Engine control method and device of dual-motor hybrid vehicle, vehicle and medium

Abstract

The application relates to the technical field of dual-motor hybrid vehicles, in particular to an engine control method and device for a dual-motor hybrid vehicle, a vehicle and a medium, wherein the method comprises the following steps: identifying a current starting stage of an engine of the dual-motor hybrid vehicle; adjusting cylinder pressure of the engine according to the current starting stage, wherein the cylinder pressure of the engine gradually increases with the increase of the current starting stage; and controlling the starting of the engine according to the cylinder pressure of the engine. Thus, the problems that, in the related art, the dual-motor hybrid vehicle is difficult to finely control the combustion cylinder pressure, the starting vibration abnormal sound is caused in the starting process of the engine, and the user experience is poor and the like are solved.

Description

Technical Field

[0001] This application relates to the field of dual-motor hybrid vehicle technology, and particularly to an engine control method, device, vehicle, and medium for a dual-motor hybrid vehicle. Background Technology

[0002] With the continuous development of new energy vehicle technology, dual-motor hybrid models are becoming more and more widespread. While dual-motor hybrid technology saves energy and reduces consumption, it also faces unique technical challenges, one of which is vibration and abnormal noise during startup.

[0003] The mechanism of the vibration and abnormal noise problem during starting is mainly due to the cylinder pressure excitation generated by the engine combustion after the motor drives the engine during the starting process. This excitation produces knocking noise in the gear gap of the transmission system, which is then transmitted to the cab through the suspension system.

[0004] In related technologies, engine start control in engine control systems is mainly designed for traditional fuel vehicles. The starter motor in traditional vehicles can only drive the engine up to about 200 rpm. After the engine is synchronized, it injects fuel and ignites for autonomous combustion. Then, when the engine speed increases to a certain value, such as about 1000 rpm, it is determined to be in the starting stage. At this time, it supports open-loop control of ignition angle and intake air volume, thereby controlling the combustion cylinder pressure. However, dual-motor hybrid vehicles use the GM motor to drive the engine with high torque. It usually drives the engine directly to about 1000 rpm before it starts injecting fuel and igniting. This directly skips the open-loop control stage of traditional EMS control, making it difficult to precisely control the combustion cylinder pressure and reducing the excitation on the transmission system. This results in abnormal vibration and noise during starting, leading to a poor user experience. Summary of the Invention

[0005] This application provides an engine control method, device, vehicle, storage medium, and program product for a dual-motor hybrid vehicle, in order to solve the problems in the related art, such as engine vibration and abnormal noise during engine start-up due to the difficulty in precisely controlling the combustion cylinder pressure, resulting in a poor user experience.

[0006] The first aspect of this application provides an engine control method for a dual-motor hybrid vehicle, comprising the following steps: identifying the current start-up stage of the engine of the dual-motor hybrid vehicle; adjusting the cylinder pressure of the engine according to the current start-up stage, wherein the cylinder pressure of the engine gradually increases as the current start-up stage increases; and controlling the engine to start according to the cylinder pressure.

[0007] Optionally, adjusting the engine cylinder pressure according to the current startup stage includes: if the current startup stage is a first stage, controlling the engine cylinder pressure to be less than a first preset cylinder pressure; if the current startup stage is a second stage, suppressing the engine cylinder pressure; if the current startup stage is a third stage, gradually increasing the engine cylinder pressure.

[0008] Optionally, suppressing the engine cylinder pressure includes: acquiring a first initial value of the throttle valve and a second initial value of the ignition angle; controlling the throttle valve and the ignition angle to increase the engine cylinder pressure from the first initial value and the second initial value at a corresponding first growth rate, so as to maintain the engine cylinder pressure less than a second preset cylinder pressure.

[0009] Optionally, the step of gradually increasing the engine cylinder pressure includes: determining a second growth rate corresponding to the throttle and ignition angle based on the vibration amplitude detected at the target location; and controlling the throttle and ignition angle to increase the engine cylinder pressure at the second growth rate.

[0010] Optionally, the second growth rate is greater than the first growth rate.

[0011] Optionally, after controlling the engine start according to the cylinder pressure of the engine, the method further includes: if the current start stage is the fourth stage, then determining that the engine start is successful.

[0012] A second aspect of this application provides an engine control device for a dual-motor hybrid vehicle, comprising: an identification module for identifying the current start-up stage of the engine of the dual-motor hybrid vehicle; an adjustment module for adjusting the cylinder pressure of the engine according to the current start-up stage, wherein the target growth rate of the cylinder pressure of the engine increases as the current start-up stage increases; and a control module for controlling the engine to start according to the cylinder pressure of the engine.

