implementation, the HCU may bring the engine speed close to the predetermined speed by: acquiring the current rotating speed of the engine; calculating a rotation speed difference between the current rotation speed and a preset rotation speed; the torque capacity of the clutch is controlled based on the difference in rotational speed to adjust the rotational speed of the engine.
In this embodiment, the HCU may calculate a target torque capacity of the clutch (torque transmitted to the engine when the clutch is partially engaged) based on a rotational speed difference between a rotational speed of the engine (a current rotational speed of the engine) and a predetermined rotational speed, and may use the target torque capacity to throttle the engine to the predetermined rotational speed.
In one possible implementation, the current speed of the engine may be obtained by: and receiving the flywheel end rotating speed of the engine, wherein the flywheel end rotating speed is the current rotating speed.
In this embodiment, the HCU may receive a message sent by, for example, an engine control unit, where the message may carry the flywheel-end rotational speed of the engine obtained in real time; and then the HCU can acquire the flywheel end rotating speed of the engine according to the message and takes the flywheel end rotating speed of the engine as the current rotating speed of the engine.
In step S430, the engine is started when the rotational speed of the engine reaches a predetermined rotational speed.
In this embodiment, the engine start-up processing further includes: when the rotation speed of the engine is adjusted to a predetermined rotation speed, fuel supply to the engine is started (i.e., the engine is started). Therefore, the timing of starting the supply of fuel to the engine can be controlled based on the predetermined rotation speed. Specifically, it may be monitored whether the rotational speed of the engine reaches a predetermined rotational speed; upon monitoring that the rotational speed of the engine reaches a predetermined rotational speed, a command for starting supply of fuel to the engine (which may be referred to as a "fueling command") is sent, for example, to a fuel feed apparatus including a fuel tank and an injector; in response to receiving the command, the fuel feed device begins to supply fuel to the engine. That is, the timing at which the supply of fuel to the engine is started is the timing at which the rotation speed of the engine reaches the predetermined rotation speed.
In the engine start control method in the shift process of the hybrid vehicle according to the embodiment, the torque capacity of the clutch is controlled to adjust the rotation speed of the engine from the time when the synchronizer is disengaged, and the engine is started when the rotation speed of the engine reaches the predetermined rotation speed, whereby, compared with the prior art in which the engine start process is executed after the shift process is completed, the engine start process is started when the synchronizer is disengaged in the shift process, so that the engine start process is executed in advance, and therefore, even if the engine needs to be started in the shift process, the engine start process can be performed in time, so that the problem about drivability caused by executing the engine start process after the shift process is completed can be avoided, and thus good drivability can be achieved.
In addition, since the engine start control method in the shifting process of the hybrid vehicle of the embodiment can be implemented using the existing components of the hybrid vehicle without adding additional components to the hybrid vehicle, the cost of the hybrid vehicle is not increased, and it is easy to implement.
In a possible implementation manner, the control method may further include: and controlling the torque capacity of the driving motor, the torque capacity of the clutch and the torque capacity of the engine to make the rotation speed of the engine and the rotation speed of the driving motor tend to be consistent in a time period from the time of starting the engine to the time when the rotation speed of the driving motor is adjusted to a target gear rotation speed, wherein the target gear rotation speed is the rotation speed of the driving motor in a target gear engaged.
As described above, the shift process requires the engine speed synchronization process (i.e., the process of making the engine speed and the drive motor speed tend to coincide), and therefore, after the engine is started, the drive motor is regulated by controlling the torque capacity of the drive motor, and at the same time, the engine is regulated by controlling the torque capacity of the clutch and the torque capacity of the engine, so that the engine speed and the drive motor speed tend to coincide.
