Control method of engine, vehicle controller, and vehicle

Abstract

The application provides a control method of an engine, a vehicle controller and a vehicle, and relates to the technical field of vehicle control. The method does not control the engine when the hand brake is pulled up and the throttle opening degree is less than a first preset opening degree threshold. The ECU responds to the throttle pedal signal, prevents the vehicle from suddenly moving due to misfooting of the throttle when the vehicle is parked, and avoids accidents. When the hand brake is released and the brake opening degree is less than a preset brake opening degree threshold, the engine is switched to a speed control mode, appropriate engine braking force is provided when the vehicle is slightly braked, and engine stall is avoided. Thus, the technical problem of engine stall during AMT starting is solved, and the technical effects of avoiding vehicle jerk caused by engine stall and improving the smoothness and comfort of the driving process are achieved.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, specifically to an engine control method, a vehicle controller, and a vehicle. Background Technology

[0002] During the start-up process of an AMT (Automated Manual Transmission) vehicle, a specific engine control mode is used to achieve a smooth start. Specifically, in the initial stage of starting, the engine enters a speed and torque limiting mode, which limits the engine's maximum speed and maximum torque, but the engine can still respond to throttle input.

[0003] However, this mode has some problems. Because it relies on the throttle, the engine speed cannot rise quickly and in advance when the throttle is not pressed. This can easily lead to slow engine start-up, delayed start-up, or even engine stalling. Once the engine speed is synchronized with the transmission's first shaft, switching directly to throttle control or torque control mode will cause new problems, such as sudden changes in torque limit or sudden changes in the actual torque of speed control versus the torque demanded by throttle control. These can all cause the vehicle to jerk, affecting the smoothness and comfort of driving. Summary of the Invention

[0004] In view of this, this application provides an engine control method, a vehicle controller, and a vehicle, which solves the technical problem of engine stalling during AMT start-up, thereby achieving the technical effect of avoiding vehicle jerking caused by engine stalling and improving the smoothness and comfort of the driving process.

[0005] To achieve the above objectives, this application provides the following technical solution: In response to the start of the automatic transmission, the vehicle's handbrake operation is acquired; if the handbrake is engaged, the accelerator pedal opening is acquired, and when the accelerator pedal opening is less than a first preset opening threshold, the engine control unit responds to the accelerator pedal signal to maintain the vehicle's idle speed; if the handbrake is released, the vehicle's brake pedal opening is acquired, and when the brake pedal opening is less than a preset brake opening threshold, the engine control mode is switched to speed control, and the engine's required speed increases with the increase of the accelerator pedal opening.

[0006] In one embodiment of this application, the method further includes: when the accelerator pedal opening is greater than or equal to a first preset opening threshold, switching the engine control mode to speed control, and the required engine speed increases with the increase of the accelerator pedal opening.

[0007] In one embodiment of this application, the method further includes: when the brake pedal opening is greater than or equal to a preset brake opening threshold, the engine control unit responds to the accelerator pedal signal to maintain the vehicle idling speed.

[0008] In one embodiment of this application, when the brake pedal opening is less than a preset brake opening threshold, after switching the engine control mode to speed control, the method further includes: determining whether the input shaft speeds of the engine and the transmission are synchronized; if the input shaft speeds of the engine and the transmission are synchronized, then switching the engine control mode to torque control or speed control based on the accelerator pedal opening.

[0009] In one embodiment of this application, if the input shaft speeds of the engine and the transmission are synchronized, the engine control mode is switched to torque control or speed control based on the accelerator pedal opening, including: if the accelerator pedal opening is greater than a second preset opening threshold, the engine control mode is switched to torque control; if the accelerator pedal opening is less than or equal to the second preset opening threshold, the engine speed control mode is maintained.

[0010] In one embodiment of this application, the required torque of the engine under torque control is increased to a preset required torque based on the actual torque by a preset step size. The preset required torque is set based on the vehicle's operating conditions.

[0011] In one embodiment of this application, the method further includes: if the input shaft speeds of the engine and the transmission are not synchronized, maintaining the engine speed control mode.

