Engine starting control method and vehicle

Abstract

An engine starting control method, comprising: determining that a vehicle operating mode is a pure electric mode, and determining a starter state to obtain a starter state result; in response to the starter state result being an available state, adjusting a reserved torque from a default value to a zero value, and when an engine starting condition is met, using a starter to start an engine, wherein the reserved torque is a torque used by a motor to start the engine; and in response to the starter state result being an unavailable state, adjusting the reserved torque to a first torque value less than or equal to the default value, and when the engine starting condition is met, using the motor to start the engine on the basis of the first torque value. Also disclosed is a vehicle.

Description

Engine start control method and vehicle

[0001] This application claims priority to the patent application filed with the Patent Office of China on January 22, 2024, with application number CN202410086107.6 and titled “Engine start control method, device, electronic device and vehicle,” the entire contents of which are incorporated herein by reference.

[0002] This application claims priority to the patent application filed with the Patent Office of China on January 22, 2024, with application number CN202410090571.2 and titled “Engine start control method, device, electronic device and vehicle,” the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present disclosure relates to the field of vehicle control technology, and in particular to an engine startup control method and a vehicle. Background Art

[0004] With the development of hybrid vehicles, the engine needs to be started when the vehicle switches from pure electric mode to hybrid mode. The inventors have found that during the engine starting process, the engine may fail to start due to insufficient power transmitted to the engine. However, reserving too much torque to start the engine will also lead to a decrease in the overall power performance of the vehicle.

[0005] In view of this, how to ensure power performance while avoiding insufficient torque when the engine starts has become a technical problem that needs to be solved urgently. Summary of the Invention

[0006] In view of this, an object of the present disclosure is to provide an engine start control method and a vehicle, which ensure sufficient torque to start the engine while ensuring power performance.

[0007] Based on the above objectives, a first aspect of the present disclosure provides an engine startup control method, the method comprising:

[0008] Determining that the vehicle operating mode is pure electric mode, determining the starter state and obtaining a starter state result;

[0009] In response to the starter state result being an available state, the reserved torque is adjusted from a preset default value to a zero value, and the engine is started by the starter when an engine starting condition is met; the reserved torque is a torque used for the motor to start the engine;

[0010] In response to the starter status result being an unavailable state, the reserved torque is adjusted to a first torque value that is less than or equal to the default value, and the engine is started by the electric motor according to the first torque value when an engine starting condition is met.

[0011] Based on the same inventive concept, the second aspect of the present disclosure provides an engine start control device, the device comprising:

[0012] a judgment module configured to determine whether the vehicle operation mode is the pure electric mode and to judge the starter state to obtain a starter state result;

[0013] a first engine starting module configured to, in response to the starter status result being an available state, adjust the reserved torque from a preset default value to zero, and start the engine using the starter when an engine starting condition is satisfied; the reserved torque is a torque used for the motor to start the engine;

[0014] The second engine starting module is configured to adjust the reserved torque to a first torque value that is less than or equal to the default value in response to the starter status result being an unavailable state, and to use the motor to start the engine according to the first torque value when the engine starting condition is met.

[0015] Based on the same inventive concept, the third aspect of the present disclosure proposes an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method described above when executing the computer program.

[0016] Based on the same inventive concept, the fourth aspect of the present disclosure proposes a vehicle, which includes the engine start control device described in the second aspect or the electronic device described in the third aspect or the storage medium described in the fourth aspect.

[0017] From the above, it can be seen that the engine start control method, device, electronic device and vehicle provided by the present disclosure. Determine that the vehicle operation mode is pure electric mode. When the starter status result is an available state, the reserved torque is adjusted from the preset default value to a zero value, that is, no torque is reserved from the driving torque used for driving the vehicle, and the driving torque can be used entirely for driving the vehicle, which can ensure the power and drivability of the vehicle in pure electric mode, optimize the user's driving experience in pure electric mode, and use the starter to start the engine when the engine starting conditions are met, avoiding the situation where the reserved torque is adjusted to a zero value and the engine cannot be started. When the starter status result is an unavailable state, the reserved torque is adjusted to a first torque value that is less than or equal to the default value, that is, a smaller torque is reserved from the driving torque for starting the engine, thereby ensuring the power of the vehicle in pure electric mode to the greatest extent. When switching from pure electric mode to hybrid mode, the clutch is used to transmit the initial starting torque to the engine. The current state of the clutch is determined according to the motor speed and engine speed, and the engine start-up control is performed according to the current state and the initial starting torque. The initial starting torque used to start the engine is adjusted according to the current state to ensure that the torque transmitted to the engine through the clutch can start the engine smoothly, ensure sufficient power while reducing the probability of engine start-up failure due to poor clutch transmission capacity or distorted feedback information, and avoid engine start-up failure due to clutch abnormality to the greatest extent, thereby ensuring the user's driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the present disclosure or related technologies, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are only embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0019] FIG1 is a flow chart of an engine startup control method according to an embodiment of the present disclosure;

[0020] FIG2 is a flow chart of engine startup control when switching to hybrid mode according to an embodiment of the present disclosure;

[0021] FIG3 is a schematic structural diagram of an engine startup control device according to an embodiment of the present disclosure;

[0022] FIG4 is a schematic structural diagram of an electronic device according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0023] In order to make the objectives, technical solutions and advantages of the present disclosure more clearly understood, the present disclosure is further described in detail below in conjunction with specific embodiments and with reference to the accompanying drawings.

[0024] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present disclosure should have the usual meanings understood by people with ordinary skills in the field to which the present disclosure belongs. The "first", "second" and similar words used in the embodiments of the present disclosure do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "comprise" and similar words mean that the elements or objects appearing before the word include the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative position relationships. When the absolute position of the described object changes, the relative position relationship may also change accordingly.

[0025] Based on the description of the background technology, the current P2 architecture vehicles have pure electric mode and hybrid mode. When the vehicle switches to pure electric mode, the engine hardly intervenes, but the existence of reserved torque causes the driving power in pure electric mode to be poor, which cannot meet the user's power demand for the vehicle and affects the user's driving experience. And when the current plug-in hybrid vehicles (i.e. P2 architecture vehicles) use the motor to start the engine, they all need the P2 motor to drag the engine through the K0 clutch and then ignite. When the K0 clutch is abnormal, it may not be able to accurately respond to the request of the vehicle's Power Domain Control Unit (PDCU), resulting in the engine failing to start successfully and the engine failing to successfully intervene, affecting the user's car experience.

[0026] Therefore, in order to ensure sufficient torque to start the engine while ensuring power performance, the technical solution of the embodiment of the present application is proposed.

[0027] As mentioned above, how to avoid reserving part of the driving torque, which leads to poor vehicle dynamics in pure electric mode, has become an important research issue.

[0028] Based on the above description, as shown in FIG1 , the engine startup control method proposed in this embodiment includes:

[0029] Step 101: determine that the vehicle operation mode is the pure electric mode, and determine the starter state to obtain a starter state result.

[0030] In practice, plug-in hybrid vehicles primarily rely on the engine, supplemented by the motor. Plug-in hybrid vehicles operate in two modes: pure electric mode and hybrid mode.

[0031] When the vehicle is in pure electric mode, the starter status is determined and processed to obtain a starter status result, which is used to determine the engine starting method. The starter, also known as a motor, converts electrical energy from the auxiliary battery into mechanical energy, driving the engine flywheel to start the engine. For example, the auxiliary battery can be a 12V battery, and the starter can be a 12V starter.

[0032] Specifically, the starter status can be determined and processed in the following manner to obtain a starter status result. The determination method includes: determining whether the starter is faulty to obtain a starter status result; and / or determining whether the auxiliary battery corresponding to the starter is faulty to obtain a starter status result; and / or determining whether the starter has failed to start within a historical power-on / power-off cycle to obtain a starter status result.

