Engine control method, vehicle-mounted controller and vehicle

Abstract

The invention provides an engine control method, a vehicle-mounted controller and a vehicle, and relates to the technical field of vehicles, and the engine control method comprises the steps that in a current driving cycle, the current working condition of the vehicle is obtained, whether starting of an engine fails or not is determined according to the current working condition, and if starting of the engine fails, the engine shutdown process is executed; recording the cumulative number of engine starting failures in the current driving cycle; determining whether the accumulated number of times of engine starting failure in the current driving cycle is smaller than a preset number of times or not; under the condition that the accumulated number of times is smaller than the preset number of times, a starting instruction is sent to the engine; and under the condition that the accumulated number of times is larger than or equal to the preset number of times, sending of a starting instruction to the engine is forbidden. Therefore, the problem of loss of internal parts of the engine caused by frequent starting of the engine can be avoided.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle technology, and more particularly, to an engine control method, an on-vehicle controller, and a vehicle in the field of vehicles. Background Art

[0002] To improve fuel economy, current plug-in hybrid vehicles are typically equipped with dedicated hybrid engines, with execution commands sent by the engine control system. During actual testing, engine start failures have occurred. When these failures occur, the vehicle controller continuously sends start commands, frequently attempting to start the engine. This can exacerbate wear on internal engine components. Therefore, properly controlling engine start and stop cycles to protect these components has become a pressing technical challenge. Summary of the Invention

[0003] In view of the above problems, the present disclosure provides an engine control method, an on-vehicle controller, and a vehicle that overcome the above problems or at least partially solve the above problems. The technical solutions are as follows:

[0004] In a first aspect, the present disclosure provides an engine control method, comprising:

[0005] In the current driving cycle, obtain the current working condition of the vehicle;

[0006] Determine whether the engine fails to start based on the current operating conditions;

[0007] If the engine fails to start, the engine shutdown process is executed and the cumulative number of engine start failures in the current driving cycle is recorded;

[0008] determining whether a cumulative number of engine start failures in a current driving cycle is less than a preset number;

[0009] When the accumulated number of times is less than the preset number of times, sending a start instruction to the engine;

[0010] When the accumulated number of times is greater than or equal to the preset number of times, sending a start instruction to the engine is prohibited.

[0011] Optionally, when the cumulative number of times is less than the preset number of times, after sending a start instruction to the engine, it also includes: determining whether the running time of the engine exceeds the preset time; if it exceeds the preset time, clearing the cumulative number of engine start failures to zero.

[0012] Optionally, perform an engine shutdown procedure, including:

[0013] Send a shutdown request to the engine;

[0014] Determine whether the engine torque and speed have reached the shutdown preset range respectively;

[0015] When the torque and speed of the engine reach the preset shutdown range respectively, the clutch is controlled to be disconnected.

[0016] Optionally, determining whether the engine has failed to start based on the current operating conditions includes:

[0017] Determine whether the current operating conditions meet the start failure conditions of the start mode corresponding to the engine, determine whether there is an engine start process jam, and determine whether a specific identification signal is received; if at least one of the conditions is met, determine that the engine start has failed.

[0018] Optionally, determine whether the current operating conditions meet the start failure conditions of the start mode corresponding to the engine, including: determining whether the engine meets the start failure conditions in the sliding start mode, determining whether the engine meets the start failure conditions in the P2 motor start mode. If one of them is met, it is determined that the engine start failure condition is met.

[0019] Optionally, determining whether the engine meets a start failure condition in the sliding start mode includes:

[0020] Determine whether the slip start state monitored by the transmission control unit is not activated, and determine whether the output shaft speed monitored by the transmission control unit exceeds a first speed range; if at least one of the conditions is met, determine that the engine meets the start failure condition.

[0021] Optionally, determining whether the engine meets a start failure condition in the P2 motor start mode includes:

[0022] When the vehicle's operating mode is series operation, determine whether the actual torque of the P2 motor is greater than the first threshold, and whether the actual torque of the engine crankshaft end is greater than the second threshold. If so, determine that the engine meets the start failure condition.

[0023] Optionally, determining whether there is an engine start process jam includes: determining whether the engine start request is sent abnormally, determining whether the clutch is not closed, determining whether the motor is not supporting the engine, determining whether the engine ignition fails, and determining whether the engine torque structure is not activated. If at least one of the conditions is met, it is determined that the engine start process is jammed.

[0024] Optionally, determining whether a specific identification signal is received includes:

[0025] Determine whether an engine unexpected flameout signal is received, determine whether an engine fuel exhaustion signal is received, and if at least one of the conditions is met, determine that a specific identification signal is received.

[0026] Based on the same inventive concept, the present disclosure also provides a vehicle-mounted controller, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the engine control method provided by the present disclosure is implemented.

[0027] Based on the same inventive concept, the present disclosure also provides a vehicle, comprising the on-board controller provided by the aforementioned embodiment.

[0028] Compared with related technologies, the technical solution provided by the embodiments of the present disclosure has the following advantages:

[0029] In the engine control method, on-board controller and vehicle provided by the embodiments of the present disclosure, in the current driving cycle, the current operating condition of the vehicle is first obtained, and then it is determined whether the engine start-up has failed based on the current operating condition. If the engine fails to start, two parallel actions are performed respectively, one is to execute the engine shutdown process, and the other is to record the cumulative number of engine start-up failures in the current driving cycle. Every time the engine fails to start, the engine shutdown process is executed once and the cumulative number of engine start-up failures is recorded. Introducing the engine shutdown process after the engine fails to start can minimize the risk of hardware damage and secondary failures. When the cumulative number of engine start-up failures is less than the preset number, after the engine shutdown process is executed, a start-up instruction is sent to the engine to control the engine to restart. When the cumulative number of engine start-up failures is greater than or equal to the preset number, sending a start-up instruction to the engine is prohibited. If the engine is still restarted after the cumulative number of engine start failures is greater than or equal to the preset number, it will cause damage to the mechanical system, such as overheating of the starter armature, melting of the insulating paint and short circuit, and will also cause internal wear of the engine, such as the failure of the oil pump to establish oil pressure when the engine fails to start, dry friction of the crankshaft / camshaft metal, and damage to the bearing shells, etc. Moreover, frequent engine starting will also cause electrical system overload. For example, each time the engine is started, electricity will be consumed, which will cause deep discharge of the battery, sulfurization of the battery plates, and shortened life. Therefore, the embodiment of the present disclosure prohibits sending a start command to the engine after the cumulative number of engine start failures is greater than or equal to the preset number, thereby avoiding the problems of engine mechanical system damage and electrical system overload caused by this, which is conducive to ensuring engine safety and equipment health.