[0012] In one embodiment of this application, the preset brake opening threshold is set by the vehicle's load and gradient.

[0013] As a second aspect of this application, this application also provides an engine control device, the device comprising: an acquisition module for acquiring the vehicle's handbrake operation in response to the automatic transmission starting; a first control module for acquiring the vehicle's accelerator pedal opening degree if the handbrake is engaged, and for the engine control unit responding to the accelerator pedal signal to maintain the vehicle's idle speed when the accelerator pedal opening degree is less than a first preset opening degree threshold; and a second control module for acquiring the vehicle's brake pedal opening degree if the handbrake is released, and for switching the engine control mode to speed control when the brake pedal opening degree is less than a preset brake opening threshold, wherein the engine's required speed increases with the increase of the accelerator pedal opening degree.

[0014] As a third aspect of this application, this application also provides a vehicle controller that can execute the engine control method described above.

[0015] As a fourth aspect of this application, this application also provides a vehicle that includes the aforementioned vehicle controller.

[0016] The engine control method provided in this application includes: in response to the automatic transmission starting, acquiring the vehicle's handbrake operation; if the handbrake is engaged, acquiring the vehicle's accelerator pedal opening, and when the accelerator pedal opening is less than a first preset opening threshold, the engine control unit responds to the accelerator pedal signal to maintain the vehicle's idle speed; if the handbrake is released, acquiring the vehicle's brake pedal opening, and when the brake pedal opening is less than a preset brake opening threshold, switching the engine control mode to speed control, and the engine's required speed increases with the increase of the accelerator pedal opening. It is noteworthy that when the handbrake is engaged and the accelerator pedal opening is less than a first preset threshold, the engine is not controlled. Instead, the engine control unit responds to the accelerator pedal signal, preventing the vehicle from suddenly moving due to accidental pressing of the accelerator pedal while parked, thus avoiding accidents. Simultaneously, when the handbrake is released and the brake pedal opening is less than a preset threshold, the engine switches to speed control mode. This provides appropriate engine braking force when the vehicle is lightly braked, preventing the engine from stalling. This solves the technical problem of engine stalling during AMT start-up, thereby avoiding vehicle jerking caused by engine stalling and improving the smoothness and comfort of the driving process. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0018] Figure 1 The diagram shown is a flowchart of an engine control method provided in an embodiment of this application.

[0019] Figure 2 The diagram shown is a flowchart of an AMT start-up engine control method provided in an embodiment of this application.

[0020] Figure 3 The diagram shown is a schematic diagram of an engine control device provided in an embodiment of this application. Detailed Implementation

[0021] During the start-up process of an AMT (Automated Manual Transmission) vehicle, a specific engine control mode is used to achieve a smooth start. Specifically, in the initial stage of start-up, the engine enters a speed and torque limiting mode, which limits the engine's maximum speed and maximum torque, but the engine can still respond to throttle input.

[0022] However, this mode has some problems. Because it relies on the throttle, the engine speed cannot rise quickly and in advance when the throttle is not pressed. This can easily lead to slow engine start-up, delayed start-up, or even engine stalling. Once the engine speed is synchronized with the transmission's first shaft, switching directly to throttle control or torque control mode will cause new problems, such as sudden changes in torque limit or sudden changes in the actual torque of speed control versus the torque demanded by throttle control. These can all cause the vehicle to jerk, affecting the smoothness and comfort of driving.

[0023] The inventors of this application, through research, propose the following: In response to the start-up of an automatic transmission, when the handbrake is engaged and the accelerator pedal opening is less than a first preset threshold, the engine is not controlled. Instead, the engine control unit responds to the accelerator pedal signal, thus preventing the vehicle from suddenly moving due to accidental pressing of the accelerator pedal while parked, thereby avoiding accidents. Simultaneously, when the handbrake is released and the brake opening is less than a preset brake opening threshold, the engine is switched to speed control mode, providing appropriate engine braking force when the vehicle is lightly braked, thus preventing the engine from stalling. This solves the technical problem of engine stalling during AMT start-up, thereby achieving the technical effect of avoiding vehicle jerking caused by engine stalling and improving the smoothness and comfort of the driving process.

