P2 configuration heavy hybrid vehicle and engine start control method, device and medium

Abstract

The application discloses a P2 configuration heavy hybrid vehicle and an engine starting control method, device and medium, the control method comprising: acquiring the running parameters and current state information of the vehicle in real time; the running parameters at least comprising driving condition information, slope information, load information and torque information; the current state information at least comprising whether in a first state, whether in a second state and whether in a third state; based on the running parameters and the current state information, matching the starting mode of the engine, and controlling the engine to start in the matched starting mode; wherein the starting mode comprises a low-pressure starter starting, a P2 motor neutral drag starting and a gear sliding wear starting. The application realizes the self-adaptive matching of the starting mode of the engine in all working conditions through multi-parameter working condition layered judgment, and is beneficial to improving the power continuity, smoothness, energy consumption optimization and component reliability.

Description

Technical Field

[0001] This invention relates to the field of power control for heavy-duty hybrid vehicles, and more particularly to a P2 configuration heavy-duty hybrid vehicle and its engine starting control method, device, and medium. Background Technology

[0002] The P2 configuration hybrid system, with its advantages of simple structure, strong adaptability and high power coupling efficiency, is widely used in urban buses, long-haul logistics heavy trucks and other vehicles. This configuration sets a clutch between the engine and the drive motor, which can realize the decoupling and coupling control of the engine and the motor, and meet the needs of multiple working conditions such as hybrid driving, pure electric driving and energy recovery.

[0003] Most P2 configuration heavy-duty hybrid vehicles use a single fixed starting logic or a simple operating condition switching strategy for engine starting. This does not take into account the unique characteristics of heavy commercial vehicles, such as heavy load, large inertia, complex operating conditions, frequent hill driving, and frequent start-stop. For motor-tractor starting in neutral, there is a power interruption. There are safety hazards in heavy load, hill driving, and high-speed operating conditions. Furthermore, it cannot simultaneously meet the requirements for power, smoothness, safety, and component life. Summary of the Invention

[0004] This invention provides a P2 configuration heavy-duty hybrid vehicle and an engine start-up control method, device, and medium to solve the problems existing in the prior art. By using multi-parameter working condition layered judgment, it achieves full-condition adaptive matching of the engine start-up mode, which is beneficial to improving power continuity, smoothness, energy consumption optimization, and component reliability.

[0005] According to one aspect of the present invention, an engine start-up control method for a P2 configuration heavy-duty hybrid vehicle is provided, comprising: The vehicle's operating parameters and current status information are acquired in real time; the operating parameters include at least driving condition information, slope information, load information, and torque information; the current status information includes at least whether the vehicle is in a first state, a second state, and a third state. Based on the operating parameters and the current status information, the engine starting method is matched, and the engine is controlled to start in the matched starting method; wherein, the starting method includes low-pressure starter motor start, P2 motor neutral gear drag start, and gear slip start.

[0006] Optionally, the vehicle's operating parameters can be acquired in real time, including: The vehicle's speed, road gradient, vehicle load, and driver's required torque are acquired in real time. Based on the vehicle speed, the driving condition information is determined; the driving condition information includes at least stationary condition, low-speed condition, medium-speed condition and high-speed condition. Based on the road surface slope, the slope information is determined; the slope information includes at least a gentle slope on a flat road, a general slope, and a steep slope; Based on the vehicle load, the load information is determined; the load information includes at least light load, medium load, and heavy load. Based on the driver's required torque, the torque information is determined; the torque information includes at least small torque, medium torque, and large torque.

[0007] Optionally, the first state includes a transmission failure, and / or a vehicle high-voltage failure; the second state includes a clutch actuator failure, and / or a drive motor failure, and / or a clutch temperature greater than or equal to a protection threshold; the third state includes a time interval from the last start that is less than a preset time interval, and / or a low-voltage battery voltage that is lower than a preset voltage.

[0008] Optionally, based on the operating parameters and the current status information, the engine start-up method is matched, including: When the operating parameters and the current status information meet the first condition, the P2 motor is started in neutral.