[0030] The above description is only an overview of the technical solution of the present disclosure. In order to more clearly understand the technical means of the present disclosure, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present disclosure more obvious and easy to understand, the specific implementation methods of the present disclosure are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0032] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure or related technologies, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0033] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiment below. The accompanying drawings are for illustration purposes only and are not to be considered as limiting the present disclosure. The same reference symbols are used throughout the drawings to represent the same components. In the drawings:

[0034] Figure 1 Shown is a flow chart of an engine control method provided by an embodiment of the present disclosure;

[0035] Figure 2 FIG2 is another flow chart of an engine control method provided by an embodiment of the present disclosure;

[0036] Figure 3 Shown is a schematic diagram of an engine shutdown process provided by an embodiment of the present disclosure;

[0037] Figure 4 Shown is a schematic diagram of an engine starting process provided by an embodiment of the present disclosure;

[0038] Figure 5 Shown is a schematic diagram of a vehicle-mounted controller provided in an embodiment of the present disclosure. DETAILED DESCRIPTION

[0039] In order to more clearly understand the above-mentioned objectives, features and advantages of the present disclosure, the scheme of the present disclosure will be further described below. It should be noted that the embodiments of the present disclosure and the features therein can be combined with each other in the absence of conflict.

[0040] In the following description, many specific details are set forth to facilitate a full understanding of the present disclosure, but the present disclosure may also be implemented in other ways different from those described herein; it is obvious that the embodiments in the specification are only part of the embodiments of the present disclosure, rather than all of the embodiments.

[0041] Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although exemplary embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments set forth herein. Rather, these embodiments are provided to enable a thorough understanding of the present disclosure and to fully convey the scope of the present disclosure to those skilled in the art.

[0042] A hybrid vehicle (HEV) is a vehicle that integrates two or more power sources, most commonly an engine and an electric motor. This dual-power system is designed to maximize fuel efficiency while reducing overall emissions. A HEV typically features an engine, one or more electric motors, and a battery pack. The vehicle's control system intelligently switches between these power sources or coordinates them based on real-time driving conditions to optimize performance and efficiency.

[0043] Starting and Low-Speed Driving: Pure electric drive is prioritized. The electric motor's instantaneous high torque output enables quiet, zero-emission, low-noise operation, while also avoiding the internal combustion engine's inefficient operation, effectively saving fuel. Acceleration and Hill Climbing: When the vehicle is in high-powered conditions such as accelerating, overtaking, and climbing, the engine and electric motor work together. The electric motor instantly provides additional torque assistance, compensating for the engine's response delay and insufficient torque output, achieving a stronger and smoother power delivery.

[0044] High-speed cruising: During steady high-speed driving, most hybrid vehicles will switch to an engine-driven mode because the engine is in an efficient operating range. Some models also use a combination of direct engine drive and motor assistance to further optimize energy consumption. Braking and deceleration: Hybrid vehicles are typically equipped with regenerative braking systems. During vehicle deceleration or braking, the drive motor switches to a power generation state, converting the vehicle's kinetic energy into electrical energy and storing it in the battery pack, achieving energy recovery and improving energy utilization. Idle stop: Many hybrid vehicles automatically shut down the engine when the vehicle comes to a stop to save fuel and reduce emissions. When it's time to start again, the motor can quickly and smoothly start the engine.

[0045] Based on the power distribution between the motor and the engine and the battery charging method, hybrid vehicles can be mainly divided into the following types:

[0046] Mild Hybrid Electric Vehicle (MHEV): The electric motor assists the engine only during acceleration and coasting and cannot propel the vehicle on its own. The battery capacity is small and is typically charged through regenerative braking.

[0047] Full Hybrid Electric Vehicle (FHEV): A full hybrid vehicle can rely solely on the electric motor for short distances and low speeds. The engine and motor can work together or independently. The battery is charged through regenerative braking and the engine. This is one of the most common types of hybrid vehicles.

[0048] Plug-in Hybrid Electric Vehicle (PHEV): A plug-in hybrid vehicle (PHEV) has a larger battery capacity and can be charged from an external power source, achieving a longer pure electric driving range. When the battery is depleted, it can run on the engine and regenerative braking like a full hybrid vehicle.

[0049] To improve fuel economy, current plug-in hybrid vehicles are typically equipped with a dedicated hybrid engine, with execution commands sent by the engine control system. Hybrid vehicles are designed to improve fuel economy, reduce emissions, and provide a better driving experience. One of the goals of starting the engine in a hybrid vehicle is to maximize energy efficiency. How to effectively control engine start-stopping has long been a research topic within the hybrid vehicle industry.

[0050] During actual testing, the engine may suddenly stall while running during normal driving. Currently, there are many ways to start the engine of a hybrid vehicle, such as starting with a 12V starter, starting with a P2 motor, and starting with friction. Taking the P2 motor starting method as an example, the engine starts by the P2 motor output torque to start the engine. The TCU (Transmission Control Unit) controls the clutch to close, and the ECM (Engine Control Module) controller torque architecture is activated. If the clutch fails or communication is lost during the engine start process, causing the clutch to fail to close, the engine will fail to start. Among them, the "P2 motor" refers to a specific position layout of the motor in the hybrid system. The "P" here stands for "Position", and the number "2" indicates the installation position of the motor relative to the engine and transmission. Specifically, the P2 motor refers to the motor installed between the engine and transmission.

[0051] In related technologies, if the engine fails to start, the VCU (Vehicle Control Unit) will continuously issue engine start commands. Frequent attempts to start the engine without success will aggravate internal engine wear and tear, which may trigger the engine fault warning light. In severe cases, it may even endanger the vehicle's power system and cause power loss.

[0052] Based on this, the present disclosure provides an engine control method, an on-board controller and a vehicle, which determine whether to send a start command to the engine based on the cumulative number of engine start failures in the current driving cycle. If the cumulative number is exceeded, sending a start command to the engine is prohibited, thereby avoiding the problem of frequent unsuccessful engine starts that aggravates internal engine losses, thereby ensuring engine safety and equipment health.

[0053] It should be noted that the disclosed embodiments provide an engine control method for hybrid vehicles, specifically an onboard controller in a hybrid vehicle, where the onboard controller can be a vehicle controller. In practical applications, the vehicle controller is the core control component of a hybrid vehicle, responsible for managing and coordinating various vehicle functions.

[0054] Figure 1 The figure shows a flow chart of the engine control method provided by the embodiment of the present disclosure. Please refer to Figure 1 The engine control method provided by the embodiment of the present disclosure includes:

[0055] Step S1: In the current driving cycle, obtain the current operating condition of the vehicle.

[0056] Among them, a driving cycle of the vehicle refers to the complete operating process from vehicle startup to shutdown. The operating condition of the vehicle refers to the combination of working states of the vehicle during operation, including parameters such as speed, load, environmental conditions, driving mode, etc., which directly affect the performance and efficiency of core components such as the engine, gearbox, and battery. In actual applications, the current operating condition of the vehicle can be obtained through the vehicle's sensor system, such as measuring the speed of the engine crankshaft through the engine speed sensor, measuring the output torque of the engine or motor through the torque sensor, and so on. Of course, in some other embodiments, the operating condition information of the vehicle can also be obtained through the vehicle's network bus (CAN bus), and the present disclosure does not specifically limit this.

[0057] Step S2: Determine whether the engine fails to start according to the current operating conditions.

[0058] Whether the engine has failed to start can be determined based on the current operating condition of the vehicle. The specific process of determining whether the engine has failed to start based on the current operating condition of the vehicle will be described in subsequent embodiments.

[0059] Step S3: If the engine fails to start, the engine shutdown process is executed, and the cumulative number of engine start failures in the current driving cycle is recorded.

