Vehicle starting control method, control device, electronic equipment and vehicle

Abstract

This application relates to a vehicle start-up control method, control device, electronic device, and vehicle. The vehicle start-up control method includes: controlling the vehicle to operate in a rapid start-up mode; calculating the first torque of the engine required to meet the vehicle start-up conditions in the rapid start-up mode; upon receiving a brake release signal, controlling the engine to output the first torque and simultaneously controlling the clutch to engage to a first engagement process; if the brake release duration is less than a set start-up duration and an accelerator open signal is received, controlling the vehicle to perform a rapid start-up action; if no accelerator open signal is received and the brake release duration is greater than or equal to the set start-up duration, controlling the vehicle to perform an automatic start-up action. The vehicle start-up control method of this application, by controlling the engine to immediately output the first torque and controlling the clutch to immediately engage after the brake is released, effectively improves the start-up speed of automatic transmission vehicles, enabling automatic transmission vehicles to meet the application requirements of rapid start-up in multiple scenarios.

Description

Technical Field

[0001] This application relates to the field of vehicle start-up control technology, and in particular to vehicle start-up control methods, control devices, electronic equipment, and vehicles. Background Art

[0002] In daily vehicle use, there are scenarios that require quick starts. For example, in areas with traffic congestion, lane cutting, or when encountering traffic lights, potholes, slopes, or mountain roads, there is a significant need for vehicles to start quickly.

[0003] In related technologies, automatic transmission (AMT) vehicles prioritize comfort during startup. The clutch engages slowly, and the transmission only begins to control the engine, outputting torque and increasing RPM after the driver presses the accelerator, thus initiating vehicle movement. In contrast, manual transmission vehicles allow the driver to depress the clutch earlier, enabling rapid startup by simultaneously operating the clutch, foot brake, and handbrake. Therefore, automatic transmission vehicles have a slower startup speed than manual transmission vehicles, which cannot meet the rapid startup requirements of various scenarios. Summary of the Invention

[0004] Therefore, it is necessary to provide a vehicle start-up control method, control device, electronic equipment, and vehicle to address the problem that automatic transmission vehicles cannot meet the needs of rapid start-up applications in multiple scenarios.

[0005] In a first aspect, this application provides a vehicle start-up control method, including:

[0006] Control the vehicle's rapid start mode;

[0007] Calculate the first engine torque required to meet the vehicle start-up conditions in rapid start-up mode;

[0008] Upon receiving a brake release signal, the engine is controlled to output the first torque, and the clutch is simultaneously controlled to engage to the first engagement process.

[0009] If the brake release time is less than the set start time and an accelerator start signal is received, the vehicle is controlled to perform a rapid start action; if no accelerator start signal is received and the brake release time is greater than or equal to the set start time, the vehicle is controlled to perform an automatic start action.

[0010] In some embodiments, controlling the vehicle to perform a rapid start-up maneuver includes:

[0011] Obtain throttle opening information;

[0012] Calculate the second torque of the engine required to meet the conditions for rapid vehicle start-up, and the third torque of the engine corresponding to the throttle opening, wherein the second torque is greater than the first torque;

[0013] When the third torque is greater than the second torque, the engine is controlled to output the third torque, and the clutch is controlled to engage to the second engagement process; when the third torque is less than or equal to the second torque, the engine is controlled to output the second torque, and the clutch is controlled to engage to the second engagement process.

[0014] In some embodiments, simultaneously controlling the clutch engagement to the second engagement process includes:

[0015] Obtain the instantaneous torque of the engine at the current moment;

[0016] Based on the instantaneous torque of the engine at the current moment, control the engagement process of the clutch at the next moment after a set time interval;

[0017] If the clutch is not engaged in the second engagement process, return to the point where the instantaneous torque of the engine at the current moment is obtained; until the clutch is engaged in the second engagement process.

[0018] In some embodiments, the first torque is set to 15% to 30% of the engine's maximum reference torque, and the second torque is set to 30% to 40% of the engine's maximum reference torque.

[0019] And / or, the first engagement process is set to 20% to 40% of the full engagement process of the clutch, and the second engagement process is set to 40% to 60% of the full engagement process of the clutch.

[0020] In some embodiments, calculating the first torque of the engine required to meet the vehicle start-up conditions in the rapid start-up mode includes:

[0021] Obtain information on the vehicle's location on the slope, its load, and its speed ratio;

[0022] The engine's first torque is calculated based on the vehicle's slope, load, and speed ratio information.

[0023] In some embodiments, prior to controlling the vehicle to operate in a quick start mode, the method further includes:

[0024] Confirm that the vehicle is in the ready-to-start state and determine whether a signal to activate the fast start mode has been received.

[0025] When a signal indicating that the quick start mode has been activated is received, the vehicle is controlled to operate in quick start mode; when no signal indicating that the quick start mode has been activated is received, the vehicle is controlled to operate in normal start mode.

[0026] In some embodiments, the quick start mode activation signal includes at least one of the following: a switch on signal; a voice recognition signal; a gesture recognition signal; and a brake opening greater than a preset opening signal.

