Engine starting methods, devices, vehicle controllers, and hybrid vehicles

Abstract

This application relates to the field of engine control technology, and particularly to an engine starting method, device, vehicle controller, and hybrid vehicle. The method includes: controlling the vehicle's disengaged clutch to fill with oil to a semi-engaged state; controlling the disengaged clutch to fill with oil and pressurize to meet preset towing conditions; controlling the disengaged clutch to pressurize and increase the torque of the drive motor to a target motor torque peak until the engine speed reaches the target ignition speed; controlling the engine to inject fuel and ignite simultaneously with the disengaged clutch engagement, releasing the preset torque of the drive motor and further canceling the remaining torque, so that the engine and drive motor speeds both reach the target idle speed; and controlling the drive motor output based on the target idle speed and the actual speed. This solves the problems in related technologies, such as vibration during clutch state switching, uneven speed transition after engine ignition, sudden torque changes, and inaccurate control, which affect ride comfort and vehicle stability.

Description

Technical Field

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

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

[0003] In related technologies, for P2 hybrid vehicles, the commonly used starting method is motor slip-start. Specifically, the slip-start process is as follows: the disengaged clutch first completes oil filling and pre-loading, creating conditions for torque transmission between the motor and the engine. Then, the motor drags the engine to the ignition speed. At this point, the disengaged clutch is controlled to disengage, and the engine is controlled to inject fuel and ignite. After the engine ignites, its speed will surge and then drop, eventually reaching the target idle speed. During this process, the vehicle controls the motor to reach the target idle speed in advance. When the engine and motor speeds are close to the target idle speed, the disengaged clutch is controlled to engage, at which point the engine and motor speeds are synchronized, and the starting process is completed.

[0004] However, during the starting process, the clutch needs to switch between engaging, disengaging, and re-engaging states, which can easily generate corresponding vibrations, affecting ride comfort and reducing the user's driving experience. In particular, after the engine injects fuel and ignites, the rise and fall of its speed is controlled by its own torque, resulting in an uneven starting process. Furthermore, when the engine is longitudinally arranged, the instantaneous torque change generated by fuel injection and ignition can cause impacts in the Y-axis of the entire vehicle and overturning moments around the X-axis, affecting vehicle stability. At the same time, the vehicle controller's control of various power components is not precise enough, which can easily lead to excessive speed rise, increasing start-up time and noise, affecting the fuel efficiency of hybrid vehicles and the user's driving experience, which urgently needs improvement. Summary of the Invention

[0005] This application provides an engine starting method, device, vehicle controller, and hybrid vehicle to solve problems in related technologies, such as vibration during clutch disengagement switching, uneven engine speed transition after ignition, sudden torque changes, and inaccurate control, which affect ride comfort and vehicle stability.

[0006] The first aspect of this application provides a method for starting an engine, comprising the following steps: During the oil filling phase of starting, controlling the disengagement clutch of the vehicle to fill with oil until the disengagement clutch reaches a semi-engaged state; during the pre-loading phase of starting, controlling the disengagement clutch to fill with oil and pressurize until the disengagement clutch meets a preset dragging condition; during the dragging phase of starting, controlling the disengagement clutch to pressurize and controlling the torque of the drive motor to increase to a target motor torque peak until the engine speed reaches a target ignition speed; during the speed surge phase of starting, controlling the engine to inject fuel and ignite while the disengagement clutch is engaged, and releasing the preset torque of the drive motor, so that after controlling the drive motor to continue to release the remaining torque, the actual speeds of both the engine and the drive motor reach the target idle speed; during the torque transmission phase of starting, controlling the output of the drive motor according to the target idle speed and the actual speed to complete the starting process of the hybrid vehicle.

[0007] Through the above technical solutions, this application embodiment ensures a smooth transition of the clutch state to the semi-engaged point and certain drag conditions by precisely controlling the oil filling and pressurization of the disengagement clutch, avoiding power shock during the start-up process and improving driving comfort. During the dragging and speed surge phases, the torque increase and unloading of the drive motor and the ignition of the engine are controlled synchronously to ensure seamless connection between the motor and the engine, effectively controlling the engine's starting speed and power output in hybrid mode. During the torque transmission phase, dynamic adjustment based on the actual speed and the target idle speed ensures a smooth transition from start-up to stable idle speed, improving the system's response speed and efficiency. The multi-stage control strategy of this application embodiment throughout the entire start-up process, from oil filling, preloading, dragging, speed surge to torque transmission, optimizes each stage for specific conditions, improving the efficiency, safety, and stability of the vehicle start-up process.

[0008] Optionally, in one embodiment of this application, controlling the output of the drive motor according to the target idle speed and the actual speed during the torque transmission phase of starting includes: performing proportional-integral-derivative PID closed-loop control according to the target idle 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 solution, the embodiments of this application use PID control to quickly adjust the target torque of the drive motor according to the deviation between the target idle 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 start-up process and driving comfort.

[0010] Optionally, in one embodiment of this application, before controlling the disengagement clutch of the vehicle to fill with oil, the method further includes: when the hybrid vehicle is in a parked state, identifying the actual needs of the vehicle; and when the actual needs are start-up needs, controlling the vehicle to enter the start-up process.