[0060] If the engine fails to start once, the engine shutdown process is executed to ensure the engine stops safely. The engine shutdown process will be described in detail in the subsequent embodiments. It should be noted that the above cumulative number of times will be reset to 0 at the beginning of each new driving cycle.

[0061] Step S4: Determine whether the cumulative number of engine start failures in the current driving cycle is less than a preset number.

[0062] The preset number of times is a set threshold value used to prevent additional losses or potential dangers that may be caused by repeated startup failures.

[0063] Step S5: If the accumulated number of times is less than the preset number of times, a start instruction is sent to the engine. This process is actually a process of attempting to restart the engine.

[0064] Step S6: If the accumulated number of times is greater than or equal to the preset number of times, it is prohibited to send a start instruction to the engine.

[0065] Specifically, in the engine control method of the system of this embodiment, during the current driving cycle, the current vehicle operating conditions are first acquired. Then, based on the current operating conditions, a determination is made as to whether the engine has failed to start. Optionally, before acquiring the current vehicle operating conditions, the engine may have already performed a start procedure. For example, the engine may have been started normally for a predetermined period of time according to the starting conditions, or the engine may have failed to start successfully during the start procedure. Whether the engine has failed to start is determined based on the current operating conditions. If the engine has successfully started, the current vehicle operating conditions are acquired again. If the engine has failed to start, two parallel actions are performed: one is to execute an engine shutdown procedure, and the other is to record the cumulative number of engine start failures during the current driving cycle. It should be noted that the engine shutdown procedure is executed and the cumulative number of engine start failures is recorded for each engine start failure. Executing the engine shutdown procedure after an engine start failure effectively protects the engine's mechanical systems. For example, when the engine fails to start, the oil pump may not have established sufficient oil pressure. In this case, controlling the engine shutdown prevents components such as the crankshaft and camshaft from continuing to operate in an underlubricated state, thereby preventing dry friction. Furthermore, if the engine fails to start and continues to start for more than a certain number of seconds, it can cause the starter to overheat. The engine shutdown process after a failed start is equivalent to introducing a cooldown period, which helps prevent starter burnout. Furthermore, the engine shutdown process shuts off the fuel pump relay to prevent continuous fuel injection from causing leaks or fires. Therefore, the present disclosure's introduction of an engine shutdown process after a failed engine start can minimize the risk of engine hardware damage and secondary failures.

[0066] When the cumulative number of engine start failures is less than a preset number, after the engine shutdown process is completed, a start command is sent to the engine to control the engine restart, effectively providing the engine with an opportunity to restart. However, when the cumulative number of engine start failures is greater than or equal to the preset number, sending a start command to the engine is prohibited. Restarting the engine after the cumulative number of engine start failures is greater than or equal to the preset number can cause mechanical damage, such as overheating of the starter armature and melting of the insulating varnish, resulting in a short circuit. It can also cause internal wear in the engine, such as the failure of the oil pump to establish oil pressure when the engine fails to start, dry friction between the crankshaft and camshaft, and bearing damage. Furthermore, frequent engine restarts can overload the electrical system. For example, each engine start consumes power, leading to deep discharge of the battery, sulfurization of the battery plates, and shortened lifespan. Therefore, the disclosed embodiment prohibits sending a start command to the engine after the cumulative number of engine start failures is greater than or equal to the preset number. This prevents frequent engine restarts, thereby avoiding the resulting damage to the engine's mechanical system and electrical system overload, thus ensuring engine safety and equipment health.

[0067] Optionally, the preset number of cumulative engine start failures mentioned in the disclosed embodiment is 6 to 8 times, for example, 7 times. If the preset number is set too high, it may cause damage to the engine's mechanical system and overload the electrical system. If the preset number is set too low, there is a risk of missing the opportunity to successfully restart the engine. Therefore, based on a comprehensive consideration of the tolerance range of the mechanical and electrical systems, setting the preset number to 6 to 8 times, especially 7 times, can provide the engine with as many restart opportunities as possible.

[0068] Optionally, the preset number of times mentioned in the embodiments of the present disclosure can be flexibly set according to actual needs. For example, to further ensure the working stability of the mechanical system and the electrical system, the preset number of times can be appropriately reduced, for example, to 5 times or less. Of course, the preset number of times can also be selected as 7 to 9 times, 5 to 8 times, etc., and this disclosure does not specifically limit this.

[0069] It should be noted that for hybrid vehicles, if the cumulative number of engine start failures in the current driving cycle is greater than or equal to the preset number, the vehicle will be controlled to drive purely on electricity and the engine will not be started again until the user turns off the power and restarts the vehicle, at which point the cumulative number will be reset to zero and the vehicle will wait for the next driving cycle.

[0070] Figure 2 Another flow chart of the engine control method provided by the embodiment of the present disclosure is shown. Figure 2 In an optional embodiment of the present disclosure, the engine control method includes:

[0071] Step S10: Acquire the current operating condition of the vehicle within the current driving cycle.

[0072] Step S20: Determine whether the engine fails to start according to the current operating conditions.

[0073] Step S30: If the engine fails to start, the engine shutdown process is executed, and the cumulative number of engine start failures in the current driving cycle is recorded.

[0074] Step S40: Determine whether the cumulative number of engine start failures in the current driving cycle is less than a preset number.

[0075] Step S50: If the accumulated number of times is greater than or equal to the preset number of times, it is prohibited to send a start instruction to the engine.

[0076] Step S60: Send a start instruction to the engine when the accumulated number of times is less than the preset number of times.

[0077] Step S70: After sending the start instruction to the engine, determine whether the running time of the engine exceeds a preset time.

[0078] Step S80: If the preset time is exceeded, the accumulated number of engine start failures is reset to zero. If the preset time is exceeded, the engine start is deemed to be successful.

[0079] It should be noted that if the preset time is not exceeded, it means that the engine start has failed, and the engine shutdown process needs to be executed, and the cumulative number of engine start failures in the current driving cycle is increased by 1.

[0080] This embodiment is equivalent to further introducing a step of determining whether the running time of the engine exceeds the preset time after sending a start instruction to the engine when the cumulative number of times is less than the preset number. After the engine fails to start, after executing the engine shutdown process, if the cumulative number of engine start failures in the current driving cycle is less than the preset number, a start instruction is sent to the engine to control the engine to restart. After receiving the corresponding start instruction, the engine will execute the restart process. After the engine restarts, if the running time exceeds the preset time, it means that the engine restart is successful. At this time, the cumulative number of engine start failures in this driving cycle is cleared, and the count is restarted after detecting that the engine fails to start again. If the running time is less than or equal to the preset time, it means that the engine restart has failed, and the engine shutdown process needs to be executed, and the cumulative number of engine start failures in the current driving cycle is increased by 1.

[0081] It should be noted that the preset time length mentioned in this embodiment can be set according to actual conditions, for example, it can be set to any one of 9 to 11 seconds or 10 to 13 seconds. Taking 10 seconds as an example, that is, if the engine can run normally for more than 10 seconds after restarting, it can be considered that the engine starts normally. Of course, in some other embodiments of the present disclosure, the preset time length can also be set to other values according to actual conditions, such as 14 seconds, 8 seconds, etc., and this disclosure does not specifically limit this.

