Engine starting method and device, vehicle control unit and hybrid vehicle

Abstract

The invention relates to the technical field of engine control, in particular to an engine starting method and device, a vehicle control unit and a hybrid vehicle. The method comprises the steps that a separation clutch of the vehicle is controlled to be charged with oil to be in a semi-combination point state; controlling the separation clutch to charge oil and pressurize to meet a preset dragging condition; controlling the separation clutch to pressurize and increasing the torque of the driving motor to the target motor torque peak until the rotating speed of the engine reaches the target ignition rotating speed; the engine is controlled to inject oil and ignite while the separation clutch is combined, the preset torque of the driving motor is removed, the residual torque continues to be removed, and the rotating speed of the engine and the rotating speed of the driving motor both reach the idling target rotating speed; and controlling the output of the driving motor according to the idling target speed and the actual speed. Therefore, the problems that in the related technology, vibration is prone to occurring during state switching of the separation clutch, rotation speed transition is not smooth after an engine is ignited, torque sudden change and control are not accurate, and therefore riding comfort, vehicle stability and the like are affected are solved.

Description

Technical Field

[0001] The present application relates to the field of engine control technology, and in particular to an engine starting method, an engine starting device, a vehicle controller and a hybrid vehicle. Background Art

[0002] The P2 hybrid configuration is a common hybrid system in which the electric motor is located between the engine and the transmission, connected to the engine through a clutch. This configuration allows the vehicle to operate in pure electric mode while starting the engine when additional power is needed or to recharge the battery.

[0003] In the related art, for hybrid vehicles of P2 configuration, the commonly used starting method is motor friction starting. Specifically, the friction starting process is: the separation clutch first completes oil filling and preloading to create conditions for torque transmission between the motor and the engine, and then the motor drags the engine to reach the ignition speed. At this time, the separation clutch is controlled to disengage, and the engine is controlled to inject oil and ignite. After the engine is ignited, its speed will rise and then fall back, and finally reach the idle target speed. In this process, the vehicle controls the motor to reach the idle target speed in advance. When the engine and motor speeds are close to the idle target speed, the separation clutch is controlled to engage. At this time, the engine and motor speeds are synchronized, and the starting process is completed.

[0004] However, during the starting process, the separation clutch needs to switch between engagement, disengagement, and re-engagement, which can easily generate corresponding vibrations, affect ride comfort, and reduce the user's driving experience. In particular, after the engine is injected and ignited, the speed surge and fall process is controlled by its own torque, resulting in an unsmooth starting process. In addition, when the engine is arranged longitudinally, the instantaneous torque mutation caused by the injection and ignition will bring about an impact in the Y direction of the vehicle and an overturning moment around the X axis, affecting the stability of the vehicle. At the same time, the vehicle controller does not have precise control over the various power components, which can easily cause the speed to surge too high, increase the starting time and noise, and affect the fuel efficiency of the hybrid vehicle and the user's driving experience. This needs to be improved urgently. Summary of the invention

[0005] The present application provides an engine starting method, device, vehicle controller and hybrid vehicle to solve the problems in the related art, such as easy vibration when switching the state of the separation clutch, uneven speed transition after engine ignition, sudden torque change and inaccurate control, which affect riding comfort and vehicle stability.

[0006] The first aspect of the present application provides an engine starting method, comprising the following steps: controlling the separation clutch of the vehicle to fill with oil during the oil filling stage of starting until the state of the separation clutch reaches a semi-engagement point state; controlling the separation clutch to fill with oil and pressurize during the preloading stage of starting until the separation clutch meets a preset dragging condition; controlling the separation clutch to be pressurized during the dragging stage of starting, and controlling the torque of the drive motor to be increased to a target motor torque peak until the engine speed reaches a target ignition speed; controlling the engine to spray and ignite while the separation clutch is engaged during the speed surge stage of starting, and unloading the preset torque of the drive motor, so that after controlling the drive motor to continue to remove the remaining torque, the actual speeds of the engine and the drive motor both reach the idle target speed; controlling the drive motor output according to the idle target speed and the actual speed during the torque transfer stage of starting, so as to complete the starting process of the hybrid vehicle.

[0007] Through the above technical scheme, the embodiment of the present application ensures that the clutch state smoothly transitions to the semi-engagement point and a certain dragging condition by precisely controlling the oil filling and pressurization of the separation clutch, avoiding the power shock during the starting process and improving driving comfort; in the dragging and speed uprush stage, the torque boost and unloading of the drive motor and the ignition of the engine are synchronously controlled to ensure the seamless connection between the motor and the engine, and effectively control the starting speed of the engine and the power output in the hybrid mode; in the torque transmission stage, based on the dynamic adjustment of the actual speed and the idle target speed, a smooth transition from starting to stable idle speed is ensured, improving the response speed and efficiency of the system. The multi-stage control strategy of the embodiment of the present application in the entire starting process, from oil filling, preloading, dragging, speed uprush to torque transmission, each stage is optimized for specific conditions to improve the efficiency, safety and stability of the vehicle starting process.

[0008] Optionally, in one embodiment of the present application, the output of the drive motor is controlled according to the idle target speed and the actual speed during the torque transfer stage of starting, including: performing proportional-integral-differential PID closed-loop control according to the idle target speed and the actual speed to generate the target torque of the drive motor until the engine output reaches a preset stable condition.

[0009] Through the above technical scheme, the embodiment of the present application uses PID control to quickly adjust the target torque of the drive motor according to the deviation between the idle target speed and the actual speed, ensuring that the engine and motor speeds quickly reach consistency, achieving a smooth transition, and improving the smoothness of the starting process and driving comfort.

[0010] Optionally, in one embodiment of the present application, before controlling the oil filling of the separation clutch of the vehicle, it also includes: when the hybrid vehicle is in a parking state, identifying the actual demand of the vehicle; when the actual demand is a starting demand, controlling the vehicle to enter the starting process.

[0011] Through the above technical solution, the embodiment of the present application identifies the actual needs of the vehicle, intelligently determines when the engine needs to be started, and avoids unnecessary starting operations, thereby reducing unnecessary fuel consumption caused by unnecessary starting operations, reducing wear on various components of the vehicle, and extending the service life of various components of the vehicle.

[0012] Optionally, in one embodiment of the present application, the preset drag condition is that the torque of the separation clutch is greater than a preset threshold, wherein the preset threshold is obtained by the torque that can be transmitted by the separation clutch.