[0027] Secondly, this application provides a vehicle start-up control device, which includes:

[0028] The control module is used to control the vehicle's rapid start mode.

[0029] The calculation module is used to calculate the first torque of the engine required to meet the vehicle's starting conditions in rapid start mode;

[0030] The receiving module is used to receive brake release signals and throttle open signals;

[0031] The control module is also used to control the engine to output a first torque when a brake release signal is received, and to control the clutch to engage to the first engagement process. When the brake release time is less than the set start time and a throttle open signal is received, the module controls the vehicle to perform a rapid start action. When no throttle open signal is received and the brake release time is greater than or equal to the set start time, the module controls the vehicle to perform an automatic start action.

[0032] Thirdly, this application provides an electronic device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to perform the following steps:

[0033] Control the vehicle's rapid start mode;

[0034] Calculate the first engine torque required to meet the vehicle start-up conditions in rapid start-up mode;

[0035] Upon receiving a brake release signal, the engine is controlled to output the first torque, and the clutch is simultaneously controlled to engage to the first engagement process.

[0036] If the brake release time is less than the set start time and an accelerator start signal is received, the vehicle is controlled to perform a rapid start action; if no accelerator start signal is received and the brake release time is greater than or equal to the set start time, the vehicle is controlled to perform an automatic start action.

[0037] Fourthly, this application provides a vehicle that includes electronic equipment as described in the third aspect embodiment; or the vehicle includes a vehicle start control device as described in the second aspect embodiment.

[0038] The aforementioned vehicle start-up control method, control device, electronic equipment, and vehicle, by setting a rapid start-up mode, control the engine to immediately output the first torque after the brake is released, and simultaneously control the clutch to immediately engage. This can accelerate the clutch engagement speed, save start-up time, and thus improve the start-up speed of automatic transmission vehicles. Furthermore, when the driver presses the accelerator, the vehicle can start quickly, further accelerating the start-up speed, which helps to achieve a start-up speed comparable to that of manual transmission vehicles. When the driver does not press the accelerator, the vehicle can start automatically and smoothly. Thus, the vehicle includes two start-up phases, enabling automatic transmission vehicles to meet the application needs of rapid start-up in various scenarios. Attached Figure Description

[0039] Figure 1 This is a flowchart illustrating a vehicle start-up control method in some embodiments of this application.

[0040] Figure 2 This is a structural block diagram of a vehicle start control device in some embodiments of this application.

[0041] Figure 3 This is a schematic diagram of the internal structure of an electronic device in some embodiments of this application. Detailed Implementation

[0042] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application will be described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0043] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.

[0044] 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, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0045] like Figure 1As shown, this application provides a vehicle start-up control method. The vehicle start-up control method includes the following steps:

[0046] Step S100: Control the vehicle to operate in rapid start mode;

[0047] Step S200: Calculate the first torque of the engine required to meet the vehicle start-up conditions in the rapid start-up mode;

[0048] In step S300, upon receiving a brake release signal, the engine is controlled to output a first torque, and the clutch is simultaneously controlled to engage to the first engagement process.

[0049] In step S400, if the brake release time is less than the set start time and an accelerator start signal is received, the vehicle is controlled to perform a rapid start action; if no accelerator start signal is received and the brake release time is greater than or equal to the set start time, the vehicle is controlled to perform an automatic start action.

[0050] In this embodiment, the vehicle can be equipped with an AMT (Automated-Mechanical-Transmission). To improve the vehicle's starting ability and accelerate the starting speed, the vehicle can be equipped with a quick start mode, which can be applied in scenarios where the AMT vehicle needs to start quickly. In some embodiments, the vehicle can be equipped with an automatic transmission control unit (TCU), which can control the vehicle to operate in the quick start mode. The vehicle can also be equipped with a vehicle control unit (VCU), which can control the vehicle to operate in the quick start mode. After the vehicle operates in the quick start mode, the first torque of the engine required to meet the vehicle's starting conditions in the quick start mode is first calculated. It can be understood that during the vehicle's starting process, the power output by the engine needs to overcome at least the resistance of the current vehicle starting. For example, the first torque can be made to reach 20% of the engine's maximum reference torque.

[0051] The driver releases the brake, releasing the vehicle from the braking constraint and fulfilling the initial conditions for automatic and rapid vehicle start-up. For example, the brake could be a foot brake. Using brake release as a determining factor, the TCU immediately sends a control torque signal, controlling the engine to output a first torque. The actual engine torque quickly follows, rapidly increasing engine speed and thus engine power. In other words, the engine's output torque increases in a step-like manner. By controlling engine torque to increase engine speed, rapid start-up based on the controlled engine torque request offers better stability and responsiveness than controlling the engine idle speed signal (600 rpm) or directly controlling the engine speed signal. In some embodiments, PID (Proportional-Integral-Derivative) regulation can be used during the control of the first engine torque output to prevent excessive overshoot of the engine's output torque.