[0082] Figure 3 The figure shows a schematic diagram of the engine shutdown process provided by the embodiment of the present disclosure. Figure 1 、 Figure 2 and Figure 3 In an optional embodiment of the present disclosure, in the above steps S3 and S30, the engine shutdown process is executed, including:

[0083] Step S101: Send a shutdown request to the engine.

[0084] At this time, the control system sends instructions to various relevant components of the engine, such as cutting off the fuel supply, stopping the ignition, etc., in preparation for stopping the engine.

[0085] Step S102: Determine whether the torque and speed of the engine have reached the preset shutdown ranges.

[0086] The control system detects the actual torque and speed of the engine. The shutdown preset range is set to ensure that the clutch is disconnected when the engine is in a relatively stable and safe low-load state, avoiding impact or unnecessary wear caused by disconnecting the clutch when the engine is still generating large power or the speed is too high.

[0087] Step S103: Controlling the clutch to disengage when the engine's torque and speed reach preset shutdown ranges. This allows for a smooth disconnection of the power supply just as the engine is about to stop, avoiding unnecessary shock and vibration. It should be noted that controlling the clutch to disengage in this embodiment involves, for example, controlling the clutch slippage within an automatic transmission to disconnect the engine from the drive wheels.

[0088] This embodiment refines the engine shutdown process executed after the engine fails to start. First, a shutdown request is sent to the engine. Then, it is determined whether the engine torque has reached the shutdown preset range and whether the speed has reached the shutdown preset range. If both have reached the shutdown preset range, the clutch is controlled to disconnect and the engine is shut down. The main function of the clutch is to connect and disconnect the power transmission between the engine and the gearbox. The clutch includes a connected (engaged) state and a disconnected (disengaged) state. When the clutch is engaged, the power of the engine can be transmitted to the gearbox and ultimately drive the wheels. When the clutch is disengaged, the power of the engine is disconnected from the gearbox, allowing the engine to run without driving the wheels, or reducing the impact between gears when shifting. In the above-mentioned engine shutdown process, when the engine is about to stop and is in a low-load state, by controlling the clutch to disconnect the engine from the drive system, a smoother, less impactful and more optimized shutdown experience can be achieved.

[0089] The engine's torque and speed are the core conditions for clutch disengagement. For some hybrid vehicles, disengaging the clutch when the engine speed drops to or below the preset shutdown range (e.g., 800-1000 rpm) helps ensure a smooth transition to pure electric operation. When the engine's output torque drops to or below the preset shutdown range (e.g., 5-10 Nm), the torque is close to the idle torque, and is judged to be in a no-load state, allowing the clutch to be disengaged.

[0090] It should be noted that the above preset shutdown ranges corresponding to engine torque and speed are only examples. The actual values may vary depending on the vehicle model and system design. The preset shutdown range corresponding to engine speed can also be selected as 600-1000rpm, 900-1100rpm, 500-950rpm, etc., and the preset shutdown range corresponding to engine output torque can also be selected as 6-8Nm, 4-9Nm, 0-4Nm, etc. Specifically, in some models, the clutch will not be disengaged until the engine speed drops below 50rpm, and the clutch will not be disengaged until the engine output torque drops below 4Nm.

[0091] Please refer to Figure 1 and Figure 2 In an optional embodiment of the present disclosure, in the above steps S2 and S20, determining whether the engine start fails according to the current operating conditions includes: determining whether the current operating conditions meet the start failure conditions of the start mode corresponding to the engine, determining whether there is an engine start process jam, and determining whether a specific identification signal is received; if at least one of the items is met, it is determined that the engine start fails.

[0092] This embodiment refines several situations in which the engine fails to start, taking into account whether the start mode corresponding to the engine meets the start conditions. If the start conditions are not met, it can be determined that the engine has failed to start. At the same time, it is considered whether there is a situation in which the engine start process is stuck. The engine start process is stuck, which can be regarded as the entire start process of the engine not being completed. A stuck situation occurs in a certain intermediate process, causing the subsequent process to be unable to proceed normally. If this situation exists, it can also be determined that the engine has failed to start. The specific identification signal can be, for example, an electrical signal that can represent the failure of the engine to start, which will be specifically described in subsequent embodiments. In this embodiment, the start conditions corresponding to the engine start mode, the engine start process, and the specific identification signal are comprehensively considered to more accurately determine whether the engine has actually failed to start, which is conducive to reducing false alarms or missed alarms.

[0093] It should be noted that the start failure conditions of the start mode corresponding to the engine may include multiple situations, the engine start process jam may also include multiple situations, and the specific identification signal may also include multiple situations. As long as one situation is met, it can be considered that the engine start has failed.

[0094] The following describes the specific situations of determining whether the current operating conditions meet the start failure condition of the corresponding start mode of the engine, determining whether the engine start process is stuck, and determining whether a specific identification signal is received.

[0095] Optionally, determining whether the current operating conditions meet the start failure conditions of the start mode corresponding to the engine includes: determining whether the engine meets the start failure conditions in the sliding start mode, and determining whether the engine meets the start failure conditions in the P2 motor start mode. If one of them is met, it is determined that the engine start failure conditions are met.

[0096] The engine starting mode includes at least a slip start mode and a P2 motor starting mode. Among them, slip start is a technology that achieves a smooth start of the vehicle by controlling the semi-clutch slip of the clutch. It can be understood that the clutch slip effect is needed to start the engine, that is, the motor compensation is increased by the actual torque of the clutch, thereby ensuring the smoothness of the engine starting process. For example, when the vehicle speed is greater than 30km / h and the driver steps on the accelerator deeply to speed up, the vehicle's operating mode changes from a pure electric working mode to a direct drive working mode, which is a slip start. Among them, the vehicle's operating mode includes at least a pure electric working mode, a series working mode, and a direct drive working mode. The subsequent embodiments will illustrate several working modes.

[0097] The P2 motor is usually located after the engine's clutch and before the transmission input shaft. This means that pure electric driving can be achieved by disconnecting the clutch between the engine and the motor. A hybrid system using a P2 layout can usually achieve multiple operating modes such as pure electric drive, engine drive alone, and motor and engine drive together. The P2 motor can act as a generator to recover energy and charge the battery during deceleration and braking. In some cases, the P2 motor can also be used to start the engine, which is the P2 motor starting mode mentioned in this embodiment. For example, in cold weather, the P2 motor can assist the engine in starting quickly and reaching operating temperature. For another example, in order to achieve a smoother and quieter start, especially in urban conditions that require frequent starting and stopping, the P2 motor starting mode can also be used to start the engine.

[0098] This embodiment analyzes two common engine start modes for hybrid vehicles. Specifically, it analyzes whether the vehicle meets the start failure criteria in slip start mode based on the current operating conditions. If the start failure criteria are met in this start mode, an engine start failure is determined. It also analyzes whether the vehicle meets the start failure criteria in P2 motor start mode based on the current operating conditions. If the start failure criteria are met in this start mode, an engine start failure is also determined. This embodiment more accurately determines whether a hybrid vehicle has failed to start in slip start and P2 motor start modes, facilitating targeted diagnosis and optimization of engine start strategies.