[0011] Through the above technical solution, the embodiments of this application can identify the actual needs of the vehicle, intelligently determine when the engine needs to be started, avoid unnecessary starting operations, reduce unnecessary fuel consumption caused by unnecessary starting operations, reduce wear and tear on various vehicle components, and extend the service life of various vehicle components.

[0012] Optionally, in one embodiment of this application, the preset drag condition is that the torque of the disengagement clutch is greater than a preset threshold, wherein the preset threshold is obtained from the torque that the disengagement clutch can transmit.

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

[0014] A second aspect of this application provides an engine starting device, comprising: a semi-engagement point oil filling control module, used to control the oil filling of the vehicle's disengagement clutch during the oil filling phase of starting, until the disengagement clutch reaches a semi-engagement state; a clutch preload control module, used to control the oil filling and pressurization of the disengagement clutch during the preload phase of starting, until the disengagement clutch meets a preset dragging condition; a torque and speed control module, used to control the pressurization of the disengagement clutch during the dragging phase of starting, and control the torque of the drive motor to increase to a target motor torque peak, until the engine speed reaches a target ignition speed; an idle speed adjustment control module, used to control the engine to inject fuel and ignite while the disengagement clutch is engaged during the speed surge phase of starting, and to unload 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 both the engine and the drive motor reach the target idle speed; and a hybrid starting management module, used to control the output of the drive motor according to the target idle speed and the actual speed during the torque transmission phase of starting, to complete the starting process of the hybrid vehicle.

[0015] Through the above technical solutions, this application embodiment ensures a smooth transition of the clutch state to the semi-engaged point and certain drag conditions by precisely controlling the oil filling and pressurization of the disengagement clutch, avoiding power shock during the start-up process and improving driving comfort. During the dragging and speed surge phases, the torque increase and unloading of the drive motor and the engine ignition are synchronously controlled, ensuring seamless connection between the motor and engine, and effectively controlling the engine's starting speed and power output in hybrid mode. During the torque transmission phase, dynamic adjustment based on the actual speed and target idle speed ensures a smooth transition from start-up to stable idle speed, improving the system's response speed and efficiency. The multi-stage control strategy throughout the start-up process, from oil filling, preloading, dragging, speed surge to torque transmission, optimizes each stage for specific conditions, improving the efficiency, safety, and stability of the vehicle start-up process.

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

[0017] Through the above technical solution, the embodiments of this application use PID control to quickly adjust the target torque of the drive motor according to the deviation between the target idle 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 start-up process and driving comfort.

[0018] Optionally, in one embodiment of this application, the hybrid start-up management module includes: an identification unit, used to identify the actual needs of the vehicle when the hybrid vehicle is in a parked state; and a control unit, used to control the vehicle to enter the start-up process when the actual needs are start-up needs.

[0019] Through the above technical solution, the embodiments of this application can identify the actual needs of the vehicle, 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 vehicle components.

[0020] Optionally, in one embodiment of this application, the preset drag condition is that the torque of the disengagement clutch is greater than a preset threshold, wherein the preset threshold is obtained from the torque that the disengagement clutch can transmit.

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

[0022] A third aspect of this application provides a vehicle controller, 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 implement the engine starting method as described in the above embodiments.

[0023] A fourth aspect of this application provides a hybrid 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 implement an engine starting method as described in the above embodiments.

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

[0025] A sixth aspect of this application provides a computer program product, including a computer program that, when executed, implements the engine starting method described above.

[0026] This application embodiment can intelligently determine when to start the engine by identifying the vehicle's actual needs before the clutch is filled with oil, avoiding unnecessary starting operations, effectively reducing fuel consumption and exhaust emissions, and extending the service life of various vehicle components. During the clutch filling and pre-loading stages, precise control of clutch filling and pressurization ensures a smooth transition of the clutch state to the semi-engaged point and certain drag conditions, avoiding power shocks during starting and improving driving comfort. During the drag and speed surge stages, synchronous control of the drive motor's torque increase and unload, as well as engine ignition, ensures seamless connection between the motor and engine, effectively controlling the engine's starting speed and power output in hybrid mode. During the torque transmission stage, PID control quickly adjusts the drive motor's target torque based on the deviation between the target idle 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. This application embodiment's multi-stage control strategy throughout the entire starting process, from oil filling, pre-loading, dragging, speed surge to torque transmission, optimizes each stage for specific conditions, improving the efficiency, accuracy, safety, and stability of the vehicle starting process.