[0009] Optionally, the first condition includes: The vehicle's operating parameters meet the requirements of a stationary operating condition, and the vehicle's current state information indicates that the vehicle is not in the first or second state; or, The vehicle's operating parameters satisfy low-speed conditions, flat road with slight incline, light or medium load, and small or medium torque, and the vehicle's current status information indicates that the vehicle is not in the first or second state.

[0010] Optionally, based on the operating parameters and the current status information, the engine start-up method is matched, including: When the operating parameters and the current status information meet the second condition, the low-pressure starter is matched and started.

[0011] Optionally, the second condition includes: The vehicle's operating parameters satisfy at least one of the following: low speed, medium / steep gradient, heavy load, and high torque; or, Medium-speed operation, flat roads with slight inclines, light / medium loads, and low / medium torque, with the drive motor speed lower than the engine starting speed threshold; or, Medium speed, moderate / steep inclines, heavy load, high torque; or... High-speed operation, and the drive motor speed is less than the engine starting speed threshold; Alternatively, the current status information of the vehicle indicates that the vehicle is in the first and second states, but not in the third state.

[0012] Optionally, based on the operating parameters and the current status information, the engine start-up method is matched, including: When the operating parameters and the current status information meet the third condition, the matching and sliding mill starts.

[0013] Optionally, the third condition includes: Under high-speed operating conditions, the drive motor speed is greater than the engine starting speed threshold, and the current state information of the vehicle indicates that the vehicle is not in the first or second state; or, Under medium-speed operating conditions, on flat roads with slight inclines, under light / medium loads, with low / medium torque, and with the drive motor speed greater than or equal to the engine starting speed threshold, the current status information of the vehicle indicates that the vehicle is not in the first or second state.

[0014] Secondly, the present invention provides an engine start control device for a P2 configuration heavy-duty hybrid vehicle, comprising: The acquisition module is used to acquire the vehicle's operating parameters and current status information in real time; the operating parameters include at least driving condition information, slope information, load information, and torque information; the current status information includes at least whether it is in a first state, a second state, and a third state. The starting mode matching module is used to match the starting mode of the engine based on the operating parameters and the current status information, and control the engine to start in the matched starting mode; wherein, the starting mode includes low-pressure starter motor start, P2 motor neutral gear drag start, and in-gear slip start.

[0015] Thirdly, the present invention provides a P2 configuration heavy-duty hybrid vehicle, including at least a controller; the controller is used to execute the engine start control method of the P2 configuration heavy-duty hybrid vehicle described in any of the preceding claims.

[0016] Thirdly, the present invention provides a computer-readable storage medium storing computer instructions for causing a processor to execute the engine start control method for a P2 configuration heavy-duty hybrid vehicle as described above.

[0017] The engine start-up control method for a P2 configuration heavy-duty hybrid vehicle provided in this invention includes real-time acquisition of vehicle operating parameters and current status information. The operating parameters include at least driving condition information, slope information, load information, and torque information. The current status information includes at least whether the vehicle is in a first state, a second state, and a third state. Based on the operating parameters and current status information, the method matches the engine start-up mode from low-pressure starter motor start-up, P2 motor neutral drag start-up, and in-gear slip start-up, and controls the engine to start in the matched start-up mode. This enables the engine of the P2 configuration heavy-duty hybrid vehicle to achieve full-condition adaptive matching start-up mode through multi-parameter operating condition layered judgment, solving the technical problems of poor start-up condition adaptability, unreliable fault conditions, high component wear, and poor smoothness in the prior art. This method is beneficial to improving the vehicle's power continuity, smoothness, optimal energy consumption, and component reliability.

