Engine control method and related device

Abstract

The application discloses an engine control method and related equipment, and relates to the technical field of new energy vehicles, and the method comprises the following steps: in the case that the duration that a target vehicle meets a preset starting condition reaches a first preset duration based on vehicle state data and driver demand data, starting the engine of the target vehicle; determining a target idle speed of the engine based on a temperature correlation parameter and a shutdown history parameter; after the engine runs at the target idle speed for a preset stable duration, determining a target operation mode according to driver operation data and a state of charge of a power battery of the target vehicle; controlling the engine to adjust from the target idle speed to a target dynamic speed; in the case that the duration that the target vehicle meets a preset shutdown condition reaches a second preset duration, shutting down the engine. The application can improve the engine start-stop stability, speed transition smoothness and operation mode matching, and reduce engine mechanical impact and energy loss.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle technology, and more specifically, to an engine control method and related equipment. Background Technology

[0002] With the continuous development of new energy vehicles and hybrid vehicle technologies, coordinated control of the engine and drive motor has become one of the key technologies for improving the overall vehicle's power, economy, and driving smoothness. Especially in plug-in hybrid and range-extended electric vehicles, the engine not only needs to flexibly start and stop according to the vehicle's operating status, but also needs to dynamically adjust the engine speed based on the battery's state of charge, the driver's power demands, and the vehicle's operating mode to meet energy management requirements under complex operating conditions. Therefore, how to achieve coordinated optimization between engine start-stop control and operating mode control has become an important research direction in the field of vehicle control.

[0003] However, engine control methods in related technologies typically trigger engine start-stop directly based on instantaneous vehicle status or driver needs. This can easily lead to frequent engine start-stops due to short-term changes in driver operation or instantaneous fluctuations in vehicle status during vehicle operation. This not only affects the smoothness of the vehicle's ride but also increases engine mechanical shock and energy loss. Furthermore, some control methods directly enter the dynamic speed control phase after engine start-up, which can result in insufficient engine speed adaptability under cold and hot engine conditions, thus affecting engine stability and overall vehicle NVH performance. In other words, related technologies suffer from technical problems such as insufficient engine start-stop stability, poor speed control smoothness, and insufficient overall vehicle operational coordination. Summary of the Invention

[0004] In the summary section of this application, the relevant technical solutions are described in general terms, and a series of simplified concepts are introduced. These concepts will be further elaborated in the detailed embodiments section. This summary section should not be construed as limiting the key or essential technical features of the claimed solutions, nor is it intended to limit the scope of protection of the claimed solutions.

[0005] The engine control method and related equipment provided in this application can construct a delayed feedback engine start-stop and dynamic speed control mechanism based on vehicle status, driver needs and power battery status. This can improve engine start-stop stability, speed transition smoothness and operating mode matching, and reduce the mechanical shock, energy loss and vehicle durability impact caused by frequent start-stop.

[0006] In a first aspect, this application provides an engine control method applied to a target vehicle, comprising: acquiring vehicle operation data and driver operation data of the target vehicle; controlling the engine of the target vehicle to start when, based on the vehicle status data and the driver demand data, the duration for which the target vehicle meets preset starting conditions reaches a first preset duration; determining a target idle speed after the engine starts based on temperature correlation parameters and shutdown history parameters in the vehicle operation data; after the engine runs at the target idle speed for a preset stable duration, determining a target operating mode from parallel mode and series mode based on the driver operation data and the state of charge of the target vehicle's power battery; controlling the engine to adjust from the target idle speed to a target dynamic speed, wherein the target dynamic speed is determined based on the target operating mode; and controlling the engine to shut down when, based on the vehicle status data and the driver demand data, the duration for which the target vehicle meets preset shutdown conditions reaches a second preset duration.

[0007] In some implementations, determining the target idle speed after engine start based on the temperature correlation parameters and shutdown history parameters in the vehicle operating data includes: determining whether the target vehicle meets the preset ignition condition entry conditions based on the temperature correlation parameters and the shutdown history parameters; if the target vehicle meets the preset ignition condition entry conditions, then the target idle speed is determined as the preset ignition speed; otherwise, the target idle speed is determined as the preset base idle speed.

[0008] In some implementations, the temperature-related parameters include ambient temperature, engine coolant temperature, and estimated catalyst temperature; the shutdown history parameters include the duration of the last engine shutdown and the vehicle power-off hibernation status indicator. Determining whether the target vehicle meets the preset ignition condition entry conditions based on the temperature-related parameters and the shutdown history parameters includes: if the ambient temperature is greater than a preset lower limit, the engine coolant temperature is within a preset coolant temperature range, the duration of the last shutdown is greater than a preset shutdown duration threshold, the estimated catalyst temperature is lower than a preset catalyst temperature threshold, or the vehicle power-off hibernation status indicator indicates that the target vehicle has performed a power-off operation or hibernation reset operation, then it is determined that the target vehicle meets the preset ignition condition entry conditions.

[0009] In some implementations, determining the target operating mode from parallel and series modes based on the driver's operation data and the state of charge of the target vehicle's power battery includes: if the current vehicle speed in the vehicle operation data is greater than a preset parallel speed threshold, the current discharge power limit of the target vehicle is greater than a first power threshold, and the drive demand torque determined based on the driver's operation data meets a preset parallel torque condition, then the target operating mode is determined to be a parallel mode; otherwise, the target operating mode is determined to be a series mode. The preset parallel speed threshold is a lower limit of parallel speed determined based on the transmission ratio of the target vehicle, and the first power threshold is a lower limit of available battery discharge power determined based on the current state of charge of the power battery and the battery temperature.

[0010] In some implementations, the step of determining that the drive demand torque meets a preset parallel torque condition includes: acquiring the drive demand torque and a filtered demand torque obtained after filtering the drive demand torque; if the drive demand torque is greater than a first preset lower limit threshold for parallel torque and the filtered demand torque is greater than a second preset lower limit threshold for parallel torque, then determining that the drive demand torque meets the preset parallel torque condition, wherein the first preset lower limit threshold for parallel torque is determined based on the lower limit value of the torque output by the engine at the current speed, and the second preset lower limit threshold for parallel torque is determined based on the lower limit value of the torque and a preset filter offset.

[0011] In some embodiments, the preset starting conditions include at least one of the following conditions: the driver's required power, determined based on the driver's operation data, is greater than a second power threshold, wherein the second power threshold is determined based on the peak power of the target vehicle's drive motor; the required drive torque, determined based on the driver's operation data, is greater than the upper limit of the drive motor's output; the state of charge of the power battery is lower than a preset target charge threshold; the vehicle operation data includes a driving mode change signal, a catalyst heating request signal, or a preset function trigger request signal, wherein the driving mode change signal is a signal indicating that the target vehicle is switching from a pure electric drive mode to a hybrid drive mode, the catalyst heating request signal is a signal indicating that the catalyst temperature is lower than a preset ignition temperature threshold, and the preset function trigger request signal is a signal indicating that a preset diagnostic function or vehicle assistance function requests engine operation; the regenerative braking power in the vehicle operation data is lower than a third power threshold and the current vehicle speed in the vehicle operation data is higher than a preset crawling speed threshold, wherein the second preset power threshold is determined based on the minimum effective regenerative power of the target vehicle's braking energy recovery system; and the current vehicle speed exceeds a preset vehicle speed threshold.

[0012] In some implementations, the step of controlling the engine start of the target vehicle when the duration for which the target vehicle meets the preset start conditions based on the vehicle status data and the driver demand data reaches a first preset duration includes: when it is determined based on the vehicle operation data and the driver operation data that the target vehicle meets the preset start conditions, starting a first delay timer; if it is detected that the target vehicle no longer meets the preset start conditions during the timing of the first delay timer, resetting the first delay timer; and controlling the engine start when the timing duration of the first delay timer reaches the first preset duration.

[0013] In some implementations, controlling the engine to shut down when the duration for which the target vehicle meets the preset shutdown conditions based on the vehicle status data and the driver demand data reaches a second preset duration includes: starting a second delay timer when the target vehicle meets the preset shutdown conditions based on the vehicle operation data and the driver operation data; resetting the second delay timer if it is detected that the target vehicle no longer meets the preset shutdown conditions during the timing of the second delay timer; and controlling the engine to shut down when the timing of the second delay timer reaches the second preset duration.

[0014] Secondly, this application also provides an engine control device, comprising: a data acquisition unit for acquiring vehicle operation data and driver operation data of the target vehicle; a start control unit for controlling the engine of the target vehicle to start when the duration of the target vehicle meeting preset start conditions reaches a first preset duration based on the vehicle status data and the driver demand data; a speed determination unit for determining a target idle speed after the engine starts based on temperature correlation parameters and shutdown history parameters in the vehicle operation data; a mode determination unit for determining a target operating mode from parallel mode and series mode based on the driver operation data and the state of charge of the power battery of the target vehicle after the engine has run at the target idle speed for a preset stable duration; a speed adjustment unit for controlling the engine to adjust from the target idle speed to a target dynamic speed, wherein the target dynamic speed is determined based on the target operating mode; and a shutdown control unit for controlling the engine to shut down when the duration of the target vehicle meeting preset shutdown conditions reaches a second preset duration based on the vehicle status data and the driver demand data.

[0015] Thirdly, this application also provides a vehicle, including: a memory and a processor, the processor being configured to implement the steps of the engine control method described in the first aspect when executing a computer program stored in the memory.

[0016] Fourthly, this application also provides a computer-readable storage medium storing computer-executable instructions or a computer program, which, when executed by a processor, implement the steps of the engine control method described in the first aspect.

[0017] Fifthly, this application also provides a computer program product, including a computer program or computer-executable instructions, which, when executed by a processor, implement the steps of the engine control method provided in the embodiments of this application.