In one possible implementation, the torque capacity of the clutch and the torque capacity of the engine are controlled to adjust the rotation speed of the engine from when the engine is started until the current rotation speed of the engine is the same as the current rotation speed of the drive motor. Illustratively, as shown in fig. 5, since the engine is started (i.e., when the rotational speed of the engine reaches the predetermined rotational speed), the torque capacity of the clutch is decreased at a reasonable rate, but the engine is already started, so the rotational speed of the engine is gradually increased from the predetermined rotational speed by the cooperation of the clutch and the engine, while the torque capacity of the drive motor is maintained to gradually decrease the rotational speed of the drive motor, whereby the rotational speed of the engine is the same as the rotational speed of the drive motor at one of the phases S3 and S4. At this time, the clutch torque capacity is reduced to 0, and the clutch is disengaged.
In one possible implementation, the torque capacity of the engine is controlled to adjust the rotation speed of the engine until the rotation speed of the engine reaches a target rotation speed from when the current rotation speed of the engine is the same as the current rotation speed of the drive motor, wherein the target rotation speed is the target gear rotation speed. For example, as shown in fig. 5, since the rotational speed of the engine is the same as the rotational speed of the driving motor in the stages S3 and S4, since the clutch has been disengaged but the engine has been started, the rotational speed of the engine is changed by the torque capacity of the driving motor while the rotational speed of the driving motor is changed by the torque capacity of the driving motor, which is different from 0, whereby the rotational speed of the engine gradually approaches the rotational speed of the driving motor.
In a possible implementation manner, the control method may further include: and controlling the torque capacity of the driving motor from the time of the synchronizer disengagement to adjust the rotating speed of the driving motor until the rotating speed of the driving motor reaches the target gear rotating speed.
In a possible implementation manner, the control method may further include: acquiring the current rotating speed of the driving motor; engaging the synchronizer when a rotational speed difference between a current rotational speed of the drive motor and the target gear rotational speed is less than a predetermined value. After the synchronizer is engaged, the clutch is fully engaged without a compensation process for the torque capacity of the clutch. For example, as shown in fig. 5, compared to the prior art in which the torque capacity of the clutch needs to be compensated so that the torque capacity of the driving motor is changed substantially the same as the torque capacity of the clutch, the engine start-up process is performed in advance, so that the torque capacity of the clutch does not need to be compensated.
In a possible implementation manner, the control method may further include: acquiring the current rotating speed and the target rotating speed of the engine; calculating a rotation speed difference between the current rotation speed and a target rotation speed of the engine; controlling a torque capacity of the engine to adjust a rotational speed of the engine according to the rotational speed difference.
In this embodiment, the HCU may calculate a target torque capacity of the engine (torque transmitted by the engine) based on a rotational speed difference between a current rotational speed and a target rotational speed of the engine, and use the target torque capacity to throttle the engine to the target rotational speed.
In one possible implementation, the HCU may obtain the target speed of the engine by: and acquiring the target gear rotating speed of the driving motor.
In this embodiment, after the actuator is engaged into the target gear, the HCU may obtain the target gear rotation speed of the driving motor at least as follows: in the first mode, the HCU can search the rotating speed corresponding to the target gear in a table for recording the corresponding relation between the gear and the target gear rotating speed of the driving motor according to the target gear, wherein the searched rotating speed is the target gear rotating speed of the driving motor; in a second mode, the HCU may receive, for example, a message sent by the driving motor control unit, and then the HCU may obtain the target gear rotation speed of the driving motor according to the message, where the message may carry the current rotation speed of the driving motor (the current rotation speed of the driving motor is the target gear rotation speed of the driving motor).
In one possible implementation, the HCU may obtain the target speed of the engine by: and acquiring the rotating speed of the input shaft obtained by a rotating speed sensor of the input shaft of the gearbox, wherein the rotating speed of the input shaft is the target rotating speed.
In this embodiment, after the actuator is engaged into the target gear, assuming that the hybrid vehicle is provided with the transmission input shaft rotation speed sensor, the input shaft rotation speed obtained by the transmission input shaft rotation speed sensor may be used as the target rotation speed of the engine. Thus, after the actuator is engaged in the target gear, the HCU may receive an input shaft speed from a transmission input shaft speed sensor sent by a transmission controller, for example, and may then use the input shaft speed as the target speed for the engine.