[0013] A third aspect of this application provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to perform the engine control method for a dual-motor hybrid vehicle as described in the above embodiments.

[0014] A fourth aspect of this application provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to perform the engine control method for a dual-motor hybrid vehicle as described in the above embodiments.

[0015] A fifth aspect of this application provides a computer program product, including a computer program or instructions, characterized in that, when the computer program or instructions are executed, they implement the engine control method for a dual-motor hybrid vehicle as described in the above embodiments.

[0016] Therefore, this application has at least the following beneficial effects:

[0017] The embodiments of this application can adjust the cylinder pressure of the engine according to the current start-up stage of the engine of the dual-motor hybrid vehicle. As the current start-up stage increases, the cylinder pressure of the engine gradually increases, and the engine start-up is controlled according to the cylinder pressure to optimize the ignition and combustion of each cylinder, ultimately producing a relatively low and smooth transition cylinder pressure. This reduces the excitation of the transmission system when the engine starts, reduces vibration and abnormal noise, and improves the overall NVH performance of the vehicle when the engine starts.

[0018] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0019] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0020] Figure 1 This is a flowchart of an engine control method for a dual-motor hybrid vehicle according to an embodiment of this application;

[0021] Figure 2 This is a schematic diagram illustrating the strategy for the current start-up phase of the engine of a dual-motor hybrid vehicle according to an embodiment of this application;

[0022] Figure 3 The diagram shows the cylinder pressure and vibration control effects provided in the embodiments of this application.

[0023] Figure 4 This is a schematic diagram of an engine control method for a dual-motor hybrid vehicle provided according to an embodiment of this application;

[0024] Figure 5 This is an example diagram of an engine control device for a dual-motor hybrid vehicle provided according to an embodiment of this application;

[0025] Figure 6 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application. Detailed Implementation

[0026] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0027] The cylinder pressure during engine start-up and combustion is mainly affected by mechanical design and EMS control. Mechanical design is often focused on performance development and is difficult to change. Therefore, during the vehicle development and matching stage, the cylinder pressure control during engine start-up and combustion relies more on EMS control strategies and parameter matching. The main influencing factors are engine throttle action, ignition angle, and air-fuel mixture matching.

[0028] The main ways to optimize engine start-up vibration include reducing combustion cylinder pressure excitation, using a high-torque electric motor, and matching a high-damping torque-limiting shock absorber. Reducing combustion cylinder pressure excitation during engine start-up can be achieved by optimizing control strategies, identifying the stop position, and applying electric VVT. Among these methods, optimizing control strategies is the lowest-cost and most scalable approach.

[0029] To address the issue that current EMS control strategies struggle to effectively control cylinder pressure during engine start-up combustion, this application proposes an EMS start-up control strategy for dual-motor hybrid vehicles. This strategy significantly expands the matching range of relevant EMS control parameters (throttle valve, ignition angle) during engine start-up. By independently controlling the throttle valve and ignition angle of each cylinder during engine start-up, different combination schemes can be developed to optimize the ignition and combustion of each cylinder, ultimately resulting in relatively low and smooth cylinder pressure. This reduces the excitation on the transmission system during engine start-up, alleviates vibration and abnormal noise, and improves the overall NVH performance of the vehicle during engine start-up.

[0030] The engine control method, apparatus, vehicle, storage medium, and program of a dual-motor hybrid vehicle according to embodiments of this application are described below with reference to the accompanying drawings.

[0031] Specifically, Figure 1 This is a flowchart illustrating an engine control method for a dual-motor hybrid vehicle provided in an embodiment of this application.

[0032] like Figure 1 As shown, the engine control method for this dual-motor hybrid vehicle includes the following steps:

[0033] In step S101, the current start-up phase of the engine of the dual-motor hybrid vehicle is identified.

[0034] It is understood that the embodiments of this application can identify the current start-up phase of the engine in a dual-motor hybrid vehicle.

[0035] It should be noted that the current start-up phase includes four stages: the first stage is the electric motor drive stage, the second stage is the cylinder pressure suppression stage, the third stage is the cylinder pressure transition stage, and the fourth stage is the normal combustion stage of the engine.