[0052] Simultaneously, during vehicle start-up, the clutch engages, and the vehicle transmits engine power through the clutch. The clutch engagement process, or clutch engagement depth, refers to the travel distance the clutch travels from the disengaged position to the engaged position. After releasing the brake, the clutch is immediately controlled to engage to the first engagement stage. The first engagement stage refers to the clutch engagement process required to meet the vehicle's starting conditions. For example, the first engagement stage can reach 25% of the clutch's full engagement. The clutch engagement process is affected by engine power. Due to the step increase in engine power, the clutch can quickly engage to the first engagement stage. Thus, by controlling the clutch to engage earlier, the clutch engagement speed can be accelerated, achieving rapid clutch engagement and faster torque transmission to the transmission, axle, and shaft, thereby providing the power conditions for rapid vehicle start-up and increasing the vehicle's starting speed.

[0053] Brake release duration refers to the length of time elapsed after receiving the brake release signal. Set start duration refers to the pre-set maximum start duration for the vehicle in quick start mode. In some embodiments, the set start duration can be set to a range of 0.8 seconds to 1.2 seconds, meaning the maximum start time in quick start mode ranges from 0.8 seconds to 1.2 seconds. For example, the set start duration could be 1 second. Simultaneously, determining whether the driver presses the accelerator within the set start duration after releasing the brake—that is, whether an accelerator activation signal is received—can determine whether the driver intends to further accelerate.

[0054] In quick start mode, after releasing the brake, the TCU records the duration of brake release and compares it with the set start time. If the vehicle does not respond to the accelerator input signal, it indicates that the driver has no intention to accelerate further. In this case, the automatic start action is executed after the set start time is reached, allowing the vehicle to move on its own. If the driver presses the accelerator before the set start time is reached, it indicates that the driver intends to accelerate further. In this case, the vehicle executes a quick start action after the accelerator input signal is received, which can obtain greater torque to meet the driver's desire for faster start-up. This achieves the driver's desired "give it a push and it goes" state, ensuring that the start speed of an automatic transmission vehicle is not slower than that of a skilled manual transmission driver.

[0055] After the vehicle performs a quick start or automatic start action, the vehicle begins to move. The clutch continues to engage quickly. As the accelerator pedal is continuously engaged, the engine output torque continues to increase, and the vehicle speed gradually increases. When the speed of the transmission input shaft synchronizes with the speed of the engine output shaft, the clutch stops engaging. At this moment, the clutch is fully engaged, and the vehicle start is complete.

[0056] The vehicle start-up control method of this application embodiment, by setting a rapid start-up mode, controls the engine to immediately output the first torque after the brake is released, and simultaneously controls the clutch to immediately engage, which can accelerate the clutch engagement speed, save start-up time, and thus improve the start-up speed of automatic transmission vehicles. Furthermore, when the driver presses the accelerator, the vehicle can start quickly, further accelerating the start-up speed, which is beneficial to achieving a start-up speed comparable to that of manual transmission vehicles. When the driver does not press the accelerator, the vehicle can start automatically, and the start-up is smooth. Thus, the vehicle includes two start-up phases, enabling automatic transmission vehicles to meet the application requirements of rapid start-up in multiple scenarios.

[0057] In some embodiments, controlling the vehicle to perform a rapid start-up maneuver includes the following steps:

[0058] Step S410: Obtain throttle opening information;

[0059] Step S420: Calculate the second torque of the engine required to meet the conditions for rapid vehicle start-up, and the third torque of the engine corresponding to the throttle opening, wherein the second torque is greater than the first torque.

[0060] In step S430, when the third torque is greater than the second torque, the engine is controlled to output the third torque, and the clutch is controlled to engage to the second engagement process; when the third torque is less than or equal to the second torque, the engine is controlled to output the second torque, and the clutch is controlled to engage to the second engagement process.

[0061] When a vehicle performs a rapid start-up maneuver, the first step is to calculate the engine's second torque required to meet the conditions for rapid start-up. Simultaneously, the throttle opening information (i.e., the throttle opening size) is acquired. After obtaining the throttle opening information, the engine's third torque corresponding to that throttle opening is calculated. The engine can output a third torque corresponding to the throttle opening size; the correspondence between the third torque and the throttle opening size can be calibrated experimentally. The obtained third torque is compared with the obtained second torque. If the driver presses the accelerator deeply, making the third torque greater than the second torque, the engine outputs the third torque; if the driver lightly presses the accelerator, making the third torque less than or equal to the second torque, the engine outputs the second torque. In other words, the second torque is the minimum engine torque output when the vehicle performs a rapid start-up maneuver; it represents the lower limit of the vehicle's rapid start-up capability. Because the second torque is greater than the first torque, the starting speed during a rapid start-up maneuver is greater than the starting speed during automatic start-up, thus further accelerating the vehicle's start-up speed. For example, the second torque can reach 35% of the engine's maximum reference torque.

[0062] During the vehicle's rapid start-up maneuver, the clutch is simultaneously engaged to a second engagement stage, which is longer than the first engagement stage. For example, the second engagement stage can reach 45% of the clutch's full engagement stage. In this way, greater torque can be transmitted through the clutch, accelerating the transmission of torque to the gearbox, axle, and shaft, thus providing the vehicle with the power conditions for rapid start-up and further accelerating the vehicle's starting speed.