[0018] In summary, this application comprehensively judges the current operating status of the vehicle and the driver's power demand by acquiring vehicle operation data and driver operation data. The engine is only started after the preset starting conditions are met for a first preset duration. It does not directly trigger engine start-stop based on instantaneous signals, but filters short-term fluctuation signals through a duration determination mechanism. This reduces frequent starts caused by short-term changes in driver operation or instantaneous changes in vehicle status, thereby improving the stability of engine start-stop control and reducing mechanical shock and energy loss during the start-stop process. After the engine starts, the target idle speed is determined based on temperature-related parameters and shutdown history parameters from the vehicle operation data. Since temperature and shutdown history reflect the current thermal state of the engine and after-treatment system, determining the target idle speed using these parameters allows the engine to operate at appropriate speeds under different cold and hot engine conditions. This improves the operational stability after engine start and allows the engine to enter a suitable operating state more quickly under different operating conditions, thereby improving engine performance. The adaptability and rationality of engine control are demonstrated by the following: After the engine has been running stably at the target idle speed for a preset period of time, the target operating mode is determined from parallel and series modes by combining driver operation data and the state of charge of the power battery. The engine is then further controlled to adjust from the target idle speed to the corresponding target dynamic speed. That is, dynamic speed adjustment is not performed immediately after the engine starts, but rather after a stable operation phase. Then, the operating mode is switched and the speed is adjusted according to the vehicle's needs. This reduces the fluctuation problem caused by sudden changes in engine speed, improves the smoothness of the engine speed transition process, and makes the engine speed more matched with the vehicle's power demand and battery status. The engine is only stopped after the target vehicle meets the preset shutdown conditions for a second preset period of time. This, combined with the duration judgment mechanism during engine start-up, forms a complete delayed feedback start-stop control logic. This avoids the engine from repeatedly stopping and restarting due to frequent changes in vehicle status, improves the continuity and stability of engine operation, and helps reduce the impact of frequent engine start-stop on the overall driving experience and system durability. In summary, the engine control method provided in this application constructs a delayed feedback engine start-stop and dynamic speed control mechanism based on vehicle status, driver needs, and power battery status. This can improve engine start-stop stability, speed transition smoothness, and operating mode matching, while reducing the mechanical shock, energy loss, and impact on vehicle durability caused by frequent start-stops. Attached Figure Description

[0019] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit this specification. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A flowchart illustrating an engine control method provided in an embodiment of this application; Figure 2 This is a schematic diagram of the composition structure of an engine control device provided in an embodiment of this application; Figure 3 This is a schematic diagram of the composition structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0020] Terms such as “first,” “second,” “third,” “fourth,” etc. (if any) in the specification, claims, and drawings are used to distinguish similar objects rather than to describe a specific order or sequence. Therefore, it is to be understood that these terms can be used interchangeably where appropriate, allowing the described embodiments to be used in different orders, unless specifically required by the illustrations or description. Furthermore, the terms “is” and “has,” and any variations thereof, are intended to cover, non-exclusively, all possible constituent elements. For example, a process, method, system, product, or apparatus comprising several steps or units is not necessarily limited to those explicitly listed, but may include other steps or units not explicitly listed, or steps or units inherent to the process, method, product, or apparatus.

[0021] In this application, a "module" or "unit" refers to a computer program or part of a computer program that has a specific function and works in conjunction with other related parts to achieve a predetermined goal. These modules or units can be implemented by software, hardware (e.g., processing circuitry or memory), or a combination of both. One or more processors or memories can implement one or more modules or units. Furthermore, each module or unit can also be part of a larger module or unit.

[0022] The technical solutions of this application will be described in detail below with reference to the accompanying drawings of the embodiments. It should be noted that the described embodiments are only a part of this application, and not all embodiments. In the following description, the "some embodiments" mentioned are only a subset of all possible embodiments, which may be the same or different subsets, and different embodiments can be combined with each other without conflict.

[0023] Figure 1 This is a schematic flowchart illustrating an engine control method provided in an embodiment of this application. For example, see [link to example]. Figure 1The engine control method provided in this application is applied to a target vehicle, which is a new energy vehicle adapted to this engine control strategy. The target vehicle mainly includes two mainstream vehicle types: plug-in hybrid electric vehicles (PHEVs) and range-extended electric vehicles (REEVs). PHEVs adopt a series-parallel hybrid architecture, enabling intelligent switching between multiple operating modes such as pure electric driving, hybrid driving, and engine direct drive. REEVs adopt a dedicated architecture where the engine generates electricity and the motor drives the vehicle; the engine is only responsible for generating electricity and does not directly drive the wheels. The engine control method provided in this application may include the following steps 101 to 106: Step 101: Obtain the vehicle operation data and driver operation data of the target vehicle.

[0024] In some examples, vehicle operation data is a set of parameters that can objectively characterize the overall driving status, component working status, and overall vehicle control requirements of the target vehicle in real time. Vehicle operation data can be collected, summarized, and output in real time by on-board hardware devices such as vehicle speed sensors, temperature sensors, vehicle control unit (VCU), and battery management system (BMS) on the target vehicle. Vehicle operation data may include real-time vehicle speed, engine coolant temperature, ambient temperature, catalytic converter estimated temperature, power battery state of charge, regenerative braking power, driving mode change signal, catalytic converter heating demand signal, vehicle diagnostic and auxiliary function trigger request signal, etc.

[0025] Driver operation data is a set of operation parameters that directly reflects the driver's real-time driving intentions and the vehicle's power drive requirements. It serves as the human basis for determining engine start / stop and power output. Driver operation data can be collected and calculated in real time by the vehicle's accelerator pedal sensor and vehicle signal analysis module. Driver operation data can include two key parameters: the driver's required power and the vehicle's required torque. For example, the vehicle controller can accurately calculate the current driving power and driving torque required by the driver based on the original operation signals such as the driver's accelerator pedal opening and rate of change, thus fully restoring the driver's real-time driving operation intentions.

[0026] For example, the vehicle controller can synchronously and in parallel collect all vehicle operation data and driver operation data at a fixed high-frequency acquisition cycle. All collected raw data will be synchronously filtered and preprocessed by the system to filter out abnormal interference data caused by vehicle driving bumps and instantaneous signal fluctuations. The preprocessed effective standardized data will be transmitted to the vehicle control computing unit in real time for cache storage.

[0027] By implementing step 101, the vehicle operation data and driver operation data of the target vehicle are obtained, which can simultaneously reflect the current operating status of the vehicle and the actual power demand of the driver. This provides a data basis for engine start-stop control, operating mode switching and speed adjustment, and improves the adaptability and control accuracy of subsequent control strategies to the actual operating conditions of the vehicle.

[0028] Step 102: Based on vehicle status data and driver demand data, if the duration for which the target vehicle meets the preset starting conditions reaches a first preset duration, control the engine of the target vehicle to start.

[0029] In some examples, the preset starting conditions are a set of engine start triggering rules pre-integrated into the vehicle controller, adapted to the target vehicle powertrain architecture. The preset starting conditions can be generated based on the actual operating conditions of the vehicle, the limit parameters of the powertrain system, and the functional requirements of the vehicle. The parameters are solidified during the vehicle development stage through a large number of bench tests and real-vehicle road tests and stored in the vehicle control program. They are directly called and matched during vehicle operation without the need for real-time dynamic calculation. For example, the preset starting conditions can include various vehicle operating condition triggering scenarios such as the driver's power demand exceeding the motor output capacity, the power battery's state of charge being unable to meet the range and power supply requirements, the vehicle generating catalytic converter heating or special function operation requirements, and insufficient regenerative braking efficiency.

[0030] The first preset duration is a conditional continuous verification duration parameter preset to filter out instantaneous operating condition interference and prevent engine false starts. The first preset duration can be fixed by combining the power response characteristics and driving condition fluctuation patterns of different vehicle models to distinguish between instantaneous false operating conditions and real continuous operating conditions. For example, the first preset duration can be calibrated to a fixed verification duration of 1 second. Only when the starting conditions continuously meet this duration will it be determined as a valid starting requirement, completely avoiding the false triggering problems caused by instantaneous throttle pressing, instantaneous changes in road conditions, and small signal fluctuations.

[0031] For example, the vehicle controller retrieves the collected vehicle status data and driver demand data in real time, and continuously checks whether the current vehicle operating condition meets all or any of the preset start conditions. After detecting that the vehicle operating condition meets the preset start conditions, it continuously counts the cumulative duration of the effective conditions until the effective duration reaches the first preset duration. After meeting the above dual judgment requirements, the vehicle controller outputs a stable and effective start control command to the engine actuator to accurately control the engine of the target vehicle to complete the start action.

[0032] By implementing step 102, the engine is controlled to start only after the duration of the target vehicle meeting the preset starting conditions reaches the first preset duration, rather than directly triggering the engine to run based on instantaneous signals. This can filter short-term fluctuation signals, reduce the problem of frequent starting caused by short-term changes in driver operation or instantaneous fluctuations in vehicle status, improve the stability of engine start-stop control, and reduce the mechanical shock and energy loss caused by frequent engine starting.

[0033] Step 103: Based on the temperature-related parameters and shutdown history parameters in the vehicle operation data, determine the target idle speed after engine start-up.

[0034] In some examples, temperature-related parameters are real-time vehicle operating parameters that can accurately reflect the current environmental conditions of the target vehicle, the thermal state of the engine, and the operating status of the exhaust catalytic converter. These temperature-related parameters can be collected in real time by high-precision temperature sensors mounted on the target vehicle and transmitted to the vehicle controller for signal analysis, filtering calibration, and data storage. They can include ambient temperature, engine coolant temperature, and the estimated temperature of the catalytic converter. For example, low-temperature environmental conditions, low engine coolant temperature conditions, and conditions where the catalytic converter has not reached its ignition temperature can all be accurately identified through the corresponding temperature-related parameters, providing data support for differentiated speed control.

