Vehicle engine control methods and systems, electronic equipment and vehicles

Abstract

This application discloses a vehicle engine control method, system, electronic device, and vehicle. The method includes: acquiring a set of operating parameters for controlling the vehicle's engine; determining a control strategy for the engine and the vehicle's electric motor based on the type of control command for the engine; and determining target operating parameters from the set of operating parameters that match the control strategy, wherein the matching degree between the target operating parameters and the control strategy is higher than the matching degree between the operating parameters in the set other than the target operating parameters and the control strategy; and triggering the electric motor to control the engine to operate according to the control strategy and the target operating parameters. This application solves the technical problem of low smoothness in vehicle engine control.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to a vehicle engine control method and system, electronic equipment, and vehicle. Background Technology

[0002] Currently, engine start-stop control for hybrid vehicles often employs one of the following strategies: traditional electric motor-assisted start-stop strategy, speed closed-loop control start-stop strategy, and torque compensation start-stop strategy.

[0003] However, regardless of which strategy is used to control the engine start-stop, not only is a sudden torque spike likely to occur during the initial engine startup, but a power delivery gap is also likely to appear during the start-stop transition. This causes vehicle vibration, resulting in a technical problem of poor engine control smoothness.

[0004] There is currently no effective solution to the technical problem of poor engine control smoothness in the aforementioned vehicles. Summary of the Invention

[0005] This application provides a vehicle engine control method and system, electronic equipment, and vehicle to at least solve the technical problem of low vehicle driving stability.

[0006] According to one aspect of the embodiments of this application, a method for controlling a vehicle engine is provided. The method includes: acquiring a set of operating parameters for controlling the vehicle engine; determining a control strategy for the engine and a motor of the vehicle based on the type of control command for the engine; and determining a target operating parameter from the set of operating parameters that matches the control strategy, wherein the matching degree between the target operating parameter and the control strategy is higher than the matching degree between the operating parameters in the set of operating parameters other than the target operating parameter and the control strategy; and triggering the motor to control the engine to operate according to the control strategy using the target operating parameter.

[0007] Furthermore, the control strategy includes: a start-up control strategy for the engine and the electric motor, and a stop-up control strategy for the engine and the electric motor. According to the control strategy, the electric motor is triggered to control the engine operation with target operating parameters, including: during the engine start-up phase, according to the start-up control strategy, the electric motor is triggered to control the engine to perform start-up operations in stages with target operating parameters matching the start-up control strategy; during the engine stop-up phase, according to the stop-up control strategy, the electric motor is triggered to coordinate with the vehicle's power coupling end to control the engine to perform stop-up operations with target operating parameters matching the stop-up control strategy.

[0008] Furthermore, the starting phase includes a pre-drag phase, an ignition phase, and a transition phase. The target operating parameters matched with the starting control strategy include: engine coolant temperature, friction torque, starting speed, starting position of the crankshaft in the engine, and starting torque. During the engine starting phase, according to the starting control strategy, the trigger motor controls the engine to perform the starting operation in stages using the target operating parameters matched with the starting control strategy. This includes: in the pre-drag phase, according to the drag control strategy in the starting control strategy, the trigger motor controls the engine to drag using coolant temperature and friction torque; in the ignition phase, according to the ignition compensation control strategy in the starting control strategy, the trigger motor compensates for the ignition torque of the dragged engine using starting speed and starting position; in the transition phase, according to the transition control strategy in the starting control strategy, the trigger motor connects the starting torque, and controls the engine to complete the starting process using the connected starting torque.

[0009] Furthermore, in the pre-drag phase, according to the drag control strategy in the start-up control strategy, the motor is triggered to control the engine drag based on the coolant temperature and frictional torque. This includes: in the pre-drag phase, according to the drag control strategy, determining a target drag speed matching the coolant temperature from a temperature and speed library, wherein the temperature and speed library includes different drag speeds matching different coolant temperatures, and the different drag speeds include the target drag speed; adjusting the target drag speed based on the frictional torque; and controlling the engine drag by outputting drag torque through the motor, using the coolant temperature and the adjusted target drag speed, wherein the duration of maintaining the adjusted target drag speed is greater than or equal to a duration threshold.

[0010] Furthermore, during the ignition phase, according to the ignition compensation control strategy in the starting control strategy, the motor is triggered to compensate for the ignition torque of the towed engine at the starting speed and starting position. This includes: during the ignition phase, in response to the starting speed reaching the speed threshold and the starting position reaching the crankshaft ignition position, comparing the ignition torque with the vehicle's required torque to obtain a comparison result; according to the ignition compensation control strategy, controlling the motor to output a first compensation torque corresponding to the comparison result; and using the first compensation torque to compensate for the ignition torque.

[0011] Furthermore, during the connection phase, in accordance with the connection control strategy in the start-up control strategy, the motor is triggered to connect the start-up torque, and the engine is controlled to complete the start-up with the connected start-up torque. This includes: during the connection phase, in accordance with the connection control strategy, controlling the motor to reduce the drag torque at a decay rate to the torque threshold; using the decayed motor to connect the start-up torque to the vehicle's required torque at an increase rate consistent with the decay rate, and controlling the engine to complete the start-up with the connected required torque.

[0012] Furthermore, the shutdown phase includes: a fuel cut-off phase, a buffer phase, and a movement phase. The target operating parameters matched with the shutdown control strategy include: the engine's fuel injection quantity, the crankshaft's shutdown speed, and the crankshaft's shutdown position. During the engine shutdown phase, according to the shutdown control strategy, the trigger motor, with the target operating parameters matched with the shutdown control strategy, coordinates with the vehicle's power coupling end to control the engine to perform the shutdown operation. This includes: during the fuel cut-off phase, and according to the fuel cut-off compensation control strategy in the shutdown control strategy, triggering the engine to reduce the fuel injection quantity, triggering the motor to compensate for the engine's residual torque, and maintaining the output torque of the power coupling end at a torque threshold; during the buffer phase, according to the buffer control strategy in the shutdown control strategy, triggering the motor to buffer the compensated residual cylinder pressure of the engine at the shutdown speed; and during the movement phase, according to the crankshaft movement control strategy in the shutdown control strategy, triggering the motor to control the crankshaft to move from the shutdown position, and using the moved crankshaft to coordinate with the power coupling end to control the buffered engine to complete the shutdown.

[0013] Furthermore, during the fuel cut-off phase, and in accordance with the fuel cut-off compensation control strategy in the shutdown control strategy, the engine is triggered to reduce the fuel injection quantity, and the motor is triggered to compensate for the engine's residual torque. This includes: during the fuel cut-off phase, and in accordance with the fuel cut-off compensation control strategy, when the engine is controlled to reduce the fuel injection quantity, controlling the motor to output a second compensation torque corresponding to the residual torque; and using the second compensation torque to compensate for the residual torque.

[0014] Furthermore, during the buffering phase, according to the buffering control strategy in the shutdown control strategy, the motor is triggered to buffer the residual pressure in the engine cylinder after compensation according to the shutdown speed. This includes: during the buffering phase, according to the buffering control strategy, controlling the motor to adjust the damping torque according to the shutdown speed, wherein the adjusted damping torque is used to reduce the shutdown speed from idle speed to a speed threshold below idle speed; controlling the motor to buffer the residual pressure in the cylinder with the adjusted damping torque.

[0015] Furthermore, during the movement phase, according to the crankshaft movement control strategy in the shutdown control strategy, the motor is triggered to control the crankshaft to move from the shutdown position, and the engine is stopped by coordinating the movement of the crankshaft with the power coupling end. This includes: during the movement phase, according to the crankshaft movement control strategy, the motor is controlled to apply a shutdown torque to the crankshaft; the crankshaft is controlled to move from the shutdown position to the ideal shutdown position of the crankshaft with the shutdown torque; and in response to the shutdown position reaching the ideal shutdown position, the engine is stopped by coordinating the movement of the crankshaft with the power coupling end.

[0016] Furthermore, based on the type of control command for the engine, a control strategy for the motors of the engine and the vehicle is determined, and target operating parameters matching the control strategy are determined from the set of operating parameters, including: in response to a start command type and the engine being in the start-up phase, a start-up control strategy is determined, and target operating parameters matching the start-up control strategy are determined from the set of operating parameters as engine coolant temperature, friction torque, start-up speed, start-up position of crankshaft in the engine, and start-up torque; in response to a stop command type and the engine being in the stop-up phase, a stop-up control strategy is determined, and target operating parameters matching the stop-up control strategy are determined from the set of operating parameters as engine fuel injection quantity, stop-up speed of crankshaft in the engine, and stop-up position of crankshaft.

[0017] According to another aspect of the embodiments of this application, a vehicle engine control system is also provided. This system is used to execute a vehicle engine control method. The system includes: an engine, a vehicle controller, and a motor. The vehicle controller is used to acquire a set of operating parameters for controlling the engine. The vehicle controller is also used to determine a control strategy for the engine and the vehicle's motor based on the type of control command for the engine, and to determine target operating parameters from the set of operating parameters that match the control strategy. The matching degree between the target operating parameters and the control strategy is higher than the matching degree between the operating parameters in the set of operating parameters (excluding the target operating parameters) and the control strategy. The engine is used to operate with the target operating parameters under the control of the motor according to the control strategy.

[0018] According to another aspect of the embodiments of this application, a vehicle engine control device is also provided. The device includes: an acquisition unit, configured to acquire a set of operating condition parameters for controlling the engine of the vehicle; a determination unit, configured to determine a control strategy for the engine and the vehicle's electric motor based on the type of control command for the engine, and to determine a target operating condition parameter from the set of operating condition parameters that matches the control strategy, wherein the matching degree between the target operating condition parameter and the control strategy is higher than the matching degree between the operating condition parameters in the set of operating condition parameters other than the target operating condition parameter and the control strategy; and a control unit, configured to trigger the electric motor to control the engine to operate according to the control strategy and the target operating condition parameter.

