Engine start control method, device, medium and vehicle

Abstract

The application discloses an engine starting control method and device, a medium and a vehicle. The application is applied to a vehicle. The vehicle comprises an engine and a suspension system connected with the engine and a vehicle body. The method comprises the following steps: in the case that an engine starting request is received, it is determined whether the engine meets a preset starting condition. The preset starting condition at least comprises that a risk probability is within a preset probability range. The risk probability is used for representing the probability that the suspension system cannot bear the starting impact of the engine. If the engine meets the preset starting condition, the engine is started. The technical scheme provided by the application can reduce the driving impact feeling, improve the riding comfort, and increase the service life of the suspension system.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, and in particular relates to an engine starting control method, device, medium and vehicle. Background Technology

[0002] In hybrid vehicles, the engine needs to frequently start and stop depending on operating conditions to achieve optimal energy efficiency. However, the engine start-up process, especially the process of the electric motor quickly driving the engine to the target speed and igniting it, generates significant torque fluctuations and inertial shocks. These shocks are transmitted to the vehicle body through the powertrain mounting system, easily causing uncomfortable vibrations and noise.

[0003] Existing technologies mainly focus on optimizing the engine's own start-up control strategy, such as optimizing the ignition angle and fuel injection quantity, or the electric motor drag curve to reduce the source excitation; however, they do not take into account the real-time buffering capacity of the suspension system, which means that when the vehicle is under intense driving conditions (such as rapid acceleration uphill, high-speed cornering, or driving over bumpy roads), it will still cause a severe impact, which will damage the ride comfort and even affect the life of the suspension system.

[0004] Therefore, those skilled in the art need a method to solve the above-mentioned technical problems. Summary of the Invention

[0005] The embodiments of this application provide an engine start control method, device, medium, and vehicle that can solve the problems of severe impact, reduced ride comfort, and reduced lifespan of the suspension system caused by existing control methods.

[0006] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part from practice of this application.

[0007] According to one aspect of the embodiments of this application, an engine starting control method is provided, applied to a vehicle, the vehicle including an engine and a suspension system connecting the engine and the vehicle body, the method comprising: Upon receiving an engine start request, it is determined whether the engine meets preset start conditions; wherein, the preset start conditions include at least a risk probability within a preset probability range, and the risk probability is used to represent the probability that the suspension system cannot withstand the engine start shock; If the engine meets the preset starting conditions, then the engine is controlled to start.

[0008] In some embodiments of this application, if the engine does not meet the preset starting conditions, the method further includes: Within a preset time period, continuously monitor whether the engine meets the preset start-up conditions; If the engine meets the preset start-up conditions within the preset time period, then the engine is controlled to start based on the first start-up curve. If the engine does not meet the preset starting conditions within the preset time period, then after the preset time period ends, the engine is controlled to start based on the second starting curve, wherein the vibration amplitude of the second starting curve is less than the vibration amplitude of the first starting curve, and the rate of change of the vibration amplitude of the second starting curve is less than the rate of change of the vibration amplitude of the first starting curve.

[0009] In some embodiments of this application, the risk probability is obtained in the following manner: The estimated dynamic displacement and ultimate displacement of the suspension system in multiple directions are obtained; Based on the estimated dynamic displacement and the ultimate displacement, the risk probability of the suspension system is obtained.

[0010] In some embodiments of this application, obtaining the risk probability of the suspension system based on the estimated dynamic displacement and the ultimate displacement includes: A first probability is obtained based on the ratio of the estimated dynamic displacement to the ultimate displacement in the first direction among the plurality of directions; Obtain the Euclidean norm of the estimated dynamic displacement in the first direction, and obtain the second probability based on the ratio of the Euclidean norm to the limiting displacement in the second direction among the plurality of directions; The maximum value between the first probability and the second probability is determined as the risk probability.

[0011] In some embodiments of this application, the preset start-up conditions further include the vibration amplitude of the vehicle body being within a preset amplitude range and the rate of change of the vibration amplitude of the vehicle body being within a preset rate of change range.

[0012] In some embodiments of this application, the step of continuously monitoring whether the engine meets preset starting conditions within a preset time period includes: Within a preset time period, the output torque of the drive motor is adjusted to adjust the load state of the suspension system, so that the risk probability is close to a preset probability range and the vibration amplitude is close to a preset amplitude range, and the engine is continuously monitored to see if the preset starting conditions are met; wherein, the drive motor is used to start the engine.

