Method and device for controlling engine of hybrid vehicle, and vehicle

Abstract

A method and device for controlling an engine of a hybrid vehicle, and a vehicle. The method comprises: when an engine of a hybrid vehicle is in a started and standby state, using an engine torque signal, a motor torque signal, a gear signal, a control pedal signal, and a parking state signal of the hybrid vehicle to determine a current activation mode of the engine; performing feedback adjustment calculation on a first rotating speed and a second rotating speed to obtain first torque, wherein the first rotating speed is a rotating speed of an input shaft of a gearbox of the hybrid vehicle, and the second rotating speed is a real-time rotating speed of the engine of the hybrid vehicle; performing difference calculation on the second rotating speed and a third rotating speed to obtain second torque, wherein the third rotating speed is a real-time rotating speed of a motor of the hybrid vehicle; determining target torque on the basis of the first torque, the second torque, and the current activation mode; and performing driving control on the engine on the basis of the target torque. The method for controlling the engine of the hybrid vehicle solves the technical problem of low control precision of a method for controlling an engine of a hybrid vehicle provided in related art.

Description

Method, device and vehicle for controlling engine of hybrid vehicle Technical Field

[0001] The present invention relates to the field of hybrid vehicles, and in particular to a method and device for controlling an engine of a hybrid vehicle, and a vehicle. Background Art

[0002] Hybrid vehicles utilize electric motors and power batteries to provide superior driving performance during engine start-stop and vehicle launch. Currently, hybrid vehicles typically use a 48V starter to address issues such as frequent engine starts and stops in urban areas, resulting in unstable starts, long startup times, and reduced engine life. However, hybrid vehicles typically control their engines based on the characteristics of only a few components, such as engine water temperature and battery state of charge. This makes it impossible to accurately identify and control the timing of engine start-up, resulting in poor drivability, comfort, and fuel economy, and diminishing the user experience.

[0003] From the above analysis, it can be seen that there is currently no effective solution to the problem of low control accuracy of the method for controlling the hybrid vehicle engine provided by the above-mentioned related technologies.

[0004] Summary of the Invention

[0005] Embodiments of the present invention provide a method, apparatus, and vehicle for controlling an engine of a hybrid vehicle, to at least address the technical problem of low control accuracy in methods for controlling an engine of a hybrid vehicle provided in related art.

[0006] According to one aspect of an embodiment of the present invention, a method for controlling an engine of a hybrid vehicle is provided, comprising:

[0007] When the engine of the hybrid vehicle is in a start-up standby state, a current activation mode of the engine is determined using an engine torque signal, a motor torque signal, a gear signal, a control pedal signal, and a parking state signal of the hybrid vehicle, wherein the current activation mode includes at least: engine start activation and engine creep activation; feedback adjustment calculation is performed on a first speed and a second speed to obtain a first torque, wherein the first speed is a transmission input shaft speed of the hybrid vehicle and the second speed is a real-time engine speed of the hybrid vehicle; a difference is calculated between the second speed and a third speed to obtain a second torque, wherein the third speed is a real-time motor speed of the hybrid vehicle; a target torque is determined based on the first torque, the second torque, and the current activation mode; and the engine is driven and controlled according to the target torque.

[0008] Optionally, the hybrid vehicle is provided with a first communication bus and a second communication bus, the first communication bus is configured to provide communication between the vehicle's vehicle controller and the hybrid system, the hybrid system includes at least: an engine control component, a motor control component, the second communication bus is configured to provide communication between the vehicle's vehicle controller and the power system, the power system includes at least: a transmission control component, an electronic stability component and an electronic parking brake component.

[0009] Optionally, the method for controlling the engine of a hybrid vehicle further includes: obtaining an engine torque signal and a motor torque signal through a first communication bus; and obtaining a gear signal, a control pedal signal, and a parking status signal through a second communication bus.

[0010] Optionally, determining the current activation mode of the engine using the engine torque signal, motor torque signal, gear signal, control pedal signal and parking status signal of the hybrid vehicle includes: in response to the engine torque signal and the motor torque signal satisfying a first condition and the gear signal, the control pedal signal and the parking status signal satisfying a second condition, determining that the current activation mode is engine start activation, wherein the first condition includes: determining that the hybrid vehicle is in engine drive mode according to the engine torque signal and the motor torque signal; the second condition includes: determining that the hybrid vehicle is in forward gear or reverse gear according to the gear signal, determining that the brake pedal opening of the hybrid vehicle is less than a first threshold and the accelerator pedal opening is greater than a second threshold according to the control pedal signal, and determining that the parking brake function of the hybrid vehicle is not activated according to the parking status signal.

[0011] Optionally, determining the current activation mode of the engine using the engine torque signal, motor torque signal, gear signal, control pedal signal and parking status signal of the hybrid vehicle includes: in response to the engine torque signal and the motor torque signal satisfying a first condition, the gear signal, the control pedal signal and the parking status signal satisfying a third condition and receiving a creep request signal from the transmission, determining that the current activation mode is engine creep activation, wherein the first condition includes: determining that the hybrid vehicle is in engine drive mode according to the engine torque signal and the motor torque signal; the third condition includes: determining that the hybrid vehicle is in forward gear or reverse gear according to the gear signal, determining that the brake pedal opening of the hybrid vehicle is less than a first threshold and the accelerator pedal opening is less than a third threshold according to the control pedal signal, and determining that the parking brake function of the hybrid vehicle is not activated according to the parking status signal.

[0012] Optionally, performing feedback adjustment calculation on the first speed and the second speed to obtain the first torque includes: calculating the difference between the first speed and the second speed to obtain a first difference; and calculating the first torque using the first difference and a target feedback adjustment method, wherein the target feedback adjustment method is determined by powertrain state information corresponding to the hybrid vehicle and a preset torque adjustment mapping table, and the first torque is used to represent the adjustment torque corresponding to the target feedback adjustment method.

[0013] Optionally, calculating the difference between the second speed and the third speed to obtain the second torque includes: calculating the difference between the second speed and the third speed to obtain a second difference; in response to the second difference being less than or equal to a preset difference lower limit, determining the transmission input shaft torque of the hybrid vehicle as the second torque, wherein the second torque is used to represent the required torque of the engine; in response to the second difference being greater than or equal to a preset difference upper limit, determining the difference between the transmission input shaft torque of the hybrid vehicle and the motor torque as the second torque; and in response to the second difference being greater than the preset difference lower limit and less than the preset difference upper limit, determining the second torque using the accelerator pedal opening of the hybrid vehicle and a preset torque request mapping table.

