Methods, devices, and vehicles for controlling the engine of hybrid vehicles

Abstract

This invention discloses a method, apparatus, and vehicle for controlling the engine of a hybrid vehicle. The method includes: when the hybrid vehicle's engine is in a start-up standby state, determining the current activation mode of the engine using engine torque signals, motor torque signals, gear signals, control pedal signals, and parking status signals; performing feedback adjustment calculations on a first speed and a second speed to obtain a first torque, wherein the first speed is the input shaft speed of the hybrid vehicle's transmission, and the second speed is the real-time engine speed of the hybrid vehicle; calculating the difference between the second speed and a third speed to obtain a second torque, wherein the third speed is the real-time motor speed of the hybrid vehicle; determining a target torque based on the first torque, the second torque, and the current activation mode; and performing drive control on the engine according to the target torque. This invention solves the technical problem of low control accuracy in related technologies for controlling hybrid vehicle engines.

Description

Technical Field

[0001] This invention relates to the field of hybrid vehicles, and more specifically, to a method, apparatus, and vehicle for controlling the engine of a hybrid vehicle. Background Technology

[0002] Hybrid vehicles utilize the electric motor and battery to provide superior driving performance during engine start-stop and vehicle start-up. Currently, hybrid vehicles typically use a 48V starter motor to address the issues of unstable starting, long start-up times, and reduced engine life caused by frequent engine start-stop cycles in urban driving conditions. However, current hybrid technologies often control the engine based on only a few assembly characteristics such as engine coolant temperature and battery state of charge. This results in an inability to accurately identify and control the timing of engine start-up, leading to poor drivability, comfort, and fuel economy, thus reducing the user's driving experience.

[0003] As can be seen from the above analysis, there is currently no effective solution to the problem of low control accuracy in the methods for controlling hybrid vehicle engines provided by the aforementioned related technologies. Summary of the Invention

[0004] This invention provides a method, apparatus, and vehicle for controlling the engine of a hybrid vehicle, to at least solve the technical problem of low control accuracy in methods for controlling hybrid vehicle engines provided by related technologies.

[0005] According to one aspect of the present invention, a method for controlling the engine of a hybrid vehicle is provided, comprising:

[0006] When the hybrid vehicle's engine is in a start-up standby state, the current activation mode of the engine is determined using the engine torque signal, motor torque signal, gear signal, control pedal signal, and parking status signal. The current activation mode includes at least two modes: engine start-up activation and engine creep activation. Feedback adjustment calculations are performed on a first speed and a second speed to obtain a first torque, where the first speed is the input shaft speed of the hybrid vehicle's transmission, and the second speed is the real-time engine speed. The difference between the second speed and a third speed is calculated to obtain a second torque, where the third speed is the real-time motor speed. Based on the first torque, the second torque, and the current activation mode, a target torque is determined. The engine is then driven according to the target torque.

[0007] Optionally, the hybrid vehicle is provided with a first communication bus and a second communication bus. The first communication bus is used to provide communication between the vehicle controller and the hybrid system. The hybrid system includes at least an engine control component and a motor control component. The second communication bus is used to provide communication between the vehicle controller and the powertrain system. The powertrain system includes at least a transmission control component, an electronic stability component, and an electronic parking brake component.

[0008] Optionally, the method for controlling the engine of a hybrid vehicle further includes: acquiring engine torque signals and motor torque signals via a first communication bus; and acquiring gear signals, control pedal signals, and parking status signals via a second communication bus.

[0009] Optionally, determining the current activation mode of the engine using the engine torque signal, motor torque signal, gear position signal, control pedal signal, and parking status signal of the hybrid vehicle includes: in response to the engine torque signal and motor torque signal satisfying a first condition and the gear position signal, control pedal signal, and parking status signal satisfying a second condition, determining the current activation mode as engine start-up activation, wherein the first condition includes: determining that the hybrid vehicle is in engine drive mode based on the engine torque signal and motor torque signal; the second condition includes: determining that the hybrid vehicle is in forward or reverse gear based on the gear position 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.

[0010] Optionally, determining the current activation mode of the engine using the engine torque signal, motor torque signal, gear position signal, control pedal signal, and parking status signal of the hybrid vehicle includes: in response to the engine torque signal and motor torque signal satisfying a first condition, the gear position signal, control pedal signal, and parking status signal satisfying a third condition, and receiving a creep request signal from the transmission, determining the current activation mode as engine creep activation, wherein the first condition includes: determining that the hybrid vehicle is in engine drive mode based on the engine torque signal and motor torque signal; the third condition includes: determining that the hybrid vehicle is in forward or reverse gear based on the gear position 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 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.

[0011] Optionally, the feedback adjustment calculation for 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 the first difference; and calculating the first torque using the first difference and the target feedback adjustment method, 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 characterize the adjustment torque corresponding to the target feedback adjustment method.

[0012] 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 lower limit of the difference, determining the transmission input shaft torque of the hybrid vehicle as the second torque, wherein the second torque is used to characterize the engine's required torque; 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 of the hybrid vehicle and the motor torque as the second torque; and in response to the second difference being greater than the preset lower limit of the difference and less than the preset upper limit of the difference, determining the second torque using the accelerator pedal opening of the hybrid vehicle and a preset torque request mapping table.

