WO2022247275A1 - 发动机起动控制方法、装置、电子设备以及存储介质 - Google Patents

发动机起动控制方法、装置、电子设备以及存储介质 Download PDF

Info

Publication number
WO2022247275A1
WO2022247275A1 PCT/CN2021/143169 CN2021143169W WO2022247275A1 WO 2022247275 A1 WO2022247275 A1 WO 2022247275A1 CN 2021143169 W CN2021143169 W CN 2021143169W WO 2022247275 A1 WO2022247275 A1 WO 2022247275A1
Authority
WO
WIPO (PCT)
Prior art keywords
torque
motor
engine
speed
control
Prior art date
Application number
PCT/CN2021/143169
Other languages
English (en)
French (fr)
Inventor
伍庆龙
张天强
杨钫
王燕
Original Assignee
中国第一汽车股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 中国第一汽车股份有限公司 filed Critical 中国第一汽车股份有限公司
Publication of WO2022247275A1 publication Critical patent/WO2022247275A1/zh

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the embodiments of the present application relate to the technical field of vehicle control, for example, to an engine start control method, device, electronic device, and storage medium.
  • hybrid vehicles do not need traditional starters during the engine start and stop process, and use batteries and motors to achieve more superior start and stop performance.
  • an engine start control method including:
  • the embodiment of the present application also discloses a device for controlling engine starting, including:
  • the required torque determination module is configured to determine the required torque according to the current vehicle speed, the stroke of the accelerator pedal and the current driving mode;
  • the available driving torque determination module is configured to determine the maximum available driving torque of the motor according to the peak torque at the current speed of the motor and the reserved torque of the motor;
  • a control module configured to determine whether to control engine start based on the demand torque and the maximum available drive torque.
  • an electronic device including:
  • processors one or more processors
  • memory configured to store one or more programs
  • the one or more processors When the one or more programs are executed by the one or more processors, the one or more processors implement the engine start control method provided in any embodiment of the present application.
  • the embodiment of the present application also discloses a computer-readable storage medium, where a computer program is stored on the computer-readable storage medium, and when the computer program is executed by a processor, the computer program as described in any embodiment of the present application is implemented.
  • a method of engine start control is provided.
  • FIG. 1 is a flow chart of an engine start control method provided in Embodiment 1 of the present application.
  • FIG. 2 is a flow chart of an engine start control method provided in Embodiment 2 of the present application.
  • Fig. 3 is a schematic structural diagram of a device for controlling engine starting provided in Embodiment 3 of the present application;
  • FIG. 4 is a schematic structural diagram of an electronic device provided in Embodiment 4 of the present application.
  • Fig. 1 is a flow chart of an engine start control method provided in Embodiment 1 of the present application; in this embodiment, the hybrid vehicle can control the engine start in different driving modes; wherein, the hybrid system of the hybrid vehicle is mainly composed of the engine , motor, power battery, gearbox, first clutch C0, second clutch C1, drive shaft, etc.; one side of the motor is connected to the engine through the first clutch C0, which can be used for engine starting, power system motor assist, and combined Drive and energy recovery; the other side of the motor is connected to the gearbox through the second clutch C1.
  • the gearbox and the second clutch C1 can be integrated and developed; each component is controlled by its own controller,
  • the motor controller Motor Control Unit, MCU
  • the engine management system Engine Management System, EMS
  • the battery management system Battery Management System, BMS
  • the vehicle controller Hybrid Control Unit, HCU
  • the method can be performed by controlling an engine starting device, which can be implemented by software and/or hardware, and can be integrated into an electronic device carrying a function of controlling engine starting, such as a vehicle controller (Hybrid Control Unit, HCU).
  • the method may include:
  • S110 Determine the required torque according to the current vehicle speed, the stroke of the accelerator pedal and the current driving mode.
  • the current vehicle speed refers to the vehicle speed of the vehicle at the current moment.
  • the accelerator pedal also known as the accelerator pedal, is a part of the vehicle's fuel supply system; by controlling its pedaling amount, it controls the engine throttle opening, thereby controlling the intake air volume, and the computer controls the oil volume, thereby controlling the engine speed.
  • the so-called stroke of the accelerator pedal refers to the stepping amount of the accelerator pedal, which can be expressed as a percentage.
  • the so-called required torque refers to the torque required by the vehicle to reach the current speed in the current driving mode.
  • the so-called driving mode refers to the driving mode of the hybrid vehicle, which may include an economical mode, a normal mode and a sporty mode.
  • the current driving mode refers to the driving mode at the current moment during the operation of the hybrid vehicle.
  • the required torque can be obtained based on the current vehicle speed, the stroke of the accelerator pedal, and the three-dimensional relationship curve calibrated by the current driving mode.
  • the three-dimensional relationship curve is determined through a large number of experiments before the vehicle leaves the factory, based on different vehicle speeds, accelerator pedal strokes and driving modes.
  • the independent variables of the curve function are vehicle speed, accelerator pedal stroke and driving mode, and the dependent variable is Torque required.
  • S120 Determine the maximum available driving torque of the motor according to the peak torque at the current rotational speed of the motor and the reserved torque of the motor.
  • the peak torque refers to the maximum torque that the motor can provide within the set time under the set speed.
  • the so-called reserved torque of the motor refers to the reserved torque in order to ensure the normal operation of the vehicle, which can be pre-stored in the HCU.
  • the so-called maximum available driving torque of the motor refers to the maximum torque that the motor can provide to the outside.
  • the hybrid vehicle before the hybrid vehicle leaves the factory, a large number of experiments are performed to determine the relationship between the peak torque at different speeds of the motor, the reserved torque of the motor, and the maximum available driving torque of the motor, and a maximum available driving torque table is constructed. Furthermore, during the use of the hybrid vehicle, the maximum available driving torque of the motor is determined by querying the maximum available driving torque table according to the peak torque at the current rotational speed of the motor and the reserved torque of the motor.
  • brake pedal is exactly the pedal of limiting power, namely the pedal of foot brake (service brake), and brake pedal is used for deceleration parking.
  • the HCU sends a start command to the EMS, and the EMS controls the engine to start.
  • the engine is controlled to start, for example, the HCU sends a start command to the EMS , EMS controls the engine start.
  • the setting value is set by those skilled in the art according to the actual situation
  • the set speed change rate is also set by those skilled in the art according to the actual situation.
  • the speed change rate may be the speed change rate of stepping on the accelerator pedal.
  • the speed change rate may indicate that under certain working conditions (such as emergency overtaking), the action of the driver stepping on the accelerator pedal is very fast.
  • a class of procedures for controlling engine startup is as follows:
  • the vehicle controller HCU controls the transmission output shaft torque to be adjusted to the required torque, and coordinates the automatic transmission control unit (Transmission Control Unit, TCU) to control the opening of the first clutch C0 and the closing of the second clutch C1.
  • TCU Transmission Control Unit
  • the vehicle controller HCU sends the first torque boost command to the motor controller MCU to instruct the motor controller MCU to control the motor to boost the torque so that the motor speed reaches the target speed; where the target speed refers to the speed required when the engine is ignited and started , different engine models have different target speeds.