[0013] Through the above technical solution, the embodiment of the present application can achieve precise control of the starting process by setting a certain threshold value, ensuring that subsequent dragging and ignition operations are performed only when specific torque conditions are met, thereby improving the controllability and reliability of the starting process. The selection of the certain threshold value is based on the torque that the clutch can transmit, which helps prevent overload, protect the clutch and the entire power system from damage, and extend the service life of components.

[0014] The second aspect of the present application provides an engine starting device, comprising: a semi-engagement point oil filling control module, used to control the separation clutch of the vehicle to fill oil during the oil filling stage of the start-up, until the state of the separation clutch reaches the semi-engagement point state; a clutch preload control module, used to control the separation clutch to fill oil and pressurize during the preload stage of the start-up, until the separation clutch meets the preset drag condition; a torque and speed control module, used to control the separation clutch to pressurize during the drag stage of the start-up, and control the torque of the drive motor to increase to the target motor torque peak until the engine speed reaches the target ignition speed; an idle speed adjustment control module, used to control the engine to inject oil and ignite while the separation clutch is engaged during the speed surge stage of the start-up, and unload the preset torque of the drive motor, so that after controlling the drive motor to continue to cancel the remaining torque, the actual speeds of the engine and the drive motor both reach the idle target speed; a hybrid starting management module, used to control the output of the drive motor according to the idle target speed and the actual speed during the torque transfer stage of the start-up, so as to complete the starting process of the hybrid vehicle.

[0015] Through the above technical solutions, the embodiment of the present application ensures that the clutch state smoothly transitions to the semi-engagement point and a certain dragging condition by precisely controlling the oil filling and pressurization of the separation clutch, thereby avoiding the power shock during the starting process and improving driving comfort. In the dragging and speed uprush stage, the torque boost and unloading of the drive motor and the ignition of the engine are synchronously controlled to ensure seamless connection between the motor and the engine, and effectively control the starting speed of the engine and the power output in the hybrid mode. In the torque transfer stage, based on the dynamic adjustment of the actual speed and the idle target speed, a smooth transition from starting to stable idle is ensured, thereby improving the response speed and efficiency of the system. The multi-stage control strategy in the entire starting process, from oil filling, preloading, dragging, speed uprush to torque transfer, each stage is optimized for specific conditions to improve the efficiency, safety and stability of the vehicle starting process.

[0016] Optionally, in one embodiment of the present application, the hybrid start management module includes: a PID closed-loop control unit, used to perform proportional-integral-differential PID closed-loop control according to the idle target speed and the actual speed to generate a target torque for the drive motor until the engine output reaches a preset stable condition.

[0017] Through the above technical scheme, the embodiment of the present application uses PID control to quickly adjust the target torque of the drive motor according to the deviation between the idle target speed and the actual speed, ensuring that the engine and motor speeds quickly reach consistency, achieving a smooth transition, and improving the smoothness of the starting process and driving comfort.

[0018] Optionally, in one embodiment of the present application, the hybrid starting management module includes: an identification unit for identifying the actual demand of the vehicle when the hybrid vehicle is in a parking state; and a control unit for controlling the vehicle to enter the starting process when the actual demand is a starting demand.

[0019] Through the above technical solution, the embodiment of the present application identifies the actual needs of the vehicle, intelligently determines when the engine needs to be started, avoids unnecessary starting operations, effectively reduces fuel consumption and exhaust emissions, and extends the service life of various vehicle components.

[0020] Optionally, in one embodiment of the present application, the preset drag condition is that the torque of the separation clutch is greater than a preset threshold, wherein the preset threshold is obtained by the torque that can be transmitted by the separation clutch.

[0021] Through the above technical solution, the embodiment of the present application can achieve precise control of the starting process by setting a certain threshold value, ensuring that subsequent dragging and ignition operations are performed only when specific torque conditions are met, thereby improving the controllability and reliability of the starting process. The selection of the certain threshold value is based on the torque that the clutch can transmit, which helps prevent overload, protect the clutch and the entire power system from damage, and extend the service life of components.

[0022] The third aspect of the present application provides a vehicle controller, comprising: 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 starting method as described in the above embodiment.

[0023] A fourth aspect of the present application provides a hybrid vehicle, comprising: 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 starting method as described in the above embodiment.

[0024] A fifth aspect of the present application provides a computer-readable storage medium, which stores a computer program that, when executed by a processor, implements the above-mentioned engine starting method.

[0025] A sixth aspect of the present application provides a computer program product, including a computer program, which, when executed, is used to implement the above-mentioned engine starting method.

[0026] The embodiment of the present application can intelligently determine when the engine needs to be started by identifying the actual needs of the vehicle before the separation clutch is filled with oil, avoiding unnecessary starting operations, effectively reducing fuel consumption and exhaust emissions, and extending the service life of various components of the vehicle; in the separation clutch filling and preloading stage, the separation clutch filling and pressurization are accurately controlled to ensure that the clutch state smoothly transitions to the semi-engagement point and a certain dragging condition, avoiding the power impact of the starting process, and improving driving comfort; in the dragging and speed uprush stage, the torque boost and unloading of the drive motor and the ignition of the engine are synchronously controlled to ensure the seamless connection between the motor and the engine, and effectively control the starting speed of the engine and the power output in the hybrid mode; in the torque transmission stage, through PID control, according to the deviation between the idle target speed and the actual speed, the target torque of the drive motor is quickly adjusted to ensure that the engine and motor speeds quickly reach consistency, achieve a smooth transition, and improve the stability of the starting process and driving comfort. The multi-stage control strategy in the entire starting process of the embodiment of the present application, from filling, preloading, dragging, speed uprush to torque transmission, each stage is optimized for specific conditions to improve the efficiency, accuracy, safety and stability of the vehicle starting process.

[0027] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0029] Figure 1 A schematic diagram of the structure of a P2 hybrid vehicle power system according to an embodiment of the present application;

[0030] Figure 2 A flowchart of an engine starting method provided according to an embodiment of the present application;

[0031] Figure 3 This is a flow chart of controlling the motor during the starting speed surge phase according to one embodiment of the present application;

[0032] Figure 4 This is a flow chart of controlling a motor during a starting torque transmission phase according to an embodiment of the present application;

[0033] Figure 5 This is a flow chart of a P2 configuration hybrid vehicle starting control method according to one embodiment of the present application;

[0034] Figure 6 A schematic diagram of the states of various components of a power system during a starting process according to an embodiment of the present application;

[0035] Figure 7 It is a structural schematic diagram of an engine starting device provided according to an embodiment of the present application;

[0036] Figure 8 This is a structural example diagram of a vehicle controller provided according to an embodiment of the present application;

[0037] Fig. 9 This is a structural example diagram of a hybrid vehicle provided according to an embodiment of the present application. DETAILED DESCRIPTION

[0038] The embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0039] The following describes the engine starting method, device, vehicle controller and hybrid vehicle according to the embodiments of the present application with reference to the accompanying drawings.