[0024] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0025] As a first aspect of this application, this application provides a method for controlling an engine. Figure 1 The diagram shown is a flowchart of an engine control method provided in an embodiment of this application. Figure 1 As shown, the control method includes the following steps: S101, responding to the automatic transmission starting, obtains the vehicle's handbrake operation; Specifically, the aforementioned automatic transmission is an automotive transmission technology that combines the features of traditional manual transmissions and automatic transmissions. Structurally, it is based on a manual transmission, but achieves automatic gear shifting through an electronic control system and a hydraulic or electric motor drive unit.

[0026] The core of an AMT (Automated Manual Transmission) is the gear mechanism of a manual transmission, using a clutch and shifting mechanism to achieve gear changes. Unlike a traditional manual transmission, an AMT uses an electronic control unit and actuators (such as electric motors or hydraulic systems) to automatically control clutch engagement and disengagement, as well as gear shifting. The control logic of an AMT primarily relies on vehicle sensor data, such as engine speed, vehicle speed, and accelerator pedal position. During start-up, the electronic control unit uses this data to determine when to engage the clutch and select the appropriate gear. For example, when starting the vehicle, the electronic control unit controls the clutch to engage slowly, gradually transferring engine power to the wheels for a smooth start.

[0027] The above-mentioned handbrake operation includes both pulling the handbrake and releasing the handbrake.

[0028] In one optional embodiment, in order to control the engine during the AMT start-up process and avoid the aforementioned problems such as engine stalling and vehicle jerking, the vehicle driving conditions can be distinguished. Specifically, the vehicle's handbrake operation can be distinguished, and the engine can be controlled under any operating condition by analyzing the vehicle operating conditions under different handbrake operations.

[0029] S102, if the handbrake is engaged, the accelerator pedal opening of the vehicle is obtained, and when the accelerator pedal opening is less than the first preset opening threshold, the engine control unit responds to the accelerator pedal signal to maintain the vehicle idling speed. Specifically, the aforementioned accelerator pedal opening refers to the depth to which the driver presses the accelerator pedal, which is measured by sensors and transmitted to the engine control unit.

[0030] The aforementioned first preset opening threshold can be used to represent the preset first accelerator pedal opening value, which can be 70% or 65%. Here, the first preset opening threshold is not specifically set, but can be adjusted according to the actual situation.

[0031] The vehicle idling speed mentioned above refers to the state in which the engine operates at its lowest stable speed under no load. The vehicle idling speed is usually between 600-800 rpm, but the specific value varies depending on the engine type, vehicle purpose and environmental conditions. No specific setting for vehicle idling speed is given here.

[0032] In one alternative embodiment, if the handbrake is engaged and the accelerator pedal opening is detected to be less than a first preset threshold, in this mode, the engine output is entirely determined by the accelerator pedal position. The ECU (Engine Control Unit) does not intervene in the engine; the engine speed and torque output directly respond to the accelerator pedal input. The ECU monitors the accelerator pedal opening and adjusts the engine output based on its position. Since the accelerator pedal opening is less than the first preset threshold, the ECU assumes the driver has no intention of moving the vehicle and has only slightly pressed the accelerator. Therefore, the ECU maintains the engine at idle speed; even with light accelerator pressing, the engine speed will not increase significantly but will remain at idle level.

[0033] By not controlling the engine when the throttle opening is less than a first preset threshold, the ECU responds to the throttle pedal signal to prevent the vehicle from suddenly moving due to accidental pressing of the accelerator pedal when parked, thus avoiding accidents.

[0034] S103, if the handbrake is released, the vehicle's brake pedal opening is obtained, and when the brake pedal opening is less than the preset brake opening threshold, the engine control mode is switched to speed control, and the engine's required speed increases with the increase of the accelerator pedal opening; the preset brake opening threshold is set by the vehicle's load and slope.