[0019] According to another aspect of the embodiments of this application, an electronic device is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0020] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0021] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0022] According to another aspect of the embodiments of this application, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0023] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of this application.

[0024] According to another aspect of the embodiments of this application, a vehicle is also provided, which includes the electronic equipment described in this application.

[0025] In this embodiment, a set of operating parameters for controlling the vehicle's engine is obtained; based on the type of control command for the engine, a control strategy for the engine and the vehicle's motor is determined; and target operating parameters matching the control strategy are determined from the set of operating parameters; according to the control strategy, the motor is triggered to control the engine to operate with the target operating parameters. Because in this embodiment, when controlling the vehicle's engine, based on obtaining the set of operating parameters and determining the control strategy, target operating parameters matching the control strategy can be determined from the set of operating parameters, and according to the determined control strategy, the motor can be triggered to control the engine to operate with the target operating parameters, thereby achieving the goal of avoiding vehicle body vibration, thus solving the technical problem of low smoothness in vehicle engine control, and further achieving the technical effect of improving the smoothness of vehicle engine control. Attached Figure Description

[0026] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0027] Figure 1 This is a schematic diagram illustrating an application scenario of a vehicle engine control method according to an embodiment of this application;

[0028] Figure 2This is a flowchart of a vehicle engine control method according to an embodiment of this application;

[0029] Figure 3 This is a schematic diagram of an engine control system for a hybrid vehicle according to an embodiment of this application;

[0030] Figure 4 This is a flowchart of an engine control method for a hybrid vehicle according to an embodiment of this application;

[0031] Figure 5 This is a structural block diagram of a vehicle engine control system according to an embodiment of this application;

[0032] Figure 6 This is a structural block diagram of a vehicle engine control device according to an embodiment of this application;

[0033] Figure 7 This is a schematic diagram of an electronic device according to an embodiment of this application; Detailed Implementation

[0034] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0035] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0036] According to an embodiment of this application, an embodiment of a vehicle engine control method is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0037] As an optional implementation, the above-described vehicle engine control method can be applied, but is not limited to, to applications such as... Figure 1 The application scenarios shown. Figure 1 This is a schematic diagram illustrating an application scenario of a vehicle engine control method according to an embodiment of this application, such as... Figure 1 As shown, in the application scenario, terminal device 10 can communicate with server 13 via network 11, but is not limited to this. Server 13 can perform operations on the database, such as write or read data operations. Terminal device 10 may include, but is not limited to, a human-computer interaction screen, a processor, and a memory. The human-computer interaction screen can be used to display virtual machines on mobile terminal 10, but is not limited to this. Vehicle 12 can be used to respond to the aforementioned human-computer interaction operations, execute corresponding operations, or generate corresponding instructions and send the generated instructions to server 13.

[0038] It should be noted that the steps shown in the flowcharts of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowcharts, in some cases, the steps shown or described may be executed in a different order than that presented here. Specifically, the vehicle engine control method of this application may include: step S102, obtaining a set of operating parameters for controlling the vehicle's engine; step S104, determining a control strategy for the engine and the vehicle's electric motor based on the type of control instructions for the engine, and determining target operating parameters from the set of operating parameters that match the control strategy; and step S106, triggering the electric motor to control the engine to operate under the target operating parameters according to the control strategy.

[0039] It should be noted that all relevant information (including but not limited to operating condition parameter sets, etc.) and data involved in this application are information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0040] Figure 2 This is a flowchart of a vehicle engine control method according to an embodiment of this application, such as... Figure 2 As shown, the method may include the following steps.

[0041] Step S202: Obtain the set of operating parameters for the engine used to control the vehicle.

[0042] In the technical solution provided by step S202 of this application, the operating parameters in the aforementioned set of operating parameters can be used to control the vehicle's engine. For example, the aforementioned operating parameters may include at least one of the following: engine speed, crankshaft position, coolant temperature, engine oil temperature, state of charge (SOC) value of the power battery, vehicle torque demand, and gear position signal of the transmission, etc. The aforementioned operating parameters may also be referred to as full operating parameters in the following text.

[0043] In this embodiment, a set of operating parameters for controlling the vehicle's engine is acquired. Optionally, this embodiment utilizes a speed sensor to acquire the engine speed in real time. Simultaneously, a crankshaft position sensor is used to acquire the crankshaft position in real time. A coolant temperature sensor is used to acquire the coolant temperature in real time. An oil temperature sensor is used to acquire the oil temperature in real time. A State of Charge (SOC) sensor is used to acquire the SOC value of the power battery in real time. A torque sensor is used to acquire the required torque for the entire vehicle in real time. A gear position sensor is used to acquire the gear position signal of the transmission in real time, thereby achieving the purpose of acquiring operating parameters.

[0044] Optionally, after obtaining the initial operating condition parameter set for controlling the vehicle's engine, filtering is performed on multiple initial operating condition parameters in the initial operating condition parameter set to obtain multiple filtered initial operating condition parameters, that is, multiple operating condition parameters in the operating condition parameter set. For example, the above filtering process can be performed using the Kalman filter algorithm.

[0045] Step S204: Based on the type of control command for the engine, determine the control strategy for the motors of the engine and the vehicle, and determine the target operating parameters that match the control strategy from the set of operating parameters.

[0046] In the technical solution provided in step S204 of this application, the matching degree between the target operating condition parameter and the control strategy can be higher than the matching degree between the operating condition parameters other than the target operating condition parameter and the control strategy in the operating condition parameter set. For example, if the control strategy is a start-up control strategy for the engine and motor, the target operating condition parameter can be a target operating condition parameter that matches the start-up control strategy; if the control strategy is a stop-up control strategy for the engine and motor, the target operating condition parameter can be a target operating condition parameter that matches the stop-up control strategy.

[0047] In this embodiment, the control command can be used to control the engine to perform a start-up operation or a stop-down operation. For example, the control command can be a start-up command or a stop-down command; the start-up command can be used to control the engine to perform a start-up operation, and the stop-down command can be used to control the engine to perform a stop-down operation.

[0048] In this embodiment, after acquiring the set of operating parameters for controlling the vehicle's engine, a control strategy for the engine and the vehicle's electric motor is determined based on the type of control command for the engine. Target operating parameters matching the control strategy are then determined from the set of operating parameters. Optionally, this embodiment performs type identification on the engine's control commands to obtain the type of control command. Based on the type of control command, it can then be determined whether the control strategy is a start-up control strategy or a stop-up control strategy. If the control strategy is a start-up control strategy, target operating parameters matching the start-up control strategy can be determined from the acquired set of operating parameters. If the control strategy is a stop-up control strategy, target operating parameters matching the stop-up control strategy can be determined from the acquired set of operating parameters, thereby achieving the goal of determining target operating parameters matching the control strategy.

[0049] Optionally, when the control commands to the engine are type-identified and their types are determined, the engine's operating condition stage can be obtained, which can be either a start-up stage or a shutdown stage. Combining the control command type and the operating condition stage, it can be determined whether the control strategy is a start-up control strategy or a shutdown control strategy.

[0050] Step S206: According to the control strategy, the motor is triggered to control the engine to work with the target operating parameters.

[0051] In the technical solution provided by step S206 of this application, after determining the control strategy for the motor of the engine and the vehicle based on the type of control command for the engine, and determining the target operating parameters that match the control strategy from the set of operating parameters, the motor is triggered to control the engine to work according to the control strategy and the target operating parameters.

[0052] Optionally, based on the determined target operating parameters that match the control strategy, this embodiment triggers the motor to control the engine during the operating phase, allowing it to operate under the target operating parameters that match the control strategy. For example, during the start-up phase, the trigger motor controls the engine to operate in stages using the target operating parameters that match the start-up control strategy. Alternatively, during the shutdown phase, the trigger motor coordinates with the vehicle's power coupling terminal to control the engine to operate using the target operating parameters that match the shutdown control strategy, thereby achieving the goal of avoiding vehicle body vibration.

[0053] It should be noted that the above-described method of triggering the motor to control the engine is merely an example and is not intended to impose specific limitations. Any method that can trigger the motor to control the engine to operate under target operating parameters according to the control strategy is within the protection scope of the embodiments of this application, and will not be described in detail here.

[0054] In steps S202 to S206 of this application, a set of operating parameters for controlling the vehicle's engine is obtained; based on the type of control command for the engine, a control strategy for the engine and the vehicle's motor is determined; and a target operating parameter matching the control strategy is determined from the set of operating parameters; according to the control strategy, the motor is triggered to control the engine to operate with the target operating parameter. Because in this embodiment, when controlling the vehicle's engine, based on obtaining the set of operating parameters and determining the control strategy, a target operating parameter matching the control strategy can be determined from the set of operating parameters, and according to the determined control strategy, the motor can be triggered to control the engine to operate with the target operating parameter, thereby achieving the goal of avoiding vehicle body vibration, thus solving the technical problem of low smoothness in vehicle engine control, and further achieving the technical effect of improving the smoothness of vehicle engine control.

[0055] The following section further describes the steps of triggering the motor to control the engine according to the target operating parameters in accordance with the control strategy described above in this embodiment.

[0056] As an optional embodiment, step S206, according to the control strategy, triggers the motor to control the engine to work with target operating parameters, including: during the engine start-up phase, according to the start-up control strategy, triggers the motor to control the engine to perform start-up operations in stages with target operating parameters that match the start-up control strategy; during the engine shutdown phase, according to the shutdown control strategy, triggers the motor to control the engine to perform shutdown operations in coordination with the vehicle's power coupling end with target operating parameters that match the shutdown control strategy.