[0099] Optionally, in the aforementioned embodiment, determining whether the engine meets the start failure condition in the slip start mode includes: determining whether the slip start state monitored by the transmission control unit is not activated, and determining whether the output shaft speed monitored by the transmission control unit exceeds a first speed range; if at least one of the conditions is met, that is, if the slip start state is not activated, and / or the output shaft speed exceeds the first speed range, then it is determined that the engine meets the start failure condition.

[0100] When the engine start mode is slip start, if the slip start state detected by the transmission control unit (TCU) is not active, for example, the corresponding signal indicator is not present, the engine start is determined to have failed. Alternatively, if the output shaft speed detected by the transmission control unit (TCU) exceeds a first speed range, the engine start is also determined to have failed. Of course, if the slip start state detected by the transmission control unit (TCU) is not active, and if the output shaft speed monitored by the TCU exceeds the first speed range, the engine start is also determined to have failed. It should be noted that the output shaft speed detected by the TCU must be within a reasonable range. If the speed is too low, the engine cannot start. If the shaft speed is too high, the engine will rotate rapidly, and the transmission control unit will determine that this is an unsafe start condition, resulting in an engine start failure. Furthermore, considering that slip start primarily uses the clutch in a slipping state to start the engine, if the TCU slip state is not active, the engine will not reach the target speed, ultimately resulting in engine start failure.

[0101] Optionally, the first speed range corresponding to the output shaft speed monitored by the transmission control unit can be set based on actual conditions, for example, 1800-5000 rpm. When the vehicle is traveling at high speed (e.g., 60-150 km / h), if the speed exceeds this first speed range, the transmission control unit will determine that the condition is unsafe to start, and the engine will fail to start. This helps improve vehicle driving safety. Of course, the first speed range can also be flexibly set based on actual conditions, for example, 1600-4800 rpm, 2000-5200 rpm, 1500-4500 rpm, etc., and this disclosure is not limited to this.

[0102] Optionally, in the aforementioned embodiment, determining whether the engine meets the start failure condition in the P2 motor starting mode includes: when the vehicle's operating mode is series operation, determining whether the actual torque of the P2 motor is greater than a first threshold, and whether the actual torque at the engine crankshaft end is greater than a second threshold. If so, determining that the engine meets the start failure condition.

[0103] When the vehicle's working mode is series operation, the P2 motor is the only power source for driving the vehicle. Therefore, the motor needs to be able to provide sufficient torque to overcome various resistances during the vehicle's driving process, including starting, acceleration, climbing, high-speed cruising, etc. Therefore, when working in series, the torque of the motor is required to undertake the vehicle driving task, and it needs to be able to provide sufficient and continuous torque output to meet the needs of various driving conditions and have energy recovery capabilities. Optionally, the first threshold value corresponding to the torque of the P2 motor is -70Nm~0Nm. When the actual torque of the P2 motor operates within the first threshold range, the engine can be started normally in the series working mode. Optionally, the first threshold value corresponding to the torque of the P2 motor can also be -80~-10Nm, -75~-15Nm, etc., and the present disclosure does not make specific limitations on this.

[0104] When working in series, the main task of the engine is to drive the motor to convert mechanical energy into electrical energy. Therefore, the engine needs to provide sufficient torque to overcome the resistance of the generator and enable it to operate stably in an efficient power generation range. Therefore, the torque requirement for the engine crankshaft end is to stably drive the generator to generate electricity efficiently, and its torque output needs to match the characteristics of the generator and the power demand of the vehicle. At this time, the focus of the engine is to provide a stable source of electricity rather than direct driving force. When working in series, optionally, the second threshold value corresponding to the torque at the engine crankshaft end is 20~130Nm. Within the range of this second threshold value, the engine can be started normally. Optionally, the second threshold value can also be 25~125Nm, 30~150Nm, etc., and the present disclosure does not make specific limitations on this.

[0105] When the actual torque of the P2 motor exceeds the first threshold range mentioned above and the actual torque at the engine crankshaft end exceeds the second threshold range, the conditions for normal engine start-up in the series working mode are not met, resulting in engine start-up failure.

[0106] Of course, the embodiment of the present disclosure only provides an example of a numerical range for the first threshold and the second threshold, and does not limit this. In actual applications, the first threshold and the second threshold may vary greatly depending on the specific design of the vehicle, performance goals, engine, and battery and motor specifications, and can be flexibly set according to different needs.

[0107] In an optional embodiment of the present disclosure, determining whether there is an engine start process stuck includes: determining whether the engine start request is sent abnormally, determining whether the clutch is not closed, determining whether the motor is not supporting the engine, determining whether the engine ignition fails, and determining whether the engine torque structure is not activated. If at least one of the above is met, it is determined that the engine start process is stuck.

[0108] Figure 4FIG. 1 is a schematic diagram of an engine startup process provided by an embodiment of the present disclosure. A normal engine startup process includes:

[0109] Step S21: Send a start request; this step is the starting point of the engine start process, usually issued by the driver (turning the ignition key to the start position or pressing the start button) or the vehicle control system (for example, the automatic start-stop function is triggered) to start the engine.

[0110] Step S22: Clutch engagement. In hybrid systems, particularly those in P2 configurations where the motor is located between the engine and transmission, clutch engagement is essential for transmitting engine power to the drivetrain. During startup, the clutch engagement is necessary to allow subsequent motor rotation to drive the engine crankshaft.

[0111] Step S23: Control the motor to start the engine; the motor acts as a starter, driving the engine crankshaft to rotate through the closed clutch, so that it reaches a speed that allows it to run independently.

[0112] Step S24: Controlling engine ignition. Once the engine speed reaches the preset ignition conditions (provided by signals from the crankshaft position sensor, etc.), the engine control unit (ECU) or powertrain control module (PCM) begins controlling the ignition system, igniting the mixture in the cylinders and enabling the engine to generate power. The PCM is a more comprehensive control module that manages both the ECU and the transmission control module (TCM / TCU).

[0113] Step S25: Activate the engine torque framework. After the engine successfully ignites and begins running, the ECU activates its internal torque control strategy and model. This enables the engine to precisely control output torque based on the driver's throttle input, sensor signals, and vehicle demand. Activating the torque framework is a critical step in establishing normal engine operation.

[0114] Step S26: Control the engine to enter the running mode. This is the final stage of the engine startup process. The engine is now capable of independent operation and torque generation. The control system will place the engine in the appropriate operating mode based on the current driving mode, charge state, and driver demand, such as independent driving, coordinated driving with the electric motor, or charging the battery.

[0115] If a step in the engine start process fails to proceed, the engine start process will become stuck. For example, if any of the following conditions occur: an abnormal engine start request is sent, the clutch is not engaged, the motor is not supporting the engine, the engine ignition fails, or the engine torque structure is not activated, the engine start process will be stuck, unable to start normally, and ultimately leading to engine start failure. The following describes the situations when abnormalities occur in each step of the engine start process.

[0116] Abnormal engine start request: For example, an error or abnormality occurs during the process of sending the start request to the ECU or PCM, such as signal loss, signal error, communication failure, etc., resulting in the ECU or PCM failing to correctly receive the start command.

[0117] When the clutch is not closed, the power of the starter motor may not be effectively transmitted to the engine.