[0033] In response to the simultaneous satisfaction of the following three conditions: the starter has no fault, the auxiliary battery corresponding to the starter has no fault, and the starter has not experienced any start failures during power-on / off cycles, the starter status result is determined to be an available state. In response to the satisfaction of at least one of the following three conditions: the starter has a fault, the auxiliary battery corresponding to the starter has a fault, and the starter has experienced any start failures during power-on / off cycles, the starter status result is determined to be an unavailable state.

[0034] Step 102 , in response to the starter status result being an available state, adjusting the reserved torque from a preset default value to a zero value, and using the starter to start the engine when the engine starting condition is met; the reserved torque is the torque used for the motor to start the engine.

[0035] During specific implementation, the reserved torque is a pre-set torque for the motor (such as the P2 motor) to start the engine. That is, when the vehicle is in pure electric mode, in order to take into account the vehicle's entire vehicle drive and engine start-up, part of the torque (i.e., the reserved torque) is reserved from the driving torque corresponding to the vehicle's travel for the motor to start the engine. For example, the vehicle's driving torque is 600N·m, and the default value of the reserved torque is 100N·m. The actual driving torque available to the vehicle in pure electric mode is 600N·m-100N·m=500N·m, and the reserved torque of 100N·m is used to start the engine using the motor when the engine needs to be started. In this way, the vehicle's actual available driving torque changes from 600N·m to 500N·m after the reserved torque of the reserved default value is reserved, which will reduce the vehicle's power performance.

[0036] When the starter status result is available, the engine can be started using the starter, eliminating the need to use the motor to start the engine based on the reserved torque. Therefore, when the starter status result is available, the reserved torque is no longer reserved from the vehicle's drive torque, meeting the user's higher drive torque requirements and ensuring the vehicle's power performance in pure electric mode.

[0037] For example, if the vehicle's drive torque is 600 N·m and the default value of the reserved torque is 100 N·m, the vehicle's actual available drive torque is 600 N·m - 100 N·m = 500 N·m. If the user's demanded torque is 530 N·m, the vehicle's actual available drive torque cannot meet the user's demand. When the starter status returns to available, the reserved torque is adjusted from the preset default value to zero. The vehicle's actual available drive torque is now 600 N·m, meeting the user's demanded torque of 530 N·m.

[0038] Step 103 : In response to the starter status result being an unavailable state, adjusting the reserved torque to a first torque value that is less than or equal to the default value, and starting the engine using the motor according to the first torque value when the engine starting condition is met.

[0039] In specific implementations, when the starter status result is unavailable, the engine cannot be started by the starter, and the motor must be used to start the engine based on the reserved torque. To ensure vehicle dynamic performance while the motor can start the engine, the reserved torque is adjusted to a first torque value that is less than or equal to the default value. This first torque value is used to start the engine by the motor when it is needed. Since the first torque value is less than or equal to the default value, the vehicle's dynamic performance is maximized.

[0040] For example, if the vehicle's drive torque is 600 N·m and the default value of the reserved torque is 100 N·m, the vehicle's actual available drive torque is 600 N·m - 100 N·m = 500 N·m. When the user's demand torque is 530 N·m, the vehicle's actual available drive torque cannot meet the user's demand. When the starter status result is unavailable, the reserved torque is adjusted to a first torque value that is less than or equal to the default value. The first torque value is 50 N·m. At this time, the vehicle's actual available drive torque is 550 N·m, which can meet the user's demand torque of 530 N·m. In this way, the vehicle's power performance can be guaranteed to the greatest extent.

[0041] Specifically, when the vehicle's Power Domain Control Unit (PDCU) identifies that the vehicle is starting a target operating condition requiring the engine to be started in pure electric mode and the starter is unavailable, the motor is used to start the engine based on the first torque value to ensure that the engine can be started even when the starter is unavailable.

[0042] In some embodiments, as shown in FIG2 , the engine startup control method further includes:

[0043] Step 201: In response to determining that the vehicle operating mode is switched from pure electric mode to hybrid mode and receiving an engine start command, the clutch is used to transmit the initial starting torque to the engine, and the current state of the clutch is determined based on the motor speed and the engine speed.

[0044] In specific implementations, pure electric mode is a mode in which the electric motor alone drives the vehicle, and the engine is off in pure electric mode. Hybrid mode is a mode in which the electric motor and engine jointly drive the vehicle. When it is determined that the vehicle operating mode has switched from pure electric mode to hybrid mode, an engine start command is received to start the engine, thereby achieving the vehicle operating mode switch.

[0045] When starting the engine, a clutch is required to transmit an initial starting torque to the engine. The initial starting torque is the input torque at the clutch input, which can be the torque reserved by the motor for starting the engine or the torque output by the starter for starting the engine. For example, when the motor is used to start the engine, after determining the initial starting torque (which can be a first torque value), the plug-in hybrid vehicle needs to use the motor to pull the engine to ignite via a clutch, where the clutch can be a K0 clutch. That is, when the engine starting conditions are met, the clutch is required to transmit the initial starting torque to the engine. When the clutch uses the initial starting torque allocated by the motor to pull the engine to start, the current state of the clutch is determined based on the motor speed and engine speed. The initial starting torque used to start the engine is adjusted accordingly to ensure that the torque transmitted to the engine by the clutch can smoothly start the engine, ensuring sufficient power while reducing the probability of engine start failure due to poor clutch transmission capacity or distorted feedback information. This minimizes engine start failures due to clutch abnormalities and ensures a better driving experience for the user.

[0046] Step 202: In response to the current state being an abnormal state, the initial starting torque is increased to obtain a target starting torque.

[0047] In a specific implementation, when the current state of the clutch is an abnormal state, the initial starting torque is increased to obtain the target starting torque. Specifically, the target starting torque is obtained by adding a preset torque to the initial starting torque.

[0048] The target starting torque is obtained by summing the initial starting torque and the preset torque. That is, the target starting torque is obtained by adding the preset torque to the initial starting torque. The preset torque is a pre-set torque added to the initial starting torque.

[0049] For example, if the initial starting torque is 50 N·m and the preset torque is 50 N·m, the target starting torque is 50 N·m + 50 N·m = 100 N·m. If the initial starting torque is 100 N·m and the preset torque is 100 N·m, the target starting torque is 100 N·m + 100 N·m = 200 N·m. If the initial starting torque is 150 N·m and the preset torque is 120 N·m, the target starting torque is 150 N·m + 120 N·m = 270 N·m.

[0050] Step 203: Utilize the clutch to transmit the target starting torque to the engine, so that the engine is started based on the target starting torque.

[0051] In specific implementation, the clutch uses the target starting torque to drag the engine to start. In this way, when the current state of the clutch is abnormal, the target starting torque that is greater than the initial starting torque is used to drag the engine to start, so as to avoid the situation where the initial starting torque is too small and the engine cannot be successfully dragged to start.

[0052] Through the above embodiment, when the clutch is in an abnormal state, the initial starting torque is increased to obtain a target starting torque. The clutch then transmits the target starting torque to the engine, allowing the engine to start based on the target starting torque. By starting the engine with the increased target starting torque, the engine can be started without successfully starting due to insufficient initial starting torque. This reduces the probability of engine start failures due to poor clutch transmission capacity or distorted feedback information, minimizing the risk of engine start failures due to clutch abnormalities and ensuring a better driving experience.