[0027] 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

[0028] 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:

[0029] Figure 1 This is a schematic diagram of a P2 configuration hybrid electric vehicle powertrain system according to an embodiment of this application;

[0030] Figure 2 This is a flowchart of an engine starting method according to an embodiment of this application;

[0031] Figure 3 This is a flowchart of motor control during the starting speed surge phase according to an embodiment of this application;

[0032] Figure 4 This is a flowchart of the motor control during the starting torque transmission stage according to an embodiment of this application;

[0033] Figure 5 This is a flowchart of a P2 configuration hybrid electric vehicle start-up control method according to an embodiment of this application;

[0034] Figure 6 This is a schematic diagram showing the state of each component of the power system during the starting process according to an embodiment of this application;

[0035] Figure 7 This is a schematic diagram of the structure of an engine starting device according to an embodiment of this application;

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

[0037] Figure 9 This is a structural example diagram of a hybrid vehicle provided according to an embodiment of this application. Detailed Implementation

[0038] The embodiments of this application are described in detail below. Examples of the 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.

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

[0040] In response to the problems mentioned in the background technology center regarding the vibration during clutch state switching, uneven engine speed transition, sudden torque changes, and inaccurate control after engine ignition, which affect ride comfort and vehicle stability, this application provides an engine starting method. In this method, before the clutch is filled with oil, the actual needs of the vehicle are identified, and the timing of starting is intelligently determined to avoid unnecessary starting operations, effectively reducing fuel consumption and exhaust emissions, and extending the service life of various vehicle components. During the clutch filling and pre-loading stages, the oil filling and pressurization of the clutch are precisely controlled to ensure… The clutch smoothly transitions to the semi-engaged point and under certain drag conditions, avoiding power shock during the start-up process and improving driving comfort. During the dragging and speed surge phases, the torque increase and unloading of the drive motor and the engine ignition are synchronously controlled, ensuring seamless connection between the motor and engine, and effectively controlling the engine's starting speed and power output in hybrid mode. During the torque transmission phase, PID control quickly adjusts the target torque of the drive motor based on the deviation between the target idle 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 start-up process and driving comfort. The multi-stage control strategy of this application embodiment throughout the entire start-up process, from oil filling, preloading, dragging, speed surge to torque transmission, optimizes each stage for specific conditions, improving the efficiency, accuracy, safety, and stability of the vehicle start-up process. This solves the problems in related technologies, such as vibration during clutch disengagement switching, uneven speed transition after engine ignition, sudden torque changes, and inaccurate control, which affect ride comfort and vehicle stability.

[0041] Before describing the engine starting method of the embodiments of this application, the structure involved in the embodiments of this application will be illustrated by example.

[0042] like Figure 1 As shown, the P2 configuration hybrid vehicle system structure involved in this application embodiment includes: VCU (Vehicle Control Unit, core control unit, responsible for the control decision of the whole vehicle) 1, whole 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) 4, local CAN 5, MCU (Microcontroller Unit, motor control unit) 6, TCU (Transmission Control Unit, transmission control unit) 7, engine 8, disengagement clutch 9, motor 10, transmission 11, power battery 12, inverter 13.

[0043] like Figure 1 It is understood that, in the embodiments of this application, the vehicle controller (VCU) can obtain the status signals of power system components sent by the ECU, MCU, and TCU on the vehicle CAN bus network. Through these signals, the actual speed of the engine and motor, the actual torque of the engine and motor, the status of the disengaged clutch (the disengaged clutch has four states: disengaged, partially engaged, slipping, and fully engaged), and the actual torque can be monitored in real time. The vehicle controller (VCU) can then determine the current stage of the vehicle's start-up process. The VCU then sends control requests for the corresponding start-up stage to each control unit through the CAN bus network. Each control unit then performs corresponding control on each component of the power system to achieve coordinated operation of the power system components during the vehicle start-up process.

[0044] Specifically, Figure 2 This is a schematic flowchart illustrating an engine starting method provided in an embodiment of this application.

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

[0046] In step S201, during the oil filling stage of starting the engine, the vehicle's disengagement clutch is controlled to fill with oil until the disengagement clutch reaches the semi-engagement state.

[0047] Understandably, the engine start-up lubrication stage usually refers to the process of adding lubricating oil to the engine before starting it. The clutch in a semi-engaged state refers to a state where the clutch's driving and driven plates are neither fully disengaged nor fully engaged; it's an intermediate state. In this state, there is some contact between the clutch friction plates and the pressure plate, but the contact area and pressure are insufficient to achieve complete power transmission.

[0048] Optionally, in one embodiment of this application, before controlling the disengagement clutch of the vehicle to fill with oil, the method further includes: identifying the actual needs of the vehicle when the hybrid vehicle is in a parked state; and controlling the vehicle to enter the starting process when the actual needs are starting needs.

[0049] In actual operation, when the vehicle is stationary or the engine is off, the VCU continuously monitors the vehicle's status and external signals, such as driver operation and battery status. Once the VCU detects that the vehicle's starting conditions are met, such as the driver turning the key to the start position or pressing the start button, the VCU recognizes that the vehicle needs to be started and initiates the starting process, entering the first stage, the oil filling stage. The VCU controls the oil pump to pump lubricating oil into the disengaged clutch, ensuring sufficient lubrication of the friction plates inside the clutch. The purpose of the oil filling stage is to reduce friction and wear, avoid excessive vibration or noise during vehicle startup, and prepare for subsequent clutch partial engagement.