[0013] Optionally, determining the target torque based on the first torque, the second torque, and the current activation mode includes: adding the first torque and the second torque to obtain a third torque; determining the target torque using the preset torque upper limit and the current activation mode in response to the third torque being greater than or equal to a preset torque upper limit; determining the target torque using the preset torque lower limit and the current activation mode in response to the third torque being less than or equal to a preset torque lower limit; and determining the target torque using the third torque and the current activation mode in response to the third torque being greater than the preset torque lower limit and less than the preset torque upper limit, wherein the target torque is used to characterize the torque to be allocated to the engine when driving the hybrid vehicle.

[0014] According to another aspect of the present invention, an apparatus for controlling the engine of a hybrid vehicle is also provided, comprising:

[0015] The first determining module is used to determine the current activation mode of the engine when the hybrid vehicle's engine is in a start-up standby state, using the engine torque signal, motor torque signal, gear signal, control pedal signal, and parking status signal of the hybrid vehicle. The current activation mode includes at least two modes: engine start-up activation and engine creep activation. The first calculation module is used to perform feedback adjustment calculations on a first speed and a second speed to obtain a first torque, where the first speed is the input shaft speed of the hybrid vehicle's transmission, and the second speed is the real-time engine speed of the hybrid vehicle. The second calculation module is used to calculate the difference between the second speed and a third speed to obtain a second torque, where the third speed is the real-time motor speed of the hybrid vehicle. The second determining module is used to determine a target torque based on the first torque, the second torque, and the current activation mode. The control module is used to perform drive control on the engine according to the target torque.

[0016] Optionally, the device for controlling the engine of the hybrid vehicle further includes: a setting module for setting the hybrid vehicle with a first communication bus and a second communication bus, the first communication bus for providing communication between the vehicle controller and the hybrid system, the hybrid system including at least: an engine control component and an electric motor control component, the second communication bus for providing communication between the 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.

[0017] Optionally, the device for controlling the engine of the hybrid vehicle further includes: an acquisition module for acquiring engine torque signal and motor torque signal via a first communication bus; and an acquisition module for acquiring gear position signal, control pedal signal and parking status signal via a second communication bus.

[0018] Optionally, the first determining module is further configured to: in response to the engine torque signal and the motor torque signal satisfying a first condition and the gear position signal, the control pedal signal, and the parking status signal satisfying a second condition, determine that the current activation mode is engine start-up 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 or reverse gear based on the gear position 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.

[0019] Optionally, the first determining module is further configured to: in response to the engine torque signal and the motor torque signal satisfying a first condition, the gear position 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 based on the engine torque signal and the motor torque signal; the third condition includes: determining that the hybrid vehicle is in forward or reverse gear based on the gear position 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 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.

[0020] Optionally, the first calculation module 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 the target feedback adjustment method, 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 characterize the adjustment torque corresponding to the target feedback adjustment method.

[0021] 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 lower limit of the difference, determine the transmission input shaft torque of the hybrid vehicle as a second torque, wherein the second torque is used to characterize the engine's required torque; in response to the second difference being greater than or equal to a preset upper limit of the difference, determine the difference between the transmission input shaft torque of the hybrid vehicle and the motor torque as a second torque; in response to the second difference being greater than a preset lower limit of the difference and less than a preset upper limit of the difference, determine the second torque using the accelerator pedal opening of the hybrid vehicle and a preset torque request mapping table.

[0022] Optionally, the second determining module is further configured to: perform addition calculation on 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 a 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 a 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 a 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 the hybrid vehicle.

[0023] According to another aspect of the present invention, a vehicle is also provided, including 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 perform the method of controlling the engine of a hybrid vehicle as described above.

[0024] In this embodiment of the invention, firstly, when the hybrid vehicle's engine is in a start-up standby state, the current activation mode of the engine is determined using the hybrid vehicle's engine torque signal, motor torque signal, gear signal, control pedal signal, and parking status signal. The current activation mode includes at least two modes: engine start-up activation and engine creep activation. Next, feedback adjustment calculations are performed on a first speed and a second speed to obtain a first torque. The first speed is the input shaft speed of the hybrid vehicle's transmission, and the second speed is the real-time engine speed of the hybrid vehicle. Then, the difference between the second speed and a third speed is calculated to obtain a second torque. The third speed is the real-time motor speed of the hybrid vehicle. Finally, based on the first torque, the second torque, and the current activation mode, a target torque is determined; and the engine is driven according to the target torque.

[0025] It is easy to understand that the method provided by the present invention comprehensively controls the engine operation by combining parameters of multiple assemblies such as engine torque signal, motor torque signal, gear signal, and control pedal signal, as well as the vehicle's engine starting and other operating states. This achieves the goal of accurately controlling the engine operation, thereby improving the precision of engine control and enhancing the drivability, comfort, and fuel economy of hybrid vehicles. It also solves the technical problem of low control precision in related technologies for controlling hybrid vehicle engines. Attached Figure Description

[0026] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this invention, illustrate exemplary embodiments of the invention and are used to explain the invention, but do not constitute an undue limitation of the invention. In the drawings:

[0027] Figure 1 This is a hardware structure block diagram of a vehicle terminal for an optional method of controlling the engine of a hybrid vehicle according to an embodiment of the present invention.

[0028] Figure 2 This is a schematic diagram of a hybrid system for a hybrid vehicle according to an embodiment of the present invention;

[0029] Figure 3 This is a flowchart of a method for controlling the engine of a hybrid vehicle according to an embodiment of the present invention;

[0030] Figure 4 This is a schematic diagram of torque transmission during the engine start-up process of an optional hybrid vehicle according to an embodiment of the present invention.

