Method for starting engine, electronic equipment, vehicle and storage medium

Abstract

The invention provides a method for starting an engine, electronic equipment, a vehicle and a storage medium, the method is applied to the technical field of hybrid power control, and the method comprises the steps that under the condition that the engine needs to be started, the current target stage of the engine is determined, and a torque control strategy is determined based on the target stage; under the condition that the engine is in the target stage, the starting motor is controlled to output torque based on the torque control strategy, so that the starting motor drives the engine to rotate; and under the condition that the actual rotating speed of the engine is larger than or equal to the ignition rotating speed threshold value, the engine is controlled to be ignited to start the engine. According to the method, loss between vehicle gears in the engine starting process can be reduced, damage to an oil film is reduced, the service life of the engine is prolonged, and the vehicle using experience of a user is improved.

Description

Technical Field

[0001] This application relates to the field of hybrid power control technology, and more specifically, to a method for starting an engine, electronic equipment, vehicle, and storage medium in the field of hybrid power control technology. Background Technology

[0002] Hybrid vehicles integrate both an engine and an electric motor as power sources, allowing the vehicle to be driven either by the engine or the motor alone, or by a combination of both.

[0003] Hybrid vehicles can start their engines by being driven by an electric motor. To balance power and fuel economy, hybrid vehicles require the engine to quickly enter its economic zone, where engine speed is higher. Because hybrid vehicles accelerate at a faster rate than conventional vehicles, this can potentially disrupt the oil film between the four components (engine, transmission, and chassis), reducing engine lifespan and impacting the user experience. Summary of the Invention

[0004] This application provides a method for starting an engine, an electronic device, a vehicle, and a storage medium. The method can reduce wear between vehicle gears during engine starting, reduce damage to the oil film, improve engine life, and enhance the user's driving experience.

[0005] In a first aspect, a method for starting an engine is provided, the method comprising: when it is necessary to start the engine, determining the current target stage of the engine, and determining a torque control strategy based on the target stage; when the engine is in the target stage, controlling the output torque of the starter motor based on the torque control strategy so that the starter motor drives the engine to rotate; and when the actual speed of the engine is greater than or equal to the ignition speed threshold, controlling the engine to ignite to start the engine.

[0006] In the above technical solution, when it is determined that the engine needs to be started, the target stage of the engine is driven, and the starter motor is controlled based on the torque control strategy corresponding to the target stage. This can achieve staged torque control during the engine starting process, so that the torque output by the starter motor matches the current stage. It can also start the engine based on different torques during the engine starting process, which can effectively reduce the wear between vehicle gears during engine starting, reduce damage to the oil film, improve engine life, and enhance the user's driving experience.

[0007] In conjunction with the first aspect, in some possible implementations, when it is necessary to start the engine, the target stage of the engine is determined, and a torque control strategy is determined based on the target stage. This includes: when it is necessary to start the engine, if it is detected that the backlash between the gear connected to the starter motor and the gear connected to the engine needs to be eliminated, then the target stage of the engine is determined to be the pre-start stage; when the target stage is the pre-start stage, the torque control strategy is determined to control the starter motor to output a preset torque.

[0008] In the above technical solution, when the engine is determined to be in the pre-start stage, the torque control strategy is to control the starter motor to output a preset torque. The preset torque is a small torque that has been calibrated in advance. Controlling the starter motor to output this torque can ensure the smooth elimination of the gap between the gears and can effectively avoid damage to the gears caused by collisions during instantaneous start-up.

[0009] Combining the first aspect and the above implementation methods, in some possible implementation methods, when it is necessary to start the engine, the target stage of the engine is determined, and a torque control strategy is determined based on the target stage. This includes: when it is necessary to start the engine, if it is detected that the starter motor needs to be controlled to drive the engine to rotate, the target stage of the engine is determined to be the driving stage; when the target stage is the driving stage, the torque control strategy is determined to determine the target torque based on the current water temperature of the engine and control the starter motor to output the target torque.

[0010] In the above technical solution, during the towing phase, the target torque is determined based on the current water temperature of the engine and the starter motor is controlled to output the target torque so that the target torque output by the starter motor can overcome the resistance generated by the engine under the current water temperature. By first controlling the starter motor to output a small torque and then outputting the target torque determined based on the water temperature, it can be ensured that the engine lubrication system is fully lubricated during the starting process, thus extending the engine life.

[0011] Combining the first aspect and the above implementation methods, in some possible implementation methods, determining the target torque based on the current engine coolant temperature includes: finding a first correspondence based on the current coolant temperature to determine the target torque corresponding to the current coolant temperature; the first correspondence is the correspondence between the current coolant temperature and the target torque of the starter motor, in which the lower the current coolant temperature, the greater the target torque of the starter motor.

[0012] In the above technical solution, the pre-set correspondence between engine coolant temperature and the target torque of the starter motor improves the efficiency of determining the target torque during the driving phase. This first correspondence considers the impact of coolant temperature on engine resistance, adjusting the torque according to temperature: actively increasing the starting torque at low temperatures and appropriately decreasing it at high temperatures. This allows the crankshaft to reach sufficient starting speed at different temperatures, creating conditions for the oil pump to establish oil pressure and deliver oil. Higher torque at low temperatures drives the crankshaft to quickly reach the critical lubrication speed, increasing the oil pump speed accordingly. This allows for the rapid delivery of high-viscosity oil to critical components such as the camshaft and crankshaft bearings, forming an initial oil film and preventing damage to engine components caused by dry friction.

[0013] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the method further includes: during the dragging phase, if the actual torque of the starter motor is detected to be equal to the target torque, then the target phase in which the engine is located is determined to be the torque holding phase; during the torque holding phase, the torque control strategy is determined to control the starter motor to maintain the target torque.

[0014] In the above technical solution, a torque holding phase is set up. During the torque holding phase, the torque output by the starter motor is kept constant at the target torque, which can ensure that the engine speed continues to increase steadily, thereby ensuring that the engine can meet the starting conditions and start successfully.

[0015] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the method further includes: during the torque holding phase, if it is detected that the duration for which the starter motor holds the target torque is equal to a preset duration, then it is determined that the engine is in the torque exit phase; during the torque exit phase, the torque control strategy is determined to be to determine the target torque gradient based on the actual engine water temperature and altitude, and to control the torque reduction of the starter motor based on the target torque gradient.