[0050] Furthermore, when the lubricating oil reaches a certain level, causing the friction plates inside the disengaged clutch to begin contact but not fully engage, the semi-engagement point is reached. The semi-engagement point is a crucial state, marking the completion of the oil filling stage and the start-up process entering the next stage. At the semi-engagement point, there is slight slippage between the friction plates and the pressure plate, allowing the engine speed to gradually transfer to the wheels, thus achieving a smooth start. The VCU accurately determines the achievement of the semi-engagement point by monitoring parameters such as clutch oil pressure, speed difference, and slippage. When the VCU detects that the disengaged clutch has reached the semi-engagement point, the oil filling stage officially ends.

[0051] The embodiments of this application can ensure a smooth transition of power transmission between the engine and the transmission system by precisely controlling the oil filling process until the clutch reaches the semi-engaged point, reducing the impact and vibration at the moment of start-up and improving driving comfort.

[0052] In step S202, during the pre-loading stage of starting the machine, the disengagement clutch is controlled to be filled with oil and pressurized until the disengagement clutch meets the preset dragging conditions.

[0053] It is important to understand that the preloading stage follows the oil filling stage. It mainly refers to the process of filling and pressurizing the disengaged clutch with oil until the disengaged 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, and friction plate sliding speed.

[0054] Specifically, the preloading stage works by filling the clutch with oil and applying a certain pressure, causing slight contact between the friction plates, but not complete engagement. The purpose of preloading is to induce slight slippage of the clutch friction plates under conditions including, but not limited to, speed differences, oil pressure, and friction plate sliding speed, thereby generating a dragging effect.

[0055] Optionally, in one embodiment of this application, the preset dragging condition is that the torque of the disengaging clutch is greater than a preset threshold, wherein the preset threshold is obtained from the torque that the disengaging clutch can transmit.

[0056] In actual operation, when the VCU determines that the current start-up process has entered the pre-loading stage, it will control the hydraulic system of the release clutch to continue filling the release 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 transmit greater torque. As the filling and pressurization proceed, the contact area and contact force of the friction plates inside the release clutch gradually increase, thereby enabling it to bear and transmit more torque.

[0057] In some embodiments, the completion of the preloading phase is determined based on monitoring the torque transmission capability of the disengagement clutch. The VCU monitors the status of the disengagement clutch in real time. When it detects that the torque that the disengagement clutch can transmit exceeds a certain threshold, that is, when the disengagement clutch meets the dragging condition, the preloading phase is considered complete. This threshold (i.e., the dragging condition) is preset according to the characteristics of the vehicle's powertrain, starting requirements, and control strategy. It represents the minimum torque transmission capability of the disengagement clutch during the starting process. Only when the torque transmission capability of the disengagement clutch reaches this threshold can the smooth start-up process be ensured, avoiding power interruption or shock during vehicle start-up caused by insufficient torque transmission capability.

[0058] This embodiment of the application controls the oil filling and pressurization process so that the clutch only fully engages when certain drag conditions are met, enabling a smooth transition from a semi-engaged state to a fully engaged state. This avoids sudden shocks or power interruptions during startup, improving driving comfort. It also reduces hard contact between the friction plates, thereby reducing wear and extending the clutch's service life.

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

[0060] The dragging phase, as we understand it, refers to the stage after the clutch has completed pre-loading and reached certain dragging conditions during the engine start-up process. In this stage, the clutch is partially engaged and begins to transmit torque, but the engine has not yet reached ignition speed. At this point, the partially engaged clutch transmits torque, causing the engine to start rotating slowly, but it has not yet ignited.

[0061] Specifically, the control objective at this stage is to use the torque of the drive motor, transmitted through the clutch, to drive the engine to rotate until it reaches the speed required for ignition.

[0062] Those skilled in the art should understand that the target motor peak torque refers to the highest torque value that the drive motor needs to output during the towing phase. This peak torque is preset based on the engine's ignition requirements, the vehicle's starting characteristics, and the matching of the powertrain. During the towing phase, the drive motor provides this peak torque to ensure that the engine can overcome various resistances (such as friction and inertial forces) 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 minimum engine speed that must be reached during the start-up process to achieve ignition. Below this speed, the engine cannot effectively compress the air-fuel mixture, and the ignition system cannot generate enough energy to ignite the mixture, thus failing to ignite. Setting the target ignition speed ensures that the engine has a sufficiently high speed during ignition to guarantee the success rate of ignition and the reliability of starting.

[0064] In actual operation, during the initial stage of the dragging phase, the disengaging clutch has already completed the preload stage. At this point, the VCU further increases the hydraulic pressure of the disengaging clutch, increasing the contact pressure between the friction plates and thus improving the clutch's torque transmission capability. This process requires precise control to ensure that the clutch can smoothly transition from the preloaded state to the dragging state, avoiding shocks or wear caused by improper hydraulic pressure control.

[0065] Furthermore, while the clutch is disengaged and pressurized, the drive motor begins to increase its output torque. This torque increase is gradual, aiming to smoothly increase the engine speed by gradually raising the motor's torque. The target motor torque peak refers to the maximum torque value that the motor needs to achieve during the towing phase. This peak value is set based on the engine's ignition requirements and the vehicle's starting characteristics, ensuring that the engine can overcome various resistances during the starting process and successfully reach the ignition conditions.