[0057] In this embodiment, the control strategy may include: a start-up control strategy for the engine and motor, and a shutdown control strategy for the engine and motor.

[0058] In this embodiment, the above-described start-up control strategy can be used to represent the way in which the motor controls the engine in stages during the start-up phase.

[0059] In this embodiment, the aforementioned shutdown control strategy can be used to describe the method by which the motor and the vehicle's power coupling terminal control the engine during the shutdown phase. For example, the aforementioned power coupling terminal can also be referred to as a power coupling unit.

[0060] In this embodiment, after determining the control strategy for the motors of the engine and vehicle based on the type of control command for the engine, and determining the target operating parameters that match the control strategy from the set of operating parameters, during the engine start-up phase, the motors are triggered according to the start-up control strategy to control the engine to perform start-up operations in stages with the target operating parameters that match the start-up control strategy.

[0061] Optionally, after determining the target operating parameters that match the start-up control strategy, this embodiment, during the engine start-up phase, triggers the motor to control the engine to drag under the target operating parameters that match the start-up control strategy, according to the start-up control strategy. Then, the trigger motor compensates for the ignition torque of the dragged engine under the target operating parameters that match the start-up control strategy. Afterwards, the trigger motor connects the start-up torque with the target operating parameters that match the start-up control strategy, and controls the engine to complete the start-up with the connected start-up torque. This achieves the goal of avoiding vehicle body vibration during the start-up phase, thereby realizing the technical effect of improving the smoothness of engine start-up control.

[0062] In this embodiment, after determining the control strategy for the motors of the engine and the vehicle based on the type of control command for the engine, and determining the target operating parameters that match the control strategy from the set of operating parameters, during the engine shutdown phase, the motor is triggered according to the shutdown control strategy to coordinate with the power coupling end of the vehicle to control the engine to perform the shutdown operation with the target operating parameters that match the shutdown control strategy.

[0063] Optionally, after determining the target operating parameters that match the shutdown control strategy, during the engine shutdown phase, according to the shutdown control strategy, the trigger motor compensates for the engine's residual torque under the target operating parameters that match the shutdown control strategy, and maintains the output torque at the power coupling end at the torque threshold. Then, under the target operating parameters that match the shutdown control strategy, the trigger motor buffers the compensated residual pressure in the engine cylinder. Afterward, the trigger motor controls the crankshaft to move from the shutdown position according to the target operating parameters that match the shutdown control strategy, and controls the buffered engine to complete the shutdown through the moved crankshaft and the power coupling end. This achieves the goal of avoiding vehicle body vibration during the shutdown phase, thereby realizing the technical effect of improving the smoothness of engine shutdown control.

[0064] The following description further explains the steps of the above embodiment, which involve triggering the motor to control the engine to perform the start-up operation in stages according to the start-up control strategy and the target operating parameters that match the start-up control strategy.

[0065] As an optional embodiment, during the engine start-up phase, according to the start-up control strategy, the motor is triggered to control the engine to perform the start-up operation in stages with target operating parameters matching the start-up control strategy. This includes: in the pre-drag phase, according to the drag control strategy in the start-up control strategy, the motor is triggered to control the engine to drag using coolant temperature and friction torque; in the ignition phase, according to the ignition compensation control strategy in the start-up control strategy, the motor is triggered to compensate the ignition torque of the dragged engine using start-up speed and start-up position; in the engagement phase, according to the engagement control strategy in the start-up control strategy, the motor is triggered to engage the start-up torque, and the engine is controlled to complete the start-up using the engaged start-up torque.

[0066] In this embodiment, the aforementioned startup phase may include a pre-dragging phase, an ignition phase, and a connection phase. For example, the ignition phase may also be referred to as an ignition coordination phase, and the connection phase may also be referred to as a power connection phase.

[0067] In this embodiment, the target operating condition parameters that match the start-up control strategy may include: engine coolant temperature, friction torque, start-up speed, start-up position of crankshaft in engine, and start-up torque.

[0068] In this embodiment, the coolant temperature can be the water temperature.

[0069] In this embodiment, the aforementioned frictional torque can be the starting frictional torque of the engine.

[0070] In this embodiment, the aforementioned starting speed can be the engine speed during the starting phase.

[0071] In this embodiment, the aforementioned starting position can be the ignition position of the crankshaft during the starting phase.

[0072] In this embodiment, the starting torque can be the engine's output torque during the start-up phase.

[0073] In this embodiment, the aforementioned drag control strategy can be used to represent the way in which the motor is triggered during the pre-drag phase to control the engine drag by adjusting the coolant temperature and friction torque.

[0074] In this embodiment, after determining the target operating parameters that match the control strategy from the set of operating parameters, in the pre-drag phase, the motor is triggered to control the engine to drag according to the drag control strategy in the start-up control strategy, based on the coolant temperature and friction torque.

[0075] Optionally, after the Motor Control Unit (MCU) receives the engine start command, during the engine pre-drag phase, it determines the target drag speed that matches the coolant temperature according to the drag control strategy described above, adjusts the target drag speed based on the friction torque, and then triggers the motor to control the engine to drag to the adjusted target drag speed.

[0076] In this embodiment, the above-mentioned ignition compensation control strategy can be used to represent the way in which, during the ignition phase, the motor is triggered to start at a certain speed and position to compensate for the ignition torque of the engine after being dragged.

[0077] In this embodiment, during the pre-drag phase, the motor is triggered to control the engine to drag according to the drag control strategy in the start-up control strategy. Then, during the ignition phase, the motor is triggered to compensate the ignition torque of the dragged engine according to the ignition compensation control strategy in the start-up control strategy.

[0078] Optionally, during the engine ignition phase, the ignition torque and the required torque are compared to obtain a comparison result. Following the aforementioned ignition compensation control strategy, the motor is triggered to compensate for the ignition torque with a first compensation torque corresponding to the comparison result.

[0079] In this embodiment, the above-mentioned connection control strategy can be used to represent the method of triggering the motor connection starting torque during the connection phase, and controlling the engine to complete the start-up with the starting torque after connection.

[0080] In this embodiment, during the ignition phase, according to the ignition compensation control strategy in the start-up control strategy, the motor is triggered to compensate for the ignition torque of the towed engine at the start-up speed and start-up position. During the engagement phase, according to the engagement control strategy in the start-up control strategy, the motor is triggered to engage the start-up torque, and the engine is controlled to complete the start-up with the engaged start-up torque.

[0081] Optionally, during the engine start-up phase, the motor is controlled to attenuate the drag torque according to the aforementioned start-up control strategy. The attenuated motor then connects the starting torque to the vehicle's required torque, and the engine is controlled to start using this required torque. This achieves the goal of avoiding vehicle vibration during the start-up phase, thus improving the smoothness of engine start-up control.

[0082] The following description further explains the steps of the above embodiment in which, during the pre-drag phase, the motor is triggered to control the engine dragging according to the drag control strategy in the start-up control strategy, based on the coolant temperature and friction torque.

[0083] As an optional embodiment, in the pre-drag phase, according to the drag control strategy in the start-up control strategy, the motor is triggered to control the engine drag based on the coolant temperature and frictional torque, including: in the pre-drag phase, according to the drag control strategy, determining a target drag speed that matches the coolant temperature from a temperature and speed library; adjusting the target drag speed based on the frictional torque; and controlling the engine drag by outputting drag torque through the motor, based on the coolant temperature and the adjusted target drag speed.

[0084] In this embodiment, the temperature and speed library may include different drive speeds matched to different coolant temperatures, wherein the different drive speeds may include target drive speeds. For example, the temperature and speed library may be a mapping (MAP) between different coolant temperatures and different drive speeds.

[0085] In this embodiment, during the pre-drag phase, after determining the target drag speed that matches the coolant temperature from the temperature and speed library according to the drag control strategy, the target drag speed is adjusted based on the friction torque.

[0086] Optionally, during the engine's pre-drag phase, according to the traction control strategy, the Hybrid Control Unit (HCU) retrieves the target traction speed from the MAP diagram based on the coolant temperature. Subsequently, the target traction speed is dynamically adjusted based on the engine's starting friction torque.

[0087] In this embodiment, the duration for which the adjusted target driving speed is maintained can be greater than or equal to a duration threshold. For example, the duration threshold can be, but is not limited to, 300ms or 301ms.

[0088] In this embodiment, after adjusting the target drag speed based on the friction torque, the motor outputs drag torque to control the engine drag by using the coolant temperature and the adjusted target drag speed. This achieves the purpose of triggering the motor to control the engine drag, thereby realizing the technical effect of improving the drag efficiency of the engine.

[0089] Optionally, controlling the motor to increase the output torque can drive the engine to a target driving speed and stabilize the engine speed at that target driving speed for 300ms. For example, the increase can be 0.5~1.0N. Any value within the m / s interval.

[0090] The following description further explains the steps of the embodiment described above, in the ignition stage, in accordance with the ignition compensation control strategy in the start-up control strategy, to trigger the motor to start at a certain speed and position to compensate for the ignition torque of the driven engine.

[0091] As an optional embodiment, during the ignition phase, according to the ignition compensation control strategy in the start-up control strategy, the motor is triggered to compensate for the ignition torque of the towed engine at the start-up speed and start-up position. This includes: during the ignition phase, in response to the start-up speed reaching a speed threshold and the start-up position reaching the crankshaft ignition position, comparing the ignition torque with the vehicle's required torque to obtain a comparison result; according to the ignition compensation control strategy, controlling the motor to output a first compensation torque corresponding to the comparison result; and using the first compensation torque to compensate for the ignition torque.