[0063] By setting a second torque that meets the lower limit of the vehicle's ability to start quickly, and comparing the third torque corresponding to the throttle opening with the second torque, the vehicle can start quickly after the throttle is engaged, thereby further accelerating the vehicle's starting speed.

[0064] In some embodiments, simultaneously controlling the clutch to engage to a second engagement process includes the following steps:

[0065] Step S431: Obtain the instantaneous torque of the engine at the current moment;

[0066] Step S432: Based on the instantaneous torque of the engine at the current moment, control the engagement process of the clutch at the next moment after the set time interval;

[0067] In step S433, if the clutch is not engaged in the second engagement process, return to step S431, which obtains the instantaneous torque of the engine at the current moment, until the clutch is engaged in the second engagement process.

[0068] During clutch engagement, the engagement status depends on the engine power; that is, there is a corresponding relationship between the clutch engagement process and the engine power. Engine power is determined by the engine's actual torque, and during start-up, the engine's instantaneous power and instantaneous torque conform to the engine's external characteristic curve. In some embodiments, the actual engine output torque depends on the engine's smoke limit curve. The engine smoke limit curve refers to the actual torque change curve of the engine's output limited by exhaust emissions. The engine smoke limit curve can be obtained experimentally. The correspondence between the clutch engagement process and engine torque can be calibrated experimentally, and then the clutch engagement process corresponding to the engine's instantaneous torque can be determined by querying this correspondence.

[0069] The set time interval refers to the time interval between two adjacent engagement actions during clutch engagement. It can be understood that the clutch engagement speed can be adjusted by regulating the value of the set time interval. In some embodiments, the set time interval can be set to 0.03 seconds to 0.05 seconds, for example, 0.05 seconds. In some embodiments, by adjusting the set time interval, the total clutch engagement time can be kept within a preset time range, for example, controlling the clutch engagement speed to achieve 40-60% of the full engagement process within 1 second; this helps to accelerate the clutch engagement speed and further accelerate the vehicle's starting speed.

[0070] When preparing to engage the clutch at the current moment, the instantaneous torque of the engine at the current moment can be obtained, for example, by acquiring the instantaneous torque signal emitted by the engine.

[0071] In some embodiments, controlling the engagement process of the clutch at the next moment after a set time interval, based on the instantaneous torque of the engine at the current moment, may include the following steps: determining the target engagement process of the clutch corresponding to the instantaneous torque of the engine at the current moment, based on the correspondence between the clutch engagement process and the engine torque; comparing the current engagement process of the clutch with the target engagement process determined at the current moment; if the current engagement process is greater than or equal to the target engagement process determined at the current moment, it indicates that the engine power does not meet the requirements for further clutch engagement, and at this time, clutch engagement is paused and waiting is performed, so that the clutch engagement process remains unchanged until the next moment after the set time interval; if the current engagement process is less than the target engagement process determined at the current moment, it indicates that the engine power meets the requirements for further clutch engagement, and at this time, the clutch is controlled to continue engaging, so that the clutch engages to the target engagement process determined at the current moment, so that at the next moment after the set time interval, the clutch engagement process is equal to the target engagement process determined at the current moment; thus, controlling the engagement process of the clutch at the next moment after the set time interval is achieved.

[0072] In some embodiments, controlling the engagement process of the clutch at the next moment after a set time interval, based on the instantaneous torque of the engine at the current moment, may include the following steps: predicting the instantaneous torque that the engine can reach at the next moment after the set time interval based on the instantaneous torque of the engine at the current moment; then determining the expected engagement process of the clutch at the next moment based on the correspondence between the clutch engagement process and the engine torque. Comparing the current engagement process of the clutch with the expected engagement process of the clutch at the next moment; if the current engagement process is greater than or equal to the expected engagement process of the clutch at the next moment, it means that the requirement for further clutch engagement is not met, and the clutch engagement is paused and a wait is initiated; if the current engagement process is less than the expected engagement process of the next moment, it means that the clutch can engage further, and the clutch is controlled to engage to the expected engagement process of the next moment; thus, controlling the engagement process of the clutch at the next moment after the set time interval is achieved. For example, if the instantaneous torque of the engine at the next moment is calculated to be only 30% of the engine's maximum reference torque, which does not meet the requirement for further clutch engagement, the clutch engagement is paused and a wait is initiated; until the predicted instantaneous torque of the engine at the next moment rises to 35% or more, the clutch is controlled to continue engaging. For example, based on the engine's smoke limit curve, a linear interpolation method can be used to predict the engine's instantaneous torque at the next moment after a set time interval, based on the engine's instantaneous torque at the current moment. By predicting the engine's instantaneous torque at the next moment, the clutch can be controlled to engage earlier, further accelerating the clutch engagement speed and achieving rapid clutch engagement. This, in turn, speeds up the transmission of torque to the transmission, axle, and shaft, enabling rapid start-up and accelerating vehicle acceleration.

