CN115605382A - Engine starting method - Google Patents

Engine starting method Download PDF

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Publication number
CN115605382A
CN115605382A CN202080100977.4A CN202080100977A CN115605382A CN 115605382 A CN115605382 A CN 115605382A CN 202080100977 A CN202080100977 A CN 202080100977A CN 115605382 A CN115605382 A CN 115605382A
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CN
China
Prior art keywords
engine
speed
clutch
torque
rotational speed
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Pending
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CN202080100977.4A
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Chinese (zh)
Inventor
罗品奎
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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Publication of CN115605382A publication Critical patent/CN115605382A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N5/00—Starting apparatus having mechanical power storage
    • F02N5/04—Starting apparatus having mechanical power storage of inertia type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4816—Electric machine connected or connectable to gearbox internal shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0275—Clutch torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/027—Clutch torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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

Abstract

An engine starting method for starting an engine (En) connected to a first portion (K01) of a clutch (K0) with a second portion (K02) of the clutch (K0) rotating, the method comprising, engaging the first portion (K01) with the second portion (K02), gradually increasing and maintaining a clutch Torque (TC) transmitted from the second portion (K02) to the first portion (K01) to a threshold torque (T0); when the engine rotation Speed (SE) rises to a critical rotation speed (Ne 0), the clutch (K0) is in a half-clutch state, and the clutch Torque (TC) is adjusted according to the magnitude of the engine rotation Speed (SE).

