CN115388167B

CN115388167B - Vehicle starting control method, device, equipment, storage medium and vehicle

Info

Publication number: CN115388167B
Application number: CN202211314673.5A
Authority: CN
Inventors: 白国军; 王肖; 宋海军; 孙鹏
Original assignee: Great Wall Motor Co Ltd
Current assignee: Great Wall Motor Co Ltd
Priority date: 2022-10-26
Filing date: 2022-10-26
Publication date: 2023-01-17
Anticipated expiration: 2042-10-26
Also published as: CN115388167A

Abstract

The application provides a vehicle starting control method, a device, equipment, a storage medium and a vehicle; the method comprises the following steps: determining a first target rotating speed by using a gearbox control unit, and sending the first target rotating speed to a whole vehicle control unit; determining a second target rotating speed by using a whole vehicle control unit, carrying out primary judgment on the first target rotating speed and the second target rotating speed to obtain a primary judgment result, and sending the primary judgment result to an engine control unit; determining a third target rotating speed by using an engine control unit, and performing secondary judgment on the primary judgment result and the third target rotating speed to obtain a secondary judgment result; enabling the engine control unit to correct the actual rotating speed of the engine according to the secondary judgment result; and reducing the generating torque of a generator connected with the engine based on the actual rotating speed in response to the vehicle being in a starting state. It can be seen that the method is based on two judgments, the actual rotating speed and the generating torque can be corrected, and the adjustment of the vehicle power is realized.

Description

Vehicle starting control method, device, equipment, storage medium and vehicle

Technical Field

The embodiment of the application relates to the technical field of vehicle control, in particular to a vehicle starting control method, device, equipment, storage medium and a vehicle.

Background

In the process of starting a vehicle, particularly in some environments unfavorable for driving, the driving force is often weak when the vehicle starts, and even the idling speed falls.

Based on this, a solution capable of adjusting the vehicle driving force or the rotation speed in time is required.

Disclosure of Invention

In view of the above, an object of the present application is to provide a method, an apparatus, a device, a storage medium, and a vehicle for controlling vehicle start.

Based on the purpose, the application provides a control method for starting a vehicle, wherein the vehicle comprises an engine control unit, a gearbox control unit and a whole vehicle control unit; the method comprises the following steps:

determining a first target rotating speed by using the gearbox control unit, and sending the first target rotating speed to the whole vehicle control unit;

determining a second target rotating speed by using the whole vehicle control unit, carrying out primary judgment on the first target rotating speed and the second target rotating speed to obtain a primary judgment result, and sending the primary judgment result to the engine control unit;

determining a third target rotating speed by using the engine control unit, and performing secondary judgment on the primary judgment result and the third target rotating speed to obtain a secondary judgment result;

making the engine control unit correct the actual rotating speed of the engine according to the secondary determination result;

and reducing the generating torque of a generator connected with the engine based on the actual rotating speed in response to the vehicle being in a starting state.

Further, determining a first target rotational speed with the gearbox control unit comprises:

acquiring a first basic rotating speed of an engine according to self requirements by using the gearbox control unit, and determining the first basic rotating speed as the first target rotating speed;

the determining a second target rotating speed by the whole vehicle control unit comprises the following steps:

and acquiring a second basic rotating speed of the engine according to the self requirement by using the whole vehicle control unit, and correcting the second basic rotating speed according to the external environment of the vehicle to obtain the second target rotating speed.

Further, performing a determination on the first target rotation speed and the second target rotation speed to obtain a determination result, including:

and enabling the whole vehicle control unit to compare the first target rotating speed with the second target rotating speed, and determining that the value of the first target rotating speed and the second target rotating speed is larger as the primary judgment result.

Further, determining a third target rotation speed by the engine control unit, and performing a secondary determination on the primary determination result and the third target rotation speed to obtain a secondary determination result, including:

acquiring a third basic rotating speed of the engine according to the self requirement by utilizing the engine control unit, and determining the third basic rotating speed as a third target rotating speed;

and comparing the primary judgment result with the third target rotating speed, and determining that the value of the primary judgment result and the third target rotating speed is larger as the secondary judgment result.