[0073] At the next moment after the set time interval, repeat steps S431 to S432 above until the clutch engages to the second engagement process.

[0074] By controlling the engagement process of the clutch at the next moment after a set time interval based on the instantaneous torque of the engine at the current moment, it is beneficial to accelerate the clutch engagement speed while taking into account the smoothness of clutch engagement, which in turn helps to accelerate the vehicle's starting speed while taking into account the smoothness and stability of the vehicle's starting.

[0075] In some embodiments, calculating the first engine torque required to meet the vehicle start-up conditions in a rapid start-up mode includes the following steps:

[0076] Step S210: Obtain the vehicle's slope information, load information, and speed ratio information;

[0077] Step S220: Calculate the engine's first torque based on the vehicle's slope information, load information, and gear ratio information. The vehicle can be equipped with various detection devices to collect the vehicle's current overall status information. This information may include, but is not limited to, the vehicle's slope information, load information, and gear ratio information. These detection devices can communicate with the TCU, allowing the TCU to obtain the vehicle's slope information, load information, and gear ratio information. The vehicle's slope information refers to the slope of the vehicle's location; for example, the slope on flat ground is 0 degrees. The vehicle's load information refers to its load status, such as being unloaded, lightly loaded, or heavily loaded. The vehicle's gear ratio information refers to the vehicle's transmission gear position, such as whether the vehicle is in first, second, or third gear.

[0078] Based on the vehicle's gradient, load, and speed ratio information, the overall vehicle resistance during start-up can be calculated. This allows for the comprehensive calculation of the vehicle's required power output during rapid start-up mode. Furthermore, based on this required power output, the engine's initial torque can be calculated. Thus, by determining the engine's initial torque based on the vehicle's overall condition, the engine's power output can overcome the starting resistance and meet the vehicle's starting power requirements.

[0079] In some embodiments, the first torque is set to 15% to 30% of the engine's maximum reference torque.

[0080] The engine's maximum reference torque conforms to the engine's external characteristic curve. The maximum reference torque can be obtained by consulting the engine's external characteristic curve or by acquiring the maximum reference torque signal from the engine control unit. The relationship between engine speed and torque conforms to the engine's external characteristic curve; during the initial start-up phase, the higher the engine speed, the greater the engine torque. For example, the initial torque can reach 20% of the engine's maximum reference torque. In some embodiments, the engine speed range corresponding to the initial torque can be from 1000 rpm to 1500 rpm.

[0081] By setting the first torque to be greater than or equal to 15% of the engine's maximum reference torque, the lower limit of the vehicle's starting power conditions in rapid start-up mode can be met, and the condition for early clutch engagement can be satisfied, reducing clutch engagement time and effectively improving vehicle starting speed. Simultaneously, by setting the first torque to be less than or equal to 30% of the engine's maximum reference torque, excessive engine speed during start-up is avoided, preventing excessive vehicle inertia and potential safety hazards. Thus, by setting the lower and upper limits of the engine's first torque, it is beneficial to improve vehicle starting speed while ensuring vehicle starting safety. In some embodiments, the correspondence between the vehicle's slope information, load information, and speed ratio information and the lower and upper limits of the engine's first torque can be predetermined. For example, the correspondence between the vehicle's slope information, load information, and speed ratio information and the lower and upper limits of the engine's first torque can be calibrated experimentally. Thus, after obtaining the actual vehicle's slope information, load information, and speed ratio information, the actual engine's first torque can be calculated based on the correspondence between the vehicle's slope information, load information, and speed ratio information and the lower and upper limits of the engine's first torque.

[0082] Taking a lower limit of 16% of the engine's maximum reference torque and an upper limit of 30% of the engine's maximum reference torque as an example, the engine's first torque is calculated based on the vehicle's gradient, load, and speed ratio information. This can specifically include the following steps:

[0083] Based on the vehicle's load information, calculate the initial value M0 of the first torque. For example, according to test calibration, when the vehicle is unloaded, the initial value M0 of the first torque is 20% of the engine's maximum reference torque; when the vehicle is fully loaded, the initial value M0 of the first torque is 30% of the engine's maximum reference torque. When the vehicle is under other load conditions, a linear interpolation method can be used to calculate the initial value M0 of the first torque.

[0084] Based on the vehicle's location on the slope, calculate the slope coefficient 'a' for the first torque. For example, according to test calibration, the slope coefficient 'a' for the first torque is 0.9 when the vehicle is on flat ground, and 1 when the vehicle is on a 5% slope. When the vehicle is on other slopes, a linear interpolation method can be used to calculate the slope coefficient 'a' for the first torque.

[0085] Based on the vehicle's speed ratio information, the speed ratio coefficient n of the first torque is calculated. For example, according to test calibration, the speed ratio coefficient n of the first torque is 0.9 when the vehicle starts in first gear, 0.95 when the vehicle starts in second gear, and 1 when the vehicle starts in third gear. When the vehicle starts in other speed ratios, the speed ratio coefficient n of the first torque can be calculated using a linear interpolation method.