Description

Engine starting method Technical Field
The present invention relates to the field of vehicles, particularly to hybrid vehicles, and in particular to a method of starting an engine of a hybrid vehicle.
Background
In hybrid vehicles (e.g., hybrid electric vehicles), the operation of the hybrid vehicle involves a change of power, for example, from an electric motor drive to an engine drive or from an engine and an electric motor drive.
For example, fig. 1 shows a P2 hybrid module. In this power module, the motor M is located between the engine En and the transmission G, and the clutch K0 is located between the engine En and the motor M.
Referring also to fig. 2, one possible process for starting the engine En during running of the vehicle includes:
in the stage Ph1, the clutch K0 is engaged, the torque of the motor M is transmitted to a flywheel connected with the engine En, the rotating speed SE of the engine En is gradually increased, and the clutch torque TC is increased to be maintained at the critical torque T0.
In the stage Ph2, when the rotation speed SE of the engine En rises to the critical rotation speed Ne0, the clutch K0 is separated, the crankshaft of the engine En continues to rotate under the inertia effect of the flywheel, and the clutch torque TC gradually drops. Then, during the clutch torque down, the engine En is ignited and the engine speed continues to rise depending on the engine torque.
During phase Ph3, when the engine speed SE rises very close to the motor speed SM, the clutch K0 is engaged again. The engine En completes the start and transmits power to the vehicle.
The S state in the figure indicates that the engine En is in a stopped state, the C state indicates that the engine En is in a pre-ignition crank rotation state, and the R state indicates that the engine En is in a post-ignition operation state.
In the phase Ph2, it is desirable to smoothly start the engine En and increase the engine speed SE by the action of the crankshaft torque by a control method in which the clutch K0 is disengaged and the clutch torque TC is gradually decreased to 0. However, in some cases, the drivability of the vehicle during the above control is not ideal.
For example, in the case where the engine torque TE is lower than a normal level (for example, the vehicle is running in a plateau where the oxygen content is low), the engine torque TE does not satisfy the expected demand for a short period of time after ignition, and the engine speed SE cannot continue to rise for a while.
For example, referring to fig. 3, at some time after ignition, engine torque TE runaway (shown as a negative drop in control system) results in a drop in engine speed SE and further results in a certain drop in vehicle speed (equal to motor speed SM) during phase Ph 3. This not only makes drivability undesirable, but also increases the start-up time of the engine.
Disclosure of Invention
The present invention aims to overcome or at least alleviate the above-mentioned drawbacks of the prior art and to provide a method for starting an engine with good starting performance.
The present invention provides an engine starting method for starting an engine connected to a first part of a clutch in the case where a second part of the clutch is rotating, the method comprising,
engaging the first portion with the second portion, the clutch torque transmitted from the second portion to the first portion gradually increasing to and being maintained at a critical torque;
when the rotating speed of the engine rises to the critical rotating speed, the clutch is in a half-clutch state, and the torque of the clutch is adjusted according to the rotating speed of the engine.
In at least one embodiment, said adjusting said clutch torque according to magnitude of engine speed comprises:
decreasing the clutch torque when the engine speed increases; increasing the clutch torque when the engine speed decreases.
In at least one embodiment, said adjusting said clutch torque according to magnitude of engine speed comprises:
calculating a difference in rotational speed between the engine speed and the second portion, the clutch torque being reduced when the difference in rotational speed is reduced; the clutch torque is increased when the rotational speed difference increases.
In at least one embodiment, said adjusting said clutch torque according to magnitude of engine speed comprises:
adjusting the value of the clutch torque at the present time to a target torque Tt, tt = T0 × ((Nmt-Net)/(Nm 0-Ne 0)),
t0 is the critical torque, ne0 is the critical rotation speed,
nm0 is the rotation speed of the second portion when the engine rotation speed reaches the threshold rotation speed,
nmt is the rotational speed of the second portion at the present time, and Net is the engine rotational speed at the present time.
In at least one embodiment, said adjusting said clutch torque according to magnitude of engine speed comprises:
a correction coefficient f is established according to the specific model of the engine,
adjusting the value of the clutch torque at the present time to a target torque Tt, tt = T0 × ((Nmt-Net)/(Nm 0-Ne 0)) × f,
t0 is the critical torque, ne0 is the critical rotation speed,
nm0 is a rotation speed of the second portion when the engine rotation speed reaches the threshold rotation speed,
nmt is the rotational speed of the second portion at the current time, and Net is the engine rotational speed at the current time.
In at least one embodiment, the method further comprises: during the adjustment of the clutch torque, the engine is fired.
In at least one embodiment, the method further comprises: the clutch is gradually fully engaged when the difference between the engine speed and the speed of the second portion is equal to or less than a threshold speed difference.
In at least one embodiment, the second part of the clutch is connected in a rotationally fixed manner to the rotor of the electric machine.
In at least one embodiment, the engine is an engine of a hybrid vehicle.
In at least one embodiment, the hybrid vehicle uses a P2 hybrid module.
The engine starting method can quickly start the engine and ensure that the vehicle has good running performance under severe environment.