[0040] In view of the problems in the related technologies mentioned in the background technology center that the separation clutch state switching is prone to vibration, and the speed transition is not smooth, the torque suddenly changes, and the control is not precise after the engine is ignited, thereby affecting the riding comfort and vehicle stability, the present application provides an engine starting method. In this method, before the separation clutch is filled with oil, the actual needs of the vehicle can be identified to intelligently determine when the engine needs to be started, thereby avoiding unnecessary starting operations, effectively reducing fuel consumption and exhaust emissions, and extending the service life of various vehicle components; during the separation clutch filling and preloading stage, the separation clutch filling and pressurization are precisely controlled to ensure The clutch state smoothly transitions to the semi-engagement point and a certain dragging condition, avoiding the power shock during the starting process and improving driving comfort; in the dragging and speed uprush stage, the torque boost and unloading of the drive motor and the ignition of the engine are synchronously controlled to ensure the seamless connection between the motor and the engine, and effectively control the starting speed of the engine and the power output in the hybrid mode; in the torque transmission stage, through PID control, according to the deviation between the idle target speed and the actual speed, the target torque of the drive motor is quickly adjusted to ensure that the engine and motor speeds quickly reach consistency, achieve a smooth transition, and improve the stability and driving comfort of the starting process. The multi-stage control strategy of the entire starting process of the embodiment of the present application, from oil filling, preloading, dragging, speed uprush to torque transmission, each stage is optimized for specific conditions to improve the efficiency, accuracy, safety and stability of the vehicle starting process. As a result, the problems in the related art that the separation clutch state switching is prone to vibration, and the speed transition is not smooth, the torque suddenly changes and the control is not precise after the engine is ignited, thereby affecting the ride comfort and vehicle stability are solved.

[0041] Before explaining the engine starting method of the embodiment of the present application, the structure involved in the embodiment of the present application is first illustrated by example.

[0042] like Figure 1 As shown, the P2 configuration hybrid vehicle system structure involved in the embodiment of the present application includes: VCU (Vehicle Control Unit, core control unit, responsible for the control decision of the whole vehicle) 1, vehicle CAN (Controller Area Network, a high-performance vehicle communication protocol) bus network 2, ECU (Electronic Control Unit, engine control unit) 3, BMS (Battery Management System, battery management system) 4, local CAN 5, MCU (Microcontroller Unit, motor control unit) 6, TCU (Traction Control Unit, transmission control unit) 7, engine 8, separation clutch 9, motor 10, transmission 11, power battery 12, inverter 13.

[0043] like Figure 1 It can be understood that the embodiment of the present application can obtain the power system component status signals sent by the ECU, MCU and TCU on the vehicle CAN bus network through the vehicle controller VCU. Through these signals, the actual speed of the engine and the motor, the actual torque of the engine and the motor, the separation clutch state (the separation clutch has four states: disengaged, semi-engaged, slipping and fully engaged) and the actual torque, etc. can be monitored in real time, and the stage of the vehicle's current starting process can be judged in real time. The vehicle controller VCU then sends a control request for the corresponding starting stage to each control unit through the CAN bus network, and each control unit performs corresponding control on each component of the power system to achieve coordinated cooperation of the various components of the power system during the vehicle starting process.

[0044] Specifically, Figure 2 A schematic flow chart of an engine starting method provided in an embodiment of the present application.

[0045] like Figure 2 As shown, the engine starting method includes the following steps:

[0046] In step S201, the separation clutch of the vehicle is controlled to be filled with oil during the oil filling stage of starting the engine until the state of the separation clutch reaches a semi-engagement point state.

[0047] It is understandable that the starting oil filling stage usually refers to the process of filling the lubricating oil inside the engine before starting. The semi-engaged state of the separation clutch means that the active plate and the driven plate of the clutch are neither completely separated nor completely engaged, but in an intermediate state. In this state, there is a certain contact between the friction plate and the pressure plate of the clutch, but the contact area and pressure are not enough to achieve complete power transmission.

[0048] Optionally, in one embodiment of the present application, before controlling the vehicle's separation clutch to fill with oil, it also includes: when the hybrid vehicle is in a parking state, identifying the actual demand of the vehicle; when the actual demand is a starting demand, controlling the vehicle to enter a starting process.

[0049] In actual implementation, when the vehicle is stationary or the engine is turned off, the VCU continuously monitors the vehicle status and external signals, such as driver operation, battery status, etc. Once the VCU detects that the vehicle starting conditions are met, such as the driver turns the key to the start position or presses the start button, the VCU recognizes that the vehicle needs to be started, and then starts the starting process and enters the first stage, the oil filling stage. The VCU controls the oil pump to pump lubricating oil into the separation clutch to ensure that the friction plate inside the clutch is fully lubricated. The purpose of the oil filling stage is to reduce friction and wear, avoid excessive vibration or noise when the vehicle starts, and prepare for the subsequent clutch semi-engagement operation.

[0050] Furthermore, when the lubricating oil reaches a certain amount, the friction plate inside the separation clutch begins to contact but is not completely engaged, which means that the semi-engagement point is reached. The semi-engagement point is a critical state, marking the completion of the oil filling stage and the entry of the starting process into the next stage. At the semi-engagement point, there is a slight slip between the friction plate and the pressure plate, allowing the engine speed to be gradually transmitted to the wheels, thereby achieving a smooth start. The VCU accurately determines the realization of the semi-engagement point by monitoring parameters such as the clutch oil pressure, speed difference and slip degree. When the VCU recognizes that the separation clutch state has reached the semi-engagement point, the oil filling stage is officially over.

[0051] The embodiment of the present application can ensure a smooth transition of power transmission between the engine and the transmission system, reduce the impact and vibration at the moment of starting, and improve driving comfort by precisely controlling the oil filling process until the separation clutch reaches the semi-engagement point.

[0052] In step S202, the separation clutch is controlled to be filled with oil and pressurized during the preloading stage of starting the engine until the separation clutch meets the preset drag condition.

[0053] It should be understood that the preloading stage is located after the oil filling stage, which mainly refers to the process of filling and pressurizing the oil in the separation clutch until the separation clutch reaches a certain drag condition. The certain drag condition in this process usually refers to the specific conditions when the clutch transitions from a semi-engaged state to a fully engaged state, including but not limited to speed difference, oil pressure, friction plate sliding speed, etc.