[0018] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 A flowchart of the engine start-up control method for a P2 configuration heavy-duty hybrid vehicle provided in Embodiment 1 of the present invention; Figure 2 This is a flowchart of the engine start-up control method for a P2 configuration heavy-duty hybrid vehicle provided in Embodiment 2 of the present invention; Figure 3 This is a structural block diagram of the engine start control device for a P2 configuration heavy-duty hybrid vehicle provided in Embodiment 3 of the present invention. Detailed Implementation

[0021] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0022] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0023] Example 1 Figure 1 This is a flowchart of an engine start control method for a P2 configuration heavy-duty hybrid vehicle provided in Embodiment 1 of the present invention. This embodiment is applicable to controlling the engine start of a P2 configuration heavy-duty hybrid vehicle. The method is executed by the engine start device of the P2 configuration heavy-duty hybrid vehicle. This engine start device can be implemented in hardware and / or software and can be configured in the controller of the P2 configuration heavy-duty hybrid vehicle. Figure 1 As shown, the engine start-up control method for this P2 configuration heavy-duty hybrid vehicle includes: S110: Real-time acquisition of vehicle operating parameters and current status information.

[0024] The operating parameters include at least driving condition information, gradient information, load information, and torque information. Driving condition information can be related to vehicle speed; gradient information can be related to the slope of the road surface where the vehicle is located; load information can be related to the vehicle's load; and torque information can be related to the torque required by the driver.

[0025] The current status information includes at least whether the vehicle is in a first state, a second state, and a third state. The first state includes a transmission failure and / or a vehicle high-voltage failure; the second state includes a clutch actuator failure and / or a drive motor failure and / or a clutch temperature greater than or equal to a protection threshold; the third state includes a time interval since the last start being less than a preset time interval and / or a low-voltage battery voltage lower than a preset voltage. When the vehicle is in the first state, all starting methods relying on the transmission and / or high-voltage components carry uncontrollable risks. When the vehicle is in the second state, all starting methods relying on the clutch and drive motor carry risks. When the vehicle is in the third state, the low-voltage starter cannot safely and reliably complete the engine starting task, thus disabling starting methods related to the low-voltage starter.

[0026] Specifically, each controller in the vehicle monitors the sensor signals and actuator status within its jurisdiction in real time. By acquiring the monitoring data from each controller, the vehicle's operating parameters and current status information can be obtained.

[0027] S120: Based on operating parameters and current status information, match the engine starting method and control the engine to start in the matched starting method.

[0028] The starting methods include low-voltage starter start, P2 motor neutral drive start, and in-gear sliding start.

[0029] Low-voltage starter motor starting refers to a starting method where the starter motor is powered by the vehicle's 12V or 24V low-voltage battery, which drives the engine crankshaft to rotate via the flywheel ring gear, thus completing the start-up. Low-voltage starter motor starting has high reliability, but frequent use of low-voltage starter motors can easily lead to a decrease in the lifespan of the starter motor and battery, resulting in a high failure rate.

[0030] P2 motor neutral start refers to a starting method where the transmission is returned to neutral, the clutch is engaged, and the engine is started by driving the motor. P2 motor neutral start results in power interruption, poses safety hazards under heavy loads, on slopes, and at high speeds, and continuing to use the motor to drive the engine during high-voltage anomalies poses a systemic risk.

[0031] Starting in gear with slippage refers to a starting method where the vehicle is in gear and has speed, and the engine is started by using the speed of the drive end to drag it along with the clutch. Forcibly dragging the engine in gear with slippage under conditions of low speed difference and low motor speed can easily cause engine shock, clutch burning, and severe vehicle jerking.

[0032] Specifically, by acquiring real-time vehicle operating parameters, including driving condition information, slope information, load information, and torque information, as well as current status information, including whether it is in the first state, the second state, and the third state, the system can match the optimal starting method based on the operating parameters and current status information, thereby improving the vehicle's power, smoothness, safety, and component life.

[0033] In this embodiment, by acquiring the vehicle's operating parameters and current status information in real time, the operating parameters include at least driving condition information, slope information, load information, and torque information. The current status information includes at least whether the vehicle is in a first state, a second state, and a third state. Based on the operating parameters and current status information, the engine's starting method is matched from low-pressure starter motor start, P2 motor neutral drag start, and in-gear slip start. The engine is controlled to start in the matched starting method, enabling the P2 configuration heavy-duty hybrid vehicle's engine to achieve full-condition adaptive matching starting method through multi-parameter operating condition layered judgment. This solves the technical problems of poor starting condition adaptability, unreliable fault conditions, high component wear, and poor smoothness in the prior art, which is beneficial to improving the vehicle's power continuity, smoothness, optimal energy consumption, and component reliability.