[0053] Through the above embodiment, it is determined that the vehicle operation mode is pure electric mode. When the starter status result is an available state, the reserved torque is adjusted from the preset default value to a zero value, that is, no torque is reserved from the driving torque used for driving the vehicle, and the driving torque can be used entirely for driving the vehicle, which can ensure the power and drivability of the vehicle in pure electric mode, optimize the user's driving experience in pure electric mode, and use the starter to start the engine when the engine starting conditions are met, avoiding the situation where the reserved torque is adjusted to a zero value and the engine cannot be started. When the starter status result is an unavailable state, the reserved torque is adjusted to a first torque value that is less than or equal to the default value, that is, a smaller torque is reserved from the driving torque for starting the engine, thereby ensuring the power of the vehicle in pure electric mode to the greatest extent. When switching from pure electric mode to hybrid mode, the clutch is used to transmit the initial starting torque to the engine. The current state of the clutch is determined according to the motor speed and engine speed, and the engine start-up control is performed according to the current state and the initial starting torque. The initial starting torque used to start the engine is adjusted according to the current state to ensure that the torque transmitted to the engine through the clutch can start the engine smoothly, ensure sufficient power while reducing the probability of engine start-up failure due to poor clutch transmission capacity or distorted feedback information, and avoid engine start-up failure due to clutch abnormality to the greatest extent, thereby ensuring the user's driving experience.

[0054] In some embodiments, an auxiliary battery on the vehicle is connected to the starter and the functional load respectively, and an isolation relay is provided between the auxiliary battery and the functional load;

[0055] Step 102 includes:

[0056] Step 102A: Determine whether the engine starting condition is met, cut off the power supply to the functional load through the isolation relay, and control the starter to start the engine.

[0057] During specific implementation, the starter can convert the electrical energy of the auxiliary battery into mechanical energy, drive the engine flywheel to rotate and start the engine. The electrical energy of the auxiliary battery can also be used to power functional loads, so as to provide functional loads for the vehicle based on the electrical energy of the auxiliary battery. Among them, the functional load is a load that needs to be powered by an auxiliary battery, and the functional load includes at least one of the following: a lighting system, a sound system and an auxiliary system. Specifically, the lighting system includes at least one of the following: headlights, taillights, turn signals, brake lights, lighting lights and instrument panel lights. The sound system includes at least one of the following: a radio, a speaker and an alarm. The auxiliary system includes at least one of the following: a wiper, an air conditioner and a heater. In addition, the functional assistance also includes: a control unit, sensors and airbags of the vehicle.

[0058] The function of the isolation relay is to automatically adjust, protect, and switch circuits for the vehicle's electrical equipment. An isolation relay is set between the auxiliary battery and the functional load on the vehicle, and the isolation relay can be used to control the connection between the auxiliary battery and the functional load.

[0059] If the starter status is active and the vehicle is in pure electric mode and requires an engine start, the starter will start the engine. Specifically, an isolation relay disconnects the auxiliary battery from the functional loads and controls the starter to start the engine. By opening the isolation relay, the vehicle can start the engine using the starter while driving.

[0060] Specifically, when the vehicle's Power Domain Control Unit (PDCU) identifies that the vehicle needs to start the engine when starting the target operating condition in pure electric mode, it actively selects the traditional starting method to start the engine, that is, the engine is determined by the starter, which does not occupy the driving capacity of the motor.

[0061] The target operating condition is an operating condition in which the vehicle requires the engine to be started in pure electric mode. The target operating condition includes at least one of the following: a starting condition, an idling condition, an acceleration condition, a constant speed condition, and a load condition.

[0062] With this solution, when the vehicle is in pure electric mode and the target operating condition requires an engine start, if the starter is available, the starter is selected as the starting method, eliminating the need to use the motor's drive capacity. Furthermore, the provision of an isolation relay allows for more efficient starter-controlled engine starting, maximizing the auxiliary battery's energy supply to the starter, allowing it to start the engine more efficiently.

[0063] In some embodiments, the method further comprises:

[0064] Step 104 : In response to the vehicle operating mode being switched from the pure electric mode to another mode, determining an initial reserved torque value.

[0065] In a specific implementation, the initial reserved torque value is the current reserved torque value of the vehicle's motor when the vehicle switches from pure electric mode to another mode. For example, when the vehicle's operating mode switches from pure electric mode to another mode, the starter status result is an available state, and the initial reserved torque value is zero. When the vehicle's operating mode switches from pure electric mode to another mode, the starter status result is an unavailable state, and the initial reserved torque value is the first torque value.

[0066] Step 105: Adjust the reserved torque according to the initial reserved torque value and the preset gradient torque value.

[0067] In specific implementation, after the vehicle switches out of the pure electric mode, the reserved torque is adjusted from the initial reserved torque value according to a preset gradient torque value until the reserved torque is adjusted to the target torque value.

[0068] For example, the target torque value is 80 N·m; the initial reserve torque value is 50 N·m, and the preset gradient torque is a torque increase of 10 N·m per second. The process of restoring the target torque value is: from the initial reserve torque value of 50 N·m, the torque increases by 10 N·m per second until it returns to the target torque value of 80 N·m. At the same time, if the vehicle's driving torque is 600 N·m, the actual driving torque of the vehicle decreases from 550 N·m at a gradient torque decrease of 10 N·m per second until the actual driving torque of the vehicle decreases to 520 N·m.

[0069] Step 106, in response to detecting an engine start command during the adjustment process, determining a second torque value of the reserved torque, and determining a size relationship between the second torque value and a preset starting torque value, determining a target starting method according to the size relationship, and starting the engine based on the target starting method.

[0070] In a specific implementation, if an engine start command is detected while the reserved torque is being adjusted from an initial reserved torque value to a target torque value, a second torque value to which the reserved torque is adjusted upon receipt of the engine start command is determined. A target starting mode is determined based on a relationship between the second torque value and the starting torque required to start the engine using the electric motor, and the engine is started based on the target starting mode.

[0071] The second torque value is the torque value to which the reserved torque is adjusted when the engine start command is received.

[0072] Step 107 : In response to determining that the reserved torque reaches the target torque value after the adjustment is completed, the engine is started according to the target torque value by using the motor when an engine start command is detected.

[0073] In a specific implementation, if no engine start command is detected during the process of adjusting the reserved torque from the initial reserved torque value to the target torque value, and if the target torque value is sufficient for the motor to start the engine after the reserved torque is adjusted from the initial reserved torque value to the target torque value, the engine is started using the motor according to the target torque value when the engine start command is detected.

[0074] In pure electric mode, the engine rarely intervenes. Therefore, when the vehicle is in pure electric mode and the starter is available, the reserved torque is adjusted from the preset default value to zero. However, when the vehicle switches out of pure electric mode (i.e., the vehicle switches from pure electric mode to another mode), the engine intervenes, and the reserved target torque value in the other mode is needed to start the engine.

[0075] The target torque value is the torque reserved for the motor to start the engine in other modes. Other modes are vehicle operating modes other than pure electric mode. The target torque value can be the default value of the reserved torque or a torque value redefined based on the default value of the reserved torque and the current vehicle state parameters.

[0076] With this solution, when the vehicle exits pure electric mode, the target torque value is restored by adjusting the initial reserved torque value to the target torque value according to a preset torque gradient. This allows the actual available driving torque to decrease gradually during driving, preventing torque jumps. This prevents any impact on the vehicle's driving experience and ensures a positive driving experience.

[0077] In some embodiments, step 105 includes:

[0078] Step 1051 : In response to the initial reserved torque value being zero, the initial reserved torque value is increased from zero according to the gradient torque value until the reserved torque value reaches the target torque value, and the adjustment is stopped.