[0054] Specifically, the working principle of the preload stage is to fill the separation clutch with oil and apply a certain pressure to make the friction plates slightly in contact but not fully engaged. The purpose of preloading is to make the friction plates of the clutch start to slide slightly under conditions including but not limited to speed difference, oil pressure, friction plate sliding speed, etc., to produce a drag effect.

[0055] Optionally, in one embodiment of the present application, the preset drag condition is that the torque of the separation clutch is greater than a preset threshold, wherein the preset threshold is obtained by the torque that can be transmitted by the separation clutch.

[0056] In the actual implementation process, when the VCU determines that the current starting process has entered the preloading stage, it will control the oil pressure system of the separation clutch, continue to fill the separation clutch with oil and gradually increase the oil pressure. This process is essentially increasing the pressure between the friction plates inside the clutch, enabling it to have the ability to transmit greater torque. As the oil filling and pressurization proceed, the contact area and contact force of the friction plates inside the separation clutch gradually increase, thereby being able to carry and transmit more torque.

[0057] In some embodiments, the completion determination of the preloading phase is based on the monitoring of the torque transmission capacity of the disconnect clutch. The VCU monitors the state of the disconnect clutch in real time. When it recognizes that the torque that the disconnect clutch can transmit exceeds a certain threshold, that is, the disconnect clutch has the dragging condition, the preloading phase is considered to be completed. This threshold (i.e., the dragging condition) is pre-set according to the characteristics of the vehicle power system, the starting requirements and the control strategy. It represents the minimum torque transmission capacity of the disconnect clutch during the starting process. Only when the torque transmission capacity of the disconnect clutch reaches this threshold can the smooth progress of the starting process be ensured to avoid power interruption or impact when the vehicle starts due to insufficient torque transmission capacity.

[0058] The embodiment of the present application can control the oil filling and pressurizing process so that the clutch is fully engaged only when it reaches a certain drag condition, and can smoothly transition from a semi-engaged state to a engaged state, avoiding sudden impact or power interruption during starting, improving driving comfort, reducing hard contact between friction plates, thereby reducing wear and extending the service life of the clutch.

[0059] In step S203, the separation clutch is controlled to be pressurized during the dragging phase of starting the engine, and the torque of the drive motor is controlled to be increased to the target motor torque peak until the engine speed reaches the target ignition speed.

[0060] It can be understood that the dragging stage refers to the stage after the separation clutch has completed preloading and reached a certain dragging condition during the starting process. At this stage, the clutch has been partially engaged and started to transmit torque, but the engine has not yet reached the ignition speed. At this time, the separation clutch transmits torque through the partially engaged state, causing the engine to start to rotate slowly, but it has not yet ignited.

[0061] Specifically, the control goal of this stage is to use the torque of the drive motor to drive the engine to rotate through the clutch until the speed required for ignition is reached.

[0062] Those skilled in the art should understand that the target motor torque peak refers to the maximum torque value that the drive motor needs to output during the dragging phase. This peak torque is preset based on the engine's ignition requirements, the vehicle's starting characteristics, and the matching of the power system. The drive motor provides this peak torque during the dragging phase to ensure that the engine can overcome various resistances (such as friction, inertia, etc.) during the starting process and reach the target ignition speed.

[0063] Those skilled in the art should also understand that the target ignition speed refers to the lowest speed that the engine must reach in order to achieve ignition during the starting process. When the engine is lower than this speed, the mixture cannot be effectively compressed due to the low speed, and the ignition system cannot generate enough energy to ignite the mixture, so it cannot ignite. The setting of the target ignition speed ensures that the engine can have a high enough speed during ignition to ensure the success rate of ignition and the reliability of starting.

[0064] In actual implementation, at the beginning of the dragging phase, the separation clutch has completed the preloading phase. At this time, the VCU will further increase the oil pressure of the separation clutch, so that the contact pressure between the friction plates increases, thereby improving the clutch's ability to transmit torque. This process requires precise control to ensure that the clutch can smoothly transition from the preloading state to the dragging state to avoid impact or wear caused by improper oil pressure control.

[0065] Furthermore, while the clutch is being pressurized, the drive motor begins to increase its output torque. This torque increase is gradual, aiming to increase the engine speed gradually through the smooth increase of the motor torque. The target motor torque peak refers to the maximum torque value that the motor needs to reach during the dragging phase. This peak value is set based on the engine ignition requirements and vehicle starting characteristics to ensure that the engine can overcome various resistances during the starting process and successfully reach the ignition conditions.

[0066] The embodiment of the present application can ensure a smooth transition of the engine from a stationary state to an ignition state by precisely controlling the pressurization of the separation clutch and the torque increase of the drive motor, thereby avoiding impact and vibration during the starting process and improving driving comfort. The setting of the target ignition speed ensures that the engine ignites under optimal conditions, avoids ignition failure due to insufficient speed, and improves the success rate of engine ignition and the reliability of the entire starting process.

[0067] In step S204, during the speed surge phase of starting, the engine is controlled to inject fuel and ignite while the clutch is engaged, and the preset torque of the drive motor is removed, so that after the drive motor is controlled to continue to remove the remaining torque, the actual speeds of the engine and the drive motor reach the idle target speed.

[0068] It is understandable that the speed surge stage occurs after the engine ignites and starts to rotate on its own, but before it stabilizes to the idle state. During this stage, the engine speed will have a short and rapid rise. This is because the power generated by the combustion of the mixture inside the engine after ignition causes the speed to increase rapidly, but at this time, fine idle speed control has not been performed. The control strategy of the speed surge stage is to smoothly transition to idle speed and avoid instability caused by too high or too low speed.

[0069] Those skilled in the art should understand that after the engine is ignited and starts to maintain its speed, the drive motor needs to reduce its torque support to the engine, that is, unload a certain torque from the motor. The purpose of this operation is to ensure that the engine can independently control the speed, reduce the intervention of the motor, and gradually transition the engine to the idle state. The unloading of this certain torque needs to be adjusted in real time according to the engine speed and state to avoid impact on the engine.

[0070] Those skilled in the art also need to understand that continuing to cancel the residual torque means that after initially unloading a certain torque, the drive motor continues to reduce its output torque until no additional torque is provided at all, allowing the engine to be fully responsible for maintaining the speed.