[0016] In the above technical solution, a torque withdrawal stage is set up. During the torque withdrawal stage, the torque gradient is determined based on the engine coolant temperature and altitude. Considering the influence of engine coolant temperature and altitude on the engine output torque, the torque gradient control of the starter motor reduces torque, which can ensure that the engine can smoothly connect with the torque of the starter motor and ensure the stability of the vehicle.

[0017] Combining the first aspect and the above implementation methods, in some possible implementation methods, determining the target torque gradient based on the engine's actual coolant temperature and altitude includes: finding a second correspondence based on the actual coolant temperature to determine the initial torque gradient corresponding to the actual coolant temperature; the second correspondence is the correspondence between engine coolant temperature and torque gradient, in which the lower the engine coolant temperature, the smaller the torque gradient; finding a third correspondence based on altitude to determine the correction coefficient corresponding to the altitude; the third correspondence is the correspondence between altitude and correction coefficient, in which the higher the altitude, the smaller the correction coefficient; and correcting the initial torque gradient based on the correction coefficient to obtain the target torque gradient.

[0018] In the above technical solution, a second correspondence is established between engine coolant temperature and torque gradient. This second correspondence considers the impact of engine coolant temperature on engine output torque, and is designed so that the lower the engine coolant temperature, the smaller the torque gradient. This ensures that the torque reduction by the starter motor matches the engine output torque at the actual coolant temperature, guaranteeing a smooth transition between engine torque and starter motor torque. A third correspondence is established between altitude and correction coefficient. This third correspondence considers the impact of altitude on engine output torque, and is designed so that the lower the altitude, the smaller the correction coefficient. This ensures that the torque reduction by the starter motor matches the engine output torque at the current altitude, further guaranteeing a smooth transition between engine torque and starter motor torque, and improving vehicle stability.

[0019] Secondly, an engine starting device is provided, comprising: a determining module for determining the current target stage of the engine when engine starting is required, and determining a torque control strategy based on the target stage; a first control module for controlling the output torque of a starter motor based on the torque control strategy when the engine is in the target stage, so that the starter motor drives the engine to rotate; and a second control module for controlling engine ignition to start the engine when the actual engine speed is greater than or equal to an ignition speed threshold.

[0020] In conjunction with the second aspect, in some possible implementations, the determining module is specifically used to determine the target stage of the engine as the pre-start stage if it is detected that the backlash between the gear connected to the starter motor and the gear connected to the engine needs to be eliminated when the engine needs to be started; and when the target stage is the pre-start stage, the torque control strategy is determined to control the starter motor to output a preset torque.

[0021] Combining the second aspect and the above implementation methods, in some possible implementation methods, the determining module is specifically used to determine that, when the engine needs to be started, if it is detected that the starter motor needs to be controlled to drive the engine to rotate, the target stage of the engine is currently in the driving stage; when the target stage is the driving stage, the torque control strategy is determined to determine the target torque based on the current water temperature of the engine and control the starter motor to output the target torque.

[0022] Combining the second aspect and the above implementation methods, in some possible implementation methods, the determining module is specifically used to find the first correspondence based on the current water temperature and determine the target torque corresponding to the current water temperature; the first correspondence is the correspondence between the current water temperature and the target torque of the starting motor, and in the first correspondence, the lower the current water temperature, the greater the target torque of the starting motor.

[0023] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is also used to: in the dragging stage, if the actual torque of the starter motor is detected to be equal to the target torque, then determine that the target stage of the engine is the torque holding stage; in the torque holding stage, determine that the torque control strategy is to control the starter motor to maintain the target torque.

[0024] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further used to: in the torque holding phase, if it is detected that the duration for which the starter motor holds the target torque is equal to the preset duration, then determine that the engine is in the torque exit phase; in the torque exit phase, determine that the torque control strategy is to determine the target torque gradient based on the actual engine water temperature and altitude, and control the torque reduction of the starter motor based on the target torque gradient.

[0025] Combining the second aspect and the above implementation methods, in some possible implementation methods, the determining module is specifically used for: finding a second correspondence based on the actual water temperature to determine the initial torque gradient corresponding to the actual water temperature; the second correspondence is the correspondence between engine water temperature and torque gradient, in which the lower the engine water temperature, the smaller the torque gradient; finding a third correspondence based on altitude to determine the correction coefficient corresponding to the altitude; the third correspondence is the correspondence between altitude and correction coefficient, in which the higher the altitude, the smaller the correction coefficient; and correcting the initial torque gradient based on the correction coefficient to obtain the target torque gradient.

[0026] Thirdly, an electronic device is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the electronic device to perform the methods of the first aspect or any possible implementation thereof.

[0027] Fourthly, this application provides a vehicle including an electronic device for performing the methods described in the first aspect or any of the embodiments described above.

[0028] Fifthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0029] In a sixth aspect, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0030] Figure 1 This is a schematic flowchart of a method for starting an engine provided in an embodiment of this application.

[0031] Figure 2 This is a schematic diagram of the architecture of a hybrid vehicle provided in an embodiment of this application.

[0032] Figure 3 This is a schematic diagram of a device for starting an engine provided in an embodiment of this application.

[0033] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0034] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0035] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0036] Hybrid vehicles integrate both an engine and an electric motor as power sources, allowing the vehicle to be driven either by the engine or the motor alone, or by a combination of both.

[0037] Hybrid vehicles can start their engines by being driven by an electric motor. To balance power and fuel economy, hybrid vehicles require the engine to quickly enter its economic zone, where engine speed is higher. Because hybrid vehicles accelerate at a faster rate than conventional vehicles, this can potentially disrupt the oil film between the four components (engine, transmission, and chassis), reducing engine lifespan and impacting the user experience.

[0038] Based on this, this application proposes a method for starting an engine, which reduces wear between vehicle gears and damage to the oil film by controlling the torque of the starter motor in stages, thereby improving the engine's service life and enhancing the user's driving experience.

[0039] Figure 1 This is a schematic flowchart illustrating a method for starting an engine according to an embodiment of this application. The method is applied to an electronic device, specifically a hybrid vehicle.