[0079] In specific implementations, when the starter status is available in pure electric mode, the reserved torque is zero. When switching from pure electric mode to other modes, the initial reserved torque value is zero. The process of adjusting the initial reserved torque value to the target torque value is to increase the initial reserved torque value from zero according to the torque gradient until the reserved torque reaches the target torque value, and then stop adjusting.

[0080] Step 1052 : In response to the initial reserved torque value being the first torque value, compare the first torque value with the target torque value.

[0081] Step 1053: In response to the first torque value being greater than or equal to the target torque value, the initial reserved torque value is reduced from the first torque value according to the gradient torque value until the reserved torque value reaches the target torque value, and the adjustment is stopped.

[0082] Step 1054 : In response to the first torque value being less than the target torque value, the initial reserved torque value is increased from the first torque value according to the gradient torque value until the reserved torque reaches the target torque value, and the adjustment is stopped.

[0083] In a specific implementation, when the starter status is unavailable in pure electric mode, the reserved torque is the first torque value. When switching from pure electric mode to another mode, the initial reserved torque value is the first torque value. The process of adjusting the initial reserved torque value to the target torque value is to compare the first torque value with the target torque value to determine whether to increase or decrease the initial reserved torque value.

[0084] When the first torque value is greater than or equal to the target torque value, the initial reserved torque value is reduced from the first torque value according to the torque gradient until the reserved torque reaches the target torque value, and adjustment stops. When the first torque value is less than the target torque value, the initial reserved torque value is increased from the first torque value according to the torque gradient until the reserved torque reaches the target torque value, and adjustment stops.

[0085] According to the above scheme, the initial reserved torque value is either zero or the first torque value. By judging whether the initial reserved torque value is zero or the first torque value, it is determined whether to adjust from zero to the target torque value or from the first torque value to the target torque value, thereby adjusting the initial reserved torque value more accurately.

[0086] In some embodiments, step 106 includes:

[0087] Step 1061 : In response to the second torque value being greater than or equal to the starting torque value, determining that the target starting mode is motor starting, and using the motor to start the engine according to the second torque value.

[0088] In a specific implementation, the starting torque is the torque required to start the engine using the motor. When the second torque value is greater than or equal to the starting torque, the motor can start the engine using the second torque value, and the target starting mode is determined to be motor starting, and the motor is used to start the engine according to the second torque value.

[0089] Step 1062: In response to the magnitude relationship being that the second torque value is less than the starting torque value, determining that the target starting mode is starter starting, cutting off the power supply to the functional load via an isolation relay, and starting the engine using the starter.

[0090] In a specific implementation, the starting torque is the torque required to start the engine using the electric motor. When the second torque value is less than the starting torque, the second torque value cannot start the engine using the electric motor, and the target starting mode is determined to be starter start. The power supply to the functional load is cut off via the isolation relay, and the engine is started using the starter.

[0091] Through the above solution, by comparing the second torque value with the starting torque required for engine starting, the target starting mode is determined to be motor starting if the motor can start the engine using the second torque value, and the target starting mode is determined to be starter starting if the motor cannot start the engine using the second torque value. This allows for more accurate determination of the target starting mode and ensures that the engine can start normally.

[0092] In some embodiments, the target torque value is determined by the following method:

[0093] Step 10A: Acquire current state parameters of the vehicle, and determine corresponding target weight coefficients in the other modes based on the current state parameters.

[0094] Step 10B: multiplying the target weight coefficient by the default value to obtain the target torque value in the other mode.

[0095] In specific implementation, the target torque value required for the motor to start the engine is different in different vehicle states. In order to make the determined target torque value more accurate, the target torque value is determined based on the current state of the vehicle.

[0096] First, the vehicle's current state parameters are obtained and, based on these parameters, the corresponding target weight coefficients for other modes are determined. The target weight coefficients are then multiplied by the default value of the reserved torque to obtain the target torque values ​​for other modes.

[0097] The current state parameter is a parameter related to the current state of the vehicle and includes at least one of the following: the accelerator pedal opening of the vehicle, the current speed of the vehicle, and the ambient temperature of the vehicle.

[0098] For example, the corresponding target weight coefficient in other modes determined based on the current state parameters is 0.8, and the default value of the reserved torque is 100 N·m. Therefore, the target torque value in other modes is 80 N·m.

[0099] Through this approach, the corresponding target weight coefficients for other modes are determined based on the current state parameters. The target weight coefficients are then multiplied by the default value of the reserved torque to obtain the target torque values ​​for these other modes. This determines the target torque values ​​by taking into account the impact of the vehicle's current state on the target torque required for the motor to start the engine, resulting in more accurate target torque values.

[0100] In some embodiments, step 10A includes:

[0101] Step 10Aa: Acquire the accelerator pedal opening of the vehicle, and determine a first weight coefficient based on the accelerator pedal opening.

[0102] In practice, when the driver depresses the accelerator pedal, the vehicle's computer controls the engine's throttle opening based on the position and depth of the accelerator pedal, thereby controlling the engine's output torque. The deeper the accelerator pedal is depressed, the greater the engine's output torque, resulting in better acceleration. The greater the accelerator pedal opening, the greater the target torque required to start the engine. Therefore, the target torque required for the vehicle's motor to start the engine gradually increases as the accelerator pedal opening increases.

[0103] The accelerator pedal opening of the vehicle is obtained, and a first weight coefficient is determined based on the accelerator pedal opening. Specifically, the first weight coefficient corresponding to the current accelerator pedal opening of the vehicle can be determined by using a pre-stored relationship between the accelerator pedal opening and the first weight coefficient.

[0104] For example, when the accelerator pedal opening is 50%, the first weight coefficient is 1; when the accelerator pedal opening is 60%, the first weight coefficient is 1.2; and when the accelerator pedal opening is 70%, the first weight coefficient is 1.4.

[0105] And / or, step 10Ab, obtaining the current speed of the vehicle, and determining a second weight coefficient based on the current speed.

[0106] In specific implementations, the higher the vehicle's current speed, the easier it is for the engine to start under the drive of the wheels, and the smaller the target torque value required for engine starting. Therefore, the target torque value required for the vehicle's motor to start the engine will gradually decrease as the vehicle's current speed increases.

[0107] The current speed of the vehicle is obtained, and a second weight coefficient is determined based on the current speed. Specifically, the second weight coefficient corresponding to the current speed of the vehicle can be determined by pre-stored relationship between the current speed and the second weight coefficient.

[0108] For example, when the current vehicle speed is 80 km / h, the second weight coefficient is 1; when the current vehicle speed is 100 m / h, the second weight coefficient is 0.8; and when the current vehicle speed is 120 m / h, the second weight coefficient is 0.6.

[0109] And / or, step 10Ac, obtaining the ambient temperature of the vehicle, and determining a third weight coefficient based on the ambient temperature.

[0110] In practice, a vehicle engine typically requires greater torque to operate properly when starting in a lower temperature environment. The lower the vehicle's ambient temperature and the greater the engine load, the greater the target torque required for engine starting. Therefore, the target torque required by the vehicle's electric motor to start the engine gradually increases as the vehicle's ambient temperature decreases.

[0111] The vehicle's ambient temperature is obtained, and a third weight coefficient is determined based on the ambient temperature. Specifically, the third weight coefficient corresponding to the current vehicle's ambient temperature can be determined by using a pre-stored relationship between the ambient temperature and the third weight coefficient.

[0112] For example, when the ambient temperature is 25° C., the third weight coefficient is 1; when the ambient temperature is 20° C., the third weight coefficient is 1.2; and when the ambient temperature is 15° C., the third weight coefficient is 1.4.

[0113] Step 10Ad: using at least one of the first weight coefficient, the second weight coefficient, and the third weight coefficient as the target weight coefficient in the other mode.