[0014] Optionally, based on the first torque, the second torque and the current activation mode, determining the target torque includes: adding the first torque and the second torque to obtain a third torque; in response to the third torque being greater than or equal to a preset torque upper limit value, determining the target torque using the preset torque upper limit value and the current activation mode; in response to the third torque being less than or equal to a preset torque lower limit value, determining the target torque using the preset torque lower limit value and the current activation mode; in response to the third torque being greater than the preset torque lower limit value and the third torque being less than the preset torque upper limit value, determining the target torque using the third torque and the current activation mode, wherein the target torque is used to characterize the torque to be distributed to the engine when driving a hybrid vehicle.

[0015] According to another aspect of an embodiment of the present invention, there is provided a device for controlling an engine of a hybrid vehicle, comprising:

[0016] The first determination module is configured to determine the current activation mode of the engine by using the engine torque signal, the motor torque signal, the gear signal, the control pedal signal and the parking state signal of the hybrid vehicle when the engine of the hybrid vehicle is in the starting standby state, wherein the current activation mode includes at least: engine starting activation and engine creep activation; the first calculation module is configured to perform feedback adjustment calculation on a first speed and a second speed to obtain a first torque, wherein the first speed is the speed of the transmission input shaft of the hybrid vehicle and the second speed is the real-time speed of the engine of the hybrid vehicle; the second calculation module is configured to perform a difference calculation between the second speed and a third speed to obtain a second torque, wherein the third speed is the real-time speed of the motor of the hybrid vehicle; the second determination module is configured to determine a target torque based on the first torque, the second torque and the current activation mode; and the control module is configured to drive and control the engine according to the target torque.

[0017] Optionally, the device for controlling the engine of a hybrid vehicle also includes: a setting module, configured to provide the hybrid vehicle with a first communication bus and a second communication bus, the first communication bus is configured to provide communication between the vehicle's vehicle controller and the hybrid system, the hybrid system at least includes: an engine control component, a motor control component, the second communication bus is configured to provide communication between the vehicle's vehicle controller and the power system, the power system at least includes: a transmission control component, an electronic stability component and an electronic parking brake component.

[0018] Optionally, the device for controlling the engine of a hybrid vehicle further includes: an acquisition module configured to acquire an engine torque signal and a motor torque signal through a first communication bus; and an acquisition module configured to acquire a gear signal, a control pedal signal, and a parking status signal through a second communication bus.

[0019] Optionally, the first determination module is further configured to: in response to the engine torque signal and the motor torque signal satisfying a first condition and the gear signal, the control pedal signal and the parking status signal satisfying a second condition, determine that the current activation mode is engine start activation, wherein the first condition includes: determining that the hybrid vehicle is in engine drive mode according to the engine torque signal and the motor torque signal; the second condition includes: determining that the hybrid vehicle is in forward gear or reverse gear according to the gear signal, determining that the brake pedal opening of the hybrid vehicle is less than a first threshold and the accelerator pedal opening is greater than a second threshold according to the control pedal signal, and determining that the parking brake function of the hybrid vehicle is not activated according to the parking status signal.

[0020] Optionally, the above-mentioned first determination module is further configured to: in response to the engine torque signal and the motor torque signal satisfying the first condition, the gear signal, the control pedal signal and the parking status signal satisfying the third condition and receiving the creep request signal issued by the transmission, determine that the current activation mode is engine creep activation, wherein the first condition includes: determining that the hybrid vehicle is in engine drive mode according to the engine torque signal and the motor torque signal; the third condition includes: determining that the hybrid vehicle is in forward gear or reverse gear according to the gear signal, determining that the brake pedal opening of the hybrid vehicle is less than the first threshold and the accelerator pedal opening is less than the third threshold according to the control pedal signal, and determining that the parking brake function of the hybrid vehicle is not activated according to the parking status signal.

[0021] Optionally, the above-mentioned first calculation module is further configured to: calculate the difference between the first speed and the second speed to obtain a first difference; use the first difference and a target feedback adjustment method to calculate a first torque, wherein the target feedback adjustment method is determined by the powertrain state information corresponding to the hybrid vehicle and a preset torque adjustment mapping table, and the first torque is used to represent the adjustment torque corresponding to the target feedback adjustment method.

[0022] Optionally, the second calculation module is further configured to: calculate the difference between the second speed and the third speed to obtain a second difference; in response to the second difference being less than or equal to a preset difference lower limit, determine the transmission input shaft torque of the hybrid vehicle as a second torque, wherein the second torque is used to represent the required torque of the engine; in response to the second difference being greater than or equal to a preset difference upper limit, determine the difference between the transmission input shaft torque of the hybrid vehicle and the motor torque as the second torque; and in response to the second difference being greater than the preset difference lower limit and less than the preset difference upper limit, determine the second torque using the accelerator pedal opening of the hybrid vehicle and a preset torque request mapping table.

[0023] Optionally, the above-mentioned second determination module is further configured to: add the first torque and the second torque to obtain a third torque; in response to the third torque being greater than or equal to a preset torque upper limit value, determine the target torque using the preset torque upper limit value and the current activation mode; in response to the third torque being less than or equal to a preset torque lower limit value, determine the target torque using the preset torque lower limit value and the current activation mode; in response to the third torque being greater than the preset torque lower limit value and the third torque being less than the preset torque upper limit value, determine the target torque using the third torque and the current activation mode, wherein the target torque is used to characterize the torque to be distributed to the engine when driving a hybrid vehicle.

[0024] According to another aspect of an embodiment of the present invention, a vehicle is provided, comprising an on-board memory and an on-board processor, wherein a computer program is stored in the on-board memory, and the on-board processor is configured to run the computer program to execute any one of the aforementioned methods for controlling an engine of a hybrid vehicle.

[0025] In an embodiment of the present invention, when the engine of a hybrid vehicle is in a start-up standby state, the current activation mode of the engine is determined using an engine torque signal, a motor torque signal, a gear position signal, a control pedal signal, and a parking state signal of the hybrid vehicle. The current activation mode includes at least engine start activation and engine creep activation. Next, feedback adjustment calculation is performed on a first speed and a second speed to obtain a first torque, where the first speed is the speed of the hybrid vehicle's transmission input shaft and the second speed is the real-time speed of the hybrid vehicle's engine. The second torque is then calculated by difference between the second speed and a third speed, where the third speed is the real-time speed of the hybrid vehicle's motor. Finally, a target torque is determined based on the first torque, the second torque, and the current activation mode, and the engine is driven and controlled according to the target torque.