[0013] In some embodiments of this application, before determining whether the engine meets preset starting conditions upon receiving an engine start request, the method further includes: Determine whether the vehicle is under a preset driving condition. If so, execute the step of determining whether the engine meets the preset starting conditions when receiving an engine start request. The preset driving condition includes one of the following: the vehicle is in an uphill state and the vehicle acceleration is greater than a preset acceleration; the vehicle is in a turning state and the vehicle speed is greater than a preset vehicle speed; and the vehicle's vertical acceleration is greater than a preset vertical acceleration.

[0014] According to one aspect of the embodiments of this application, an engine start control device is provided, applied to a vehicle, the vehicle including an engine and a suspension system connecting the engine and the vehicle body, the device comprising: The determination module is used to determine whether the engine meets the preset starting conditions when an engine start request is received; wherein the preset starting conditions include at least a risk probability within a preset probability range, and the risk probability is used to represent the probability that the suspension system cannot withstand the starting shock of the engine; A control module is used to control the engine to start if the engine meets the preset starting conditions.

[0015] According to one aspect of the embodiments of this application, a computer-readable storage medium is provided, wherein at least one piece of program code is stored therein, the at least one piece of program code being loaded and executed by a processor to implement the method described above.

[0016] According to one aspect of the embodiments of this application, a vehicle is provided, the vehicle including an engine, a suspension system, one or more processors and one or more memories, the one or more memories storing at least one piece of program code, the at least one piece of program code being loaded and executed by the one or more processors to implement the method as described above.

[0017] Based on the above solution, the technical solution provided in this application has at least the following advantages and advancements: This application applies to a vehicle, which includes an engine and a suspension system connecting the engine and the vehicle body. The method includes: upon receiving an engine start request, determining whether the engine meets preset start conditions; wherein the preset start conditions include at least a risk probability within a preset probability range, the risk probability representing the probability that the suspension system cannot withstand the engine start-up impact; if the engine meets the preset start conditions, controlling the engine to start. This solution can effectively suppress the impact and vehicle body vibration during engine start-up, improve ride comfort, reduce fatigue damage to the suspension system caused by extreme alternating loads, and extend its service life.

[0018] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0019] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings: Figure 1 Flowchart of the engine start control method provided in the embodiments of this application Figure 1 ; Figure 2 Flowchart of the engine start control method provided in the embodiments of this application Figure 2 ; Figure 3 Flowchart of the engine start control method provided in the embodiments of this application Figure 3 ; Figure 4 This is a schematic diagram of an engine start control device provided in an embodiment of this application; Figure 5 This is a schematic diagram of a vehicle system provided in an embodiment of this application. Detailed Implementation

[0020] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0021] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, components, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0022] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0023] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0024] It should also be noted that the terms "first," "second," etc., used in 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 uses of the terms 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.

[0025] Existing technologies primarily focus on optimizing the engine's own start-up control strategies, such as optimizing ignition timing and fuel injection quantity, or reducing the initial excitation by adjusting the electric motor's drive curve. However, these methods have a fundamental limitation: they do not consider the vehicle's current actual dynamic state, especially the real-time damping capability of the suspension system.

[0026] When a vehicle is under aggressive driving conditions (such as rapid acceleration uphill, high-speed cornering, or after driving over a bumpy road), the powertrain's suspension system may have been compressed or stretched to near its travel limit due to inertial forces. At this point, the suspension system stiffness increases non-linearly and dramatically, with minimal buffer margin. If the engine is started under these conditions, any optimized starting shock will be amplified and directly transmitted to the vehicle body due to the rigid connection of the suspension system, resulting in a severe impact, compromising ride comfort, and even affecting the lifespan of the suspension system.

[0027] Therefore, there is an urgent need for a forward-looking control scheme that can sense the dynamic environment of the vehicle and intelligently decide when to start the engine.

[0028] Figure 1 Flowchart of the engine start control method provided in the embodiments of this application Figure 1 ,like Figure 1 As shown, the method is applied to a vehicle, the vehicle including an engine and a suspension system connecting the engine and the vehicle body, the method comprising: S101. Upon receiving an engine start request, determine whether the engine meets preset start conditions; wherein, the preset start conditions include at least a risk probability within a preset probability range, and the risk probability is used to represent the probability that the suspension system cannot withstand the engine start shock.