[0031] Figure 5 This is a schematic diagram of the hardware connections of various systems in an optional hybrid vehicle according to an embodiment of the present invention.

[0032] Figure 6This is a schematic diagram of the network signal flow of each system in an optional hybrid vehicle according to an embodiment of the present invention;

[0033] Figure 7 This is a schematic diagram of an optional process for controlling the engine of a hybrid vehicle according to an embodiment of the present invention;

[0034] Figure 8 A structural block diagram of a device for controlling the engine of a hybrid vehicle according to an embodiment of the present invention;

[0035] Figure 9 This is a structural block diagram of another device for controlling the engine of a hybrid vehicle according to an embodiment of the present invention;

[0036] Figure 10 This is a structural block diagram of a device for controlling the engine of a hybrid vehicle according to an embodiment of the present invention. Detailed Implementation

[0037] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0038] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0039] According to an embodiment of the present invention, a method embodiment for controlling the engine of a hybrid vehicle is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0040] Figure 1This is a hardware structure block diagram of a vehicle terminal for an optional method of controlling the engine of a hybrid vehicle according to an embodiment of the present invention, such as... Figure 1 As shown, the vehicle terminal 10 (or a mobile device 10 that communicates with the vehicle) may include one or more processors 102 (processor 102 may include, but is not limited to, processing devices such as microprocessors (MCUs) or field-programmable gate arrays (FPGAs),) a memory 104 for storing data, and a transmission device 106 for communication functions. In addition, it may also include: a display device 110, an input / output device 108 (i.e., I / O devices), 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 understand that... Figure 1 The structure shown is for illustrative purposes only and does not limit the structure of the vehicle terminal 1 described above. For example, the vehicle terminal 10 may also include components that are more... Figure 1 The more or fewer components shown, or having the same Figure 1 The different configurations shown.

[0041] It should be noted that the aforementioned 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 circuitry may be a single, independent processing module, or may be integrated, in whole or in part, into any other element within the vehicle terminal 10 (or mobile device).

[0042] The memory 104 can be used to store software programs and modules of application software, such as the program instructions / data storage device corresponding to the method for controlling the engine of a hybrid vehicle in this embodiment of the invention. The processor 102 executes various functional applications and data processing by running the software programs and modules stored in the memory 104, thereby realizing the above-described method for controlling the engine of a hybrid vehicle. The memory 104 may include high-speed random access memory, and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 104 may further include memory remotely located relative to the processor 102, and these remote memories can be connected to the vehicle terminal 10 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.

[0043] The transmission device 106 is used to receive or send data via a network. Specific examples of the network described above may include a wireless network provided by the communication provider of the vehicle terminal 10. In one example, the transmission device 106 includes a Network Interface Controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the transmission device 106 may be a Radio Frequency (RF) module, used for wireless communication with the Internet.

[0044] Figure 2 This is a schematic diagram of a hybrid system for a hybrid vehicle according to an embodiment of the present invention, as shown below. Figure 2 As shown, the hybrid system includes at least: an accelerator pedal 201 for controlling the opening and closing of the throttle valve of the engine 217, thereby controlling the power output of the engine 217; a brake pedal 202 for limiting the power output of the engine 217 to control the hybrid vehicle to decelerate or stop; a vehicle control unit (VCU) 203, which is the core control component of the hybrid vehicle, for sending control commands to one or more other components of the hybrid vehicle (such as the battery management system 205, motor controller 206, and engine control system 207) to control their operation; a DC-DC converter controller 204 and a DC-DC converter 213, both for converting DC power to DC power of different voltages; a battery management system (BMS) 205 for monitoring the battery status to avoid abnormal conditions such as overcharging, over-discharging, and overheating; a motor control unit (MCU) 206 for controlling the motor to operate according to the set direction, speed, angle, and response time; and an engine control system (Engine Control Unit 207). The Management System (EMS) 207 is used to control the engine's operating status and performance, including but not limited to: controlling fuel supply, controlling the ignition system, controlling the intake system, monitoring engine operating status, and adjusting engine performance.

[0045] Still as Figure 2As shown, the hybrid system of the hybrid vehicle also includes at least: a Transmission Control Unit (TCU) 208, used to control and manage the transmission 219; an Anti-lock Braking System (ABS) 209, used to automatically control the magnitude of the vehicle's braking force when the hybrid vehicle brakes, thereby preventing the front wheels 220 and the rear wheels 221 from locking up, thus improving the safety of the hybrid vehicle; and an Electronic Stability Program (ESP) 210, used to analyze the vehicle driving information transmitted by various vehicle sensors (such as position sensors, speed sensors, temperature sensors, and pressure sensors), and send correction commands to relevant components to maintain the dynamic balance of the hybrid vehicle.

[0046] Still as Figure 2 As shown, the hybrid system of the hybrid vehicle includes at least: a 48V battery 211, used to increase the voltage of various components of the hybrid vehicle, enabling it to provide greater drive power to the motor 215 and achieve rapid start-stop of the engine 217; an inverter 212, used to adjust the frequency and amplitude of the output voltage to control the vehicle's speed and power; a 12V battery 214, used to provide power to the components of the hybrid vehicle; a motor 215, used to regulate the speed of the engine 217; and a starter motor 216, used to connect the power sources (such as the 48V battery 211 and the 12V battery 214). The electrical energy is converted into mechanical energy, driving the flywheel of engine 217 to rotate and start engine 217; engine 217 is used to drive the hybrid vehicle; clutch 218 is used to cut off or transmit the power output of engine 217; gearbox 219 is used to transmit the speed and torque from engine 217; front wheel 220 and rear wheel 221 are used to bear the weight of the hybrid vehicle, transmit braking force, traction force, braking torque and driving torque, and can also be used to mitigate and absorb the impact and vibration of uneven ground on the hybrid vehicle.