  • the vehicle controller HCU sends a torque control instruction to the automatic transmission control unit TCU to instruct the automatic transmission control unit TCU to control the first clutch to increase the torque and control the second clutch to reduce the torque, so that the first clutch and the second clutch are in the Slipping state; wherein, the first clutch connects the engine and one side of the motor, and the second clutch connects the transmission input shaft and the other side of the motor.
  • the vehicle controller HCU sends a second torque boost command to the motor controller MCU to instruct the motor controller MCU to control the motor speed to maintain the target speed, and to make the motor drive the engine to increase the engine speed.
  • the vehicle controller HCU sends a start command to the engine management system, so that the engine management system controls the engine start.
  • the TCU controls the first clutch C0 to open
  • the MCU controls the motor to start reducing the torque
  • the EMS controls the engine speed to continue to rise and reach a stable speed.
  • the first clutch C0 is controlled to be closed.
  • the EMS controls the output of the engine torque to 0, the MCU controls the motor to control the speed, and when the motor is synchronized with the speed of the gearbox input shaft, the TCU controls the second clutch C1 to close.
  • the EMS continues to control the engine to increase the torque, and the MCU controls the motor to decrease the torque, so as to realize the alternation of the power source torque, and the engine starting process ends.
  • the required torque is determined according to the current vehicle speed, the stroke of the accelerator pedal and the current driving mode, and then the maximum available driving torque of the motor is determined according to the peak torque at the current speed of the motor and the reserved torque of the motor, and then according to the demand Torque and maximum available drive torque, determine whether to control engine start.
  • the starting of the engine is effectively controlled, and the driving experience of the user is improved.
  • the required power can be determined according to the current vehicle speed, the stroke of the accelerator pedal and the state of the power source.
  • the state of the power source refers to the state of the battery, the motor and the engine.
  • the hybrid vehicle leaves the factory, a large number of experiments are conducted to determine the relationship between different vehicle speeds, accelerator pedal strokes, power source states, and demanded power, and to construct a demanded power table. Furthermore, during the use of the hybrid vehicle, according to the current vehicle speed, the stroke of the accelerator pedal and the state of the power source, the required power is determined by querying the required power table.
  • the engine is controlled to start.
  • the preset value is set by those skilled in the art according to the actual situation.
  • the so-called starting power threshold refers to the power required for starting the engine, and the starting power thresholds of different types of engines are different.
  • the engine is controlled to start.
  • the preset value is set by those skilled in the art according to the actual situation. It can be understood that the introduction of the set duration can avoid frequent engine start operations.
  • Fig. 2 is a flow chart of an engine starting control method provided in Embodiment 2 of the present application; Drive torque" is optimized to provide an implementation.
  • the method may include:
  • S210 Determine the required torque according to the current vehicle speed, the stroke of the accelerator pedal and the current driving mode.
  • S220 Determine the actual available driving torque of the motor according to the first peak torque at the current rotational speed of the motor and the reserved torque of the motor.
  • the actual available driving torque refers to the maximum driving torque that the motor can provide outside the reserved torque.
  • the first peak torque refers to the maximum torque that the motor can provide within a first setting time, wherein the first setting time is set by those skilled in the art according to actual conditions, for example, it may be 2s.
  • a difference is made between the first peak torque at the current speed of the motor and the reserved torque of the motor, and the result of the difference is used as the actual available driving torque of the motor.
  • the reserved torque of the motor can be determined according to the current driving mode and the starting resistance of the engine.
  • the reserved torque includes the reserved torque for starting and the reserved torque for performance.
  • the so-called reserved torque for starting is the torque reserved for the engine to offset the resistance when the engine starts.
  • the required starting reservation for different types of engines The reserved torque is different.
  • the so-called performance reserved torque refers to the torque reserved for maintaining good driving performance.
  • the performance reserved torque is different, and it is set by those skilled in the art according to the actual situation.
  • the reserved performance torque corresponding to the current mode is determined by looking up a table. Furthermore, the result of summing the starting reserved torque and the performance reserved torque is used as the reserved torque of the motor.
  • the corresponding reserved performance torque is determined according to the current driving mode, the reserved starting torque is determined according to the starting resistance of the engine, and the reserved torque of the electric motor is determined according to the reserved performance torque and the reserved starting torque.
  • S230 Determine the maximum available driving torque of the motor according to the second peak torque at the current rotational speed of the motor and the actual available driving torque of the motor.
  • the second peak torque refers to the maximum torque that the motor can provide within a second setting time, wherein the second setting time is set by those skilled in the art according to actual conditions, for example, it may be 10s. It should be noted that the first peak torque is greater than the second peak torque.
  • the second peak torque at the current rotational speed of the motor is greater than the actual available driving torque of the motor, the actual available driving torque of the motor is taken as the maximum available driving torque of the motor. If the second peak torque at the current speed of the motor is smaller than the actual available driving torque of the motor, the second peak torque at the current speed of the motor is taken as the maximum available driving torque of the motor.
  • S240 Determine whether to control starting of the engine according to the required torque and the maximum available driving torque.
  • the required torque is determined according to the current vehicle speed, the stroke of the accelerator pedal and the current driving mode, and then the actual available driving torque of the motor is determined according to the first peak torque at the current speed of the motor and the reserved torque of the motor, and then Determine the maximum available driving torque of the motor according to the second peak torque at the current rotational speed of the motor and the actual available driving torque of the motor, and then determine whether to control engine start according to the demand torque and the maximum available driving torque.
  • Fig. 3 is a schematic structural diagram of a device for controlling engine starting provided in Embodiment 3 of the present application; this embodiment can control engine starting in different driving modes; the device can be realized by software and/or hardware, and can be integrated into a load control engine In the electronic equipment of the starting function, such as the vehicle controller (Hybrid Control Unit, HCU) in the vehicle.
  • HCU Hybrid Control Unit
  • the device includes a required torque determination module 310, an available driving torque determination module 320 and a control module 330, wherein,
  • the required torque determination module 310 is configured to determine the required torque according to the current vehicle speed, the stroke of the accelerator pedal and the current driving mode;
  • the available driving torque determination module 320 is configured to determine the maximum available driving torque of the motor according to the peak torque at the current rotational speed of the motor and the reserved torque of the motor;
  • the control module 330 is configured to determine whether to control engine start according to the demand torque and the maximum available driving torque.