[0029] S102. If the engine meets the preset starting conditions, then control the engine to start.

[0030] For hybrid vehicles, the engine is not necessarily always running during driving. The vehicle's power may be provided by other power sources, such as an electric motor. The engine can be started and stopped according to actual operating conditions. For example, when the vehicle needs to accelerate rapidly, the electric motor alone may not be able to provide enough power, so the engine can be started, and the electric motor and engine can provide power to the vehicle at the same time.

[0031] Based on actual operating conditions, it is determined whether engine starting is necessary. If starting is required, an engine start request is initiated to control engine startup. Upon receiving the engine start request, the vehicle first determines whether the engine meets preset start conditions to avoid direct starting that could impact the vehicle's suspension system, causing severe vibration and noise, and preventing serious damage to the suspension system from repeated violent impacts, thus avoiding safety hazards. Therefore, preset start conditions can be set based on the risk probability of the suspension system. If the risk probability is within the preset probability range, and the preset start conditions are met, engine startup can be controlled. The engine can be started via a drive motor. The risk probability representation of the suspension system indicates the probability of suspension breakdown after a typical start impact is added to the current dynamic load.

[0032] The preset probability range can be set to a reasonable range that at least meets safety requirements, or a reasonable range that simultaneously meets both safety and comfort requirements. When the risk probability exceeds the preset probability range, it is determined that it is not suitable to start the engine immediately. The engine start request is suspended, and the engine is started after a preset time, thereby reducing the risk.

[0033] There can be more than one preset startup condition: For example, the preset start-up conditions also include the vibration amplitude of the vehicle body being within a preset amplitude range and the rate of change of the vibration amplitude of the vehicle body being within a preset rate of change range.

[0034] The vibration amplitude of the vehicle body is the vibration amplitude related to engine start-up, and the rate of change of the vibration amplitude of the vehicle body is the rate of change of the vibration amplitude related to engine start-up. For example, the vibration amplitude of the vehicle body is the real-time vibration amplitude of the key order strongly related to engine start-up, and the rate of change of the vibration amplitude of the vehicle body is the rate of change of the real-time vibration amplitude of the key order strongly related to engine start-up within a short time window, such as the 2nd and 4th order of the engine.

[0035] Both the preset amplitude range and the preset rate of change range can be obtained through experiments, and the range may vary for different types of vehicles. If the preset amplitude range is within the preset amplitude range, it indicates that the current background vibration is calm. If the vibration amplitude rate of change is within the preset rate of change range, it indicates that the system is stable and there are no violent transients. Under the premise that the risk probability is at least within the preset probability range, at least one of the vibration amplitude condition and the vibration amplitude rate of change condition can be added to further improve the safety and comfort of engine starting.

[0036] This application is applicable to various scenarios or operating conditions where engine starting is required, especially scenarios that may pose safety hazards and affect the driving experience. Therefore, the conditions for starting this application can be set as follows: For example, upon receiving an engine start request, before determining whether the engine meets preset start conditions, the method further includes: Determine whether the vehicle is under a preset driving condition. If so, execute the step of determining whether the engine meets the preset starting conditions when receiving an engine start request. The preset driving condition includes one of the following: the vehicle is in an uphill state and the vehicle acceleration is greater than a preset acceleration; the vehicle is in a turning state and the vehicle speed is greater than a preset vehicle speed; and the vehicle's vertical acceleration is greater than a preset vertical acceleration.

[0037] The preset driving conditions can be set for aggressive driving conditions. For example, the determination of rapid acceleration uphill can be set to the vehicle being uphill and the vehicle acceleration being greater than the preset acceleration, which can be determined by the vehicle attitude angle; the determination of high-speed cornering can be set to the vehicle being turning and the vehicle speed being greater than the preset speed, which can be determined by the lateral acceleration sensor and the yaw rate sensor; the determination of just driving over a bumpy road can be set to the vehicle's vertical acceleration being greater than the preset vertical acceleration.

[0038] This application can determine whether the engine meets the preset starting conditions before proceeding to the engine control process after confirming that the vehicle is in a preset driving condition. Moreover, adding a preset driving condition determination will not increase the amount of calculation by much, and it can also be adapted to the usage scenario.