[0035] Specifically, the aforementioned brake pedal opening refers to the depth to which the driver depresses the brake pedal, which is measured by sensors and transmitted to the engine control unit.

[0036] The aforementioned preset brake opening threshold can be used to represent the preset depth of the brake pedal, which can be 60% or 65%. Here, the preset brake opening threshold is not specifically set, but can be adjusted according to the actual situation.

[0037] Meanwhile, the aforementioned preset brake opening threshold is affected by vehicle load and gradient. Specifically, the greater the load, the greater the vehicle's inertia, requiring more braking force to decelerate or stop. Therefore, the preset brake opening threshold will increase accordingly to ensure sufficient braking force. In addition, the greater the gradient (whether uphill or downhill), the greater the vehicle's braking demand. When going uphill, more braking force is needed to prevent the vehicle from rolling backward; when going downhill, more braking force is needed to control the vehicle speed. Therefore, the preset brake opening threshold will also increase accordingly.

[0038] The aforementioned speed control is an engine control method dominated by the ECU. In this mode, the engine output (speed and torque) is no longer directly determined by the position of the accelerator pedal. Instead, the ECU calculates a target speed based on the vehicle's current state (such as load, gradient, and vehicle speed) and precisely controls the actual engine speed by adjusting parameters such as fuel injection quantity and ignition advance angle to make it as close as possible to the target speed.

[0039] Specifically, the ECU collects vehicle operating status information through a series of sensors (such as vehicle speed sensor, throttle position sensor, brake pedal position sensor, vehicle attitude sensor, etc.). This information is input into the ECU's control algorithm, which calculates a target speed suitable for the current operating conditions based on preset logic and parameters. Then, the ECU adjusts parameters such as fuel injection quantity (controlling the amount of fuel entering the engine) and ignition advance angle (controlling the combustion time of fuel in the engine cylinders) to regulate the actual engine speed, bringing it to or near the target speed.

[0040] In one optional embodiment, if the handbrake is released and the brake pedal opening is detected to be less than a preset brake opening threshold, the ECU determines that the vehicle is under slight braking and needs to switch to speed control mode. This switch is automatic and requires no driver intervention.

[0041] Specifically, the ECU calculates the target engine speed based on the load and gradient. For example, if the vehicle is heavily loaded and going uphill, the ECU will calculate a higher target engine speed to provide sufficient power to prevent the vehicle from rolling backward. If the vehicle is going downhill, the ECU will calculate a lower target engine speed to provide appropriate engine braking force while preventing the engine from stalling. The ECU adjusts parameters such as fuel injection quantity and ignition timing to make the actual engine speed close to the target speed.

[0042] Simultaneously, during light braking, the engine maintains a certain speed to provide appropriate engine braking force. This braking force helps the vehicle decelerate more smoothly while preventing loss of control due to excessive braking force. Maintaining a certain engine speed also prevents engine stalling. If the engine speed is too low during light braking, it may stall, especially when the vehicle is heavily loaded or on an incline. Through the speed control mode, the ECU can ensure that the engine speed is maintained within a safe range to prevent stalling.

[0043] By providing appropriate engine braking force, the vehicle can decelerate more smoothly during light braking, avoiding loss of control due to excessive or insufficient braking force. This control mode can significantly improve vehicle safety, especially when the vehicle is heavily loaded or on an incline.

[0044] Therefore, when the brake opening is less than the preset brake opening threshold, the engine switches to speed control mode. In this mode, the ECU calculates the target speed based on vehicle conditions such as load and gradient, and adjusts parameters such as fuel injection quantity and ignition advance angle to make the actual engine speed close to the target speed. This mode can provide appropriate engine braking force when the vehicle brakes lightly, while preventing the engine from stalling, thus improving vehicle safety, driving convenience, and fuel economy.