[0047] Under the above operating environment, the embodiments of the present invention provide as follows: Figure 3 The method shown is for controlling the engine of a hybrid vehicle. Figure 3 This is a flowchart of a method for controlling the engine of a hybrid vehicle according to an embodiment of the present invention, such as... Figure 3 As shown above, Figure 3 The embodiments shown may include at least the following implementation steps, namely, the technical solutions implemented by steps S31 to S35.

[0048] Step S31: When the engine of the hybrid vehicle is in the start-up standby state, the current activation mode of the engine is determined by using the engine torque signal, motor torque signal, gear signal, control pedal signal and parking status signal of the hybrid vehicle. The current activation mode includes at least: engine start-up activation and engine creep activation.

[0049] Step S32: Perform feedback adjustment calculations on the first speed and the second speed to obtain the first torque, where the first speed is the input shaft speed of the transmission of the hybrid vehicle, and the second speed is the real-time engine speed of the hybrid vehicle.

[0050] Step S33: Calculate the difference between the second speed and the third speed to obtain the second torque, where the third speed is the real-time speed of the motor in the hybrid vehicle;

[0051] Step S34: Determine the target torque based on the first torque, the second torque, and the current activation mode;

[0052] Step S35: Drive the engine according to the target torque.

[0053] In the optional technical solutions provided in steps S31 to S35 above, the aforementioned start-up standby state can be that the vehicle key of the hybrid vehicle is in the key-start state and the powertrain is in a drivable state. Methods for obtaining the aforementioned transmission input shaft speed, the aforementioned real-time engine speed, and the aforementioned 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, and obtaining by scanning using a dedicated scanning tool.

[0054] In the optional technical solutions provided in steps S31 to S35 above, the engine start-up activation mode can refer to a mode in which the engine crankshaft is rotated by a starter motor or other starting mechanism to start the engine. The creep activation mode can be a mode in which the engine provides lower power output to meet low-speed driving requirements; in this mode, the engine provides high torque output and low fuel consumption. The target torque can be the engine torque, used to transmit to the vehicle's drive shaft, causing the drive shaft to generate torque to drive the vehicle's tires to rotate, thereby enabling the vehicle to move.

[0055] In this embodiment of the invention, firstly, when the hybrid vehicle's engine is in a start-up standby state, the current activation mode of the engine is determined using the hybrid vehicle's engine torque signal, motor torque signal, gear signal, control pedal signal, and parking status signal. The current activation mode includes at least two modes: engine start-up activation and engine creep activation. Next, feedback adjustment calculations are performed on a first speed and a second speed to obtain a first torque. The first speed is the input shaft speed of the hybrid vehicle's transmission, and the second speed is the real-time engine speed of the hybrid vehicle. Then, the difference between the second speed and a third speed is calculated to obtain a second torque. The third speed is the real-time motor speed of the hybrid vehicle. Finally, based on the first torque, the second torque, and the current activation mode, a target torque is determined; and the engine is driven according to the target torque.

[0056] It is easy to understand that the method provided by the present invention comprehensively controls the engine operation by combining parameters of multiple assemblies such as engine torque signal, motor torque signal, gear signal, and control pedal signal, as well as the vehicle's engine starting and other operating states. This achieves the goal of accurately controlling the engine operation, thereby improving the precision of engine control and enhancing the drivability, comfort, and fuel economy of hybrid vehicles. It also solves the technical problem of low control precision in related technologies for controlling hybrid vehicle engines.

[0057] The methods described in the embodiments of the present invention will be further described below.

[0058] In one optional embodiment, the hybrid vehicle is provided with a first communication bus and a second communication bus. The first communication bus is used to provide communication between the vehicle controller and the hybrid system. The hybrid system includes at least an engine control component and a motor control component. The second communication bus is used to provide communication between the vehicle controller and the powertrain system. The powertrain system includes at least a transmission control component, an electronic stability component, and an electronic parking brake component.

[0059] In the above optional embodiments, the first communication bus can be a hybrid power bus, which can be used 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 power bus standard can be, but is not limited to, Controller Area Network (CAN) or Local Interconnect Network (LIN) bus, capable of transmitting various types of data, including but not limited to sensor data, control signals, and fault diagnosis information. The engine control component can include the engine and engine control system. The motor control component can include the motor and electrical controller.

[0060] In the aforementioned optional embodiments, the second communication bus can be a power bus, used to transmit data and signals between various vehicle systems (such as engine control system, transmission control system, and brake control system). It should also be noted that this power bus can use serial communication to transmit data and signals such as engine speed, vehicle speed, braking status, and transmission status. The aforementioned transmission control components can include a transmission and a transmission controller. The aforementioned electronic stability components can include, but are not limited to, electronic stability systems, anti-lock braking systems, traction control systems, brake assist systems, and vehicle height adjustment systems. The aforementioned electronic parking brake components can include an electronic control unit and an electric parking brake.

[0061] In one optional embodiment, the method for controlling the engine of a hybrid vehicle further includes:

[0062] Step S36: Obtain engine torque signal and motor torque signal through the first communication bus;

[0063] Step S37: Obtain the gear position signal, control pedal signal, and parking status signal through the second communication bus.

