WO2022094902A1 - 混合动力汽车的发动机启动控制方法及装置 - Google Patents

混合动力汽车的发动机启动控制方法及装置 Download PDF

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Publication number
WO2022094902A1
WO2022094902A1 PCT/CN2020/126980 CN2020126980W WO2022094902A1 WO 2022094902 A1 WO2022094902 A1 WO 2022094902A1 CN 2020126980 W CN2020126980 W CN 2020126980W WO 2022094902 A1 WO2022094902 A1 WO 2022094902A1
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Prior art keywords
engine
torque capacity
time
clutch torque
clutch
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PCT/CN2020/126980
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English (en)
French (fr)
Inventor
罗品奎
吕正涛
Original Assignee
舍弗勒技术股份两合公司
罗品奎
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Application filed by 舍弗勒技术股份两合公司, 罗品奎 filed Critical 舍弗勒技术股份两合公司
Priority to PCT/CN2020/126980 priority Critical patent/WO2022094902A1/zh
Priority to DE112020007761.6T priority patent/DE112020007761T5/de
Priority to CN202080106932.8A priority patent/CN116472211A/zh
Publication of WO2022094902A1 publication Critical patent/WO2022094902A1/zh

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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
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/26—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 apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0098—Details of control systems ensuring comfort, safety or stability not otherwise provided for
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/26—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 apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • 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
    • B60K2006/4825—Electric machine connected or connectable to gearbox input 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062—Adapting control system settings
    • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
    • B60W2050/0083—Setting, resetting, calibration
    • B60W2050/0087—Resetting start and end points of actuator travel
    • 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

Definitions

  • the present invention relates to the technical field of hybrid electric vehicles, in particular to a method and device for controlling engine startup of a hybrid electric vehicle.
  • FIG. 1 is a schematic structural diagram of a powertrain of a hybrid vehicle in the related art.
  • the hybrid vehicle includes an engine, a P2 module and a gearbox (English: Gearbox).
  • the P2 module includes a k0 clutch (English: Clutch) and a drive motor, the P2 module is located between the engine and the gearbox, and the k0 clutch is located between the engine and the drive motor.
  • FIG. 2 is a schematic diagram of an engine start-up process of a hybrid vehicle having a P2 module in the related art. As shown in Fig. 2, the engine starting process goes through stages P1, P2 and P3 in sequence. During the entire engine starting process, the state of the engine (that is, the operating state issued by the engine's controller) is in turn the stop state (English: stop), startup status (English: crank) and running status (English: run).
  • the stop state English: stop
  • startup status English: crank
  • running status English: run
  • phase P1 the clutch torque capacity is increased at a reasonable rate to the constant clutch torque capacity M, and the K0 clutch is partially engaged to deliver this constant clutch torque capacity to the engine, thereby adjusting the engine speed below the drive motor Threshold rotational speed of the rotational speed, during which the engine torque capacity is 0 because the engine has not been started; when the engine rotational speed is higher than the threshold rotational speed, phase P2 is entered.
  • phase P2 the engine is started (fired) and the clutch torque capacity is reduced at a reasonable rate until the clutch is fully open, thereby preventing vehicle jerk from subsequent direct clutch engagement. Since the engine has been started, the engine torque capacity is not 0, and the engine speed is adjusted by the engine torque capacity.
  • phase P3 the clutch torque capacity is increased at a reasonable rate, the K0 clutch is partially engaged to transfer clutch torque capacity to the engine to adjust the engine speed close to the drive motor speed, and the clutch is fully engaged when the engine speed is approximately the same as the drive motor speed , the engine speed curve and the drive motor speed curve basically overlap, that is, the engine speed synchronization process is performed.
  • the friction torque of the engine is larger than average due to the low temperature of the cooling water, or the actual torque of the K0 clutch is smaller than the required torque due to severe wear, the resultant force pulling the engine speed becomes less than normal, which results in it taking more time for the engine speed to reach the threshold speed, causing the total time for the engine start process to be delayed.
  • the engine friction torque is greater than the actual torque of the K0 clutch, the engine speed cannot even be increased, resulting in the failure to start the engine successfully.
  • FIG. 3 is a schematic diagram of the engine starting process of a hybrid electric vehicle with a P2 module in the related art. As shown in FIG. 3 , it takes more time to make the engine speed reach the threshold speed, and the moment when the engine starts From P2' to P2, the timing at which the engine speed reaches the drive motor speed is delayed accordingly.
  • the purpose of the present invention is to overcome or at least alleviate the above-mentioned deficiencies of the prior art, and to provide an engine startup control method and device for a hybrid vehicle.
  • an engine start control method for a hybrid vehicle the hybrid vehicle includes an engine, a drive motor, and a clutch provided between the engine and the drive motor, the method Including: a judging step for judging whether it is necessary to adjust the clutch torque capacity adaptation amount for the current starting of the engine after the current start of the engine is completed; an adjustment step for adjusting the The clutch torque capacity adaptation amount, the clutch torque capacity adaptation amount is adjusted according to the starting time data of the engine in this start, and the adjusted clutch torque capacity adaptation amount is stored, wherein the adjusted clutch torque capacity The adaptation amount is used for the next start of the engine.
  • an engine start control device for a hybrid vehicle includes an engine, a drive motor, and a clutch provided between the engine and the drive motor, the The device includes: a judgment module for judging whether it is necessary to adjust the clutch torque capacity adaptation for this start of the engine after this start of the engine is completed; an adjustment module for judging if the judgment module judges In order to adjust the clutch torque capacity adaptation amount, the clutch torque capacity adaptation amount is adjusted according to the starting time data of the engine in this startup, and the adjusted clutch torque capacity adaptation amount is stored, wherein the adjustment is performed. The rear clutch torque capacity adaptation is used for the next start of the engine.
  • the target clutch torque capacity to be used in the next startup of the engine is always reasonable, so that the engine speed can reach the threshold value in time in the next startup of the engine speed, and then the engine start-up process can be completed in time.
  • FIG. 1 is a schematic structural diagram of a powertrain of a hybrid vehicle in the related art.
  • FIG. 2 is a schematic diagram of an engine start-up process of a hybrid vehicle having a P2 module in the related art.
  • FIG. 3 is a schematic diagram of an engine starting process of a hybrid vehicle having a P2 module in the related art.
  • FIG. 4 is a flow chart of a method for controlling engine startup of a hybrid vehicle according to an exemplary embodiment.
  • FIG. 5 is a schematic diagram of an engine startup process to which the engine startup control method of the hybrid vehicle of the present embodiment is applied.