[0034] Example 2 Figure 2 This is a flowchart of an engine start-up control method for a P2 configuration heavy-duty hybrid vehicle provided in Embodiment 2 of the present invention. This embodiment is a further optimization based on the above embodiments. (See reference...) Figure 2 The engine start-up control method for this P2 configuration heavy-duty hybrid vehicle includes: S210: Real-time acquisition of vehicle speed, road slope, vehicle load, driver torque requirements, and current status information.

[0035] The current status information includes at least whether it is in the first state, the second state, and the third state; the first state includes transmission failure and vehicle high voltage failure; the second state includes clutch actuator failure and drive motor failure, and clutch temperature greater than or equal to the protection threshold; the third state includes the time interval since the last start being less than the preset time interval and the low-voltage battery voltage being lower than the preset voltage.

[0036] Vehicle speed can be obtained directly by, but is not limited to, speed sensors installed on the transmission output shaft, drive axle, or wheel hubs. Road slope refers to the longitudinal inclination of the road in the vehicle's direction of travel, and can be obtained, but is not limited to, through multi-sensor fusion estimation. On-board load refers to the percentage of the vehicle's current total mass relative to its maximum design gross mass (or rated load capacity), reflecting the vehicle's load level, and can be obtained, but is not limited to, through a combination of direct monitoring and algorithmic estimation. Driver-demanded torque refers to the torque value output by the powertrain as desired by the driver through accelerator pedal operation. In an exemplary embodiment, the acquisition of vehicle speed, road slope, on-board load, and driver-demanded torque is based on the vehicle's existing sensor and controller network, requiring no additional hardware. This endows heavy-duty hybrid vehicles with new intelligent decision-making capabilities without increasing hardware costs.

[0037] S220: Based on vehicle speed, determine driving condition information; based on road slope, determine slope information; based on vehicle load, determine load information; based on driver torque requirements, determine torque information.

[0038] The driving condition information includes at least stationary condition, low-speed condition, medium-speed condition, and high-speed condition; the gradient information includes at least flat road with slight slope, general slope, and steep slope; the load information includes at least light load, medium load, and heavy load; and the torque information includes at least small torque, medium torque, and large torque.

[0039] In one optional embodiment, a vehicle speed of 0 km / h is determined to be a stationary condition; a vehicle speed greater than 0 and less than or equal to 15 km / h is determined to be a low-speed condition; a vehicle speed greater than 15 km / h and less than or equal to 60 km / h is determined to be a medium-speed condition; and a vehicle speed greater than 60 km / h is determined to be a high-speed condition. A road surface slope ≤3% is considered a flat, slightly sloping road; 3% < road surface slope ≤8% is considered a general slope; and a road surface slope >8% is considered a steep slope. A vehicle load ≤50% is considered a light load; 50% < vehicle load ≤80% is considered a medium load; and a vehicle load >80% is considered a heavy load. A driver-demanded torque ≤30% of the maximum torque is considered low torque; 30% < demanded torque ≤70% of the maximum torque is considered medium torque; and demanded torque >70% of the maximum torque is considered high torque.

[0040] S230. When the operating parameters and current status information meet the first condition, match the P2 motor to start in neutral and control the engine to start in the P2 motor neutral starting mode.

[0041] The first condition includes: The vehicle's operating parameters meet the requirements of a stationary operating condition, and the vehicle's current state information indicates that the vehicle is not in the first or second state; or, The vehicle's operating parameters meet the requirements of low-speed operation, flat road with slight incline, light or medium load, and small or medium torque, and the vehicle's current status information indicates that the vehicle is not in the first or second state.