[0092] In this embodiment, the comparison results described above can be used to represent the fluctuating torque between the ignition torque and the required torque. For example, the comparison results can represent the torque difference between the engine's output torque and the vehicle's required torque during the ignition phase.

[0093] In this embodiment, the ignition position of the crankshaft can be the optimal ignition position of the crankshaft.

[0094] In this embodiment, during the ignition phase, in response to the starting speed reaching the speed threshold and the starting position reaching the ignition position of the crankshaft, the ignition torque and the vehicle's required torque are compared. After obtaining the comparison result, the motor outputs the first compensation torque corresponding to the comparison result according to the ignition compensation control strategy.

[0095] Optionally, during the engine's ignition coordination phase, the starting speed is compared with a speed threshold, and the starting position is compared with the ignition position. If the comparison shows that the starting speed reaches the speed threshold and the starting position reaches the crankshaft ignition position, the ignition torque is compared with the vehicle's required torque to obtain the comparison result. Then, according to the ignition compensation control strategy, the motor output is controlled to produce a first compensation torque corresponding to the above comparison result.

[0096] In this embodiment, after controlling the motor output to match the first compensation torque corresponding to the comparison result according to the ignition compensation control strategy, the ignition torque is compensated using the first compensation torque.

[0097] Optionally, the motor is controlled to compensate the engine's ignition torque using a first compensation torque corresponding to the torque difference. This achieves the purpose of triggering the motor to compensate for the engine's ignition torque after it has been driven, thereby realizing the technical effect of improving the compensation accuracy of the ignition torque.

[0098] For example, when the engine speed reaches the target value and the crankshaft is in the optimal ignition position, the engine injects fuel and ignites. Simultaneously, the electric motor compensates in real time for torque fluctuations generated at the moment of ignition, maintaining stable torque at the power coupling end. For instance, the compensation accuracy for such torque fluctuations can be ±0.3N. m.

[0099] The following description further explains the steps of triggering the motor to connect the starting torque according to the connection control strategy in the starting control strategy during the connection phase of the above embodiment, and controlling the engine to complete the start-up with the connection starting torque.

[0100] As an optional embodiment, during the connection phase, according to the connection control strategy in the start-up control strategy, the motor is triggered to connect the start-up torque, and the engine is controlled to complete the start-up with the connected start-up torque. This includes: during the connection phase, according to the connection control strategy, controlling the motor to attenuate the drag torque at an attenuation rate to a torque threshold; using the attenuated motor to connect the start-up torque to the vehicle's required torque at an increase rate consistent with the attenuation rate, and controlling the engine to complete the start-up with the connected required torque.

[0101] In this embodiment, the torque threshold can be, but is not limited to, 0.

[0102] In this embodiment, the aforementioned attenuation rate can also be referred to as the attenuation speed.

[0103] In this embodiment, the aforementioned acceleration speed can also be referred to as torque acceleration or speed increase.

[0104] In this embodiment, during the connection phase, according to the connection control strategy, the motor is controlled to reduce the driving torque to a torque threshold at a decay rate. Then, the motor, after decay, increases the starting torque to the vehicle's required torque at a rate consistent with the decay rate. Finally, the engine is controlled to start using the required torque.

[0105] Optionally, during the engine power engagement phase, according to the engagement control strategy, the motor is controlled to reduce the driving torque to a torque threshold at a decay rate. The motor, after decay, increases the torque at a rate consistent with the decay rate to engage the engine's starting torque to the vehicle's required torque. The engine is then controlled to start using the engaged required torque. This achieves the goal of triggering the motor to engage the starting torque and controlling the engine to start using the engaged starting torque, thereby improving the smoothness of engine startup.

[0106] For example, the engine's output torque is gradually increased to match the vehicle's required torque, while the MCU controls the motor's driving torque to decrease linearly and synchronously. The rate of decrease in driving torque matches the rate of increase in engine output torque, achieving seamless power delivery to the vehicle. For example, the decrease and increase rates mentioned above can be, but are not limited to, 1.0~1.5N. m / s.

[0107] The following description further explains the steps of the embodiment described above, in which, during the engine shutdown phase, the motor is triggered to perform a shutdown operation in coordination with the vehicle's power coupling terminal according to the shutdown control strategy, using target operating parameters matched by the shutdown control strategy.

[0108] As an optional embodiment, during the engine shutdown phase, according to the shutdown control strategy, the trigger motor, with target operating parameters matched to the shutdown control strategy, coordinates with the vehicle's power coupling end to control the engine to perform a shutdown operation. This includes: during the fuel cut-off phase, and according to the fuel cut-off compensation control strategy in the shutdown control strategy, triggering the engine to reduce the fuel injection quantity, triggering the motor to compensate for the engine's residual torque, and maintaining the output torque of the power coupling end at a torque threshold; during the buffering phase, according to the buffering control strategy in the shutdown control strategy, triggering the motor to buffer the compensated residual pressure in the engine cylinder at the shutdown speed; and during the moving phase, according to the crankshaft moving control strategy in the shutdown control strategy, triggering the motor to control the crankshaft to move from the shutdown position, and using the moved crankshaft and the power coupling end to coordinate the buffered engine shutdown.

[0109] In this embodiment, the shutdown phase may include a fuel cut-off phase, a buffer phase, and a movement phase. For example, the fuel cut-off phase may also be called a fuel cut-off pre-processing phase, the buffer phase may also be called an inertial buffer phase, and the movement phase may also be called a precise shutdown phase.

[0110] In this embodiment, the target operating condition parameters that match the shutdown control strategy may include: the fuel injection quantity of the engine, the shutdown speed of the crankshaft in the engine, and the shutdown position of the crankshaft.

[0111] In this embodiment, the crankshaft's stopping speed in the engine can be the crankshaft's speed during the buffer phase.

[0112] In this embodiment, the stopping position of the crankshaft can be the position of the crankshaft during the stopping phase.

[0113] In this embodiment, the torque threshold can be, but is not limited to, 0.

[0114] In this embodiment, the above-mentioned fuel cut-off compensation control strategy can be used to represent the method of triggering the motor to compensate for the residual torque of the engine and maintaining the output torque of the power coupling end at the torque threshold when the engine is triggered to reduce the amount of fuel injection during the fuel cut-off phase.

[0115] In this embodiment, after determining the target operating parameters that match the shutdown control strategy, during the fuel cut-off phase, and in accordance with the fuel cut-off compensation control strategy in the shutdown control strategy, the engine is triggered to reduce the amount of fuel injected, and the motor is triggered to compensate for the residual torque of the engine, and to maintain the output torque of the power coupling end at the torque threshold.

[0116] Optionally, during the engine fuel cut-off pretreatment stage, the second compensation torque corresponding to the residual torque output by the motor is controlled according to the above-mentioned fuel cut-off compensation control strategy. The output second compensation torque is used to compensate for the residual torque of the engine and to keep the output torque at the power coupling end at the torque threshold.

[0117] In this embodiment, the above-mentioned buffer control strategy can be used to represent the way in which, during the buffering phase, the motor is triggered to buffer the residual pressure in the engine cylinder after compensation according to the shutdown speed.

[0118] In this embodiment, during the fuel cut-off phase, according to the fuel cut-off compensation control strategy in the shutdown control strategy, when the engine is triggered to reduce the amount of fuel injection, the motor is triggered to compensate for the residual torque of the engine and to maintain the output torque at the power coupling end at the torque threshold. During the buffer phase, according to the buffer control strategy in the shutdown control strategy, the motor is triggered to buffer the residual pressure in the cylinder of the engine after compensation at the shutdown speed.

[0119] Optionally, during the engine's inertial buffering phase, the motor is controlled according to the above-mentioned buffering control strategy to adjust the damping torque according to the shutdown speed, and the adjusted damping torque is used to buffer the compensated residual pressure in the engine cylinder.

[0120] In this embodiment, the aforementioned crankshaft movement control strategy can be used to represent the method of triggering the motor during the shutdown phase, controlling the crankshaft to move from the shutdown position, and completing the shutdown by coordinating the moved crankshaft with the power coupling end to control the buffered engine.

[0121] In this embodiment, during the buffering phase, according to the buffering control strategy in the shutdown control strategy, the motor is triggered to buffer the residual pressure in the cylinder of the engine after the shutdown speed is adjusted. During the moving phase, according to the crankshaft moving control strategy in the shutdown control strategy, the motor is triggered to control the crankshaft to move from the shutdown position, and the engine after buffering is stopped by the coordinated control of the moved crankshaft and the power coupling end.

[0122] Optionally, during the precise engine shutdown phase, according to the aforementioned crankshaft movement control strategy, a motor is triggered to control the crankshaft to move from the shutdown position to the ideal shutdown position. The engine is then shut down by coordinating the movement of the crankshaft and the power coupling end with a preset torque (e.g., but not limited to, 0) to complete the buffering process. This achieves the goal of avoiding vehicle body vibration during the shutdown phase, thereby improving the smoothness of engine shutdown control.

[0123] The following description further explains the step of triggering the motor to compensate for the engine's residual torque when the engine reduces its fuel injection quantity during the fuel cut-off phase in accordance with the fuel cut-off compensation control strategy in the shutdown control strategy.

[0124] As an optional embodiment, during the fuel cut-off phase, and when the engine is triggered to reduce the fuel injection quantity according to the fuel cut-off compensation control strategy in the shutdown control strategy, the motor is triggered to compensate for the engine's residual torque, including: during the fuel cut-off phase, and when the engine is controlled to reduce the fuel injection quantity according to the fuel cut-off compensation control strategy, controlling the motor to output a second compensation torque corresponding to the residual torque; and using the second compensation torque to compensate for the residual torque.