[0064] The following combination Figure 2 , Figure 4-6 The above methods will be further explained.

[0065] Figure 4 This is a schematic diagram of torque transmission during the engine start-up process of an optional hybrid vehicle according to an embodiment of the present invention, as shown below. Figure 2 , 4 As shown, during the engine start-up process, the vehicle controller 203 sends a motor torque request command to the motor controller 206. The torque request value is zero, and the motor controller 206 controls the motor to output zero torque. Then, the vehicle controller 203 sends an engine target torque distribution command to the EMS. The drive torque transmitted by the clutch is further transmitted to the wheels via the vehicle's drive axle, causing the wheels to rotate and realizing the vehicle's driving motion.

[0066] Figure 5 This is a schematic diagram of the hardware connections of various systems in an optional hybrid vehicle according to an embodiment of the present invention, such as... Figure 5As shown, the accelerator pedal 201, brake pedal 202 and vehicle controller 203 are connected by hard wiring. The engine control system 207, motor controller 206 and vehicle controller 203 are connected by hybrid bus. The transmission controller 208, electronic stability system 210, electronic parking brake system 222 and vehicle controller 203 are connected by power bus. The hydraulic line 223 can transmit data to the vehicle controller 203 through pressure sensor and flow sensor. The vehicle controller 203 can control clutch 218 through pressure valve and flow valve.

[0067] Still as Figure 5 As shown, the engine control system 207 can respond to the torque request command 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 command 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 to 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.

[0068] Figure 6 This is a schematic diagram of the network signal flow of various systems in an optional hybrid vehicle according to an embodiment of the present invention, such as... Figure 6 As shown in Table 1 below, the network signal tables for each system are as follows:

[0069] Table 1

[0070]

[0071]

[0072] In an optional embodiment, in step S31, determining the current activation mode of the engine using the hybrid vehicle's engine torque signal, motor torque signal, gear position signal, control pedal signal, and parking status signal includes:

[0073] Step S311: In response to the engine torque signal and motor torque signal satisfying the first condition and the gear position signal, control pedal signal and parking status signal satisfying the second condition, determine that the current activation mode is engine start activation. The first condition includes: determining that the hybrid vehicle is in engine drive mode based on the engine torque signal and motor torque signal; the second condition includes: determining that the hybrid vehicle is in forward or reverse gear based on the gear position 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.

[0074] In the optional technical solution provided in step S311 above, the first threshold and the second threshold can be values ​​preset according to the performance of the hybrid vehicle. As an optional implementation, the first threshold is 1% and the second threshold is 5%. Under these conditions, when the vehicle key is in the start state, the vehicle power system is in the drivable state, the gear is forward or reverse, the brake pedal is not depressed (i.e., the brake pedal opening is less than 1%), the parking brake is not activated, and the accelerator pedal opening is detected to be greater than 5%, the engine is controlled to start.

[0075] In the technical solution provided by this invention, it should also be noted that when the engine of a hybrid vehicle enters the start-up activation state from the start-up standby state, the states of each assembly can be as shown in Table 2 below:

[0076] Table 2

[0077]

[0078] In the technical solution provided by this invention, it should also be noted that during the start-up process, when the engine, motor or other systems or components fail and cannot be driven, the fault detection system of the hybrid vehicle itself can be used to locate the fault location, determine the fault type, and display the fault information through the instrument panel and other display devices, and automatically feed it back to the after-sales service platform to ensure timely repair of the fault.

[0079] The following combination Figure 7 The above methods will be further explained.

[0080] Figure 7 This is a schematic diagram of an optional process for controlling the engine of a hybrid vehicle according to an embodiment of the present invention, such as... Figure 7 As shown, when the engine is in the start-up 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 status signal meet the second condition, the engine is controlled to enter the start-up activation state; when the engine is in the start-up activation state, when the engine stops and the stop completion flag is 1, the engine is controlled to enter the start-up standby state.

[0081] In an optional embodiment, in step S31, determining the current activation mode of the engine using the hybrid vehicle's engine torque signal, motor torque signal, gear position signal, control pedal signal, and parking status signal includes:

[0082] Step S312: In response to the engine torque signal and motor torque signal satisfying the first condition, the gear position signal, control pedal signal, and parking status signal satisfying the third condition, and receiving a creep request signal from the transmission, the current activation mode is determined to be engine creep activation. The first condition includes: determining that the hybrid vehicle is in engine drive mode based on the engine torque signal and motor torque signal; the third condition includes: determining that the hybrid vehicle is in forward or reverse gear based on the gear position 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 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.

[0083] In the optional technical solution provided in step S312 above, the first threshold and the third threshold can be values ​​preset according to the performance of the hybrid vehicle. As an optional implementation, both the first threshold and the third threshold are 1%. Under this condition, when the vehicle key is in the start state, the vehicle power system is in the drivable state, the gear is forward or reverse, the parking brake is in the inactive state, and the accelerator pedal opening is detected to be greater than 5%, the hybrid system is in a fault-free state, the vehicle controller receives the creep request sent by the transmission controller and neither the accelerator pedal nor the brake pedal is pressed (both pedal openings are less than 1%), the engine is controlled to creep.

[0084] In the technical solution provided by this invention, it should also be noted that when the engine of a hybrid vehicle enters the creep activation state from the start-up standby state, the states of each assembly can be as shown in Table 3 below:

[0085] Table 3

[0086]

[0087] In the technical solution provided by this invention, it should also be noted that during the crawling process, when the engine, motor or other systems or components fail and cannot be driven, the fault detection system of the hybrid vehicle itself can be used to locate the fault location, determine the fault type, and display the fault information through the instrument panel and other display devices, and automatically feed it back to the after-sales service platform to ensure timely repair of the fault.