[0039] Figure 2 Flowchart of the engine start control method provided in the embodiments of this application Figure 2 ,like Figure 2 As shown, the method includes: S201. If the engine does not meet the preset starting conditions, then within a preset time period, continuously monitor whether the engine meets the preset starting conditions.

[0040] If the engine does not meet the preset starting conditions, a delayed start will be performed to meet actual driving needs while ensuring safety and comfort. The preset duration is the duration of the delayed start. Before the delayed start time ends, the vehicle can continuously monitor whether the engine meets the preset starting conditions, keep track of changes in the vehicle status in real time, and promptly fulfill the engine start request.

[0041] If the engine does not meet the preset starting conditions and the delay starting period begins, the vehicle can automatically adjust itself to ensure the engine meets the preset starting conditions: For example, within a preset time period, continuously monitoring whether the engine meets preset starting conditions includes: within a preset time period, adjusting the output torque of the drive motor to adjust the load state of the suspension system, so that the risk probability is close to a preset probability range and the vibration amplitude is close to a preset amplitude range, and continuously monitoring whether the engine meets preset starting conditions; wherein, the drive motor is used to start the engine.

[0042] Within a preset time period, the longitudinal dynamics of the vehicle are fine-tuned by adjusting the output torque of the drive motor to alleviate the current load state of the suspension. For example, the acceleration demand slope is slightly reduced within the safe allowable range to prompt the preset start-up conditions to be met, that is, to make the parameters (such as risk probability) in the preset start-up conditions return to the preset probability range.

[0043] S202. If, within the preset time period, the engine meets the preset starting conditions, then the engine is controlled to start based on the first starting curve.

[0044] Within a preset time period, if the engine meets the preset starting conditions, this can be achieved through vehicle adjustments as described above. The first starting curve can be the existing vehicle's preset starting curve.

[0045] S203. If the engine does not meet the preset starting conditions within the preset time period, then after the preset time period ends, the engine is controlled to start based on the second starting curve, wherein the vibration amplitude of the second starting curve is less than the vibration amplitude of the first starting curve, and the rate of change of the vibration amplitude of the second starting curve is less than the rate of change of the vibration amplitude of the first starting curve.

[0046] If, within the preset time period, the engine does not meet the preset starting conditions (e.g., the vehicle adjusts itself but fails to meet the preset starting conditions), a special starting curve with a smoother, less vibration-prone pattern can be selected based on the first starting curve to start the engine. After the preset time period ends (i.e., after the delayed start period), the engine is started using the second starting curve. A smoother pattern is defined as a second starting curve with a smaller rate of change in vibration amplitude than the first starting curve, and less vibration is defined as a second starting curve with a maximum vibration amplitude less than the first starting curve.

[0047] In this embodiment, if it is determined that the engine does not meet the preset starting conditions before starting, the system can continuously monitor whether the preset starting conditions are met during the delayed starting period to start the engine in a timely manner, without having to wait for the delayed starting period to end. The vehicle can also actively adjust its acceleration to meet the preset starting conditions, further balancing the real-time performance and safety of starting. Furthermore, different starting curves are set for the cases where the preset starting conditions are met and not met to ensure a smooth and gentle engine start, reduce noise, improve ride comfort, and maximize the suppression of impact transmission under extreme conditions, thus ensuring the reliability and durability of the vehicle's suspension system under different dynamic environments.

[0048] Figure 3 Flowchart of the engine start control method provided in the embodiments of this application Figure 3 ,like Figure 3 As shown, the method includes: S301. Obtain the estimated dynamic displacement and limit displacement of the suspension system in multiple directions.

[0049] S302. Based on the estimated dynamic displacement and the ultimate displacement, the risk probability of the suspension system is obtained.

[0050] For example, based on the estimated dynamic displacement and the ultimate displacement, the risk probability of the suspension system is obtained, including: A first probability is obtained based on the ratio of the estimated dynamic displacement to the ultimate displacement in the first direction among the plurality of directions; Obtain the Euclidean norm of the estimated dynamic displacement in the first direction, and obtain the second probability based on the ratio of the Euclidean norm to the limiting displacement in the second direction among the plurality of directions; The maximum value between the first probability and the second probability is determined as the risk probability.