[0066] This embodiment of the application can ensure a smooth transition of the engine from a stationary state to the ignition state by precisely controlling the pressurization of the disengagement clutch and the torque increase of the drive motor, avoiding shocks and vibrations during the starting process and improving driving comfort. Setting the target ignition speed ensures that the engine ignites under optimal conditions, avoiding ignition failure due to insufficient speed, thus improving the success rate of engine ignition and the reliability of the entire starting process.

[0067] In step S204, during the initial speed surge phase of the engine start-up, the engine is controlled to inject fuel and ignite while disengaging the clutch, and the preset torque of the drive motor is removed. This ensures that after the remaining torque of the drive motor is further removed, the actual speeds of both the engine and the drive motor reach the target idle speed.

[0068] Understandably, the engine speed surge phase occurs after the engine ignites and begins to rotate, but before it stabilizes at idle. During this phase, the engine speed experiences a brief, rapid increase because the power generated by the combustion of the air-fuel mixture after ignition causes the speed to rise quickly. However, precise idle speed control is not yet in place at this stage. The control strategy for the engine speed surge phase aims to smoothly transition to idle, avoiding instability caused by excessively high or low engine speeds.

[0069] Those skilled in the art should understand that after the engine ignites and begins to maintain its speed independently, the drive motor needs to reduce its torque support to the engine, that is, unload a certain amount of torque from the motor. The purpose of this operation is to ensure that the engine can independently control its speed, reduce the motor's intervention, and allow the engine to gradually transition to idle. This unloading of torque needs to be adjusted in real time according to the engine speed and status to avoid impacting the engine.

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

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

[0072] In actual operation, once the engine speed reaches the target ignition speed, it enters the speed surge phase. At this point, the clutch is fully engaged, meaning the friction plates are in complete contact, and the engine and drive system are fully mechanically connected. Simultaneously, the engine's fuel injection system begins injecting fuel, the ignition system ignites at the correct timing, and the engine begins to operate under its own power.

[0073] Combination Figure 3 As shown, an embodiment is used to explain in detail the principle of motor control during the starting speed surge phase of this application. For example... Figure 3 As shown, the steps for controlling the motor during the starting speed surge phase in this embodiment of the application are as follows:

[0074] Step S301: Begin.

[0075] The initial speed surge phase begins.

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

[0077] Simultaneously with the disengagement of the clutch and engine ignition, the drive motor begins to unload a certain threshold torque ΔT. TM A certain threshold torque ΔT TM This refers to the torque value set during the towing phase to increase the engine speed.

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

[0079] As the engine begins to run on its own, the drive motor no longer needs to provide additional torque support, and therefore begins to gradually reduce its output torque. This is done after an initial unloading of a certain torque ΔT. TM Then, the drive motor continues to reduce its output until torque support is completely removed.

[0080] Step S304: End.

[0081] Once the actual speeds of the engine and drive motor are controlled to reach the target idle speed, the starting speed surge phase ends.

[0082] In summary, the embodiments of this application can gradually reduce torque output by precisely controlling the timing of clutch engagement and fuel injection ignition during the speed surge phase, and simultaneously 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 idle, improving driving comfort and reducing wear on mechanical parts.

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

[0084] It can be understood that the torque transmission stage refers to the stage after the engine is ignited and starts running on its own, during which the engine and / or drive motor dynamically adjust and transmit torque until the engine speed stabilizes at the target idle speed, achieving a smooth transition to the idle state.

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

[0086] In actual implementation, combined with Figure 4 As shown, an embodiment is used to explain in detail the principle of motor control during the starting torque transmission stage of this application. For example... Figure 4 As shown, the steps for motor control during the starting torque transmission stage in this embodiment are as follows:

[0087] Step S401: Begin.

[0088] The starting torque transmission phase begins.

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

[0090] The VCU determines that the current start-up process is in the torque transmission stage, and the engine and motor speeds are already above the idle target speed. The primary task at this stage is to smoothly transition the speeds of both to the idle target speed. At this time, the torque transmission capability of the disengaged clutch is maintained, and the calculation of the dynamic idle target speed is activated.

[0091] Step S403: Engine and motor speeds decrease.

[0092] If the VCU detects that the engine and motor speeds change from increasing to decreasing (which can be identified by the average speed change rate), then 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 between the actual speed and the dynamic idle target speed, control the motor to execute the P-term torque, and cause the speed to begin to decrease.

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

[0096] If the VCU detects that the engine and motor speeds are decreasing slowly, then proceed to step S406; otherwise, proceed to step S407.

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

[0098] To eliminate steady-state error, when the engine and motor speeds decrease slowly, the I-term control, which compares the actual speed with the target dynamic idle speed, is activated based on the P-term control, and the motor is made to execute PI torque.

[0099] Step S407: End.