[0040] For example, such as Figure 1 As shown, the method 100 includes: Step 101: When it is necessary to start the engine, determine the current target stage of the engine and determine the torque control strategy based on the target stage. Step 102: When the engine is in the target stage, control the output torque of the starter motor based on the torque control strategy so that the starter motor drives the engine to rotate. Step 103: When the actual engine speed is equal to the ignition speed threshold, control the engine to ignite and start the engine.

[0041] exist Figure 1 In the illustrated embodiment, when it is determined that the engine needs to be started, the target stage of the engine is driven, and the starter motor is controlled based on the torque control strategy corresponding to the target stage. This can achieve staged torque control during the engine starting process, so that the torque output by the starter motor matches the current stage. It can also start the engine based on different torques during the engine starting process, which can effectively reduce the wear between vehicle gears during engine starting, reduce damage to the oil film, improve engine life, and enhance the user's driving experience.

[0042] The following is about Figure 1 The specific implementation methods of each step in the illustrated embodiments are explained in detail below: In step 101, the engine is the engine in a hybrid vehicle, which also includes a drive motor. The engine provides power to the vehicle by consuming fuel, and the drive motor drives the vehicle by consuming electrical energy from the power battery. The engine and drive motor can work together to drive the vehicle.

[0043] Hybrid vehicles may also include an electric motor to start the engine, referred to as the starter motor. The starter motor is typically mechanically connected to the engine to drive it and start the engine. The engine can also drive the starter motor to generate electricity, which replenishes the vehicle's battery. The architecture of a hybrid vehicle can be as follows: Figure 2 As shown.

[0044] Figure 2 This is a schematic diagram of the architecture of a hybrid vehicle provided in an embodiment of this application.

[0045] For example, such as Figure 2 As shown, the hybrid vehicle 200 includes: an engine 201, a clutch 202, a front drive motor 203, a transmission 204, a rear drive motor 205, a power battery 206, a left front wheel 2071, a right front wheel 2072, a left rear wheel 2081, and a right rear wheel 2082.

[0046] The engine 201 is one of the vehicle's power sources, generating power by burning fuel (such as gasoline or diesel). The power generated by the engine is transmitted through the crankshaft to the clutch 202 and the gearbox 204, ultimately driving the front wheels of the hybrid vehicle 200.

[0047] Clutch 202 is used to disconnect or connect the mechanical connection between engine 201 and transmission 204. Clutch 202 has two states: open and closed. When clutch 202 is in the open state, the connection between engine 201 and transmission 204 is broken, and even if engine 201 is running, the power it generates will not be transmitted to transmission 204. When clutch 202 is in the closed state, the mechanical connection between engine 201 and transmission 204 is established, and the power generated by engine 201 can be transmitted to transmission 204.

[0048] The front drive motor 203 is connected to both the gearbox 204 and the clutch 202. The front drive motor 203 is used to drive the front wheels of the vehicle through the gearbox 204 or to work as a generator through the clutch 202.

[0049] As one embodiment, when the front drive motor 203 is working as a generator, the clutch 202 is in a closed state, and the engine 201 drives the front drive motor 203 to generate electricity through the clutch 202.

[0050] The transmission 204 is located on the front axle of the vehicle and can also be called a front axle transmission. The transmission 204 is used to change the speed and torque output by the engine 201 to adapt to different driving conditions and ensure that the vehicle operates efficiently under different speed and load conditions.

[0051] The transmission 204 may include multiple gears, such as 1st gear, 2nd gear, 3rd gear, and 4th gear. When the transmission 204 is in any of the 1st, 2nd, 3rd, or 4th gear positions, the power from the front drive motor 203 or the engine 201 can be transmitted to the front wheels of the vehicle to drive the vehicle.

[0052] The rear drive motor 205, also known as the P4 motor, transmits power to the rear wheels of the vehicle when it is running, driving the vehicle.

[0053] The power battery 206, also known as a high-voltage battery, supplies power to the front drive motor 203 and the rear drive motor 205, enabling the front drive motor 203 and the rear drive motor 205 to output torque and drive the vehicle.

[0054] When engine 201 drives front drive motor 203 to generate electricity via clutch 202, the electrical energy generated by front drive motor 203 can also charge power battery 206. Alternatively, the electrical energy generated by front drive motor 203 can be directly supplied to rear drive motor 205 to drive the vehicle.

[0055] Understandable Figure 2 This is merely one example of a hybrid vehicle architecture, and the embodiments of this application do not specifically limit the vehicle architecture. In some embodiments, the front axle of the hybrid vehicle may also be equipped with a planetary gear set and a generator. The generator is mechanically connected to the engine via the planetary gear set and can be used to start the vehicle; in this case, the starter motor is the generator. The following embodiments are combined with... Figure 2 The architecture shown is explained.

[0056] When the vehicle's architecture is Figure 2 In the architecture shown, the starter motor can specifically be Figure 2 The front drive motor 203 in the engine is... Figure 2 Engine 201 in the system. If the engine is not currently running, it can be determined whether the vehicle needs to start the engine by checking if there is an engine start request.

[0057] As one implementation method, when the battery charge is too low, for example below 15%, the vehicle needs to start the engine to prevent the battery from continuing to discharge and becoming depleted. Specifically, the vehicle's battery management system monitors the battery charge in real time and sends the battery charge information to the vehicle control unit (VCU). Based on the received charge information, if the VCU determines that the battery charge is too low and the engine is not currently running, the VCU will generate an engine start request, at which point it is determined that the vehicle needs to start the engine.

[0058] As another implementation method, when the power battery has sufficient charge, when the driver switches the driving mode from a driving mode that does not require the engine to be started to a driving mode that requires the engine to be started, such as switching from economy mode or standard mode to low-speed four-wheel drive mode, the VCU will generate an engine start request and determine that the engine needs to be started.

[0059] In some embodiments, the user can directly send a command to the vehicle to start the engine. Upon receiving the command, the vehicle determines that an engine start request exists and therefore needs to start the engine.

[0060] Users can send commands to start the engine to the vehicle through mechanical buttons near the driver's seat, virtual buttons on the vehicle's large screen or authorized electronic devices (such as mobile phones, tablets, etc.) connected to the vehicle, or voice commands (such as speaking a voice containing keywords such as "start engine").

[0061] Specifically, the engine starting process can be divided into multiple different stages in advance, resulting in multiple preset stages. Once it is determined that the engine needs to be started, the target stage that the engine is currently in is determined from among the multiple preset stages.