[0042] Specifically, when the current vehicle operating parameters and status information simultaneously meet the following first condition, the P2 motor neutral towing start is matched as the optimal starting method, and the engine is controlled to start using the P2 motor neutral towing start method: The first condition includes: Condition A (Static Condition Access): When the vehicle's operating parameters meet the static condition (i.e., the vehicle speed is 0 km / h), and the vehicle's current state information simultaneously meets the following constraints: the vehicle is not in the first state (i.e., the vehicle has no high-voltage faults), and the vehicle is not in the second state (i.e., the transmission has no "cannot shift to neutral" fault, the clutch actuator has no faults, and the drive motor has no faults). Alternatively, Condition B (Low-speed flat road light / medium load condition access): The vehicle's operating parameters simultaneously meet all of the following conditions: under low-speed condition (vehicle speed greater than 0 and less than or equal to 15 km / h); under flat road with a slight incline (road slope ≤ 3%); under light or medium load (vehicle load ≤ 80%); the driver's required torque is low or medium torque (required torque ≤ 70% of maximum torque); and the vehicle's current status information simultaneously meets the following constraints: the vehicle is not in the first state (i.e., the vehicle has no high-voltage fault); the vehicle is not in the second state (i.e., the transmission has no "cannot shift to neutral" fault, the clutch actuator has no fault, and the drive motor has no fault).

[0043] S240. When the operating parameters and current status information meet the second condition, the low-pressure starter is matched for starting, and the engine is controlled to start using the low-pressure starter starting method.

[0044] The second condition includes: The vehicle's operating parameters meet at least one of the following: low-speed operation, medium / steep gradient, heavy load, and high torque; or, Medium-speed operation, flat roads with slight inclines, light / medium loads, and low / medium torque, with the drive motor speed lower than the engine starting speed threshold; or, Medium speed, moderate / steep inclines, heavy load, high torque; or... Under high-speed operating conditions, and the drive motor speed is lower than the engine starting speed threshold; or, The vehicle's current status information indicates that the vehicle is in the first and second states, but not in the third state.

[0045] The engine starting speed threshold refers to the minimum crankshaft speed required to ensure successful engine starting and smooth ignition. This speed is determined by the engine's friction characteristics, compression ratio, and fuel injection system response characteristics. Only when the drive motor speed is sufficient to provide the minimum drag speed required for engine starting can the engine be started using both driving inertia and motor coordination. If the motor speed is insufficient, even with the clutch engaged, the engine cannot be dragged to the ignition speed, leading to prolonged clutch slippage and overheating. Therefore, when the drive motor speed is below the engine starting speed threshold, the speed synchronization condition required for starting in gear with slippage is not met.

[0046] Specifically, when the current vehicle operating parameters and status information meet any of the following second conditions, the low-pressure starter motor is matched as the optimal starting method, and the engine is controlled to start using the low-pressure starter motor starting method. The second condition includes: Condition C (Low-Speed ​​High-Risk Operating Condition Access): The vehicle's operating parameters meet the low-speed operating condition (vehicle speed greater than 0 and less than or equal to 15 km / h), and satisfy any one of the following: the road slope is a normal slope (3% < road slope ≤ 8%) or a steep slope (road slope > 8%); the vehicle load is heavy (> 80%); the driver's required torque is high torque (> 70% of maximum torque). That is, during low-speed driving, as long as any one of the three factors—slope, load, or required torque—is at a high-risk level, the low-voltage starter motor starting access is triggered.

[0047] Condition D (Medium-speed motor speed does not meet access requirements): The vehicle's operating parameters meet the medium-speed operating conditions (vehicle speed greater than 1560km / h and less than or equal to 60km / h), and simultaneously meet all of the following conditions: on a flat road with a slight incline (road slope ≤3%); under light or medium load (vehicle load ≤80%); the driver's required torque is low or medium torque (required torque ≤70% of maximum torque); the drive motor speed is less than the engine starting speed threshold. At this time, the speed synchronization condition required for starting in gear slip is not met, and starting in gear slip is directly disabled, switching to low-voltage starter motor to start the engine.