[0114] In a specific implementation, at least one of the first weight coefficient, the second weight coefficient, and the third weight coefficient is used as the target weight coefficient in other modes. The target weight coefficient is multiplied by the default value of the reserved torque to obtain the target torque value in other modes.

[0115] For example, if the target torque value is affected only by the vehicle's current speed, the second weight coefficient is used as the target weight coefficient for other modes. For example, if the current speed is 100 m / h, the second weight coefficient is 0.8, which means the target weight coefficient is 0.8. The default value of the reserved torque is 100 N·m, so the target torque value for other modes is 100 N·m × 0.8 = 80 N·m.

[0116] When the target torque value is simultaneously affected by the vehicle's accelerator pedal opening, current speed, and ambient temperature, the first, second, and third weighting coefficients are collectively used as the target weighting coefficient. For example, when the accelerator pedal opening is 60%, the first weighting coefficient is 1.2; when the current speed is 100 m / h, the second weighting coefficient is 0.8; and when the ambient temperature is 20°C, the third weighting coefficient is 1.2. The default value of the reserved torque is 100 N·m. Therefore, the target torque value in other modes is 100 N·m × 1.2 × 0.8 × 1.2 = 115.2 N·m.

[0117] Through the above scheme, since the target torque value required for the motor to start the engine will be affected by the current state parameters of the vehicle, such as the accelerator pedal opening, the current vehicle speed and the ambient temperature, the corresponding weight coefficient is determined based on each current state parameter, thereby determining the target weight coefficient, so that the target torque value determined based on the target weight coefficient is more accurate.

[0118] In some embodiments, determining the current state of the clutch based on the motor speed and the engine speed includes:

[0119] Step 2011: Obtain the engine speed and determine whether the engine speed is zero.

[0120] Step 2012: In response to the engine speed being zero, determining that the current state is an abnormal state.

[0121] Step 2013: In response to the engine speed being not zero, obtaining the motor speed, and determining a speed difference based on the motor speed and the engine speed.

[0122] Step 2014: In response to the rotation speed difference being greater than or equal to a preset rotation speed difference threshold within a preset time period, determining that the current state is an abnormal state.

[0123] During specific implementation, the clutch state is judged and the clutch state is determined to be an abnormal state. Specifically, the clutch state can be determined to be an abnormal state in the following two ways. Way 1: Acquire the engine speed; in response to the engine speed being zero, determine that the clutch state is an abnormal state; in response to the engine speed being not zero, acquire the motor speed, and determine the speed difference based on the motor speed and the engine speed; in response to the speed difference being greater than or equal to a preset speed difference threshold within a preset time length, determine that the current state of the clutch is an abnormal state. Way 2: Acquire the engine speed; in response to the engine speed being zero, determine that the current state of the clutch is an abnormal state. Way 3: Acquire the motor speed and the engine speed, and determine the speed difference between the motor and the engine based on the motor speed and the engine speed; in response to the speed difference being greater than or equal to a preset speed difference threshold within a preset time length, determine that the current state of the clutch is an abnormal state.

[0124] Through the above scheme, by judging whether the engine speed is zero, or whether there is a speed difference between the engine and the motor for a long time, it is possible to accurately judge whether the current state of the clutch is abnormal, thereby achieving accurate judgment of the current state of the clutch.

[0125] In some embodiments, after the target launch torque is transmitted to the engine by the clutch, the method further includes:

[0126] Step 204: Determine the engine startup result.

[0127] Step 205 : In response to the engine startup result being an engine startup failure, determining the number of startup failures.

[0128] Step 206: Determine an adjustment coefficient based on the number of startup failures.

[0129] Step 207 : multiplying the target starting torque by the adjustment coefficient to obtain the requested starting torque of the clutch.

[0130] Step 208 : In response to receiving the engine start command again, increasing the target start torque to obtain the requested start torque.

[0131] In step 209 , the clutch is used to transmit the requested starting torque to the engine, so that the engine is restarted based on the requested starting torque.

[0132] In a specific implementation, the target starting torque is transmitted to the engine by using the clutch, the engine is started based on the target starting torque, and it is determined whether the engine is successfully started based on the target starting torque.

[0133] If the engine fails to start based on the target starting torque, the number of start failures is recorded. An adjustment factor is determined based on the number of start failures. The target starting torque is multiplied by the adjustment factor to obtain the clutch's requested starting torque. When the engine start command is received again, the target starting torque is increased to obtain the requested starting torque. The clutch transmits the requested starting torque to the engine, allowing the engine to restart based on the requested starting torque.

[0134] For example, if the target starting torque is 200 N·m and the number of start failures is 1, the adjustment coefficient is determined to be 1.2, and the requested starting torque is 200 N·m × 1.2 = 240 N·m. If the number of start failures is 2, the adjustment coefficient is determined to be 1.4, and the requested starting torque is 200 N·m × 1.4 = 280 N·m.

[0135] The above solution multiplies the target starting torque by the adjustment coefficient, making the determined requested starting torque more accurate. With each engine start failure, the adjustment coefficient corresponding to the number of engine start failures increases. By multiplying the target starting torque by the adjustment coefficient, the determined requested starting torque increases with each engine start failure. In other words, after each engine start failure, a higher requested starting torque is used to restart the engine, making the determined requested starting torque more consistent with actual scenarios.

[0136] In some embodiments, determining an engine start result includes:

[0137] Step 2041: Determine the torque delivery time of the target starting torque.

[0138] Step 2042: In response to the torque transfer time being greater than or equal to a preset time threshold, determining that the engine start result is an engine start failure.

[0139] Step 2043: In response to the torque transfer time being less than a preset time threshold, determining that the engine start result is successful engine start.

[0140] In a specific implementation, timing is started after the clutch transmits the target starting torque to the engine to obtain the torque transfer time. A preset time threshold is a maximum time during which the engine fails to start successfully after the clutch transmits the target starting torque to the engine.

[0141] The torque transfer time is compared with a preset time threshold to determine whether the engine has failed to start. If the torque transfer time is greater than or equal to the preset time threshold, indicating that the engine still cannot successfully start after the torque transfer time reaches the preset time threshold, the engine start result is determined to be an engine start failure. If the torque transfer time is less than the preset time threshold, indicating that the engine can successfully start within the preset time threshold, the engine start result is determined to be an engine start success.

[0142] In addition, before determining the torque transfer time of the target starting torque, it is also possible to determine whether the engine has successfully domed after the target starting torque is transferred to the engine by the clutch. When the engine still cannot successfully dome after the target starting torque is transferred to the engine by the clutch, it is determined whether the start timeout has occurred when the target starting torque is transferred to the engine by the clutch. The specific process of determining whether the engine has timed out is as follows: determining the torque transfer time of the target starting torque. When the torque transfer time is greater than or equal to the preset time threshold, indicating that the engine still cannot successfully dome and the start timeout has occurred, the engine start result is determined to be an engine start failure. When the torque transfer time is less than the preset time threshold, indicating that the engine still cannot successfully dome but has not timed out, it is further determined whether the engine has started successfully.

[0143] Through the above solution, it is determined whether the engine is successfully domed after the clutch transmits the target starting torque to the engine, and further whether the engine start timeout has occurred. The engine start result is determined more accurately by combining whether the engine successfully domed and whether the engine start timeout has occurred.

[0144] In some embodiments, increasing the initial starting torque to obtain the target starting torque includes:

[0145] Step 2021, determine the initial increase gradient.

[0146] Step 2022: Increase the initial starting torque according to the initial increase gradient to obtain the target starting torque.