[0026] It is easy to understand that the above-mentioned method provided by the present invention achieves the purpose of accurately controlling the engine operation by combining the parameters of multiple assemblies such as the engine torque signal, the motor torque signal, the gear signal, the control pedal signal, and the vehicle's engine starting and other operating conditions to comprehensively control the engine operation, thereby achieving the technical effect of improving the accuracy of engine control and enhancing the drivability, comfort and fuel economy of the hybrid vehicle, thereby solving the technical problem of low control accuracy of the method for controlling the hybrid vehicle engine provided by the related art. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0028] FIG1 is a hardware structure block diagram of a vehicle terminal optionally configured to provide a method for controlling an engine of a hybrid vehicle according to an embodiment of the present invention;

[0029] FIG2 is a schematic diagram of a hybrid system of a hybrid vehicle according to an embodiment of the present invention;

[0030] 3 is a flow chart of a method for controlling an engine of a hybrid vehicle according to an embodiment of the present invention;

[0031] FIG4 is a schematic diagram of torque transmission during an engine starting process of an optional hybrid vehicle according to an embodiment of the present invention;

[0032] FIG5 is a schematic diagram of hardware connections of various systems of an optional hybrid vehicle according to an embodiment of the present invention;

[0033] FIG6 is a schematic diagram of network signal flows of various systems of an optional hybrid vehicle according to an embodiment of the present invention;

[0034] FIG7 is a schematic diagram of an alternative process for controlling an engine of a hybrid vehicle according to an embodiment of the present invention;

[0035] FIG8 is a structural block diagram of a device for controlling an engine of a hybrid vehicle according to an embodiment of the present invention;

[0036] FIG9 is a structural block diagram of another apparatus for controlling an engine of a hybrid vehicle according to an embodiment of the present invention;

[0037] FIG10 is a structural block diagram of another apparatus for controlling an engine of a hybrid vehicle according to an embodiment of the present invention. DETAILED DESCRIPTION

[0038] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0039] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0040] According to an embodiment of the present invention, an embodiment of a method for controlling an engine of a hybrid vehicle is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0041] FIG1 is a block diagram of the hardware structure of a vehicle terminal configured to control the engine of a hybrid vehicle according to an embodiment of the present invention. As shown in FIG1 , the vehicle terminal (or a mobile device in communication with the vehicle) may include one or more processors 102 (processor 102 may include, but is not limited to, a processing device such as a microcontroller unit (MCU) or a programmable logic device (FPGA)), a memory 104 configured to store data, and a transmission device 106 configured to perform communication functions. In addition, the vehicle terminal may also include: a display device 110, input / output devices 108, a Universal Serial Bus (USB) port (which may be included as one of the ports of a computer bus, not shown in the figure), a network interface (not shown in the figure), a power supply (not shown in the figure), and / or a camera (not shown in the figure). Those skilled in the art will appreciate that the structure shown in FIG1 is merely illustrative and does not limit the structure of the vehicle terminal 1 described above. For example, the vehicle terminal may include more or fewer components than shown in FIG1 , or have a configuration different from that shown in FIG1 .

[0042] It should be noted that the one or more processors 102 and / or other data processing circuits may be embodied in whole or in part as software, hardware, firmware, or any other combination thereof. Furthermore, the data processing circuit may be a single independent processing module, or may be fully or partially integrated into any of the other components in the vehicle terminal (or mobile device).

[0043] Memory 104 can be configured to store software programs and modules for application software, such as the program instructions / data storage device corresponding to the method for controlling a hybrid vehicle engine in an embodiment of the present invention. Processor 102 executes the software programs and modules stored in memory 104 to perform various functional applications and data processing, thereby implementing the aforementioned method for controlling a hybrid vehicle engine. Memory 104 can include high-speed random access memory (RAM) and non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some examples, memory 104 may further include memory remotely located from processor 102, which can be connected to the vehicle terminal via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0044] The transmission device 106 is configured to receive or transmit data via a network. A specific example of such a network may include a wireless network provided by a communications provider of the vehicle terminal. In one embodiment, the transmission device 106 includes a network interface controller (NIC) that can be connected to other network devices via a base station to enable communication with the Internet. In another embodiment, the transmission device 106 may be a radio frequency (RF) module configured to communicate with the Internet wirelessly.

[0045] FIG2 is a schematic diagram of a hybrid system of a hybrid vehicle according to an embodiment of the present invention. As shown in FIG2 , the hybrid system includes at least: an accelerator pedal 201 configured to control the opening and closing degree of the throttle of an engine 217, thereby controlling the power output of the engine 217; a brake pedal 202 configured to limit the power output of the engine 217 to control the hybrid vehicle to decelerate or stop; a vehicle control unit (VCU) 203 is the core control component of the hybrid vehicle, configured to send control instructions to one or more other components of the hybrid vehicle (such as a battery management system 205, a motor controller 206, and an engine control system 207) to control their operation; a DC converter controller 204 and a direct current-direct current converter 213, both configured to convert a DC power supply into a DC power supply of different voltages; a battery management system (BMS) 205, configured to monitor the battery status to prevent abnormal conditions such as overcharging, overdischarging, and overheating; and a motor control unit (MCC). The engine control system (EMS) 207 is configured to control the working state and performance of the engine, including but not limited to: controlling the fuel supply, controlling the ignition system, controlling the intake system, monitoring the engine operating state, and adjusting the engine performance.

[0046] As shown in FIG. 2 , the hybrid system of a hybrid vehicle includes at least: a transmission control unit (TCU) 208 configured to control and manage a transmission 219; an anti-lock brake system (ABS) 209 configured to automatically control the braking force of the hybrid vehicle during braking, thereby preventing the front wheels 220 and rear wheels 221 from locking, thereby improving the safety of the hybrid vehicle; and an electronic stability program (ESP) 210 configured to analyze vehicle driving information transmitted by various vehicle sensors (such as position sensors, speed sensors, temperature sensors, and pressure sensors) and send correction instructions to relevant components to maintain dynamic balance of the hybrid vehicle.

[0047] Still as shown in FIG2 , the hybrid system of the hybrid vehicle includes at least: a 48V battery 211, configured to increase the voltage of various components of the hybrid vehicle, capable of providing greater driving power to the motor 215, and realizing rapid start and stop of the engine 217; an inverter 212, configured to adjust the frequency and amplitude of the output voltage to control the speed and power of the vehicle; a 12V battery 214, configured to provide power to the components of the hybrid vehicle; a motor 215, configured to regulate the speed of the engine 217; a starter 216, configured to convert the power supply (such as the 48V battery 211 and the 12V battery 217) into a starter. 14) is converted into mechanical energy to drive the flywheel of the engine 217 to rotate to start the engine 217; the engine 217 is configured to drive the hybrid vehicle; the clutch 218 is configured to cut off or transmit the power output by the engine 217; the transmission 219 is configured to transmit the speed and torque from the engine 217; the front wheels 220 and the rear wheels 221 are configured to bear the entire weight of the hybrid vehicle, transmit braking force, traction, braking torque, and driving torque, and can also be configured to alleviate and absorb the impact and vibration caused by uneven ground to the hybrid vehicle.