[0062] Different torque control strategies can be set in advance for different preset stages. After determining the target stage of the engine, the starter motor output torque can be controlled based on the torque control strategy corresponding to the target stage.

[0063] In one possible implementation, when the engine needs to be started, the target stage of the engine is determined, and a torque control strategy is determined based on the target stage. This includes: when the engine needs to be started, if it is detected that the backlash between the gear connected to the starter motor and the gear connected to the engine needs to be eliminated, then the target stage of the engine is determined to be the pre-start stage; when the target stage is the pre-start stage, the torque control strategy is determined to control the starter motor to output a preset torque.

[0064] When it is necessary to start the engine, it can be detected whether there is backlash between the gear connected to the starter motor and the gear connected to the engine. If backlash is detected between the gear connected to the starter motor and the gear connected to the engine, it is determined that the backlash between the gear connected to the starter motor and the gear connected to the engine needs to be eliminated first. At this time, the target stage of the engine is determined to be the pre-start stage.

[0065] The pre-start phase is the initial preparation phase for starting the engine. During this phase, it's only necessary to eliminate the backlash between the gears connecting the starter motor and the engine. The torque output by the starter motor does not need to drive the engine to rotate; it's merely a preparation to do so. Therefore, the torque control strategy during the pre-start phase can be to control the starter motor to output a fixed, small torque to eliminate the backlash between the gears.

[0066] The preset torque is a small torque used to eliminate the gap between gears. The magnitude of the preset torque can be calibrated in advance. In this embodiment, the preset torque can be, for example, 5 Nm (Newton-meter).

[0067] Understandably, during the pre-start phase, there is backlash between the gears connected to the starter motor and the gears connected to the engine. At this time, the engine is not driven, and therefore its speed is typically 0 rpm. In some embodiments, when it is necessary to start the engine, it can be determined, based on the engine speed being 0 rpm, that the backlash between the gears connected to the starter motor and the gears connected to the engine needs to be eliminated, thus determining that the engine is in the pre-start phase.

[0068] In the above method, when the engine is determined to be in the pre-start stage, the torque control strategy is to control the starter motor to output a preset torque. The preset torque is a small torque that has been calibrated in advance. Controlling the starter motor to output this torque can ensure the smooth elimination of the gap between the gears. This can effectively avoid the damage to the gears caused by the collision during instantaneous start-up and effectively reduce the wear between the vehicle gears during the engine start-up process.

[0069] In one possible implementation, when it is necessary to start the engine, the target stage of the engine is determined, and a torque control strategy is determined based on the target stage. This includes: when it is necessary to start the engine, if it is detected that the starter motor needs to be controlled to drive the engine to rotate, the target stage of the engine is determined to be the driving stage; when the target stage is the driving stage, the torque control strategy is determined to determine the target torque based on the current water temperature of the engine and control the starter motor to output the target torque.

[0070] When the engine needs to be started, if it is determined that the engine is in the pre-start stage, the system continuously detects whether there is backlash between the gears connected to the starter motor and the gears connected to the engine. If it is determined that there is no backlash between the gears, it is determined that the starter motor needs to be controlled to drive the engine to rotate. At this time, the target stage of the engine is determined to be the driving stage.

[0071] The starting phase is the main control phase for starting the engine, during which the starter motor is needed to rotate the engine. During this phase, the backlash between the gears connected to the starter motor and the gears connected to the engine is eliminated; therefore, the starter motor typically needs to output a large torque to rotate the engine.

[0072] The torque by which the starter motor drives the engine is usually affected by the engine coolant temperature. Therefore, during the start-up phase, the torque control strategy can be determined by setting a target torque based on the current engine coolant temperature and controlling the starter motor to output the target torque so that the starter motor outputs the target torque to drive the engine.

[0073] Engine water temperature refers to the temperature of the coolant in the engine. A temperature sensor can be installed in the engine coolant to obtain the current engine water temperature.

[0074] It is understandable that the resistance of the coolant in the engine varies with temperature, so the target torque required to start the engine is also different at different water temperatures. During the towing phase, the target torque needs to be determined based on the current water temperature of the engine.

[0075] In the above method, during the towing phase, the target torque is determined based on the current water temperature of the engine and the starter motor is controlled to output the target torque so that the target torque output by the starter motor can overcome the resistance generated by the engine at the current water temperature. By first controlling the starter motor to output a small torque and then outputting the target torque determined based on the water temperature, it can be ensured that the engine lubrication system is fully lubricated during the starting process, thus extending the engine life.

[0076] In one possible implementation, determining the target torque based on the engine's current coolant temperature includes: finding a first correspondence based on the current coolant temperature to determine the target torque corresponding to the current coolant temperature; the first correspondence is the correspondence between the current coolant temperature and the target torque of the starter motor, wherein the lower the current coolant temperature, the greater the target torque of the starter motor.

[0077] The vehicle can pre-store a primary correspondence between engine coolant temperature and the target torque of the starter motor. Once the current engine coolant temperature is obtained, this primary correspondence can be looked up to determine the target torque corresponding to that temperature. The primary correspondence can be specifically shown in Table 1 below: Table 1

[0078] In the first correspondence shown in Table 1, the target torque is 95 Nm when the engine coolant temperature is -40℃; 85 Nm when the engine coolant temperature is -20℃; 78 Nm when the engine coolant temperature is 0℃; 76 Nm when the engine coolant temperature is 10℃; 74 Nm when the engine coolant temperature is 20℃; and 70 Nm when the engine coolant temperature is 40℃. In this first correspondence, the lower the engine coolant temperature, the greater the target torque. Table 1 is only one example of the first correspondence; the target torque in the first correspondence can be calibrated based on actual conditions. This application does not specifically limit the calibration values ​​in the first correspondence.

[0079] It's understandable that the lower the engine coolant temperature, the higher the viscosity of the engine oil. The role of engine oil is to form an oil film on the surfaces of moving engine parts (crankshaft, pistons, bearings, etc.) to reduce frictional resistance. At startup, the high-viscosity oil cannot quickly fill the gaps between parts, causing the friction between moving parts to change from "liquid friction" to "semi-dry friction" or even "dry friction." This significantly increases the frictional resistance that the crankshaft needs to overcome when rotating, resulting in a greater torque required to start the engine. Therefore, in the first correspondence, a lower engine coolant temperature corresponds to a greater target torque.