  • FIG. 6 is a schematic diagram showing start-up time according to an exemplary embodiment.
  • FIG. 7 is a flowchart of a method for controlling engine startup of a hybrid vehicle according to an exemplary embodiment.
  • FIG. 8 is a block diagram of an engine starting control device of a hybrid vehicle according to an exemplary embodiment.
  • the present invention recognizes the following technical problems: when the friction torque of the engine is greater than the average value due to the low temperature of the cooling water, or the actual torque of the clutch caused by severe wear is smaller than the engine In the case of the torque required for starting, etc., it takes more time for the engine speed to reach the threshold speed, and the total time for the engine starting process is delayed.
  • the target clutch torque capacity may be calculated based on the clutch base torque capacity and the clutch torque capacity adaptation. Therefore, one of the factors affecting the total engine start processing time is the clutch torque capacity adaptation.
  • FIG. 4 is a flowchart showing a method for controlling engine start of a hybrid electric vehicle according to an exemplary embodiment.
  • the hybrid electric vehicle may be an HEV or a PHEV, and the structure of the powertrain of the hybrid electric vehicle may adopt the structure shown in FIG. 1 .
  • the hybrid vehicle includes an engine, a drive motor, and a clutch disposed between the engine and the drive motor, and the control method can be applied to a hybrid control unit of a hybrid vehicle (English: Hybrid Control Unit, referred to as: HCU). That is to say, the HCU can use the control method in this embodiment to realize the engine start control of the hybrid vehicle.
  • HCU Hybrid Control Unit
  • FIG. 4 depicts the process of self-learning of the clutch torque capacity adaptation.
  • the method shown in FIG. 4 is executed each time the current start of the engine is completed to determine the clutch torque capacity adaptation amount ⁇ M to be used in the next start of the engine.
  • the control method may include the following steps.
  • step S410 after the current start of the engine is completed, it is determined whether it is necessary to adjust the clutch torque capacity adaptation amount for the current start of the engine.
  • step S410 If the clutch torque capacity adaptation amount used in the current startup cannot be applied to the next startup, it is necessary to adjust the clutch torque capacity adaptation amount used in the current startup. Therefore, it is determined as "Yes" in step S410, and the following execution is performed. Step S420; otherwise, execute the following step S430.
  • the clutch torque capacity adaptation amount ⁇ M used in the first start of the engine is 0, that is, the initial value of the clutch torque capacity adaptation amount is 0, and the method of this embodiment can be used to determine the non-first time for the engine. Clutch torque capacity adaptation during startup.
  • step S420 the clutch torque capacity adaptation amount is adjusted according to the start time data of the engine in the current startup, and the adjusted clutch torque capacity adaptation amount is stored, wherein the adjusted clutch torque capacity adaptation amount for the next start of the engine.
  • the starting time data of the engine in this startup includes, but is not limited to, the startup time of the engine in this startup, and the time data related to the startup time of the engine in this startup, which can be found in the engine's current startup time.
  • the clutch torque capacity adaptation for the current start of the engine is adjusted according to the aforementioned start time data, and the adjusted clutch torque capacity adaptation is stored as the clutch torque capacity adaptation to be used in the next start of the engine.
  • the clutch torque capacity adaptation amount for this start of the engine may be adjusted according to the start time data in the current start of the engine by: obtaining the start time data and the adjustment amount (to be The corresponding relationship table between the reduced/increased torque capacity), in which the adjustment amount corresponding to the starting time data is searched, and the clutch torque used for this start of the engine is adjusted according to the found adjustment amount. capacity adaptation.
  • step S430 the clutch torque capacity adaptation amount for the current start of the engine is stored.
  • the clutch torque capacity adaptation used in this start can still be applied to the next start, so there is no need to adjust the clutch torque capacity adaptation used in this start, so the clutch torque capacity adaptation used in this start can be directly stored.
  • the used clutch torque capacity adaptation amount is used as the clutch torque capacity adaptation amount to be used in the next start.
  • the clutch torque capacity adaptation amount used for the current startup of the engine After each startup of the engine is completed, it is determined whether it is necessary to adjust the clutch torque capacity adaptation amount used for the current startup of the engine.
  • the starting time data in the current start is used to adjust the clutch torque capacity adaptation amount, and the adjusted clutch torque capacity adaptation amount is stored as the clutch torque capacity adaptation amount to be used in the next start of the engine, thus,
  • the target clutch torque capacity to be used in the next start of the engine is always reasonable, so that the engine speed can reach the threshold speed in time in the next start of the engine, so that the engine start process can be completed in time.
  • FIG. 5 is a schematic diagram of an engine startup process to which the engine startup control method of the hybrid vehicle of the present embodiment is applied.
  • the condition for judging the need to be adjusted in step S410 is: from when the torque capacity of the clutch reaches the threshold torque capacity during the current start-up of the engine until the rotational speed of the engine reaches the threshold rotational speed The start-up time to date satisfies the predetermined condition.
  • a start time that can characterize whether the adaptation of the clutch torque capacity used in the current start of the engine is appropriate, that is, when the torque capacity of the clutch reaches the threshold torque capacity, can be obtained. From the time period until the engine speed reaches the threshold speed, it is determined whether the clutch torque capacity adaptation amount for the current start of the engine needs to be adjusted according to whether the start time satisfies a predetermined condition.
  • the timer is started, and when the engine speed reaches the threshold speed, the timer is stopped, so the The count value is the above-mentioned start time of this start of the engine.
  • step S430 is performed.
  • step S420 is performed.
  • the adjusting step S420 includes: if the starting time is less than the lower limit of the starting time, reducing the clutch torque capacity adaptation amount used for the current starting of the engine; if the starting time is greater than the starting time upper limit limit, the clutch torque capacity adaptation for this start of the engine is increased.
  • the start-up time is less than the lower limit of the start-up time, it means that the start-up time is too short and the target clutch torque capacity transmitted by the clutch is too large. and save the reduced clutch torque capacity adaptation amount as the clutch torque capacity adaptation amount to be used when the engine is next started. Conversely, if the start-up time is greater than the upper limit of the start-up time, it means that the start-up time is too long and the target clutch torque capacity transmitted by the clutch is too small. The increased clutch torque capacity adaptation amount is used as the clutch torque capacity adaptation amount to be used when the engine is started next time, and it is saved.
  • the adjusting step S420 includes: if the starting time is less than the lower limit value of the starting time, determining the torque capacity to be reduced according to the starting time and the acceptable engine starting time, and then The adjusted clutch torque capacity adaptation is obtained; if the starting time is greater than the upper limit of the starting time, the torque capacity to be increased is determined according to the starting time and the acceptable engine starting time, and then the adjusted torque capacity is obtained. Clutch torque capacity adaptation.