[0048] Under the above operating environment, an embodiment of the present invention provides a method for controlling an engine of a hybrid vehicle as shown in FIG3 . FIG3 is a flow chart of a method for controlling an engine of a hybrid vehicle according to an embodiment of the present invention. As shown in FIG3 , the embodiment shown in FIG3 may include at least the following implementation steps, that is, the technical solution implemented by steps S31 to S35.

[0049] Step S31, when the engine of the hybrid vehicle is in a start standby state, determining a current activation mode of the engine using the engine torque signal, the motor torque signal, the gear position signal, the control pedal signal, and the parking state signal of the hybrid vehicle, wherein the current activation mode includes at least: engine start activation and engine creep activation;

[0050] Step S32, performing feedback adjustment calculation on the first speed and the second speed to obtain a first torque, wherein the first speed is the speed of the transmission input shaft of the hybrid vehicle, and the second speed is the real-time speed of the engine of the hybrid vehicle;

[0051] Step S33, calculating the difference between the second speed and the third speed to obtain a second torque, wherein the third speed is the real-time speed of the motor of the hybrid vehicle;

[0052] Step S34, determining a target torque based on the first torque, the second torque and the current activation mode;

[0053] Step S35: Controlling the engine driving according to the target torque.

[0054] In the optional technical solutions provided in steps S31 to S35, the start standby state may be when the hybrid vehicle's vehicle key is in the KeyStart state and the powertrain is in a fully drivable state. Methods for obtaining the transmission input shaft speed, the real-time engine speed, and the real-time motor speed may include, but are not limited to, reading using the vehicle's On-Board Diagnostics (OBD) system, reading from the vehicle's instrument panel, or scanning using a dedicated scan tool.

[0055] In the optional technical solutions provided in steps S31 to S35, the engine start activation mode may refer to a mode in which the engine cranks the engine via a starter motor or other starting mechanism to initiate engine operation. The creep activation mode may be a mode in which the engine provides a lower power output to accommodate low-speed driving. In this mode, the engine provides high torque output and low fuel consumption. The target torque may be the engine torque, which is transmitted to the vehicle's drive shaft, causing the drive shaft to generate torque to rotate the vehicle's tires, thereby enabling the vehicle to move.

[0056] In an embodiment of the present invention, when the engine of a hybrid vehicle is in a start-up standby state, the current activation mode of the engine is determined using an engine torque signal, a motor torque signal, a gear position signal, a control pedal signal, and a parking state signal of the hybrid vehicle. The current activation mode includes at least engine start activation and engine creep activation. Next, feedback adjustment calculation is performed on a first speed and a second speed to obtain a first torque, where the first speed is the speed of the hybrid vehicle's transmission input shaft and the second speed is the real-time speed of the hybrid vehicle's engine. The second torque is then calculated by difference between the second speed and a third speed, where the third speed is the real-time speed of the hybrid vehicle's motor. Finally, a target torque is determined based on the first torque, the second torque, and the current activation mode, and the engine is driven and controlled according to the target torque.

[0057] It is easy to understand that the above-mentioned method provided by the present invention achieves the purpose of accurately controlling the engine operation by combining the parameters of multiple assemblies such as the engine torque signal, the motor torque signal, the gear signal, the control pedal signal, and the vehicle's engine starting and other operating conditions to comprehensively control the engine operation, thereby achieving the technical effect of improving the accuracy of engine control and enhancing the drivability, comfort and fuel economy of the hybrid vehicle, thereby solving the technical problem of low control accuracy of the method for controlling the hybrid vehicle engine provided by the related art.

[0058] The above method of the embodiment of the present invention is further introduced below.

[0059] In an optional embodiment, a hybrid vehicle is provided with a first communication bus and a second communication bus, the first communication bus being configured to provide communication between the vehicle's whole vehicle controller and the hybrid system, the hybrid system including at least: an engine control component, a motor control component, the second communication bus being configured to provide communication between the vehicle's whole vehicle controller and the power system, the power system including at least: a transmission control component, an electronic stability component and an electronic parking brake component.

[0060] In the above optional embodiment, the first communication bus may be a hybrid bus, which may be configured to connect different components and systems of the vehicle (such as the powertrain, drive system, and body control system). It should also be noted that the hybrid bus standard may be, but is not limited to, a Controller Area Network (CAN) bus and a Local Interconnect Network (LIN) bus, and may transmit various types of data, including but not limited to sensor data, control signals, and fault diagnosis information. The engine control assembly may include an engine and an engine control system. The motor control assembly may include a motor and an electrical controller.

[0061] Still in the above optional embodiment, the above second communication bus can be a power bus, which can be configured to transmit data and signals between various vehicle systems (such as the engine control system, transmission control system, and brake control system). It should also be noted here that the power bus can use a serial communication method to transmit data and signals such as engine speed, vehicle speed, brake status, and transmission status. The above transmission control component can include a transmission and a transmission controller. The above electronic stability component can include but is not limited to: an electronic stability system, an anti-lock braking system, a traction control system, a brake assist system, and a vehicle height adjustment system. The above electronic parking brake component can include an electronic control unit and an electric parking brake.

[0062] In an optional embodiment, the method for controlling an engine of a hybrid vehicle further includes:

[0063] Step S36, acquiring the engine torque signal and the motor torque signal via the first communication bus;

[0064] Step S37: acquiring the gear position signal, the control pedal signal and the parking status signal through the second communication bus.

[0065] The above method is further described below with reference to FIG2 and FIG4-6.

[0066] Figure 4 is a schematic diagram of torque transmission during the engine starting process of an optional hybrid vehicle according to an embodiment of the present invention. As shown in Figures 2 and 4, during the engine starting process, the vehicle controller 203 sends a motor torque request instruction to the motor controller 206, and the torque request value is zero. The motor controller 206 controls the motor to output zero torque. Then, the vehicle controller 203 sends an engine target torque distribution instruction to the EMS, and the clutch combines to transmit the driving torque. Further, the driving torque is transmitted to the wheels through the vehicle's drive axle, driving the wheels to rotate, thereby realizing the vehicle's driving travel.

[0067] Figure 5 is a schematic diagram of the hardware connections of various systems of an optional hybrid vehicle according to an embodiment of the present invention. As shown in Figure 5, the accelerator pedal 201 and the brake pedal 202 are connected to the vehicle controller 203 through hard lines, the engine control system 207 and the motor controller 206 are connected to the vehicle controller 203 through a hybrid bus, the transmission controller 208, the electronic stability system 210, and the electronic parking brake system 222 are connected to the vehicle controller 203 through a power bus, the oil pipeline 223 can transmit data to the vehicle controller 203 through a pressure sensor and a flow sensor, and the vehicle controller 203 can control the clutch 218 through a pressure valve and a flow valve.