Drawings
FIG. 1 is a schematic diagram of one possible P2 hybrid module.
Fig. 2 is a schematic diagram of an engine starting process in one possible ideal situation.
FIG. 3 is a schematic diagram of an engine starting process in the event of insufficient engine torque using the starting method according to FIG. 2.
FIG. 4 is a schematic illustration of an engine starting process according to an embodiment of the present invention.
Fig. 5 is a partially enlarged schematic view of fig. 4.
Description of reference numerals:
an En engine; an M motor; a K0 clutch; k01 A first part (of the clutch); k02 A second part (of the clutch); a G transmission;
TC clutch torque; TE engine torque; the SM motor rotating speed; SE engine speed;
t0 critical torque; ne0 critical rotation speed; d, critical rotation speed difference; tt target torque.
Detailed Description
Exemplary embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood that the detailed description is intended only to teach one skilled in the art how to practice the invention, and is not intended to be exhaustive or to limit the scope of the invention.
Referring to fig. 1, 4 and 5, an engine starting method according to the present invention will be described, taking an engine of a vehicle using a P2 hybrid module as an example.
Referring to fig. 1, in the present embodiment, a clutch K0 is provided between the engine En and the electric motor M, a first portion K01 of the clutch K0 is non-rotatably (non-rotatably) connected to a flywheel, the flywheel is non-rotatably connected to a crankshaft of the engine En, and a second portion K02 of the clutch K0 is non-rotatably connected to a rotor of the electric motor M.
The present invention mainly introduces a method of starting the engine En when the vehicle is running driven by the motor M, that is, a method of starting the engine En by transmitting torque from the motor M through the clutch K0.
Fig. 4 shows a process in which the engine undergoes cranking (C state in the figure) from a stop state (S state in the figure) to a post-ignition operation state (R state in the figure), and changes in clutch torque TC, engine torque TE, motor rotation speed SM, and transmitter rotation speed SE during this process.
The engine starting method according to the present invention includes three phases, a Ph1 phase, a Ph2 phase, and a Ph3 phase.
And Ph1, switching the clutch K0 from a separation state to an engagement state. The torque of the motor M is transmitted to a flywheel connected to the engine En, the rotation speed SE of the engine En is gradually increased, and the clutch torque TC is raised to the threshold torque T0 and maintained at T0.
And a Ph2 stage, when the rotating speed SE of the engine En rises to a critical rotating speed Ne0, the clutch K0 is switched to a half-clutch state, and the clutch torque TC is adjusted according to the rotating speed SE of the engine. When the engine speed SE increases, the clutch torque TC is reduced; when the engine speed SE decreases, the clutch torque TC is increased.
The method of adjusting the clutch torque TC will be described with reference to fig. 5.
Calculating the rotation speed difference between the engine rotation speed SE and the motor rotation speed SM (namely the rotation speed of the second part K02), and reducing the clutch torque TC when the rotation speed difference is reduced; when the rotational speed difference increases, the clutch torque TC is increased.
Specifically, assuming that the value of the motor rotation speed SM is Nm0 when the engine rotation speed SE reaches the critical rotation speed Ne0 (i.e., when Ph2 phase is activated), the rotation speed difference N0= Nm0 — Ne0 when Ph2 phase is activated.
And setting the value of the motor rotating speed SM as Nmt and the value of the engine rotating speed SE as Net at the current moment, wherein the rotating speed difference Nt = Nmt-Net at the current moment.
Since the aim of starting the engine En is to eliminate the difference between the engine speed SE and the motor speed SM, which is at most N0 during phase Ph 2. The ratio r = Nt/N0 of the rotational speed difference to be reduced at the present time is therefore provided.
In the follow-up control method, the clutch torque TC at the present time is adjusted to the target torque Tt according to the ratio r, and there are: tt = r × T0.
Substituting the calculation formula of the r into the formula, the following steps are carried out: tt = T0 × ((Nmt-Net)/(Nm 0-Ne 0)).
Optionally, according to different engine models, a correction coefficient f may be introduced according to an actual test result, and the above calculation formula is corrected: tt = T0 × ((Nmt-Net)/(Nm 0-Ne 0)) × f. Where f has a value close to 1, it may be less than 1, greater than 1, or equal to 1 for different engine models.
Returning to fig. 4, during phase Ph2, the engine En is fired and the engine speed SE is affected by both the clutch torque TC and the engine torque TE.
When the difference between the engine speed SE and the motor speed SM is equal to or less than the threshold speed difference D, the phase Ph3 is activated and the clutch K0 is gradually and completely engaged. Then, the engine speed SE gradually reaches the motor speed SM, and the engine En finishes starting.
Some advantageous effects of the above-described embodiments of the present invention will be briefly described below.
(i) With the engine starting method according to the invention, a quick start of the engine can be ensured even when the engine torque is small.
(ii) The driving performance in the starting process of the engine is good, and the phenomenon of reducing the vehicle speed is not easy to occur.
It should be understood that the above embodiments are only exemplary and are not intended to limit the present invention. Various modifications and alterations of the above-described embodiments may be made by those skilled in the art in light of the teachings of the present invention without departing from the scope thereof.
For example, the engine starting method according to the present invention is applicable not only to a hybrid vehicle using a P2 module, but also to any engine that is started using a K0 clutch.