[0118] The motor does not support the engine: During the starting process, the motor should support the engine crankshaft rotation according to the control strategy to assist or completely achieve the starting of the engine. If the motor fails to do this, the starting process may fail.

[0119] Engine ignition failure: During engine startup, the ECU controls the ignition system based on sensor signals to ignite the mixture in the cylinder at the correct time. If the ignition system fails, such as a non-functioning spark plug or a faulty ignition coil, the mixture cannot ignite and the engine will not start.

[0120] Engine Torque Architecture Not Activated: Even if the engine ignites and begins running during the start process, if the torque architecture fails to activate, the engine will not be able to generate and control output torque as expected, which is an engine start failure. Only when the engine torque architecture is successfully activated can the engine accurately control output torque based on the driver's throttle input, sensor signals, and vehicle demand.

[0121] The engine torque architecture is the core control logic of the vehicle's powertrain, defining the generation, distribution, and coordination of engine torque. This involves the interaction of multiple modules, including the ECU (Engine Control Unit), TCU (Transmission Control Unit), and VCU (Vehicle Controller Unit). The engine torque architecture serves as the "decision-making center" of the powertrain. By balancing performance, fuel consumption, and safety through hierarchical control, it can efficiently diagnose problems such as insufficient power and shift shock. The engine torque architecture is a crucial component of automotive electronic control systems. It not only directly impacts vehicle driving performance, fuel economy, and comfort, but also serves as the foundation for implementing various advanced driver assistance features and meeting emissions regulations. A comprehensive torque architecture enables the engine to operate efficiently, smoothly, and reliably under various operating conditions, and collaborates with other vehicle control systems to provide a safe, comfortable, and economical driving experience.

[0122] The engine torque framework controls key parameters during engine start, such as torque request and fuel injection, and directly impacts engine starting performance. Therefore, if the engine torque framework is not activated, the engine will be unable to generate and control output torque as expected, affecting normal engine starting and resulting in engine start failure.

[0123] For hybrid vehicles, their operating modes include at least pure electric mode, series mode, direct drive mode, and electric idle mode. Different operating modes correspond to different power sources for torque. When the vehicle is operating on pure electric power, it relies entirely on the battery and electric motor for propulsion, with the electric motor providing the power source. This is typically used for starting, low-speed cruising, or short-distance driving. When the vehicle is operating on series power, the engine only drives the electric motor to generate electricity, which is then fed into the electric motor to drive the vehicle or charge the battery. For example, the engine drives the electric motor and the electricity generated can charge the power battery. In this case, the wheels are completely driven by the electric motor, and the engine does not directly participate in the drive, similar to an electric vehicle with its own generator. When the vehicle is operating on direct drive, the engine can directly drive the vehicle through the transmission to enable the vehicle to move. This is typically used during high-speed cruising or when high power output is required. The electric motor can assist in driving or be inactive. The electric motor can provide additional power assistance when needed, such as during acceleration. During direct drive operation, the engine can also charge the battery. When the vehicle is operating based on electric idling, the vehicle stops, the engine is shut down, and the power for accessories such as air conditioning and audio is provided by the battery, avoiding the fuel consumption and emissions of traditional fuel vehicles when idling. When the battery power is too low or the generator needs to be started, this mode will exit.

[0124] In an optional embodiment of the present disclosure, determining whether a specific identification signal is received includes: determining whether an unexpected flameout signal is received, determining whether an engine fuel exhaustion signal is received. If at least one of the conditions is met, it is determined that the specific identification signal is received, and it can be determined that the engine start-up has failed.

[0125] An unexpected engine stall occurs when the engine stops unexpectedly while the vehicle is in operation, potentially leading to safety hazards such as loss of power, steering, or brake assist. When the engine stalls unexpectedly, the stall signal is reflected by an activated stall flag. The stall flag is an internal flag or status variable set by the vehicle's control system (typically the ECU or PCM). The control system activates this flag when the engine stops unexpectedly (i.e., not caused by driver-initiated shutdown or a shutdown initiated by the automatic start-stop system). Causes of this flag activation may include: Fuel supply interruption: For example, a fuel pump failure or a clogged fuel line; Ignition system failure: For example, a spark plug failure or ignition coil failure; Sensor failure: For example, a loss of signal from a critical sensor (such as the crankshaft position sensor); Mechanical failure: For example, a stuck internal engine component; Control system error: For example, an ECU misjudgment leading to fuel or ignition cutoff; Stall due to high load at low rpm: The engine is unable to maintain operation due to excessive load at too low a rpm.

[0126] If the unexpected flameout flag is activated, the engine start failure is determined. Even if the engine has been started and running, if an unexpected flameout occurs during operation, it can be considered a manifestation of "engine start failure" from the perspective of driver experience and vehicle functionality because it fails to maintain a normal operating state.

[0127] Considering that the engine may unexpectedly stall due to rpm instability during operation, a dedicated stall signal is required to execute shutdown processing in this operating condition. This prevents the engine from unexpectedly stalling and dropping to zero rpm even without a VCU shutdown request. Additionally, fuel pump failure, clogged injectors, clogged fuel filters, ignition system malfunctions, intake system malfunctions, and electronic control system anomalies can all cause unexpected engine stalls.

[0128] If the vehicle runs out of fuel and the VCU still sends a start command to the engine, the motor will be in a holding state, which will damage the motor and engine hardware. Therefore, when the engine fuel exhaustion signal is received, it can also be determined that a specific identification signal has been received, which can be used as one of the conditions for engine start failure, and the cumulative number of engine start failures will be increased by 1.

[0129] The ECU is responsible for monitoring and managing various parameters of the engine, including the fuel system. The fuel exhaustion signal mentioned in the present disclosure is, for example, a signal sent by the ECU when it detects that the fuel level is extremely low and may cause the engine to stop due to lack of fuel. This signal may be based on data from the fuel tank level sensor. Receiving this signal means that the ECU predicts or has detected that the fuel is insufficient to keep the engine running. If a signal indicating fuel exhaustion is received from the engine controller, it is determined that the engine start has failed. Even if the engine is currently running, if the control system reports that it is about to or has already stopped due to fuel exhaustion, from the perspective of vehicle functionality and driving experience, it can be considered that the engine start is ultimately a failure because it cannot maintain continuous operation.

[0130] Assuming that the conditions causing engine start failure mentioned in the above embodiments are classified, condition (1) is that when the engine start mode is slip start, the slip start state detected by the transmission control unit is not activated, and / or the output shaft speed monitored by the transmission control unit exceeds the first speed range. Condition (2) is that the engine start process fails, for example, at least one of the following situations occurs during the engine start process: an abnormality occurs in the engine start request, the clutch is not closed, the motor does not support the engine, the engine ignition fails, and the engine torque structure is not activated. Condition (3) is that during the engine operation, the accidental flameout flag is activated. Condition (4) is that during the engine operation, the engine torque structure is not activated. Condition (5) is that when the vehicle's operating mode is series operation, the actual torque of the motor is greater than the first threshold value, and the actual torque at the engine crankshaft end is greater than the second threshold value. Condition (6) is that during the engine operation, a signal indicating fuel exhaustion is received from the engine controller.