  • the torque capacity to be reduced can be determined according to the start-up time and the acceptable engine start-up time, from the clutch torque capacity adaptation amount used in this start of the engine Subtract this reduced torque capacity and use the subtracted difference as the adjusted clutch torque capacity adaptation. If the start-up time is greater than the upper limit of the start-up time, the torque capacity to be increased can be determined according to the start-up time and the acceptable engine start-up time. The capacities are added, and the added sum is used as the adjusted clutch torque capacity adaptation.
  • ⁇ M' ⁇ M- ⁇ Ms (formula 2), where ⁇ M' is the amount to be used when the engine starts next time.
  • the clutch torque capacity adaptation ie, the adjusted clutch torque capacity adaptation
  • ⁇ M is the clutch torque capacity adaptation used in the current start of the engine
  • ⁇ Ms is the torque capacity to be reduced.
  • FIG. 6 is a schematic diagram showing start-up time according to an exemplary embodiment.
  • the threshold torque capacity is T 0 and the threshold speed is N 0
  • the curves L1, L2 and L3 correspond to the three-time starting curves of the engine, respectively
  • the starting times T1, T2 and T3 of the curves L1, L2 and L3 are all is the time period from when the torque capacity of the clutch reaches the threshold torque capacity T 0 until the engine speed reaches the threshold speed N 0
  • the start time T1 is less than the start time T2
  • the start time T2 is less than the start time T3.
  • the starting time T2 is the acceptable engine starting time
  • the upper limit of the starting time is T2+ ⁇ t2
  • the lower limit of the starting time is T2- ⁇ t1. Therefore, when the starting time is greater than the starting time lower limit T2- ⁇ t1 and When it is less than the starting time upper limit value T2+ ⁇ t2, it is not necessary to adjust the clutch torque capacity adaptation amount for the current starting of the engine.
  • the starting time T1 in Fig. 6 is less than the starting time lower limit value T2- ⁇ t1, so the above formula 1 can be used to calculate the torque capacity to be reduced, and the above formula 2 can be used to calculate the next time the engine starts The amount of clutch torque capacity adaptation to be used.
  • the starting time T3 in Fig. 6 is greater than the starting time upper limit value T2+ ⁇ t2, so the above formula 3 can be used to calculate the torque capacity to be increased, and the above formula 4 can be used to calculate the engine next time.
  • FIG. 7 is a flow chart of a method for controlling engine start of a hybrid vehicle according to an exemplary embodiment. As shown in FIG. 7 , the control method may include the following steps.
  • step S710 after the current start of the engine is completed, it is determined whether it is necessary to adjust the clutch torque capacity adaptation amount for the current start of the engine.
  • step S720 the clutch torque capacity adaptation amount is adjusted according to the start time data of the engine in the current startup, and the adjusted clutch torque capacity adaptation amount is stored, wherein the adjusted clutch torque capacity adaptation amount for the next start of the engine.
  • step S730 the clutch torque capacity adaptation amount for the current start of the engine is stored.
  • steps S710 to S730 in FIG. 7 are the same as steps S410 to S430 in FIG. 4 , respectively, and thus descriptions of these steps are omitted.
  • step S740 a target clutch torque capacity when starting to supply fuel to the engine is calculated based on the clutch base torque capacity and the adjusted clutch torque capacity adaptation.
  • the clutch base torque capacity is introduced when calculating the target clutch torque capacity when fueling the engine.
  • the target clutch torque capacity when fueling the engine starts at the next start of the engine may be calculated using a corresponding algorithm including but not limited to addition based on the clutch base torque capacity and the adjusted clutch torque capacity adaptation.
  • the basic clutch torque capacity may be determined according to the resistance torque of the engine.
  • the basic clutch torque capacity can be determined by the following methods: obtaining relevant information affecting the resistance torque of the engine, where the relevant information includes the cooling water temperature of the engine; determining the resistance torque of the engine according to the relevant information; The resistance torque determines the basic torque capacity of the clutch.
  • the relevant information including but not limited to the cooling water temperature of the engine will affect the resistance torque of the engine, for example, the lower the cooling water temperature, the greater the resistance torque of the engine. Therefore, the resistance torque of the engine can be determined according to the relevant information, and then according to The determined drag torque determines the base clutch torque capacity.
  • a cooling water temperature sensor may be used to detect the cooling water temperature, and the cooling water temperature detected by the cooling water temperature sensor may be acquired.
  • step S750 during the next start of the engine, when the torque capacity of the clutch reaches the target clutch torque capacity and the rotational speed of the engine reaches a predetermined rotational speed, fuel supply to the engine is started.
  • a command is sent to, for example, a fuel feed including a fuel tank and injectors to begin supplying fuel to the engine; in response to receiving the command, the fuel feed begins Supply fuel to the engine.
  • the clutch torque capacity adaptation amount is adjusted according to the start time data in this start, and the adjusted clutch torque capacity adaptation amount is stored.
  • the clutch torque capacity is adjusted according to the basic clutch torque capacity and the stored clutch torque capacity
  • the adaptation amount calculates the target clutch torque capacity. When the clutch torque capacity reaches the calculated target clutch torque capacity and the engine speed reaches the threshold speed, fuel is supplied to the engine.
  • the target clutch torque capacity used is based on the adjusted torque capacity Therefore, the target clutch torque capacity used in the next start of the engine is always reasonable, so that the engine speed can reach the threshold speed in time in the next start of the engine, and thus can Complete the engine start process in a timely manner.
  • FIG. 8 is a block diagram of an engine starting control device for a hybrid electric vehicle according to an exemplary embodiment.
  • the hybrid electric vehicle may be an HEV or a PHEV.
  • the structure of the powertrain of the hybrid electric vehicle may adopt the structure shown in FIG. 1 .
  • the hybrid vehicle includes an engine, a drive motor, and a clutch disposed between the engine and the drive motor.
  • the control device 800 can be applied to a hybrid control unit HCU of a hybrid vehicle. As shown in FIG. 8 , the control device 800 may include a judgment module 810 and an adjustment module 830 .
  • the judging module 810 judges that the conditions that need to be adjusted are: from when the torque capacity of the clutch reaches a threshold torque capacity during the current start-up of the engine to when the rotational speed of the engine reaches The start-up time until the threshold rotational speed satisfies the predetermined condition.