[0125] In this embodiment, the second compensation torque can be a compensation torque that is equal in magnitude and opposite in direction to the residual torque of the engine.

[0126] In this embodiment, during the fuel cut-off phase, and in accordance with the fuel cut-off compensation control strategy, the engine is controlled to reduce the amount of fuel injected. After controlling the motor to output the second compensation torque corresponding to the residual torque, the residual torque is compensated using the second compensation torque.

[0127] Optionally, after the engine receives a shutdown command, the engine is controlled to gradually reduce the amount of fuel injected, and the motor output is controlled to produce a compensation torque that is equal in magnitude and opposite in direction to the engine's residual torque, while maintaining the output torque at the power coupling end at zero. This achieves the purpose of triggering the motor to compensate for the engine's residual torque, thereby realizing the technical effect of improving the compensation accuracy of residual torque.

[0128] The following description further explains the steps of the above embodiment, in the buffering phase, in accordance with the buffering control strategy in the shutdown control strategy, triggering the motor to buffer the residual pressure in the engine cylinder after compensation according to the shutdown speed.

[0129] As an optional embodiment, during the buffering phase, according to the buffering control strategy in the shutdown control strategy, the motor is triggered to buffer the residual pressure in the cylinder of the engine after compensation at the shutdown speed. This includes: during the buffering phase, according to the buffering control strategy, controlling the motor to adjust the damping torque according to the shutdown speed; controlling the motor to buffer the residual pressure in the cylinder with the adjusted damping torque.

[0130] In this embodiment, the damping torque can be any torque within the range of 0 to 5 N·m.

[0131] In this embodiment, the adjusted damping torque can be used to reduce the shutdown speed from idle to a speed threshold below idle.

[0132] In this embodiment, the aforementioned speed threshold can be, but is not limited to, 50 rpm.

[0133] In this embodiment, during the buffering phase, the motor is controlled according to the buffering control strategy. After adjusting the damping torque according to the shutdown speed, the motor uses the adjusted damping torque to buffer the residual pressure in the cylinder.

[0134] Optionally, after cutting off the fuel supply to the engine, the control motor dynamically adjusts the damping torque according to the crankshaft speed, and uses the dynamically adjusted damping torque to counteract the impact of residual pressure in the cylinder, thereby achieving the goal of making the engine speed drop smoothly, thus realizing the technical effect of improving the smoothness of the engine speed drop.

[0135] The following description further explains the steps of the above-described embodiment in the moving phase, namely, triggering the motor to control the crankshaft to move from the stop position according to the crankshaft movement control strategy in the stop control strategy, and completing the stop by coordinating the movement of the crankshaft with the power coupling end to control the buffered engine.

[0136] As an optional embodiment, during the movement phase, according to the crankshaft movement control strategy in the shutdown control strategy, the motor is triggered to control the crankshaft to move from the shutdown position, and the engine is stopped by coordinating the movement of the crankshaft and the power coupling end. This includes: during the movement phase, according to the crankshaft movement control strategy, controlling the motor to apply a shutdown torque to the crankshaft; controlling the crankshaft to move from the shutdown position to the ideal shutdown position of the crankshaft under the shutdown torque; and responding to the shutdown position reaching the ideal shutdown position, stopping the engine by coordinating the movement of the crankshaft and the power coupling end.

[0137] In this embodiment, the aforementioned stopping torque can be a small torque applied to the crankshaft, which is 0~1.5N. Any torque within the m-range.

[0138] In this embodiment, the ideal stopping position can be the optimal stopping position of the crankshaft during the stopping phase. For example, the optimal stopping position can be 30°CA before the top dead center of the compression stroke.

[0139] In this embodiment, during the movement phase, according to the crankshaft movement control strategy, the motor is controlled to apply a stopping torque to the crankshaft, and then the crankshaft is controlled to move from the stopping position to the ideal stopping position of the crankshaft with the stopping torque.

[0140] Optionally, during the precise engine shutdown phase, the motor is controlled to apply a small torque to the crankshaft according to the crankshaft movement control strategy, thereby controlling the crankshaft to move from the shutdown position to the optimal shutdown position with a small torque.

[0141] In this embodiment, after the crankshaft is moved from the stop position to the ideal stop position by controlling the stop torque, the engine is stopped by controlling the buffered crankshaft after the stop position is reached in response to the stop position being reached.

[0142] Optionally, during the precise engine shutdown phase, it is detected whether the shutdown position has reached the optimal shutdown position. If the optimal shutdown position is detected, the engine and power coupling end are coordinated to complete the shutdown by controlling the crankshaft that has been moved to the optimal shutdown position. This achieves the purpose of avoiding speed rebound, thereby realizing the technical effect of improving the smoothness of engine shutdown control.

[0143] The following description further explains the steps of determining the control strategy for the engine and the vehicle's electric motor based on the type of control command for the engine, and determining the target operating parameters that match the control strategy from the set of operating parameters.

[0144] As an optional embodiment, step S204 involves determining a control strategy for the engine and the vehicle's electric motor based on the type of control command for the engine, and determining target operating parameters matching the control strategy from a set of operating parameters. This includes: in response to a start command type and the engine being in the start-up phase, determining the control strategy as a start-up control strategy, and determining the target operating parameters matching the start-up control strategy from the set of operating parameters as the engine's coolant temperature, friction torque, start-up speed, start-up position of the crankshaft in the engine, and start-up torque; in response to a stop command type and the engine being in the stop-up phase, determining the control strategy as a stop-up control strategy, and determining the target operating parameters matching the stop-up control strategy from the set of operating parameters as the engine's fuel injection quantity, stop-up speed of the crankshaft in the engine, and stop-up position of the crankshaft.

[0145] In this embodiment, after obtaining the set of operating parameters of the engine used to control the vehicle, in response to the type being a start command and the engine being in the start-up phase, the control strategy is determined to be a start-up control strategy, and from the set of operating parameters, the target operating parameters that match the start-up control strategy are determined to be the engine coolant temperature, friction torque, start-up speed, start-up position of the crankshaft in the engine, and start-up torque.

[0146] Optionally, by performing type identification on the engine control commands, the type of control command can be obtained, and the engine's current operating condition stage can be acquired. If the control command type is identified as a start-up command type, and the aforementioned operating condition stage is the start-up stage, then the control strategy is determined to be a start-up control strategy. Furthermore, from the set of operating condition parameters, the target operating condition parameters matching the start-up control strategy are determined as the engine's coolant temperature, friction torque, start-up speed, start-up position of the crankshaft in the engine, and start-up torque. This achieves the goal of determining the target operating condition parameters matching the start-up control strategy, thereby realizing the technical effect of improving the accuracy of the target operating condition parameters.

[0147] In this embodiment, after obtaining the set of operating parameters of the engine used to control the vehicle, in response to the type being a stop command and the engine being in the stop phase, the control strategy is determined to be a stop control strategy, and from the set of operating parameters, the target operating parameters that match the stop control strategy are determined to be the engine's fuel injection quantity, the engine's crankshaft stop speed, and the crankshaft stop position.

[0148] Optionally, by performing type identification on the engine control commands, the type of control command can be obtained, and the engine's current operating condition stage can be acquired. If the control command type is identified as a shutdown command type, and the aforementioned operating condition stage is a shutdown stage, then the control strategy is determined to be a shutdown control strategy. Furthermore, from the set of operating condition parameters, the target operating condition parameters matching the shutdown control strategy are determined to be the engine's fuel injection quantity, the crankshaft's shutdown speed, and the crankshaft's shutdown position. This achieves the goal of determining the target operating condition parameters matching the shutdown control strategy, thereby improving the accuracy of the target operating condition parameters.

[0149] In this embodiment of the application, when controlling the vehicle engine, based on the acquisition of the operating condition parameter set and the determination of the control strategy, a target operating condition parameter matching the control strategy can be determined from the above operating condition parameter set. According to the determined control strategy, the motor can be triggered to control the engine to work with the above target operating condition parameter, thereby achieving the purpose of avoiding vehicle body vibration, thus solving the technical problem of low smoothness of vehicle engine control, and thus achieving the technical effect of improving the smoothness of vehicle engine control.

[0150] The technical solutions of the embodiments of this application will be illustrated below with reference to preferred embodiments.

[0151] Currently, engine start-stop control for hybrid vehicles often employs one of the following strategies: traditional electric motor-assisted start-stop strategy, speed closed-loop control start-stop strategy, and torque compensation start-stop strategy.

[0152] However, regardless of which strategy is used to control the engine start-stop, not only is a sudden torque spike likely to occur during the initial engine startup, but a power delivery gap is also likely to appear during the start-stop transition. This causes vehicle vibration, resulting in a technical problem of poor engine control smoothness.

[0153] However, this application proposes a vehicle engine control method. When controlling the vehicle engine, based on obtaining the operating condition parameter set and determining the control strategy, a target operating condition parameter matching the control strategy can be determined from the operating condition parameter set. According to the determined control strategy, the motor can be triggered to control the engine to work with the target operating condition parameter, thereby achieving the purpose of avoiding vehicle body vibration, thus solving the technical problem of low smoothness of vehicle engine control, and further achieving the technical effect of improving the smoothness of vehicle engine control.