[0051] The suspension system includes a front suspension and a rear suspension. A third probability is obtained based on the ratio of the estimated dynamic displacement to the ultimate displacement of the front suspension in the first direction. A fourth probability is obtained based on the ratio of the estimated dynamic displacement to the ultimate displacement of the rear suspension in the first direction. The third probability and the fourth probability are used as multiple first probabilities, wherein the number of third probabilities is the same as the number in the first direction, and the number of fourth probabilities is the same as the number in the first direction.

[0052] Obtain the Euclidean norm of the estimated dynamic displacement of the front overhang in the first direction, and obtain the fifth probability based on the ratio of the Euclidean norm to the limit displacement in the second direction; obtain the Euclidean norm of the estimated dynamic displacement of the rear overhang in the first direction, and obtain the sixth probability based on the ratio of the Euclidean norm to the limit displacement in the second direction; use the fifth and sixth probabilities as multiple second probabilities; wherein the number of fifth probabilities is the same as the number of second directions, and the number of sixth probabilities is the same as the number of second directions.

[0053] Multiple directions include a first direction and a second direction. The first direction includes longitudinal, vertical, and lateral directions; longitudinal, vertical, and lateral directions can be relative to the vehicle coordinate system. For example, longitudinal is the direction along the vehicle's movement, vertical is the direction perpendicular to the ground, and lateral is the direction perpendicular to the longitudinal direction in the vehicle's top view. The second direction is a composite direction, such as combining the dynamic displacements of the suspension system in the three orthogonal directions (longitudinal, vertical, and lateral) into a total displacement vector in three-dimensional space. That is, there can be a total of four directions.

[0054] Obtain the risk probability of the suspension system The formula is:

[0055] in, To obtain the maximum value; To take the absolute value; The estimated dynamic displacement of the front suspension in the longitudinal direction; The estimated dynamic displacement of the front suspension in the vertical direction; The estimated dynamic displacement of the front suspension in the lateral direction; This is the estimated dynamic displacement of the rear suspension in the longitudinal direction; The estimated dynamic displacement of the rear suspension in the vertical direction; This is the estimated dynamic displacement of the rear suspension in the lateral direction; This represents the ultimate longitudinal displacement of the front suspension. This represents the ultimate vertical displacement of the front suspension. This represents the ultimate lateral displacement of the front suspension. This represents the ultimate displacement of the rear suspension in the longitudinal direction; This represents the ultimate displacement of the rear suspension in the vertical direction; This represents the ultimate displacement of the rear suspension in the lateral direction. This represents the ultimate displacement of the front suspension in the combined direction; This represents the ultimate displacement of the rear suspension in the combined direction. As can be seen, the formula incorporates eight probability calculations, and in practical engineering applications, at least one of these eight probability calculations can be selected. For example, the maximum value among any four probabilities can be used as the risk probability of the suspension system.

[0056] In this embodiment, by setting a reasonable method for determining the risk probability of the suspension system, the risk probability of the suspension system can be accurately obtained, so as to accurately determine whether the preset start-up conditions are met in the subsequent process.

[0057] The following example illustrates a complete implementation: This embodiment dynamically couples engine start authorization with the real-time compression / tension state of the powertrain mount system. The system continuously evaluates the mount's buffer margin and only allows engine start when it confirms that the mount is in its linear operating range and has sufficient capacity to absorb the start-up shock. This processing method can be integrated into the vehicle's powertrain domain controller or hybrid power control unit. The specific processing method is as follows: 1. Establish a simplified dynamic model of the powertrain-suspension system. Real-time acquisition of vehicle longitudinal acceleration, engine status, and motor torque signals are input into the simplified dynamic model. The rigid body motion of the powertrain is solved in real-time to obtain the estimated dynamic displacement of key suspensions (such as the front and rear suspensions) in at least one of the longitudinal, vertical, and lateral directions, as well as the limiting displacements in different directions. This leads to the predictive risk index (risk probability of the suspension system), the specific formula of which is given in the above embodiment. The limiting displacements in different directions are suspension characteristic parameters.

[0058] Acquire data from vehicle acceleration sensors, such as those from the Electronic Stability Control (ESC) system; and extract real-time vibration amplitudes of key orders (such as 2nd and 4th orders) that are strongly correlated with engine start-up through order tracking analysis. and its rate of change within a short time window Where t is time, To differentiate with respect to time; the real-time vibration amplitude directly reflects the current vibration isolation performance of the suspension, and the amplitude change rate can sensitively capture sudden changes in the suspension stiffness.