[0068] Still as shown in Figure 5, the engine control system 207 can respond to the torque request instruction sent by the vehicle controller 203 and send the engine torque output signal to the vehicle controller 203; the motor controller 206 can respond to the torque request instruction sent by the vehicle controller 203 and send the motor torque output signal to the vehicle controller 203; the transmission controller 208 can respond to the control request of the vehicle controller 203 for the clutch 218 and send the gear signal to the vehicle controller 203; the electronic stability system 210 can send the vehicle speed signal to the vehicle controller 203; and the electronic parking brake system 222 can send the parking status signal to the vehicle controller 203.

[0069] FIG6 is a schematic diagram of the network signal flow of each system of an optional hybrid vehicle according to an embodiment of the present invention. As shown in FIG6 , the network signal table of each system is shown in Table 1 below:

[0070] Table 1

[0071] In an optional embodiment, in step S31, determining the current activation mode of the engine using the engine torque signal, the motor torque signal, the gear position signal, the control pedal signal, and the parking state signal of the hybrid vehicle includes:

[0072] Step S311: In response to the engine torque signal and the motor torque signal satisfying a first condition and the gear signal, the control pedal signal, and the parking status signal satisfying a second condition, determining that the current activation mode is engine start activation, wherein the first condition includes: determining that the hybrid vehicle is in engine drive mode based on the engine torque signal and the motor torque signal; the second condition includes: determining that the hybrid vehicle is in forward gear or reverse gear based on the gear signal, determining that the brake pedal opening of the hybrid vehicle is less than a first threshold and the accelerator pedal opening is greater than a second threshold based on the control pedal signal, and determining that the parking brake function of the hybrid vehicle is not activated based on the parking status signal.

[0073] In the optional technical solution provided in the above step S311, the above first threshold and second threshold can be pre-set values ​​based on the performance of the hybrid vehicle. As an optional implementation, the first threshold is 1% and the second threshold is 5%. Under this condition, when the vehicle key is in the start state, the vehicle power system is in the vehicle-driving state, the gear is in the forward gear or the reverse gear, the brake pedal is not pressed (i.e., the brake pedal opening is less than 1%), the parking brake is in the inactive state, and when it is detected that the accelerator pedal opening is greater than 5%, the engine is controlled to start.

[0074] In the technical solution provided by the present invention, it should be noted that when the engine of the hybrid vehicle enters the start-up active state from the start-up standby state, the state of each assembly may be as shown in Table 2 below:

[0075] Table 2

[0076] It should also be noted that in the technical solution provided by the present invention, during the starting process, when a system or component such as the engine or motor fails and becomes unable to drive, the hybrid vehicle's own fault detection system can be used to locate the fault location, determine the fault type, and present the fault information through display devices such as instruments, and automatically provide feedback to the after-sales service platform to ensure timely repair of the fault.

[0077] The above method will be further described below with reference to FIG7 .

[0078] Figure 7 is a schematic diagram of an optional process for controlling the engine of a hybrid vehicle according to an embodiment of the present invention. As shown in Figure 7, when the engine is in the start standby state, when the engine torque signal and the motor torque signal meet the first condition and the gear signal, the control pedal signal and the parking state signal meet the second condition, the engine is controlled to enter the start activation state; when the engine is in the start activation state, when the engine shutdown is completed and the shutdown completion flag is 1, the engine is controlled to enter the start standby state.

[0079] In an optional embodiment, in step S31, determining the current activation mode of the engine using the engine torque signal, the motor torque signal, the gear position signal, the control pedal signal, and the parking state signal of the hybrid vehicle includes:

[0080] In step S312, in response to the engine torque signal and the motor torque signal satisfying a first condition, the gear signal, the control pedal signal, and the parking status signal satisfying a third condition, and a creep request signal from the transmission being received, it is determined that the current activation mode is engine creep activation, wherein the first condition includes: determining that the hybrid vehicle is in engine drive mode according to the engine torque signal and the motor torque signal; the third condition includes: determining that the hybrid vehicle is in forward gear or reverse gear according to the gear signal, determining that the brake pedal opening of the hybrid vehicle is less than a first threshold and the accelerator pedal opening is less than a third threshold according to the control pedal signal, and determining that the parking brake function of the hybrid vehicle is not activated according to the parking status signal.

[0081] In the optional technical solution provided in the above step S312, the above first threshold and third threshold can be pre-set values ​​based on the performance of the hybrid vehicle. As an optional implementation method, the first threshold and the third threshold are both 1%. Under this condition, when the vehicle key is in the start state, the vehicle power system is in the vehicle-drivable state, the gear is in the forward gear or the reverse gear, the parking brake is in the inactive state, and it is detected that the accelerator pedal opening is greater than 5%, the hybrid power system is in a fault-free state, the vehicle controller receives a creep request sent by the transmission controller, and both the accelerator pedal and the brake pedal are not depressed (the pedal opening is less than 1%), the engine is controlled to creep.

[0082] In the technical solution provided by the present invention, it is also necessary to explain that when the engine of the hybrid vehicle enters the creep activation state from the start standby state, the state of each assembly may be as shown in the following Table 3:

[0083] Table 3

[0084] It should also be noted that in the technical solution provided by the present invention, when a system or component such as the engine or motor fails during crawling and becomes unable to drive, the hybrid vehicle's own fault detection system can be used to locate the fault position, determine the fault type, and present the fault information through display devices such as instruments, and automatically provide feedback to the after-sales service platform to ensure timely repair of the fault.

[0085] Still as shown in Figure 7, when the engine is in the start standby state, when the above-mentioned first and third conditions are met and the creep request signal sent by the transmission is received, the engine is controlled to enter the creep activation state; when the engine is in the creep activation state, when the engine shutdown is completed and the shutdown completion flag is 1, the engine is controlled to enter the start standby state.

[0086] Still as shown in Figure 7, it should be noted that when the engine is in the start activation state, when the above-mentioned first and third conditions are met and the creep request signal from the gearbox is received, the engine is controlled to enter the creep activation state; when the engine is in the creep activation state, when the above-mentioned first and second conditions are met, the engine is controlled to enter the start activation state.

[0087] In an optional embodiment, in step S32, performing feedback adjustment calculation on the first speed and the second speed to obtain the first torque includes:

[0088] Step S321, performing a difference calculation on the first speed to obtain a first difference;

[0089] In step S322, a first torque is calculated using the first difference and a target feedback adjustment method. The target feedback adjustment method is determined by the powertrain state information corresponding to the hybrid vehicle and a preset torque adjustment mapping table. The first torque is used to represent the adjustment torque corresponding to the target feedback adjustment method.