[0048] Condition E (Medium-Speed ​​High-Risk Operating Condition Access): The vehicle's operating parameters meet the requirements for medium-speed operating conditions (vehicle speed greater than 15 km / h and less than or equal to 60 km / h), and satisfy any one of the following: the road slope is a general slope (3% < road slope ≤ 8%) or a steep slope (road slope > 8%); the vehicle load is heavy (> 80%); the driver's required torque is high torque (> 70% of maximum torque). That is, during medium-speed driving, as long as any one of the three factors—slope, load, or required torque—is at a high-risk level, the low-voltage starter motor will be triggered to start, thereby avoiding high-load slippage and ablation of the clutch and overload impact on the transmission system under high-torque scenarios such as slopes, heavy loads, or high torque.

[0049] Condition F (High-speed motor speed does not meet access requirements): The vehicle's operating parameters meet the high-speed operating conditions (vehicle speed greater than 60km / h), and the drive motor speed is less than the engine starting speed threshold. At this time, the speed synchronization condition required for in-gear slip start is not met, and in-gear slip start is directly disabled, and the engine is started by low-pressure starter.

[0050] Condition G (Forced Access under Fault Status): The current status information of the vehicle is: the vehicle is in the first state (transmission failure, and / or, vehicle high voltage failure) or the second state (clutch actuator failure, and / or, drive motor failure, and / or, clutch temperature is greater than or equal to the protection threshold), and is not in the third state (the time interval since the last start is less than the preset time interval, and / or, the low voltage battery voltage is lower than the preset voltage). That is, when the high voltage system or actuator fails, all starting methods that rely on the high voltage motor and clutch (P2 motor neutral drag start and in-gear slip start) are permanently disabled, and low voltage starter motor start becomes the only available starting channel.

[0051] S250: When the operating parameters and current status information meet the third condition, match the in-gear slip-grip start and control the engine to start in the in-gear slip-grip start mode.

[0052] The third condition includes: Under high-speed operating conditions, the drive motor speed exceeds the engine starting speed threshold, and the vehicle's current status information indicates that the vehicle is not in the first or second state; or, Under medium-speed operating conditions, on flat roads with slight inclines, under light / medium load, with low / medium torque, and with the drive motor speed greater than or equal to the engine starting speed threshold, and the vehicle's current status information indicates that the vehicle is not in the first or second state.

[0053] Specifically, when the current vehicle operating parameters and status information simultaneously meet the following third condition, the in-gear slip start is matched as the optimal starting method, and the engine is controlled to start in the in-gear slip start method; The third condition includes: Condition H (High-speed condition access): The vehicle's operating parameters meet the high-speed condition (vehicle speed greater than 60km / h), and the drive motor speed is greater than or equal to the engine starting speed threshold. The vehicle's current state information also meets the following constraints: the vehicle is not in the first state or the second state. Alternatively, Condition I (Medium-speed flat road light / medium load condition access): The vehicle's operating parameters simultaneously meet all of the following conditions: in medium-speed condition (vehicle speed greater than 15 km / h and less than or equal to 60 km / h); on flat road with a slight incline (road surface slope ≤ 3%); under light or medium load (vehicle load ≤ 80%); the driver's required torque is low or medium torque (required torque ≤ 70% of maximum torque); and the drive motor speed is greater than or equal to the engine starting speed threshold; and the vehicle's current state information simultaneously meets the following constraints: the vehicle is not in the first state or the second state.