[0154] In this embodiment, the hybrid vehicle's engine control system executes an engine control method that allows for engine start-up via layered motor control during the engine start-up phase, and engine shutdown via coordinated motor and power coupling during the engine shutdown phase. For example, Figure 3 This is a schematic diagram of an engine control system for a hybrid vehicle according to an embodiment of this application, such as... Figure 3 As shown, the system 300 may include: a full-condition parameter sensing module 301, a start-stop timing intelligent decision-making module 302, a start-up phase hierarchical control module 303, and a stop-up phase collaborative control module 304. The start-up phase hierarchical control module 303 may include: a pre-drag phase control submodule 3031, an ignition coordination phase control submodule 3032, and a power connection phase control submodule 3033. The stop-up phase collaborative control module 304 may include: a fuel cut-off pre-processing phase control submodule 3041, an inertial buffer phase control submodule 3042, and a precise stop-up phase control submodule 3043.

[0155] In this embodiment, the aforementioned full-condition parameter sensing module 301 can be used to collect full-condition parameters in real time. These full-condition parameters may include at least one of the following: engine speed, crankshaft position, coolant temperature, engine oil temperature, power battery SOC value, vehicle torque demand, and transmission gear position signal, etc. For example, the sampling frequency of the aforementioned full-condition parameters is ≥100Hz, and the aforementioned full-condition parameters can be transmitted to the HCU via a Controller Area Network (CAN) bus.

[0156] Optionally, the hardware configuration of the above-mentioned full-condition parameter sensing module 301 can be as follows: a crankshaft position sensor with an accuracy of ±0.1°CA, a speed sensor with an error of ≤5rpm, a water temperature / oil temperature sensor with a range of -40℃ to 150℃, a SOC sensor with an accuracy of ±1%, and a torque sensor (measurement range 0~200N·m, accuracy ±0.2N·m).

[0157] Optionally, the hardware configuration of the HCU can be as follows: a 32-bit high-performance HCU with an operation frequency of ≥150MHz, supporting CAN 2.0B bus communication, and a response latency of ≤8ms.

[0158] In this embodiment, the intelligent start-stop timing decision module 302 can be used to determine the triggering conditions for start-stop based on the collected full-condition parameters. The start-stop can include: active start-stop (power demand switching) and passive start-stop (SOC threshold, fault protection). The intelligent start-stop timing decision module 302 can also be used to calibrate the seamless start-stop range, for example, the seamless start-stop range being 0~80N of the vehicle's required torque. When the vehicle speed is between 10 and 120 km / h, the start-stop process within this range will be forced to use the contactless control logic.

[0159] In this embodiment, the pre-drag stage control submodule 3031 can be used to start the motor at a speed of 0.5~1.0N after the MCU receives the start command. The torque output is increased by m / s, and the target driving speed is dynamically adjusted according to the engine's starting friction torque, thereby eliminating sudden torque changes during the initial start-up phase. For example, the target driving speed can be as follows: 350~400 rpm for a cold engine and 280~320 rpm for a hot engine.

[0160] Optionally, the hardware configuration of the MCU can be as follows: adopting vector control, torque control accuracy ±0.3N·m, and response time ≤10ms.

[0161] In this embodiment, the aforementioned ignition coordination stage control submodule 3032 can be used to initiate engine fuel injection and ignition when the engine speed reaches the target value and the crankshaft is in the optimal ignition position. Simultaneously, the electric motor compensates for torque fluctuations generated by the engine at the moment of ignition in real time, maintaining stable torque at the power coupling end. For example, the compensation accuracy for the aforementioned torque fluctuations can be ±0.3N. m.

[0162] Optionally, the hardware configuration for the power coupling end can be as follows: the power coupling end adopts a wet dual-clutch structure with a engagement response time ≤50ms.

[0163] Alternatively, the engine hardware configuration can be as follows: the engine is a 2.0L Miller cycle engine that supports precise fuel injection and ignition control.

[0164] In this embodiment, the aforementioned power transition control submodule 3033 can be used to gradually increase the engine's output torque to match the vehicle's required torque, while the MCU controls the motor's driving torque to decrease linearly and synchronously. The rate of decrease in driving torque is consistent with the rate of increase in engine output torque, achieving seamless power transition for the vehicle. For example, the decrease and increase rates can be, but are not limited to, 1.0~1.5N. m / s.

[0165] Optionally, the hardware configuration of the motor can be as follows: the drive motor adopts a permanent magnet synchronous motor with a peak torque ≥80N·m and a continuous torque ≥30N·m.

[0166] In this embodiment, the aforementioned fuel cut-off pretreatment stage control submodule 3041 can, after the engine receives a shutdown command, gradually reduce the amount of fuel injected by the engine, output a compensating torque from the motor that is equal in magnitude but opposite in direction to the residual torque of the engine, and maintain the output torque at the power coupling end at zero.

[0167] In this embodiment, the aforementioned inertial buffer stage control submodule 3042 can, after the engine's fuel supply is cut off, dynamically adjust the damping torque (e.g., 0~5N) according to the crankshaft speed using the motor. (m) to counteract the impact of residual pressure in the cylinder, thereby achieving the goal of smoothly reducing the engine speed to below 50 rpm and adjusting the engine speed at a rate ≤10 rpm / s.

[0168] In this embodiment, the aforementioned precise stopping phase control submodule 3043 can combine the crankshaft position signal with the motor applying a micro-torque (0~1.5N). m) Controlling the crankshaft to stop at the optimal position, thereby avoiding speed rebound. For example, the optimal position for the crankshaft to stop is 30°CA before the top dead center of the compression stroke.

[0169] In this embodiment, by implementing the engine control method for hybrid vehicles, the engine can be started by hierarchical control of the motor during the engine start-up phase, and stopped by coordinated control of the motor and power coupling terminal during the engine shutdown phase. For example, Figure 4 This is a flowchart of an engine control method for a hybrid vehicle according to an embodiment of this application, such as... Figure 4 As shown, the method may include the following steps.

[0170] Step S401: The target driving speed is called by the hybrid vehicle controller.

[0171] In the technical solution provided in step S401 of this application, the HCU calls the target speed from the MAP chart based on the water temperature, and the motor operates at 0.5~1.0 N. The output torque is increased by m / s, driving the engine to the target driving speed and stabilizing it for 300ms.

[0172] In this embodiment, bench tests were conducted at different water temperatures (e.g., -40℃, -20℃, 0℃, 25℃, 80℃, 105℃, etc.) and different required torques (e.g., 0, 50, 100, 150N). Under different operating conditions (e.g., 10%, 30%, 50%, 80%, 100%), parameters such as pre-drive speed, torque increase rate, and compensation torque range were tested and calibrated. Based on the calibrated parameters, a MAP diagram was created and stored in the HCU.

[0173] After the target driving speed is called by the hybrid vehicle controller, step S402 is executed, in which the crankshaft position sensor identifies the optimal ignition position, and the motor controller controls the motor to output compensating torque to counteract the torque fluctuation of the engine.

[0174] After the crankshaft position sensor identifies the optimal ignition position and the motor controller controls the motor to output compensating torque to counteract engine torque fluctuations, step S403 is executed, with the engine torque set at 1.0~1.5N. The increase in speed (m / s) and the linear decrease in motor torque.

[0175] In the technical solution provided by step S403 of this application, the engine torque is 1.0~1.5N. As the speed increase increases to the required torque, the motor torque linearly decreases to zero.

[0176] With engine torque ranging from 1.0 to 1.5 N. After the speed increase of m / s and the linear decay of the motor torque, step S404 is executed. During the fuel cut-off pretreatment stage of the engine, the amount of fuel injected by the engine is controlled to be linearly reduced to zero, and the motor outputs reverse compensation torque is controlled.

[0177] During the engine's fuel cut-off pretreatment phase, after controlling the engine's fuel injection quantity to linearly decrease to zero and controlling the motor to output reverse compensation torque, step S405 is executed. During the engine's inertial buffer phase, the damping torque is dynamically adjusted to make the engine speed smoothly decrease from idle speed to 50 rpm, and the engine speed adjustment rate is ≤10 rpm / s.

[0178] During the engine's inertial buffering phase, the damping torque is dynamically adjusted to smoothly reduce the engine speed from idle to 50 rpm, and the engine speed adjustment rate is ≤10 rpm / s. Then, step S406 is executed, and during the engine's precise shutdown phase, the electric motor applies 0~1.5N. A small torque is used to control the crankshaft to stop at the CA position 30° before the top dead center of the compression stroke.

[0179] In this embodiment, when controlling the vehicle's engine, based on the acquisition of the operating condition parameter set and the determination of the control strategy, a target operating condition parameter matching the control strategy can be determined from the aforementioned operating condition parameter set. According to the determined control strategy, the motor can be triggered to control the engine to work with the aforementioned target operating condition parameter, thereby achieving the purpose of avoiding vehicle body vibration, thus solving the technical problem of low smoothness of vehicle engine control, and further achieving the technical effect of improving the smoothness of vehicle engine control.

[0180] According to another aspect of the embodiments of this application, corresponding to the above-described embodiments of the vehicle engine control method, an embodiment of a vehicle engine control system is provided, which is used to execute the vehicle engine control method. Figure 5 This is a structural block diagram of a vehicle engine control system according to an embodiment of this application, such as... Figure 5 As shown, the engine control system 500 of the vehicle may include: a vehicle controller 501, an engine 502, and a motor 503.

[0181] The vehicle controller 501 is used to acquire a set of operating parameters for controlling the engine.

[0182] The vehicle controller 501 is also used to determine the control strategy for the motors of the engine and the vehicle based on the type of control command for the engine, and to determine the target operating parameters that match the control strategy from the set of operating parameters.

[0183] In the technical solution provided by the vehicle controller 501 in this application, the matching degree between the target operating condition parameters and the control strategy is higher than the matching degree between the operating condition parameters other than the target operating condition parameters and the control strategy in the operating condition parameter set.