[0071] Further, it can be understood that the idle target speed refers to the target speed of the engine at idle, which is usually determined when the engine is designed. It ensures that the engine runs smoothly under minimum load while meeting the requirements of emissions, fuel efficiency and noise control. Reaching the idle target speed is an important goal during the start-up process, which means that the engine has entered a stable operating state.

[0072] In actual implementation, when the engine speed reaches the target ignition speed, it enters the speed up phase. At this time, the separation clutch is fully engaged, which means that the friction plates are fully in contact, and the engine and the drive system are fully mechanically connected. At the same time, the engine injection system starts to spray oil, the ignition system ignites at the correct timing, and the engine starts to run on its own power.

[0073] Combination Figure 3 As shown, the principle of controlling the motor during the starting speed surge phase of the embodiment of the present application is described in detail with an embodiment. Figure 3 As shown, the steps of controlling the motor during the starting speed surge stage of the embodiment of the present application are as follows:

[0074] Step S301: Start.

[0075] The starting speed surge phase begins.

[0076] Step S302: Control the engine fuel injection and ignition, and synchronously control the motor torque to drop rapidly ΔT TM .

[0077] When the clutch is engaged and the engine is ignited, the drive motor begins to unload a certain threshold torque △T TM . A certain threshold torque △T TM It refers to the torque value set to increase the engine speed during the drag phase.

[0078] Step S303: Control the motor to continue to slowly remove the torque.

[0079] As the engine starts to run on its own, the drive motor no longer needs to provide additional torque support, so it begins to gradually reduce the output torque. TM After that, the drive motor continues to reduce output until the torque support is completely removed.

[0080] Step S304: End.

[0081] The actual speed of the engine and drive motor is controlled to reach the idle target speed, and the starting speed rising stage ends.

[0082] In summary, the embodiments of the present application can gradually reduce the torque output by precisely controlling the timing of the engagement of the separation clutch and the injection ignition during the speed surge stage, and synchronously unloading the torque of the drive motor, thereby avoiding the impact of sudden unloading on the engine and transmission system, ensuring a smooth transition of the engine to the idle state, improving driving comfort and reducing wear on mechanical components.

[0083] In step S205, the output of the drive motor is controlled according to the idle target speed and the actual speed during the torque transmission phase of starting, so as to complete the starting process of the hybrid vehicle.

[0084] It can be understood that the torque transfer stage refers to the stage in which the torque is dynamically adjusted and transferred between the engine and / or the drive motor after the engine is ignited and starts to run on its own, until the engine speed stabilizes at the idle target speed, achieving a smooth transition to the idle state.

[0085] Optionally, in one embodiment of the present application, the output of the drive motor is controlled according to the idle target speed and the actual speed during the torque transfer stage of starting, including: performing proportional-integral-differential PID closed-loop control according to the idle target speed and the actual speed to generate the target torque of the drive motor until the engine output reaches a preset stable condition.

[0086] In the actual implementation process, combined with Figure 4 As shown, the principle of controlling the motor during the starting torque transmission phase of the embodiment of the present application is described in detail with an embodiment. Figure 4 As shown, the steps of controlling the motor during the starting torque transmission phase of the embodiment of the present application are as follows:

[0087] Step S401: Start.

[0088] The starting torque transfer phase begins.

[0089] Step S402: Control the motor to continue to slowly remove the torque and activate the calculation of the dynamic target speed.

[0090] VCU determines that the current starting process is in the torque transfer stage, and the engine and motor speeds are already above the idle target speeds. The primary task of this stage is to make the speeds of the two smoothly transition to the idle target speed. At this time, the torque transmission capability of the separation clutch is maintained, and the calculation of the dynamic idle target speed is activated.

[0091] Step S403: The engine and motor speeds decrease.

[0092] If the VCU identifies that the engine and motor speeds change from increasing to decreasing (which can be identified by the average speed change rate), step S404 is executed; otherwise, step S401 is executed.

[0093] Step S404: Activate the P-term torque of the motor PI control.

[0094] Activate the P-term control of the actual speed and the dynamic idle target speed, control the motor to execute the P-term torque, and start to reduce the speed.

[0095] Step S405: The engine and motor speeds decrease slowly.

[0096] If the VCU recognizes that the engine and motor speeds decrease slowly, step S406 is executed; otherwise, step S407 is executed.

[0097] Step S406: activating the I-term torque based on the P-term torque of the motor PI control.

[0098] In order to eliminate the steady-state error, when the engine and motor speeds decrease slowly, the I-term control of the actual speed and the dynamic idle target speed is activated on the basis of the P-term control, and the motor executes the PI torque.

[0099] Step S407: End.

[0100] When the actual speed approaches the idle target speed and the engine torque output is stable, the torque transfer phase is completed.

[0101] In one embodiment of the present application, the dynamic idle target speed mentioned in the torque transfer stage of the above-mentioned starting process (which has an upper limit and a lower limit, and the upper limit needs to be sufficiently lower than the maximum speed that the engine and the motor can reach, so that after the speed reaches the maximum, the speed can be smoothly lowered by the motor P-term torque; the lower limit is the idle target speed, which can prevent the speed from overshooting, that is, when the motor and engine speeds drop below the idle target, the speed can be pulled back by the motor P-term torque) is obtained by multiplying the actual speed by a certain dynamic target coefficient, subtracting a certain value, and finally filtering. Since the dynamic target speed is obtained by filtering the actual speed, its transition to the target idle speed is slower and smoother. The required motor torque is obtained by PI control of the actual speed and the dynamic idle target speed. Controlling the motor to execute this torque will make the actual speed tend to the dynamic idle target speed, thereby achieving a smooth transition from the actual speed to the idle target speed.

[0102] The embodiment of the present application can dynamically adjust the torque output of the drive motor by real-time monitoring of the actual engine speed and comparing it with the idle target speed. The introduction of a PID closed-loop control strategy can achieve precise control of the output torque of the drive motor, ensure a smooth transition of the engine to the idle state, reduce vibration and noise during starting, and improve driving comfort.

[0103] The starting process of the embodiment of the present application also involves abnormal monitoring of the starting process, including timeout monitoring and status monitoring. Under the condition that there is no timeout at a certain stage and no abnormal state of a component, the normal starting process control is performed; if a certain stage times out or a certain component state is abnormal, the vehicle will be controlled to enter the shutdown process and the starting requirement will be re-identified. The specific implementation plan is as follows:

[0104] (1) The oil filling stage or pre-loading stage is to create conditions for the motor to drag the engine. At this time, the separation clutch is continuously controlled to fill with oil and pressurize without exceeding the time limit;

[0105] (2) During the dragging phase, speed surge and torque transfer phase, it is necessary to ensure that the engine and motor speeds are synchronized and the torque transmission capacity of the separation clutch between the engine and the motor is sufficient. Therefore, in addition to timeout monitoring, it is also necessary to monitor the separation clutch torque and the difference in engine and motor speeds.