Further, reducing a power generation torque of a generator connected to the engine based on the actual rotation speed in response to the vehicle being in a take-off state includes:

in response to determining that the vehicle is in the launch state in a creep mode, determining a motor speed of a generator connected with the engine according to an actual speed of the engine control unit;

acquiring the residual capacity of a power battery of the vehicle;

in response to the fact that the residual electric quantity is smaller than a preset first electric quantity threshold value and larger than a preset second electric quantity threshold value, reducing the power generation torque according to the rotating speed of the motor;

ending the operation of reducing the power generation torque in response to the vehicle speed of the vehicle being greater than a preset vehicle speed threshold.

Further, after acquiring the remaining capacity of the power battery of the vehicle, the method further includes:

in response to determining that the remaining capacity is equal to or greater than a preset first capacity threshold, the power generation torque is reduced to 0Nm.

Based on the same inventive concept, the application also provides a vehicle starting control device, which comprises: the device comprises a first target rotating speed acquisition module, a primary judgment module, a secondary judgment module, a rotating speed correction module and a generating torque correction module;

the first target rotating speed acquisition module is configured to determine a first target rotating speed by using the gearbox control unit and send the first target rotating speed to the whole vehicle control unit;

the primary judgment module is configured to determine a second target rotating speed by using the whole vehicle control unit, perform primary judgment on the first target rotating speed and the second target rotating speed to obtain a primary judgment result, and send the primary judgment result to the engine control unit;

the secondary determination module is configured to determine a third target rotating speed by the engine control unit, and perform secondary determination on the primary determination result and the third target rotating speed to obtain a secondary determination result;

the rotation speed correction module is configured to cause the engine control unit to correct the actual rotation speed of the engine according to the secondary determination result;

the power generation torque correction module is configured to reduce power generation torque of a generator connected to the engine based on the actual rotation speed in response to the vehicle being in a take-off state.

Based on the same inventive concept, the application further provides an electronic device, which comprises a memory, a processor and a computer program stored on the memory and capable of running on the processor, wherein the processor executes the program to realize the vehicle starting control method.

Based on the same inventive concept, the present application further provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions for causing the computer to execute the control method for vehicle take-off as described above.

Based on the same inventive concept, the application also provides a vehicle which comprises a vehicle starting control device and an electronic device, wherein the electronic device executes the vehicle starting control method.

From the above, the present application provides a method, an apparatus, a device, a storage medium and a vehicle for controlling vehicle start, wherein the method, the apparatus, the device, the storage medium and the vehicle are based on an engine control unit, a transmission control unit and a vehicle control unit of the vehicle, respectively take into account target rotation speeds required by the transmission control unit, the vehicle control unit and the engine control unit of the vehicle, perform a primary determination by using a first target rotation speed and a second target rotation speed, and perform a secondary determination according to a primary determination result and a third target rotation speed.

Drawings

In order to more clearly illustrate the technical solutions in the present application or the related art, the drawings needed to be used in the description of the embodiments or the related art will be briefly introduced below, and it is obvious that the drawings in the following description are only embodiments of the present application, and it is obvious for those skilled in the art that other drawings can be obtained according to these drawings without creative efforts.

FIG. 1 is a flow chart of a vehicle launch control method according to an embodiment of the present application;

FIG. 2 is a schematic structural diagram of a vehicle start control device according to an embodiment of the application;

fig. 3 is a schematic structural diagram of an electronic device according to an embodiment of the present application.

Detailed Description

In order to make the objects, technical solutions and advantages of the present application more apparent, the present application is further described in detail below with reference to the accompanying drawings in combination with specific embodiments.

It should be noted that technical terms or scientific terms used in the embodiments of the present application should be given ordinary meanings as understood by those having ordinary skill in the art to which the present application belongs, unless otherwise defined. The use of "first," "second," and similar terms in the embodiments of the present application do not denote any order, quantity, or importance, but rather the terms are used to distinguish one element from another. The word "comprising" or "comprises", and the like, means that the element or item preceding the word comprises the element or item listed after the word and its equivalent, but does not exclude other elements or items. The terms "connected" or "coupled" and the like are not restricted to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "upper", "lower", "left", "right", and the like are used only to indicate relative positional relationships, and when the absolute position of the object being described is changed, the relative positional relationships may also be changed accordingly.

As described in the background section, the related control method for vehicle take-off is also difficult to meet the actual requirements for vehicle use.

The applicant finds that the main problems of the related control method for vehicle starting are as follows in the process of implementing the application: under some extreme working conditions, such as high altitude, large slope or low road adhesion, in the starting process of the vehicle, the driving force of the vehicle is often weak, and even the idling speed can drop.