  • the required torque is determined according to the current vehicle speed, the stroke of the accelerator pedal and the current driving mode, and then the maximum available driving torque of the motor is determined according to the peak torque at the current speed of the motor and the reserved torque of the motor, and then according to the demand Torque and maximum available drive torque, determine whether to control engine start.
  • the starting of the engine is effectively controlled, and the driving experience of the user is improved.
  • the available driving torque determining module 320 includes an actual driving torque determining unit and an available driving torque determining unit, wherein,
  • the actual driving torque determination unit is configured to determine the actual available driving torque of the motor according to the first peak torque at the current speed of the motor and the reserved torque of the motor;
  • the available driving torque determination unit is configured to determine the maximum available driving torque of the motor according to the second peak torque at the current speed of the motor and the actual available driving torque of the motor; wherein the first peak torque is greater than the second peak torque.
  • the available driving torque determining module 320 further includes a reserved torque determining unit, wherein the reserved torque determining unit is configured to determine the reserved torque of the motor according to the current driving mode and the starting resistance of the engine.
  • control module 330 is configured to control engine start in response to the demand torque being greater than the maximum available drive torque and the brake pedal not being depressed.
  • control module 330 is configured to control the engine to start in response to the requested torque being greater than the maximum available driving torque, the travel percentage of the accelerator pedal being greater than a set value, and the speed change rate being greater than a set speed change amount.
  • the device further includes an engine starting module configured to:
  • a start command is sent to the engine management system such that the engine management system controls the engine start.
  • the above device for controlling engine starting can execute the engine starting control method provided by any embodiment of the present application, and has corresponding functional modules and beneficial effects for executing the method.
  • Fig. 4 is a schematic structural diagram of an electronic device provided in Embodiment 4 of the present application; Fig. 4 shows a block diagram of an exemplary device suitable for implementing the implementation manner of the embodiment of the present application.
  • the device shown in FIG. 4 is only an example, and should not limit the functions and scope of use of this embodiment of the present application.
  • electronic device 12 takes the form of a general-purpose computing device.
  • Components of electronic device 12 may include, but are not limited to, one or more processors or processing units 16, system memory 28, bus 18 connecting various system components including system memory 28 and processing unit 16.
  • Bus 18 represents one or more of several types of bus structures, including a memory bus or memory controller, a peripheral bus, an accelerated graphics port, a processor, or a local bus using any of a variety of bus structures.
  • these architectures include but are not limited to Industry Standard Architecture (ISA, Industry Standard Architecture) bus, Micro Channel Architecture (MCA, Micro Channel Architecture) bus, Enhanced ISA bus, Video Electronics Standards Association (VESA, Video Electronics Standards Association) local bus and peripheral component interconnect (PCI, Peripheral Component Interconnect) bus.
  • Electronic device 12 typically includes a variety of computer system readable media. These media can be any available media that can be accessed by electronic device 12 and include both volatile and nonvolatile media, removable and non-removable media.
  • System memory 28 may include computer system readable media in the form of volatile memory, such as random access memory (RAM, Random Access Memory) 30 and/or cache memory 32 .
  • the electronic device 12 may further include other removable/non-removable, volatile/nonvolatile computer system storage media.
  • storage system 34 may be used to read and write to non-removable, non-volatile magnetic media (not shown in FIG. 4, commonly referred to as a "hard drive”).
  • a disk drive for reading and writing to removable non-volatile disks e.g. "floppy disks”
  • removable non-volatile optical disks e.g. CD-ROM, DVD-ROM or other optical media
  • each drive may be connected to bus 18 via one or more data media interfaces.
  • the system memory 28 may include at least one program product, which has a set (for example, at least one) of program modules configured to perform the functions of the embodiments of the present application.
  • Program/utility 40 may be stored, for example, in system memory 28 as a set (at least one) of program modules 42 including, but not limited to, an operating system, one or more application programs, other program modules, and program data, each or some combination of these examples may include the implementation of the network environment.
  • the program module 42 generally executes the functions and/or methods in the embodiments described in the embodiments of this application.
  • the electronic device 12 may also communicate with one or more external devices 14 (e.g., a keyboard, pointing device, display 24, etc.), may also communicate with one or more devices that enable a user to interact with the electronic device 12, and/or communicate with Any device (eg, network card, modem, etc.) that enables the electronic device 12 to communicate with one or more other computing devices. Such communication may occur through input/output (I/O) interface 22 .
  • the electronic device 12 can also communicate with one or more networks (such as a local area network (LAN, Local Area Network), a wide area network (WAN, Wide Area Network) and/or a public network, such as the Internet) through the network adapter 20. As shown in FIG.
  • network adapter 20 communicates with other modules of electronic device 12 via bus 18 . It should be appreciated that although not shown in FIG. 4 , other hardware and/or software modules may be used in conjunction with electronic device 12, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID (Redundant Arrays of Independent Disks, disk array) systems, tape drives, and data backup storage systems.
  • the processing unit 16 executes various functional applications and data processing by running the programs stored in the system memory 28 , such as realizing the engine start control method provided by the embodiment of the present application.
  • Embodiment 5 of the present application also provides a computer-readable storage medium, on which a computer program (or called computer-executable instructions) is stored.
  • a computer program or called computer-executable instructions
  • the program is executed by a processor, it is used to perform the engine starting provided in the embodiment of the present application
  • a control method the method comprising:
  • the computer storage medium in the embodiments of the present application may use any combination of one or more computer-readable media.
  • the computer readable medium may be a computer readable signal medium or a computer readable storage medium.
  • a computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof.
  • a computer-readable storage medium may be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.
  • a computer readable signal medium may include a data signal carrying computer readable program code in baseband or as part of a carrier wave. Such propagated data signals may take many forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the foregoing.
  • a computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in conjunction with an instruction execution system, apparatus, or device. .
  • Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.
  • Computer program codes for performing the operations of the embodiments of the present application may be written in one or more programming languages or combinations thereof, the programming languages including object-oriented programming languages—such as Java, Smalltalk, C++, including A conventional procedural programming language such as the "C" language or similar programming language.
  • the program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. Where a remote computer is involved, the remote computer may be connected to the user computer through any kind of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g. via the Internet using an Internet Service Provider). .
  • LAN local area network
  • WAN wide area network
  • Internet Service Provider e.g. via the Internet using an Internet Service Provider.
  • the storage medium may be a non-transitory storage medium.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