Claims (10)

  1. An engine starting method for starting an engine (En) connected to a first part (K01) of a clutch (K0) with a second part (K02) of the clutch (K0) rotating, the method comprising,
    -engaging the first portion (K01) with the second portion (K02), the clutch Torque (TC) transmitted from the second portion (K02) to the first portion (K01) being gradually increased to and maintained at a critical torque;
    when the engine Speed (SE) rises to a critical speed, the clutch (K0) is in a half-clutch state, and the clutch Torque (TC) is adjusted according to the magnitude of the engine Speed (SE).
  2. The engine starting method as set forth in claim 1, characterized in that said adjusting said clutch Torque (TC) in accordance with the magnitude of the engine Speed (SE) comprises:
    -decreasing the clutch Torque (TC) when the engine Speed (SE) increases; increasing the clutch Torque (TC) when the engine Speed (SE) decreases.
  3. The engine starting method as set forth in claim 1, characterized in that said adjusting said clutch Torque (TC) in accordance with the magnitude of the engine Speed (SE) comprises:
    -calculating a difference in rotational speed between the engine Speed (SE) and the second portion (K02), said clutch Torque (TC) being reduced when said difference in rotational speed decreases; increasing the clutch Torque (TC) when the rotational speed difference increases.
  4. The engine starting method as claimed in claim 1, characterized in that said adjusting said clutch Torque (TC) as a function of the magnitude of the engine Speed (SE) comprises:
    adjusting the value of the clutch Torque (TC) at the present time to a target torque Tt, tt = T0 × ((Nmt-Net)/(Nm 0-Ne 0)),
    t0 is the critical torque, ne0 is the critical rotation speed,
    nm0 is a rotational speed of the second portion (K02) when the engine rotational Speed (SE) reaches the threshold rotational speed,
    nmt is the rotational speed of the second portion (K02) at the present time, net is the engine rotational Speed (SE) at the present time.
  5. The engine starting method as set forth in claim 1, characterized in that said adjusting said clutch Torque (TC) in accordance with the magnitude of the engine Speed (SE) comprises:
    a correction factor f is established according to the specific model of the engine (En),
    adjusting a value of the clutch Torque (TC) at a current time to a target torque Tt, tt = T0 × ((Nmt-Net)/(Nm 0-Ne 0)) × f,
    t0 is the critical torque, ne0 is the critical rotation speed,
    nm0 is a rotational speed of the second portion (K02) when the engine rotational Speed (SE) reaches the threshold rotational speed,
    nmt is the rotational speed of the second portion (K02) at the present time, and Net is the engine rotational Speed (SE) at the present time.
  6. The engine starting method of claim 1, further comprising: during the adjustment of the clutch Torque (TC), the engine (En) is ignited.
  7. The engine starting method as set forth in claim 6, further comprising: the clutch (K0) is gradually fully engaged when the difference between the engine Speed (SE) and the speed of the second portion (K02) is equal to or less than a threshold speed difference (D).
  8. Engine starting method according to any one of claims 1 to 7, characterized in that the second part (K02) of the clutch (K0) is connected non-rotatably to the rotor of an electric machine.
  9. The engine starting method according to any one of claims 1 to 7, characterized in that the engine (En) is an engine of a hybrid vehicle.
  10. The engine starting method as set forth in claim 9, wherein the hybrid vehicle uses a P2 hybrid module.
CN202080100977.4A 2020-07-24 2020-07-24 Engine starting method Pending CN115605382A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/CN2020/104040 WO2022016491A1 (en) 2020-07-24 2020-07-24 Engine starting method

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CN115605382A true CN115605382A (en) 2023-01-13

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DE (1) DE112020007457T5 (en)
WO (1) WO2022016491A1 (en)

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5371200B2 (en) * 2006-05-24 2013-12-18 日産自動車株式会社 An engine start control device for a hybrid vehicle and an engine start control method for a hybrid vehicle.
DE102006054740A1 (en) * 2006-11-21 2008-06-12 Dr.Ing.H.C. F. Porsche Ag Method and device for switching on an internal combustion engine in a hybrid vehicle drive
US8142328B2 (en) * 2007-07-05 2012-03-27 Schaeffler Technologies AG & Co. KG Method for controlling a starting clutch
JP5733317B2 (en) * 2010-10-21 2015-06-10 日産自動車株式会社 Engine start control device for hybrid vehicle
KR101241224B1 (en) * 2011-08-11 2013-03-13 기아자동차주식회사 Controlling method of starting motor for hybrid vehicle
DE102016203260A1 (en) * 2016-02-29 2017-08-31 Schaeffler Technologies AG & Co. KG Method for starting an internal combustion engine of a hybrid vehicle and control unit for operating the method

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DE112020007457T5 (en) 2023-05-25
KR20230021107A (en) 2023-02-13

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