[0080] After obtaining the current engine coolant temperature, you can refer to Table 1 above to determine the target torque corresponding to the current coolant temperature. For example, if the current engine coolant temperature is -20℃, and Table 1 shows that the target torque corresponding to an engine coolant temperature of -20℃ is 85NM, then the target torque corresponding to the current coolant temperature of -20℃ can be determined to be 85NM.

[0081] In the above method, the pre-set correspondence between engine coolant temperature and the target torque of the starter motor improves the efficiency of determining the target torque during the dragging phase. This first correspondence considers the influence of coolant temperature on engine resistance, adjusting the torque according to temperature: actively increasing the starting torque at low temperatures and appropriately decreasing it at high temperatures. This allows the crankshaft to reach sufficient starting speed at different temperatures, creating conditions for the oil pump to establish oil pressure and deliver oil. Higher torque at low temperatures drives the crankshaft to quickly reach the critical lubrication speed, increasing the oil pump speed accordingly. This allows for the rapid delivery of high-viscosity oil to critical components such as the camshaft and crankshaft bearings, forming an initial oil film and preventing damage to engine components caused by dry friction.

[0082] In one possible implementation, the method further includes: during the dragging phase, if the actual torque of the starter motor is detected to be equal to the target torque, then the target phase in which the engine is located is determined to be the torque holding phase; during the torque holding phase, the torque control strategy is determined to control the starter motor to maintain the target torque.

[0083] In some embodiments, the engine starting process is further divided into a torque holding phase, during which the starter motor is controlled to maintain the output torque at the target torque in order to ensure that the engine speed continues to increase.

[0084] During the dragging phase, the actual torque of the starter motor can be monitored in real time. When the actual torque of the starter motor is equal to the target torque determined based on the current water temperature, the target phase of the engine is determined to be the torque holding phase. At this time, the starter battery is controlled to maintain the target torque.

[0085] Specifically, a torque sensor can be installed in the starter motor to collect the actual torque output by the starter motor, and the actual torque of the starter motor can be monitored based on this torque sensor.

[0086] As in the above embodiment, if the target torque is determined to be 85 NM based on the current water temperature, then when the actual torque output by the starter motor is detected to be equal to 85 NM during the dragging phase, it is determined that the engine is in the torque holding phase. At this time, the starter motor is controlled to maintain the actual output torque of 85 NM so that the starter motor drives the engine speed to continue to increase based on the target torque of 85 NM.

[0087] In the above method, a torque holding phase is set up. During the torque holding phase, the torque output by the starter motor is kept constant at the target torque, which can ensure that the engine speed continues to increase steadily, thereby ensuring that the engine can meet the starting conditions and start successfully.

[0088] In one possible implementation, the method further includes: during the torque holding phase, if it is detected that the duration for which the starter motor holds the target torque is equal to a preset duration, then it is determined that the engine is in the torque exit phase; during the torque exit phase, the torque control strategy is determined to be to determine the target torque gradient based on the actual engine water temperature and altitude, and to control the torque reduction of the starter motor based on the target torque gradient.

[0089] In some embodiments, the engine starting process is further divided into a torque withdrawal phase. During the torque withdrawal phase, the starter motor continues to output torque to drive the engine, but the torque output by the starter motor gradually decreases. The torque withdrawal phase is the next stage after the torque holding phase. Typically, after the starter motor has driven the engine to rotate for a period of time with a target torque determined based on the engine coolant temperature, the engine enters the torque withdrawal phase.

[0090] During the torque holding phase, the duration for which the starter motor holds the target torque is detected. If the duration is equal to a preset duration, it is determined that the starter motor has completed the torque holding phase control, and the engine enters the next phase. As in the above embodiment, the next phase of torque holding is set as the torque exit phase, that is, if the duration for which the starter motor holds the target torque is detected is equal to a preset duration, it is determined that the engine is in the torque exit phase.

[0091] The preset duration is the maximum duration to ensure that the engine speed can reach the ignition speed threshold. When the duration of the target torque of the starter motor is equal to the preset duration, it can be determined that the engine speed can reach the ignition speed threshold. At this time, it is determined that the starter motor can gradually withdraw from torque control of the engine, that is, the engine is determined to be in the torque withdrawal stage.

[0092] In some embodiments, the preset duration can be the duration corresponding to the target torque of the starter motor. It is understood that the time required for the engine to reach the ignition speed threshold varies depending on the target torque; therefore, different preset durations can be pre-calibrated for different target torques of the starter motor. After determining the target torque of the starter motor, the corresponding preset duration is determined based on the target torque.

[0093] For example, the preset duration can be 100ms. When the duration for which the actual output torque of the starter motor maintains the target torque is equal to 100ms during the torque holding phase, the starter motor is determined to be in the torque exit phase.

[0094] During the torque reduction phase, the actual torque output by the starter motor needs to gradually decrease to zero. At this time, a torque gradient can be determined based on the current engine coolant temperature and the current altitude of the vehicle. Based on this torque gradient, the actual torque output by the starter motor can be controlled to gradually decrease to zero.

[0095] It is understandable that engine coolant temperature and altitude can affect the degree of fuel combustion, which in turn affects the engine's torque output. This can lead to uneven torque delivery between the engine and the drive motor, resulting in vehicle vibration. Therefore, during the torque reduction phase, a torque gradient needs to be determined based on engine coolant temperature and altitude. This gradient allows the starter motor to reduce its torque accordingly, ensuring a smooth connection between the engine's output torque and the starter motor's reduced torque, thus maintaining vehicle stability.

[0096] As in the above embodiment, a temperature sensor is installed in the engine coolant. During the torque reduction phase, the temperature collected by the temperature sensor can be obtained to determine the actual engine coolant temperature.

[0097] The vehicle can be equipped with a positioning module and a navigation system. The positioning module can determine the latitude and longitude of the vehicle's current location, and then the altitude of the vehicle's current location can be determined based on the latitude and longitude information and the map information in the navigation system.

[0098] Understandably, navigation systems include map information, which typically includes roads, buildings, and altitude data corresponding to each latitude and longitude coordinate. Therefore, the altitude of a vehicle's current location can be determined based on latitude, longitude, and map information.