Based on the above, one or more embodiments in the application provide a control method for vehicle starting.

In the embodiment of the present application, a Vehicle as a specific example is provided with a VCU (Vehicle Control Unit), a TCU (Transmission Control Unit), and an ECM (Engine Control module).

The VCU, the TCU and the ECM are in an electrical connection relationship.

Specifically, the TCU is electrically connected with the VCU, and the communication between the TCU and the VCU can be realized through the electrical connection; an electrical connection between the VCU and the ECM, and communication between the VCU and the ECM may be effected via the electrical connection.

Further, the vehicle of the present embodiment is further provided with a crawling system, i.e., a low-speed cruise driving assistance system, i.e., the vehicle may be provided with at least two different driving modes, e.g., a crawling mode with the crawling system activated and engaged, and a non-crawling mode without the crawling system engaged.

Wherein the vehicle can travel at a very slow speed, for example, at a speed of 5m/s to 12m/s, when the driving mode of the vehicle is the creep mode.

Further, in the creep mode, the vehicle can control the torque output of the engine during running and output proper torque according to the external environment outside the vehicle, such as road conditions, to prevent the vehicle from skidding.

It can be seen that when the vehicle is in a severe external environment such as a heavy grade, a high altitude, and a low adhesion road surface, the creep mode can ensure smooth driving of the vehicle and escape from the trouble.

In a particular example, the vehicle further includes an engine, a transmission, and a generator, and a crankshaft directly connecting the engine to the transmission.

Where the engine may be controlled by the ECM, the transmission may be controlled by the TCU, and the speed of the crankshaft between the engine and the transmission may be controlled by coordination between the ECM, TCU and VCU, in any of the embodiments described below, the speed of the crankshaft may be considered the engine speed.

The generator is mechanically connected to the engine, and it can be seen that the rotational speed of the engine is identical to the rotational speed of the generator based on the mechanical connection.

Further, to control the power of the vehicle, the TCU of the vehicle generates respective target speeds when controlling the transmission, the VCU when controlling the power of the entire vehicle, and the ECM when controlling the engine.

It should be noted that, in any embodiment of the present application, any operation performed by the VCU may also be performed by an HCU (Hybrid Control Unit), that is, any VCU in this embodiment may be replaced by an HCU.

The HCU is used for controlling the whole hybrid vehicle or the electric vehicle.

In the present embodiment, the vehicle may be in a process of starting, specifically, in a process of entering a running state from a stationary idle state, or in a low speed running mode, for example, in a state lower than the highest speed of the creep mode.

Among them, for a vehicle in an idle state, its engine speed may be referred to as an idle speed, and the idle speed of the vehicle may be different in different driving modes.

Embodiments of the present application are described in detail below with reference to the accompanying drawings.

Referring to fig. 1, a control method for vehicle starting according to an embodiment of the present application mainly includes two parts, namely, correcting a generator speed and reducing a generating torque, and this embodiment mainly aims at a control process that a vehicle is in a creep mode, and may be executed by a TCU, a VCU and an ECM that are provided in the vehicle, where the VCU may also be replaced by an HCU, and specifically includes the following steps:

and S101, determining a first target rotating speed by using the gearbox control unit, and sending the first target rotating speed to the whole vehicle control unit.

In the embodiment of the application, for a vehicle in a starting state, a target rotation speed currently required by a transmission can be determined by using a TCU and is transmitted to a VCU, specifically, the target rotation speed of the TCU can be used as a first target rotation speed, and when the first target rotation speed is determined, the first target rotation speed can be selected according to the current self-requirement of the vehicle.

In this embodiment, based on different self demands, different idle speeds that can select are as basic rotational speed, that is, the value that has a plurality of different idle speeds is included in the basic rotational speed.

It can be seen that in creep mode, different idle speeds need to be selected for different self-demands.

In the embodiment, for convenience of description, the requirement itself may be high, and it is understood that the required idle rotation speed is high; the lower demand is understood as the lower required idle speed.

In a specific example, when the vehicle is in the creep mode, when the self demand of the vehicle is high, for example, when the running gradient is large, the idle speed corresponding to the current self demand is higher than the idle speed required when the running gradient is small, wherein the small running gradient represents that the self demand is low.

In a particular example, the first base speed of the TCU is generally set to 700 revolutions per second when in creep mode.

Wherein a plurality of basic rotational speeds of the vehicle can be calibrated according to specific actual needs.