[0035] The shutdown history parameters are historical vehicle operating parameters that record the last shutdown condition of the target vehicle's engine and the vehicle's hibernation state. The shutdown history parameters can include two types of data: the duration of the last engine shutdown and the vehicle's power-off hibernation state indicator. For example, the shutdown duration can be used to determine whether the engine was cold-started after a long shutdown or hot-started after a short shutdown, and the hibernation state indicator can be used to determine whether the vehicle's operating conditions have been reset.

[0036] The target idle speed is the standardized stable operating speed that the vehicle controller sets for the engine after the engine has started but before it enters dynamic operating condition adjustment. The target idle speed is the reference operating speed after the engine starts, used to ensure that the engine quickly stabilizes its operating condition after starting and to avoid sudden speed changes and idle speed vibration. For example, a higher stable idle speed is matched for cold engine conditions that require catalytic converter heating, while a conventional basic idle speed is matched for mature hot engine conditions.

[0037] For example, after the engine successfully completes the starting action, the vehicle controller uses the collected real-time temperature correlation parameters and the fixed-stored shutdown history parameters as the basis for judgment, combined with the vehicle's preset speed matching control rules, to comprehensively determine the attributes and requirements of the current vehicle starting condition, accurately match and determine the target idle speed corresponding to the engine after starting, and provide accurate speed command basis for the stable idle speed operation of the engine after starting.

[0038] By implementing step 103, the target idle speed after engine start is determined based on temperature-related parameters and shutdown history parameters. Since the above parameters can reflect the current thermal state of the engine and after-treatment system, different idle speeds can be matched according to different cold and hot engine conditions, so that the engine can operate in a way that is more adapted to the current state after start-up, thereby improving the engine's operating stability and control rationality.

[0039] Step 104: After the engine has been running at the target idle speed for a preset stable period of time, the target operating mode is determined from the parallel mode and the series mode based on the driver's operation data and the state of charge of the target vehicle's power battery.

[0040] In some examples, the preset stabilization time is a preset engine idle speed stabilization verification time parameter inside the vehicle controller. It is used to ensure that the engine completes the transition to idle conditions, eliminate speed fluctuations and unstable conditions during the start-up phase, and provide a stable basis for subsequent mode determination. For example, this time can be set to two seconds to ensure that the engine runs stably at the target idle speed and completely avoid the misjudgment problem caused by mode determination when the operating conditions are not stable.

[0041] The state of charge (SOC) of a power battery is a state parameter that characterizes the proportion of the remaining charge of the power battery in the target vehicle to the rated total charge. It can intuitively reflect the current power supply capacity and energy storage capacity of the power battery. This parameter is collected, calculated and calibrated in real time by the battery management system. For example, when the SOC value of the power battery is high, the battery can support the drive of a high-power motor, and the vehicle can preferentially adapt to the motor-driven drive mode. When the SOC value of the power battery is low, it is necessary to rely on the engine to assist in power generation and adapt to the corresponding hybrid operation mode.

[0042] Series mode is the basic power operation mode for the target vehicle, suitable for the normal driving conditions of range-extended electric vehicles and plug-in hybrid electric vehicles. In series mode, the engine only performs power generation and does not directly participate in wheel drive. The entire vehicle relies on the drive motor for power output, effectively avoiding the impact of engine speed fluctuations on the smoothness of vehicle driving. It is suitable for normal driving scenarios with low speed, low torque, and moderate battery charge. Parallel mode is a high-intensity power operation mode, suitable for target vehicles with hybrid or parallel architecture. In parallel mode, the engine and drive motor can simultaneously output power to drive the wheels, fully utilizing the power advantage of the engine's high-speed range to meet the power requirements of the vehicle with high torque and high speed. It is suitable for high-speed driving, rapid acceleration, and other high-power output conditions. The target operation mode is the optimal power operation mode matched to the current vehicle operating conditions after comprehensive judgment by the vehicle controller. It includes both series and parallel modes and is the only optimal operating condition that adapts to the current driver's power needs, the power battery's power supply capacity, and the engine's operating status. It can ensure the maximum efficiency of the vehicle's power output while taking into account the stability and economy of the power system operation.

[0043] For example, after the engine has completed the preset stabilization period at a stable idling speed, the vehicle controller immediately acquires real-time driver drive demand data and power battery state of charge data. Combined with the built-in mode determination rules, it comprehensively analyzes the current power conditions suitable for the vehicle and selects the target operating mode of the vehicle from the two operating conditions of series mode and parallel mode.

[0044] By implementing step 104, after the engine has been running stably at the target idle speed for a preset period of time, the target operating mode is determined by combining the driver's operation data and the state of charge of the power battery. This can avoid the problem of operation fluctuation caused by switching modes immediately after the engine starts, and make the vehicle operating mode match the current power demand and the state of the power battery, thereby improving the power coordination and energy distribution rationality during vehicle operation.

[0045] Step 105: Control the engine to adjust from the target idle speed to the target dynamic speed.

[0046] The target dynamic speed is determined based on the target operating mode.

[0047] In some examples, the target dynamic speed is the real-time engine operating speed that adapts to the current target operating mode, driver driving needs, and power battery state of charge after the vehicle completes mode determination. This speed parameter can be solidified into a parameter map through extensive bench calibration and real vehicle testing during the vehicle development stage, and uniformly stored in the control program of the vehicle controller. The target dynamic speed is divided into two types of calibration parameters, corresponding to different operating conditions. For example, when the vehicle enters series mode, a dedicated series target speed is matched to meet the vehicle's power generation and driving needs, and when the vehicle enters parallel mode, a dedicated parallel target speed is matched to adapt to the high-power driving needs of the vehicle's combined drive.

[0048] For example, the vehicle controller locks the currently matched target operating mode and quickly retrieves the standard target dynamic speed corresponding to the mode, outputs a progressive speed adjustment command in real time, drives the engine to gradually leave the idling steady state, and continuously and smoothly transitions to the target dynamic speed and runs stably. This can effectively avoid the vehicle jerking problem caused by sudden increases and decreases in speed, and make the engine operating condition switching highly compatible with the vehicle driving state, greatly improving the stability and smoothness of the vehicle's power output.

[0049] By implementing step 105, the engine speed is adjusted from the target idle speed to the target dynamic speed determined based on the target operating mode. This allows the engine speed change to adapt to the current operating mode of the vehicle, thereby reducing fluctuations caused by sudden changes in engine speed, improving the smoothness of the engine speed adjustment process, and enhancing the stability of the vehicle's power output.

[0050] Step 106: Based on vehicle status data and driver demand data, if the duration for which the target vehicle meets the preset shutdown conditions reaches the second preset duration, control the engine to shut down.

[0051] In some examples, the preset shutdown conditions are engine shutdown access judgment rules preset by the vehicle controller based on the vehicle's power matching characteristics, the power battery's power supply capacity, and the driver's driving needs. These rules are used to determine whether the current vehicle operating condition can rely entirely on electric motor drive without the need for continuous engine intervention. For example, when the target vehicle's power battery state of charge continuously increases, the electric power that the vehicle can provide can fully cover the driver's real-time power needs, and there are no mandatory engine operation needs such as catalytic converter heating or system diagnostics, the preset shutdown conditions can be determined to be met.

[0052] The second preset duration is a threshold time for verifying the validity of shutdown conditions built into the vehicle controller. It is used to distinguish between real and stable shutdown conditions and false shutdown conditions caused by instantaneous fluctuations. It can be fixed according to the power response characteristics and driving condition fluctuation patterns of different vehicle models to avoid frequent engine start-stop caused by instantaneous changes in operating conditions and improve the stability of vehicle operation. For example, the second preset duration can be set to a fixed verification duration of 1 second to ensure that only stable and continuous shutdown needs will trigger the engine shutdown action, filtering out interference caused by short-term operating condition fluctuations.

[0053] For example, the vehicle controller can continuously monitor the vehicle's power condition and the driver's operating status according to a fixed control cycle. When the vehicle first detects that it meets the preset shutdown conditions, it automatically starts a timer mechanism to continuously verify the operating status. If the shutdown conditions remain valid throughout the timer, the timer duration continues to accumulate until the second preset duration is reached. Then, the engine shutdown control logic is executed immediately to allow the engine to smoothly exit the working state, effectively ensuring the smoothness and coordination of the vehicle's power switching.

[0054] By implementing step 106, the engine is controlled to stop only after the duration of the target vehicle meeting the preset shutdown conditions reaches the second preset duration. This avoids frequent engine shutdowns and restarts caused by short-term changes in vehicle status or driver needs, further improving the continuity of engine operation and the stability of start-stop control, and reducing the impact of frequent start-stops on the overall vehicle driving experience and system durability.