  • the predetermined condition is that the startup time is less than the upper limit value of the startup time and greater than the lower limit value of the startup time
  • the adjusting module 830 is configured to: if the startup time is less than the lower startup time If the starting time is greater than the upper limit value of the starting time, increase the clutch torque capacity used for this starting of the engine adaptation.
  • the adjustment module 830 is configured to: if the start time is less than the start time lower limit value, determine the torque capacity to be reduced according to the start time and an acceptable engine start time , and then obtain the adjusted clutch torque capacity adaptation; if the start-up time is greater than the upper limit of the start-up time, the torque capacity to be increased is determined according to the start-up time and the acceptable engine start-up time, and then adjusted Rear clutch torque capacity adaptation.
  • control device 800 may further include:
  • a calculation module (not shown) for calculating a target clutch torque capacity when starting to supply fuel to the engine according to the basic clutch torque capacity and the adjusted clutch torque capacity adaptation;
  • a start-up module (not shown) is configured to, during the next start-up of the engine, start to the engine when the torque capacity of the clutch reaches the target clutch torque capacity and the rotational speed of the engine reaches a predetermined rotational speed.
  • the engine supplies fuel.

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

Abstract

一种混合动力汽车的发动机启动控制方法及装置，该混合动力汽车包括发动机、驱动电机、以及设置在发动机和驱动电机之间的离合器，该方法包括：判断步骤，用于在完成发动机的本次启动后，判断是否需要调整用于发动机的本次启动的离合器扭矩容量适应量；调整步骤，用于如果判断为需要调整离合器扭矩容量适应量，则根据发动机在本次启动中的启动时间数据来调整离合器扭矩容量适应量，并对调整后的离合器扭矩容量适应量进行存储，其中调整后的离合器扭矩容量适应量用于发动机的下次启动。由此，使得发动机的下次启动中所要使用的目标离合器扭矩容量总是合理的，从而使得在发动机的下次启动中发动机转速能够及时地达到阈值转速，进而能够及时地完成发动机启动处理。

Description

混合动力汽车的发动机启动控制方法及装置 技术领域
本发明涉及混合动力汽车技术领域，尤其涉及一种混合动力汽车的发动机启动控制方法及装置。
背景技术
图1是相关技术中的一种混合动力汽车的动力总成的结构示意图。如图1所示，该混合动力汽车包括发动机、P2模块和变速箱(英文：Gearbox)。其中，P2模块包括k0离合器(英文：Clutch)和驱动电机，P2模块位于发动机和变速箱之间，并且k0离合器位于发动机和驱动电机之间。
图2是相关技术中的具有P2模块的混合动力汽车的发动机启动处理的示意图。如图2所示，发动机启动处理依次经历阶段P1、阶段P2和阶段P3，在整个发动机启动处理中，发动机的状态(即，发动机的控制器所发出的运行状态)依次为停止状态(英文：stop)、启动状态(英文：crank)和运转状态(英文：run)。
如图2所示，在阶段P1中，离合器扭矩容量以合理的速率增加至恒定离合器扭矩容量M，K0离合器部分接合以向发动机传递该恒定离合器扭矩容量，从而将发动机转速调整至低于驱动电机转速的阈值转速，在此期间，由于发动机尚未启动，因此发动机扭矩容量为0；在发动机转速高于该阈值转速时，进入阶段P2。
在阶段P2中，发动机启动(点火)，离合器扭矩容量以合理的速率减小直至离合器完全打开，从而防止后续直接接合离合器导致的整车顿挫。由于发动机已经启动，因此发动机扭矩容量不为0，通过发动机扭矩容量来调整发动机转速。
在阶段P3中，离合器扭矩容量以合理的速率增加，K0离合器部分接合以向发动机传递离合器扭矩容量以将发动机转速调整至接近驱动电机转速，在发动机转速与驱动电机转速基本一致时，离合器完全接合，发动机转速曲线与驱动电机转速曲线基本重叠、即进行发动机转速同步处理。
然而，在某些情况下，例如，由于冷却水的温度低而导致发动机的摩擦扭矩大于平均值、或者由于磨损严重而导致K0离合器的实际扭矩小于所需要的扭矩，拉动发动机转速的合力变得小于正常状态，这导致需要花费更多的时间才能够使发动机转速达到该阈值转速，从而导致发动机启动处理的总时间被延迟。更甚者，在某些极端情况下，由于发动机摩擦扭矩大于K0离合器的实际扭矩，甚至无法拉高发动机转速，从而导致无法成功启动发动机。