Further, the TCU may take the first base rotational speed of one engine out of the plurality of base rotational speeds as the first target rotational speed.

Further, based on the determined first target rotational speed, it may be sent to the VCU, so that the VCU may use the first target rotational speed to make one determination in the following steps after receiving the first target rotational speed.

And S102, determining a second target rotating speed by using the whole vehicle control unit, carrying out primary judgment on the first target rotating speed and the second target rotating speed to obtain a primary judgment result, and sending the primary judgment result to the engine control unit.

In the embodiment of the present application, the VCU may be used to determine the second target rotational speed currently required by the vehicle, and a determination may be made using the target rotational speed of the VCU and the received first target rotational speed, and a determination result obtained by the determination may be sent to the ECM.

Specifically, the target rotation speed of the VCU may be used as the second target rotation speed, and when the second target rotation speed is determined, the second base rotation speed of one engine may be selected from the plurality of base rotation speeds according to the current self-demand based on the creep mode described above.

In a particular example, the base speeds of the vehicle when in creep mode may include, for example, 800 rpm, 1050 rpm, and 1300 rpm, where 800 rpm may be used as the second base speed of the engine when the own demand is low, and 1050 rpm may be used as the second base speed of the engine when the own demand is high.

Further, a second target rotation speed can be obtained by correcting the second basic rotation speed; that is, the value of the second target rotation speed specifically includes the sum of the second base rotation speed selected from the base rotation speeds and the correction value for correcting the second base rotation speed.

In the present embodiment, the correction value for correcting the idle rotation speed may be determined according to the specific external environment in which the vehicle is currently located.

The external environment of the vehicle may include, for example, altitude, grade, and road adhesion, among others.

Further, different correction values can be calibrated for different altitudes where the vehicle is located, and similarly, different correction values can be calibrated for different slopes where the vehicle is located and different road adhesion.

Specifically, when the vehicle is at a higher altitude, a higher correction value may be calibrated to make the second target rotational speed higher, and when the vehicle is at a lower altitude, a lower correction value may be calibrated to make the second target rotational speed lower; when the vehicle is located at a higher gradient, a higher correction value can be calibrated to enable the second target rotating speed to be higher, and when the vehicle is located at a lower gradient, a lower correction value can be calibrated to enable the second target rotating speed to be lower; when the road surface adhesion force of the vehicle is lower, the higher correction value can be calibrated to enable the second target rotating speed to be higher, and when the road surface adhesion force of the vehicle is higher, the lower correction value can be calibrated to enable the second target rotating speed to be lower.

In the above specific example, when the vehicle is in a high demand state, if the current altitude corresponds to a calibrated correction value of 80 rpm, the current slope corresponds to a corrected value of 10 rpm, and the road adhesion corresponds to a corrected value of 10 rpm, the second target rotation speed may be determined as: a second base speed of 1050 revolutions per second, a correction value of 80 revolutions per second, a correction value of 10 revolutions per second, and the sum of the correction values of 10 revolutions per second, that is, 1150 revolutions per second.

Further, when the vehicle is in a low demand, if the current altitude corresponds to the calibrated correction value of 80 rpm, the current slope corresponds to the corrected value of 10 rpm, and the road adhesion corresponds to the corrected value of 10 rpm, the second target rotation speed may be determined as: a second base speed of 800 revolutions per second, a correction value of 80 revolutions per second, a correction value of 10 revolutions per second, and the sum of the correction values of 10 revolutions per second, i.e., 900 revolutions per second.

In this embodiment, the VCU may perform a determination based on the first target rotational speed sent by the TCU and using the first target rotational speed and the determined second target rotational speed, and obtain a determination result.

Specifically, in one determination, based on the value of the first target rotational speed and the value of the second target rotational speed, the two may be compared in value, and after the comparison, the larger one of the value of the first target rotational speed and the value of the second target rotational speed is determined as a primary determination result.

In the foregoing specific example, when the vehicle is in a high self-demand state, based on the first target rotation speed 1050 rpm and the second target rotation speed 1150 rpm under the self-demand state determined as described above, it may be determined that the value 1150 rpm of the second target rotation speed is a larger value, and the second target rotation speed may be used as a primary determination result.

Further, when the vehicle is in a low self-demand state, based on the determined first target rotation speed 800 rpm/s and the determined second target rotation speed 1050 rpm/s under the self-demand state, it may be determined that the value 1050 rpm/s of the second target rotation speed is a larger value, and the second target rotation speed may be used as a primary determination result.