[0090] In the optional technical solutions provided by steps S321 to S322 above, the target feedback adjustment method can be a proportional-integral (PI) adjustment method. Specifically, proportional adjustment can be used to directly adjust the torque output by the motor according to the error signal, and integral adjustment can be used to continuously adjust the torque output by the motor according to the integral value of the error signal. Thus, the combined adjustment method of proportional adjustment and integral adjustment can accurately control the torque.

[0091] In the optional technical solution provided by steps S321 to S322 above, the preset torque adjustment mapping table can be used to determine the PI adjustment torque corresponding to different powertrain states, and can be pre-stored in a storage device of the hybrid vehicle.

[0092] In the technical solution provided by the present invention, a transmission input shaft speed request and an engine speed request are first sent, and the transmission controller and the engine control system respectively feedback the transmission input shaft speed and the real-time engine speed. Then, the difference between the transmission input shaft speed and the real-time engine speed is calculated, and the difference is used as the input value of PI regulation. Furthermore, based on the difference and the current powertrain state of the hybrid vehicle, the PI regulation torque (first torque) is queried from a preset torque regulation mapping table.

[0093] In an optional embodiment, in step S33, calculating the difference between the second speed and the third speed to obtain the second torque includes:

[0094] Step S331, calculating the difference between the second speed and the third speed to obtain a second difference;

[0095] Step S332 , in response to the second difference being less than or equal to a preset difference lower limit, determining the transmission input shaft torque of the hybrid vehicle as a second torque, wherein the second torque is used to represent the required torque of the engine;

[0096] Step S333 , in response to the second difference being greater than or equal to a preset upper limit of the difference, determining the difference between the transmission input shaft torque and the motor torque of the hybrid vehicle as the second torque;

[0097] In step S334 , in response to the second difference being greater than a preset lower limit and less than a preset upper limit, the second torque is determined using the accelerator pedal opening of the hybrid vehicle and a preset torque request mapping table.

[0098] In the technical solution provided by the present invention, based on the acquired real-time engine speed and the real-time motor speed, the difference between the two (second difference) is calculated. When the second difference is less than or equal to a preset lower limit of the difference, the required torque of the engine (second torque) is determined to be the transmission input shaft torque; when the second difference is greater than or equal to a preset upper limit of the difference, the second torque is determined to be the difference between the transmission input shaft torque and the motor torque; when the second difference is between the preset lower limit of the difference and the preset upper limit of the difference, the engine torque distribution value (second torque) is determined according to a preset torque request mapping table for determining the correspondence between the engine torque distribution value and the vehicle accelerator pedal opening.

[0099] In an optional embodiment, in step S34, determining the target torque based on the first torque, the second torque, and the current activation mode includes:

[0100] Step S341, adding the first torque and the second torque to obtain a third torque;

[0101] Step S342 , in response to the third torque being greater than or equal to the preset torque upper limit value, determining the target torque using the preset torque upper limit value and the current activation mode;

[0102] Step S343 , in response to the third torque being less than or equal to the preset torque lower limit, determining the target torque using the preset torque lower limit and the current activation mode;

[0103] In step S344 , in response to the third torque being greater than a preset torque lower limit and less than a preset torque upper limit, a target torque is determined using the third torque and the current activation mode, wherein the target torque is used to represent the torque to be distributed to the engine when driving the hybrid vehicle.

[0104] In the technical solution provided by the present invention, the PI adjustment torque and the required torque of the engine are added to obtain the engine torque (third torque). Further, the third torque is processed by the preset torque upper limit value and the preset torque lower limit value of the engine to obtain the engine target torque distribution value (target torque). Specifically, when the engine torque is greater than or equal to the preset torque upper limit value, the engine target torque distribution value is determined to be the preset torque upper limit value; when the engine torque is less than or equal to the preset torque lower limit value, the engine target torque distribution value is determined to be the preset torque lower limit value; when the engine torque is between the preset torque lower limit value and the preset torque upper limit value, the engine target torque distribution value is determined to be the calculated engine torque.

[0105] In the technical solution provided by the present invention, it can be understood that the vehicle controller of the hybrid vehicle can complete the above-mentioned engine target torque distribution value determination process and send the calculated engine target torque distribution value to the engine control system via a network signal, so that the engine control system controls the engine to output the engine target torque distribution value control to meet the current driving needs of the hybrid vehicle.

[0106] The method for controlling the engine of a hybrid vehicle provided by the present invention can achieve the following technical effects: by combining parameters of multiple assemblies such as the engine torque signal, the motor torque signal, the gear signal, the control pedal signal, and operating conditions such as the vehicle's engine start, and based on the engine's torque distribution algorithm, the engine operation is comprehensively and accurately controlled, thereby improving the accuracy of engine control and enhancing the drivability, comfort, and fuel economy of the hybrid vehicle.

[0107] In this embodiment, a device for controlling a hybrid vehicle engine is also provided. The device is configured to implement the aforementioned embodiments and preferred implementations, and details already described are omitted. As used below, a "module" refers to a combination of software and / or hardware that can implement a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, implementation in hardware, or a combination of software and hardware, is also possible and contemplated.

[0108] FIG8 is a structural block diagram of a device for controlling an engine of a hybrid vehicle according to an embodiment of the present invention. As shown in FIG8 , the device includes:

[0109] A first determining module 801 is configured to determine a current activation mode of the engine when the engine of the hybrid vehicle is in a start standby state, using an engine torque signal, a motor torque signal, a gear position signal, a control pedal signal, and a parking state signal of the hybrid vehicle, wherein the current activation mode includes at least: engine start activation and engine creep activation;

[0110] a first calculation module 802 configured to perform feedback adjustment calculation on a first speed and a second speed to obtain a first torque, wherein the first speed is a speed of a transmission input shaft of the hybrid vehicle and the second speed is a real-time speed of an engine of the hybrid vehicle;

[0111] A second calculation module 803 is configured to calculate the difference between the second speed and the third speed to obtain a second torque, wherein the third speed is a real-time speed of the motor of the hybrid vehicle;

[0112] A second determination module 804 is configured to determine a target torque based on the first torque, the second torque, and the current activation mode;

[0113] The control module 805 is configured to control the driving of the engine according to the target torque.