[0045] The engine control method provided in this application includes: in response to the automatic transmission starting, acquiring the vehicle's handbrake operation; if the handbrake is engaged, acquiring the vehicle's accelerator pedal opening, and when the accelerator pedal opening is less than a first preset opening threshold, the engine control unit responds to the accelerator pedal signal to maintain the vehicle's idle speed; if the handbrake is released, acquiring the vehicle's brake pedal opening, and when the brake pedal opening is less than a preset brake opening threshold, switching the engine control mode to speed control, and the engine's required speed increases with the increase of the accelerator pedal opening. It is noteworthy that when the handbrake is engaged and the accelerator pedal opening is less than a first preset threshold, the engine is not controlled. Instead, the ECU responds to the accelerator pedal signal, preventing the vehicle from suddenly moving due to accidental pressing of the accelerator pedal while parked, thus avoiding accidents. Simultaneously, when the handbrake is released and the brake pedal opening is less than a preset threshold, the engine is switched to speed control mode. This provides appropriate engine braking force when the vehicle is lightly braked, preventing the engine from stalling. This solves the technical problem of engine stalling during AMT start-up, thereby avoiding vehicle jerking caused by engine stalling and improving the smoothness and comfort of the driving process.

[0046] In one embodiment of this application, the method further includes: when the accelerator pedal opening is greater than or equal to a first preset opening threshold, switching the engine control mode to speed control, and the required engine speed increases with the increase of the accelerator pedal opening.

[0047] Specifically, when the vehicle's handbrake is engaged and the accelerator pedal opening is detected to be greater than or equal to a first preset threshold, it indicates that the driver has a clear intention to accelerate. The engine control mode can then be switched to speed control, and as the accelerator pedal opening increases, the ECU will gradually increase the engine's target speed. This means that the engine's output power will increase with the increase in accelerator pedal opening, thus providing stronger power output.

[0048] Specifically, when the accelerator pedal opening is greater than or equal to a first preset threshold, the ECU switches to speed control mode. The ECU calculates a target speed based on the accelerator pedal opening and controls parameters such as fuel injection quantity and ignition advance angle to make the engine's actual speed close to the target speed. As the accelerator pedal opening further increases, the target speed will also increase accordingly, and the engine's output power will also increase. This dynamic adjustment ensures that the engine can provide smooth and strong power output under different operating conditions.

[0049] When the driver has a clear intention to accelerate (accelerator pedal opening greater than or equal to a first preset threshold), the engine responds quickly, providing sufficient power output to meet driving needs. This rapid response is crucial for overtaking, acceleration, and other maneuvers, significantly improving driving safety and convenience. Simultaneously, the ECU dynamically adjusts the target engine speed based on throttle opening and vehicle status, ensuring precise power output under various operating conditions. This precise control avoids unstable power output caused by sudden changes in throttle opening, enhancing driving comfort.

[0050] Through precise ECU control, engine speed changes are smoother, avoiding speed fluctuations caused by sudden changes in throttle opening. This smoothness not only improves driving comfort but also reduces engine wear and extends engine life. Smooth power delivery reduces vehicle vibration and jerking, providing a more stable and comfortable driving experience.

[0051] In one embodiment of this application, the method further includes: when the brake pedal opening is greater than or equal to a preset brake opening threshold, the engine control unit responds to the accelerator pedal signal to maintain the vehicle idling speed.

[0052] Specifically, if the handbrake is released and the brake pedal opening is detected to be greater than or equal to a preset brake opening threshold, it indicates that the ECU believes the driver has a clear braking intention. In this mode, the engine control mode is uncontrolled, meaning the engine output is entirely determined by the accelerator pedal position, and the ECU does not intervene further. This means the engine's speed and torque output directly respond to the accelerator pedal input, without being controlled by the ECU. Because the brake pedal opening is greater than or equal to the preset brake opening threshold, the ECU believes the driver has a clear braking intention, and therefore the engine remains at idle. Even if the driver lightly presses the accelerator, the engine speed will not increase significantly, but will remain at idle level (typically 600-800 rpm).