Further, based on the result of the primary determination determined above, it may be sent to the ECM to make a secondary determination in the following steps.

And step S103, determining a third target rotating speed by the engine control unit, and performing secondary determination on the primary determination result and the third target rotating speed to obtain a secondary determination result.

In an embodiment of the present application, the ECM may be used to determine a third target rotation speed, and the second determination may be performed using the third target rotation speed and the received first determination result, and the second determination result may be obtained after the determination.

The third target rotational speed may be regarded as the rotational speed that the engine should reach in the ECM in the current idling state, and is typically 800 rpm.

Under some special conditions, such as engine failure, catalyst heating, etc., the third target speed may typically be higher than 1300 rpm.

In the present embodiment, the ECM may make a secondary determination using the primary determination result and the above-identified third target rotation speed, based on the primary determination result transmitted from the VCU.

Specifically, in the secondary determination, based on the value of the primary determination result and the value of the third target rotation speed, the two values may be compared, and after the comparison, the larger value of the two values is used as the secondary determination result.

In the foregoing specific example, the ECM determines that the third target rotation speed is 800 rpm, and in a case where the vehicle is in a high demand state, based on the determined first determination result 1150 rpm and the set third target rotation speed of 800 rpm, it may be determined that the value 1150 rpm of the first determination result is a larger value, and the value 1150 rpm may be taken as a second determination result.

Further, under the condition that the vehicle is in a low demand state, based on the determined primary determination result 1050 rpm and the set third target rotation speed of 800 rpm, it may be determined that the value 1050 rpm of the primary determination result is a larger value, and the value 1050 rpm may be used as a secondary determination result.

And step S104, enabling the engine control unit to correct the actual rotating speed of the engine according to the secondary determination result.

In an embodiment of the present application, based on the secondary determination result determined above, the actual rotational speed may be corrected to increase the actual rotational speed to maintain it at the maximum rotational speed requirement.

Specifically, the ECM may be configured to adjust the current actual rotation speed of the engine to be consistent with the value of the secondary determination result, according to the secondary determination result.

In the foregoing specific example, in the case where the vehicle is in a situation where the demand thereof is high, the current actual rotation speed of the engine may be corrected to 1150 revolutions/second based on the aforementioned determined secondary determination result 1150 revolutions/second; in the case where the vehicle is in a low demand condition, the current actual engine speed may be corrected to 1050 rpm based on the secondary determination result 1050 rpm determined as described above.

In some other embodiments, if the secondary determination result is consistent with the current actual rotation speed of the engine, the current actual rotation speed may not be modified.

It can be seen that the actual rotation speed can be increased to the maximum rotation speed requirement by correcting the actual rotation speed, and based on the maximum rotation speed requirement, the running torque of the vehicle can be increased, so that the problems of rotation speed drop and torque drop in the starting process are solved.

And S105, responding to the vehicle being in a starting state, and reducing the power generation torque of a generator connected with the engine based on the actual rotating speed.

In the embodiment of the present application, for the vehicle as a specific example, during the starting of the vehicle, the vehicle may be considered to be in a starting state. The starting state specifically includes: the hand brake of the vehicle is released, the gear of the vehicle is in a driving gear, the pressure of a brake master cylinder of the vehicle is smaller than a preset pressure threshold value, and the vehicle speed is smaller than or equal to a preset vehicle speed threshold value.

In the embodiment of the application, when the vehicle is in the creep mode and in the take-off state, the motor rotation speed of the generator of the vehicle may be determined based on the actual rotation speed of the engine, based on which the driving torque of the engine may be increased by reducing the power generation torque of the generator.

Specifically, in the engine torque generated by the actual engine speed of the vehicle, including the driving torque for driving the vehicle to run and the power generation torque for driving the generator to generate power, it can be seen that the driving torque increases when the power generation torque decreases; when the driving torque is decreased, the power generation torque is increased.

Based on this, the driving torque can be increased by reducing the power generation torque to further increase the driving torque for driving the vehicle to travel.

Specifically, in the present embodiment, as described above, the generator is mechanically connected to the engine, and torque is transmitted from the engine to the generator, so that the actual rotational speed of the engine can be completely transmitted to the generator, that is, the motor rotational speed of the generator is equal to the actual rotational speed of the engine.