[0055] In summary, this embodiment of the application comprehensively judges the current operating state of the vehicle and the driver's power demand by acquiring vehicle operation data and driver operation data. The engine is only started after the preset starting conditions are met for a first preset duration. It does not directly trigger engine start-stop based on instantaneous signals, but filters short-term fluctuation signals through a duration determination mechanism. This reduces frequent starts caused by short-term changes in driver operation or instantaneous changes in vehicle state, thereby improving the stability of engine start-stop control and reducing mechanical shock and energy loss during the start-stop process. After the engine starts, the target idle speed is determined based on temperature-related parameters and shutdown history parameters from the vehicle operation data. Since temperature and shutdown history reflect the current thermal state of the engine and after-treatment system, determining the target idle speed using these parameters allows the engine to operate at appropriate speeds under different cold and hot engine conditions. This improves the operational stability after engine start and allows the engine to enter a suitable operating state more quickly under different operating conditions, thereby improving engine performance. The adaptability and rationality of engine control: After the engine has been running stably at the target idle speed for a preset period of time, the target operating mode is determined from parallel and series modes by combining driver operation data and the state of charge of the power battery. The engine is then further controlled to adjust from the target idle speed to the corresponding target dynamic speed. That is, dynamic speed adjustment is not performed immediately after the engine starts, but rather after a stable operation phase. Then, the operating mode is switched and the speed is adjusted according to the vehicle's needs. This reduces the fluctuation problem caused by sudden changes in engine speed, improves the smoothness of the engine speed transition process, and makes the engine speed more matched with the vehicle's power demand and battery status. The engine is only stopped after the target vehicle meets the preset shutdown conditions for a second preset period of time. This, combined with the duration judgment mechanism during engine start-up, forms a complete delayed feedback start-stop control logic. This avoids the engine from repeatedly stopping and restarting due to frequent changes in vehicle status, improves the continuity and stability of engine operation, and helps reduce the impact of frequent engine start-stop on the overall driving experience and system durability. In summary, the engine control method provided in this application constructs a delayed feedback engine start-stop and dynamic speed control mechanism based on vehicle status, driver needs, and power battery status. This can improve engine start-stop stability, speed transition smoothness, and operating mode matching, while reducing the mechanical shock, energy loss, and impact on vehicle durability caused by frequent start-stops.

[0056] In some embodiments, the aforementioned step 103 may include: determining whether the target vehicle meets the preset ignition condition entry conditions based on temperature correlation parameters and shutdown history parameters; if the target vehicle meets the preset ignition condition entry conditions, then the target idle speed is determined as the preset ignition speed; otherwise, the target idle speed is determined as the preset base idle speed.

[0057] In some examples, the preset ignition condition entry conditions are comprehensive operating condition judgment rules built into the vehicle controller. These rules are used to identify working scenarios where the catalytic converter heating function needs to be activated after the engine starts. Temperature-related parameters and shutdown history parameters can be used as the sole judgment criteria to accurately distinguish between cold engine heating conditions and hot engine stable conditions. For example, when the vehicle has conditions such as the catalytic converter not reaching the ignition temperature, the engine coolant temperature being in the low temperature range, the engine being shut down for too long, or the vehicle completing a power-off hibernation reset, the preset ignition condition entry conditions can be determined to be met.

[0058] The preset ignition speed is a dedicated idle speed parameter specifically adapted to the catalytic converter heating conditions. This parameter can be calibrated based on the heat flow requirements for rapid ignition of the catalytic converter and the heat release characteristics of engine exhaust. Its value is higher than the conventional warm engine idle speed, which can effectively increase the engine exhaust flow and exhaust waste heat, accelerate the catalytic converter temperature rise, and ensure that the catalytic converter quickly enters the high-efficiency operating range. For example, the preset ignition speed can be calibrated to 1200 rpm, which can fully meet the requirements of rapid heating of the catalytic converter during the cold engine start-up phase.

[0059] The preset base idle speed is the standard idle speed parameter under the steady-state operation of the engine in hot condition. This parameter can be calibrated with the engine's hot-state operation stability and the vehicle's idle energy consumption economy as the calibration targets. After extensive real vehicle and bench tests, it is solidified into the vehicle controller. The preset base idle speed is suitable for mature hot-state engine conditions where the engine does not need to be heated. It can reduce idle energy consumption and engine wear while ensuring the engine runs smoothly. For example, the preset base idle speed can be calibrated to 800 rpm, which is suitable for most hot-state engine restart and normal temperature steady-state idle operation scenarios.

[0060] For example, after the engine completes the full start-up process, the vehicle controller immediately retrieves the real-time updated temperature-related parameters and shutdown history parameters; performs a comprehensive operating condition verification according to the preset ignition condition judgment rules, and accurately identifies whether the current vehicle is in a cold engine heating condition or a hot engine steady-state condition; if it is determined that the vehicle needs to heat the catalytic converter, the preset ignition speed is immediately used as the engine target idle speed to help the catalytic converter quickly heat up to the high-efficiency operating range; if it is determined that the vehicle's thermal condition is good and ignition heating is not required, the preset base idle speed is used to maintain stable engine operation.

[0061] By implementing the above embodiments, the engine determines whether to enter the ignition condition by combining temperature-related parameters and shutdown history parameters, and adopts either a preset ignition speed or a preset base idle speed according to the determination result. This allows the engine to adopt different idle speed operation strategies based on the current cold or hot engine state. For scenarios where the catalyst temperature is low or after a long period of shutdown, using the ignition speed can increase exhaust heat and accelerate the catalyst into the effective operating range. For hot engine states, the base idle speed is used to avoid unnecessary high-speed operation. This can improve the stability of the engine after cold start and enhance the adaptability of engine operation control and the overall vehicle NVH performance.

[0062] In some embodiments, the aforementioned temperature-related parameters may include ambient temperature, engine coolant temperature, and estimated catalyst temperature, and the aforementioned shutdown history parameters may include the duration of the last engine shutdown and the vehicle power-off hibernation status indicator; determining whether the target vehicle meets the preset ignition condition entry conditions based on the temperature-related parameters and shutdown history parameters may include: if the ambient temperature is greater than the preset lower limit of the ambient temperature, the engine coolant temperature is within the preset coolant temperature range, the duration of the last shutdown is greater than the preset shutdown duration threshold, the estimated catalyst temperature is lower than the preset catalyst temperature threshold, or the vehicle power-off hibernation status indicator indicates that the target vehicle has performed a power-off operation or hibernation reset operation, then it is determined that the target vehicle meets the preset ignition condition entry conditions.

[0063] In some examples, the ambient temperature is the real-time temperature of the external environment in which the target vehicle is currently located. It is used to characterize the external thermal environment of the vehicle. It can be obtained by the vehicle's dedicated ambient temperature sensor collecting analog signals in real time and transmitting them to the vehicle controller for signal analysis and numerical calibration. For example, the normal low temperature ambient temperature can be 5 degrees Celsius, and the normal temperature ambient temperature can be 25 degrees Celsius.

[0064] Engine coolant temperature is the real-time temperature of the coolant inside the engine cooling system of a target vehicle. It can directly reflect the overall thermal state of the engine. It can be continuously collected by the coolant temperature sensor on the engine, and after filtering and noise reduction, it is uploaded to the vehicle controller for use. For example, the coolant temperature can be 30 degrees Celsius when the engine is cold, and 90 degrees Celsius when the engine is fully warmed up.

[0065] The catalytic converter estimated temperature is the real-time internal temperature of the exhaust catalytic converter in the target vehicle. It is a parameter used to determine whether the catalytic converter has the ability to purify exhaust gases efficiently. It can be estimated in real time by the vehicle controller based on multi-dimensional data such as engine running time, exhaust temperature, and ambient heat dissipation conditions through a built-in thermal balance model. For example, the estimated temperature of the catalytic converter when it is not ignited can be 100 degrees Celsius, and the estimated temperature can reach 500 degrees Celsius when it reaches the efficient working state.

[0066] The duration of the last shutdown is the interval between the last shutdown operation of the target vehicle's engine and the current engine restart. It is a historical operating parameter of the whole vehicle. This parameter can be automatically timed and stored by the vehicle controller during the vehicle shutdown phase, and can be directly read and retrieved after the vehicle is powered on and started. For example, the duration of a short shutdown can be 5 minutes, and the duration of a long shutdown can be 8 hours.

[0067] The vehicle power-off hibernation status flag is a status marker parameter stored inside the vehicle controller. It is used to record the vehicle's operating status after the last time the engine was turned off. This flag is automatically updated and stored when the vehicle is powered off, in hibernation, or reset by power-on. It can be directly read and determined during vehicle operation. This flag contains only two states: power-off hibernation reset completed and power-off hibernation reset not completed.

[0068] The preset lower limit of ambient temperature is the critical threshold of ambient temperature obtained through high and low temperature environmental tests during the vehicle development stage. It is used to distinguish between harsh low temperature environments and normal ambient temperature environments, and to provide an environmental basis for determining the ignition condition. For example, the preset lower limit of ambient temperature can be calibrated to 0 degrees Celsius.

[0069] The preset water temperature range is a range of engine water temperature values ​​that are suitable for cold engine start-up and catalytic converter heating conditions. It can be calibrated and stored after extensive bench tests and real vehicle tests to accurately determine whether the engine block is in a state of insufficient warm-up. For example, the preset water temperature range can be set to greater than or equal to 20 degrees Celsius and less than or equal to 60 degrees Celsius.

[0070] The preset shutdown duration threshold is a critical time parameter used to distinguish between short-term hot shutdown and long-term cold shutdown of the engine. It is determined and stored by the calibration and matching of the vehicle power system and can effectively identify cold start scenarios where the engine body is fully cooled. For example, the preset shutdown duration threshold can be calibrated to two hours.

[0071] The preset catalyst temperature threshold is the lowest critical temperature value for the catalyst to enter the high-efficiency exhaust gas purification working range. It corresponds to the lower limit of the catalyst ignition temperature. It can be determined and stored through emission calibration tests to determine whether the catalyst needs to be heated. For example, the preset catalyst temperature threshold can be calibrated to 250 degrees Celsius.

[0072] The vehicle power-off hibernation status indicator indicates that the target vehicle has performed a power-off operation or hibernation reset operation. It refers to the condition that the vehicle has completed a complete power-off or entered deep hibernation after the last engine shutdown. This condition will clear the residual thermal state memory after the engine stops, which is equivalent to the engine being completely cold and stationary. Meeting this status can be used as one of the valid conditions for triggering the ignition condition.