[0184] In this embodiment, the vehicle controller can be a hybrid vehicle controller (HCU).

[0185] In this embodiment, the HCU can acquire a set of operating parameters for controlling the vehicle's engine. The HCU performs type identification on the engine control commands to determine their type. Based on the type of the control command, it can then determine whether the control strategy is a start-up control strategy or a stop-down control strategy. If the control strategy is a start-up control strategy, target operating parameters matching the start-up control strategy can be determined from the acquired set of operating parameters. If the control strategy is a stop-down control strategy, target operating parameters matching the stop-down control strategy can be determined from the acquired set of operating parameters.

[0186] Engine 502 is used to operate with target operating parameters under the control of the electric motor according to the control strategy.

[0187] In the technical solution provided by engine 502 in this application, during the operating phase, it can be controlled by the electric motor to operate with target operating parameters that match the control strategy. For example, during the start-up phase, it is controlled in stages by the electric motor to operate with target operating parameters that match the start-up control strategy. Alternatively, during the shutdown phase, it is controlled collaboratively by the electric motor and the vehicle's power coupling end to operate with target operating parameters that match the shutdown control strategy.

[0188] In the vehicle engine control system 500 of this application, the engine can acquire a set of operating parameters for controlling the engine of the vehicle; based on the type of control command for the engine, a control strategy for the motor of the engine and the vehicle is determined, and a target operating parameter matching the control strategy is determined from the set of operating parameters; the engine can operate with the target operating parameter under the control of the motor according to the control strategy, thereby achieving the purpose of avoiding vehicle body vibration, thus solving the technical problem of low smoothness of vehicle engine control, and thus achieving the technical effect of improving the smoothness of vehicle engine control.

[0189] According to another aspect of the embodiments of this application, corresponding to the embodiments of the above-described vehicle engine control method, the embodiments of this application also provide a vehicle engine control device. Figure 6 This is a structural block diagram of a vehicle engine control device according to an embodiment of this application, such as... Figure 6 As shown, the engine control unit 600 of the vehicle may include: an acquisition unit 602, a determination unit 604, and a control unit 606.

[0190] The acquisition unit 602 is used to acquire a set of operating parameters of the engine used to control the vehicle.

[0191] The determining unit 604 is used to determine a control strategy for the engine and the vehicle's electric motor based on the type of control command for the engine, and to determine a target operating condition parameter that matches the control strategy from the set of operating condition parameters, wherein the matching degree between the target operating condition parameter and the control strategy is higher than the matching degree between the operating condition parameters other than the target operating condition parameter and the control strategy in the set of operating condition parameters.

[0192] The control unit 606 is used to trigger the motor to control the engine operation according to the control strategy and the target operating parameters.

[0193] Optionally, the control strategy includes: a start-up control strategy for the engine and the electric motor, and a stop-up control strategy for the engine and the electric motor. The control unit 606 may include: a start-up control module, used to trigger the electric motor in stages to control the engine to perform a start-up operation according to the start-up control strategy and target operating parameters matched with the start-up control strategy during the engine start-up phase; and a stop-up control module, used to trigger the electric motor in stages to coordinate with the vehicle's power coupling end to control the engine to perform a stop-up operation according to the stop-up control strategy and target operating parameters matched with the stop-up control strategy during the engine stop-up phase.

[0194] Optionally, the starting phase includes a pre-drag phase, an ignition phase, and a connection phase. The target operating parameters matched with the starting control strategy include: engine coolant temperature, friction torque, starting speed, starting position of the crankshaft in the engine, and starting torque. The starting control module may include: a dragging submodule, used to trigger the motor to control engine dragging according to the dragging control strategy in the starting control strategy during the pre-drag phase, based on the coolant temperature and friction torque; a first compensation submodule, used to trigger the motor to compensate the ignition torque of the dragged engine according to the ignition compensation control strategy in the starting control strategy during the ignition phase, based on the starting speed and starting position; and a connection submodule, used to trigger the motor to connect the starting torque according to the connection control strategy in the starting control strategy during the connection phase, and to control the engine to complete the start-up with the connected starting torque.

[0195] Optionally, the dragging submodule can trigger the motor to control the engine under the coolant temperature and friction torque during the pre-drag phase by performing the following steps, according to the drag control strategy in the startup control strategy: During the pre-drag phase, according to the drag control strategy, a target dragging speed matching the coolant temperature is determined from the temperature and speed library, wherein the temperature and speed library includes different dragging speeds matching different coolant temperatures, and the different dragging speeds include the target dragging speed; the target dragging speed is adjusted based on the friction torque; and the engine dragging is controlled by outputting dragging torque through the motor, with the coolant temperature and the adjusted target dragging speed, wherein the holding time of the adjusted target dragging speed is greater than or equal to a duration threshold.

[0196] Optionally, the first compensation submodule can perform the following steps during the ignition phase to trigger the motor according to the ignition compensation control strategy in the start-up control strategy, and compensate for the ignition torque of the towed engine at the start-up speed and start-up position: During the ignition phase, in response to the start-up speed reaching the speed threshold and the start-up position reaching the crankshaft ignition position, the ignition torque and the vehicle's required torque are compared to obtain a comparison result; according to the ignition compensation control strategy, the motor outputs the first compensation torque corresponding to the comparison result; and the first compensation torque is used to compensate for the ignition torque.

[0197] Optionally, the connection submodule can perform the following steps to trigger the motor connection start torque according to the connection control strategy in the start control strategy during the connection phase, and control the engine to complete the start at the start torque after connection: During the connection phase, according to the connection control strategy, control the motor to reduce the drag torque at a decay rate to the torque threshold; through the decayed motor, increase the start torque to the vehicle's required torque at a rate consistent with the decay rate, and control the engine to complete the start at the required torque after connection.

[0198] Optionally, the shutdown phase includes: a fuel cut-off phase, a buffer phase, and a moving phase. The target operating parameters matched with the shutdown control strategy include: the engine's fuel injection quantity, the crankshaft's shutdown speed, and the crankshaft's shutdown position. The shutdown control module may include: a second compensation submodule, used to trigger the motor to compensate for the engine's residual torque and maintain the output torque at the power coupling end at a torque threshold when the engine reduces its fuel injection quantity during the fuel cut-off phase, in accordance with the fuel cut-off compensation control strategy in the shutdown control strategy; a buffer submodule, used to trigger the motor to buffer the engine's in-cylinder residual pressure at the shutdown speed during the buffer phase, in accordance with the buffer control strategy in the shutdown control strategy; and a shutdown submodule, used to trigger the motor to control the crankshaft to move from the shutdown position and, through the coordinated control of the moved crankshaft and the power coupling end, complete the shutdown of the buffered engine.

[0199] Optionally, the second compensation submodule can trigger the motor to compensate for the engine's residual torque by performing the following steps during the fuel cut-off phase, and when the engine is triggered to reduce the fuel injection quantity according to the fuel cut-off compensation control strategy in the shutdown control strategy: during the fuel cut-off phase, and when the engine is controlled to reduce the fuel injection quantity according to the fuel cut-off compensation control strategy, the motor is controlled to output the second compensation torque corresponding to the residual torque; the second compensation torque is used to compensate for the residual torque.

[0200] Optionally, the buffer submodule can perform the following steps to trigger the motor to buffer the compensated residual pressure in the engine cylinder according to the buffer control strategy in the shutdown control strategy during the buffering phase: during the buffering phase, according to the buffer control strategy, the motor is controlled to adjust the damping torque according to the shutdown speed, wherein the adjusted damping torque is used to reduce the shutdown speed from idle speed to a speed threshold below idle speed; the motor is controlled to buffer the residual pressure in the cylinder with the adjusted damping torque.

[0201] Optionally, the shutdown submodule can perform the following steps to trigger the motor and control the crankshaft to move from the shutdown position according to the crankshaft movement control strategy in the shutdown control strategy during the movement phase, and to complete the shutdown by controlling the buffered engine through the moved crankshaft: During the movement phase, according to the crankshaft movement control strategy, control the motor to apply shutdown torque to the crankshaft; control the crankshaft to move from the shutdown position to the ideal shutdown position of the crankshaft with the shutdown torque; in response to the shutdown position reaching the ideal shutdown position, complete the shutdown by coordinating the moved crankshaft with the power coupling end to control the buffered engine.

[0202] Optionally, the determining unit 604 may include: a first determining module, configured to determine a starting control strategy in response to a start command type and the engine being in the starting phase, and to determine target operating parameters matching the starting control strategy from a set of operating parameters, namely, the engine's coolant temperature, friction torque, starting speed, starting position of the crankshaft in the engine, and starting torque; and a second determining module, configured to determine a stopping control strategy in response to a stop command type and the engine being in the stopping phase, and to determine target operating parameters matching the stopping control strategy from a set of operating parameters, namely, the engine's fuel injection quantity, the stopping speed of the crankshaft in the engine, and the stopping position of the crankshaft.

[0203] In this embodiment, the vehicle's engine control device includes the following units: an acquisition unit for acquiring a set of operating parameters for controlling the vehicle's engine; a determination unit for determining a control strategy for the engine and the vehicle's electric motor based on the type of control command for the engine, and for determining a target operating parameter from the set of operating parameters that matches the control strategy, wherein the matching degree between the target operating parameter and the control strategy is higher than the matching degree between the operating parameters in the set of operating parameters other than the target operating parameter and the control strategy; and a control unit for triggering the electric motor to control the engine to operate according to the control strategy and the target operating parameter, thereby achieving the goal of avoiding vehicle body vibration, thus solving the technical problem of low smoothness of vehicle engine control, and further achieving the technical effect of improving the smoothness of vehicle engine control.