[0147] In a specific implementation, the initial increase gradient is a predetermined increment from the initial starting torque to the target starting torque. For example, if the initial increase gradient is a first torque increment per second, the initial starting torque is increased by the first torque increment per second until the initial starting torque reaches the target starting torque.

[0148] For example, the initial starting torque is 100 N·m, the target starting torque is 200 N·m, and the initial increase gradient is 10 N·m per second. The initial starting torque of 100 N·m is increased at an increase of 10 N·m per second until the initial starting torque of 100 N·m is increased to the target starting torque of 200 N·m.

[0149] Through the above scheme, the initial starting torque is increased according to the initial increase gradient until the initial starting torque is increased to the target starting torque, thereby preventing the torque transmitted to the engine by the clutch from suddenly increasing from the initial starting torque to the target starting torque, thereby affecting the engine performance.

[0150] In some embodiments, step 208 includes:

[0151] Step 208A: multiply the initial increase gradient and the adjustment coefficient to obtain a requested increase gradient.

[0152] Step 208B: increasing the target starting torque according to the requested increase gradient to obtain the requested starting torque.

[0153] In a specific implementation, the requested increase gradient is the increment from the target starting torque to the requested starting torque. For example, if the requested increase gradient is a second torque increment per second, the target starting torque is increased by the second torque increment per second until the target starting torque reaches the requested starting torque.

[0154] For example, the initial starting torque is 100 N·m, the target starting torque is 200 N·m, and the initial increase gradient is 10 N·m per second. If the number of start failures is 1, the adjustment coefficient is determined to be 1.2. The requested starting torque is 200 N·m × 1.2 = 240 N·m, and the requested increase gradient is 10 N·m × 1.2 = 12 N·m per second. The target starting torque of 200 N·m is increased by 12 N·m per second until it reaches the requested starting torque of 240 N·m.

[0155] Through the above scheme, when the clutch re-drags the engine to start, the target starting torque transmitted to the engine by the clutch is increased to the requested starting torque, and the initial increase gradient is also increased to the requested increase gradient, which can increase the probability of successful engine start-up and enable the clutch to re-drag the engine more efficiently.

[0156] In some embodiments, after step 209, the method further includes:

[0157] Step 209A: Determine the torque delivery time of the requested starting torque.

[0158] Step 209B: In response to the torque transfer time being less than a preset time threshold, it is determined that the engine is started successfully, and the number of start failures is cleared.

[0159] In a specific implementation, timing is started after the clutch transmits the target starting torque to the engine to obtain the torque transfer time. A preset time threshold is a maximum time during which the engine fails to start successfully after the clutch transmits the target starting torque to the engine.

[0160] The torque transfer time is compared with a preset time threshold to determine whether the engine has failed to start. If the torque transfer time is greater than or equal to the preset time threshold, indicating that the engine still cannot successfully start after the torque transfer time reaches the preset time threshold, the engine start result is determined to be an engine start failure. If the torque transfer time is less than the preset time threshold, indicating that the engine can successfully start within the preset time threshold, the engine start result is determined to be an engine start success.

[0161] If the engine is successfully started, the number of failed starts is reset to zero. Alternatively, if the vehicle is powered off, the number of failed starts is reset to zero.

[0162] In addition, when the number of start failures is greater than or equal to a preset number threshold, the control strategy of using the clutch to start the engine is stopped.

[0163] This solution resets the number of failed starts to zero, preventing the clutch from requesting the starting torque the next time the engine is started. When the number of failed starts reaches a preset threshold, the clutch is stopped, preventing damage to the clutch and engine caused by excessively high target starting torque.

[0164] When an engine start command is received, the clutch transmits the initial starting torque to the engine, and the current clutch state is determined based on the motor and engine speeds. If the clutch's current state is abnormal, the initial starting torque is increased to obtain the target starting torque. The clutch then transmits the target starting torque to the engine, allowing the engine to start based on the target starting torque. By starting the engine with the increased target starting torque, the engine can be started without successfully starting due to insufficient initial starting torque. This reduces the probability of engine start failure due to poor clutch transmission capacity or distorted feedback information, minimizes engine start failures due to clutch anomalies, and ensures a better driving experience for the user.

[0165] Through the above embodiment, it is determined that the vehicle operation mode is pure electric mode. When the starter status result is an available state, the reserved torque is adjusted from the preset default value to a zero value, that is, no torque is reserved from the driving torque used for driving the vehicle, and the driving torque can be used entirely for driving the vehicle, which can ensure the power and drivability of the vehicle in pure electric mode, optimize the user's driving experience in pure electric mode, and use the starter to start the engine when the engine starting conditions are met, avoiding the situation where the reserved torque is adjusted to a zero value and the engine cannot be started. When the starter status result is an unavailable state, the reserved torque is adjusted to a first torque value that is less than or equal to the default value, that is, a smaller torque is reserved from the driving torque for starting the engine, thereby ensuring the power of the vehicle in pure electric mode to the greatest extent. When switching from pure electric mode to hybrid mode, the clutch is used to transmit the initial starting torque to the engine. The current state of the clutch is determined according to the motor speed and engine speed, and the engine start-up control is performed according to the current state and the initial starting torque. The initial starting torque used to start the engine is adjusted according to the current state to ensure that the torque transmitted to the engine through the clutch can start the engine smoothly, ensure sufficient power while reducing the probability of engine start-up failure due to poor clutch transmission capacity or distorted feedback information, and avoid engine start-up failure due to clutch abnormality to the greatest extent, thereby ensuring the user's driving experience.

[0166] It should be noted that the method of the embodiments of the present disclosure can be performed by a single device, such as a computer or server. The method of the embodiments of the present disclosure can also be applied in a distributed scenario, where multiple devices cooperate to perform the method. In such a distributed scenario, one of the multiple devices may only perform one or more steps of the method of the embodiments of the present disclosure, and the multiple devices will interact with each other to complete the method.

[0167] It should be noted that the above description is limited to some embodiments of the present disclosure. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in an order different from that described in the above embodiments and still achieve the desired results. Furthermore, the processes depicted in the accompanying drawings do not necessarily require the specific order or sequential order shown to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0168] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present disclosure also provides an engine starting control device.

[0169] Referring to FIG3 , the engine startup control device includes:

[0170] The judgment module 301 is configured to determine whether the vehicle operation mode is the pure electric mode, and to judge the starter state to obtain a starter state result;

[0171] The first motor starting module 302 is configured to adjust the reserved torque from a preset default value to zero in response to the starter status result being an available state, and to start the engine using the starter when an engine starting condition is met; the reserved torque is a torque used for the motor to start the engine;

[0172] The second motor starting module 303 is configured to adjust the reserved torque to a first torque value that is less than or equal to the default value in response to the starter status result being an unavailable state, and to use the motor to start the engine according to the first torque value when the engine starting condition is met.

[0173] In some embodiments, the engine startup control device further includes:

[0174] a current state determination module 304 configured to, in response to determining that the vehicle operating mode is switched from the pure electric mode to the hybrid mode and receiving an engine start command, transmit the initial starting torque to the engine using the clutch, and determine the current state of the clutch based on the motor speed and the engine speed;

[0175] The target starting torque determination module 305 is configured to, in response to the current state being an abnormal state, increase the initial starting torque to obtain a target starting torque;

[0176] The engine starting control module 306 is configured to transmit the target starting torque to the engine by using the clutch, so that the engine is started based on the target starting torque.

[0177] In some embodiments, an auxiliary battery on the vehicle is connected to the starter and the functional load respectively, and an isolation relay is provided between the auxiliary battery and the functional load;

[0178] The first motor starting module 302 includes:

[0179] The first engine starting unit is configured to determine that an engine starting condition is met, cut off the power supply to the functional load through the isolation relay, and control the starter to start the engine.