[0073] For example, after the engine completes the starting action, the vehicle controller immediately retrieves three types of thermal state parameters in real time: ambient temperature, engine coolant temperature, and catalytic converter estimated temperature. At the same time, it reads the locally stored shutdown duration and dormancy status flags and compares and verifies each type of real-time parameter with the preset calibration threshold to quickly determine the operating condition. As long as any one of the ignition access conditions is met, it is confirmed that the current operating condition requires the activation of catalytic converter heating control. The vehicle then matches the preset ignition speed to quickly increase the exhaust temperature and enable the catalytic converter to quickly reach the high-efficiency operating temperature range.

[0074] Through the implementation of the above embodiments, multiple parameters such as ambient temperature, engine coolant temperature, catalytic converter estimated temperature, engine shutdown duration, and vehicle power-off sleep state are used to determine whether to enter the ignition mode. This makes ignition control no longer dependent on a single temperature parameter, but can more accurately reflect the current thermal state of the engine and after-treatment system. In scenarios of frequent start-stop and short-distance operation of new energy vehicles, it can more rationally determine whether the engine needs to enter the ignition mode, thereby improving the accuracy of catalytic converter temperature control, reducing cold start emissions, and avoiding the impact of unnecessary high idling speed on energy consumption and driving smoothness.

[0075] In some embodiments, determining the target operating mode from parallel and series modes based on driver operation data and the state of charge of the target vehicle's power battery may include: if the current vehicle speed in the vehicle operation data is greater than a preset parallel vehicle speed threshold, the current discharge power limit of the target vehicle is greater than a first power threshold, and the drive demand torque determined based on the driver operation data meets a preset parallel torque condition, then the target operating mode is determined to be a parallel mode; otherwise, the target operating mode is determined to be a series mode. The preset parallel vehicle speed threshold is a lower limit of parallel vehicle speed determined based on the transmission ratio of the target vehicle, and the first power threshold is a lower limit of the battery's available discharge power determined based on the current state of charge of the power battery and the battery temperature.

[0076] In some examples, the current vehicle speed is the real-time longitudinal speed of the target vehicle, a fundamental parameter characterizing the vehicle's driving conditions. It can be obtained by real-time acquisition of pulse signals from vehicle speed sensors on the chassis, transmitted to the vehicle controller for signal analysis, filtering calibration, and numerical calculation. For example, the current vehicle speed might be 30 km / h during low-speed cruising, and 80 km / h during high-speed driving. The preset parallel speed threshold is the minimum speed limit calibrated to allow the vehicle to enter parallel mode. It can be matched and calibrated in conjunction with the transmission ratio characteristics of the target vehicle. During vehicle development, the parameter is solidified through bench testing and real-vehicle calibration to avoid the problems of low power transmission efficiency and noticeable jerking in parallel mode at low speeds. For example, the preset parallel speed threshold could be calibrated to 40 km / h; only when the vehicle speed exceeds this value does the vehicle meet the basic operating conditions for entering parallel mode.

[0077] The current discharge power limit is the maximum discharge power that the target vehicle's power battery can stably output under the current state. It directly reflects the real-time power supply capability of the power battery and can be generated in real time by the battery management system based on the battery's real-time state. For example, the current discharge power limit of the power battery under normal temperature and high charge conditions can be 40 kW, while the current discharge power limit of the power battery under low temperature and low charge conditions can be 15 kW. The first power threshold is the lowest available discharge power limit that the power battery can support in parallel operation. It can be calibrated by comprehensively matching the real-time state of charge of the power battery with the battery temperature, fully adapting to the discharge limits of the battery under different states. This is used to avoid forcibly entering parallel mode when the battery's discharge capacity is insufficient, which could lead to insufficient power, system overload, and other problems. For example, the first power threshold can be calibrated to 10 kW as the minimum power entry standard for the battery to support parallel operation.

[0078] The drive torque demand determined based on driver operation data is the total drive torque demand of the vehicle calculated by the vehicle controller according to the driver's real-time operating intentions. This can be achieved by collecting driver operation data such as accelerator pedal opening and pedal change rate, combined with the vehicle's power response calibration curve, to calculate the corresponding drive torque demand in real time. For example, the drive torque demand value is lower under stable cruising conditions and increases under rapid acceleration conditions. The preset parallel torque condition is the drive torque access judgment rule that the vehicle must meet to enter parallel mode, providing a basis for judging the torque adaptability of parallel mode. This rule can be calibrated and solidified during the vehicle development stage based on the engine output torque characteristics and motor torque response characteristics, and stored in the vehicle controller to determine whether the current drive torque demand is suitable for the parallel driving condition of the engine and motor working together.

[0079] For example, after the engine completes stable idling and ends the speed transition phase, the vehicle controller synchronously retrieves the vehicle's current speed, power battery discharge power parameters, and driver's driving torque requirements in real time. The parameters collected and calculated in real time are compared and verified one by one with internal preset calibration thresholds. The parallel mode access logic that requires three conditions to be met simultaneously is strictly implemented. Only when the current vehicle speed is greater than the preset parallel vehicle speed threshold, the current power battery discharge power limit is greater than the first power threshold, and the driving torque requirements meet the preset parallel torque conditions can it be determined that the current operating condition of the vehicle is suitable for the joint drive scenario and the target operating mode is determined to be parallel mode.

[0080] By implementing the above embodiments, the vehicle enters either parallel or series mode by combining the current vehicle speed, the current discharge power limit of the power battery, and the required driving torque. This ensures that the operation mode switching considers not only the vehicle's power demand but also the power battery's discharge capacity and the vehicle's current operating conditions. Specifically, by determining the parallel speed threshold based on the transmission ratio, it can be ensured that the engine operates in a higher efficiency range after entering parallel mode. Furthermore, by combining the available discharge power of the power battery for mode judgment, unreasonable parallel operation under conditions of insufficient battery discharge capacity can be avoided. This effectively avoids erroneous mode switching in low-speed, low-battery-capacity, and low-torque demand scenarios, ensuring that the timing of switching between series and parallel modes accurately matches the actual operating conditions of the vehicle, and continuously improving the smoothness of the vehicle's power output and the synergy of the power system operation.

[0081] In some embodiments, the step of determining that the aforementioned drive demand torque meets the preset parallel torque condition may include: obtaining the drive demand torque and the filtered demand torque obtained after filtering the drive demand torque; if the drive demand torque is greater than a first preset lower limit threshold for parallel torque and the filtered demand torque is greater than a second preset lower limit threshold for parallel torque, then it is determined that the drive demand torque meets the preset parallel torque condition, wherein the first preset lower limit threshold for parallel torque is determined based on the lower limit value of the torque output by the engine at the current speed, and the second preset lower limit threshold for parallel torque is determined based on the lower limit value of the torque and a preset filter offset.

[0082] In some examples, the driving torque demand is the original total driving torque demand of the vehicle obtained by parsing the driver's real-time operating intentions. It has not undergone any filtering or smoothing correction and can truly reflect the driver's instantaneous power operation intentions. It can be obtained by the vehicle controller collecting driver operation data such as accelerator pedal opening and pedal change rate, and combining it with the vehicle's preset power demand mapping curve for real-time calculation. For example, the driving torque demand when the vehicle is driving smoothly can be 80 Nm, and when the driver instantly presses the accelerator to accelerate, the driving torque demand can instantly jump to 150 Nm.

[0083] The filtered demand torque is a steady-state torque value obtained after digitally filtering and smoothing the original drive demand torque. It is used to eliminate instantaneous pulse torque interference and reflect the continuous and stable driver power demand. It can be generated by the vehicle controller calling the built-in filtering algorithm to perform noise reduction, smoothing, and hysteresis correction on the real-time collected original drive demand torque. For example, when the driver momentarily presses the accelerator and generates fluctuating torque, the original drive demand torque fluctuates greatly, while the filtered demand torque remains stable and can remain stable at around 90 Nm.

[0084] The first preset parallel torque lower limit threshold is the minimum allowable value of the original drive torque for entering parallel mode, used to match the basic output capability of the engine under the current operating conditions. It can be determined through engine bench performance testing during the vehicle power calibration phase, based on the minimum effective torque that can be stably output at the engine's real-time speed. For example, at the engine's normal operating speed, the first preset parallel torque lower limit threshold can be calibrated to 70 Nm. The second preset parallel torque lower limit threshold is the minimum allowable value of the filtered torque requirement for entering parallel mode, used to adapt to the steady-state torque determination requirements after filtering correction. It can be obtained by comprehensively calibrating based on the torque lower limit value corresponding to the engine's current speed, superimposed with the vehicle's preset filter offset. The parameter values ​​are solidified and stored after verification under actual vehicle operating conditions to improve the fault tolerance and stability of steady-state torque determination. For example, combining the basic torque lower limit and the standard filter offset, the second preset parallel torque lower limit threshold can be calibrated to 70 Nm or 65 Nm.

[0085] For example, the vehicle controller can collect the driver's throttle operation signal in real time and calculate the original driving torque demand. Simultaneously, it starts the built-in filtering processing program to smooth and reduce noise in the original torque data and output a stable filtered torque demand. The two sets of torque parameters are compared and verified with the corresponding preset lower limit threshold. Only when the instantaneous value of the original driving torque demand is greater than the first preset parallel torque lower limit threshold and the steady-state value of the filtered torque demand is simultaneously greater than the second preset parallel torque lower limit threshold, can it be determined that the current driving torque demand meets the preset parallel torque condition, providing an effective torque condition basis for the vehicle to enter parallel mode.

[0086] By implementing the above embodiments, both the original driving torque demand and the filtered torque demand are obtained simultaneously, and compared with the corresponding parallel torque lower limit threshold. This can prevent the vehicle from frequently entering parallel mode due to the driver's instantaneous pressing of the accelerator pedal or short-term signal fluctuations. Especially in low-torque cruising or slight acceleration scenarios of new energy vehicles, by using the filtered torque demand to participate in mode judgment, the stability of the parallel mode entry conditions can be improved, mode switching jitter can be reduced, thereby improving the smoothness of engine speed changes and the overall driving experience.