[0059] 2. When the hybrid power control system receives an engine start request, it does not execute it immediately, but instead enters the authorization decision process.

[0060] Read the predictive risk index (risk probability of the suspension system), real-time vibration amplitude (vibration amplitude), and the rate of change of real-time vibration amplitude within a short time window (vibration amplitude change rate).

[0061] When all three preset conditions are met simultaneously—the predictive risk index being less than the first preset value (indicating low predictive risk), the real-time vibration amplitude being less than the second preset value (indicating calm background vibration), and the vibration amplitude change rate being less than the third threshold (indicating stable system state with no drastic transients)—an authorization signal to allow engine start is generated. If any preset condition is not met, a delayed start command is generated, and the engine start request is placed in a waiting queue.

[0062] 3. If it is a delayed start, then: a. Suspend the engine start request and place it in the waiting queue.

[0063] b. Proactively create a safety window: By adjusting the output torque of the drive motor, fine-tune the longitudinal dynamics of the vehicle to mitigate the current load state of the suspension (e.g., slightly reduce the acceleration demand slope within safe limits), prompting the predictive risk index and real-time vibration amplitude to return to safe ranges.

[0064] c. Continuously monitor the above-mentioned preset conditions within the preset maximum delay time. Once the conditions are met, immediately trigger the authorization signal.

[0065] d. If the preset conditions are not met after the maximum delay time, a degraded start strategy is executed: that is, the engine is started with a special start curve that is smoother and has less vibration.

[0066] If it is authorized to start, then: a. Based on the current predictive risk index and real-time vibration amplitude, select the optimal set of startup parameters from the pre-calibrated startup mode MAP. This MAP defines a continuous spectrum from the ultra-smooth mode to the fast-response mode and is a map that can be preset into the system.

[0067] b. Coordinate the engine controller and the motor controller to execute a collaborative start-up procedure that matches the mode, including but not limited to: a customized motor-driven speed curve, optimized first combustion cycle injection ignition phase, and active torque compensation of the motor at the moment of ignition.

[0068] The simplified dynamic model of the powertrain-suspension system described above: The energy of the engine start-up impact is mainly concentrated in the longitudinal and vertical planes (pitch plane). Here, the model is simplified to a three-degree-of-freedom model with the powertrain center of mass as the origin: longitudinal-vertical-pitch. The estimated dynamic displacement of the suspension in the longitudinal and vertical directions is obtained by solving the longitudinal force balance equation, the vertical force balance equation, and the pitch moment balance equation.

[0069] Longitudinal force balance equation:

[0070] Vertical force equilibrium equations:

[0071] Pitch moment balance equation:

[0072] in: It is the powertrain mass; It is the longitudinal displacement of the powertrain's center of gravity (relative to the vehicle body, forward is positive), and the corresponding velocity and acceleration; It is the vertical displacement of the powertrain's center of gravity (relative to the vehicle body, upward is positive), and the corresponding velocity and acceleration; It is the powertrain pitch angle (positive when pitching up, in radians), and the corresponding angular velocity and angular acceleration; , , , It refers to the longitudinal stiffness, longitudinal damping, vertical stiffness, and vertical damping of the front suspension. , , , It refers to the longitudinal stiffness, longitudinal damping, vertical stiffness, and vertical damping of the rear suspension. , , , These are the longitudinal and vertical distances from the powertrain center of gravity to the front suspension, and the longitudinal and vertical distances from the powertrain center of gravity to the rear suspension. It is the estimated dynamic displacement of the front suspension in the longitudinal direction. Yes The first derivative of ; tan is the tangent function; It is the estimated dynamic displacement of the front suspension in the vertical direction. Yes The first derivative of ; sin is the sine function; It is the estimated dynamic displacement of the rear suspension in the longitudinal direction. Yes The first derivative; It is the estimated dynamic displacement of the rear suspension in the vertical direction. Yes The first derivative; It is the moment of inertia of the powertrain about the Y-axis; It is the absolute longitudinal acceleration of the vehicle body (sensor measurement, relative to the inertial frame, including the slope). It is the component of the excitation torque in the pitch direction during engine startup, which is a preset calibration threshold.

[0073] Solving the above joint equations using either the Euler method or the Runge-Kutta method yields the final result. , , , .