示意性地，图3是相关技术中的具有P2模块的混合动力汽车的发动机启动处理的示意图，如图3所示，需要花费更多的时间才能够使发动机转速达到阈值转速，发动机启动的时刻从P2’被延迟至P2， 相应地，发动机转速达到驱动电机转速的时刻也被延迟。
发明内容
本发明的目的在于克服或至少减轻上述现有技术存在的不足，提供一种混合动力汽车的发动机启动控制方法及装置。
根据本发明的一方面，提供了一种混合动力汽车的发动机启动控制方法，所述混合动力汽车包括发动机、驱动电机、以及设置在所述发动机和所述驱动电机之间的离合器，所述方法包括：判断步骤，用于在完成所述发动机的本次启动后，判断是否需要调整用于所述发动机的本次启动的离合器扭矩容量适应量；调整步骤，用于如果判断为需要调整所述离合器扭矩容量适应量，则根据所述发动机在本次启动中的启动时间数据来调整所述离合器扭矩容量适应量，并对调整后的离合器扭矩容量适应量进行存储，其中调整后的离合器扭矩容量适应量用于所述发动机的下次启动。
根据本发明的另一方面，提供了一种混合动力汽车的发动机启动控制装置，所述混合动力汽车包括发动机、驱动电机、以及设置在所述发动机和所述驱动电机之间的离合器，所述装置包括：判断模块，用于在完成所述发动机的本次启动后，判断是否需要调整用于所述发动机的本次启动的离合器扭矩容量适应量；调整模块，用于如果所述判断模块判断为需要调整所述离合器扭矩容量适应量，则根据所述发动机在本次启动中的启动时间数据来调整所述离合器扭矩容量适应量，并对调整后的离合器扭矩容量适应量进行存储，其中调整后的离合器扭矩容量适应量用于所述发动机的下次启动。
根据本发明的混合动力汽车的发动机启动控制方法及装置，使得发动机的下次启动中所要使用的目标离合器扭矩容量总是合理的，从而使得在发动机的下次启动中发动机转速能够及时地达到阈值转速，进而能够及时地完成发动机启动处理。
根据下面参考附图对示例性实施例的详细说明，本发明的其它特征及方面将变得清楚。
附图说明
包含在说明书中并且构成说明书的一部分的附图与说明书一起示出了本发明的示例性实施例、特征和方面，并且用于解释本发明的原理。
图1是相关技术中的一种混合动力汽车的动力总成的结构示意图。
图2是相关技术中的具有P2模块的混合动力汽车的发动机启动处理的示意图。
图3是相关技术中的具有P2模块的混合动力汽车的发动机启动处理的示意图。
图4是根据一示例性实施例示出的一种混合动力汽车的发动机启动控制方法的流程图。
图5是应用本实施例的混合动力汽车的发动机启动控制方法的发动机启动处理的示意图。
图6是根据一示例性实施例示出的启动时间的示意图。
图7是根据一示例性实施例示出的一种混合动力汽车的发动机启动控制方法的流程图。
图8是根据一示例性实施例示出的一种混合动力汽车的发动机启动控制装置的框图。
具体实施方式
以下将参考附图详细说明本发明的各种示例性实施例、特征和方面。附图中相同的附图标记表示功能相同或相似的元件。尽管在附图中示出了实施例的各种方面，但是除非特别指出，不必按比例绘制附图。
在这里专用的词“示例性”意为“用作例子、实施例或说明性”。这里作为“示例性”所说明的任何实施例不必解释为优于或好于其它实施例。
另外，为了更好的说明本发明，在下文的具体实施方式中给出了众多的具体细节。本领域技术人员应当理解，没有某些具体细节，本发明同样可以实施。在另外一些实例中，对于本领域技术人员熟知的方法、手段、元件和电路未作详细描述，以便于凸显本发明的主旨。
应能够理解，如背景技术部分所述的，本发明意识到如下技术问题：在诸如由于冷却水的温度低而导致的发动机摩擦扭矩大于平均值、或者由于磨损严重而导致的离合器实际扭矩小于发动机启动所需的扭矩等的情况下，导致需要花费更多的时间才能够使发动机转速达到阈值转速，从而导致发动机启动处理的总时间被延迟。
如图2和3所示的，在发动机的每次启动中，在离合器的扭矩容量达到目标离合器扭矩容量M且发动机转速达到阈值转速时，开始向发动机供给燃料。在一种可能的实现方式中，可根据离合器基本扭矩容量和离合器扭矩容量适应量来计算该目标离合器扭矩容量，因此，影响发动机启动处理的总时间的因素之一在于离合器扭矩容量适应量。
基于此，在本发明中，每当完成发动机的本次启动后，就对本次启动中所使用的离合器扭矩容量适应量进行自学习，以根据用于发动机的本次启动的离合器扭矩容量适应量来确定用于发动机的下次启动的离合器扭矩容量适应量。
由此，在本发明中，对发动机的每次启动中所使用的离合器扭矩容量适应量进行自学习，以确定发动机的下次启动中所要使用的离合器扭矩容量适应量，这样，能够确保发动机的下次启动中所要使用的离合器扭矩容量适应量是合理的，通过使用合理的离合器扭矩容量适应量来对离合器基本扭矩容量进行修正，使得发动机的下次启动中所要使用的目标离合器扭矩容量是合理的，从而使得发动机转速能够及时地达到阈值转速，进而能够及时地完成发动机启动处理。
为更好地理解本发明，以下结合图4所示的流程图来详细说明。
图4是根据一示例性实施例示出的一种混合动力汽车的发动机启动控制方法的流程图，该混合动力汽车可为HEV或PHEV，该混合动力汽车的动力总成的结构可采用图1所示的结构，具体地，该混合动力汽车包括发动机、驱动电机、以及设置在所述发动机和所述驱动电机之间的离合器，该控制方法可以应用于混合动力汽车的混合动力控制单元(英文：Hybrid Control Unit，简称：HCU)。也就是说，HCU可采用本实施方式中的控制方法来实现混合动力汽车的发动机启动控制。
应能够理解，图4描述了对离合器扭矩容量适应量进行自学习的过程。每当完成发动机的本次启动后就执行图4所示的方法，以确定发动机的下次启动中所要使用的离合器扭矩容量适应量△M。如图4所示，该控制方法可以包括如下步骤。
在步骤S410中，在完成所述发动机的本次启动后，判断是否需要调整用于所述发动机的本次启动的离合器扭矩容量适应量。
如果本次启动中所使用的离合器扭矩容量适应量无法适用于下次启动，则需要调整本次启动中所使用的离合器扭矩容量适应量，因此在步骤S410中判断为“是”，执行下述步骤S420；否则，执行下述步骤S430。
应能够理解，发动机的首次启动中所使用的离合器扭矩容量适应量△M为0，即离合器扭矩容量适应量的初始值为0，并且可使用本实施例的方法来确定用于发动机的非首次启动中的离合器扭矩容量适应量。
在步骤S420中，根据所述发动机在本次启动中的启动时间数据来调整所述离合器扭矩容量适应量，并对调整后的离合器扭矩容量适应量进行存储，其中调整后的离合器扭矩容量适应量用于所述发动机的下次启动。