[0053] Specifically, when the ECU detects that the brake pedal opening is greater than or equal to a preset brake opening threshold, it switches to a no-control mode. The ECU adjusts the engine speed and torque output based on the input from the accelerator pedal. If the accelerator pedal opening is small, the ECU will maintain the engine at idle speed. Even if the driver lightly presses the accelerator, the engine speed will not increase significantly, but will remain at idle speed (usually 600-800 rpm).

[0054] Therefore, maintaining idle speed ensures that the engine does not provide additional power when the vehicle requires strong braking, preventing loss of vehicle control. This is especially important during emergency braking or stopping, significantly improving vehicle safety. When the driver applies the brakes, the engine does not interfere with the braking process, improving braking stability and reliability. This control logic allows the driver to focus more on braking without worrying about engine interference.

[0055] In one embodiment of this application, when the brake pedal opening is less than a preset brake opening threshold, after switching the engine control mode to speed control, the method further includes: determining whether the input shaft speeds of the engine and the transmission are synchronized; if the input shaft speeds of the engine and the transmission are synchronized, then switching the engine control mode to torque control or speed control based on the accelerator pedal opening.

[0056] Specifically, synchronized engine and transmission input shaft speeds mean that the engine output speed and the transmission input shaft speed are consistent, which is a prerequisite for a smooth vehicle start.

[0057] In the speed control mode described above, the ECU mainly controls the engine speed.

[0058] In the torque control mode described above, the ECU primarily controls the engine's torque output.

[0059] In one optional embodiment, when the brake pedal opening is less than a preset brake opening threshold, after switching the engine control mode to speed control, it is also necessary to determine whether the engine and transmission input shaft speeds are synchronized. When the engine and transmission input shaft speeds are inconsistent, directly shifting gears or transmitting power will cause sudden speed changes, resulting in a jerking or shock. This shock not only affects driving comfort but may also cause additional wear to the transmission system. Only when the engine speed and transmission input shaft speed are consistent can power transmission proceed smoothly, avoiding jerking or shock caused by speed mismatch and ensuring smooth vehicle start-up. Therefore, the synchronization determination of the engine and transmission input shaft speeds is a crucial part of the vehicle control system. This determination is essential for ensuring smooth vehicle start-up, reducing jerking, and improving driving comfort and safety. By precisely controlling speed synchronization, the ECU can achieve smooth power transmission, reduce mechanical shock, protect the transmission system, and improve fuel economy. This process not only enhances the driving experience but also extends the vehicle's lifespan and ensures driving safety.

[0060] Specifically, when the engine speed matches the transmission input shaft speed, it indicates that the vehicle has entered a smooth start-up phase. At this time, the engine control mode can be switched to torque control or speed control by adjusting the accelerator pedal opening. If the accelerator pedal opening is less than a set threshold, the ECU assumes the driver does not intend to accelerate rapidly, and therefore keeps the engine in speed control mode. If the accelerator pedal opening is greater than the set threshold, the ECU assumes the driver intends to accelerate, and therefore switches the engine to torque control mode, etc.

[0061] In one embodiment of this application, if the input shaft speeds of the engine and the transmission are synchronized, the engine control mode is switched to torque control or speed control based on the accelerator pedal opening, including: if the accelerator pedal opening is greater than a second preset opening threshold, the engine control mode is switched to torque control; if the accelerator pedal opening is less than or equal to the second preset opening threshold, the engine speed control mode is maintained.

[0062] Specifically, the aforementioned second preset opening threshold can be used to represent the preset second accelerator pedal opening value, which can be 5% or 6%. Here, the second preset opening threshold is not specifically set, but can be adjusted according to the actual situation.

[0063] In one optional embodiment, after the engine speed and the transmission input shaft speed are synchronized, if the accelerator pedal opening is greater than a second preset threshold, the ECU interprets this as an intention to accelerate, and the engine switches to torque control mode. In torque control mode, the ECU calculates the driver's required torque based on the accelerator pedal opening and gradually transitions from the engine's actual torque to the preset required torque. When rapid acceleration is needed, the gradual transition in torque control mode prevents vehicle loss of control due to sudden changes in torque output.