[0088] Still as Figure 7As shown, when the engine is in the start-up standby state, and the first and third conditions mentioned above are met and a creep request signal is received from the transmission, the engine is controlled to enter the creep activation state; when the engine is in the creep activation state, and the engine stops and the stop completion flag is 1, the engine is controlled to enter the start-up standby state.

[0089] Still as Figure 7 As shown, it should also be noted that when the engine is in the start-up activation state, and the first and third conditions mentioned above are met and a creep request signal is received from the transmission, the engine is controlled to enter the creep activation state; when the engine is in the creep activation state, and the first and second conditions mentioned above are met, the engine is controlled to enter the start-up activation state.

[0090] In an optional embodiment, in step S32, feedback adjustment calculations are performed on the first speed and the second speed to obtain the first torque, including:

[0091] Step S321: Calculate the difference for the first rotational speed to obtain the first difference;

[0092] Step S322: Calculate the first torque using the first difference and the 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 characterize the adjustment torque corresponding to the target feedback adjustment method.

[0093] In the optional technical solutions provided in 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 of the motor according to the error signal, and integral adjustment can be used to continuously adjust the torque output of 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.

[0094] In the optional technical solutions 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 stored in advance in the storage device of the hybrid vehicle.

[0095] In the technical solution provided by the present invention, a gearbox input shaft speed request and an engine speed request are first sent. The gearbox controller and the engine control system respectively feed back the gearbox input shaft speed and the real-time engine speed. Then, the difference between the gearbox input shaft speed and the real-time engine speed is calculated, and this difference is used as the input value for PI regulation. Further, based on this difference and the current powertrain state of the hybrid vehicle, the PI regulation torque (first torque) is obtained by querying a preset torque regulation mapping table.

[0096] In an optional embodiment, in step S33, the difference between the second speed and the third speed is calculated to obtain the second torque, including:

[0097] Step S331: Calculate the difference between the second speed and the third speed to obtain the second difference;

[0098] Step S332: In response to the second difference being less than or equal to a preset lower limit value, the transmission input shaft torque of the hybrid vehicle is determined as the second torque, wherein the second torque is used to characterize the engine's required torque;

[0099] Step S333: In response to the second difference being greater than or equal to a preset upper limit value, the difference between the transmission input shaft torque and the motor torque of the hybrid vehicle is determined as the second torque.

[0100] 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.

[0101] In the technical solution provided by this invention, based on the acquired real-time engine speed and 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, the required torque of the engine (second torque) is determined to be the input shaft torque of the transmission. When the second difference is greater than or equal to a preset upper limit, the second torque is determined to be the difference between the input shaft torque of the transmission and the motor torque. When the second difference is between the preset lower limit and the preset upper limit, the engine torque distribution value (second torque) is determined according to a preset torque request mapping table used to determine the correspondence between the engine torque distribution value and the vehicle accelerator pedal opening.

[0102] 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:

[0103] Step S341: Add the first torque and the second torque to obtain the third torque;

[0104] Step S342: In response to the third torque being greater than or equal to a preset torque upper limit value, the target torque is determined using the preset torque upper limit value and the current activation mode;

[0105] Step S343: In response to the third torque being less than or equal to a preset lower torque limit, the target torque is determined using the preset lower torque limit and the current activation mode;

[0106] Step S344: In response to the third torque being greater than the preset lower limit of torque and less than the preset upper limit of torque, 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 allocated to the engine when driving the hybrid vehicle.

[0107] In the technical solution provided by this invention, the PI control torque and the engine's required torque are added together to obtain the engine torque (third torque). Further, this third torque is processed by a preset upper limit and a preset lower limit for the engine torque to obtain the engine target torque allocation value (target torque). Specifically, when the engine torque is greater than or equal to the preset upper limit, the engine target torque allocation value is determined to be the preset upper limit; when the engine torque is less than or equal to the preset lower limit, the engine target torque allocation value is determined to be the preset lower limit; when the engine torque is between the preset lower limit and the preset upper limit, the engine target torque allocation value is determined to be the calculated engine torque.

[0108] In the technical solution provided by this invention, it is understood that the vehicle controller of the hybrid vehicle can complete the above-mentioned process of determining the engine target torque distribution value, and send the calculated engine target torque distribution value to the engine control system through a network signal. Thus, the engine control system controls the engine to output the engine target torque distribution value to meet the current driving needs of the hybrid vehicle.

[0109] The technical effects that the method for controlling the engine of a hybrid vehicle provided by this invention can achieve are as follows: by combining parameters of multiple assemblies such as engine torque signal, motor torque signal, gear signal, and control pedal signal, as well as the vehicle's engine starting and other operating states, and based on the engine torque distribution algorithm, the engine operation is comprehensively and precisely controlled, thereby improving the accuracy of engine control and enhancing the drivability, comfort, and fuel economy of the hybrid vehicle.