[0106] Specifically, combined Figure 5 As shown, the working principle of the engine starting method of the embodiment of the present application is described in detail with an embodiment. Figure 5 As shown, the engine starting method of the embodiment of the present application has the following steps:

[0107] Step S501: Determine whether the vehicle currently has a need to start.

[0108] When the VCU detects that the vehicle start condition is met, for example, the driver turns the key to the start position or presses the start button, the VCU identifies that the vehicle needs to be started, and starts the start process. If yes, step S502 is executed, otherwise, the start process is not executed.

[0109] Step S502: Enter the engine starting and oil filling phase.

[0110] The purpose of this stage is to ensure that the internal components are adequately lubricated when the vehicle is started and running, reducing wear and preventing failures caused by insufficient lubrication.

[0111] Step S503: Determine whether the separation clutch reaches the semi-engagement point.

[0112] The semi-engaged state of the separation clutch refers to a state in which the driving disc and the driven disc of the clutch are neither completely separated nor completely engaged, but are in an intermediate state. If the semi-engaged point is reached, step S505 is executed, and if the semi-engaged point is not reached, step S504 is executed.

[0113] Step S504: Determine whether the oil filling phase has timed out.

[0114] If the oil filling phase times out, step S501 is executed; if the oil filling phase does not time out, step S502 is executed.

[0115] Step S505: Enter the startup preloading phase.

[0116] The working principle of the preload stage is to fill the separation clutch with oil and apply a certain pressure so that the friction plates form a slight contact but not fully engaged.

[0117] Step S506: Determine whether the separation clutch meets the dragging condition.

[0118] The dragging condition is that the torque of the separation clutch is greater than the torque that can be transmitted by the separation clutch. If the dragging condition is met, step S508 is executed, and if the dragging condition is not met, step S507 is executed.

[0119] Step S507: Determine whether the preloading phase has timed out.

[0120] If the preloading phase times out, step S501 is executed; if the preloading phase does not time out, step S505 is executed.

[0121] Step S508: Enter the start-up and dragging phase.

[0122] At this stage, the clutch is partially engaged and begins to transmit torque, but the engine has not yet reached the ignition speed. The control goal of this stage is to use the torque of the drive motor to drive the engine to rotate through the clutch until the speed required for ignition is reached.

[0123] Step S509: Determine whether the engine speed reaches the ignition speed.

[0124] If the engine speed reaches the ignition speed, step S512 is executed; if the engine speed does not reach the ignition speed, step S510 is executed.

[0125] Step S510: Determine whether the absolute difference between the engine speed and the motor speed is greater than n False Or the clutch torque is less than T C0False .

[0126] The absolute difference between the engine and motor speed is greater than n False It means that the difference between the engine speed and the motor speed exceeds a certain threshold value n False This condition ensures that during engine starting or acceleration, the motor can provide sufficient torque to smoothly increase the engine speed while avoiding shock or vibration caused by excessive speed difference. The clutch torque is less than T C0False It means that the actual torque of the separation clutch is less than a certain threshold value T C0False This condition is used to determine whether the clutch can be safely engaged to transmit the engine torque. If the torque of the clutch is too low, it may mean that the clutch is slipping or not properly engaged. At this time, you should not try to connect the engine to the transmission to protect the transmission system. If the condition is not met, execute step S511, if the condition is met, execute step S520.

[0127] Step S511: Determine whether the start-up dragging phase has timed out.

[0128] If the start-up dragging phase times out, step S501 is executed; if not, step S508 is executed.

[0129] Step S512: Enter the speed increasing stage.

[0130] During this stage, the engine speed will have a brief rapid rise. This is because the power generated by the combustion of the mixture inside the engine after ignition causes the speed to increase rapidly, but fine idle speed control has not yet been performed at this time.

[0131] Step S513: Determine whether the engine and motor speeds exceed the idle speed target, and the engine outputs positive torque.

[0132] If the engine and motor speeds exceed the idle target, the engine outputs positive torque and step S516 is executed. If they do not exceed the idle target, step S514 is executed.

[0133] Step S514: Determine whether the absolute difference between the engine speed and the motor speed is greater than n False Or the clutch torque is less than T C0False.

[0134] If the condition is not met, step S515 is executed; if the condition is met, step S520 is executed.

[0135] Step S515: Determine whether the starting speed increase phase has timed out.

[0136] If the starting speed rise times out, step S501 is executed; if not, step S512 is executed.

[0137] Step S516: Entering the starting torque interaction phase.

[0138] After the engine is ignited and starts running on its own, torque is dynamically adjusted and transmitted between the engine and the drive motor.

[0139] Step S517: Determine whether the absolute difference between the engine and motor speeds and the idle speed target is less than a certain value to determine whether the torque output is stable.

[0140] If the absolute difference between the engine speed and the idle speed target is greater than a certain value, step S518 is executed. If it is greater than a certain value, step S520 is executed. The value is a certain threshold for determining whether the torque output is stable.

[0141] Step S518: Determine whether the absolute difference between the engine speed and the motor speed is greater than n False Or the clutch torque is less than T C0False .

[0142] If the condition is not met, execute step S519; if the condition is met, execute step S520.

[0143] Step S519: Determine whether the torque transfer phase has timed out.

[0144] If the torque transfer phase times out, step S501 is executed; if not, step S516 is executed.

[0145] Step S520: The starting process is completed and the vehicle enters the hybrid idle mode.

[0146] The above steps are described below in conjunction with an embodiment. Specifically, Figure 6 As shown, Figure 6 The figure is a schematic diagram of the status of each component of the power system during the starting process. Figure 6It can be seen that the starting process is divided into four stages. The VCU determines the vehicle starting requirement based on the starting conditions, and starts the starting process if starting is required. First, it is in the oil filling stage, controlling the separation clutch to fill oil. After filling to the half-engagement point, it enters the preloading stage, and continues to fill oil and pressurize to increase the torque transmission capacity. After reaching the towing condition, it enters the towing stage. In this stage, the separation clutch is controlled to continue to be pressurized to the engagement state, and at the same time, the motor torque is rapidly increased to the motor torque peak related to the engine coolant temperature, so that the engine speed rises to the ignition speed synchronously under the drag of the motor. Then it enters the speed uprush stage, controlling the separation clutch to remain engaged and the engine to spray and ignite, and at the same time controlling the motor to remove part of the torque to offset the impact, and then removes the remaining torque until the engine and motor speeds reach the idle target speed, and then enters the torque transmission stage. The primary task is to make the speeds of the two smoothly transition to the idle target speed, maintain the torque transmission capacity of the separation clutch, activate the dynamic idle target speed calculation, activate the P control according to the speed change, and activate the I control when necessary. Finally, when the engine torque output is stable and the actual speed is close to the idle target speed, this stage is completed. Finally, the starting process is completed and the vehicle enters the hybrid idle mode.