[0099] In the above method, a torque exit phase is set up. During the torque exit phase, the torque gradient is determined based on the engine coolant temperature and altitude. Considering the influence of engine coolant temperature and altitude on the engine output torque, the torque gradient is used to control the starter motor to reduce torque, which can ensure that the engine can smoothly connect with the starter motor torque and ensure the stability of the vehicle.

[0100] In one possible implementation, determining the target torque gradient based on the engine's actual coolant temperature and altitude includes: finding a second correspondence based on the actual coolant temperature to determine an initial torque gradient corresponding to the actual coolant temperature; the second correspondence is the relationship between engine coolant temperature and torque gradient, in which the lower the engine coolant temperature, the smaller the torque gradient; finding a third correspondence based on altitude to determine a correction coefficient corresponding to the altitude; the third correspondence is the relationship between altitude and correction coefficient, in which the higher the altitude, the smaller the correction coefficient; and correcting the initial torque gradient based on the correction coefficient to obtain the target torque gradient.

[0101] The vehicle can pre-store a second correspondence between engine coolant temperature and torque gradient. When the engine is determined to be in the torque reduction phase, the current actual engine coolant temperature is obtained, and the second correspondence is looked up to determine the torque gradient corresponding to the actual coolant temperature. This torque gradient is then used as the initial torque gradient. The second correspondence can be specifically shown in Table 2 below: Table 2

[0102] In the second correspondence shown in Table 2, the torque gradient is 350 NM / s when the engine coolant temperature is -40℃; 370 NM / s when the engine coolant temperature is -20℃; 390 NM / s when the engine coolant temperature is 0℃; 400 NM / s when the engine coolant temperature is 10℃; 410 NM / s when the engine coolant temperature is 20℃; and 430 NM / s when the engine coolant temperature is 40℃. In the second correspondence, the lower the engine coolant temperature, the smaller the corresponding torque gradient. Table 2 is only one example of the second correspondence; the torque gradient in the second correspondence can be calibrated based on actual conditions. This application does not specifically limit the calibration values ​​in the second correspondence.

[0103] Understandably, at low temperatures, fuel atomization is poor, the air-fuel mixture is uneven, and combustion efficiency is significantly reduced, resulting in lower engine torque output. Simultaneously, higher engine oil viscosity and poor flow increase internal engine resistance, further reducing engine torque output. If the torque gradient of the starter motor's decrease is too large at low temperatures, the engine's torque output may not be able to keep up with the starter motor's torque reduction, potentially causing vehicle instability. Therefore, the lower the engine coolant temperature, the slower the starter motor needs to withdraw torque, allowing the engine to engage with the change in starter motor torque. Thus, in the second correspondence, lower engine coolant temperature corresponds to a smaller torque gradient, ensuring a slower torque withdrawal process from the starter motor and guaranteeing torque engagement between the engine and starter motor.

[0104] For example, if the actual engine water temperature is -20℃, by looking up Table 2, the torque gradient corresponding to -20℃ can be determined to be 370NM / s, and the initial torque gradient can be determined to be 370NM / s.

[0105] The vehicle can pre-store a third correspondence between altitude and correction coefficients. When it's determined that the engine is in the torque reduction phase, it's also necessary to obtain the vehicle's current altitude and look up the third correspondence to determine the corresponding correction coefficient. The third correspondence can be shown in Table 3 below: Table 3

[0106] In the third correspondence shown in Table 3, the correction factor is 0.9 for an altitude of 4000m; 0.94 for an altitude of 2000m; 0.98 for an altitude of 500m; 1 for an altitude of 0m; 1.02 for an altitude of -100m; and 1.06 for an altitude of -200m. In this third correspondence, the lower the altitude, the larger the corresponding correction factor. Furthermore, the correction factor is less than 1 for altitudes greater than 0m and greater than 1 for altitudes less than 0m. Table 3 is merely an example of the third correspondence; the correction factors in the third correspondence can be calibrated based on actual conditions. This application does not specifically limit the calibration values ​​in the third correspondence.

[0107] Understandably, higher altitudes result in lower atmospheric pressure, reduced air density, and lower oxygen content. Since engine combustion relies on oxygen, insufficient oxygen leads to incomplete fuel combustion, reducing the energy released and consequently decreasing engine torque. Therefore, at higher altitudes, the starter motor needs to withdraw torque more slowly so the engine can keep up with the torque changes. Consequently, in the third correspondence, higher altitudes correspond to smaller correction coefficients to reduce torque gradients and slow down the starter motor's torque withdrawal process, ensuring smooth torque delivery between the engine and starter motor.

[0108] After obtaining the initial torque gradient and the correction coefficient, the initial torque gradient can be corrected based on the correction coefficient to obtain the target torque gradient. Specifically, the initial torque gradient can be multiplied by the correction coefficient to obtain the target torque gradient. When the correction coefficient is less than 1, the initial torque is reduced to obtain the target torque gradient; when the correction coefficient is greater than 1, the initial torque is increased to obtain the target torque gradient.

[0109] For example, if the current altitude of the vehicle is 2000m, Table 3 shows that the correction factor corresponding to an altitude of 2000m is 0.94. As in the above embodiment, if the determined initial torque gradient is 370 Nm / s, then the target torque gradient = initial torque gradient * correction factor = 370 Nm / s * 0.94 = 347.8 Nm / s.

[0110] The above method establishes a second correspondence between engine coolant temperature and torque gradient. This second correspondence considers the impact of engine coolant temperature on engine output torque, designing a smaller torque gradient as the engine coolant temperature decreases. This ensures that the torque reduction by the starter motor matches the engine output torque at the actual coolant temperature, guaranteeing a smooth transition between engine torque and starter motor torque. A third correspondence is established between altitude and a correction coefficient. This third correspondence considers the impact of altitude on engine output torque, designing a smaller correction coefficient as the altitude decreases. This further ensures that the torque reduction by the starter motor matches the engine output torque at the current altitude, guaranteeing a smooth transition between engine torque and starter motor torque and improving vehicle stability.

[0111] In step 102, when it is determined that the engine is in the target stage, the starter motor output torque is controlled based on the torque control strategy corresponding to the target stage, so as to start the engine by controlling the torque of the starter motor.