本申请实施例公开了一种发动机起动控制方法、装置、电子设备以及存储介质。根据当前车速、油门踏板的行程和当前驾驶模式，确定需求扭矩；根据电机当前转速下的峰值扭矩和电机的预留扭矩，确定电机的最大可用驱动扭矩；根据所述需求扭矩和所述最大可用驱动扭矩，确定是否控制发动机起动。

Description

发动机起动控制方法、装置、电子设备以及存储介质
本申请要求在2021年05月27日提交中国专利局、申请号为202110586120.4的中国专利申请的优先权，以上申请的全部内容通过引用结合在本申请中。
技术领域
本申请实施例涉及车辆控制技术领域，例如涉及一种发动机起动控制方法、装置、电子设备以及存储介质。
背景技术
混合动力车辆相比于传统车辆而言，由于增加了电机及动力电池，在发动机起停过程中可以不需要传统的起动机，利用电池和电机即可实现更加优越的起停性能。
相关技术中，在进行发动机起停的过程中，未考虑在不同驾驶模式下如何有效控制发动机起动，亟需改进。
发明内容
第一方面，本申请实施例公开了一种发动机起动控制方法，包括：
根据当前车速、油门踏板的行程和当前驾驶模式，确定需求扭矩；
根据电机当前转速下的峰值扭矩和电机的预留扭矩，确定电机的最大可用驱动扭矩；
根据所述需求扭矩和所述最大可用驱动扭矩，确定是否控制发动机起动。
第二方面，本申请实施例还公开了一种控制发动机起动装置，包括：
需求扭矩确定模块，设置为根据当前车速、油门踏板的行程和当前驾驶模式，确定需求扭矩；
可用驱动扭矩确定模块，设置为根据电机当前转速下的峰值扭矩和电机的预留扭矩，确定电机的最大可用驱动扭矩；
控制模块，设置为根据所述需求扭矩和所述最大可用驱动扭矩，确定是否控制发动机起动。
第三方面，本申请实施例还公开了一种电子设备，包括：
一个或多个处理器；
存储器，设置为存储一个或多个程序；
当所述一个或多个程序被所述一个或多个处理器执行，使得所述一个或多 个处理器实现如本申请任一实施例所提供的发动机起动控制方法。
第四方面，本申请实施例还公开了一种计算机可读存储介质，所述计算机可读存储介质上存储有计算机程序，所述计算机程序被处理器执行时实现如本申请任一实施例所提供的发动机起动控制方法。
附图说明
图1是本申请实施例一提供的一种发动机起动控制方法的流程图；
图2是本申请实施例二提供的一种发动机起动控制方法的流程图；
图3是本申请实施例三提供的一种控制发动机起动装置的结构示意图；
图4是本申请实施例四提供的一种电子设备的结构示意图。
具体实施方式
下面结合附图和实施例对本申请进行说明。可以理解的是，此处所描述的具体实施例仅仅用于解释本申请，而非对本申请的限定。另外还需要说明的是，为了便于描述，附图中仅示出了与本申请相关的部分而非全部结构。
实施例一
图1是本申请实施例一提供的一种发动机起动控制方法的流程图；本实施例中，混合动力车辆可在不同驾驶模式下控制发动机起动；其中，混合动力车辆的混合动力系统主要由发动机、电机、动力电池、变速箱、第一离合器C0、第二离合器C1、驱动轴等组成；电机一侧与发动机之间通过第一离合器C0相连，可用于发动机起动、动力系统电机助力、以及联合驱动和能量回收；电机另一侧与变速箱之间通过第二离合器C1相连，示例性地，变速箱及第二离合器C1可以集成一体化开发；各零部件分别由各自的控制器进行控制，比如电机控制器(Motor Control Unit，MCU)控制电机，发动机管理系统(Engine Management System，EMS)控制发动机，电池管理系统(Battery Management System，BMS)控制动力电池，整车控制器(Hybrid Control Unit，HCU)协同控制各动力源实现发动机的起机控制。例如，该方法可以由控制发动机起动装置来执行，该装置可由软件和/或硬件实现，并可集成于承载控制发动机起动功能的电子设备中，例如车辆中的整车控制器(Hybrid Control Unit，HCU)中。
如图1所示，该方法可以包括：
S110、根据当前车速、油门踏板的行程和当前驾驶模式，确定需求扭矩。
其中，当前车速是指车辆在当前时刻的车速。油门踏板又称加速踏板，是 车辆燃料供给系统的一部分；通过控制其踩踏量，来控制发动机节气门开度，进而控制进气量，电脑控制油量，从而控制发动机的转速。所谓油门踏板的行程是指油门踏板的踩踏量，可以用百分比表示。
所谓需求扭矩是指车辆在当前驾驶模式下达到当前车速时所需要的扭矩。
所谓驾驶模式是指混合动力车辆的驾驶模式，可以包括经济模式、普通模式和运动模式。当前驾驶模式是指混合动力车辆在运行过程中当前时刻的驾驶模式。
本实施例中，可以基于当前车速、油门踏板的行程、当前驾驶模式标定的三维关系曲线，得到需求扭矩。其中，三维关系曲线是在车辆出厂前通过大量的实验，基于不同的车速、油门踏板的行程和驾驶模式确定的，该曲线函数的自变量是车速、油门踏板的行程和驾驶模式，因变量是需求扭矩。
S120、根据电机当前转速下的峰值扭矩和电机的预留扭矩，确定电机的最大可用驱动扭矩。
其中，峰值扭矩是指在设定转速下，电机在设定时间内所能提供的最大扭矩。所谓电机的预留扭矩是指为保证车辆正常运转，将预留出的扭矩，可预先存储在HCU中。所谓电机的最大可用驱动扭矩是指电机可以向外提供的最大扭矩。
本实施例中，在混合动力车辆出厂前，通过大量实验确定电机不同转速下的峰值扭矩和电机的预留扭矩，与电机的最大可用驱动扭矩之间的关联关系，构建最大可用驱动扭矩表。进而，在混合动力车辆使用过程中，根据电机当前转速下的峰值扭矩和电机的预留扭矩，通过查询最大可用驱动扭矩表，来确定电机的最大可用驱动扭矩。
S130、根据需求扭矩和最大可用驱动扭矩，确定是否控制发动机起动。
本实施例中，若需求扭矩大于最大可用驱动扭矩，且制动踏板未被踩下，则控制发动机起动。其中，制动踏板就是限制动力的踏板，即脚刹(行车制动器)的踏板，制动踏板用于减速停车。例如，若需求扭矩大于最大可用驱动扭矩，且制动踏板未被踩下(即未刹车)，则HCU向EMS发送起机指令，EMS控制发动机起动。
在一实施例中，若需求扭矩大于最大可用驱动扭矩、油门踏板的行程百分比大于设定值，以及速度变化率大于设定速度变化量，则控制发动机起动，例如，HCU向EMS发送起机指令，EMS控制发动机起动。其中，设定值是本领域技术人员根据实际情况设定的，设定速度变化率也是本领域技术人员根据实 际情况设定的。
速度变化率可为踩油门踏板的速度变化率，例如，该速度变化率可表示在某些工况下(如紧急超车)，驾驶员踩油门踏板的动作很急很快。
在一实施例中，控制发动机起动的一类流程如下：
S1，整车控制器HCU控制变速箱输出轴扭矩调整为需求扭矩，并协调自动变速箱控制单元(Transmission Control Unit，TCU)控制第一离合器C0打开，控制第二离合器C1闭合。
S2，整车控制器HCU向电机控制器MCU发送第一扭矩提升指令，以指示电机控制器MCU控制电机提升扭矩，使得电机转速达到目标转速；其中，目标转速是指发动机点火起动时需要的转速，不同型号的发动机的目标转速不同。
S3，整车控制器HCU向自动变速箱控制单元TCU发送扭矩控制指令，以指示自动变速箱控制单元TCU控制第一离合器增加扭矩，控制第二离合器降低扭矩，使第一离合器和第二离合器处于滑磨状态；其中，第一离合器连接发动机和电机一侧，第二离合器连接变速箱输入轴和电机另一侧。