[0054] In this embodiment, a dedicated control logic for static conditions is used to uniformly employ P2 motor neutral gear start-up under fault-free conditions, significantly reducing the frequency of low-voltage starter usage and effectively addressing the industry pain point of low-voltage starter and battery life degradation in commercial vehicle frequent start-stop scenarios. Secondly, a high-voltage fault full-condition mutual exclusion logic is added, completely disabling the starting method dependent on the high-voltage motor when the high-voltage system is abnormal, forcibly switching to low-voltage starter starting independent of the high-voltage system. This fundamentally eliminates the safety hazard of motor-driven engine start-up under high-voltage faults and significantly improves the overall vehicle fault safety. Simultaneously, a motor speed threshold is introduced for in-gear slip start-up, allowing entry into in-gear slip start-up only when the drive motor speed meets the engine starting requirements, using a hard interlock condition to prevent... Forced towing start under extremely low speed difference fundamentally avoids engine shock, clutch thermal fade, and transmission jerking caused by speed mismatch, effectively protecting core power components. Furthermore, this invention achieves layered adaptive matching across all operating conditions. Through multi-parameter joint judgment of vehicle speed, gradient, load, required torque, and fault status, it accurately covers all operating boundaries, including stationary, low-speed, medium-speed, high-speed, slope, heavy load, and fault conditions. While ensuring driving safety and power continuity, it also considers the synergistic optimization of driving smoothness, vehicle energy consumption, and component lifespan. In addition, this invention is equipped with comprehensive clutch temperature protection, low-voltage protection, continuous start limitation, and multi-level fault degradation strategies, forming a highly fault-tolerant system safety redundancy mechanism. This embodiment features clear control logic, zero hardware modifications, and strong platform adaptability, and can be widely applied to engine start control of all P2 configuration heavy-duty hybrid commercial vehicles.

[0055] Example 3 This embodiment provides an engine start control device for a P2 configuration heavy-duty hybrid vehicle. The device can be implemented in hardware and / or software and can be integrated into the controller of the P2 configuration heavy-duty hybrid vehicle. Figure 3 This is a structural block diagram of the engine start control device for a P2 configuration heavy-duty hybrid vehicle provided in Embodiment 3 of the present invention, as shown below. Figure 3 As shown, the device includes: The acquisition module 310 is used to acquire the vehicle's operating parameters and current status information in real time; the operating parameters include at least driving condition information, slope information, load information, and torque information; the current status information includes at least whether it is in the first state, whether it is in the second state, and whether it is in the third state.

[0056] The starting mode matching module 320 is used to match the engine starting mode based on the operating parameters and current status information, and control the engine to start in the matched starting mode; wherein, the starting mode includes low-pressure starter motor start, P2 motor neutral gear drag start, and gear slip start.

[0057] The engine start control device for the P2 configuration heavy-duty hybrid vehicle provided in this embodiment of the invention can execute the engine start control method for the P2 configuration heavy-duty hybrid vehicle provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the execution method. The similarities can be referred to the above description.

[0058] Example 4 This embodiment provides a P2 configuration heavy-duty hybrid vehicle, which includes a controller. The controller is capable of executing the engine start control method of the P2 configuration heavy-duty hybrid vehicle provided in any of the above embodiments. Therefore, it can have the corresponding structure and features for executing the engine start control method of the P2 configuration heavy-duty hybrid vehicle provided in the embodiments of the present invention, and can achieve the beneficial effects of the engine start control method of the P2 configuration heavy-duty hybrid vehicle provided in the embodiments of the present invention. The similarities can be referred to the above description.

[0059] Example 5 Based on the same concept, embodiments of the present invention also provide a computer-readable storage medium storing computer instructions for causing a processor to execute the engine start control method for a P2 configuration heavy-duty hybrid vehicle provided in any of the above embodiments.

[0060] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0061] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for controlling the engine start-up of a P2 configuration heavy-duty hybrid vehicle, characterized in that, include: The vehicle's operating parameters and current status information are acquired in real time; the operating parameters include at least driving condition information, gradient information, load information, and torque information. The current status information includes at least whether it is in the first state, whether it is in the second state, and whether it is in the third state; Based on the operating parameters and the current status information, the engine starting method is matched, and the engine is controlled to start in the matched starting method; wherein, the starting method includes low-pressure starter motor start, P2 motor neutral gear drag start, and gear slip start.

2. The engine start-up control method for a P2 configuration heavy-duty hybrid vehicle according to claim 1, characterized in that, Real-time acquisition of the vehicle's operating parameters, including: The vehicle's speed, road gradient, vehicle load, and driver's required torque are acquired in real time. Based on the vehicle speed, the driving condition information is determined; the driving condition information includes at least stationary condition, low-speed condition, medium-speed condition and high-speed condition. Based on the road surface slope, the slope information is determined; the slope information includes at least a gentle slope on a flat road, a general slope, and a steep slope; Based on the vehicle load, the load information is determined; the load information includes at least light load, medium load, and heavy load. Based on the driver's required torque, the torque information is determined; the torque information includes at least small torque, medium torque, and large torque.