[0147] According to the engine starting method proposed in the embodiment of the present application, before the separation clutch is filled with oil, by identifying the actual needs of the vehicle, it can be intelligently determined when the engine needs to be started, avoiding unnecessary starting operations, effectively reducing fuel consumption and exhaust emissions, and extending the service life of various components of the vehicle. In the separation clutch filling and preloading stage, the separation clutch filling and pressurization are accurately controlled to ensure that the clutch state smoothly transitions to the semi-engagement point and a certain dragging condition, avoiding the power impact of the starting process, and improving driving comfort. In the dragging and speed uprush stage, the torque boost and unloading of the drive motor and the ignition of the engine are synchronously controlled to ensure seamless connection between the motor and the engine, and effectively control the starting speed of the engine and the power output in the hybrid mode. In the torque transmission stage, through PID control, according to the deviation between the idle target speed and the actual speed, the target torque of the drive motor is quickly adjusted to ensure that the engine and motor speeds quickly reach consistency, achieve a smooth transition, and improve the stability of the starting process and driving comfort. The multi-stage control strategy throughout the starting process, from oil filling, preloading, dragging, speed surge to torque transfer, each stage is optimized for specific conditions to improve the efficiency, accuracy, safety and stability of the vehicle starting process.

[0148] Next, the engine starting device proposed in accordance with the embodiment of the present application will be described with reference to the accompanying drawings.

[0149] Figure 7 It is a block diagram of the engine starting device of the embodiment of the present application.

[0150] like Figure 7As shown, the engine starting device 10 includes: a semi-clutch point oil filling control module 100, a clutch preload control module 200, a torque and speed control module 300, an idle speed adjustment control module 400 and a hybrid starting management module 500.

[0151] Specifically, the semi-engagement point oil filling control module 100 is used to control the vehicle's separation clutch oil filling during the oil filling stage of starting the engine until the state of the separation clutch reaches the semi-engagement point state.

[0152] The clutch preload control module 200 is used to control the separation clutch to fill oil and pressurize during the preload phase of starting the engine until the separation clutch meets the preset drag condition.

[0153] The torque and speed control module 300 is used to control the separation clutch pressurization during the dragging phase of starting the engine, and control the torque of the drive motor to increase to the target motor torque peak until the engine speed reaches the target ignition speed.

[0154] The idle speed adjustment control module 400 is used to control the engine to inject fuel and ignite while the clutch is engaged during the speed surge phase of starting, and to remove the preset torque of the drive motor, so that after controlling the drive motor to continue to remove the remaining torque, the actual speeds of the engine and the drive motor reach the idle target speed.

[0155] The hybrid starting management module 500 is used to control the output of the drive motor according to the idle target speed and the actual speed during the torque transfer stage of starting, so as to complete the starting process of the hybrid vehicle.

[0156] Optionally, in one embodiment of the present application, the hybrid start management module 500 includes: a PID closed-loop control unit, which is used to perform proportional-integral-differential PID closed-loop control according to the idle target speed and the actual speed to generate a target torque for the drive motor until the engine output reaches a preset stable condition.

[0157] Optionally, in one embodiment of the present application, the hybrid start management module 500 further includes: an identification unit and a control unit.

[0158] The identification unit is used to identify the actual needs of the vehicle when the hybrid vehicle is in a parking state.

[0159] The control unit is used to control the vehicle to enter the starting process when the actual demand is a starting demand.

[0160] Optionally, in one embodiment of the present application, the preset drag condition is that the torque of the separation clutch is greater than a preset threshold, wherein the preset threshold is obtained by the torque that can be transmitted by the separation clutch.

[0161] It should be noted that the aforementioned explanation of the engine starting method embodiment is also applicable to the engine starting device of this embodiment, and will not be repeated here.

[0162] According to the engine starting device proposed in the embodiment of the present application, before the separation clutch is filled with oil, by identifying the actual needs of the vehicle, it can intelligently determine when the engine needs to be started, avoid unnecessary starting operations, effectively reduce fuel consumption and exhaust emissions, and extend the service life of various components of the vehicle. In the separation clutch filling and preloading stage, the separation clutch filling and pressurization are accurately controlled to ensure that the clutch state smoothly transitions to the semi-engagement point and a certain dragging condition, avoid the power impact of the starting process, and improve driving comfort. In the dragging and speed uprush stage, the torque increase and unloading of the drive motor and the ignition of the engine are synchronously controlled to ensure seamless connection between the motor and the engine, and effectively control the starting speed of the engine and the power output in the hybrid mode. In the torque transmission stage, through PID control, according to the deviation between the idle target speed and the actual speed, the target torque of the drive motor is quickly adjusted to ensure that the engine and motor speeds quickly reach consistency, achieve a smooth transition, and improve the stability of the starting process and driving comfort. The multi-stage control strategy in the entire starting process, from oil filling, preloading, dragging, speed surge to torque transmission, is optimized for specific conditions in each stage to improve the efficiency, accuracy, safety and stability of the vehicle starting process. This solves the problems in related technologies such as easy vibration when switching the state of the separation clutch, uneven speed transition after engine ignition, sudden torque change and inaccurate control, which affect ride comfort and vehicle stability.

[0163] Figure 8 A schematic diagram of the structure of a vehicle controller provided in an embodiment of the present application. The vehicle controller may include:

[0164] A memory 801 , a processor 802 , and a computer program stored in the memory 801 and executable on the processor 802 .

[0165] When the processor 802 executes the program, the engine starting method provided in the above embodiment is implemented.

[0166] Furthermore, the vehicle controller also includes:

[0167] The communication interface 803 is used for communication between the memory 801 and the processor 802 .

[0168] The memory 801 is used to store computer programs that can be executed on the processor 802 .

[0169] The memory 801 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0170] If the memory 801, the processor 802 and the communication interface 803 are implemented independently, the communication interface 803, the memory 801 and the processor 802 can be connected to each other through a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 8 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0171] Optionally, in a specific implementation, if the memory 801, the processor 802 and the communication interface 803 are integrated on a chip, the memory 801, the processor 802 and the communication interface 803 can communicate with each other through an internal interface.