In one possible implementation, the HCU may also obtain the target speed of the engine by: acquiring the output shaft rotating speed obtained by a gearbox output shaft rotating speed sensor, and calculating the input shaft rotating speed according to the speed ratio between the input shaft rotating speed and the output shaft rotating speed and the acquired output shaft rotating speed, wherein the calculated input shaft rotating speed is the target rotating speed.
In this embodiment, after the actuator is engaged in the target gear, assuming that the hybrid electric vehicle is provided with a transmission output shaft rotation speed sensor, the input shaft rotation speed of the transmission may be calculated by multiplying the output shaft rotation speed obtained by the transmission output shaft rotation speed sensor by the speed ratio corresponding to the target gear, and the calculated input shaft rotation speed may be used as the target rotation speed of the engine.
Therefore, after the actuator is engaged in the target gear, the HCU may receive, for example, an output shaft rotation speed obtained by a transmission output shaft rotation speed sensor transmitted by a transmission controller, calculate an input shaft rotation speed of the transmission by multiplying the output shaft rotation speed by a speed ratio (a ratio of a transmission input shaft rotation speed to a transmission output shaft rotation speed) corresponding to the target gear, and take the calculated input shaft rotation speed as a target rotation speed of the engine.
It should be understood that the above-mentioned manner of obtaining the target rotation speed of the engine and the current rotation speed of the engine is only an example, and the embodiment is not limited thereto, and those skilled in the art should be able to adopt other related technologies to obtain the target rotation speed of the engine and the current rotation speed of the engine.
Fig. 6 is a block diagram illustrating an engine start control apparatus during a gear shift of a hybrid vehicle, which may be an HEV or a PHEV, including an engine, a driving motor, and a clutch disposed between the engine and the driving motor, according to an exemplary embodiment. As shown in fig. 6, the control apparatus 600 may include a separation module 610, an adjustment module 620, and a start module 630.
The disengagement module 610 is used to disengage synchronizers of the transmission. The adjusting module 620 is coupled to the disengaging module 610 for controlling the torque capacity of the clutch to adjust the speed of the engine since the synchronizer was disengaged. The starting module 630 is connected to the adjusting module 620, and is configured to start the engine when the rotational speed of the engine reaches a predetermined rotational speed.
In one possible implementation, the control device 600 may further include: a control module (not shown) configured to control the torque capacity of the drive motor, the torque capacity of the clutch, and the torque capacity of the engine so that the rotation speed of the engine and the rotation speed of the drive motor tend to coincide, in a period from when the engine is started until the rotation speed of the drive motor is adjusted to a target gear rotation speed, which is the rotation speed of the drive motor in the engaged target gear.
In one possible implementation, the control module is configured to: controlling the torque capacity of the clutch and the torque capacity of the engine to adjust the rotation speed of the engine from when the engine is started until the current rotation speed of the engine is the same as the current rotation speed of the drive motor.
In one possible implementation, the control module is configured to: controlling the torque capacity of the engine to adjust the rotation speed of the engine until the rotation speed of the engine reaches a target rotation speed from the moment that the current rotation speed of the engine is the same as the current rotation speed of the driving motor, wherein the target rotation speed is the target gear rotation speed.
In a possible implementation manner, the control device 600 may further include:
an obtaining module (not shown) configured to obtain a current rotation speed of the drive motor during a time period from when the engine is started until a rotation speed of the drive motor is adjusted to a target gear rotation speed;
an engaging module (not shown) for engaging the synchronizer when a rotation speed difference between a current rotation speed of the drive motor and the target gear rotation speed is less than a predetermined value;
a processing module (not shown) for fully engaging the clutch without a compensation process for the torque capacity of the clutch.
With regard to the apparatus in the above-described embodiment, the specific manner in which each module performs the operation has been described in detail in the embodiment related to the method, and will not be elaborated here.
The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and all the changes or substitutions should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (10)
- An engine start control method during a gear shift of a hybrid vehicle including an engine, a drive motor, and a clutch provided between the engine and the drive motor, characterized by comprising:disengaging a synchronizer of the gearbox;controlling a torque capacity of the clutch to adjust a rotational speed of the engine from when the synchronizer is disengaged;starting the engine when the rotation speed of the engine reaches a predetermined rotation speed.