[0086] The first torque M1 of the engine, calculated comprehensively, satisfies: M1 = a × b × M0.

[0087] In some embodiments, a set time interval can be calculated based on the vehicle's gradient, load, and speed ratio information. By calculating the set time interval, the clutch engagement speed can be comprehensively calculated.

[0088] Taking a minimum set time interval of 0.03 seconds and a maximum set time interval of 0.05 seconds as an example, the set time interval t is calculated based on the vehicle's slope information, load information, and speed ratio information. This can specifically include the following steps:

[0089] Based on the vehicle's speed ratio information, calculate the initial value t0 of the set time interval. For example, according to test calibration, the initial value t0 of the set time interval is 0.035 seconds when the vehicle starts in first gear, 0.044 seconds when the vehicle starts in second gear, and 0.05 seconds when the vehicle starts in third gear. When the vehicle starts with other speed ratios, the initial value t0 of the set time interval can be calculated using a linear interpolation method.

[0090] Based on the vehicle's load information, calculate the load factor g for the set time interval. For example, according to test calibration, the load factor g for the set time interval is 0.95 when the vehicle is unloaded, and 1 when the vehicle is fully loaded. For other load conditions, a linear interpolation method can be used to calculate the load factor g for the set time interval.

[0091] Based on the slope information of the vehicle, calculate the slope coefficient c for the set time interval. For example, according to test calibration, the slope coefficient c for the set time interval is 0.95 when the vehicle is on flat ground, and 1 when the vehicle is on a 5% slope. When the vehicle is on other slopes, the slope coefficient c for the set time interval can be calculated using a linear interpolation method.

[0092] The set time interval t during clutch engagement is calculated to satisfy: t = g × c × t0.

[0093] In some embodiments, the second torque is set to 30% to 40% of the engine's maximum reference torque.

[0094] By setting the second torque to be greater than or equal to 30% of the engine's maximum reference torque, the lower limit of the power conditions required for the vehicle to perform a rapid start-up maneuver in quick start mode can be met, effectively improving the vehicle's starting speed. Simultaneously, by setting the second torque to be less than or equal to 40% of the engine's maximum reference torque, excessive engine speed during start-up is avoided, preventing excessive vehicle inertia and potential safety hazards. Thus, by setting both the lower and upper limits of the engine's second torque, it is beneficial to further improve the vehicle's starting speed while ensuring starting safety.

[0095] The calculation method for the second torque can be the same as that for the first torque, and will not be repeated here.

[0096] In some embodiments, the first engagement process is set to 20% to 40% of the full engagement process of the clutch.

[0097] For example, the first engagement stage can reach 25% of the clutch's full engagement stage. By setting the first engagement stage to be greater than or equal to 20% of the clutch's full engagement stage, the transmission of starting torque to the transmission, axle, and shaft can be accelerated, which helps to speed up the vehicle's start-up. At the same time, by setting the first engagement stage to be less than or equal to 40% of the clutch's full engagement stage, it is possible to avoid the clutch engagement stage being too large, which could cause jerking, shaking, or even stalling when the vehicle starts, thus balancing the smoothness and stability of the vehicle's start-up.

[0098] In some embodiments, the second engagement process is set to 40% to 60% of the full engagement process of the clutch.

[0099] For example, the second engagement stage can reach 50% of the clutch's full engagement stage. By setting the second engagement stage to be greater than or equal to 40% of the clutch's full engagement stage, the transmission of starting torque to the transmission, axle, and shaft can be accelerated, thereby further increasing the vehicle's starting speed. Simultaneously, by setting the second engagement stage to be less than or equal to 60% of the clutch's full engagement stage, it helps reduce jerking, shaking, or even stalling during vehicle start-up caused by excessive clutch engagement, thus balancing the smoothness and stability of vehicle start-up.

[0100] In some embodiments, the following steps are included before controlling the vehicle to operate in a quick start mode:

[0101] Step S110: Determine that the vehicle is in the ready-to-start state and determine whether a fast start mode activation signal has been received.

[0102] Step S120: If a quick start mode activation signal is received, control the vehicle to operate in quick start mode; if no quick start mode activation signal is received, control the vehicle to operate in normal start mode.

[0103] After starting the vehicle, preparatory actions before starting may include: releasing the handbrake; depressing the foot brake; and engaging a gear. The vehicle's starting mode depends on the driver's intention and operation. To determine if the driver intends to start quickly, the quick start mode can be triggered based on the quick start mode activation signal released by the driver.

[0104] If no signal is received indicating that the quick start mode has been activated, it means that the driver has no intention of starting quickly, and the vehicle will operate in normal start mode. In normal start mode, after the driver completes the preparatory actions such as releasing the handbrake, pressing the foot brake, and engaging the gear, the vehicle is ready to start and awaits the driver's operation.

[0105] If a quick start mode activation signal is received, it means the driver wants to start quickly. Once the vehicle receives the quick start mode activation signal, it switches to quick start mode and the vehicle starts to start automatically. When the driver presses the accelerator, the vehicle will start quickly.