[0204] Embodiments of this application also provide an electronic device, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0205] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0206] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0207] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0208] Embodiments of this application also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of this application.

[0209] Embodiments of this application also provide a vehicle that includes the electronic devices described in this application.

[0210] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0211] According to an embodiment of this application, an electronic device is also provided. Figure 7 This is a schematic diagram of an electronic device according to an embodiment of this application, such as... Figure 7 As shown, the electronic device 700 may include a memory 710 and a processor 720, wherein the memory 710 is used to store an executable program; and the processor 720 is used to run the program stored in the memory 710, and the program executes the method of this application when it runs.

[0212] In this application, "multiple" refers to two or more.

[0213] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0214] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0215] In this application, the term "and / or" 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, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0216] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided. The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device on which the computer-readable storage medium is located to perform the device control method for the vehicle in the embodiment.

[0217] Computer-readable storage media, also known as computer storage media, may include data signals propagated in baseband or as part of a carrier wave, carrying readable program code. These propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable storage media can transmit, propagate, or transfer programs for use by or in conjunction with an instruction execution system, apparatus, or device.

[0218] The program code contained in a computer-readable storage medium may be transmitted using any suitable medium, including but not limited to wireless, wired, optical fiber, radio frequency, or any suitable combination thereof.

[0219] In the embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0220] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs. Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated units described above can be implemented in hardware or as software functional units.

[0221] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0222] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for controlling a vehicle's engine, characterized in that, include: Obtain a set of operating parameters for controlling the engine of the vehicle; Based on the type of control command for the engine, a control strategy for the motors of the engine and the vehicle is determined, and a target operating condition parameter matching the control strategy is determined from the set of operating condition parameters, wherein the matching degree between the target operating condition parameter and the control strategy is higher than the matching degree between the operating condition parameters in the set of operating condition parameters other than the target operating condition parameter and the control strategy. According to the control strategy, the motor is triggered to control the engine to work with the target operating parameters.

2. The method according to claim 1, characterized in that, The control strategy includes: a start-up control strategy for the engine and the motor, and a shutdown control strategy for the engine and the motor, wherein, according to the control strategy, triggering the motor to control the engine to operate with the target operating parameters includes: During the engine start-up phase, in accordance with the start-up control strategy, the motor is triggered to control the engine to perform start-up operations in stages using the target operating parameters that match the start-up control strategy. During the engine shutdown phase, in accordance with the shutdown control strategy, the motor is triggered to control the engine to perform a shutdown operation in coordination with the vehicle's power coupling terminal using the target operating parameters that match the shutdown control strategy.

3. The method according to claim 2, characterized in that, The starting phase includes a pre-dragging phase, an ignition phase, and a transition phase. The target operating parameters matching the starting control strategy include: the engine's coolant temperature, friction torque, starting speed, the starting position of the crankshaft in the engine, and the starting torque. During the engine starting phase, according to the starting control strategy, the motor is triggered to control the engine to perform a starting operation in stages using the target operating parameters matching the starting control strategy, including: During the pre-drag phase, the motor is triggered to control the engine dragging according to the drag control strategy in the start-up control strategy, based on the coolant temperature and the friction torque. During the ignition phase, according to the ignition compensation control strategy in the start control strategy, the motor is triggered to compensate for the ignition torque of the engine after being dragged by the engine at the start speed and the start position. During the connection phase, in accordance with the connection control strategy in the start control strategy, the motor is triggered to connect the start torque, and the engine is controlled to complete the start with the connected start torque.

4. The method according to claim 3, characterized in that, In the pre-drag phase, according to the drag control strategy in the start-up control strategy, the motor is triggered to control the engine drag using the coolant temperature and the friction torque, including: In the pre-drag phase, according to the drag control strategy, a target drag speed matching the coolant temperature is determined from the temperature and speed library, wherein the temperature and speed library includes different drag speeds matching different coolant temperatures, and the different drag speeds include the target drag speed; Based on the frictional torque, adjust the target drag speed; The motor outputs a driving torque, and the engine drives the engine by controlling the coolant temperature and the adjusted target driving speed, wherein the duration of maintaining the adjusted target driving speed is greater than or equal to a duration threshold.

5. The method according to claim 3, characterized in that, During the ignition phase, according to the ignition compensation control strategy in the start-up control strategy, the motor is triggered to compensate for the ignition torque of the engine after being dragged, at the start-up speed and the start-up position, including: During the ignition phase, in response to the starting speed reaching the speed threshold and the starting position reaching the ignition position of the crankshaft, the ignition torque and the required torque of the vehicle are compared to obtain a comparison result; According to the ignition compensation control strategy, the motor output is controlled to correspond to the first compensation torque of the comparison result; The ignition torque is compensated using the first compensation torque.

6. The method according to claim 3, characterized in that, During the connection phase, according to the connection control strategy in the start-up control strategy, the motor is triggered to connect with the start-up torque, and the engine is controlled to complete the start-up using the connected start-up torque, including: During the connection phase, the motor is controlled according to the connection control strategy to reduce the driving torque to a torque threshold at a decay rate. By using the attenuated motor to increase its speed in line with the attenuation rate, the starting torque is connected to the required torque of the vehicle, and the engine is controlled to start using the connected required torque.

7. The method according to claim 2, characterized in that, The shutdown phase includes: a fuel cut-off phase, a buffer phase, and a movement phase. The target operating condition parameters matching the shutdown control strategy include: the shutdown speed of the crankshaft in the engine and the shutdown position of the crankshaft. During the engine shutdown phase, according to the shutdown control strategy, the motor is triggered to coordinate with the vehicle's power coupling end to control the engine to perform a shutdown operation using the target operating condition parameters matching the shutdown control strategy. This includes: During the fuel cut-off phase, and in accordance with the fuel cut-off compensation control strategy in the shutdown control strategy, if the engine is triggered to reduce the fuel injection quantity, the motor is triggered to compensate for the residual torque of the engine and maintain the output torque of the power coupling end at the torque threshold. During the buffering phase, the motor is triggered to buffer the residual pressure in the engine cylinder after compensation, according to the buffering control strategy in the shutdown control strategy. During the moving phase, the motor is triggered according to the crankshaft moving control strategy in the shutdown control strategy to control the crankshaft to move from the shutdown position, and the engine is stopped by coordinating the moved crankshaft with the power coupling end to control the buffered engine.

8. The method according to claim 7, characterized in that, During the fuel cut-off phase, and in accordance with the fuel cut-off compensation control strategy in the shutdown control strategy, if the engine is triggered to reduce the fuel injection quantity, the electric motor is triggered to compensate for the engine's residual torque, including: During the fuel cut-off phase, and in accordance with the fuel cut-off compensation control strategy, the engine is controlled to reduce the fuel injection quantity, while the motor is controlled to output the second compensation torque corresponding to the residual torque. The residual torque is compensated using the second compensation torque.

9. The method according to claim 7, characterized in that, During the buffering phase, according to the buffering control strategy in the shutdown control strategy, the motor is triggered to buffer the compensated residual pressure in the engine cylinder according to the shutdown speed, including: During the buffering phase, the motor is controlled according to the buffering control strategy, and the damping torque is adjusted according to the stopping speed. The adjusted damping torque is used to reduce the stopping speed from idle speed to a speed threshold below the idle speed. The motor is controlled to adjust the damping torque to buffer the residual pressure inside the cylinder.

10. The method according to claim 7, characterized in that, During the moving phase, according to the crankshaft movement control strategy in the shutdown control strategy, the motor is triggered to control the crankshaft to move from the shutdown position, and the engine is stopped by coordinating the moved crankshaft with the power coupling end to complete the buffering process. This includes: During the movement phase, the motor is controlled according to the crankshaft movement control strategy to apply a stopping torque to the crankshaft; The crankshaft is controlled to move from the stop position to the ideal stop position of the crankshaft at the stop torque; In response to the engine reaching the ideal stopping position, the engine is stopped by coordinating the movement of the crankshaft and the power coupling end to control the buffered engine.

11. The method according to any one of claims 1 to 10, characterized in that, Based on the type of control command for the engine, a control strategy for the engine and the vehicle's electric motor is determined, and target operating parameters matching the control strategy are determined from the set of operating parameters, including: In response to the type being a start command type and the engine being in the start-up phase, the control strategy is determined to be a start-up control strategy, and from the set of operating parameters, the target operating parameters that match the start-up control strategy are determined to be the engine's coolant temperature, friction torque, start-up speed, start-up position of the crankshaft in the engine, and start-up torque. In response to the fact that the type is a shutdown command type and the engine is in the shutdown phase, the control strategy is determined to be a shutdown control strategy, and the target operating parameters that match the shutdown control strategy are determined from the set of operating parameters as the fuel injection quantity of the engine, the shutdown speed of the crankshaft in the engine, and the shutdown position of the crankshaft.

12. An engine control system for a vehicle, characterized in that, The system includes: an engine, a vehicle controller, and a motor, wherein, The vehicle controller is used to acquire a set of operating parameters for controlling the engine; The vehicle controller is further configured to determine a control strategy for the engine and the vehicle's motor based on the type of control command for the engine, and to determine a target operating condition parameter that matches the control strategy from the set of operating condition parameters, wherein the matching degree between the target operating condition parameter and the control strategy is higher than the matching degree between the operating condition parameters in the set of operating condition parameters other than the target operating condition parameter and the control strategy. The engine is configured to operate under the control of the motor according to the control strategy and with the target operating parameters.

13. An electronic device, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 11.

14. A vehicle, characterized in that, include: The electronic device as claimed in claim 13.

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