[0064] If the accelerator pedal opening is less than or equal to the second preset threshold, the ECU assumes the driver has no intention of rapid acceleration and therefore maintains the engine in speed control mode. The ECU keeps the engine at the current speed, allowing the vehicle to creep smoothly at a lower speed. This mode is suitable for situations where the vehicle needs to move slowly or in congested traffic. By maintaining a low engine speed, the vehicle can creep smoothly, reducing fuel consumption and engine wear, while improving driving comfort.

[0065] In one embodiment of this application, the required torque of the engine under torque control is increased to a preset required torque based on the actual torque by a preset step size. The preset required torque is set based on the vehicle's operating conditions.

[0066] Specifically, the aforementioned preset step size can be used to represent a preset amount of torque increase. For example, it could be an increase of a certain amount of torque per second. Here, the preset step size is not specifically set, but can be adjusted according to the actual situation.

[0067] In one optional embodiment, as the engine's actual torque gradually transitions to the preset required torque, the engine's torque output can be gradually adjusted according to a set step size (such as increasing torque by a certain amount per second) until the driver's required torque is reached. This gradual transition control method can avoid sudden changes in torque output, ensuring a smoother vehicle acceleration process and reducing jerking.

[0068] In one embodiment of this application, the method further includes: if the input shaft speeds of the engine and the transmission are not synchronized, maintaining the engine speed control mode.

[0069] Specifically, when determining whether the input shaft speeds of the engine and transmission are synchronized, if they are not synchronized, the engine speed control mode can be maintained. Specifically, if the engine speed and the transmission input shaft speed are mismatched, it may cause the vehicle to accelerate or decelerate suddenly, causing the driver to lose control of the vehicle. By maintaining the speed control mode, the ECU can ensure smooth power transmission, avoid loss of vehicle control due to sudden power changes, and improve driving safety.

[0070] Figure 2The diagram shown is a flowchart of a control method for an AMT start-up engine provided in an embodiment of this application. Figure 2 As shown, the control method includes the following steps: S201, AMT start begins; S202, determine whether the handbrake is engaged; if yes, proceed to S203; otherwise, proceed to S206. S203, determine whether the throttle opening is less than the first preset opening threshold. If yes, execute S204; otherwise, execute S205. S204, Engine not controlled, ECU responds to throttle input, maintains idle speed; S205, engine speed control, as the throttle opening increases, the engine's required speed increases accordingly; S206, determine whether the brake opening is less than the preset brake opening threshold. If yes, execute S207; otherwise, execute S212. S207, engine speed control, as the throttle opening increases, the engine's required speed increases accordingly; S208, determine whether the engine and transmission input shaft speeds are synchronized. If yes, execute S209; otherwise, return to S207. S209, determine whether the throttle opening is greater than the second preset opening threshold. If yes, execute S210; otherwise, execute S211. S210, engine switched to torque control, start-up complete; S211, Maintain engine speed control, maintain engine speed for vehicle creep; S212, engine not controlled, ECU responds to throttle, maintains idle speed.

[0071] As a second aspect of this application, this application also provides an engine control device. Figure 3 The diagram shown is a schematic representation of an engine control device provided in an embodiment of this application. Figure 3 As shown, the control device includes the following modules: The acquisition module 301 is used to acquire the vehicle's handbrake operation in response to the automatic transmission starting; The first control module 302 is used to obtain the accelerator pedal opening degree of the vehicle when the handbrake is pulled, and when the accelerator pedal opening degree is less than the first preset opening degree threshold, the engine control unit responds to the accelerator pedal signal to maintain the vehicle idling speed. The second control module 303 is used to obtain the brake pedal opening of the vehicle when the handbrake is released, and to switch the engine control mode to speed control when the brake pedal opening is less than the preset brake opening threshold, and the required engine speed increases with the increase of the accelerator pedal opening.

[0072] The engine control device provided in this application, .

[0073] As a third aspect of this application, this application also provides a vehicle controller that can execute the engine control method described above.