[0036] Specifically, (1) Motor drive stage: First, the GM motor drives the engine to a certain speed range, such as about 1000 r / min, with high torque; during this process, the EMS completes the engine synchronization judgment and is ready for fuel injection and ignition. (2) Cylinder pressure suppression stage: The stage duration is t1. At this time, the HCU sends a signal to allow the EMS to inject fuel, and the engine starts to inject fuel and ignite. (3) Cylinder pressure transition stage: The stage duration is t2. As the torque driven by the GM motor continues to decrease, the engine torque needs to be gradually increased. The two coordinate to achieve a smooth torque transition and avoid knocking noise. (4) Engine normal combustion stage: At this time, the starting stage control has been completed, and the engine control switches to normal torque structure control.

[0037] In step S102, the cylinder pressure of the engine is adjusted according to the current start-up stage, wherein the cylinder pressure of the engine gradually increases as the current start-up stage increases.

[0038] It is understood that the embodiments of this application can adjust the cylinder pressure of the engine according to the current start-up stage, so as to finely control the combustion cylinder pressure, reduce the excitation on the transmission system, avoid start-up vibration and abnormal noise, and improve the user experience.

[0039] In this embodiment of the application, adjusting the cylinder pressure of the engine according to the current start-up stage includes: if the current start-up stage is the first stage, controlling the cylinder pressure of the engine to be less than a first preset cylinder pressure; if the current start-up stage is the second stage, suppressing the cylinder pressure of the engine; if the current start-up stage is the third stage, gradually increasing the cylinder pressure of the engine.

[0040] The first preset cylinder pressure can be set according to actual needs without specific limitations.

[0041] It is understood that, in the embodiments of this application, if the current start-up stage is the first stage, the engine cylinder pressure is controlled to be less than the first preset cylinder pressure; if the current start-up stage is the second stage, the engine cylinder pressure is suppressed; if the current start-up stage is the third stage, the engine cylinder pressure is gradually increased, so as to finely control the combustion cylinder pressure, reduce the excitation on the transmission system, avoid engine vibration and abnormal noise, and improve the overall vehicle NVH performance during engine start-up.

[0042] In this embodiment of the application, suppressing engine cylinder pressure includes: obtaining a first initial value of the throttle valve and a second initial value of the ignition angle; controlling the throttle valve and the ignition angle to increase the engine cylinder pressure from the first initial value and the second initial value at a corresponding first growth rate, so as to maintain the engine cylinder pressure less than a second preset cylinder pressure.

[0043] The first and second initial values ​​can be set according to actual needs. For example, the first initial value is A0 and the second initial value is B0. The second preset cylinder pressure can be set according to actual needs. The first growth rate corresponding to the throttle valve can be Ta1 and the first growth rate corresponding to the ignition angle can be Tb1, without specific limitations.

[0044] It is understood that, according to the first initial value and the second initial value, the throttle valve and ignition angle can be controlled to suppress the engine cylinder pressure at the corresponding first growth rate, and the engine cylinder pressure is kept less than the second preset cylinder pressure, so as to suppress the cylinder pressure and prevent knocking noise problems in the subsequent stage.

[0045] It should be noted that the second growth rate is greater than the first growth rate.

[0046] In this embodiment of the application, gradually increasing the engine cylinder pressure includes: determining a second growth rate corresponding to the throttle valve and ignition angle based on the vibration amplitude detected at the target location; and controlling the throttle valve and ignition angle to increase the engine cylinder pressure at the second growth rate.

[0047] The second growth rate corresponding to the throttle valve can be Ta2, and the second growth rate corresponding to the ignition angle can be Tb2. These can be adjusted according to actual needs without specific limitations.

[0048] It is understood that, in the embodiments of this application, the second growth rate corresponding to the throttle and ignition angle can be determined based on the vibration amplitude detected at the target location; the throttle and ignition angle are controlled to increase the engine cylinder pressure at the second growth rate, so as to achieve a smooth transition of torque between the two motors.

[0049] In step S103, the engine is started according to the cylinder pressure of the engine.

[0050] It is understood that the embodiments of this application can control the engine start-up based on the engine cylinder pressure to control the engine to switch to normal torque control, thereby improving the overall vehicle NVH performance during engine start-up.

[0051] In this embodiment of the application, after controlling the engine start according to the engine cylinder pressure, the method further includes: if the current start stage is the fourth stage, then the engine start is determined to be successful.

[0052] It is understood that in the embodiments of this application, if the current startup stage is the fourth stage, the engine is determined to have started successfully. At this time, the engine is burning normally, controlling the vehicle to output the corresponding torque, thereby improving the overall NVH performance of the vehicle when the engine starts.