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

[0101] In one embodiment of this application, the dynamic idle target speed mentioned in the torque transmission stage of the above-mentioned start-up process (which has an upper limit and a lower limit, the upper limit must be sufficiently lower than the highest speed that the engine and motor can reach, so that after the speed reaches its maximum, the speed can be smoothly reduced by the motor P-term torque; the lower limit is the idle target speed, which can prevent overshoot when the speed drops, that is, when the speed of the motor and engine drops 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 realizing a smooth transition of the actual speed to the idle target speed.

[0102] The embodiments of this application can dynamically adjust the torque output of the drive motor by monitoring the actual speed of the engine in real time and comparing it with the target idle speed. The introduction of the PID closed-loop control strategy can achieve precise control of the output torque of the drive motor, ensuring that the engine smoothly transitions to the idle state, reducing vibration and noise during the start-up process, and improving driving comfort.

[0103] The starting process in this embodiment also involves abnormal monitoring of the starting process, including timeout monitoring and status monitoring. Normal starting process control is performed when there is no timeout at any stage and no abnormal component status; if a stage times out or a component status is abnormal, the vehicle will be controlled to enter a shutdown process, and the starting requirement will be re-identified. The specific implementation scheme is as follows:

[0104] (1) The purpose of the oil filling stage or preloading stage is to create conditions for the motor to drag the engine. At this time, under the premise of not exceeding the time limit, the oil filling and pressurization of the separation clutch are continuously controlled.

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

[0106] Specifically, in combination Figure 5 As shown, the working principle of the engine starting method of this application embodiment is explained in detail with reference to one embodiment. Figure 5 As shown, the steps of the engine starting method in this embodiment are as follows:

[0107] Step S501: Determine if the vehicle currently requires starting.

[0108] The VCU detects that the vehicle starting conditions are met, such as the driver turning the key to the start position or pressing the start button. The VCU recognizes that the vehicle needs to be started and initiates the starting process. If so, step S502 is executed; otherwise, the starting process is not executed.

[0109] Step S502: Enter the start-up and oil filling stage.

[0110] The purpose of this stage is to ensure that internal components receive sufficient lubrication during vehicle startup and operation, reducing wear and preventing malfunctions caused by insufficient lubrication.

[0111] Step S503: Determine whether the disengaged clutch has reached the semi-engaged point.

[0112] The clutch in a semi-engaged state refers to a state where the driving and driven discs of the clutch are neither fully disengaged nor fully engaged, but rather in an intermediate state. If the semi-engagement point is reached, step S505 is executed; otherwise, step S504 is executed.

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

[0114] If the oil filling stage times out, proceed to step S501; if the oil filling stage does not time out, proceed to step S502.

[0115] Step S505: Enter the startup pre-loading stage.

[0116] The working principle of the preloading stage is to fill the inside of the disengagement clutch with oil and apply a certain pressure, so that the friction plates make slight contact, but are not fully engaged.

[0117] Step S506: Determine whether the disengaged clutch is capable of dragging.

[0118] The dragging condition is that the torque of the disengaged clutch is greater than the torque that the disengaged clutch can transmit. If the dragging condition is met, proceed to step S508; otherwise, proceed to step S507.

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

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

[0121] Step S508: Enter the startup dragging stage.

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

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

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

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

[0126] The absolute difference between the engine and motor speeds is greater than n False This refers to the difference between the engine speed and the electric motor speed exceeding a certain threshold n. False This condition ensures that during engine start-up or acceleration, the electric motor can provide sufficient torque to smoothly increase engine speed, while avoiding shocks or vibrations caused by excessive speed differences. The clutch disengagement torque is less than T. C0False This means that the actual torque of the disengaged clutch is less than a certain threshold T. C0False This condition is used to determine whether the clutch can safely engage to transmit engine torque. If the clutch disengagement torque is too low, it may mean that the clutch is slipping or not properly engaged. In this case, the engine should not be connected to the transmission to protect the drivetrain. If the condition is not met, proceed to step S511; if the condition is met, proceed to step S520.

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

[0128] If the startup dragging phase times out, proceed to step S501; otherwise, proceed to step S508.

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

[0130] During this stage, the engine speed will experience a brief and rapid increase. This is because the power generated by the combustion of the air-fuel mixture inside the engine after ignition causes the speed to increase rapidly, but fine-grained idle speed control has not yet been implemented.

[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 or motor speed exceeds the idle speed target, the engine outputs positive torque and executes step S516; if it does not exceed the idle speed target, then execute step S514.

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

[0134] If the conditions are not met, proceed to step S515; if the conditions are met, proceed to step S520.

[0135] Step S515: Determine whether the starter speed increase phase has exceeded the time limit.

[0136] If the starter speed rises beyond the time limit, proceed to step S501; otherwise, proceed to step S512.

[0137] Step S516: Enter the starting torque interaction stage.

[0138] After the engine is ignited and begins to run on its own, the torque is dynamically adjusted and transmitted between the engine and / or the drive motor.

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

[0140] If the absolute difference between the engine / motor speed and the target idle speed is greater than a certain value, then step S518 is executed; if it is greater than a certain value, then step S520 is executed. This value is a certain threshold for judging whether the torque output is stable.