本实施例中，发动机在本次启动中的启动时间数据包括但不限于发动机在本次启动中的启动时间、以及与发动机在本次启动中的启动时间有关的时间数据，可在发动机的本次启动中根据前述启动时间数据来调整用于发动机的本次启动的离合器扭矩容量适应量，并存储调整后的离合器扭矩容量适应量作为发动机的下次启动中要使用的离合器扭矩容量适应量。
在一种可能的实现方式中，可通过如下方式来根据发动机的本次启动中的启动时间数据来调整用于发动机的本次启动的离合器扭矩容量适应量：获取启动时间数据与调整量(要减少/增加的扭矩容量)之间的对应关系表，在该对应关系表中查找与启动时间数据相对应的调整量，根据所查找到的调整量来调整用于发动机的本次启动的离合器扭矩容量适应量。
在一种可能的实现方式中，还可通过如下方式来根据发动机的本次启动中的启动时间数据来调整用于发动机的本次启动的离合器扭矩容量适应量：调整用于发动机的本次启动的离合器扭矩容量适应 量，以使得与调整后的离合器扭矩容量适应量相对应的启动时间数据满足预定条件。其中，与调整后的离合器扭矩容量适应量相对应的启动时间数据满足预定条件表示：在使用调整后的离合器扭矩容量适应量进行发动机的启动处理时，该启动处理中的启动时间数据满足预定条件。
在步骤S430中，存储用于所述发动机的本次启动的离合器扭矩容量适应量。
本实施例中，本次启动中所使用的离合器扭矩容量适应量仍然能够适用于下次启动，因此无需调整本次启动中所使用的离合器扭矩容量适应量，因而可直接存储本次启动中所使用的离合器扭矩容量适应量作为下次启动中所要使用的离合器扭矩容量适应量。
本实施例的混合动力汽车的发动机启动控制方法，在完成发动机的每次启动后，判断是否需要调整用于发动机的本次启动的离合器扭矩容量适应量，如果判断为需要调整，则根据发动机在本次启动中的启动时间数据来调整所述离合器扭矩容量适应量，并对调整后的离合器扭矩容量适应量进行存储以作为发动机的下次启动中所要使用的离合器扭矩容量适应量，由此，使得发动机的下次启动中所要使用的目标离合器扭矩容量总是合理的，从而使得在发动机的下次启动中发动机转速能够及时地达到阈值转速，进而能够及时地完成发动机启动处理。
图5是应用本实施例的混合动力汽车的发动机启动控制方法的发动机启动处理的示意图。如图5所示，通过调整发动机本次启动中所使用的离合器扭矩容量适应量，使得发动机下次启动中所使用的目标离合器扭矩容量的值从M增加到M1(M1＝M+△M)，从而使得发动机转速达到阈值转速的时间缩短，即，使得发动机转速能够及时地达到阈值转速，进而能够及时地完成发动机启动处理。
在一种可能的实现方式中，步骤S410中判断需要调整的条件为：在所述发动机的本次启动期间自所述离合器的扭矩容量达到阈值扭矩容量时起至所述发动机的转速达到阈值转速为止的启动时间满足预定条件。
本实施例中，在完成发动机的本次启动后，可获取能够表征在发动机的本次启动中所使用的离合器扭矩容量适应量是否合适的启动时间、即自离合器的扭矩容量达到阈值扭矩容量时起至发动机转速达到阈值转速为止的时间段，根据启动时间是否满足预定条件来确定是否需要调整用于发动机的本次启动的离合器扭矩容量适应量。
在一种可能的实现方式中，在发动机的本次启动期间，在离合器的扭矩容量达到阈值扭矩容量时，启动计时器，并且在发动机转速达到阈值转速时，停止该计时器，因此计时器的计数值为发动机的本次启动的上述启动时间。
若启动时间满足预定条件，则表示用于发动机的本次启动的离合器扭矩容量适应量是合理的，可以直接将该离合器扭矩容量适应量存储为发动机下次启动时所要使用的离合器扭矩容量适应量，而无需调整该离合器扭矩容量适应量。在该情况下，执行上述步骤S430。
若启动时间不满足预定条件，则表示用于发动机的本次启动的离合器扭矩容量适应量是不合理的，需要调整该离合器扭矩容量适应量，并且可将调整后的离合器扭矩容量适应量存储为发动机下次启动时所要使用的离合器扭矩容量适应量。在该情况下，执行上述步骤S420。
在一种可能的实现方式中，所述预定条件为所述启动时间小于启动时间上限值且大于启动时间下限值。因此，在发动机的本次启动中，若启动时间小于启动时间上限值并且大于启动时间下限值，则判断为启动时间满足预定条件，用于发动机的本次启动的离合器扭矩容量适应量是合理的，直接保存该离合器扭矩容量适应量即可；反之，若启动时间小于启动时间下限值或者启动时间大于启动时间上限值，则判断为启动时间不满足预定条件，用于发动机的本次启动的离合器扭矩容量适应量是不合理的，需要改变该离合器扭矩容量适应量。
在一种可能的实现方式中，所述调整步骤S420包括：如果启动时间小于启动时间下限值，则减小用于发动机的本次启动的离合器扭矩容量适应量；如果启动时间大于启动时间上限值，则增大用于发动机的本次启动的离合器扭矩容量适应量。
本实施例中，若启动时间小于启动时间下限值，则表示启动时间太短、离合器所传递的目标离合器扭矩容量太大，因此，需要减小发动机的本次启动中使用的离合器扭矩容量适应量，并将减小后的离合器扭矩容量适应量作为发动机下次启动时所要使用的离合器扭矩容量适应量并对其进行保存。反之，若启动时间大于启动时间上限值，则表示启动时间太长、离合器所传递的目标离合器扭矩容量太小，因此，需要增大发动机的本次启动中使用的离合器扭矩容量适应量，并将增大后的离合器扭矩容量适应量作为发动机下次启动时所要使用的离合器扭矩容量适应量并对其进行保存。
在一种可能的实现方式中，所述调整步骤S420包括：如果所述启动时间小于启动时间下限值，则根据所述启动时间和能够接受的发动机启动时间来确定要减少的扭矩容量，进而得到调整后的离合器扭矩容量适应量；如果所述启动时间大于启动时间上限值，则根据所述启动时间和所述能够接受的发动机启动时间来确定要增加的扭矩容量，进而得到调整后的离合器扭矩容量适应量。
本实施例中，若启动时间小于启动时间下限值，则可以根据启动时间和能够接受的发动机启动时间来确定要减少的扭矩容量，从发动机的本次启动中使用的离合器扭矩容量适应量中减去该要减少的扭矩容量，并将相减后的差作为调整后的离合器扭矩容量适应量。若启动时间大于启动时间上限值，则可以根据启动时间和能够接受的发动机启动时间来确定要增加的扭矩容量，将发动机的本次启动中使用的离合器扭矩容量适应量与该要增加的扭矩容量相加，并将相加后的和作为调整后的离合器扭矩容量适应量。