[0114] Optionally, Figure 9 is a structural block diagram of another device for controlling the engine of a hybrid vehicle according to an embodiment of the present invention. As shown in Figure 9, in addition to all the modules shown in Figure 8, the device also includes: a setting module 806, configured to provide the hybrid vehicle with a first communication bus and a second communication bus, the first communication bus is configured to provide communication between the vehicle controller and the hybrid system of the vehicle, the hybrid system includes at least: an engine control component, a motor control component, and the second communication bus is configured to provide communication between the vehicle controller and the power system of the vehicle, the power system includes at least: a transmission control component, an electronic stability component and an electronic parking brake component.

[0115] Optionally, Figure 10 is a structural block diagram of another device for controlling the engine of a hybrid vehicle according to an embodiment of the present invention. As shown in Figure 10, in addition to all the modules shown in Figure 9, the device also includes: an acquisition module 807, which is configured to obtain an engine torque signal and a motor torque signal through a first communication bus; and obtain a gear signal, a control pedal signal, and a parking status signal through a second communication bus.

[0116] Optionally, the first determination module 801 is further configured to: in response to the engine torque signal and the motor torque signal satisfying a first condition and the gear signal, the control pedal signal, and the parking status signal satisfying a second condition, determine that the current activation mode is engine start activation, wherein the first condition includes: determining that the hybrid vehicle is in engine drive mode according to the engine torque signal and the motor torque signal; the second condition includes: determining that the hybrid vehicle is in forward gear or reverse gear according to the gear signal, determining that the brake pedal opening of the hybrid vehicle is less than a first threshold and the accelerator pedal opening is greater than a second threshold according to the control pedal signal, and determining that the parking brake function of the hybrid vehicle is not activated according to the parking status signal.

[0117] Optionally, the first determination module 801 is further configured to: in response to the engine torque signal and the motor torque signal satisfying a first condition, the gear signal, the control pedal signal and the parking status signal satisfying a third condition and receiving a creep request signal from the transmission, determine that the current activation mode is engine creep activation, wherein the first condition includes: determining that the hybrid vehicle is in engine drive mode according to the engine torque signal and the motor torque signal; the third condition includes: determining that the hybrid vehicle is in forward gear or reverse gear according to the gear signal, determining that the brake pedal opening of the hybrid vehicle is less than a first threshold and the accelerator pedal opening is less than a third threshold according to the control pedal signal, and determining that the parking brake function of the hybrid vehicle is not activated according to the parking status signal.

[0118] Optionally, the first calculation module 802 is further configured to: calculate the difference between the first speed and the second speed to obtain a first difference; and calculate a first torque using the first difference and a target feedback adjustment method, wherein the target feedback adjustment method is determined by powertrain state information corresponding to the hybrid vehicle and a preset torque adjustment mapping table, and the first torque is used to represent the adjustment torque corresponding to the target feedback adjustment method.

[0119] Optionally, the second calculation module 803 calculates the difference between the second speed and the third speed to obtain a second difference; in response to the second difference being less than or equal to a preset difference lower limit, determines the transmission input shaft torque of the hybrid vehicle as a second torque, wherein the second torque is used to represent the required torque of the engine; in response to the second difference being greater than or equal to a preset difference upper limit, determines the difference between the transmission input shaft torque of the hybrid vehicle and the motor torque as the second torque; and in response to the second difference being greater than the preset difference lower limit and less than the preset difference upper limit, determines the second torque using the accelerator pedal opening of the hybrid vehicle and a preset torque request mapping table.

[0120] Optionally, the second determination module 804 is further configured to: add the first torque and the second torque to obtain a third torque; in response to the third torque being greater than or equal to a preset torque upper limit value, determine the target torque using the preset torque upper limit value and the current activation mode; in response to the third torque being less than or equal to a preset torque lower limit value, determine the target torque using the preset torque lower limit value and the current activation mode; in response to the third torque being greater than the preset torque lower limit value and the third torque being less than the preset torque upper limit value, determine the target torque using the third torque and the current activation mode, wherein the target torque is used to characterize the torque to be allocated to the engine when driving a hybrid vehicle.

[0121] It should be noted that the above modules can be implemented through software or hardware. For the latter, it can be implemented in the following ways, but not limited to: the above modules are all located in the same processor; or the above modules are located in different processors in any combination.

[0122] According to another aspect of an embodiment of the present invention, a vehicle is provided, comprising an on-board memory and an on-board processor, wherein a computer program is stored in the on-board memory, and the on-board processor is configured to run the computer program to execute any one of the aforementioned methods for controlling an engine of a hybrid vehicle.

[0123] Optionally, in this embodiment, the vehicle-mounted memory may be configured to store a computer program configured to perform the following steps:

[0124] Step S1, when the engine of the hybrid vehicle is in a start standby state, determining a current activation mode of the engine using an engine torque signal, a motor torque signal, a gear position signal, a control pedal signal, and a parking state signal of the hybrid vehicle, wherein the current activation mode includes at least: engine start activation and engine creep activation;

[0125] Step S2, performing feedback adjustment calculation on a first speed and a second speed to obtain a first torque, wherein the first speed is a speed of an input shaft of a transmission of the hybrid vehicle, and the second speed is a real-time speed of an engine of the hybrid vehicle;

[0126] Step S3, calculating the difference between the second speed and the third speed to obtain a second torque, wherein the third speed is the real-time speed of the motor of the hybrid vehicle;

[0127] Step S4, determining a target torque based on the first torque, the second torque and the current activation mode;

[0128] Step S5: Controlling the engine driving according to the target torque.

[0129] Optionally, in this embodiment, the above-mentioned storage medium may include but is not limited to: a USB flash drive, a read-only memory (ROM), a random access memory (RAM), a mobile hard disk, a magnetic disk or an optical disk, and other media that can store computer programs.

[0130] Optionally, in this embodiment, the vehicle-mounted processor may be configured to execute the following steps via a computer program:

[0131] Step S1, when the engine of the hybrid vehicle is in a start standby state, determining a current activation mode of the engine using an engine torque signal, a motor torque signal, a gear position signal, a control pedal signal, and a parking state signal of the hybrid vehicle, wherein the current activation mode includes at least: engine start activation and engine creep activation;

[0132] Step S2, performing feedback adjustment calculation on a first speed and a second speed to obtain a first torque, wherein the first speed is a speed of an input shaft of a transmission of the hybrid vehicle, and the second speed is a real-time speed of an engine of the hybrid vehicle;

[0133] Step S3, calculating the difference between the second speed and the third speed to obtain a second torque, wherein the third speed is the real-time speed of the motor of the hybrid vehicle;

[0134] Step S4, determining a target torque based on the first torque, the second torque and the current activation mode;

[0135] Step S5: Controlling the engine driving according to the target torque.

[0136] Optionally, specific examples in this embodiment may refer to the examples described in the above embodiment and its optional implementation manners, and this embodiment will not be described in detail here.

[0137] The serial numbers of the above embodiments of the present invention are for description only and do not represent the advantages or disadvantages of the embodiments.