[0112] As described in the above embodiment, when the target stage is the pre-start stage, the torque control strategy corresponding to the pre-start stage is to control the starter motor to output a preset torque. The preset torque can be, for example, 5 Nm. Therefore, when the engine is in the pre-start stage, the starter motor is controlled to output a torque of 5 Nm to eliminate the backlash between the gears of the starter motor and the gears of the engine.

[0113] In some embodiments, the torque control strategy corresponding to the pre-start phase may also include a control duration. For example, the torque control strategy corresponding to the pre-start phase is: control the starter motor to output a preset torque (e.g., 5 NM) for 100 ms, that is, the control duration is 100 ms. In the pre-start phase, it is necessary to control the starter motor to output a torque of 5 NM for 100 ms.

[0114] As in the above embodiment, when the target stage is the towing stage, the torque control strategy corresponding to the towing stage is: determine the target torque based on the current engine coolant temperature and control the starter motor to output the target torque. For example, if the target torque determined based on the current engine coolant temperature is 85 Nm, then when the engine is in the towing stage, control the starter motor to output the target torque of 85 Nm.

[0115] As in the above embodiment, when the target stage is the torque holding stage, the torque control strategy corresponding to the torque holding stage is: control the starter motor to maintain the target torque. For example, if the target torque is 85 Nm, then when the engine is in the torque holding stage, control the starter motor to continuously output the target torque of 85 Nm.

[0116] In some embodiments, the torque control strategy corresponding to the torque holding phase may also include a control duration. For example, the torque control strategy corresponding to the torque holding phase is: control the starter motor to output the target torque (e.g., 85 NM) for 100 ms, that is, the control duration is 100 ms (the control duration of the torque holding phase is equal to the preset duration for determining that the vehicle is in the torque exit phase in the above embodiments). Then, in the torque holding phase, control the starter motor to output a torque of 85 NM for 100 ms.

[0117] As in the above embodiment, when the target stage is the torque withdrawal stage, the torque control strategy corresponding to the torque withdrawal stage is: to determine the target torque gradient based on the actual engine coolant temperature and altitude, and to control the torque reduction of the starter motor based on the target torque gradient. For example, if the target torque gradient is determined to be 347.8 Nm / s based on the actual engine coolant temperature and altitude, then when the engine is in the torque withdrawal stage, the torque of the starter motor will be reduced by 347.8 Nm per second.

[0118] Understandably, during the torque reduction phase, the actual torque of the starter motor needs to be reduced to 0 Nm in order to complete the torque reduction control of the starter motor.

[0119] In some embodiments, the correction factor determined by altitude is denoted as the first correction factor, and the torque gradient obtained based on the first correction factor is denoted as the reference torque gradient. Alternatively, when the engine is in the torque reduction phase, the speed difference between the engine's current actual speed and the ignition speed threshold can be determined, and a second correction factor can be determined based on this speed difference. The reference torque gradient is then corrected based on the second correction factor to obtain the target torque gradient. The larger the speed difference, the smaller the second correction factor; the second correction factor can always be less than 1, used to reduce the torque gradient.

[0120] Specifically, when the engine is determined to be in the torque reduction phase, the actual engine speed is obtained, and the ignition speed threshold is subtracted from the actual speed to obtain the speed difference. If the speed difference is greater than 0, a second correction coefficient is determined based on the speed difference. A fourth correspondence between the speed difference and the second correction coefficient can be stored in the vehicle; in this fourth correspondence, the larger the speed difference, the smaller the second correction coefficient. The fourth correspondence can be shown in Table 4 below: Table 4

[0121] In the fourth correspondence shown in Table 4, the correction factor is 0.5 for a speed difference of 500 rpm; 0.6 for a speed difference of 400 rpm; 0.7 for a speed difference of 300 rpm; 0.8 for a speed difference of 200 rpm; 0.9 for a speed difference of 100 rpm; and 1 for a speed difference of 0-100 rpm. In the fourth correspondence, the larger the speed difference, the smaller the corresponding correction factor. Table 4 is only one example of the fourth correspondence, and the calibration values ​​in the embodiments of this application are not specifically limited.

[0122] For example, if the reference torque gradient is 347.8 Nm / s, the engine ignition speed threshold is 1000 rpm, and the actual engine speed is 700 rpm, then the speed difference = ignition speed threshold - actual speed = 1000 - 700 = 300 rpm. Since 300 rpm is greater than 0, based on Table 4, the second correction factor corresponding to 300 rpm can be determined to be 0.7. The target torque gradient = reference torque gradient * second correction factor = 347.8 Nm / s * 0.7 = 243.46 Nm / s. At this point, during the torque reduction phase, the torque controlling the starter motor decreases by 243.46 Nm per second.

[0123] In step 103, the engine ignition speed threshold refers to the minimum critical speed that the engine needs to reach when starting the engine. The ignition speed threshold can be, for example, 1000 rpm (revolutions per minute). When the actual engine speed is greater than or equal to the ignition speed threshold, the engine control unit will control the engine's ignition system (spark plugs) to start ignition, thereby controlling the engine to start.

[0124] During the engine starting process based on the starter motor, the actual engine speed is monitored in real time. When the actual engine speed is greater than or equal to the ignition speed threshold, the engine's ignition system (spark plugs) is controlled to start ignition in order to start the engine.

[0125] Specifically, as in the above embodiment, the starter motor drives the engine to rotate from the dragging phase and continues to drive the engine to rotate during the torque holding phase and the torque withdrawal phase, so that the actual speed of the engine can be monitored during the torque holding phase and the torque withdrawal phase.

[0126] Figure 3 This is a schematic diagram of a device for starting an engine provided in an embodiment of this application.

[0127] For example, such as Figure 3 As shown, the device 300 includes: The determination module 301 is used to determine the target stage of the engine when it is necessary to start the engine, and to determine the torque control strategy based on the target stage. The first control module 302 is used to control the output torque of the starter motor based on a torque control strategy when the engine is in the target stage, so that the starter motor drives the engine to rotate. The second control module 303 is used to control engine ignition to start the engine when the actual engine speed is greater than or equal to the ignition speed threshold.