In this embodiment, the vehicle further includes a power battery, the generated torque of the generator can be used to charge the power battery, and the VCU can obtain the remaining capacity of the power battery of the vehicle.

Further, a first charge threshold and a second charge threshold may be set for the remaining charge, wherein the remaining charge represented by the first charge threshold is higher than the remaining charge represented by the second charge threshold.

Based on this, the VCU can determine whether to start the operation of reducing the power generation torque according to the condition of the remaining amount of power.

Specifically, based on the judgment of the remaining capacity, when the remaining capacity is greater than or equal to the first capacity threshold, the current remaining capacity of the power battery can be considered to be sufficient, and under the condition that the power battery is not charged, the power supply of the vehicle electrical equipment load can be ensured only by depending on the current remaining capacity, so that the power generation torque can be directly reduced to 0Nm.

Further, when the remaining capacity is smaller than the first capacity threshold and larger than the second capacity threshold, it is considered that the current remaining capacity of the power battery is not sufficient to ensure the power supply of the vehicle electrical loads without charging the power battery, but at the same time, the current remaining capacity is not too insufficient, so that the power battery is not charged with the full power generation torque, and therefore, the power generation torque can be reduced to increase the driving torque.

Further, when the remaining capacity is equal to or less than the second capacity threshold value, it is considered that the current remaining capacity of the power battery is so insufficient that it is difficult to ensure the functions of starting the vehicle and the like, and therefore, it is necessary to forcibly charge the power battery, and it is considered that in this case, the operation of reducing the power generation torque cannot be performed.

In the present embodiment, before the power generation torque is reduced, it is also necessary to determine that the vehicle is in the creep mode and in the take-off state.

Further, when the current state of the vehicle can satisfy the above-described condition, the power generation torque can be appropriately reduced.

Specifically, based on the current demand itself, the engine torque may be determined, and in combination with the determined motor speed, the specific value for reducing the power generation torque may be determined according to a numerical relationship calibrated in advance among the engine torque, the motor speed, and the power generation torque.

In a specific example, the power generation torque and the rotation speed before the reduction may be as shown in table 1 below:

TABLE 1 Generation Torque and rotational speed before derating

Rotation speed of meter/second	800 m/s	1050 m/s	1300 m/s
				Electric power generation torque Nm	-20 Nm	-40 Nm	-60 Nm

Further, the power generation torque and the rotation speed after the reduction may be as shown in table 2 below:

TABLE 2 Power Generation Torque and rotational speed after derating

Rotation speed of meter/second	800 m/s	1050 m/s	1300 m/s
				Generated torque Nm	-15 Nm	-25 Nm	-50Nm

As can be seen by comparing table 1 and table 2, before the power generation torque is reduced, the power generation torque is larger when the motor rotation speed of the generator is larger, that is, the absolute value of the value is larger.

Similarly, after the power generation torque is reduced, the power generation torque of the generator is larger as the motor rotation speed of the generator is larger.

Further, when the vehicle speed of the vehicle is greater than the preset vehicle speed threshold value, it may be considered that the vehicle has started successfully, and therefore, the operation of reducing the power generation torque may be ended.

Further, when the power generation torque for power generation is decreased, the driving torque for driving the vehicle may be increased among the torques provided from the engine, thereby achieving enhancement of the power when the vehicle is running.

It can be seen that, in the control method for vehicle start according to the embodiment of the present application, the target rotation speeds required by the transmission control unit, the entire vehicle control unit, and the engine control unit of the vehicle are comprehensively considered based on the engine control unit, the transmission control unit, and the entire vehicle control unit of the vehicle, the first target rotation speed and the second target rotation speed are used for performing the first determination, and the second determination is performed according to the first determination result and the third target rotation speed.

It should be noted that the method of the embodiments of the present application may be executed by a single device, such as a computer or a server. The method of the embodiment can also be applied to a distributed scene and completed by the mutual cooperation of a plurality of devices. In such a distributed scenario, one of the devices may only perform one or more steps of the method of the embodiments of the present application, and the devices may interact with each other to complete the method.

It should be noted that the foregoing describes some embodiments of the present application. Other embodiments are within the scope of the following claims. In some cases, the actions or steps recited in the claims may be performed in a different order than in the embodiments described above and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. In some embodiments, multitasking and parallel processing may also be possible or may be advantageous.

Based on the same inventive concept, the embodiment of the application also provides a vehicle starting control device corresponding to any embodiment of the method.