[0180] In some embodiments, the apparatus further comprises:

[0181] an initial reserved torque value determining module configured to determine an initial reserved torque value in response to the vehicle operating mode being switched from the pure electric mode to another mode;

[0182] a reserved torque adjustment module, configured to adjust the reserved torque according to the initial reserved torque value and a preset gradient torque value;

[0183] a third engine starting module, configured to, in response to detecting an engine start command during the adjustment process, determine a second torque value of the reserved torque, determine a magnitude relationship between the second torque value and a preset starting torque value, determine a target starting mode according to the magnitude relationship, and start the engine based on the target starting mode;

[0184] The fourth engine starting module is configured to, in response to determining that the reserved torque reaches a target torque value after the adjustment is completed, start the engine using the electric motor according to the target torque value when an engine start command is detected.

[0185] In some embodiments, the reserved torque adjustment module includes:

[0186] a first adjusting unit configured to, in response to the initial reserved torque value being zero, increase the initial reserved torque value from zero according to the gradient torque value until the reserved torque value reaches the target torque value, and then stop adjusting;

[0187] a comparing unit configured to compare the first torque value with the target torque value in response to the initial reserved torque value being the first torque value;

[0188] a second adjusting unit configured to, in response to the first torque value being greater than or equal to the target torque value, reduce the initial reserved torque value from the first torque value according to the gradient torque value until the reserved torque value reaches the target torque value, and then stop adjusting;

[0189] The third adjustment unit is configured to, in response to the first torque value being less than the target torque value, increase the initial reserved torque value from the first torque value according to the gradient torque value until the reserved torque reaches the target torque value, and then stop adjusting.

[0190] In some embodiments, the third engine starting module includes:

[0191] a motor starting unit configured to, in response to the magnitude relationship being that the second torque value is greater than or equal to the starting torque value, determine that the target starting mode is motor starting, and start the engine using the motor according to the second torque value;

[0192] The starter starting unit is configured to determine that the target starting mode is starter starting in response to the magnitude relationship being that the second torque value is less than the starting torque value, and cut off the power supply of the functional load through the isolation relay to start the engine using the starter.

[0193] In some embodiments, the apparatus further comprises:

[0194] a target weight coefficient determination module configured to obtain current state parameters of the vehicle and determine corresponding target weight coefficients in the other modes based on the current state parameters;

[0195] The target torque value determination module is configured to multiply the target weight coefficient by the default value to obtain the target torque value in the other mode.

[0196] In some embodiments, the target weight coefficient determination module includes:

[0197] a first weight coefficient determining unit configured to obtain an accelerator pedal opening of the vehicle and determine a first weight coefficient based on the accelerator pedal opening; and / or,

[0198] a second weight coefficient determining unit configured to obtain a current vehicle speed and determine a second weight coefficient based on the current vehicle speed; and / or,

[0199] a third weight coefficient determining unit configured to obtain an ambient temperature of the vehicle and determine a third weight coefficient based on the ambient temperature;

[0200] The target weight coefficient determining unit is configured to use at least one of the first weight coefficient, the second weight coefficient, and the third weight coefficient as the target weight coefficient in the other mode.

[0201] In some embodiments, the current state determination module 303 includes:

[0202] a judgment processing unit configured to obtain an engine speed and determine whether the engine speed is zero;

[0203] a first abnormal state determining unit configured to determine that the current state is an abnormal state in response to the engine speed being zero;

[0204] a speed difference determining unit configured to obtain a motor speed in response to the engine speed being non-zero, and determine a speed difference based on the motor speed and the engine speed;

[0205] The second abnormal state determining unit is configured to determine that the current state is an abnormal state in response to the rotation speed difference being greater than or equal to a preset rotation speed difference threshold within a preset time period.

[0206] In some embodiments, the apparatus further comprises: an engine restart control module; the engine restart control module comprises:

[0207] an engine start result determination unit configured to determine an engine start result;

[0208] a start failure number determination unit configured to determine the start failure number in response to the engine start result being an engine start failure;

[0209] an adjustment coefficient determining unit, configured to determine an adjustment coefficient according to the number of startup failures;

[0210] a product processing unit configured to perform product processing on the target starting torque and the adjustment coefficient to obtain a requested starting torque of the clutch;

[0211] a requested starting torque determining unit configured to, in response to receiving the engine start command again, increase the target starting torque to obtain a requested starting torque;

[0212] An engine restart control unit is configured to transmit the requested starting torque to the engine by using the clutch, so that the engine is restarted based on the requested starting torque.

[0213] In some embodiments, the engine start result determination unit includes:

[0214] a first torque delivery time determination unit configured to determine a torque delivery time of the target starting torque;

[0215] an engine start failure determining unit, configured to determine that the engine start result is an engine start failure in response to the torque transfer time being greater than or equal to a preset time threshold;

[0216] The engine start success determination unit is configured to determine that the engine start result is an engine start success in response to the torque transfer time being less than a preset time threshold.

[0217] In some embodiments, the target starting torque determination module 305 includes:

[0218] an initial increase gradient determining unit, configured to determine an initial increase gradient;

[0219] The target starting torque determining unit is configured to increase the initial starting torque according to the initial increasing gradient to obtain the target starting torque.

[0220] In some embodiments, the requested starting torque determination unit includes:

[0221] a product processing subunit, configured to perform product processing on the initial increase gradient and the adjustment coefficient to obtain a requested increase gradient;

[0222] The requested starting torque determining subunit is configured to increase the target starting torque according to the requested increase gradient to obtain the requested starting torque.

[0223] In some embodiments, the device further includes: a startup failure count clearing module; the startup failure count clearing module includes:

[0224] a second torque delivery time determination unit configured to determine a torque delivery time of the requested starting torque;

[0225] The startup failure count clearing unit is configured to determine that the engine is successfully started in response to the torque transfer time being less than a preset time threshold, and clear the startup failure count.

[0226] For the convenience of description, the above devices are described as being functionally divided into various modules. Of course, when implementing the present disclosure, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0227] The device of the above embodiment is used to implement the corresponding engine startup control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0228] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the engine start-up control method described in any of the above embodiments is implemented.

[0229] FIG4 shows a more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment. The device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are communicatively connected to each other within the device via the bus 1050.

[0230] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0231] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage devices, dynamic storage devices, etc. The memory 1020 can store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0232] The input / output interface 1030 is used to connect input / output modules to implement information input and output. The input / output modules can be configured as components within the device (not shown in the figure) or can be externally connected to the device to provide corresponding functions. Input devices may include a keyboard, mouse, touch screen, microphone, various sensors, etc., and output devices may include a display, speaker, vibrator, indicator light, etc.

[0233] The communication interface 1040 is used to connect to a communication module (not shown) to enable communication between the device and other devices. The communication module can communicate via a wired method (e.g., USB (Universal Serial Bus), network cable, etc.) or a wireless method (e.g., mobile network, WIFI (Wireless Fidelity), Bluetooth, etc.).

[0234] The bus 1050 comprises a path for transmitting information between the various components of the device (eg, the processor 1010 , the memory 1020 , the input / output interface 1030 , and the communication interface 1040 ).

[0235] It should be noted that although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040, and the bus 1050, in a specific implementation, the device may also include other components necessary for normal operation. In addition, it will be understood by those skilled in the art that the above device may only include the components necessary to implement the embodiments of this specification, and does not necessarily include all the components shown in the figure.

[0236] The electronic device of the above embodiment is used to implement the corresponding engine startup control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0237] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments, the present disclosure also provides a non-transitory computer-readable storage medium, which stores computer instructions, and the computer instructions are used to enable the computer to execute the engine start-up control method described in any of the above embodiments.