[0128] In one possible implementation, the determining module 301 is specifically used to, when the engine needs to be started, if it is detected that the tooth gap between the gear connected to the starter motor and the gear connected to the engine needs to be eliminated, determine that the target stage of the engine is currently in the pre-start stage; when the target stage is the pre-start stage, determine that the torque control strategy is to control the starter motor to output a preset torque.

[0129] In one possible implementation, the determining module 301 is specifically used to, when the engine needs to be started, if it is detected that the starter motor needs to be controlled to drive the engine to rotate, determine that the current target stage of the engine is the driving stage; when the target stage is the driving stage, determine the torque control strategy as determining the target torque based on the current water temperature of the engine and controlling the starter motor to output the target torque.

[0130] In one possible implementation, the determining module 301 is specifically used to find a first correspondence based on the current water temperature and determine the target torque corresponding to the current water temperature; the first correspondence is the correspondence between the current water temperature and the target torque of the starter motor, and in the first correspondence, the lower the current water temperature, the greater the target torque of the starter motor.

[0131] In one possible implementation, the determining module 301 is further configured to: during the dragging phase, if the actual torque of the starter motor is detected to be equal to the target torque, determine that the target phase of the engine is the torque holding phase; during the torque holding phase, determine that the torque control strategy is to control the starter motor to maintain the target torque.

[0132] In one possible implementation, the determining module 301 is further configured to: during the torque holding phase, if it is detected that the duration for which the starter motor holds the target torque is equal to a preset duration, then determine that the engine is in the torque exit phase; during the torque exit phase, determine that the torque control strategy is to determine the target torque gradient based on the actual engine water temperature and altitude, and control the torque reduction of the starter motor based on the target torque gradient.

[0133] In one possible implementation, the determining module 301 is specifically used to: find a second correspondence based on the actual water temperature to determine the initial torque gradient corresponding to the actual water temperature; the second correspondence is the correspondence between engine water temperature and torque gradient, in which the lower the engine water temperature, the smaller the torque gradient; find a third correspondence based on altitude to determine the correction coefficient corresponding to the altitude; the third correspondence is the correspondence between altitude and correction coefficient, in which the higher the altitude, the smaller the correction coefficient; and correct the initial torque gradient based on the correction coefficient to obtain the target torque gradient.

[0134] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0135] For example, such as Figure 4 As shown, the electronic device 400 includes a memory 401 and a processor 402, wherein the memory 401 stores executable program code 4011, and the processor 402 is used to call and execute the executable program code 4011 to perform a method for starting an engine.

[0136] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a method for starting an engine provided in embodiments of this application.

[0137] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0138] When each functional module is divided according to its corresponding function, the device may further include a determining module, a first control module, and a second control module. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0139] It should be understood that the apparatus provided in this embodiment is used to perform the above-described method for starting an engine, and therefore can achieve the same effect as the above-described implementation method.

[0140] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code.

[0141] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0142] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a method for starting an engine provided in the above embodiments.

[0143] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement the method for starting an engine provided in the above embodiment.

[0144] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a method for starting an engine provided in the above embodiment.

[0145] In this embodiment, the electronic device, computer-readable storage medium, computer program product or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0146] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to 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.

[0147] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0148] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for starting an engine, characterized in that, The method includes: When it is necessary to start the engine, determine the current target stage of the engine and determine the torque control strategy based on the target stage; When the engine is in the target stage, the starter motor outputs torque based on the torque control strategy, so that the starter motor drives the engine to rotate. When the actual engine speed is greater than or equal to the ignition speed threshold, the engine is controlled to ignite to start the engine.

2. The method according to claim 1, characterized in that, The step of determining the current target stage of the engine when it needs to be started, and determining a torque control strategy based on the target stage, includes: If it is detected that the backlash between the gear connected to the starter motor and the gear connected to the engine needs to be eliminated when the engine needs to be started, then the target stage that the engine is currently in is determined to be the pre-start stage. When the target stage is the pre-start stage, the torque control strategy is determined to control the starter motor to output a preset torque.

3. The method according to claim 1, characterized in that, The step of determining the current target stage of the engine when it needs to be started, and determining a torque control strategy based on the target stage, includes: If it is detected that the engine needs to be started, and the starter motor is needed to drive the engine to rotate, then the target stage that the engine is currently in is determined to be the driving stage. When the target stage is the towing stage, the torque control strategy is determined to be to determine the target torque based on the current water temperature of the engine and control the starter motor to output the target torque.

4. The method according to claim 3, characterized in that, Determining the target torque based on the engine's current coolant temperature includes: Based on the current water temperature, a first correspondence is found to determine the target torque corresponding to the current water temperature; the first correspondence is the correspondence between the current water temperature and the target torque of the starter motor, and in the first correspondence, the lower the current water temperature, the greater the target torque of the starter motor.

5. The method according to claim 3 or 4, characterized in that, The method further includes: During the dragging phase, if the actual torque of the starter motor is detected to be equal to the target torque, then the target phase in which the engine is located is determined to be the torque holding phase. During the torque holding phase, the torque control strategy is determined to be to control the starter motor to maintain the target torque.

6. The method according to claim 5, characterized in that, The method further includes: During the torque holding phase, if it is detected that the starter motor holds the target torque for a duration equal to a preset duration, then it is determined that the engine is in the torque exit phase. During the torque withdrawal phase, the torque control strategy is determined to be to determine a target torque gradient based on the actual water temperature and altitude of the engine, and to control the torque reduction of the starter motor based on the target torque gradient.

7. The method according to claim 6, characterized in that, Determining the target torque gradient based on the engine's actual water temperature and altitude includes: Based on the actual water temperature, a second correspondence is found to determine the initial torque gradient corresponding to the actual water temperature; the second correspondence is the correspondence between engine water temperature and torque gradient, and in the second correspondence, the lower the engine water temperature, the smaller the torque gradient. Based on the altitude, a third correspondence is found to determine the correction coefficient corresponding to the altitude; the third correspondence is the correspondence between altitude and correction coefficient, and in the third correspondence, the higher the altitude, the smaller the correction coefficient. The initial torque gradient is corrected based on the correction coefficient to obtain the target torque gradient.

8. An electronic device, characterized in that, The electronic device includes: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the electronic device to perform the method as described in any one of claims 1 to 7.

9. A vehicle, characterized in that, The vehicle includes electronic equipment for performing the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 7.

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