[0053] According to the engine control method for a dual-motor hybrid vehicle proposed in the embodiments of this application, the cylinder pressure of the engine is adjusted according to the current starting stage of the engine of the dual-motor hybrid vehicle. As the current starting stage increases, the cylinder pressure of the engine gradually increases, and the engine starting is controlled according to the cylinder pressure to optimize the ignition and combustion of each cylinder, ultimately producing a relatively low and smooth transition cylinder pressure, thereby reducing the excitation of the transmission system during engine starting, reducing vibration and abnormal noise, and improving the overall NVH performance of the vehicle during engine starting.

[0054] The following will combine Figures 2 to 4 The engine control method for the dual-motor hybrid vehicle of this application is described in detail. Specifically, this application reduces the excitation on the transmission system during engine start-up, reduces vibration and abnormal noise, and improves the overall NVH performance of the vehicle during engine start-up through the following four stages:

[0055] 1. The first stage is the motor-driven stage:

[0056] First, the GM (Generator Motor) drives the engine to a certain speed range with high torque, such as around 1000 r / min. During this process, the EMS completes the synchronization determination of the engine, making it ready for fuel injection and ignition.

[0057] Meanwhile, the EMS controls the engine throttle and ignition angle signals to initial values ​​A0 and B0, respectively. Both A0 and B0 can be calibrated. A smaller initial throttle value A0 helps to reduce the amount of air entering the cylinder through throttle, while a smaller ignition angle B0, which is further back than the optimal ignition angle, helps to reduce cylinder pressure in the early stages of combustion.

[0058] 2. The second stage is the cylinder pressure suppression stage, with a stage duration of t1, where t1 can be calibrated.

[0059] At this time, the HCU sends a signal to allow EMS to inject fuel, and the engine begins to inject fuel, ignite, and burn. Throttle control starts from the initial value A0 of the first stage and increases at a rate of Ta1; ignition angle control starts from the initial value B0 of the first stage and increases at a rate of Tb1.

[0060] As the throttle body and ignition timing increase, the engine begins to gradually burn, generating cylinder pressure and producing torque; at this time, the torque of the GM motor begins to gradually decrease to prevent overspeed.

[0061] This stage mainly focuses on suppressing cylinder pressure, and the rates Ta1 and Tb1 can be relatively small.

[0062] 3. The third stage is the cylinder pressure transition stage, with a stage duration of t2, where t2 can be calibrated.

[0063] As the torque driven by the GM motor continues to decrease, the engine torque needs to be gradually increased. The two work together to achieve a smooth torque transition and avoid knocking noises.

[0064] During the cylinder pressure transition phase, the transition rates of the throttle body and ignition timing switch to Ta2 and Tb2. The rationality of rates Ta2 and Tb2 can be determined based on the vibration amplitude of the vibration sensor installed at the tapping point, and adjustments can be made accordingly.

[0065] In the final stage of the third phase, the GM motor smoothly transitions to generator mode (negative torque), the engine throttle approaches the normal torque structure calculation level, and the ignition angle approaches the basic ignition angle.

[0066] 4. The fourth stage is the normal combustion stage. At this time, the starting stage control has been completed, and the engine control switches to normal torque structure control.

[0067] In summary, the engine management system implements phased control of the starting throttle and ignition angle based on synchronization signals, fuel injection permission signals, and phase durations. This is carried out in four phases, with the initial value of the first phase, the rate of the second phase, and the rate of the third phase all adjustable to achieve smooth control of engine cylinder pressure during the starting phase. This, in turn, enables coordinated control with the torque of the GM motor, thereby optimizing the problem of abnormal vibration and noise during starting in dual-motor hybrid vehicles.

[0068] Next, referring to the accompanying drawings, an engine control device for a dual-motor hybrid vehicle according to an embodiment of this application is described.

[0069] Figure 5 This is a block diagram of the engine control device of a dual-motor hybrid vehicle according to an embodiment of this application.

[0070] like Figure 5 As shown, the engine control device 10 of the dual-motor hybrid vehicle includes: an identification module 100, an adjustment module 200, and a control module 300.

[0071] The identification module 100 is used to identify the current start-up stage of the engine of the dual-motor hybrid vehicle; the adjustment module 200 is used to adjust the cylinder pressure of the engine according to the current start-up stage, wherein the target growth rate of the cylinder pressure of the engine increases as the current start-up stage increases; and the control module 300 is used to control the engine start-up according to the cylinder pressure of the engine.

[0072] It should be noted that the explanation of the engine control method embodiment for dual-motor hybrid vehicles described above also applies to the engine control device of the dual-motor hybrid vehicle in this embodiment, and will not be repeated here.