[0138] In the above embodiments of the present invention, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0139] In the several embodiments provided by the present invention, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are merely illustrative. For example, the division of the units can be a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, and can be electrical or other forms.

[0140] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0141] In addition, the functional units in the various embodiments of the present invention may be integrated into a single processing unit, each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0142] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server or network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: various media that can store program codes, such as a USB flash drive, a read-only memory, a random access memory, a mobile hard disk, a magnetic disk or an optical disk.

[0143] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as within the scope of protection of the present invention.

Claims

1. A method for controlling an engine of a hybrid vehicle, comprising: When the engine of the hybrid vehicle is in a start standby state, the current activation mode of the engine is determined by using the engine torque signal, the motor torque signal, the gear signal, the control pedal signal and the parking state signal of the hybrid vehicle, wherein the current activation mode at least includes: engine start activation and engine creep activation; Performing feedback adjustment calculation on a first speed and a second speed to obtain a first torque, wherein the first speed is a speed of a transmission input shaft of the hybrid vehicle, and the second speed is a real-time speed of an engine of the hybrid vehicle; Calculating the difference between the second speed and the third speed to obtain a second torque, wherein the third speed is a real-time speed of the motor of the hybrid vehicle; determining a target torque based on the first torque, the second torque and the current activation mode; The engine is driven and controlled according to the target torque.

2. The method according to claim 1, wherein: The hybrid vehicle is provided with a first communication bus and a second communication bus. The first communication bus is configured to provide communication between the vehicle controller and the hybrid system of the vehicle. The hybrid system at least includes: an engine control component and a motor control component. The second communication bus is configured to provide communication between the vehicle controller and the power system of the vehicle. The power system at least includes: a transmission control component, an electronic stability component and an electronic parking brake component.

3. The method according to claim 2, wherein: The method further comprises: Acquiring the engine torque signal and the motor torque signal through the first communication bus; The gear position signal, the control pedal signal and the parking state signal are acquired through the second communication bus.

4. The method according to claim 1, wherein: Determining the current activation mode of the engine by using the engine torque signal, the motor torque signal, the gear signal, the control pedal signal, and the parking state signal of the hybrid vehicle includes: In response to the engine torque signal and the motor torque signal satisfying a first condition and the gear signal, the control pedal signal and the parking state signal satisfying a second condition, determining that the current activation mode is the engine start activation, wherein, The first condition includes: determining that the hybrid vehicle is in an engine drive mode according to the engine torque signal and the motor torque signal; The second condition includes: determining that the hybrid vehicle is in a forward gear or a reverse gear according to the gear signal, determining that a brake pedal opening of the hybrid vehicle is less than a first threshold and an accelerator pedal opening is greater than a second threshold according to the control pedal signal, and determining that a parking brake function of the hybrid vehicle is not activated according to the parking status signal.

5. The method according to claim 1, wherein: Determining the current activation mode of the engine by using the engine torque signal, the motor torque signal, the gear signal, the control pedal signal, and the parking state signal of the hybrid vehicle includes: In response to the engine torque signal and the motor torque signal satisfying a first condition, the gear signal, the control pedal signal and the parking state signal satisfying a third condition and receiving a creep request signal from a transmission, determining that the current activation mode is the engine creep activation, wherein: The first condition includes: determining that the hybrid vehicle is in an engine drive mode according to the engine torque signal and the motor torque signal; The third condition includes: determining that the hybrid vehicle is in a forward gear or a reverse gear according to the gear signal, determining that a brake pedal opening of the hybrid vehicle is less than a first threshold and an accelerator pedal opening is less than a third threshold according to the control pedal signal, and determining that a parking brake function of the hybrid vehicle is not activated according to the parking status signal.

6. The method according to claim 1, wherein: Performing feedback adjustment calculation on the first speed and the second speed to obtain the first torque includes: Calculating the difference between the first speed and the second speed to obtain a first difference; The first torque is calculated using the first difference and a target feedback adjustment method, wherein the target feedback adjustment method is determined by powertrain state information corresponding to the hybrid vehicle and a preset torque adjustment mapping table, and the first torque is used to characterize the adjustment torque corresponding to the target feedback adjustment method.

7. The method according to claim 1, wherein: Calculating the difference between the second speed and the third speed to obtain the second torque includes: Calculating the difference between the second speed and the third speed to obtain a second difference; In response to the second difference being less than or equal to a preset difference lower limit, determining the transmission input shaft torque of the hybrid vehicle as the second torque, wherein the second torque is used to represent the required torque of the engine; In response to the second difference being greater than or equal to a preset difference upper limit, determining a difference between the transmission input shaft torque and the motor torque of the hybrid vehicle as the second torque; In response to the second difference being greater than the preset difference lower limit and less than the preset difference upper limit, the second torque is determined using an accelerator pedal opening of the hybrid vehicle and a preset torque request mapping table.

8. The method according to claim 1, wherein: Based on the first torque, the second torque and the current activation mode, determining the target torque includes: Adding the first torque and the second torque to obtain a third torque; In response to the third torque being greater than or equal to a preset torque upper limit value, determining the target torque using the preset torque upper limit value and the current activation mode; In response to the third torque being less than or equal to a preset torque lower limit value, determining the target torque using the preset torque lower limit value and the current activation mode; In response to the third torque being greater than the preset torque lower limit value and the third torque being less than the preset torque upper limit value, the target torque is determined using the third torque and the current activation mode, wherein the target torque is used to characterize the torque to be distributed to the engine when driving the hybrid vehicle.

9. A device for controlling an engine of a hybrid vehicle, comprising: a first determination module, configured to determine a current activation mode of the engine by using an engine torque signal, a motor torque signal, a gear signal, a control pedal signal and a parking state signal of the hybrid vehicle when the engine of the hybrid vehicle is in a start standby state, wherein the current activation mode at least includes: engine start activation and engine creep activation; a first calculation module, configured to perform feedback adjustment calculation on a first speed and a second speed to obtain a first torque, wherein the first speed is a speed of an input shaft of a gearbox of the hybrid vehicle, and the second speed is a real-time speed of an engine of the hybrid vehicle; a second calculation module, configured to calculate the difference between the second speed and a third speed to obtain a second torque, wherein the third speed is a real-time speed of the motor of the hybrid vehicle; a second determination module, configured to determine a target torque based on the first torque, the second torque and the current activation mode; A control module is configured to drive and control the engine according to the target torque.

10. A vehicle, comprising an on-board memory and an on-board processor, wherein the on-board memory stores a computer program, and the on-board processor is configured to run the computer program to execute the method for controlling an engine of a hybrid vehicle according to any one of claims 1 to 8.

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