S4，整车控制器HCU向电机控制器MCU发送第二扭矩提升指令，以指示电机控制器MCU控制电机转速维持目标转速，并使电机拖动发动机提升发动机转速。
S5，若发动机转速达到目标转速，整车控制器HCU向发动机管理系统发送起动指令，以使发动机管理系统控制发动机起动。
S6，当发动机起动成功后，即点火成功后，TCU控制第一离合器C0打开，MCU控制电机开始降低扭矩，EMS控制发动机转速继续上升并达到稳定转速后采用转速控制，实现和电机转速同步后TCU控制第一离合器C0闭合。
S7，EMS控制发动机扭矩0输出，MCU控制电机进行转速控制，当电机实现和变速箱输入轴转速同步后，TCU控制第二离合器C1闭合。
S8，EMS继续控制发动机提升扭矩，MCU控制电机降低扭矩，实现动力源扭矩交替，发动机起动过程结束。
本申请实施例，通过根据当前车速、油门踏板的行程和当前驾驶模式，确定需求扭矩，之后根据电机当前转速下的峰值扭矩和电机的预留扭矩，确定电机的最大可用驱动扭矩，进而根据需求扭矩和最大可用驱动扭矩，确定是否控制发动机起动。上述实施例，考虑了不同驾驶模式的工况下，有效地控制发动机起动，提升了用户驾驶性体验。
在上述实施例的基础上，还可以考虑在市区内拥堵工况，在经历了较长时 间的走走停停(电机作为主要驱动方式)之后，电池进行了深度放电(能量消耗较多)，为了避免因为电池过度放电，停车之后无法再给电机供电起动发动机的问题，作为本申请实施例的一种方式，可以根据当前车速、油门踏板的行程和动力源状态，确定需求功率。其中，动力源状态是指电池、电机和发动机的状态。
例如，在混合动力车辆出厂前，通过大量实验确定不同车速、油门踏板的行程和动力源状态，与需求功率之间的关联关系，构建需求功率表。进而，在混合动力车辆使用过程中，根据当前车速、油门踏板的行程和动力源状态，通过查询需求功率表，确定需求功率。
在一实施例中，若动力电池中剩余电荷量低于预设值，且需求功率大于起机功率门限值，则控制发动机起动。其中，预设值是本领域技术人员根据实际情况设定的。所谓起机功率门限值是指发动机起动时需要的功率，不同型号的发动机的起机功率门限值不同。
在一实施例中，若动力电池中剩余电荷量低于预设值，需求功率大于起机功率门限值，且持续时长大于设定时长，则控制发动机起动。其中，预设值是本领域技术人员根据实际情况设定的。可以理解的是，引入设定时长，可以避免频繁对发动机的起动操作。
实施例二
图2是本申请实施例二提供的一种发动机起动控制方法的流程图；在上述实施例的基础上，对“根据电机当前转速下的峰值扭矩和电机的预留扭矩，确定电机的最大可用驱动扭矩”进行优化，提供一种实施方案。
如图2所示，该方法可以包括：
S210、根据当前车速、油门踏板的行程和当前驾驶模式，确定需求扭矩。
S220、根据电机当前转速下的第一峰值扭矩和电机的预留扭矩，确定电机的实际可用驱动扭矩。
其中，实际可用驱动扭矩是指电机除去预留扭矩还可以向外提供的最大驱动扭矩。第一峰值扭矩是指电机在第一设定时间内所能提供的最大扭矩，其中第一设定时间是本领域技术人员根据实际情况设定的，例如可以是2s。
例如，将电机当前转速下的第一峰值扭矩和电机的预留扭矩作差，将作差后的结果作为电机的实际可用驱动扭矩。
在一实施例中，可以根据当前驾驶模式和发动机的起动阻力，确定电机的预留扭矩。其中，预留扭矩包括起机预留扭矩和性能预留扭矩，所谓起机预留 扭矩是为发动机预留的扭矩，以抵消发动机起动时的阻力，不同型号的发动机的所需的起机预留扭矩不同，例如，经过大量实验，根据发动机的起动阻力，为发动机设定起机预留扭矩；所谓性能预留扭矩是指为保持良好的驾驶性能而预留的扭矩，不同的驾驶模式下的性能预留扭矩不同，是本领域技术人员根据实际情况设定的。例如，在车辆实际运行中，根据当前驾驶模式，通过查表确定与当前模式对应的性能预留扭矩。进而，将起机预留扭矩和性能预留扭矩求和后的结果，作为电机的预留扭矩。
在一实施例中，根据当前驾驶模式确定对应的性能预留扭矩，根据发动机的起动阻力确定起机预留扭矩，根据性能预留扭矩与起机预留扭矩确定所述电机的预留扭矩。
S230、根据电机当前转速下的第二峰值扭矩和电机实际可用驱动扭矩，确定电机的最大可用驱动扭矩。
其中，第二峰值扭矩是指电机在第二设定时间内所能提供的最大扭矩，其中第二设定时间是本领域技术人员根据实际情况设定的，例如可以是10s。需要说明的是，第一峰值扭矩大于第二峰值扭矩。
本实施例中，若电机当前转速下的第二峰值扭矩大于电机的实际可用驱动扭矩，则将电机的实际可用驱动扭矩作为电机的最大可用驱动扭矩。若电机当前转速下的第二峰值扭矩小于电机的实际可用驱动扭矩，则将电机当前转速下的第二峰值扭矩作为电机的最大可用驱动扭矩。
S240、根据需求扭矩和最大可用驱动扭矩，确定是否控制发动机起动。
本申请实施例，通过根据当前车速、油门踏板的行程和当前驾驶模式，确定需求扭矩，之后根据电机当前转速下的第一峰值扭矩和电机的预留扭矩，确定电机的实际可用驱动扭矩，然后根据电机当前转速下的第二峰值扭矩和电机实际可用驱动扭矩，确定电机的最大可用驱动扭矩，进而根据需求扭矩和最大可用驱动扭矩，确定是否控制发动机起动。通过上述实施例，考虑了不同驾驶模式的工况下，有效地控制发动机起动，提升了用户驾驶性体验。
实施例三
图3是本申请实施例三提供的一种控制发动机起动装置的结构示意图；本实施例可在不同驾驶模式下控制发动机起动；该装置可由软件和/或硬件实现，并可集成于承载控制发动机起动功能的电子设备中，例如车辆中的整车控制器(Hybrid Control Unit，HCU)中。
如图3所示，该装置包括需求扭矩确定模块310、可用驱动扭矩确定模块 320和控制模块330，其中，
需求扭矩确定模块310，设置为根据当前车速、油门踏板的行程和当前驾驶模式，确定需求扭矩；
可用驱动扭矩确定模块320，设置为根据电机当前转速下的峰值扭矩和电机的预留扭矩，确定电机的最大可用驱动扭矩；
控制模块330，设置为根据需求扭矩和最大可用驱动扭矩，确定是否控制发动机起动。
本申请实施例，通过根据当前车速、油门踏板的行程和当前驾驶模式，确定需求扭矩，之后根据电机当前转速下的峰值扭矩和电机的预留扭矩，确定电机的最大可用驱动扭矩，进而根据需求扭矩和最大可用驱动扭矩，确定是否控制发动机起动。上述实施例，考虑了不同驾驶模式的工况下，有效地控制发动机起动，提升了用户驾驶性体验。
在一实施例中，可用驱动扭矩确定模块320包括实际驱动扭矩确定单元和可用驱动扭矩确定单元，其中，
实际驱动扭矩确定单元，设置为根据电机当前转速下的第一峰值扭矩和电机的预留扭矩，确定电机的实际可用驱动扭矩；
可用驱动扭矩确定单元，设置为根据电机当前转速下的第二峰值扭矩和电机实际可用驱动扭矩，确定电机的最大可用驱动扭矩；其中，第一峰值扭矩大于第二峰值扭矩。
在一实施例中，可用驱动扭矩确定模块320还包括预留扭矩确定单元，其中，预留扭矩确定单元，设置为根据当前驾驶模式和发动机的起动阻力，确定电机的预留扭矩。
在一实施例中，控制模块330是设置为：响应于需求扭矩大于最大可用驱动扭矩，且制动踏板未被踩下，控制发动机起动。
在一实施例中，控制模块330是设置为：响应于需求扭矩大于最大可用驱动扭矩、油门踏板的行程百分比大于设定值，以及速度变化率大于设定速度变化量，控制发动机起动。
在一实施例中，该装置还包括发动机起动模块，该发动机起动模块设置为：
向电机控制器发送第一扭矩提升指令，以指示电机控制器控制电机提升扭矩，使得电机转速达到目标转速；