[0106] In some embodiments, the quick start mode activation signal includes at least one of the following: a switch on signal; a voice recognition signal; a gesture recognition signal; and a brake opening greater than a preset opening signal.

[0107] If the driver wants to start quickly, the quick start mode can be triggered in different ways. It can be triggered by a switch signal, such as a hard-wired switch or a push-button switch. Alternatively, the driver can press the brake pedal, causing the brake pedal to open to a preset degree, for example, 90% of the maximum brake opening. Voice recognition and gesture recognition can also be used to activate the quick start mode. The vehicle's vehicle control unit (VCU) receives these signals and transmits them to the transmission control unit (TCU), thereby controlling the vehicle to operate in quick start mode.

[0108] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0109] Based on the same inventive concept, this application also provides a vehicle start-up control device for implementing the vehicle start-up control method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations in one or more vehicle start-up control device embodiments provided below can be found in the limitations of the vehicle start-up control method described above, and will not be repeated here.

[0110] like Figure 2 As shown in the illustration, this application provides a vehicle start-up control device, including a control module, a calculation module, and a receiving module. The control module is used to control the vehicle to operate in a rapid start-up mode. The receiving module is used to receive a brake release signal and an accelerator open signal. The calculation module is used to calculate the first torque of the engine required to meet the vehicle start-up conditions in the rapid start-up mode. The control module is also used to control the engine to output the first torque when it receives the brake release signal, and simultaneously control the clutch to engage to the first engagement process. Furthermore, when the brake release duration is less than a set start-up duration and an accelerator open signal is received, the control module controls the vehicle to perform a rapid start-up action; when no accelerator open signal is received and the brake release duration is greater than or equal to the set start-up duration, the control module controls the vehicle to perform an automatic start-up action.

[0111] In some embodiments, the vehicle start-up control device further includes an acquisition module. The acquisition module is used to acquire throttle opening information. The calculation module is also used to calculate a second torque output by the engine required for rapid vehicle start-up, and a third torque output by the engine corresponding to the throttle opening, wherein the second torque is greater than the first torque. The control module is also used to control the engine to output the third torque and simultaneously control the clutch to engage to full engagement when the third torque is greater than the second torque; and to control the engine to output the second torque and simultaneously control the clutch to engage to full engagement when the third torque is less than or equal to the second torque.

[0112] Each module in the aforementioned vehicle starting control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in the processor of the electronic device in hardware form or independently of it, or stored in the memory of the electronic device in software form, so that the processor can call and execute the corresponding operations of each module.

[0113] This application also provides an electronic device, which can be a terminal, and its internal structure diagram can be as follows: Figure 3As shown. An electronic device may include a processor, memory, input / output interfaces, a communication interface, a display unit, and an input device. The processor, memory, and input / output interfaces are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interfaces. The processor of the electronic device provides computing and control capabilities. The memory of the electronic device includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides the environment for the operation of the operating system and computer programs in the non-volatile storage media. The input / output interfaces of the electronic device are used for exchanging information between the processor and external devices. The communication interface of the electronic device is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, NFC (Near Field Communication), or other technologies. When the computer program is executed by the processor, it implements a vehicle start-up control method. The display unit of the electronic device is used to form a visually visible image and can be a display screen, a projection device, or a virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The input device of the electronic device can be a touch layer covering the display screen, or a button, trackball, or touchpad set on the casing of the electronic device, or an external keyboard, touchpad, or mouse, etc.

[0114] Those skilled in the art will understand that Figure 3 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the electronic device to which the present application is applied. The specific electronic device may include more or fewer components than shown in the figure, or combine certain components, or have different component arrangements.

[0115] This application provides an electronic device, including a memory and a processor. The memory stores a computer program, and the processor executes the computer program to perform the following steps:

[0116] Step S100: Control the vehicle to operate in rapid start mode;

[0117] Step S200: Calculate the first torque of the engine required to meet the vehicle start-up conditions in the rapid start-up mode;

[0118] In step S300, upon receiving a brake release signal, the engine is controlled to output a first torque, and the clutch is simultaneously controlled to engage to the first engagement process.

[0119] In step S400, if the brake release time is less than the set start time and an accelerator start signal is received, the vehicle is controlled to perform a rapid start action; if no accelerator start signal is received and the brake release time is greater than or equal to the set start time, the vehicle is controlled to perform an automatic start action.

[0120] In some embodiments, the electronic device may be a vehicle control unit (VCU) or an automatic transmission control unit (TCU).

[0121] In some embodiments, when the processor executes a computer program, it further performs the following steps:

[0122] Step S410: Obtain throttle opening information;

[0123] Step S420: Calculate the second torque of the engine required to meet the conditions for rapid vehicle start-up, and the third torque of the engine corresponding to the throttle opening, wherein the second torque is greater than the first torque.

[0124] In step S430, when the third torque is greater than the second torque, the engine is controlled to output the third torque, and the clutch is controlled to engage to the second engagement process; when the third torque is less than or equal to the second torque, the engine is controlled to output the second torque, and the clutch is controlled to engage to the second engagement process.