[0110] In this embodiment, a device for controlling the engine of a hybrid vehicle is also provided. This device is used to implement the above embodiments and preferred embodiments, and details already described will not be repeated. As used below, a "module" is a combination of software and / or hardware that can perform a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0111] Figure 8 A structural block diagram of a device for controlling the engine of a hybrid vehicle according to an embodiment of the present invention is shown below. Figure 8 As shown, the device includes:

[0112] The first determining module 801 is used to determine the current activation mode of the engine when the engine of the hybrid vehicle is in the start-up standby state by using the engine torque signal, motor torque signal, gear signal, control pedal signal and parking status signal of the hybrid vehicle. The current activation mode includes at least: engine start-up activation and engine creep activation.

[0113] The first calculation module 802 is used to perform feedback adjustment calculations on the first speed and the second speed to obtain the first torque, wherein the first speed is the input shaft speed of the transmission of the hybrid vehicle, and the second speed is the real-time engine speed of the hybrid vehicle.

[0114] The second calculation module 803 is used to calculate the difference between the second speed and the third speed to obtain the second torque, wherein the third speed is the real-time speed of the motor of the hybrid vehicle.

[0115] The second determining module 804 is used to determine the target torque based on the first torque, the second torque, and the current activation mode;

[0116] The control module 805 is used to drive the engine according to the target torque.

[0117] Optionally, Figure 9 This is a structural block diagram of another device for controlling the engine of a hybrid vehicle according to an embodiment of the present invention, such as... Figure 9 As shown, the device includes, in addition to Figure 8 In addition to all the modules shown, it also includes: a setting module 806, used to set the hybrid vehicle with a first communication bus and a second communication bus. The first communication bus is used to provide communication between the vehicle controller and the hybrid system. The hybrid system includes at least: an engine control component and a motor control component. The second communication bus is used to provide communication between the 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.

[0118] Optionally, Figure 10This is a structural block diagram of another device for controlling the engine of a hybrid vehicle according to an embodiment of the present invention, such as... Figure 10 As shown, the device includes, in addition to Figure 9 In addition to all the modules shown, it also includes: an acquisition module 807, used to acquire engine torque signal and motor torque signal through a first communication bus; and to acquire gear signal, control pedal signal and parking status signal through a second communication bus.

[0119] Optionally, the first determining 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 position signal, the control pedal signal, and the parking status signal satisfying a second condition, determine that the current activation mode is engine start-up 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 or reverse gear based on the gear position 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.

[0120] Optionally, the first determining module 801 is further configured to: in response to the engine torque signal and the motor torque signal satisfying a first condition, the gear position 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 based on the engine torque signal and the motor torque signal; the third condition includes: determining that the hybrid vehicle is in forward or reverse gear based on the gear position 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 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.

[0121] 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 the target feedback adjustment method, 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 characterize the adjustment torque corresponding to the target feedback adjustment method.

[0122] 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 lower limit, determines the transmission input shaft torque of the hybrid vehicle as a second torque, wherein the second torque is used to characterize the engine's required torque; in response to the second difference being greater than or equal to a preset upper limit, determines the difference between the transmission input shaft torque of the hybrid vehicle and the motor torque as a second torque; in response to the second difference being greater than a preset lower limit and less than a preset upper limit, determines the second torque using the accelerator pedal opening of the hybrid vehicle and a preset torque request mapping table.

[0123] Optionally, the second determining module 804 is further configured to: perform addition calculation on 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 a 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 a 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 a 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 the hybrid vehicle.

[0124] It should be noted that the above modules can be implemented by software or hardware. For the latter, they can be implemented in the following ways, but are not limited to: all the above modules are located in the same processor; or, the above modules are located in different processors in any combination.

[0125] According to another aspect of the present invention, a vehicle is also provided, including 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 perform the method of controlling the engine of a hybrid vehicle as described above.

[0126] Optionally, in this embodiment, the aforementioned on-board storage can be configured to store a computer program for performing the following steps:

[0127] Step S1: When the engine of the hybrid vehicle is in the start-up standby state, the current activation mode of the engine is determined by using the engine torque signal, motor torque signal, gear signal, control pedal signal and parking status signal of the hybrid vehicle. The current activation mode includes at least: engine start-up activation and engine creep activation.

[0128] Step S2: Perform feedback adjustment calculations on the first speed and the second speed to obtain the first torque, where the first speed is the input shaft speed of the transmission of the hybrid vehicle, and the second speed is the real-time engine speed of the hybrid vehicle.

[0129] Step S3: Calculate the difference between the second speed and the third speed to obtain the second torque, where the third speed is the real-time speed of the motor in the hybrid vehicle;

[0130] Step S4: Determine the target torque based on the first torque, the second torque, and the current activation mode;

[0131] Step S5: Drive the engine according to the target torque.

[0132] Optionally, in this embodiment, the storage medium may include, but is not limited to, various media capable of storing computer programs, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0133] Optionally, in this embodiment, the on-board processor can be configured to perform the following steps via a computer program:

[0134] Step S1: When the engine of the hybrid vehicle is in the start-up standby state, the current activation mode of the engine is determined by using the engine torque signal, motor torque signal, gear signal, control pedal signal and parking status signal of the hybrid vehicle. The current activation mode includes at least: engine start-up activation and engine creep activation.

[0135] Step S2: Perform feedback adjustment calculations on the first speed and the second speed to obtain the first torque, where the first speed is the input shaft speed of the transmission of the hybrid vehicle, and the second speed is the real-time engine speed of the hybrid vehicle.

[0136] Step S3: Calculate the difference between the second speed and the third speed to obtain the second torque, where the third speed is the real-time speed of the motor in the hybrid vehicle;

[0137] Step S4: Determine the target torque based on the first torque, the second torque, and the current activation mode;

[0138] Step S5: Drive the engine according to the target torque.