[0074] if The measurement concerns the vehicle's longitudinal acceleration relative to the ground (excluding the slope component, as the dynamics model described above includes a slope component). Therefore, slope compensation needs to be considered to correct the equations. Longitudinal force balance equation:

[0075] Vertical force equilibrium equations:

[0076] Pitch moment balance equation:

[0077] in: cos is the cosine function; It is the slope; g is the acceleration due to gravity; It is the vertical distance from the center of mass of the powertrain to its pitch axis. The pitch axis is the theoretical axis determined by the suspension stiffness and layout, which is the axis through which the powertrain produces pure pitch rotation when excited by longitudinal torque.

[0078] The estimated dynamic displacement of this application can be obtained through the above-mentioned dynamic model with or without slope component.

[0079] In summary, this application has the following beneficial effects: 1. Fundamentally improve smoothness: Starting from the perspective of impact transmission path, impact is only applied when the path is clear (the suspension has buffering capacity), which in principle avoids the amplification of the starting impact and achieves a smooth starting experience.

[0080] 2. Protects the suspension system: Prevents the suspension from being subjected to severe alternating loads under extreme conditions, thus improving the reliability and service life of the suspension and related supports.

[0081] 3. Intelligent Adaptive: The system can adapt to various complex dynamic working conditions (acceleration, braking, bumpy road surface) without requiring the driver to change driving habits, and automatically ensures the best NVH (Noise, Vibration, and Harshness) performance, that is, ensure the best noise, vibration and acoustic roughness performance.

[0082] 4. Low implementation cost: The core relies on software algorithms and existing sensors (such as acceleration sensors and wheel speed sensors), without the need to add expensive dedicated hardware.

[0083] 5. Enhance the sense of product premiumization: Especially for high-end hybrid models, this application can significantly differentiate product strength and enhance user comfort and technological feel.

[0084] The following describes an apparatus embodiment of this application, which can be used to perform the methods described in the above embodiments of this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the methods described in the above embodiments of this application.

[0085] Figure 4 This is a schematic diagram of an engine start control device provided in an embodiment of this application. The device can be applied to a vehicle, which includes an engine and a suspension system connecting the engine and the vehicle body. The device 400 may include a determination module 401 and a control module 402. The determination module 401 is used to determine whether the engine meets the preset starting conditions when an engine start request is received; wherein the preset starting conditions include at least a risk probability within a preset probability range, and the risk probability is used to represent the probability that the suspension system cannot withstand the starting impact of the engine; The control module 402 is used to control the engine to start if the engine meets the preset starting conditions.

[0086] It should be noted that for any content not described in detail in this embodiment of the device, please refer to the method described above.

[0087] Figure 5 This is a schematic diagram of a vehicle system provided as an embodiment of this application. Figure 5 As shown, the vehicle includes a memory 504, a processor 502, and a computer program stored in the memory 504 and executable on the processor 502. When the processor 502 executes the computer program, it implements the method provided in any embodiment of the present invention.

[0088] Among them, Figure 5In this document, a bus architecture (represented by bus 500) is used. Bus 500 may include any number of interconnected buses and bridges, linking various circuits including one or more processors represented by processor 502 and memory represented by memory 504. Bus 500 may also link various other circuits such as peripheral devices, voltage regulators, and power management circuits, which are well known in the art and therefore will not be described further herein. Bus interface 505 provides an interface between bus 500 and receiver 501 and transmitter 503. Receiver 501 and transmitter 503 may be the same element, i.e., a transceiver, providing a unit for communicating with various other devices over a transmission medium. Processor 502 is responsible for managing bus 500 and general processing, while memory 504 can be used to store data used by processor 502 during operation.

[0089] Based on the same inventive concept, embodiments of the present invention provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method provided in any embodiment of the present invention.

[0090] The functions described herein can be implemented in hardware, software executed by a processor, firmware, or any combination thereof. If implemented in software executed by a processor, the functions can be stored as one or more instructions or code on or transmitted via a computer-readable medium. Other examples and embodiments are within the scope and spirit of the invention. For instance, due to the nature of software, the functions described above can be implemented using software executed by a processor, hardware, firmware, hardwired, or any combination thereof. Furthermore, the functional units can be integrated into a single processing unit, or each unit can exist physically separately, or two or more units can be integrated into a single unit.

[0091] In the several 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.

[0092] The units described as separate components may or may not be physically separate. Similarly, the components of the control device may or may not be physical units; 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, depending on actual needs.

[0093] 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 the present invention, 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 the present invention. 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.