[0131] The above conditions (1) to (6) are all conditions that must be met during the engine startup process or during operation. If any of the above conditions is triggered, the number of engine failures will be accumulated as a startup failure. If the accumulated number of engine startup failures is greater than or equal to the preset number, it is prohibited to send a startup command to the engine. The present disclosure sets the preset number to 7 times, which takes into account the occasional failure of the engine and provides more startup opportunities. At the same time, in order to protect the engine hardware from wear and tear, the engine cannot be kept in a supporting state. This solution can prevent the problem of repeated engine startup, can well protect the engine, and accurately determine the cause of the engine startup failure.

[0132] The engine control method of the present disclosure will be further described below in conjunction with specific embodiments.

[0133] In related technologies, if the engine fails to start, the VCU will continuously issue start commands. Frequent attempts to start without success will aggravate internal engine wear and tear, which may trigger the engine fault warning light. In severe cases, it may even endanger the vehicle's power system and cause power loss.

[0134] The engine control method provided by the disclosed embodiments accurately identifies various operating conditions that can cause engine start failures and unexpected stalls during operation. For start problems or unexpected shutdowns caused by these conditions, the failure count is accumulated and a complete shutdown process is performed. Starts are continued if a start request is received. Once the number of such failures exceeds a preset threshold, no start command is issued during the current drive cycle to ensure engine safety and equipment health.

[0135] In the embodiment of the present disclosure, the conditions for determining engine start failure include:

[0136] Condition (1): Triggering a slip start. A slip start occurs when the vehicle speed is greater than 30 km / h, the driver presses the accelerator deeply to increase speed, and the operating mode changes from pure electric to direct drive. The vehicle's operating mode (e.g., pure electric, series, or direct drive) has a specific signal, and the system processes it based on the observed signal. If the TCU output shaft speed is within this range (e.g., 1800-5000 rpm) or the TCU slip start state is not activated, the engine start is unsuccessful.

[0137] Condition (1) is selected because during the slip start process, the TCU output shaft speed must be within a reasonable range. If the shaft speed is too low, the engine cannot be supported; if the shaft speed is too high, the engine speed will be too high. Slip start mainly uses the clutch in a slip state to start the engine. However, if the TCU slip state is not activated, the engine will not reach the target speed, which will eventually lead to engine start failure and the need to execute the engine shutdown process.

[0138] Condition (2): The start process is terminated due to a stuck start state (for example, during the process of starting the engine with a motor, the motor start type is first sent, and then the clutch needs to be closed and then the motor is lifted up. However, if the clutch does not close due to a fault, the start process cannot proceed. This means that the engine start process fails, resulting in an unsuccessful engine start.

[0139] The complete engine start process includes: sending a start request, closing the clutch, motor-assisted engine propulsion, engine ignition, engine torque architecture activation, and finally, the engine entering run mode. If any step in the start process fails (for example, the clutch fails to close due to a fault, or the motor fails to output torque to propel the engine), the start process may become stuck and the engine cannot be completed. This condition should also be considered an engine start failure, and the engine shutdown process should be immediately executed.

[0140] Condition (3): During engine operation, the unexpected flameout flag is activated (a flag indicating that the engine has unexpectedly flamed out during engine operation), indicating that the engine has failed to start and the engine shutdown process needs to be executed.

[0141] Condition (3) is selected because during the operation of the engine, the engine may accidentally stall due to problems such as the engine's inability to maintain a stable speed. This operating condition requires receiving a dedicated stall signal to execute the shutdown process to prevent the VCU from sending a shutdown request but the engine accidentally stalls and the speed drops to zero.

[0142] Condition (4): During engine operation, the engine torque architecture is not activated (the engine torque architecture is a condition that needs to be judged within the ECM controller. If the engine torque architecture is activated, it means that the ECM can respond to the torque request of the VCU). This means that the engine start has failed and the engine shutdown process needs to be executed.

[0143] Condition (4) is selected because during engine operation, the ECM will determine the conditions to activate the torque architecture. However, if the torque architecture is not activated, it is attributed to an engine problem, indicating an engine start failure, and the engine shutdown process is executed.

[0144] Condition (5): This operating condition is a series operating mode torque anomaly (for example, under normal circumstances, when the operating mode is series, the P2 motor corresponding to some vehicles needs to output negative torque. If the torque is positive at this time, it means the torque is abnormal). It is necessary to simultaneously determine whether the P2 motor torque, engine torque, and actual operating mode are in series. If the actual torque of the P2 motor is greater than a certain threshold, such as the first threshold mentioned above; and the actual torque at the engine crankshaft end is greater than a certain threshold, such as the second threshold mentioned above; and the actual operating mode is in series (determining whether it is in series by observing the actual operating mode signal), it means that the engine start was unsuccessful and the engine shutdown process needs to be executed.

[0145] Condition (5) is selected because the P2 motor starting mode corresponding to the engine starting to series operation must determine whether the motor torque and the engine crankshaft torque are both within the normal threshold range, otherwise the engine cannot be lifted.

[0146] Condition (6): During engine operation, if an engine fuel exhaustion signal is received from the ECM, it means that the engine has failed to start.

[0147] Condition (6) is selected because when the vehicle is out of fuel, the VCU still sends a start command and the motor is always in a supporting state, which will damage the motor and engine hardware.

[0148] If one of the above six conditions is met (the above six conditions are not checked one by one, but in an OR relationship. The six conditions are the conditions for triggering the count. You can activate one or several at the same time. That is to say, the above six working conditions that trigger the failure count can be triggered at the same time, but generally will not be activated at the same time) and the vehicle is in a high-pressure state (that is, the instrument displays the ready state and the vehicle can be driven), then the number of engine start failures will be recorded and a complete shutdown process will be performed. Among them, the engine shutdown process includes: sending a shutdown request, judging that the engine torque and speed have dropped, and opening the clutch.

[0149] When the cumulative number of engine start failures is greater than 7 times (this number can be calibrated, and is set at 7 times based on the engine hardware and user experience. If the number of starts is too many, there is a risk of damaging the engine hardware; if the number is too few, there is a risk of missing the opportunity to successfully start the engine. In general, within the range that the engine hardware can withstand, as many start opportunities as possible are provided), the VCU will no longer send a start command in this driving cycle. If no start command is sent to the engine, it will continue to run in pure electric mode until the user turns off the power and restarts, and the number of failures will be reset. If the cumulative number is less than 7 times, the engine starts successfully and the running time exceeds 10s, the number of failures will be reset; or the number will be reset if the power is turned off and restarted.

[0150] The above conditions must be met during engine startup or operation. If any of these conditions are triggered, it is considered a startup failure and the number of engine failures is accumulated. In this embodiment, the upper limit for failures is set to 7. This allows for additional startup opportunities in the event of occasional engine failures. Furthermore, to protect engine hardware from wear, the engine cannot be left in a constant state of idleness. This solution prevents repeated engine starts, effectively protects the engine, and accurately determines the cause of unsuccessful engine starts.