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

[0142] If the conditions are not met, proceed to step S519; if the conditions are met, proceed to step S520.

[0143] Step S519: Determine if the torque transmission phase has timed out.

[0144] If the torque transmission stage times out, proceed to step S501; otherwise, proceed to step S516.

[0145] Step S520: The start-up process is complete, and the vehicle enters hybrid idle mode.

[0146] The above steps are illustrated below with reference to an embodiment, specifically, as follows: Figure 6 As shown, Figure 6 This is a schematic diagram showing the status of various components of the power system during the start-up process. Figure 6It can be seen that the starting process is divided into four stages. The VCU determines the vehicle's starting needs based on the starting conditions, and if starting is required, the starting process begins. First, in the oil filling stage, the disengaged clutch is controlled to fill with oil until it reaches the semi-engaged point, then enters the pre-loading stage, where oil filling and pressurization continue to increase the torque transmission capacity. Once the towing conditions are met, the towing stage begins. In this stage, the disengaged clutch is controlled to continue pressurizing until it engages, while the motor torque is rapidly increased to the peak motor torque related to the engine coolant temperature. This causes the engine speed to rise synchronously to the ignition speed under the motor's drag. Next, the speed surge stage begins, where the disengaged clutch is controlled to remain engaged and the engine injects fuel for ignition. At the same time, the motor torque is partially released to offset the impact, and then the remaining torque is released until the engine and motor speeds reach the target idle speed. Then, the torque transmission stage begins, with the primary task being to smoothly transition both speeds to the target idle speed while maintaining the torque transmission capacity of the disengaged clutch. The dynamic idle target speed calculation is activated, and the P-item control is activated based on speed changes, and the I-item control is activated when necessary. Finally, this stage is completed when the engine torque output is stable and the actual speed is close to the target idle speed. Finally, the starting process is completed, and the vehicle enters hybrid idle mode.

[0147] The engine starting method proposed in this application can intelligently determine when starting is needed by identifying the actual needs of the vehicle before the clutch is filled with oil, avoiding unnecessary starting operations, effectively reducing fuel consumption and exhaust emissions, and extending the service life of various vehicle components. During the clutch filling and pre-loading stage, precise control of clutch filling and pressurization ensures a smooth transition of the clutch state to the semi-engaged point and certain drag conditions, avoiding power shocks during starting and improving driving comfort. During the drag and speed surge stage, synchronous control of the drive motor's torque increase and unload, as well as engine ignition, ensures seamless connection between the motor and engine, effectively controlling the engine's starting speed and power output in hybrid mode. During the torque transmission stage, PID control rapidly adjusts the target torque of the drive motor based on the deviation between the target idle 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. The multi-stage control strategy throughout the entire starting process, from oil filling, preloading, dragging, speed surge to torque transmission, optimizes each stage for specific conditions, improving the efficiency, accuracy, safety and stability of the vehicle starting process.

[0148] Next, the starting device for an engine according to an embodiment of this application is described with reference to the accompanying drawings.

[0149] Figure 7 This is a block diagram of the engine starting device according to an embodiment of this application.

[0150] like Figure 7As shown, the engine starting device 10 includes: a semi-engagement 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 start-up management module 500.

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

[0152] The clutch preload control module 200 is used to control the oil filling and pressurization of the disengagement clutch during the preload phase of starting the engine until the disengagement clutch meets the preset drag conditions.

[0153] The torque and speed control module 300 is used to control the pressure of the disengaged clutch during the starting and dragging phase of the engine, and to 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 disengaging the clutch during the initial speed surge phase of the engine start-up, and to remove the preset torque of the drive motor. After controlling the drive motor to continue to remove the remaining torque, the actual speed of both the engine and the drive motor reaches the target idle speed.

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

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

[0157] Optionally, in one embodiment of this 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 parked.

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

[0160] Optionally, in one embodiment of this application, the preset dragging condition is that the torque of the disengaging clutch is greater than a preset threshold, wherein the preset threshold is obtained from the torque that the disengaging clutch can transmit.

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

[0162] The engine starter device proposed in this application can intelligently determine when to start the engine by identifying the actual needs of the vehicle before the clutch is filled with oil, avoiding unnecessary starting operations, effectively reducing fuel consumption and exhaust emissions, and extending the service life of various vehicle components. During the clutch filling and pre-loading stage, precise control of clutch filling and pressurization ensures a smooth transition of the clutch state to the semi-engaged point and certain drag conditions, avoiding power shocks during the starting process and improving driving comfort. During the drag and speed surge stage, synchronous control of the drive motor's torque increase and unload, as well as engine ignition, ensures seamless connection between the motor and engine, effectively controlling the engine's starting speed and power output in hybrid mode. During the torque transmission stage, PID control quickly adjusts the target torque of the drive motor based on the deviation between the target idle 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. The multi-stage control strategy throughout the entire starting process, from oil filling, preloading, dragging, speed surge to torque transmission, optimizes each stage for specific conditions, improving the efficiency, accuracy, safety, and stability of the vehicle starting process. This solves problems in related technologies, such as vibration during clutch disengagement, uneven speed transition after engine ignition, sudden torque changes, and inaccurate control, all of which affect ride comfort and vehicle stability.