[0139] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and their optional implementations, which will not be repeated here.

[0140] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0141] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0142] In the several embodiments provided by this invention, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection can be through some interfaces; the indirect coupling or communication connection of units or modules can be electrical or other forms.

[0143] The units described as separate components may or may not be physically separate. 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 can be selected to achieve the purpose of this embodiment according to actual needs.

[0144] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0145] If the integrated unit is implemented as 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, in essence, 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. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory, random access memory, portable hard drives, magnetic disks, or optical disks.

[0146] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for controlling the engine of a hybrid vehicle, characterized in that, include: When the engine of a hybrid vehicle is in the start-up standby state, the current activation mode of the engine is determined by using the engine torque signal, motor torque signal, gear signal, control pedal signal and parking status signal of the hybrid vehicle. The current activation mode includes at least: engine start-up activation and engine creep activation. Feedback adjustment calculations are performed on the first speed and the second speed to obtain the first torque, wherein the first speed is the input shaft speed of the transmission of the hybrid vehicle, and the second speed is the real-time engine speed of the hybrid vehicle; The difference between the second speed and the third speed is calculated to obtain the second torque, wherein the third speed is the real-time speed of the motor of the hybrid vehicle; The target torque is determined based on the first torque, the second torque, and the current activation mode; The engine is driven and controlled according to the target torque; The calculation of 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 lower limit, determining the transmission input shaft torque of the hybrid vehicle as the second torque, wherein the second torque is used to characterize the engine's required torque; in response to the second difference being greater than or equal to a preset upper limit, determining the 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 lower limit and less than the preset upper limit, determining the second torque using the accelerator pedal opening of the hybrid vehicle and a preset torque request mapping table.

2. The method according to claim 1, characterized in that, The hybrid vehicle is equipped with a first communication bus and a second communication bus. The first communication bus is used to provide communication between the vehicle controller and the hybrid system. The hybrid system includes at least an engine control component and a motor control component. The second communication bus is used to provide communication between the 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.

3. The method according to claim 2, characterized in that, The method further includes: The engine torque signal and the motor torque signal are obtained through the first communication bus; The gear position signal, the control pedal signal, and the parking status signal are acquired through the second communication bus.

4. The method according to claim 1, characterized in that, Determining the current activation mode of the engine using the engine torque signal, the electric motor torque signal, the gear position signal, the control pedal signal, and the 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 position signal, the control pedal signal, and the parking status signal satisfying a second condition, the current activation mode is determined to be 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 or reverse gear according to the gear position 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 hybrid vehicle has not activated the parking brake function according to the parking status signal.

5. The method according to claim 1, characterized in that, Determining the current activation mode of the engine using the engine torque signal, the electric motor torque signal, the gear position signal, the control pedal signal, and the 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 position signal, the control pedal signal, and the parking status signal satisfying a third condition, and a creep request signal from the transmission being received, the current activation mode is determined to be engine creep 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 third condition includes: determining that the hybrid vehicle is in forward or reverse gear based on the gear position 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 based on the control pedal signal; and determining that the hybrid vehicle has not activated the parking brake function based on the parking status signal.

6. The method according to claim 1, characterized in that, Feedback adjustment calculations are performed on the first speed and the second speed to obtain the first torque, which includes: The difference between the first rotational speed and the second rotational speed is calculated to obtain the first difference; The first torque is calculated using the first difference and the target feedback adjustment method, 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 characterize the adjustment torque corresponding to the target feedback adjustment method.

7. The method according to claim 1, characterized in that, Determining the target torque based on the first torque, the second torque, and the current activation mode includes: The third torque is obtained by adding the first torque and the second torque. In response to the third torque being greater than or equal to a preset torque upper limit value, the target torque is determined 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 lower torque limit, the target torque is determined using the preset lower torque limit and the current activation mode; In response to the third torque being greater than the preset lower limit and the third torque being less than the preset upper limit, 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 allocated to the engine when driving the hybrid vehicle.

8. A device for controlling the engine of a hybrid vehicle, characterized in that, include: The first determining module is used to determine the current activation mode of the engine when the engine of the hybrid vehicle is in the start-up standby state, by using the engine torque signal, motor torque signal, gear signal, control pedal signal and parking status signal of the hybrid vehicle, wherein the current activation mode includes at least: engine start-up activation and engine creep activation. The first calculation module is used to perform feedback adjustment calculations on the first speed and the second speed to obtain the first torque, wherein the first speed is the input shaft speed of the transmission of the hybrid vehicle, and the second speed is the real-time engine speed of the hybrid vehicle. The second calculation module is used to calculate the difference between the second speed and the third speed to obtain the second torque, wherein the third speed is the real-time speed of the motor of the hybrid vehicle; The second determining module is used to determine the target torque based on the first torque, the second torque, and the current activation mode; The control module is used to drive the engine according to the target torque; 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 lower limit, the transmission input shaft torque of the hybrid vehicle is determined as the second torque, wherein the second torque is used to characterize the required torque of the engine; in response to the second difference being greater than or equal to a preset upper limit, the difference between the transmission input shaft torque and the motor torque of the hybrid vehicle is determined as the second torque; in response to the second difference being greater than the preset lower limit and less than the preset upper limit, the second torque is determined using the accelerator pedal opening of the hybrid vehicle and a preset torque request mapping table.

9. A vehicle, characterized in that, The system includes 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 perform the method for controlling the engine of a hybrid vehicle according to any one of claims 1 to 7.

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