[0094] It should be noted that although several modules or units for the device used to perform actions have been mentioned in the detailed description above, this division is not mandatory. In fact, according to the embodiments of this application, the features and functions of two or more modules or units described above can be embodied in one module or unit. Conversely, the features and functions of one module or unit described above can be further divided and embodied by multiple modules or units.

[0095] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the embodiments disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein.

[0096] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope.

Claims

1. An engine starting control method, characterized in that, Applied to a vehicle, the vehicle including an engine and a suspension system connecting the engine and the vehicle body, the method includes: Upon receiving an engine start request, it is determined whether the engine meets preset start conditions; wherein, the preset start conditions include at least a risk probability within a preset probability range, and the risk probability is used to represent the probability that the suspension system cannot withstand the engine start shock; If the engine meets the preset starting conditions, then the engine is controlled to start.

2. The method according to claim 1, characterized in that, If the engine does not meet the preset starting conditions, the method further includes: Within a preset time period, continuously monitor whether the engine meets the preset start-up conditions; If the engine meets the preset start-up conditions within the preset time period, then the engine is controlled to start based on the first start-up curve. If the engine does not meet the preset starting conditions within the preset time period, then after the preset time period ends, the engine is controlled to start based on the second starting curve, wherein the vibration amplitude of the second starting curve is less than the vibration amplitude of the first starting curve, and the rate of change of the vibration amplitude of the second starting curve is less than the rate of change of the vibration amplitude of the first starting curve.

3. The method according to claim 1, characterized in that, The risk probability is obtained in the following way: The estimated dynamic displacement and ultimate displacement of the suspension system in multiple directions are obtained; Based on the estimated dynamic displacement and the ultimate displacement, the risk probability of the suspension system is obtained.

4. The method according to claim 3, characterized in that, The process of obtaining the risk probability of the suspension system based on the estimated dynamic displacement and the ultimate displacement includes: A first probability is obtained based on the ratio of the estimated dynamic displacement to the ultimate displacement in the first direction among the plurality of directions; Obtain the Euclidean norm of the estimated dynamic displacement in the first direction, and obtain the second probability based on the ratio of the Euclidean norm to the limiting displacement in the second direction among the plurality of directions; The maximum value between the first probability and the second probability is determined as the risk probability.

5. The method according to claim 2, characterized in that, The preset start-up conditions also include the vibration amplitude of the vehicle body being within a preset amplitude range and the rate of change of the vibration amplitude of the vehicle body being within a preset rate of change range.

6. The method according to claim 5, characterized in that, The step of continuously monitoring whether the engine meets preset starting conditions within a preset time period includes: Within a preset time period, the output torque of the drive motor is adjusted to adjust the load state of the suspension system, so that the risk probability is close to a preset probability range and the vibration amplitude is close to a preset amplitude range, and the engine is continuously monitored to see if the preset starting conditions are met; wherein, the drive motor is used to start the engine.

7. The method according to claim 1, characterized in that, Before determining whether the engine meets the preset starting conditions upon receiving an engine start request, the method further includes: Determine whether the vehicle is under a preset driving condition. If so, execute the step of determining whether the engine meets the preset starting conditions when receiving an engine start request. The preset driving condition includes one of the following: the vehicle is in an uphill state and the vehicle acceleration is greater than a preset acceleration; the vehicle is in a turning state and the vehicle speed is greater than a preset vehicle speed; and the vehicle's vertical acceleration is greater than a preset vertical acceleration.

8. An engine starting control device, characterized in that, Applied to a vehicle, the vehicle including an engine and a suspension system connecting the engine and the vehicle body, the device includes: The determination module is used to determine whether the engine meets the preset starting conditions when an engine start request is received; wherein the preset starting conditions include at least a risk probability within a preset probability range, and the risk probability is used to represent the probability that the suspension system cannot withstand the starting shock of the engine; A control module is used to control the engine to start if the engine meets the preset starting conditions.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores at least one piece of program code, which is loaded and executed by a processor to implement the method as described in any one of claims 1 to 7.

10. A vehicle, characterized in that, The vehicle includes an engine, a suspension system, one or more processors, and one or more memories, wherein at least one piece of program code is stored in the one or more memories, and the at least one piece of program code is loaded and executed by the one or more processors to implement the method as claimed in any one of claims 1 to 7.

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