向自动变速箱控制单元发送扭矩控制指令，以指示自动变速箱控制单元控制第一离合器增加扭矩，控制第二离合器降低扭矩，使第一离合器和第二离合 器处于滑磨状态；其中，第一离合器连接发动机和电机一侧，第二离合器连接变速箱输入轴和电机另一侧；
向电机控制器发送第二扭矩提升指令，以指示电机控制器控制电机转速维持目标转速，并使电机拖动发动机提升发动机转速；
响应于发动机转速达到目标转速，向发动机管理系统发送起动指令，以使发动机管理系统控制发动机起动。
上述控制发动机起动装置可执行本申请任意实施例所提供的发动机起动控制方法，具备执行方法相应的功能模块和有益效果。
实施例四
图4是本申请实施例四提供的一种电子设备的结构示意图；图4示出了适于用来实现本申请实施例实施方式的示例性设备的框图。图4显示的设备仅仅是一个示例，不应对本申请实施例的功能和使用范围带来任何限制。
如图4所示，电子设备12以通用计算设备的形式表现。电子设备12的组件可以包括但不限于：一个或者多个处理器或者处理单元16，系统存储器28，连接不同系统组件(包括系统存储器28和处理单元16)的总线18。
总线18表示几类总线结构中的一种或多种，包括存储器总线或者存储器控制器，外围总线，图形加速端口，处理器或者使用多种总线结构中的任意总线结构的局域总线。举例来说，这些体系结构包括但不限于工业标准体系结构(ISA，Industry Standard Architecture)总线，微通道体系结构(MCA，Micro Channel Architecture)总线，增强型ISA总线、视频电子标准协会(VESA，Video Electronics Standards Association)局域总线以及外围组件互连(PCI，Peripheral Component Interconnect)总线。
电子设备12典型地包括多种计算机系统可读介质。这些介质可以是任何能够被电子设备12访问的可用介质，包括易失性和非易失性介质，可移动的和不可移动的介质。
系统存储器28可以包括易失性存储器形式的计算机系统可读介质，例如随机存取存储器(RAM，Random Access Memory)30和/或高速缓存存储器32。电子设备12可以进一步包括其它可移动/不可移动的、易失性/非易失性计算机系统存储介质。仅作为举例，存储系统34可以用于读写不可移动的、非易失性磁介质(图4未显示，通常称为“硬盘驱动器”)。尽管图4中未示出，可以提供用于对可移动非易失性磁盘(例如“软盘”)读写的磁盘驱动器，以及对可移动非易失性光盘(例如CD-ROM,DVD-ROM或者其它光介质)读写的光盘 驱动器。在这些情况下，每个驱动器可以通过一个或者多个数据介质接口与总线18相连。系统存储器28可以包括至少一个程序产品，该程序产品具有一组(例如至少一个)程序模块，这些程序模块被配置以执行本申请实施例各实施例的功能。
具有一组(至少一个)程序模块42的程序/实用工具40，可以存储在例如系统存储器28中，这样的程序模块42包括但不限于操作系统、一个或者多个应用程序、其它程序模块以及程序数据，这些示例中的每一个或某种组合中可能包括网络环境的实现。程序模块42通常执行本申请实施例所描述的实施例中的功能和/或方法。
电子设备12也可以与一个或多个外部设备14(例如键盘、指向设备、显示器24等)通信，还可与一个或者多个使得用户能与该电子设备12交互的设备通信，和/或与使得该电子设备12能与一个或多个其它计算设备进行通信的任何设备(例如网卡，调制解调器等等)通信。这种通信可以通过输入/输出(I/O)接口22进行。并且，电子设备12还可以通过网络适配器20与一个或者多个网络(例如局域网(LAN，Local Area Network)，广域网(WAN，Wide Area Network)和/或公共网络，例如因特网)通信。如图4所示，网络适配器20通过总线18与电子设备12的其它模块通信。应当明白，尽管图4中未示出，可以结合电子设备12使用其它硬件和/或软件模块，包括但不限于：微代码、设备驱动器、冗余处理单元、外部磁盘驱动阵列、RAID(Redundant Arrays of Independent Disks，磁盘阵列)系统、磁带驱动器以及数据备份存储系统等。
处理单元16通过运行存储在系统存储器28中的程序，从而执行各种功能应用以及数据处理，例如实现本申请实施例所提供的发动机起动控制方法。
实施例五
本申请实施例五还提供一种计算机可读存储介质，其上存储有计算机程序(或称为计算机可执行指令)，该程序被处理器执行时用于执行本申请实施例所提供的发动机起动控制方法，该方法包括：
根据当前车速、油门踏板的行程和当前驾驶模式，确定需求扭矩；
根据电机当前转速下的峰值扭矩和电机的预留扭矩，确定电机的最大可用驱动扭矩；
根据需求扭矩和最大可用驱动扭矩，确定是否控制发动机起动。
本申请实施例的计算机存储介质，可以采用一个或多个计算机可读的介质的任意组合。计算机可读介质可以是计算机可读信号介质或者计算机可读存储 介质。计算机可读存储介质例如可以是但不限于电、磁、光、电磁、红外线、或半导体的系统、装置或器件，或者任意以上的组合。计算机可读存储介质的更具体的例子(非穷举的列表)包括：具有一个或多个导线的电连接、便携式计算机磁盘、硬盘、随机存取存储器(RAM)、只读存储器(ROM，Read-Only Memory)、可擦式可编程只读存储器(EPROM或闪存)、光纤、便携式紧凑磁盘只读存储器(CD-ROM)、光存储器件、磁存储器件、或者上述的任意合适的组合。在本文件中，计算机可读存储介质可以是任何包含或存储程序的有形介质，该程序可以被指令执行系统、装置或者器件使用或者与其结合使用。
计算机可读的信号介质可以包括在基带中或者作为载波一部分传播的数据信号，其中承载了计算机可读的程序代码。这种传播的数据信号可以采用多种形式，包括但不限于电磁信号、光信号或上述的任意合适的组合。计算机可读的信号介质还可以是计算机可读存储介质以外的任何计算机可读介质，该计算机可读介质可以发送、传播或者传输用于由指令执行系统、装置或者器件使用或者与其结合使用的程序。
计算机可读介质上包含的程序代码可以用任何适当的介质传输，包括但不限于无线、电线、光缆、RF等等，或者上述的任意合适的组合。
可以以一种或多种程序设计语言或其组合来编写用于执行本申请实施例操作的计算机程序代码，所述程序设计语言包括面向对象的程序设计语言—诸如Java、Smalltalk、C++，还包括常规的过程式程序设计语言诸如“C”语言或类似的程序设计语言。程序代码可以完全地在用户计算机上执行、部分地在用户计算机上执行、作为一个独立的软件包执行、部分在用户计算机上部分在远程计算机上执行、或者完全在远程计算机或服务器上执行。在涉及远程计算机的情形中，远程计算机可以通过任意种类的网络包括局域网(LAN)或广域网(WAN)连接到用户计算机，或者，可以连接到外部计算机(例如利用因特网服务提供商来通过因特网连接)。
存储介质可以是非暂态(non-transitory)存储介质。
本领域技术人员会理解，本申请不限于这里所述的特定实施例，对本领域技术人员来说能够进行各种明显的变化、重新调整和替代而不会脱离本申请的保护范围。因此，虽然通过以上实施例对本申请实施例进行了说明，但是本申请实施例不仅仅限于以上实施例，在不脱离本发明构思的情况下，还可以包括更多其他等效实施例，而本申请的范围由所附的权利要求范围决定。