[0125] Those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments described above. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, etc., and are not limited to these.

[0126] Based on the same inventive concept, this application also provides a vehicle that includes the electronic equipment provided in the above embodiments; or the vehicle includes the vehicle start control device provided in the above embodiments. This enables the vehicle to implement the vehicle start control method described above. The solution provided by this vehicle is similar to the solution described in the above method, and therefore has the same technical effects as the vehicle start control method described above, which will not be repeated here.

[0127] The technical features of the above-mentioned embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above-mentioned embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0128] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A vehicle starting control method, characterized in that, include: Control the vehicle's rapid start mode; Calculate the first engine torque required to meet the vehicle start-up conditions in rapid start-up mode; Upon receiving a brake release signal, the engine is controlled to output the first torque, and the clutch is simultaneously controlled to engage to the first engagement process. If the brake release time is less than the set start time and an accelerator open signal is received, control the vehicle to perform a rapid start action; if no accelerator open signal is received and the brake release time is greater than or equal to the set start time, control the vehicle to perform an automatic start action. The control of the vehicle to perform a rapid start action includes: Obtain throttle opening information; Calculate the second torque of the engine required to meet the conditions for rapid vehicle start-up, and the third torque of the engine corresponding to the throttle opening, wherein the second torque is greater than the first torque; When the third torque is greater than the second torque, the engine is controlled to output the third torque, and the clutch is controlled to engage to the second engagement process; when the third torque is less than or equal to the second torque, the engine is controlled to output the second torque, and the clutch is controlled to engage to the second engagement process. The simultaneous control of clutch engagement to the second engagement process includes: Obtain the instantaneous torque of the engine at the current moment; Based on the instantaneous torque of the engine at the current moment, control the engagement process of the clutch at the next moment after a set time interval; If the clutch is not engaged in the second engagement process, return to the point where the instantaneous torque of the engine at the current moment is obtained; until the clutch is engaged in the second engagement process.

2. The vehicle starting control method according to claim 1, characterized in that, The first torque is set to 15% to 30% of the engine's maximum reference torque, and the second torque is set to 30% to 40% of the engine's maximum reference torque; And / or, the first engagement process is set to 20% to 40% of the clutch's full engagement process, and the second engagement process is set to 40% to 60% of the clutch's full engagement process.

3. The vehicle starting control method according to claim 1, characterized in that, The calculation of the first engine torque required to meet the vehicle start-up conditions in the rapid start-up mode includes: Obtain information on the vehicle's location on the slope, its load, and its speed ratio; The engine's first torque is calculated based on the vehicle's slope, load, and speed ratio information.

4. The vehicle starting control method according to any one of claims 1 to 3, characterized in that, Before controlling the vehicle to operate in the quick start mode, the following is also included: Confirm that the vehicle is in the ready-to-start state and determine whether a signal to activate the fast start mode has been received. When a signal indicating that the quick start mode has been activated is received, the vehicle is controlled to operate in quick start mode; when no signal indicating that the quick start mode has been activated is received, the vehicle is controlled to operate in normal start mode.

5. The vehicle starting control method according to claim 4, characterized in that, The quick start mode activation signal includes at least one of the following: a switch on signal; a voice recognition signal; a gesture recognition signal; and a brake opening greater than a preset opening signal.

6. A vehicle starting control device, characterized in that, The vehicle start control device includes: The control module is used to control the vehicle's rapid start mode. The calculation module is used to calculate the first torque of the engine required to meet the vehicle's starting conditions in rapid start mode; The receiving module is used to receive brake release signals and throttle open signals; The control module is also used to control the engine to output a first torque when a brake release signal is received, and to control the clutch to engage to the first engagement process. When the brake release time is less than the set start time and a throttle open signal is received, the control module controls the vehicle to perform a rapid start action. When no throttle open signal is received and the brake release time is greater than or equal to the set start time, the control module controls the vehicle to perform an automatic start action. The control of the vehicle to perform a rapid start action includes: Obtain throttle opening information; Calculate the second torque of the engine required to meet the conditions for rapid vehicle start-up, and the third torque of the engine corresponding to the throttle opening, wherein the second torque is greater than the first torque; When the third torque is greater than the second torque, the engine is controlled to output the third torque, and the clutch is controlled to engage to the second engagement process; when the third torque is less than or equal to the second torque, the engine is controlled to output the second torque, and the clutch is controlled to engage to the second engagement process. The simultaneous control of clutch engagement to the second engagement process includes: Obtain the instantaneous torque of the engine at the current moment; Based on the instantaneous torque of the engine at the current moment, control the engagement process of the clutch at the next moment after a set time interval; If the clutch is not engaged in the second engagement process, return to the point where the instantaneous torque of the engine at the current moment is obtained; until the clutch is engaged in the second engagement process.

7. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method as described in any one of claims 1 to 5.

8. A vehicle, characterized in that, The vehicle includes the electronic equipment as described in claim 7; or the vehicle includes the vehicle start control device as described in claim 6.

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