[0087] In some embodiments, the aforementioned preset starting conditions may include at least one of the following conditions: the driver's required power, determined based on driver operation data, is greater than a second power threshold, wherein the second power threshold is determined based on the peak power of the target vehicle's drive motor; the required drive torque, determined based on driver operation data, is greater than the upper limit of the drive motor's output; the state of charge of the power battery is lower than a preset target charge threshold; the vehicle operation data includes a driving mode change signal, a catalyst heating request signal, or a preset function trigger request signal, wherein the driving mode change signal is a signal indicating that the target vehicle is switching from a pure electric drive mode to a hybrid drive mode, the catalyst heating request signal is a signal indicating that the catalyst temperature is lower than a preset ignition temperature threshold, and the preset function trigger request signal is a signal indicating that a preset diagnostic function or vehicle assistance function requests engine operation; the regenerative braking power in the vehicle operation data is lower than a third power threshold and the current vehicle speed in the vehicle operation data is higher than a preset crawling speed threshold, wherein the second preset power threshold is determined based on the minimum effective regenerative power of the target vehicle's braking energy recovery system; and the current vehicle speed exceeds a preset vehicle speed threshold.

[0088] In some examples, the first preset starting condition is that the driver's required power, determined based on driver operation data, is greater than a second power threshold, which is determined based on the peak power of the target vehicle's drive motor. The driver's required power is a total power parameter characterizing the driver's overall power demand. It is calculated in real-time by the vehicle controller using accelerator pedal operation data and considering vehicle driving resistance and speed, accurately reflecting the total driving power currently required by the vehicle. The second power threshold is a fixed upper limit parameter calibrated during vehicle development based on the drive motor's peak power. It is stored internally in the vehicle controller and used to determine the power limit boundary of the motor's individual drive. When the driver's power demand exceeds the motor's peak output power, the motor alone cannot meet the vehicle's driving needs, requiring engine start-up assistance. For example, if the target vehicle's drive motor peak power is 120 kW, the second power threshold can be calibrated to 110 kW. When the driver's required power consistently exceeds this value, this starting condition is met. By correlating the driver's power demand with the peak power of the drive motor, the engine can be triggered in a timely manner under high power demand conditions, avoiding problems such as insufficient power or sluggish acceleration response, thereby improving the vehicle's power response capability and operational stability under high-speed conditions.

[0089] The second preset starting condition is that the required driving torque, determined based on driver operation data, is greater than the upper limit of the drive motor's output. This is the total driving torque requirement of the vehicle calculated by the vehicle controller based on the driver's operating intentions. The upper limit of the drive motor's output is the maximum torque value that the motor can stably output under the current motor speed and battery status. This limit parameter is dynamically obtained by the vehicle controller in real time from the motor performance spectrum. This condition is used to determine whether the motor's torque output capability cannot cover the driver's acceleration demand, avoiding problems such as motor overload and weak power output. For example, if the maximum output torque of the drive motor under the current operating conditions is 200 Nm, and the driving torque required by the driver's operation reaches 215 Nm, then this engine starting trigger condition is met. By comparing the required driving torque with the motor's output capability in real time, the accuracy of the engine intervention timing can be improved, enabling the vehicle to maintain stable power output under rapid acceleration or high load conditions, while reducing the impact of prolonged high-load operation of the drive motor on system reliability.

[0090] The third preset starting condition is that the state of charge (SBC) of the power battery is lower than a preset target SBC threshold. The SBC is monitored and calibrated in real time by the battery management system and then uploaded to the vehicle controller to directly reflect the remaining energy storage and continuous power supply capacity of the power battery. The preset target SBC threshold is a critical charge parameter that ensures the stability of the vehicle's power supply and protects battery life. It is set and solidified through vehicle energy consumption calibration and battery characteristic tests. When the battery charge is lower than this threshold, the battery cannot continuously support the vehicle's pure electric driving needs, requiring the engine to start and generate electricity to supplement power. For example, the preset target SBC threshold can be calibrated to 30%. When the SBC of the power battery is lower than this value, the engine start-up logic is triggered. By starting the engine in a timely manner to supplement power when the power battery charge is insufficient, over-discharge of the power battery can be avoided, improving the stability of the vehicle's continuous power supply, while also extending the lifespan of the power battery and improving the reliability of the vehicle's driving range.

[0091] The fourth preset start-up condition is that the vehicle operating data includes a driving mode change signal, a catalytic converter heating request signal, or a preset function trigger request signal. The driving mode change signal, generated by the vehicle controller, represents the target vehicle switching from pure electric drive mode to hybrid drive mode, adapting to the vehicle's active power mode switching needs. The catalytic converter heating request signal, generated by the vehicle controller based on the catalytic converter temperature, represents a function signal indicating that the catalytic converter temperature is below a preset ignition temperature threshold, requiring exhaust waste heat heating to ensure efficient operation of the exhaust gas purification system. The preset function trigger request signal is a demand signal issued by the vehicle diagnostic system or auxiliary systems, indicating that the vehicle requires preset diagnostic functions or vehicle auxiliary functions such as mechanical water pump exhaust, necessitating engine start-up. All three types of signals are real-time status indicators generated during vehicle operation and monitored and identified by the vehicle controller. The validity of any one of these signals satisfies this start-up condition. By introducing multiple function trigger start-up conditions, the engine control logic can cover various operating scenarios such as power switching, thermal management, and vehicle auxiliary functions, thereby improving the overall system's operational coordination and functional execution reliability.

[0092] The fifth preset starting condition is that the regenerative braking power in the vehicle's operating data is lower than the third power threshold and the current vehicle speed in the vehicle's operating data is higher than the preset crawling speed threshold. The third power threshold is a fixed parameter calibrated based on the minimum effective regenerative power of the target vehicle's braking energy recovery system, stored internally in the vehicle controller, and used to define the effective operating range of braking energy recovery. The regenerative braking power is calculated in real time by the vehicle's energy management module and represents the amount of braking energy that the vehicle can recover under the current operating conditions. The preset crawling speed threshold is a critical speed parameter that distinguishes between stationary crawling and normal driving. When the vehicle is in normal driving mode and the braking energy recovery efficiency is too low, and the regenerative capacity cannot meet the vehicle's braking energy management requirements, the engine needs to be started to optimize the vehicle's operating conditions. For example, the third power threshold can be calibrated to 2 kW, and the preset crawling speed threshold can be calibrated to 10 km / h. If the current vehicle speed is higher than 10 km / h and the regenerative braking power is lower than 2 kW, this starting condition can be met. By triggering engine operation when braking energy recovery is insufficient, the vehicle's energy management system can be improved to adapt to complex operating conditions, thus avoiding instability in the power system due to insufficient energy recovery.

[0093] The sixth preset starting condition is that the current vehicle speed exceeds a preset speed threshold. The current vehicle speed is collected in real time by the vehicle chassis speed sensor and calibrated by the vehicle controller. The preset speed threshold is the critical calibration speed for high-speed driving conditions, used to identify high-speed driving scenarios. Under high-speed driving conditions, the vehicle's power and energy consumption demands increase significantly. Relying solely on the power battery and drive motor is insufficient to simultaneously handle power output and battery protection, requiring engine starting to intervene and work in coordination. For example, the preset speed threshold can be calibrated to 100 kilometers per hour. When the vehicle's continuous driving speed exceeds this value, this engine starting condition is met. By promptly starting the engine to participate in drive and energy supply under high-speed driving conditions, the vehicle's high-speed cruising capability and power output stability can be improved, while reducing the adverse effects of prolonged high-power discharge of the power battery on battery performance and lifespan.

[0094] For example, the vehicle controller can continuously collect driver operation data and various vehicle operating status data at a fixed control cycle, and simultaneously perform parallel cyclic verification of the above six preset starting conditions. As long as any one of the conditions is continuously met, it is determined that the vehicle has an engine starting demand. The validity of the conditions is further verified by combining preset delay judgment logic, and invalid trigger signals caused by instantaneous operating condition fluctuations are filtered out. Finally, after confirming that the starting demand is real and valid, the engine starting control command is accurately triggered, which comprehensively covers various vehicle operating conditions such as insufficient power, low battery, thermal management needs, and functional assistance needs, ensuring accurate switching of the vehicle power system operating conditions and stable operation.

[0095] By implementing the above embodiments, multiple factors such as driver power demand, drive torque demand, power battery state of charge, driving mode change signal, catalyst heating request, function trigger request, regenerative braking power, and vehicle speed conditions are used as engine starting conditions. This enables the engine control logic to cover the power demand, thermal management demand, and functional operation demand under different operating scenarios of new energy vehicles. It can improve the comprehensiveness and rationality of engine starting decisions, avoid the problem of engine starting lag or frequent starting caused by relying on a single parameter, and thus improve the stability of engine start-stop and the coordination of vehicle operation.

[0096] In some embodiments, the aforementioned step 102 may include: when it is determined based on vehicle operation data and driver operation data that the target vehicle meets the preset starting conditions, starting a first delay timer; if it is detected during the timing of the first delay timer that the target vehicle no longer meets the preset starting conditions, resetting the first delay timer; and controlling the engine to start when the timing duration of the first delay timer reaches a first preset duration.

[0097] In some examples, the first delay timer is a software timing function module integrated into the vehicle controller, specifically used to verify the continuous validity of the engine's preset starting conditions. This timer is natively integrated into the vehicle control program and is in a ready-to-activate state after the vehicle is powered on, without the need for additional data collection or external equipment. When the vehicle controller detects for the first time that the target vehicle meets any of the preset starting conditions, it automatically wakes up the first delay timer and starts timing continuously. For example, the first delay timer performs precise millisecond-level accumulation timing according to the vehicle control cycle, which can adapt to the delay verification requirements of various vehicle speeds and operating conditions.