- The control method according to claim 1, characterized by further comprising:and controlling the torque capacity of the driving motor, the torque capacity of the clutch and the torque capacity of the engine to make the rotation speed of the engine and the rotation speed of the driving motor tend to be consistent in a time period from the time of starting the engine to the time when the rotation speed of the driving motor is adjusted to a target gear rotation speed, wherein the target gear rotation speed is the rotation speed of the driving motor in a target gear engaged.
- The control method according to claim 2, characterized in that the step of controlling from when the engine is started includes:controlling the torque capacity of the clutch and the torque capacity of the engine to adjust the rotation speed of the engine from when the engine is started until the current rotation speed of the engine is the same as the current rotation speed of the drive motor.
- The control method according to claim 3, characterized in that the step of performing control further comprises:controlling the torque capacity of the engine to adjust the rotation speed of the engine until the rotation speed of the engine reaches a target rotation speed from the moment that the current rotation speed of the engine is the same as the current rotation speed of the driving motor, wherein the target rotation speed is the target gear rotation speed.
- The control method according to claim 1, characterized by further comprising:acquiring the current rotating speed of the driving motor in a time period from when the engine is started to when the rotating speed of the driving motor is adjusted to a target gear rotating speed;engaging the synchronizer when a rotational speed difference between a current rotational speed of the drive motor and the target gear rotational speed is less than a predetermined value;fully engaging the clutch without requiring a compensation process for a torque capacity of the clutch.
- An engine start control apparatus during a gear shift of a hybrid vehicle including an engine, a drive motor, and a clutch provided between the engine and the drive motor, characterized in that the control apparatus comprises:a disengagement module for disengaging a synchronizer of the gearbox;an adjustment module to control a torque capacity of the clutch to adjust a rotational speed of the engine from when the synchronizer is disengaged;the starting module is used for starting the engine when the rotating speed of the engine reaches a preset rotating speed.
- The control device according to claim 6, characterized by further comprising:and the control module is used for controlling the torque capacity of the driving motor, the torque capacity of the clutch and the torque capacity of the engine in a time period from when the engine is started to when the rotating speed of the driving motor is adjusted to a target gear rotating speed, so that the rotating speed of the engine and the rotating speed of the driving motor tend to be consistent, wherein the target gear rotating speed is the rotating speed of the driving motor in the engaged target gear.
- The control device of claim 7, wherein the control module is configured to:controlling the torque capacity of the clutch and the torque capacity of the engine to adjust the rotation speed of the engine from when the engine is started until the current rotation speed of the engine is the same as the current rotation speed of the drive motor.
- The control device of claim 8, wherein the control module is configured to:controlling the torque capacity of the engine to adjust the rotation speed of the engine until the rotation speed of the engine reaches a target rotation speed from the moment that the current rotation speed of the engine is the same as the current rotation speed of the driving motor, wherein the target rotation speed is the target gear rotation speed.
- The control device according to claim 6, characterized by further comprising:the acquisition module is used for acquiring the current rotating speed of the driving motor in a time period from the time of starting the engine to the time when the rotating speed of the driving motor is adjusted to the target gear rotating speed;the engagement module is used for engaging the synchronizer when the rotation speed difference between the current rotation speed of the driving motor and the target gear rotation speed is smaller than a preset value;a processing module to fully engage the clutch without a compensation process for a torque capacity of the clutch.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
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| PCT/CN2020/119223 WO2022067619A1 (en) | 2020-09-30 | 2020-09-30 | Engine cranking control method and apparatus for hybrid vehicle during shifting |
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| CN115843285A true CN115843285A (en) | 2023-03-24 |
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| CN114802195B (en) * | 2022-05-25 | 2025-02-21 | 中国第一汽车股份有限公司 | Vehicle gear shifting method and device |
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| WO2022067619A1 (en) | 2022-04-07 |
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