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

[0164] The memory 801, the processor 802, and the computer program stored on the memory 801 and capable of running on the processor 802.

[0165] When processor 802 executes the program, it implements the engine starting method provided in the above embodiments.

[0166] Furthermore, the vehicle controller also includes:

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

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

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

[0170] If the memory 801, processor 802, and communication interface 803 are implemented independently, then the communication interface 803, memory 801, and processor 802 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. Buses can be categorized into address buses, data buses, control buses, etc. For ease of representation, Figure 8 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.

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

[0172] The processor 802 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.

[0173] Figure 9 This is a schematic diagram of the structure of a hybrid vehicle provided in an embodiment of this application. The hybrid vehicle may include:

[0174] The memory 901, the processor 902, and the computer program stored on the memory 901 and capable of running on the processor 902.

[0175] When processor 902 executes the program, it implements the engine starting method provided in the above embodiments.

[0176] Furthermore, hybrid vehicles also include:

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

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

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

[0180] If the memory 901, processor 902, and communication interface 903 are implemented independently, then the communication interface 903, memory 901, and processor 902 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 9 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.

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

[0182] The processor 902 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.

[0183] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the engine starting method described above.

[0184] This application also provides a computer program product, including a computer program, which, when executed, is used to implement the engine starting method described above.

[0185] 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.

[0186] 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.

[0187] 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.

[0188] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). In addition, computer-readable media can even be paper or other suitable media on which programs can be printed, because programs can be obtained electronically by optically scanning paper or other media, then editing, interpreting or otherwise processing them as necessary, and then storing them in computer memory.

[0189] 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. 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.

[0190] Those skilled in the art will understand that all or part of the steps of the methods described in the above embodiments can be implemented by a program instructing related hardware, and the program can be stored in a computer-readable vehicle. When executed, the program includes one or a combination of the steps of the method embodiments.

[0191] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can 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 embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A method for starting an engine, characterized in that, Includes the following steps: During the oil filling stage of starting the engine, the disengaged clutch of the vehicle is controlled to be filled with oil until the disengaged clutch reaches the semi-engaged state. The oil filling stage of starting the engine refers to the process of adding lubricating oil to the engine before starting the engine. During the pre-loading phase of starting the machine, the disengagement clutch is controlled to be filled with oil and pressurized until the disengagement clutch meets the preset dragging conditions; During the starting drag phase, the disengagement clutch is pressurized and the torque of the drive motor is increased to the target motor torque peak until the engine speed reaches the target ignition speed. During the initial speed surge phase of the engine, the engine is controlled to inject fuel and ignite while the disengaging clutch is engaged, and the preset torque of the drive motor is removed. After the remaining torque of the drive motor is further removed, the actual speeds of both the engine and the drive motor reach the target idle speed. During the torque transmission phase of starting, the output of the drive motor is controlled according to the target idle 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 control of the drive motor output based on the target idle speed and the actual speed during the torque transmission phase of the start-up includes: Based on the target idle speed and the actual speed, proportional-integral-derivative PID closed-loop control is performed to generate the target torque of the drive motor until the engine output reaches the preset stable condition.

3. The method according to claim 1, characterized in that, Before controlling the oil filling of the vehicle's disengagement clutch, the following is also included: When the hybrid vehicle is in a parked state, identify the vehicle's actual needs; When the actual need is to start the engine, 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 disengagement clutch is greater than a preset threshold, wherein the preset threshold is obtained from the torque that the disengagement clutch can transmit.

5. A starting device for an engine, characterized in that, include: The semi-engagement point oil filling control module is used to control the oil filling of the vehicle's disengaged clutch during the oil filling stage of starting the engine, until the disengaged clutch reaches the semi-engagement point state. The starting oil filling stage refers to the process of adding lubricating oil to the engine before starting it. The clutch preload control module is used to control the oil filling and pressurization of the disengagement clutch during the preload phase of starting the engine until the disengagement clutch meets the preset dragging conditions. The torque and speed control module is used to control the pressurization of the disengaged clutch during the starting drag phase 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. The idle speed adjustment control module is used to control the engine to inject fuel and ignite while the disengaging clutch is engaged during the initial speed surge phase of the engine start-up, and to unload the preset torque of the drive motor, so that after controlling the drive motor to continue to remove the remaining torque, the actual speed of both the engine and the drive motor reaches the idle speed target speed. The hybrid start-up 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 phase of the start-up process, so as to complete the start-up process of the hybrid vehicle.

6. The apparatus according to claim 5, characterized in that, The hybrid start-up management module includes: The PID closed-loop control unit is used to perform proportional-integral-derivative PID closed-loop control based on the target idle speed and the actual speed to generate the target torque of the drive motor until the engine output reaches the 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, the processor executing the program to implement the engine starting method as described in any one of claims 1-4.

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, the processor executing the program to implement the engine starting method as described in any one of claims 1-4.

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

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

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