[0074] As a fourth aspect of this application, this application also provides a vehicle that includes the aforementioned vehicle controller.

[0075] The methods in this application can be implemented, in whole or in part, by software, hardware, firmware, or any combination thereof. When implemented in software, they can be implemented, in whole or in part, as a computer program product. This computer program product includes one or more computer programs or instructions that, when loaded and executed on a computer, perform, in whole or in part, the processes or functions described in this application. The computer can be a general-purpose computer, a special-purpose computer, a computer network, network equipment, user equipment, core network equipment, OAM (Operational Information Management), or other programmable devices.

[0076] The computer program product can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of this application. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0077] The computer program or instructions may be stored in a computer-readable storage medium or transferred from one computer-readable storage medium to another. For example, the computer program or instructions may be transferred from one website, computer, server, or data center to another website, computer, server, or data center via wired or wireless means. The computer-readable storage medium may be any available medium that a computer can access, or a data storage device such as a server or data center that integrates one or more available media. The available medium may be a magnetic medium, such as a floppy disk, hard disk, or magnetic tape; or an optical medium, such as a digital video optical disc; or a semiconductor medium, such as a solid-state drive. The computer-readable storage medium may be a volatile or non-volatile storage medium, or may include both volatile and non-volatile types of storage media.

[0078] Furthermore, embodiments of this application may also be storage media storing a computer program thereon, the computer program being executed by a processor of the steps of a method described in any of the above embodiments of this specification.

[0079] For the foregoing method embodiments, in order to simplify the description, they are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, because according to this application, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0080] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For apparatus embodiments, since they are basically similar to method embodiments, the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0081] The steps in the methods of the various embodiments of this application can be adjusted, combined, or deleted according to actual needs, and the technical features described in each embodiment can be replaced or combined. The apparatuses in the various embodiments of this application can be combined, divided, or deleted according to actual needs.

[0082] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0083] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly by hardware, a software unit executed by a processor, or a combination of both. The software unit can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0084] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0085] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for controlling an engine, characterized in that, The method includes: In response to the automatic transmission starting, obtain the vehicle's handbrake operation; If the handbrake is engaged, the accelerator pedal opening is obtained. When the accelerator pedal opening is less than a first preset opening threshold, the engine control unit responds to the accelerator pedal signal to maintain the vehicle idle speed. When the accelerator pedal opening is greater than or equal to the first preset opening threshold, the engine control mode is switched to speed control, and the engine's required speed increases with the increase of the accelerator pedal opening. If the handbrake is released, the vehicle's brake pedal opening is obtained. When the brake pedal opening is less than a preset brake opening threshold, the engine control mode is switched to speed control, and the engine's required speed increases with the increase of the accelerator pedal opening. When the brake pedal opening is greater than or equal to the preset brake opening threshold, the engine control unit responds to the accelerator pedal signal to maintain the vehicle's idle speed. Wherein, after switching the engine control mode to speed control when the brake pedal opening is less than a preset brake opening threshold, the method further includes: Determine whether the input shaft speeds of the engine and transmission are synchronized; If the input shaft speeds of the engine and transmission are synchronized, and the accelerator pedal opening is greater than the second preset opening threshold, the engine control mode is switched to torque control; the engine's required torque under the torque control is increased to the preset required torque based on the actual torque by a preset step size, and the preset required torque is set based on the vehicle's operating conditions; If the input shaft speeds of the engine and the transmission are synchronized, and the accelerator pedal opening is less than or equal to the second preset opening threshold, the engine speed control mode is maintained. If the input shaft speeds of the engine and the transmission are not synchronized, maintain the engine speed control mode.

2. The engine control method according to claim 1, characterized in that, The preset brake opening threshold is set based on the vehicle's load and gradient.

3. A vehicle controller, characterized in that, The vehicle controller can execute the engine control method described in claim 1 or claim 2.

4. A vehicle, characterized in that, The vehicle includes the vehicle controller as described in claim 3.

Images