在一种可能的实现方式中，可使用如下公式1根据启动时间和能够接受的发动机启动时间来确定要减少的扭矩容量：△Ms＝Ks*(T2-△t1–T1)/t0(公式1)，其中，△Ms为要减少的扭矩容量，Ks为扭 矩调整系数，T2为能够接受的发动机启动时间，T2-△t1表示启动时间下限值，T1为发动机的本次启动的启动时间，t0为时间单位，注意，Ks、T2、△t1和t0可为预设值。并且可使用如下公式2来计算发动机下次启动时所要使用的离合器扭矩容量适应量：△M’＝△M-△Ms(公式2)，其中，△M’为发动机下次启动时所要使用的离合器扭矩容量适应量(即，调整后的离合器扭矩容量适应量)，△M为发动机的本次启动中使用的离合器扭矩容量适应量，△Ms为要减少的扭矩容量。
在一种可能的实现方式中，可使用如下公式3根据启动时间和能够接受的发动机启动时间来确定要增加的扭矩容量：△ML＝KL*(T3–(T2+△t2))/t0(公式3)，其中，△ML为要增加的扭矩容量，KL为扭矩调整系数，T2为能够接受的发动机启动时间，T2+△t2表示启动时间上限值，T3为发动机的本次启动的启动时间，t0为时间单位，注意，KL、T2、△t2和t0可为预设值。并且可使用如下公式4来计算发动机下次启动时所要使用的离合器扭矩容量适应量：△M’＝△M+△ML(公式4)，其中，△M’为发动机下次启动时所要使用的离合器扭矩容量适应量(即，调整后的离合器扭矩容量适应量)，△M为发动机的本次启动中使用的离合器扭矩容量适应量，△ML为要增加的扭矩容量。
图6是根据一示例性实施例示出的启动时间的示意图。如图6所示，阈值扭矩容量为T 0且阈值转速为N 0，曲线L1、L2和L3分别对应于发动机的三次启动曲线，曲线L1、L2和L3各自的启动时间T1、T2和T3均为自离合器的扭矩容量达到阈值扭矩容量T 0时起至发动机转速达到阈值转速N 0为止的时间段，其中启动时间T1小于启动时间T2，并且启动时间T2小于启动时间T3。其中，启动时间T2是能够接受的发动机启动时间，启动时间上限值为T2+△t2，启动时间下限值为T2-△t1，因此，在启动时间大于启动时间下限值T2-△t1且小于启动时间上限值T2+△t2时，无需调整用于发动机的本次启动的离合器扭矩容量适应量。
如图6所示，图6中的启动时间T1小于启动时间下限值T2-△t1，因此可以采用上述公式1来计算要减少的扭矩容量，并使用上述公式2来计算发动机下次启动时所要使用的离合器扭矩容量适应量。相应地，如图6所示，图6中的启动时间T3大于启动时间上限值T2+△t2，因此可以采用上述公式3来计算要增加的扭矩容量，并使用上述公式4来计算发动机下次启动时所要使用的离合器扭矩容量适应量。
图7是根据一示例性实施例示出的一种混合动力汽车的发动机启动控制方法的流程图，如图7所示，该控制方法可以包括如下步骤。
在步骤S710中，在完成所述发动机的本次启动后，判断是否需要调整用于所述发动机的本次启动的离合器扭矩容量适应量。
在步骤S720中，根据所述发动机在本次启动中的启动时间数据来调整所述离合器扭矩容量适应量，并对调整后的离合器扭矩容量适应量进行存储，其中调整后的离合器扭矩容量适应量用于所述发动机的下次启动。
在步骤S730中，存储用于所述发动机的本次启动的离合器扭矩容量适应量。
注意，图7中的步骤S710～S730分别与图4中的步骤S410～S430相同，因而省略这些步骤的说明。
在步骤S740中，根据离合器基本扭矩容量和调整后的离合器扭矩容量适应量，计算开始向所述发动机供给燃料时的目标离合器扭矩容量。
本实施例中，在计算向发动机供给燃料时的目标离合器扭矩容量时引入了离合器基本扭矩容量。可以根据离合器基本扭矩容量和调整后的离合器扭矩容量适应量，采用包括但不限于加法等的相应算法来计算在发动机的下次启动中开始向发动机供给燃料时的目标离合器扭矩容量。
在一种可能的实现方式中，可根据发动机的阻力矩来确定离合器基本扭矩容量。具体地，可通过如下方式来确定离合器基本扭矩容量：获取影响发动机的阻力矩的相关信息，其中该相关信息包括发动机的冷却水温度；根据该相关信息，确定发动机的阻力矩；根据所确定的阻力矩，确定离合器基本扭矩容量。
由于包括但不限于发动机的冷却水温度的相关信息会影响发动机的阻力矩，例如，冷却水温度越低，发动机的阻力矩越大，因此，可以根据相关信息来确定发动机的阻力矩，再根据所确定的阻力矩来确定基本离合器扭矩容量。在一种可能的实现方式中，可以使用冷却水温度传感器来检测冷却水温度，并且可以获取冷却水温度传感器所检测到的冷却水温度。
在步骤S750中，在进行所述发动机的下次启动期间，在所述离合器的扭矩容量达到所述目标离合器扭矩容量且所述发动机的转速达到预定转速时，开始向所述发动机供给燃料。
本实施例中，在进行发动机的下次启动期间，可监测离合器扭矩容量是否降低至步骤S740中所计算出的目标离合器扭矩容量以及发动机转速是否达到阈值转速；在监测到离合器扭矩容量降低至该目标离合器扭矩容量且发动机转速达到该阈值转速时，例如向包括燃料箱和喷油器的燃料进给装置发送用于开始向发动机供给燃料的命令；响应于接收到该命令，燃料进给装置开始向发动机供给燃料。
本实施例的混合动力汽车的发动机启动控制方法，在完成发动机的每次启动后，判断是否需要调整用于发动机的本次启动的离合器扭矩容量适应量，如果判断为需要调整，则根据发动机在本次启动中的启动时间数据来调整所述离合器扭矩容量适应量，并存储调整后的离合器扭矩容量适应量，在进行发动机的下次启动期间，根据离合器基本扭矩容量和所存储的离合器扭矩容量适应量计算目标离合器扭矩容量，在离合器的扭矩容量达到所计算出的目标离合器扭矩容量且发动机转速达到阈值转速时，开始向发动机供给燃料，这样，由于所使用的目标离合器扭矩容量是基于调整后的离合器扭矩容量适应量而计算出的，因此发动机的下次启动中所使用的目标离合器扭矩容量总是合理的，从而使得在发动机的下次启动中发动机转速能够及时地达到阈值转速，进而能够及时地完成发动机启动处理。
图8是根据一示例性实施例示出的一种混合动力汽车的发动机启动控制装置的框图，该混合动力 汽车可为HEV或PHEV，该混合动力汽车的动力总成的结构可采用图1所示的结构，具体地，该混合动力汽车包括发动机、驱动电机、以及设置在所述发动机和所述驱动电机之间的离合器。该控制装置800可以应用于混合动力汽车的混合动力控制单元HCU。如图8所示，该控制装置800可以包括判断模块810和调整模块830。
判断模块810用于在完成所述发动机的本次启动后，判断是否需要调整用于所述发动机的本次启动的离合器扭矩容量适应量。调整模块830与判断模块810连接，用于如果判断模块810判断为需要调整所述离合器扭矩容量适应量，则根据所述发动机在本次启动中的启动时间数据来调整所述离合器扭矩容量适应量，并对调整后的离合器扭矩容量适应量进行存储，其中调整后的离合器扭矩容量适应量用于所述发动机的下次启动。