[0151] In summary, the technical solution corresponding to the engine control method provided by the present disclosure has the following advantages:

[0152] In the engine control method, on-board controller and vehicle provided by the embodiments of the present disclosure, in the current driving cycle, the current operating condition of the vehicle is first obtained, and then it is determined whether the engine start-up has failed based on the current operating condition. If the engine fails to start, two parallel actions are performed respectively, one is to execute the engine shutdown process, and the other is to record the cumulative number of engine start-up failures in the current driving cycle. Every time the engine fails to start, the engine shutdown process is executed once and the cumulative number of engine start-up failures is recorded. Introducing the engine shutdown process after the engine fails to start can minimize the risk of hardware damage and secondary failures. When the cumulative number of engine start-up failures is less than the preset number, after the engine shutdown process is executed, a start-up instruction is sent to the engine to control the engine to restart. When the cumulative number of engine start-up failures is greater than or equal to the preset number, sending a start-up instruction to the engine is prohibited. If the engine is still restarted after the cumulative number of engine start failures exceeds the preset number, it will cause damage to the mechanical system, such as overheating of the starter armature, melting of the insulating paint and short circuit, and will also cause internal wear of the engine, such as the failure of the oil pump to establish oil pressure when the engine fails to start, dry friction of the crankshaft / camshaft metal, and damage to the bearing shells, etc. Moreover, frequent engine starting will also cause electrical system overload. For example, each time the engine is started, electricity will be consumed, which will cause deep discharge of the battery, sulfurization of the battery plates, and shortened life. Therefore, the embodiment of the present disclosure prohibits sending a start command to the engine after the cumulative number of engine start failures is greater than or equal to the preset number, thereby avoiding the resulting damage to the engine mechanical system and electrical system overload problems, which is conducive to ensuring engine safety and equipment health.

[0153] Based on the same inventive concept, the present disclosure also provides a vehicle-mounted controller 10, Figure 5 The diagram shows a schematic diagram of a vehicle controller provided by an embodiment of the present disclosure. Figure 5 The vehicle controller 10 includes a memory 11, a processor 12, and a computer program 13 stored in the memory 11 and executable on the processor 12. When the processor 12 executes the computer program 13, the engine control method provided by the embodiment of the present disclosure is implemented.

[0154] Those skilled in the art will understand that Figure 5 This is only an example of the vehicle-mounted controller 10 and does not constitute a limitation on the vehicle-mounted controller. It may include more or fewer components than shown in the figure, or a combination of certain components, or different components. For example, it may also include input and output devices, network access devices, etc.

[0155] The processor 12 in the vehicle controller 10 may be a central processing unit (CPU), or may be other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or any conventional processor.

[0156] In some embodiments, the memory 11 in the onboard controller 10 can be an internal storage unit of the onboard controller 10, such as the memory of the onboard controller 10. In other embodiments, the memory can also be an external storage device of the onboard controller, such as a plug-in hard disk equipped on the onboard controller, a smart memory card (Smart Media Card, SMC), a secure digital (Secure Digital, SD) card, a flash card (Flash Card), etc. Furthermore, the memory can also include both the internal storage unit of the onboard controller and an external storage device. The memory is used to store an operating system, application programs, a boot loader (BootLoader), data and other programs, such as the program code of the computer program. The memory can also be used to temporarily store data that has been output or is to be output.

[0157] Based on the same inventive concept, the present disclosure also provides a vehicle, which includes the on-board controller in the aforementioned embodiment.

[0158] It should be noted that the vehicle-mounted controller and vehicle mentioned in the embodiments of the present disclosure have the same or corresponding technical effects as the engine control method mentioned in the aforementioned embodiments, and this disclosure will not elaborate on this.

[0159] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant description of other embodiments.

[0160] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0161] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0162] In the description of the present disclosure, it should be understood that if the terms "up", "down", "front", "back", "left" and "right" are used to indicate directions or positional relationships, they are based on the directions or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the positions or elements referred to must have a specific direction, be constructed and operate in a specific direction. Therefore, they should not be understood as limitations of the present disclosure.

[0163] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. It should also be noted that the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, commodity, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, commodity, or device comprising the element.

[0164] The above are merely examples of the present disclosure and are not intended to limit the present disclosure. Various modifications and variations are possible for those skilled in the art. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present disclosure are intended to be included within the scope of the claims of the present disclosure.

Claims

1. An engine control method, characterized in that: include: In the current driving cycle, obtain the current working condition of the vehicle; Determine whether the engine fails to start based on the current operating conditions; If the engine fails to start, the engine shutdown process is executed and the cumulative number of engine start failures in the current driving cycle is recorded; determining whether a cumulative number of engine start failures in a current driving cycle is less than a preset number; When the accumulated number of times is less than the preset number of times, sending a start instruction to the engine; When the accumulated number of times is greater than or equal to the preset number of times, sending a start instruction to the engine is prohibited.

2. The engine control method according to claim 1, characterized in that: When the accumulated number of times is less than the preset number of times, after sending a start instruction to the engine, it also includes: determining whether the running time of the engine exceeds the preset time; if it exceeds the preset time, clearing the accumulated number of engine start failures to zero.

3. The engine control method according to claim 1, wherein: Perform the engine shutdown procedure, including: Send a shutdown request to the engine; Determine whether the engine torque and speed have reached the shutdown preset range respectively; When the torque and speed of the engine reach the preset shutdown range respectively, the clutch is controlled to be disconnected.

4. The engine control method according to claim 1, wherein: Determine whether the engine has failed to start based on the current operating conditions, including: Determine whether the current operating conditions meet the start failure conditions of the start mode corresponding to the engine, determine whether there is an engine start process jam, and determine whether a specific identification signal is received; if at least one of the conditions is met, determine that the engine start has failed.

5. The engine control method according to claim 4, characterized in that: Determine whether the current operating conditions meet the start failure conditions of the corresponding start mode of the engine, including: determining whether the engine meets the start failure conditions in the sliding start mode, and determining whether the engine meets the start failure conditions in the P2 motor start mode. If either one of them is met, it is determined that the engine start failure condition is met.

6. The engine control method according to claim 5, characterized in that: Determine if the engine meets the start failure conditions in slip start mode, including: Determine whether the slip start state monitored by the transmission control unit is not activated, and determine whether the output shaft speed monitored by the transmission control unit exceeds a first speed range; if at least one of the conditions is met, determine that the engine meets the start failure condition.

7. The engine control method according to claim 5, characterized in that: Determine if the engine meets the start failure conditions in P2 motor start mode, including: When the vehicle's operating mode is series operation, determine whether the actual torque of the P2 motor is greater than the first threshold, and whether the actual torque of the engine crankshaft end is greater than the second threshold. If so, determine that the engine meets the start failure condition.

8. The engine control method according to claim 4, characterized in that: Determining whether there is an engine start process stuck includes: determining whether an engine start request is sent abnormally, determining whether the clutch is not closed, determining whether the motor is not supporting the engine, determining whether the engine ignition fails, and determining whether the engine torque structure is not activated. If at least one of the above conditions is met, it is determined that the engine start process is stuck.

9. The engine control method according to claim 4, characterized in that: Determining whether a specific identification signal is received, including: Determine whether an engine unexpected flameout signal is received, determine whether an engine fuel exhaustion signal is received, and if at least one of the conditions is met, determine that a specific identification signal is received.

10. A vehicle-mounted controller comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the method according to any one of claims 1 to 9 is implemented.

11. A vehicle, characterized in that: The vehicle-mounted controller comprises the vehicle-mounted controller as claimed in claim 10.

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