[0098] The first preset duration is a standard duration threshold used to determine the true and effective engine starting demand, and it is a calibration parameter for anti-shake control. This parameter can be determined through extensive real-vehicle road tests and powertrain bench tests during the vehicle development stage, fully matching the vehicle's power response characteristics and operating condition fluctuation patterns. After calibration, it is stored in the control parameter library of the vehicle controller and can be directly called during vehicle operation. For example, the first preset duration can be calibrated to 1 second to filter short-term instantaneous operating condition interference, ensuring that only continuous and stable starting demands can trigger the engine starting action.

[0099] During the timing cycle of the first delay timer, the vehicle controller continuously monitors the matching status between the vehicle's operating conditions and the starting conditions. Once it detects that the preset starting conditions are no longer met, it immediately executes a timer reset operation. After the reset, the accumulated time of the timer is cleared to zero, returning to the initial standby state and ceasing to count, thus completely avoiding the problem of intermittent and fluctuating invalid starting demands triggering erroneous engine starts. Throughout the complete timing process, if the preset starting conditions remain valid, the accumulated time of the first delay timer will continue to accumulate. When the accumulated time accurately reaches the fixed first preset time, the vehicle controller determines that the current start demand is real, stable, and valid, and then outputs a standardized engine start control command to drive the engine to perform a stable start operation.

[0100] Through the implementation of the above embodiments, after the engine starting conditions are met, the first delay timer is started, and during the timing period, it is continuously detected whether the starting conditions remain met. The engine is only controlled to start after the first preset time has been reached. This gives the engine starting control a delayed confirmation mechanism, which can effectively filter transient starting signals generated by instantaneous acceleration requests, short-term load changes or SOC fluctuations during the operation of new energy vehicles, reduce unnecessary frequent engine starts, improve engine start-stop stability, and reduce mechanical shock and energy consumption caused by frequent engine starts.

[0101] In some embodiments, step 106 may include: when it is determined based on vehicle operation data and driver operation data that the target vehicle meets the preset shutdown conditions, starting a second delay timer; if it is detected during the timing of the second delay timer that the target vehicle no longer meets the preset shutdown conditions, resetting the second delay timer; and controlling the engine to shut down when the timing duration of the second delay timer reaches a second preset duration.

[0102] In some examples, the second delay timer is a dedicated software timing module integrated within the vehicle controller, specifically designed to verify the continued validity of the engine's preset shutdown conditions. This timing module is built into the vehicle control program and enters standby mode immediately after the vehicle completes power-on initialization, requiring no additional hardware acquisition or external signal input. When the vehicle controller determines for the first time, based on vehicle operation data and driver operation data, that the target vehicle meets the preset shutdown conditions, it automatically activates the second delay timer, continuously accumulating the time according to the vehicle's fixed control cycle. For example, the second delay timer uses a high-precision control cycle of 10 milliseconds to complete the timing accumulation, accurately adapting to various shutdown requirement verification scenarios under different driving conditions.

[0103] The second preset duration is a standard duration threshold used to determine the authenticity and validity of engine shutdown requests. It is a calibration parameter for achieving engine shutdown anti-shake control. This parameter can be determined during the vehicle development stage through bench calibration of the vehicle powertrain and matching of real-vehicle road tests in multiple scenarios. It fully combines the vehicle's power response characteristics, battery charge fluctuation patterns, and driving condition changes. After the parameter is solidified, it is stored in the vehicle controller parameter library and can be directly called and used during vehicle operation. For example, the second preset duration can be calibrated to 1.5 seconds, which can effectively filter false shutdown requests caused by instantaneous operating condition fluctuations and avoid the problem of frequent engine start-stop.

[0104] Throughout the entire process of the second delay timer starting and continuously timing, the vehicle controller maintains high-frequency cyclical operating condition monitoring, verifying in real time whether the target vehicle continuously meets the preset shutdown conditions. Once the shutdown conditions are detected to have disappeared and the vehicle operating conditions are no longer suitable for the engine shutdown state, a timer reset command is immediately triggered, clearing the accumulated timing duration of the second delay timer to zero, restoring it to its initial standby state, terminating the current shutdown requirement verification, and avoiding erroneous shutdown actions caused by instantaneous changes in operating conditions. Within the complete timing cycle of the second delay timer, if the vehicle operating conditions consistently and stably meet the preset shutdown conditions, the accumulated timing duration will continue to accumulate stably. When the accumulated timing duration precisely reaches the fixed second preset duration, the vehicle controller determines that the current shutdown requirement is a real, continuous, and valid operating condition requirement, and then outputs a standardized engine shutdown control command to control the engine to smoothly exit the working state and complete the shutdown operation.

[0105] Through the implementation of the above embodiments, after the engine shutdown condition is met, the second delay timer is started, and during the timing period, it is continuously detected whether the shutdown condition is continuously met. The engine is only controlled to shut down after the second preset time is reached. This enables the engine shutdown control to also have a delay confirmation mechanism, which can avoid frequent shutdowns and restarts of new energy vehicles under short-term fluctuations in power demand or short-term changes in SOC. This improves the continuity of engine operation and the stability of the vehicle's power output, while also improving driving smoothness and reducing the impact of frequent start-stop on engine durability.

[0106] Furthermore, as an implementation of the foregoing method embodiments, this application also provides an engine control device for implementing the foregoing method embodiments. This device embodiment corresponds to the foregoing method embodiments. For ease of reading, this engine control device embodiment will not repeat the details of the foregoing method embodiments one by one, but it should be understood that the device in this application embodiment can correspondingly implement all the contents of the foregoing method embodiments. For example... Figure 2 As shown, the engine control device 20 includes: a data acquisition unit 201, a start control unit 202, a speed determination unit 203, a mode determination unit 204, a speed adjustment unit 205, and a shutdown control unit 206. The data acquisition unit 201 is used to acquire vehicle operation data and driver operation data of the target vehicle. The start control unit 202 is used to control the engine of the target vehicle to start when, based on vehicle status data and driver demand data, the duration for which the target vehicle meets preset start conditions reaches a first preset duration. The speed determination unit 203 is used to determine the engine speed based on temperature-related parameters and shutdown history in the vehicle operation data. The parameters determine the target idle speed after the engine starts; the mode determination unit 204 is used to determine the target operating mode from parallel mode and series mode based on driver operation data and the state of charge of the target vehicle's power battery after the engine has been running at the target idle speed for a preset stable period of time; the speed adjustment unit 205 is used to control the engine to adjust from the target idle speed to the target dynamic speed, wherein the target dynamic speed is determined based on the target operating mode; the shutdown control unit 206 is used to control the engine to shut down when the duration for which the target vehicle meets the preset shutdown conditions reaches a second preset duration based on vehicle status data and driver demand data.

[0107] In some embodiments, the speed determination unit 203 is further configured to determine whether the target vehicle meets the preset ignition condition entry conditions based on temperature correlation parameters and shutdown history parameters; if the target vehicle meets the preset ignition condition entry conditions, the target idle speed is determined as the preset ignition speed; otherwise, the target idle speed is determined as the preset base idle speed.

[0108] In some embodiments, the temperature-related parameters include ambient temperature, engine coolant temperature, and estimated catalyst temperature; the shutdown history parameters include the duration of the last engine shutdown and the vehicle power-off hibernation status indicator. The speed determination unit 203 is further configured to determine that the target vehicle meets the preset ignition condition entry conditions if the ambient temperature is greater than the preset lower limit of the ambient temperature, the engine coolant temperature is within the preset coolant temperature range, the duration of the last shutdown is greater than the preset shutdown duration threshold, the estimated catalyst temperature is lower than the preset catalyst temperature threshold, or the vehicle power-off hibernation status indicator indicates that the target vehicle has performed a power-off operation or hibernation reset operation.

[0109] In some embodiments, the mode determination unit 204 is further configured to determine the target operating mode as a parallel mode if the current vehicle speed in the vehicle operating data is greater than a preset parallel vehicle speed threshold, the current discharge power limit of the target vehicle is greater than a first power threshold, and the drive demand torque determined based on the driver operation data meets the preset parallel torque condition; otherwise, it determines the target operating mode as a series mode. The preset parallel vehicle speed threshold is a lower limit of the parallel vehicle speed determined based on the transmission speed ratio of the target vehicle, and the first power threshold is a lower limit of the battery's available discharge power determined based on the current state of charge of the power battery and the battery temperature.

[0110] In some embodiments, the mode determination unit 204 is further configured to obtain the driving demand torque and the filtered demand torque obtained after filtering the driving demand torque; if the driving demand torque is greater than the first preset parallel torque lower limit threshold and the filtered demand torque is greater than the second preset parallel torque lower limit threshold, then it is determined that the driving demand torque meets the preset parallel torque condition, wherein the first preset parallel torque lower limit threshold is determined based on the lower limit value of the torque output by the engine at the current speed, and the second preset parallel torque lower limit threshold is determined based on the lower limit value of the torque and the preset filter offset.

[0111] In some embodiments, the preset starting conditions include at least one of the following conditions: the driver's power demand determined based on driver operation data is greater than a second power threshold, wherein the second power threshold is determined based on the peak power of the target vehicle's drive motor; the drive torque demand determined based on driver operation data is greater than the upper limit of the drive motor output; the state of charge of the power battery is lower than a preset target charge threshold; the vehicle operation data includes a driving mode change signal, a catalyst heating request signal, or a preset function trigger request signal, wherein the driving mode change signal is a signal indicating that the target vehicle is switching from a pure electric drive mode to a hybrid drive mode, the catalyst heating request signal is a signal indicating that the catalyst temperature is lower than a preset ignition temperature threshold, and the preset function trigger request signal is a signal indicating that a preset diagnostic function or vehicle assistance function requests engine operation; the regenerative braking power in the vehicle operation data is lower than a third power threshold and the current vehicle speed in the vehicle operation data is higher than a preset crawling speed threshold, wherein the second preset power threshold is determined based on the minimum effective regenerative power of the target vehicle's braking energy recovery system; and the current vehicle speed exceeds a preset vehicle speed threshold.