Referring to fig. 2, the vehicle take-off control device includes: a first target rotational speed acquisition module 201, a primary determination module 202, a secondary determination module 203, a rotational speed correction module 204, and a generation torque correction module 205;

the first target rotating speed obtaining module 201 is configured to determine a first target rotating speed by using the transmission control unit, and send the first target rotating speed to the vehicle control unit;

the primary determination module 202 is configured to determine a second target rotation speed by the vehicle control unit, perform primary determination on the first target rotation speed and the second target rotation speed to obtain a primary determination result, and send the primary determination result to the engine control unit;

the secondary determination module 203 is configured to determine a third target rotation speed by the engine control unit, and perform secondary determination on the primary determination result and the third target rotation speed to obtain a secondary determination result;

the rotation speed correction module 204 is configured to cause the engine control unit to correct the actual rotation speed of the engine according to the secondary determination result;

the generated torque correction module 205 is configured to reduce a generated torque of a generator coupled to the engine based on the actual speed in response to the vehicle being in a launch state.

As an optional embodiment, the first target rotation speed obtaining module 201 is specifically configured to:

and acquiring a first basic rotating speed of the engine according to the self requirement by utilizing the gearbox control unit, and determining the first basic rotating speed as the first target rotating speed.

As an optional embodiment, the primary determination module 202 is specifically configured to:

and acquiring a second basic rotating speed of the engine according to the self requirement by utilizing the whole vehicle control unit, and correcting the second basic rotating speed according to the external environment of the vehicle to obtain the second target rotating speed.

Further, the vehicle control unit compares the first target rotating speed with the second target rotating speed, and determines that the value of the first target rotating speed and the second target rotating speed is larger as the primary judgment result.

As an optional embodiment, the secondary determining module 203 is specifically configured to:

As an alternative embodiment, the generating torque correcting module 205 is specifically configured to:

acquiring the residual capacity of a power battery of the vehicle;

Wherein after acquiring the residual capacity of the power battery of the vehicle, the method further comprises:

For convenience of description, the above devices are described as being divided into various modules by functions, and are described separately. Of course, the functions of the modules may be implemented in the same or multiple software and/or hardware when implementing the embodiments of the present application.

The device of the above embodiment is used for implementing the corresponding vehicle starting control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiment, which are not described herein again.

Based on the same inventive concept, corresponding to the method of any embodiment, the embodiment of the present application further provides an electronic device, which includes a memory, a processor, and a computer program stored in the memory and running on the processor, and when the processor executes the program, the method for controlling vehicle start according to any embodiment is implemented.

Fig. 3 is a schematic diagram illustrating a more specific hardware structure of an electronic device according to this embodiment, where the electronic device may include: a processor 1010, a memory 1020, an input/output interface 1030, a communication interface 1040, and a bus 1050. Wherein the processor 1010, memory 1020, input/output interface 1030, and communication interface 1040 are communicatively coupled to each other within the device via bus 1050.

The processor 1010 may be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an Application Specific Integrated Circuit (ASIC), or one or more Integrated circuits, and is configured to execute related programs to implement the technical solutions provided in the embodiments of the present Application.

The Memory 1020 may be implemented in the form of a ROM (Read Only Memory), a RAM (Random Access Memory), a static Memory device, a dynamic Memory device, or the like. The memory 1020 may store an operating system and other application programs, and when the technical solution provided by the embodiment of the present application is implemented by software or firmware, the relevant program codes are stored in the memory 1020 and called to be executed by the processor 1010.

The input/output interface 1030 is used for connecting an input/output module to input and output information. The input/output module may be configured as a component within the device (not shown) or may be external to the device to provide corresponding functionality. Wherein the input devices may include a keyboard, mouse, touch screen, microphone, various sensors, etc., and the output devices may include a display, speaker, vibrator, indicator light, etc.

The communication interface 1040 is used for connecting a communication module (not shown in the drawings) to implement communication interaction between the present apparatus and other apparatuses. The communication module can realize communication in a wired mode (such as USB, network cable and the like) and also can realize communication in a wireless mode (such as mobile network, WIFI, bluetooth and the like).

Bus 1050 includes a path that transfers information between various components of the device, such as processor 1010, memory 1020, input/output interface 1030, and communication interface 1040.

It should be noted that although the above-mentioned 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. Furthermore, it will be understood by those skilled in the art that the above-described apparatus may also include only those components necessary to implement the embodiments of the present application, and not necessarily all of the components shown in the figures.