[0172] The processor 802 may be a central processing unit (CPU), or an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0173] Fig. 9 A schematic diagram of the structure of a hybrid vehicle provided in an embodiment of the present application. The hybrid vehicle may include:

[0174] A memory 901 , a processor 902 , and a computer program stored in the memory 901 and executable on the processor 902 .

[0175] When the processor 902 executes the program, the engine starting method provided in the above embodiment is implemented.

[0176] Furthermore, the hybrid vehicle further comprises:

[0177] The communication interface 903 is used for communication between the memory 901 and the processor 902 .

[0178] The memory 901 is used to store computer programs that can be executed on the processor 902 .

[0179] The memory 901 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0180] If the memory 901, the processor 902 and the communication interface 903 are implemented independently, the communication interface 903, the memory 901 and the processor 902 can be connected to each other through a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Fig. 9 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0181] Optionally, in a specific implementation, if the memory 901, the processor 902 and the communication interface 903 are integrated on a chip, the memory 901, the processor 902 and the communication interface 903 can communicate with each other through an internal interface.

[0182] The processor 902 may be a central processing unit (CPU), or an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0183] An embodiment of the present application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the above-mentioned engine starting method.

[0184] An embodiment of the present application also provides a computer program product, including a computer program, which, when executed, is used to implement the above-mentioned engine starting method.

[0185] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or N embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0186] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0187] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or N executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present application belong.

[0188] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in combination with these instruction execution systems, devices or apparatuses. For the purpose of this specification, "computer-readable medium" can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus, or in combination with these instruction execution systems, devices or apparatuses. More specific examples of computer-readable media (a non-exhaustive list) include the following: an electrical connection with one or N wirings (electronic devices), a portable computer disk box (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), a fiber optic device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically by optically scanning the paper or other medium and then editing, interpreting or otherwise processing in a suitable manner if necessary and then storing it in a computer memory.

[0189] It should be understood that the various parts of the present application can be implemented by hardware, software, firmware or a combination thereof. In the above embodiment, the N steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. If implemented by hardware, as in another embodiment, it can be implemented by any one or a combination of multiple of the following technologies known in the art: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0190] A person skilled in the art may understand that all or part of the steps of the method for implementing the above-mentioned embodiment may be completed by instructing related hardware through a program, and the program may be stored in a computer-readable medium, which, when executed, includes one or a combination of the steps of the method embodiment.

[0191] In addition, each functional unit in each embodiment of the present application may be integrated into a processing module, or each unit may exist physically separately, or two or more units may be integrated into one module. The above-mentioned integrated module may be implemented in the form of hardware or in the form of a software functional module. If the integrated module is implemented in the form of a software functional module and sold or used as an independent product, it may also be stored in a computer-readable vehicle.

[0192] The vehicle mentioned above may be a read-only memory, a disk or an optical disk, etc. Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limiting the present application. A person of ordinary skill in the art may change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A method for starting an engine, characterized in that: The following steps are involved: Controlling the vehicle's separation clutch to fill oil during the oil filling phase of starting the engine until the separation clutch reaches a semi-engagement point; Controlling the separation clutch to fill oil and pressurize during the preloading stage of starting the engine until the separation clutch meets the preset drag condition; During the dragging phase of starting the engine, the separation clutch is controlled to be pressurized, and the torque of the drive motor is controlled to be increased to a target motor torque peak value until the engine speed reaches a target ignition speed; In the speed rising stage of starting, the engine is controlled to inject fuel and ignite while the separation clutch is engaged, and the preset torque of the drive motor is unloaded, so that after the drive motor is controlled to continue to remove the remaining torque, the actual speeds of the engine and the drive motor both reach the idle target speed; During the torque transmission phase of starting, the output of the drive motor is controlled according to the idle target speed and the actual speed to complete the starting process of the hybrid vehicle.

2. The method according to claim 1, characterized in that: The step of controlling the output of the drive motor according to the idle target speed and the actual speed during the torque transmission stage of starting the engine comprises: Proportional-integral-differential PID closed-loop control is performed according to the idle target speed and the actual speed to generate the target torque of the drive motor until the engine output reaches a preset stable condition.

3. The method according to claim 1, characterized in that Before controlling the separation clutch of the vehicle to be filled with oil, the method further includes: When the hybrid vehicle is in a parking state, identifying an actual demand of the vehicle; When the actual demand is a starting demand, the vehicle is controlled to enter the starting process.

4. The method according to claim 1, characterized in that The preset drag condition is that the torque of the separation clutch is greater than a preset threshold, wherein the preset threshold is obtained by the transmittable torque of the separation clutch.

5. An engine starting device, characterized in that: include: A semi-engagement point oil filling control module is used to control the oil filling of the vehicle's separation clutch during the oil filling stage of starting the engine until the state of the separation clutch reaches the semi-engagement point state; A clutch preload control module, used to control the oil filling and pressurization of the separation clutch during the preload stage of starting the engine until the separation clutch meets the preset drag condition; The torque and speed control module is used to control the separation clutch to be pressurized during the dragging phase of starting the engine, and to control the torque of the drive motor to be increased to a target motor torque peak value until the engine speed reaches a target ignition speed; an idle speed adjustment control module, for controlling the engine to inject fuel and ignite while the separation clutch is engaged during the speed surge phase of starting, and to remove the preset torque of the drive motor, so that the actual speeds of the engine and the drive motor both reach the idle speed target speed after the drive motor is controlled to continue to remove the remaining torque; The hybrid starting management module is used to control the output of the drive motor according to the idle target speed and the actual speed during the torque transmission stage of starting, so as to complete the starting process of the hybrid vehicle.

6. The device according to claim 5, characterized in that The hybrid start management module includes: The PID closed-loop control unit is used to perform proportional-integral-differential PID closed-loop control according to the idle target speed and the actual speed to generate the target torque of the drive motor until the engine output reaches a preset stable condition.

7. A vehicle controller, characterized in that: include: 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 starting method as described in any one of claims 1 to 4.

8. A hybrid vehicle, characterized in that: include: 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 starting method as described in any one of claims 1 to 4.

9. A computer readable vehicle having a computer program stored thereon, characterized in that: The program is executed by a processor to implement the engine starting method as described in any one of claims 1 to 4.

10. A computer program product, comprising a computer program, characterized in that The computer program is executed to implement the engine starting method according to any one of claims 1 to 4.

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