[0238] The computer-readable media of this embodiment include permanent and non-permanent, removable and non-removable media that can be used to store information by any method or technology. The information can be computer-readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0239] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the engine startup control method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0240] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a vehicle, including the engine start-up control device, or electronic device, or storage medium in the above-mentioned embodiments, and the vehicle equipment implements the engine start-up control method described in any of the above embodiments.

[0241] The vehicle of the above embodiment is used to implement the engine startup control method described in any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0242] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present disclosure (including the claims) is limited to these examples. Within the scope of the present disclosure, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present disclosure as described above, which are not provided in detail for the sake of simplicity.

[0243] In addition, to simplify the description and discussion, and so as not to obscure the embodiments of the present disclosure, known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided figures. In addition, devices may be shown in the form of block diagrams to avoid obscuring the embodiments of the present disclosure, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform on which the embodiments of the present disclosure are to be implemented (i.e., these details should be fully within the purview of those skilled in the art). Where specific details (e.g., circuits) are set forth to describe exemplary embodiments of the present disclosure, it will be apparent to those skilled in the art that the embodiments of the present disclosure may be implemented without these specific details or with variations in these specific details. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0244] Although the present disclosure has been described in conjunction with specific embodiments thereof, many alternatives, modifications, and variations of these embodiments will be apparent to those skilled in the art based on the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the embodiments discussed.

[0245] The embodiments of the present disclosure are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present disclosure should be included in the scope of protection of the present disclosure.

Claims

1. A starting control method for an engine, characterized in that The method includes: Determine that the vehicle operation mode is the pure - electric mode, and perform judgment processing on the starter state to obtain the starter state result; In response to the starter state result being the available state, adjust the reserved torque from the default value to zero, and when the engine start condition is met, use the starter to start the engine; the reserved torque is the torque for the motor to start the engine; In response to the starter state result being the unavailable state, adjust the reserved torque to a first torque value less than or equal to the default value, and when the engine start condition is met, use the motor to start the engine according to the first torque value.

2. The method according to claim 1, characterized in that, The method further includes: In response to determining that the vehicle operation mode switches from the pure - electric mode to the hybrid mode and receiving an engine start instruction, use the clutch to transfer the initial starting torque to the engine, and determine the current state of the clutch according to the motor speed and the engine speed; In response to the current state being the abnormal state, increase the initial starting torque to obtain the target starting torque; Use the clutch to transfer the target starting torque to the engine for the engine to start based on the target starting torque.

3. The method according to claim 1, wherein The auxiliary battery on the vehicle is respectively connected to the starter and the functional load, and an isolation relay is arranged between the auxiliary battery and the functional load; The step of using the starter to start the engine when the engine start condition is met includes: Determine that the engine start condition is met, cut off the power supply of the functional load through the isolation relay, and control the starter to start the engine.

4. The method according to claim 1, wherein It further includes: In response to the vehicle operation mode switching from the pure - electric mode to other modes, determine the initial reserved torque value; Adjust the reserved torque according to the initial reserved torque value and the preset gradient torque value; In response to detecting an engine start instruction during the adjustment process, determine the second torque value of the reserved torque, determine the magnitude relationship between the second torque value and the preset starting torque value, determine the target starting method according to the magnitude relationship, and start the engine based on the target starting method; In response to determining that the reserved torque reaches the target torque value after the adjustment is completed, and when an engine start instruction is detected, use the motor to start the engine according to the target torque value.

5. The method according to claim 4, characterized in that, The step of adjusting the reserved torque according to the initial reserved torque value and the preset gradient torque value includes: In response to the initial reserved torque value being zero, increase the initial reserved torque value from zero according to the gradient torque value until the value of the reserved torque is the target torque value, and then stop the adjustment; In response to the initial reserved torque value being the first torque value, compare the first torque value and the target torque value; In response to the first torque value being greater than or equal to the target torque value, decrease the initial reserved torque value from the first torque value according to the gradient torque value until the value of the reserved torque is the target torque value, and then stop the adjustment; In response to the first torque value being less than the target torque value, increase the initial reserved torque value from the first torque value according to the gradient torque value until the value of the reserved torque is the target torque value, and then stop the adjustment.

6. The method according to claim 4, wherein The determining the target starting mode according to the magnitude relationship and starting the engine based on the target starting mode includes: In response to the magnitude relationship being that the second torque value is greater than or equal to the starting torque value, determine the target starting mode as motor starting, and use the motor to start the engine according to the second torque value; In response to the magnitude relationship being that the second torque value is less than the starting torque value, determine the target starting mode as starter starting, cut off the power supply of the functional load through the isolation relay, and use the starter to start the engine.

7. The method according to claim 4, characterized in that It further includes determining the target torque value by the following method: Obtain the current state parameters of the vehicle, and determine the corresponding target weight coefficient in the other mode based on the current state parameters; Perform a multiplication process on the target weight coefficient and the default value to obtain the target torque value in the other mode.

8. The method according to claim 7, wherein The obtaining the current state parameters of the vehicle and determining the corresponding target weight coefficient in the other mode based on the current state parameters includes: Obtain the throttle pedal opening of the vehicle, and determine the first weight coefficient based on the throttle pedal opening; and / or, Obtain the current vehicle speed of the vehicle, and determine the second weight coefficient based on the current vehicle speed; and / or, Obtain the ambient temperature of the vehicle, and determine the third weight coefficient based on the ambient temperature; Use at least one of the first weight coefficient, the second weight coefficient, and the third weight coefficient as the target weight coefficient in the other mode.

9. The method according to claim 2, wherein The determining the current state of the clutch according to the motor speed and the engine speed includes: Obtain the engine speed, and perform a judgment process on whether the engine speed is zero; In response to the engine speed being zero, determine the current state as an abnormal state; In response to the engine speed not being zero, obtain the motor speed, and determine the speed difference based on the motor speed and the engine speed; In response to the speed difference being greater than or equal to the preset speed difference threshold within the preset time period, determine the current state as an abnormal state.

10. The method according to claim 2, wherein After using the clutch to transfer the target starting torque to the engine, it further includes: Determine the engine starting result; In response to the engine starting result being that the engine starting fails, determine the number of starting failures; Determine the adjustment coefficient according to the number of starting failures; Perform a multiplication process on the target starting torque and the adjustment coefficient to obtain the requested starting torque of the clutch; In response to receiving the engine starting instruction again, increase the target starting torque to obtain the requested starting torque; Use the clutch to transfer the requested starting torque to the engine for the engine to restart based on the requested starting torque.

11. The method according to claim 10, characterized in that, The determining the engine starting result includes: Determine the torque transfer time of the target starting torque; In response to the torque transfer time being greater than or equal to a preset time threshold, determine that the engine start result is engine start failure; In response to the torque transfer time being less than the preset time threshold, determine that the engine start result is engine start success.

12. The method according to claim 10, wherein The increasing the initial starting torque to obtain a target starting torque includes: Determine an initial increase gradient; Increase the initial starting torque according to the initial increase gradient to obtain the target starting torque.

13. The method according to claim 12, characterized in that The increasing the target starting torque to obtain a requested starting torque includes: Multiply the initial increase gradient and the adjustment coefficient to obtain a requested increase gradient; Increase the target starting torque according to the requested increase gradient to obtain the requested starting torque.

14. The method according to claim 10, wherein After using the clutch to transfer the requested starting torque to the engine, further include: Determine the torque transfer time of the requested starting torque; In response to the torque transfer time being less than the preset time threshold, determine that the engine start is successful and clear the number of start failures.

15. A vehicle, characterized in that, The vehicle implements the method according to any one of claims 1 to 14 during operation.

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