3. The engine start-up control method for a P2 configuration heavy-duty hybrid vehicle according to claim 1, characterized in that, The first state includes a transmission failure, and / or a vehicle high-voltage failure; the second state includes a clutch actuator failure, and / or a drive motor failure, and / or a clutch temperature greater than or equal to a protection threshold; the third state includes a time interval from the last start that is less than a preset time interval, and / or a low-voltage battery voltage that is lower than a preset voltage.

4. The engine start-up control method for a P2 configuration heavy-duty hybrid vehicle according to claim 2, characterized in that, Based on the operating parameters and the current status information, the engine start-up method is matched, including: When the operating parameters and the current status information meet the first condition, the P2 motor is started in neutral.

5. The engine start-up control method for a P2 configuration heavy-duty hybrid vehicle according to claim 4, characterized in that, The first condition includes: The vehicle's operating parameters meet the requirements of a stationary operating condition, and the vehicle's current state information indicates that the vehicle is not in the first or second state; or, The vehicle's operating parameters satisfy low-speed conditions, flat road with slight incline, light or medium load, and small or medium torque, and the vehicle's current status information indicates that the vehicle is not in the first or second state.

6. The engine start-up control method for a P2 configuration heavy-duty hybrid vehicle according to claim 2, characterized in that, Based on the operating parameters and the current status information, the engine start-up method is matched, including: When the operating parameters and the current status information meet the second condition, the low-pressure starter is matched and started.

7. The engine start-up control method for a P2 configuration heavy-duty hybrid vehicle according to claim 6, characterized in that, The second condition includes: The vehicle's operating parameters satisfy at least one of the following: low speed, medium / steep gradient, heavy load, and high torque; or, Medium-speed operation, flat roads with slight inclines, light / medium loads, and low / medium torque, with the drive motor speed lower than the engine starting speed threshold; or, Medium speed, moderate / steep inclines, heavy load, high torque; or... High-speed operation, and the drive motor speed is less than the engine starting speed threshold; Alternatively, the current status information of the vehicle indicates that the vehicle is in the first and second states, but not in the third state.

8. The engine start-up control method for a P2 configuration heavy-duty hybrid vehicle according to claim 2, characterized in that, Based on the operating parameters and the current status information, the engine start-up method is matched, including: When the operating parameters and the current status information meet the third condition, the matching and sliding mill start.

9. The engine start-up control method for a P2 configuration heavy-duty hybrid vehicle according to claim 8, characterized in that, The third condition includes: Under high-speed operating conditions, the drive motor speed is greater than the engine starting speed threshold, and the current state information of the vehicle indicates that the vehicle is not in the first or second state; or, Under medium-speed operating conditions, on flat roads with slight inclines, under light / medium loads, with low / medium torque, and with the drive motor speed greater than or equal to the engine starting speed threshold, the current status information of the vehicle indicates that the vehicle is not in the first or second state.

10. An engine start control device for a P2 configuration heavy-duty hybrid vehicle, characterized in that, include: The acquisition module is used to acquire the vehicle's operating parameters and current status information in real time. The operating parameters include at least driving condition information, gradient information, load information, and torque information; The current status information includes at least whether it is in the first state, whether it is in the second state, and whether it is in the third state; The starting mode matching module is used to match the starting mode of the engine based on the operating parameters and the current status information, and control the engine to start in the matched starting mode; wherein, the starting mode includes low-pressure starter motor start, P2 motor neutral gear drag start, and in-gear slip start.

11. A P2 configuration heavy-duty hybrid vehicle, characterized in that, It includes at least a controller; the controller is used to perform the engine start control method for a P2 configuration heavy hybrid vehicle as described in any one of claims 1-9.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that, when executed by a processor, implement the engine start control method for the P2 configuration heavy-duty hybrid vehicle as described in any one of claims 1-9.

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