在一种可能的实现方式中，所述判断模块810判断需要调整的条件为：在所述发动机的本次启动期间自所述离合器的扭矩容量达到阈值扭矩容量时起至所述发动机的转速达到阈值转速为止的启动时间满足预定条件。
在一种可能的实现方式中，所述预定条件为所述启动时间小于启动时间上限值且大于启动时间下限值，所述调整模块830被配置为：如果所述启动时间小于启动时间下限值，则减小用于所述发动机的本次启动的离合器扭矩容量适应量；如果所述启动时间大于启动时间上限值，则增大用于所述发动机的本次启动的离合器扭矩容量适应量。
在一种可能的实现方式中，所述调整模块830被配置为：如果所述启动时间小于启动时间下限值，则根据所述启动时间和能够接受的发动机启动时间来确定要减少的扭矩容量，进而得到调整后的离合器扭矩容量适应量；如果所述启动时间大于启动时间上限值，则根据所述启动时间和所述能够接受的发动机启动时间来确定要增加的扭矩容量，进而得到调整后的离合器扭矩容量适应量。
在一种可能的实现方式中，上述控制装置800还可以包括：
计算模块(未示出)，用于根据离合器基本扭矩容量和所述调整后的离合器扭矩容量适应量，计算开始向所述发动机供给燃料时的目标离合器扭矩容量；
启动模块(未示出)，用于在进行所述发动机的下次启动期间，在所述离合器的扭矩容量达到所述目标离合器扭矩容量且所述发动机的转速达到预定转速时，开始向所述发动机供给燃料。
关于上述实施例中的装置，其中各个模块执行操作的具体方式已经在有关该方法的实施例中进行了详细描述，此处将不做详细阐述说明。
以上所述，仅为本发明的具体实施方式，但本发明的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本发明揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本发明的保护范围之内。因此，本发明的保护范围应以所述权利要求的保护范围为准。

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  1. 一种混合动力汽车的发动机启动控制方法，所述混合动力汽车包括发动机、驱动电机、以及设置在所述发动机和所述驱动电机之间的离合器，其特征在于，所述方法包括：
    判断步骤，用于在完成所述发动机的本次启动后，判断是否需要调整用于所述发动机的本次启动的离合器扭矩容量适应量；
    调整步骤，用于如果判断为需要调整所述离合器扭矩容量适应量，则根据所述发动机在本次启动中的启动时间数据来调整所述离合器扭矩容量适应量，并对调整后的离合器扭矩容量适应量进行存储，其中调整后的离合器扭矩容量适应量用于所述发动机的下次启动。
  2. 根据权利要求1所述的方法，其特征在于，所述判断步骤中判断需要调整的条件为：
    在所述发动机的本次启动期间自所述离合器的扭矩容量达到阈值扭矩容量时起至所述发动机的转速达到阈值转速为止的启动时间满足预定条件。
  3. 根据权利要求2所述的方法，其特征在于，所述预定条件为所述启动时间小于启动时间上限值且大于启动时间下限值，
    所述调整步骤包括：
    如果所述启动时间小于启动时间下限值，则减小用于所述发动机的本次启动的离合器扭矩容量适应量；
    如果所述启动时间大于启动时间上限值，则增大用于所述发动机的本次启动的离合器扭矩容量适应量。
  4. 根据权利要求3所述的方法，其特征在于，所述调整步骤包括：
    如果所述启动时间小于启动时间下限值，则根据所述启动时间和能够接受的发动机启动时间来确定要减少的扭矩容量，进而得到调整后的离合器扭矩容量适应量；
    如果所述启动时间大于启动时间上限值，则根据所述启动时间和所述能够接受的发动机启动时间来确定要增加的扭矩容量，进而得到调整后的离合器扭矩容量适应量。
  5. 根据权利要求1至4中任一项所述的方法，其特征在于，在所述调整步骤之后还包括：
    计算步骤，用于根据离合器基本扭矩容量和所述调整后的离合器扭矩容量适应量，计算开始向所述发动机供给燃料时的目标离合器扭矩容量；
    启动步骤，用于在进行所述发动机的下次启动期间，在所述离合器的扭矩容量达到所述目标离合器扭矩容量且所述发动机的转速达到预定转速时，开始向所述发动机供给燃料。
  6. 一种混合动力汽车的发动机启动控制装置，所述混合动力汽车包括发动机、驱动电机、以及设置在所述发动机和所述驱动电机之间的离合器，其特征在于，所述装置包括：
    判断模块，用于在完成所述发动机的本次启动后，判断是否需要调整用于所述发动机的本次启 动的离合器扭矩容量适应量；
    调整模块，用于如果所述判断模块判断为需要调整所述离合器扭矩容量适应量，则根据所述发动机在本次启动中的启动时间数据来调整所述离合器扭矩容量适应量，并对调整后的离合器扭矩容量适应量进行存储，其中调整后的离合器扭矩容量适应量用于所述发动机的下次启动。
  7. 根据权利要求6所述的装置，其特征在于，所述判断模块中判断需要调整的条件为：
    在所述发动机的本次启动期间自所述离合器的扭矩容量达到阈值扭矩容量时起至所述发动机的转速达到阈值转速为止的启动时间满足预定条件。
  8. 根据权利要求7所述的装置，其特征在于，所述预定条件为所述启动时间小于启动时间上限值且大于启动时间下限值，
    所述调整模块被配置为：
    如果所述启动时间小于启动时间下限值，则减小用于所述发动机的本次启动的离合器扭矩容量适应量；
    如果所述启动时间大于启动时间上限值，则增大用于所述发动机的本次启动的离合器扭矩容量适应量。
  9. 根据权利要求8所述的装置，其特征在于，所述调整模块被配置为：
    如果所述启动时间小于启动时间下限值，则根据所述启动时间和能够接受的发动机启动时间来确定要减少的扭矩容量，进而得到调整后的离合器扭矩容量适应量；
    如果所述启动时间大于启动时间上限值，则根据所述启动时间和所述能够接受的发动机启动时间来确定要增加的扭矩容量，进而得到调整后的离合器扭矩容量适应量。
  10. 根据权利要求6至9中任一项所述的装置，其特征在于，还包括：
    计算模块，用于根据离合器基本扭矩容量和所述调整后的离合器扭矩容量适应量，计算开始向所述发动机供给燃料时的目标离合器扭矩容量；
    启动模块，用于在进行所述发动机的下次启动期间，在所述离合器的扭矩容量达到所述目标离合器扭矩容量且所述发动机的转速达到预定转速时，开始向所述发动机供给燃料。
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