[0112] In some embodiments, the start control unit 202 is further configured to start a first delay timer when it is determined, based on vehicle operation data and driver operation data, that the target vehicle meets the preset start conditions; if, during the timing of the first delay timer, it is detected that the target vehicle no longer meets the preset start conditions, the first delay timer is reset; and when the timing duration of the first delay timer reaches a first preset duration, the engine is controlled to start.

[0113] In some embodiments, the shutdown control unit 206 is further configured to start a second delay timer when it is determined, based on vehicle operation data and driver operation data, that the target vehicle meets the preset shutdown conditions; if, during the timing of the second delay timer, it is detected that the target vehicle no longer meets the preset shutdown conditions, the second delay timer is reset; and when the timing duration of the second delay timer reaches a second preset duration, the engine is controlled to shut down.

[0114] This application also provides a computer-readable storage medium storing computer-executable instructions or a computer program that, when executed by a processor, will cause the processor to perform any step of the engine control method provided in this application.

[0115] In some embodiments, the computer-readable storage medium may be a random access memory (RAM), a read-only memory (ROM), flash memory, a magnetic surface memory, an optical disc, or a compact disc read-only memory (CD-ROM); or it may be a variety of devices that include one or any combination of the above-mentioned memories.

[0116] In some embodiments, computer-executable instructions may take the form of programs, software, software modules, scripts, or code, written in any form of programming language (including compiled or interpreted languages, or declarative or procedural languages), and may be deployed in any form, including as stand-alone programs or as modules, components, subroutines, or other units suitable for use in a computing environment.

[0117] In some embodiments, computer-executable instructions may, but do not necessarily, correspond to files in a file system, and may be stored as part of a file that holds other programs or data, for example, in one or more scripts in a HyperText Markup Language (HTML) document, in a single file dedicated to the program in question, or in multiple co-located files (e.g., files that store one or more modules, subroutines, or code sections).

[0118] like Figure 3 As shown, this application also provides a vehicle 30, including a memory 310, a processor 320, and a computer program 311 stored in the memory 310 and executable on the processor. When the processor 320 executes the computer program 311, it implements any step of the above-described engine control method.

[0119] This application also provides a computer program product comprising a computer program or computer-executable instructions stored in a computer-readable storage medium. A vehicle's processor reads the computer program or computer-executable instructions from the computer-readable storage medium and executes the computer program or computer-executable instructions, causing the vehicle to perform any step of the engine control method described above.

[0120] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. An engine control method, characterized in that, Applied to the target vehicle, the engine control method includes: Acquire the vehicle operation data and driver operation data of the target vehicle; Based on the vehicle status data and the driver demand data, if it is determined that the duration for which the target vehicle meets the preset starting conditions reaches a first preset duration, the engine of the target vehicle is controlled to start. Based on the temperature-related parameters and shutdown history parameters in the vehicle operation data, the target idle speed after the engine starts is determined; After the engine has been running at the target idle speed for a preset stable period of time, the target operating mode is determined from the parallel mode and the series mode based on the driver's operation data and the state of charge of the power battery of the target vehicle. The engine is controlled to adjust from the target idle speed to the target dynamic speed, wherein the target dynamic speed is determined based on the target operating mode; Based on the vehicle status data and the driver demand data, if it is determined that the target vehicle meets the preset shutdown conditions for a duration of a second preset duration, the engine is controlled to shut down.

2. The engine control method according to claim 1, characterized in that, The determination of the target idle speed after engine start-up based on temperature-related parameters and shutdown history parameters in the vehicle operation data includes: Based on the temperature correlation parameters and the shutdown history parameters, it is determined whether the target vehicle meets the preset ignition condition entry conditions. If the target vehicle is determined to meet the preset ignition condition entry conditions, the target idle speed is determined as the preset ignition speed; otherwise, the target idle speed is determined as the preset base idle speed.

3. The engine control method according to claim 2, characterized in that, The temperature-related parameters include ambient temperature, engine coolant temperature, and estimated catalyst temperature. The shutdown history parameters include the duration of the engine's last shutdown and the vehicle's power-off hibernation status indicator. The step of determining whether the target vehicle meets the preset ignition condition entry conditions based on the temperature-related parameters and the shutdown history parameters includes: If the ambient temperature is greater than the preset lower limit of the ambient temperature, the engine coolant temperature is within the preset coolant temperature range, the duration of the last shutdown is greater than the preset shutdown duration threshold, the estimated temperature of the catalyst is lower than the preset catalyst temperature threshold, or the vehicle power-off sleep state indicator indicates that the target vehicle has performed a power-off operation or a sleep reset operation, then it is determined that the target vehicle meets the preset ignition condition entry conditions.

4. The engine control method according to claim 1, characterized in that, The step of determining the target operating mode from parallel and series modes based on the driver's operation data and the state of charge of the target vehicle's power battery includes: If the current vehicle speed in the vehicle operation data is greater than a preset parallel vehicle speed threshold, the current discharge power limit of the target vehicle is greater than a first power threshold, and the driving demand torque determined based on the driver operation data meets the preset parallel torque condition, then the target operating mode is determined to be a parallel mode; otherwise, the target operating mode is determined to be a series mode. The preset parallel vehicle speed threshold is a lower limit of the parallel vehicle speed determined based on the transmission ratio of the target vehicle, and the first power threshold is a lower limit of the battery's available discharge power determined based on the current state of charge of the power battery and the battery temperature.

5. The engine control method according to claim 4, characterized in that, The step of determining that the required drive torque meets the preset parallel torque condition includes: The required driving torque and the filtered required torque obtained after filtering the required driving torque are obtained. If the required driving torque is greater than the first preset parallel torque lower limit threshold and the required filtering torque is greater than the second preset parallel torque lower limit threshold, then the required driving torque is determined to meet the preset parallel torque condition. The first preset parallel torque lower limit threshold is determined based on the lower limit value of the torque output by the engine at the current speed, and the second preset parallel torque lower limit threshold is determined based on the lower limit value of the torque and the preset filtering offset.

6. The engine control method according to any one of claims 1 to 5, characterized in that, The preset start-up conditions include at least one of the following conditions: The driver's power demand determined based on the driver's operation data is greater than a second power threshold, wherein the second power threshold is determined based on the peak power of the drive motor of the target vehicle; The required driving torque determined based on the driver's operating data is greater than the upper limit of the drive motor output. The state of charge of the power battery is lower than a preset target charge threshold. The vehicle operation data includes a driving mode change signal, a catalyst heating request signal, or a preset function trigger request signal. The driving mode change signal is a signal indicating that the target vehicle is switching from pure electric drive mode to hybrid drive mode. The catalyst heating request signal is a signal indicating that the catalyst temperature is lower than a preset ignition temperature threshold. The preset function trigger request signal is a signal indicating that a preset diagnostic function or vehicle assistance function requests engine operation. The regenerative braking power in the vehicle operation data is lower than the third power threshold and the current vehicle speed in the vehicle operation data is higher than the preset crawling speed threshold, wherein the second preset power threshold is determined based on the minimum effective regenerative power of the target vehicle's braking energy recovery system. The current vehicle speed exceeds a preset vehicle speed threshold.

7. The engine control method according to any one of claims 1 to 5, characterized in that, The step of controlling the engine of the target vehicle to start when the duration for which the target vehicle meets the preset starting conditions reaches a first preset duration based on the vehicle status data and the driver demand data includes: When it is determined, based on the vehicle operation data and the driver operation data, that the target vehicle meets the preset starting conditions, the first delay timer is started. If, during the first delay timer's timing, it is detected that the target vehicle no longer meets the preset starting conditions, then the first delay timer is reset; When the duration of the first delay timer reaches the first preset duration, the engine is controlled to start.

8. The engine control method according to any one of claims 1 to 5, characterized in that, The step of controlling the engine to shut down when, based on the vehicle status data and the driver demand data, the duration for which the target vehicle meets the preset shutdown conditions reaches a second preset duration includes: When it is determined, based on the vehicle operation data and the driver operation data, that the target vehicle meets the preset shutdown conditions, the second delay timer is started. If, during the second delay timer's timing, it is detected that the target vehicle no longer meets the preset stopping conditions, then the second delay timer is reset; When the duration of the second delay timer reaches the second preset duration, the engine is controlled to stop.

9. An engine control device, characterized in that, Applied to the target vehicle, the engine control device includes: The data acquisition unit is used to acquire the vehicle operation data and driver operation data of the target vehicle; The start control unit is used to control the engine of the target vehicle to start when the duration for which the target vehicle meets the preset start conditions reaches a first preset duration, based on the vehicle status data and the driver demand data. The speed determination unit is used to determine the target idle speed of the engine after it starts, based on the temperature-related parameters and shutdown history parameters in the vehicle operation data. The mode determination unit is used to determine the target operating mode from parallel mode and series mode based on the driver operation data and the state of charge of the power battery of the target vehicle after the engine has been running at the target idle speed for a preset stable time. A speed adjustment unit is used to control the engine to adjust from the target idle speed to the target dynamic speed, wherein the target dynamic speed is determined based on the target operating mode; The shutdown control unit is used to control the engine to shut down when, based on the vehicle status data and the driver demand data, it is determined that the duration for which the target vehicle meets the preset shutdown conditions reaches a second preset duration.

10. A vehicle comprising: The memory and processor are characterized in that the processor is used to implement the steps of the engine control method as described in any one of claims 1 to 8 when executing a computer program stored in the memory.

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