The device of the above embodiment is used for implementing the corresponding vehicle starting control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which are not described again here.

Based on the same inventive concept, corresponding to the method of any embodiment, the application also provides a vehicle, which comprises a vehicle starting control device and an electronic device, wherein the electronic device executes the vehicle starting control method.

Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a non-transitory computer-readable storage medium storing computer instructions for causing a computer to execute the vehicle start control method according to any of the above-mentioned embodiments.

Computer-readable media of the present embodiments, including both non-transitory and non-transitory, removable and non-removable media, may implement information storage by any method or technology. The information may be computer readable instructions, data structures, modules of a program, 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, compact disc read only memory (CD-ROM), digital Versatile Discs (DVD) or other optical storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information that can be accessed by a computing device.

The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the vehicle starting control method according to any one of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which are not described herein again.

Those of ordinary skill in the art will understand that: the discussion of any embodiment above is meant to be exemplary only, and is not intended to intimate that the scope of the disclosure, including the claims, is limited to these examples; within the context of the present application, features from the above embodiments or from different embodiments may also be combined, steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of brevity.

In addition, well-known power/ground connections to Integrated Circuit (IC) chips and other components may or may not be shown in the provided figures for simplicity of illustration and discussion, and so as not to obscure the embodiments of the application. Furthermore, devices may be shown in block diagram form in order to avoid obscuring embodiments of the present application, and this also takes into account the fact that specifics with respect to implementation of such block diagram devices are highly dependent upon the platform within which the embodiments of the present application are to be implemented (i.e., specifics should be well within purview of one skilled in the art). Where specific details (e.g., circuits) are set forth in order to describe example embodiments of the application, it should be apparent to one skilled in the art that embodiments of the application can be practiced without, or with variation of, these specific details. Accordingly, the description is to be regarded as illustrative instead of restrictive.

While the present application has been described in conjunction with specific embodiments thereof, many alternatives, modifications, and variations of these embodiments will be apparent to those of ordinary skill in the art in light of the foregoing description. For example, other memory architectures, such as Dynamic RAM (DRAM), may use the discussed embodiments.

The embodiments of the application are intended to embrace all such alterations, modifications and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, substitutions, improvements, and the like that may be made without departing from the spirit and principles of the embodiments of the present application are intended to be included within the scope of the present application.

Claims

1. The vehicle starting control method is characterized in that the vehicle comprises an engine control unit, a gearbox control unit and a whole vehicle control unit; the method comprises the following steps:

enabling the engine control unit to correct the actual rotating speed of the engine according to the secondary determination result;

2. The method of claim 1, wherein said determining a first target rotational speed with the transmission control unit comprises:

the determining a second target rotating speed by the vehicle control unit comprises the following steps:

3. The method according to claim 1, wherein said making a determination of said first target rotational speed and said second target rotational speed to obtain a determination result comprises:

4. The method according to claim 1, wherein the determining, with the engine control unit, a third target rotation speed, making a second determination on the first determination result and the third target rotation speed, resulting in a second determination result, includes:

5. The method of claim 1, wherein reducing the electric power generation torque of a generator connected to the engine based on the actual rotational speed in response to the vehicle being in a take-off state comprises:

in response to determining that the vehicle is in the launch state in a creep mode, determining a motor speed of a generator connected to the engine according to an actual speed of the engine control unit;

acquiring the residual electric quantity of a power battery of the vehicle;

6. The method according to claim 5, wherein after obtaining the residual capacity of the power battery of the vehicle, the method further comprises:

7. A control device for vehicle launch, comprising: the device comprises a first target rotating speed acquisition module, a primary judgment module, a secondary judgment module, a rotating speed correction module and a generating torque correction module;

the first target rotating speed acquisition module is configured to determine a first target rotating speed by using a gearbox control unit and send the first target rotating speed to a whole vehicle control unit;

the secondary determination module is configured to determine a third target rotating speed by using the engine control unit, and perform secondary determination on the primary determination result and the third target rotating speed to obtain a secondary determination result;

8. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable by the processor, characterized in that the processor implements the method according to any of claims 1 to 6 when executing the computer program.

9. A non-transitory computer-readable storage medium storing computer instructions for causing a computer to perform the method according to any one of claims 1 to 6.

10. A vehicle characterized by comprising a control device for vehicle take-off according to claim 7 and an electronic apparatus according to claim 8.