Claims (10)

  1. 一种发动机起动控制方法，包括：
    根据当前车速、油门踏板的行程和当前驾驶模式，确定需求扭矩；
    根据电机当前转速下的峰值扭矩和电机的预留扭矩，确定电机的最大可用驱动扭矩；
    根据所述需求扭矩和所述最大可用驱动扭矩，确定是否控制发动机起动。
  2. 根据权利要求1所述的方法，其中，所述根据电机当前转速下的峰值扭矩和电机的预留扭矩，确定电机的最大可用驱动扭矩，包括：
    根据电机当前转速下的第一峰值扭矩和所述电机的预留扭矩，确定所述电机的实际可用驱动扭矩；
    根据电机当前转速下的第二峰值扭矩和所述电机实际可用驱动扭矩，确定所述电机的最大可用驱动扭矩；其中，所述第一峰值扭矩大于所述第二峰值扭矩。
  3. 根据权利要求2所述的方法，还包括：
    根据当前驾驶模式和发动机的起动阻力，确定所述电机的预留扭矩。
  4. 根据权利要求1所述的方法，其中，所述根据所述需求扭矩和所述最大可用驱动扭矩，确定是否控制发动机起动，包括：
    响应于所述需求扭矩大于所述最大可用驱动扭矩，且制动踏板未被踩下，控制发动机起动。
  5. 根据权利要求1所述的方法，其中，所述根据所述需求扭矩和所述最大可用驱动扭矩，确定是否控制发动机起动，包括：
    响应于所述需求扭矩大于所述最大可用驱动扭矩、油门踏板的行程百分比大于设定值，以及速度变化率大于设定速度变化量，控制发动机起动。
  6. 根据权利要求1所述的方法，还包括：
    向电机控制器发送第一扭矩提升指令，以指示所述电机控制器控制所述电机提升扭矩，使得电机转速达到目标转速；
    向自动变速箱控制单元发送扭矩控制指令，以指示所述自动变速箱控制单元控制第一离合器增加扭矩，控制第二离合器降低扭矩，使所述第一离合器和所述第二离合器处于滑磨状态；其中，所述第一离合器连接发动机和电机一侧，所述第二离合器连接变速箱输入轴和电机另一侧；
    向电机控制器发送第二扭矩提升指令，以指示所述电机控制器控制电机转速维持目标转速，并使电机拖动发动机提升发动机转速；
    响应于所述发动机转速达到所述目标转速，向发动机管理系统发送起动指 令，以使所述发动机管理系统控制发动机起动。
  7. 一种控制发动机起动装置，包括：
    需求扭矩确定模块，设置为根据当前车速、油门踏板的行程和当前驾驶模式，确定需求扭矩；
    可用驱动扭矩确定模块，设置为根据电机当前转速下的峰值扭矩和电机的预留扭矩，确定电机的最大可用驱动扭矩；
    控制模块，设置为根据所述需求扭矩和所述最大可用驱动扭矩，确定是否控制发动机起动。
  8. 根据权利要求7所述的装置，其中，所述可用驱动扭矩确定模块包括：
    实际驱动扭矩确定单元，设置为根据电机当前转速下的第一峰值扭矩和所述电机的预留扭矩，确定所述电机的实际可用驱动扭矩；
    可用驱动扭矩确定单元，设置为根据电机当前转速下的第二峰值扭矩和所述电机实际可用驱动扭矩，确定所述电机的最大可用驱动扭矩；其中，所述第一峰值扭矩大于所述第二峰值扭矩。
  9. 一种电子设备，包括：
    一个或多个处理器；
    存储器，设置为存储一个或多个程序；
    当所述一个或多个程序被所述一个或多个处理器执行，使得所述一个或多个处理器实现如权利要求1-6中任一项所述的发动机起动控制方法。
  10. 一种计算机可读存储介质，所述计算机可读存储介质上存储有计算机程序，所述计算机程序被处理器执行时实现如权利要求1-6中任一项所述的发动机起动控制方法。
PCT/CN2021/143169 2021-05-27 2021-12-30 发动机起动控制方法、装置、电子设备以及存储介质 WO2022247275A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202110586120.4A CN113085830A (zh) 2021-05-27 2021-05-27 一种发动机起动控制方法、装置、电子设备以及存储介质
CN202110586120.4 2021-05-27

Publications (1)

Publication Number Publication Date
WO2022247275A1 true WO2022247275A1 (zh) 2022-12-01

Family

ID=76664338

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2021/143169 WO2022247275A1 (zh) 2021-05-27 2021-12-30 发动机起动控制方法、装置、电子设备以及存储介质

Country Status (2)