[0073] The engine control device for a dual-motor hybrid vehicle according to the embodiments of this application adjusts the cylinder pressure of the engine based on the current starting stage of the engine. As the current starting stage increases, the cylinder pressure gradually increases, and the engine starting is controlled according to the cylinder pressure to optimize the ignition and combustion of each cylinder, ultimately producing a relatively low and smoothly transitioning cylinder pressure. This reduces the excitation on the transmission system during engine start-up, reduces vibration and abnormal noise, and improves the overall NVH performance of the vehicle during engine start-up.

[0074] Figure 6 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include:

[0075] The memory 601, the processor 602, and the computer program stored on the memory 601 and capable of running on the processor 602.

[0076] When the processor 602 executes the program, it implements the engine control method for the dual-motor hybrid vehicle provided in the above embodiments.

[0077] Furthermore, the vehicle also includes:

[0078] Communication interface 603 is used for communication between memory 601 and processor 602.

[0079] The memory 601 is used to store computer programs that can run on the processor 602.

[0080] The memory 601 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0081] If the memory 601, processor 602, and communication interface 603 are implemented independently, then the communication interface 603, memory 601, and processor 602 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 6 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0082] Optionally, in a specific implementation, if the memory 601, processor 602, and communication interface 603 are integrated on a single chip, then the memory 601, processor 602, and communication interface 603 can communicate with each other through an internal interface.

[0083] The processor 602 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0084] This application also provides a computer-readable storage medium storing a computer program or instructions thereon, which, when executed by a processor, implements the engine control method for the dual-motor hybrid vehicle described above.

[0085] This application also provides a computer program product, including a computer program or instructions, characterized in that, when the computer program or instructions are executed, they implement the engine control method for the dual-motor hybrid vehicle described above.

[0086] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0087] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0088] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0089] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or more of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0090] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

Claims

1. An engine control method of a dual-motor hybrid vehicle, characterized by, The method comprises the following steps: identifying a current starting stage of an engine of a dual-motor hybrid vehicle; adjusting cylinder pressure of the engine according to the current starting stage, wherein the cylinder pressure of the engine gradually increases as the current starting stage increases; controlling starting of the engine according to the cylinder pressure of the engine; the adjusting of the cylinder pressure of the engine according to the current starting stage comprises: if the current starting stage is a first stage, controlling the cylinder pressure of the engine to be less than a first preset cylinder pressure; if the current starting stage is a second stage, suppressing the cylinder pressure of the engine; if the current starting stage is a third stage, gradually increasing the cylinder pressure of the engine.

2. The engine control method of a dual-motor hybrid vehicle according to claim 1, characterized by, the suppressing of the cylinder pressure of the engine comprises: obtaining a first initial value of a throttle valve and a second initial value of an ignition angle; controlling the throttle valve and the ignition angle to increase the cylinder pressure of the engine from the first initial value and the second initial value at a corresponding first increasing rate, so as to maintain the cylinder pressure of the engine to be less than a second preset cylinder pressure.

3. The engine control method of a dual-motor hybrid vehicle according to claim 2, characterized by, the gradually increasing of the cylinder pressure of the engine comprises: determining a second increasing rate of the throttle valve and the ignition angle according to a vibration amplitude detected at a target position; controlling the throttle valve and the ignition angle to increase the cylinder pressure of the engine at the second increasing rate.

4. The engine control method of a dual-motor hybrid vehicle according to claim 3, characterized by, the second increasing rate is greater than the first increasing rate.

5. The engine control method of a dual-motor hybrid vehicle according to claim 1, characterized by, after the controlling of the starting of the engine according to the cylinder pressure of the engine, the method further comprises: if the current starting stage is a fourth stage, determining that the starting of the engine is successful.

6. An engine control device of a dual-motor hybrid vehicle, characterized by The engine control device is used to implement the engine control method according to any one of claims 1-5, and the engine control device comprises: an identification module configured to identify a current starting stage of an engine of a dual-motor hybrid vehicle; an adjustment module configured to adjust cylinder pressure of the engine according to the current starting stage, wherein a target increasing rate of the cylinder pressure of the engine increases as the current starting stage increases; a control module configured to control starting of the engine according to the cylinder pressure of the engine.

7. A vehicle characterized by comprising: comprise: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the engine control method of the dual-motor hybrid vehicle according to any one of claims 1-5.

8. A computer readable storage medium having stored thereon a computer program or instructions, characterized in that, The computer program or instructions are executed by the processor to implement the engine control method of the dual-motor hybrid vehicle according to any one of claims 1-5.

9. A computer program product comprising computer programs or instructions, characterized in that, The computer program or instructions are executed to implement the engine control method of the dual-motor hybrid vehicle according to any one of claims 1-5.

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