Country Link
CN (1) CN113085830A (zh)
WO (1) WO2022247275A1 (zh)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113085830A (zh) * 2021-05-27 2021-07-09 中国第一汽车股份有限公司 一种发动机起动控制方法、装置、电子设备以及存储介质
CN113619560A (zh) * 2021-09-06 2021-11-09 中国第一汽车股份有限公司 汽车输出扭矩的控制方法、装置、电子设备及介质
CN114704638B (zh) * 2022-04-14 2023-08-22 一汽解放汽车有限公司 一种车辆控制方法、装置、设备及介质

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102275527A (zh) * 2011-06-02 2011-12-14 杨伟斌 电动汽车的变速器挡位和电机转矩的控制方法
CN104044578A (zh) * 2013-03-15 2014-09-17 福特全球技术公司 混合动力车辆和用于起动发动机的方法
CN104129305A (zh) * 2014-08-19 2014-11-05 清华大学 一种电动汽车车速控制方法
US20190143960A1 (en) * 2017-11-10 2019-05-16 Ford Global Techologies, Llc Engine/motor torque control for torque hole filling in a hybrid vehicle during automatic transmission shifting
CN110606073A (zh) * 2019-09-24 2019-12-24 中国第一汽车股份有限公司 轻混动力系统驾驶员扭矩需求计算方法、存储介质及车辆
CN111976700A (zh) * 2020-08-21 2020-11-24 一汽解放青岛汽车有限公司 一种车辆起步控制方法、装置、存储介质及系统
CN113085830A (zh) * 2021-05-27 2021-07-09 中国第一汽车股份有限公司 一种发动机起动控制方法、装置、电子设备以及存储介质

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006123642A (ja) * 2004-10-27 2006-05-18 Aisin Aw Co Ltd ハイブリッド車用駆動装置、その制御方法及び制御装置
JP2007069790A (ja) * 2005-09-08 2007-03-22 Nissan Motor Co Ltd ハイブリッド車両のエンジン始動制御装置
US8204659B2 (en) * 2007-03-12 2012-06-19 Nissan Motor Co., Ltd. Engine start control system for hybrid vehicle
JP2009166516A (ja) * 2008-01-10 2009-07-30 Toyota Motor Corp ハイブリッド自動車およびその制御方法
US9061684B2 (en) * 2011-01-26 2015-06-23 Toyota Jidosha Kabushiki Kaisha Control device of hybrid vehicle
JP6044257B2 (ja) * 2012-10-19 2016-12-14 日産自動車株式会社 クラッチ制御装置
WO2014162837A1 (ja) * 2013-04-04 2014-10-09 日産自動車株式会社 ハイブリッド車両の制御装置
JP6070831B2 (ja) * 2013-04-26 2017-02-01 日産自動車株式会社 ハイブリッド車両のクラッチ制御装置
CN104228843B (zh) * 2013-06-19 2016-12-07 上海汽车集团股份有限公司 混合动力汽车的油门踏板扭矩识别处理方法
WO2016147407A1 (ja) * 2015-03-19 2016-09-22 日産自動車株式会社 ハイブリッド車両の制御装置
KR20170025877A (ko) * 2015-08-31 2017-03-08 현대자동차주식회사 하이브리드 차량의 제어 장치 및 방법
JP2020192828A (ja) * 2019-05-24 2020-12-03 トヨタ自動車株式会社 ハイブリッド車両
CN112026742B (zh) * 2019-12-12 2021-10-08 长城汽车股份有限公司 一种发动机控制方法、系统及车辆

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102275527A (zh) * 2011-06-02 2011-12-14 杨伟斌 电动汽车的变速器挡位和电机转矩的控制方法
CN104044578A (zh) * 2013-03-15 2014-09-17 福特全球技术公司 混合动力车辆和用于起动发动机的方法
CN104129305A (zh) * 2014-08-19 2014-11-05 清华大学 一种电动汽车车速控制方法
US20190143960A1 (en) * 2017-11-10 2019-05-16 Ford Global Techologies, Llc Engine/motor torque control for torque hole filling in a hybrid vehicle during automatic transmission shifting
CN110606073A (zh) * 2019-09-24 2019-12-24 中国第一汽车股份有限公司 轻混动力系统驾驶员扭矩需求计算方法、存储介质及车辆
CN111976700A (zh) * 2020-08-21 2020-11-24 一汽解放青岛汽车有限公司 一种车辆起步控制方法、装置、存储介质及系统
CN113085830A (zh) * 2021-05-27 2021-07-09 中国第一汽车股份有限公司 一种发动机起动控制方法、装置、电子设备以及存储介质

Also Published As

Publication number Publication date
CN113085830A (zh) 2021-07-09

Similar Documents

Publication Publication Date Title
WO2022247275A1 (zh) 发动机起动控制方法、装置、电子设备以及存储介质
CN110834621B (zh) 轻混汽车扭矩分配控制方法、存储介质及车辆
US10017174B2 (en) Control system and control method of hybrid electric vehicle
CN108790945B (zh) 一种电动汽车单踏板制动控制方法、装置、设备及汽车
WO2022247274A1 (zh) 控制发动机起动方法、装置、电子设备以及存储介质
CN110606073B (zh) 轻混动力系统驾驶员扭矩需求计算方法、存储介质及车辆
JP5362107B2 (ja) 発進制御方法、発進制御装置およびハイブリッド自動車、並びにプログラム
JP5420154B2 (ja) 電子吸気量制御装置が搭載されたハイブリッド電気自動車のエンジントルク制御方法
JP2012121381A (ja) 回生制御装置、ハイブリッド自動車および回生制御方法、並びにプログラム
WO2023030360A1 (zh) 汽车输出扭矩的控制方法、装置、电子设备及介质
CN207481809U (zh) 车辆供电系统及车辆
US10137882B2 (en) Hybrid electric vehicle and method of controlling the same
US20200172083A1 (en) Hybrid vehicle and driving control method therefor
WO2024001873A1 (zh) 一种基于混合动力系统的挡位切换方法及系统
CN111098841A (zh) 车辆停机滑行控制方法、存储介质及车辆
US10814859B2 (en) Hybrid electric vehicle and method of controlling shift thereof
KR20100057370A (ko) 하이브리드 차량의 크립 토크 제어방법
CN112298157B (zh) 一种控制方法、装置、设备及存储介质
WO2024017152A1 (zh) 混合动力汽车的控制方法、装置、汽车及介质
WO2023169321A1 (zh) 发动机负载点分配控制方法、装置、存储介质及车辆
WO2023071619A1 (zh) 混合轮端扭矩能力确定方法、装置、电子设备及存储介质
KR102153325B1 (ko) 하이브리드 차량의 엔진 시동 제어장치 및 그 방법
CN114715134A (zh) 一种混合动力汽车的百公里加速控制方法、系统及车辆
CN111114531B (zh) 基于p2结构混合动力系统的跛行方法及控制系统
CN113879275A (zh) 发动机启动方法及装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 21942838

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE