A control method, system, device and storage medium of a hybrid vehicle

Abstract

The application discloses a control method, system, device and storage medium of a hybrid vehicle, applied to the technical field of vehicle control, and comprises the following steps: detecting the throttle opening and controlling the power output size of the engine according to the throttle opening; when it is detected that the throttle opening change rate is greater than a preset first threshold value, a first corresponding rule is used to select an auxiliary change amount corresponding to the current throttle opening change rate from N gear auxiliary change amounts as a current first auxiliary change amount; the actual auxiliary amount at the last moment is superposed with the current first auxiliary change amount, and the superposition result is limited by a set maximum auxiliary amount threshold value to obtain the actual auxiliary amount at the current moment; and the size of the auxiliary amount of the motor is controlled to be the size of the actual auxiliary amount at the current moment. According to the scheme, the hybrid vehicle can be effectively controlled, the driving controllability of the user to the vehicle is improved, and the driving experience and driving safety of the user to the hybrid vehicle are ensured.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, in particular to a control method, system, device and storage medium of a hybrid vehicle. BACKGROUND

[0002] The hybrid vehicle takes the engine as the main power source of the whole vehicle, and provides the whole vehicle with auxiliary torque through the assistance of the motor during driving. In a current hybrid vehicle, the change amount of the throttle opening degree generated by the user throttle pedal is detected, and then it is determined whether the motor outputs an auxiliary amount, that is, when the throttle opening degree increases more, the motor outputs an auxiliary amount, otherwise the motor does not output an auxiliary amount. In addition, when the throttle opening degree decreases, the motor also does not output an auxiliary amount.

[0003] The current design makes the motor not output an auxiliary amount when the user slowly tightens the throttle or slowly releases the throttle, resulting in poor driving controllability of the vehicle by the user, that is, in such a design, the operation intention of the user cannot be accurately matched through the output of the motor auxiliary amount.

[0004] In summary, how to effectively control the hybrid vehicle, improve the driving controllability of the vehicle by the user, and protect the user experience is a technical problem that needs to be solved by the technical personnel in the field at present. SUMMARY

[0005] The purpose of the present application is to provide a control method, system, device and storage medium of a hybrid vehicle, so as to effectively control the hybrid vehicle, improve the driving controllability of the vehicle by the user, and protect the user experience.

[0006] To solve the above technical problems, the present application provides the following technical solutions:

[0007] A control method of a hybrid vehicle, the engine of the vehicle is coaxially connected with the motor to jointly provide power for the vehicle, and the control method of the hybrid vehicle comprises:

[0008] detecting the throttle opening degree and controlling the power output of the engine according to the throttle opening degree;

[0009] when the change rate of the throttle opening degree is greater than a preset first threshold value, selecting an auxiliary change amount corresponding to the current change rate of the throttle opening degree from N auxiliary change amounts of gears as a current first auxiliary change amount according to a first corresponding rule;

[0010] superimposing the actual auxiliary amount at the last moment and the first auxiliary change amount, and limiting the superimposed result by a set maximum auxiliary amount threshold to obtain the actual auxiliary amount at the current moment;

[0011] The auxiliary quantity of the motor is controlled to be the size of the obtained actual auxiliary quantity at the current time;

[0012] The throttle opening degree is positively correlated with the power output size of the engine; N is a positive integer not less than 2, the first threshold value is a value not less than 0; the auxiliary change quantities of the N gears are all positive numbers, and the throttle opening degree change rate is positively correlated with the selected first auxiliary change quantity.

[0013] Preferably, further comprising:

[0014] When it is detected that the throttle opening degree change rate is negative and the absolute value is greater than a preset second threshold value, a second auxiliary change quantity corresponding to the current throttle opening degree change rate is selected from the auxiliary change quantities of the M gears according to a second corresponding rule, as the current second auxiliary change quantity;

[0015] The actual auxiliary quantity at the previous time is superimposed with the current second auxiliary change quantity, and the superimposed result is limited by a set minimum auxiliary quantity threshold value to obtain the actual auxiliary quantity at the current time;

[0016] The auxiliary quantity of the motor is controlled to be the size of the obtained actual auxiliary quantity at the current time;

[0017] M is a positive integer not less than 2, the second threshold value is a value not less than 0; the auxiliary change quantities of the M gears are all negative numbers, and the absolute value of the throttle opening degree change rate is positively correlated with the absolute value of the selected second auxiliary change quantity.

[0018] Preferably, further comprising:

[0019] When the auxiliary quantity of the motor starts to change from 0, a timer is started to count at the time when the change occurs;

[0020] When the counting time length of the timer reaches a set first time length, the auxiliary quantity of the motor is controlled to be reduced to 0 and maintained for a second time length, and the timer is reset.

[0021] Preferably, further comprising:

[0022] After the second time length, before the auxiliary quantity of the motor changes, the motor is controlled to be in a charging state to charge the battery of the vehicle through the motor.

[0023] Preferably, further comprising:

[0024] When it is detected that the speed of the engine exceeds a set first speed range, and / or when it is detected that the engine is faulty, the auxiliary quantity of the motor is controlled to be maintained at 0.

[0025] Preferred options also include:

[0026] When the rate of change of throttle opening is detected to be negative and the absolute value is not greater than the preset second threshold, and the current throttle opening is lower than the preset first threshold, the actual auxiliary quantity at the current moment is set to 0.

[0027] Preferred options also include:

[0028] When the vehicle's battery charge is detected to be higher than a first charge threshold, the motor is allowed to output an auxiliary quantity.

[0029] When the vehicle's battery charge is detected to be below the second charge threshold, the motor is prohibited from outputting auxiliary power.

[0030] Preferred options also include:

[0031] When the engine speed is detected to exceed the set first speed range, and / or when an engine malfunction is detected, the auxiliary amount of the control motor remains at 0.

[0032] Preferred options also include:

[0033] When a VCU malfunction is detected, and / or when a motor malfunction is detected, and / or when the vehicle speed exceeds the set speed range, and / or when a vehicle battery malfunction is detected, and / or when abnormal vehicle stability is detected, the auxiliary amount of the control motor remains at 0.

[0034] A control system for a hybrid vehicle, wherein the vehicle's engine and electric motor are coaxially connected to jointly provide power to the vehicle, the control system for the hybrid vehicle includes:

[0035] An engine power control module is used to detect the throttle opening and control the power output of the engine according to the throttle opening.

[0036] The first auxiliary change amount calculation module is used to select the auxiliary change amount corresponding to the current throttle opening change rate from the auxiliary change amounts of N gears according to the first correspondence rule when the throttle opening change rate is detected to be greater than the preset first threshold, and use it as the current first auxiliary change amount.

[0037] The actual auxiliary quantity calculation module is used to superimpose the actual auxiliary quantity of the previous moment with the current first auxiliary change quantity, and limit the superposition result by a set maximum auxiliary quantity threshold to obtain the actual auxiliary quantity of the current moment.

[0038] The motor auxiliary quantity control module is used to control the magnitude of the motor's auxiliary quantity to be the magnitude of the actual auxiliary quantity obtained at the current moment;

[0039] The throttle opening degree is positively correlated with the power output of the engine; N is a positive integer not less than 2, the first threshold is a value not less than 0; the N gear auxiliary change amounts are positive numbers, and the throttle opening degree change rate is positively correlated with the selected first auxiliary change amount.

[0040] A control device of a hybrid vehicle includes:

[0041] A memory for storing a computer program;

[0042] A processor for executing the computer program to implement the steps of the control method of the hybrid vehicle as described above.

[0043] A computer readable storage medium having a computer program stored thereon, the computer program being executed by a processor to implement the steps of the control method of the hybrid vehicle as described above.

[0044] The technical solution provided by the embodiment of the application can detect the throttle opening degree, and control the power output of the engine according to the throttle opening degree, the throttle opening degree being positively correlated with the power output of the engine, so that the power output of the engine can effectively correspond to the driving intention of the user. When the throttle opening degree change rate is greater than the preset first threshold, the application can select an auxiliary change amount corresponding to the current throttle opening degree change rate from the N gear auxiliary change amounts as the current first auxiliary change amount according to the first corresponding rule, the N gear auxiliary change amounts being positive numbers, and the throttle opening degree change rate being positively correlated with the selected first auxiliary change amount.

[0045] It can be seen that, since the application divides the N gear auxiliary change amounts, the first auxiliary change amount obtained is greater when the user's acceleration demand is stronger, that is, the first auxiliary change amount can better reflect the user's acceleration demand, so that the value obtained after the first auxiliary change amount is superimposed with the actual auxiliary amount at the last moment is also greater. Conversely, when the user needs to accelerate slowly, the value obtained after the first auxiliary change amount is superimposed with the actual auxiliary amount at the last moment is smaller, and the slow acceleration demand of the user can be realized. Therefore, the scheme of the application improves the driving controllability of the user on the vehicle.

[0046] And, considering that the auxiliary amount of the motor will affect the acceleration of the vehicle, therefore, the application is to superimpose the obtained first auxiliary change amount and the actual auxiliary amount at the last time, compared with directly mapping the throttle opening change rate to the actual auxiliary amount, the application in this way is beneficial to the change of the actual auxiliary amount more smooth, beneficial to protect the driving experience of the user, also beneficial to protect the driving safety. In addition, after superposition, the superposition result needs to be limited based on the set maximum auxiliary amount threshold, to protect the driving safety. After obtaining the actual auxiliary amount at the current time, the auxiliary amount of the motor can be controlled accordingly.

[0047] In summary, the scheme of the application can effectively control the hybrid vehicle, improve the driving controllability of the user to the vehicle, and facilitate the change of the actual auxiliary amount more smooth, protect the driving experience of the user, and also beneficial to protect the driving safety. BRIEF DESCRIPTION OF DRAWINGS

[0048] In order to more clearly illustrate the technical solutions in the embodiments of the application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are only some embodiments of the application, and for those skilled in the art, other drawings can also be obtained without creative labor based on these drawings.

[0049] Figure 1 The flow chart of the control method of the hybrid vehicle in the application;

[0050] Figure 2 The schematic diagram of the transmission structure in the specific embodiment of the application;

[0051] Figure 3 The schematic diagram of the control architecture in the specific embodiment of the application;

[0052] Figure 4a The schematic diagram of the auxiliary amount output in the first case of the application;

[0053] Figure 4b The schematic diagram of the auxiliary amount output in the second case of the application;

[0054] Figure 4c The schematic diagram of the auxiliary amount output in the third case of the application;

[0055] Figure 4d The schematic diagram of the auxiliary amount output in the fourth case of the application;

[0056] Figure 5 The schematic diagram of the control system of the hybrid vehicle in the application;

[0057] Figure 6It is a structural schematic view of a control device of a hybrid vehicle in the present application. DETAILED DESCRIPTION

[0058] The core of the present application is to provide a control method of a hybrid vehicle, which can effectively control the hybrid vehicle, improve the driving controllability of the vehicle for users, and facilitate the change of the actual assistance amount to be smoother, thereby guaranteeing the driving experience of the users and ensuring the driving safety.

[0059] In order to make the person skilled in the art better understand the present application, the present application will be further described in detail below in combination with the drawings and specific embodiments. Obviously, the described embodiments are only part of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by the person skilled in the art without creative labor fall within the scope of protection of the present application.

[0060] Please refer to Figure 1 , Figure 1 It is an implementation flowchart of a control method of a hybrid vehicle in the present application. The engine and the motor of the vehicle are coaxially connected to jointly provide power for the vehicle. The control method of the hybrid vehicle can include the following steps:

[0061] Step S101: detecting the throttle opening degree and controlling the power output of the engine according to the throttle opening degree.

[0062] Specifically, the vehicle of the present application is a hybrid vehicle, i.e., the engine and the motor of the vehicle are coaxially connected to jointly provide power for the vehicle. The specific transmission structure of the vehicle can be set and adjusted according to actual needs, for example Figure 2 It is a schematic view of the transmission structure in a specific embodiment, Figure 2 The engine and the motor in the above-mentioned embodiment are coaxially connected, and the power is transmitted to the wheels through the clutch, the gearbox and the transmission shaft.

[0063] The scheme of the present application can be applied to various types of vehicles such as cars and motorcycles, and does not affect the implementation of the present application. For example, when the vehicle is a car, the throttle described in the present application is specifically the throttle pedal of the car, and for example, when the vehicle is a motorcycle, the throttle described in the present application is specifically the throttle handle of the motorcycle. Of course, no matter what type of throttle, the throttle opening degree can be detected by the corresponding sensor.

[0064] The throttle opening degree is positively correlated with the power demand of the driver. The greater the opening degree, the greater the demand for power. The engine is the main power source of the present application.

[0065] In the control of the power output of the engine based on the accelerator opening degree, the specific implementation manner can be set and adjusted according to actual needs, and does not affect the implementation of the present application.

[0066] In actual application, each step of the present application can be performed by the control system of the hybrid vehicle, i.e., the VCU (Vehicle Control Unit), and Figure 3 The VCU is shown in FIG. 1. In the detection of the accelerator opening degree, Figure 3 The VCU in FIG. 1 specifically detects by means of an accelerator opening degree sensor. That is, the accelerator opening degree and other information related to engine control can be detected by the sensor and sent to the VCU. In the control of the power output of the engine, the power output of the engine can be controlled by controlling the actuators such as fuel injection and ignition.

[0067] In addition, it can be understood that, in the control of the power output of the engine based on the accelerator opening degree, the engine can be directly controlled by the VCU, or indirectly controlled based on corresponding devices, and in actual application, the scheme of indirect control is usually adopted to avoid the situation that the excessive concentration of functions leads to high cost and low reliability. For example Figure 3 In FIG. 1, the VCU specifically controls the power output of the engine by means of the EMS (Engine Management System). The VCU and the EMS can be communicatively connected by means of a CAN (Controller Area Network) or other forms of bus.

[0068] Step S102: When it is detected that the accelerator opening degree change rate is greater than a preset first threshold value, a first corresponding rule is used to select an auxiliary change amount corresponding to the current accelerator opening degree change rate from the N auxiliary change amounts of gears as a current first auxiliary change amount.

[0069] It should be noted that there is no sequence limitation between step S101 and step S102, Figure 1 In FIG. 1, the connection between step S101 and step S102 is only for viewing convenience.

[0070] The first threshold value is a preset value not less than 0. When the accelerator opening degree change rate is positive but less than or equal to the first threshold value, it can be considered that the user does not have a clear acceleration intention, and therefore, in actual application, when the accelerator opening degree change rate is positive and less than the first threshold value, the first auxiliary change amount can be considered as 0, i.e., the actual auxiliary amount at this time is equal to the actual auxiliary amount at the last time.

[0071] When the throttle opening change rate is positive and greater than the first threshold value, it indicates that the user has an intention to accelerate, and the magnitude of the required acceleration determines the magnitude of the first auxiliary change amount. Specifically, the auxiliary change amounts of the N gears are positive, and the throttle opening change rate is positively correlated with the first auxiliary change amount selected.

[0072] N is a positive integer not less than 2, for example, in one case, N is 5, i.e., there are 5 gears in total. For example, the throttle opening change rate is represented by ΔTP, when ΔTP belongs to the interval (A, B], according to the first correspondence rule, the auxiliary change amount selected from the auxiliary change amounts of the 5 gears is y1, at this time y1 is taken as the first auxiliary change amount. Correspondingly, when ΔTP belongs to the interval (B, C], according to the first correspondence rule, the auxiliary change amount selected from the auxiliary change amounts of the 5 gears is y2, y2 is taken as the first auxiliary change amount. When ΔTP belongs to the interval (C, D], y3 is taken as the first auxiliary change amount. When ΔTP belongs to the interval (D, E], y4 is taken as the first auxiliary change amount, and when ΔTP belongs to the interval (E, +∞], y5 is taken as the first auxiliary change amount.

[0073] In this embodiment, A, B, C, D, and E are the corresponding threshold values, and it can be seen that A < B < C < D < E, and A here is the first threshold value described in step S102. Since the throttle opening change rate is positively correlated with the first auxiliary change amount selected, in this embodiment, y1 < y2 < y3 < y4 < y5, i.e., the stronger the detected user's intention to accelerate, the greater the throttle opening change rate, and the greater the first auxiliary change amount obtained.

[0074] In addition, it should be noted that in actual application, the throttle opening can be detected periodically, and then the throttle opening change rate can be calculated according to the throttle opening change amount and the detection interval. The value of the detection interval can be set and adjusted as needed without affecting the implementation of the present application, for example, in one case, based on the performance of the corresponding sensor and the processing capability of the processor, the detection interval is set to 30 milliseconds.

[0075] Step S103: Superimpose the actual auxiliary amount at the previous moment and the first auxiliary change amount at the current moment, and limit the superimposed result by the set maximum auxiliary amount threshold to obtain the actual auxiliary amount at the current moment.

[0076] The application considers that if a corresponding actual auxiliary quantity value is mapped according to a set correspondence relationship directly from the size of the detected accelerator opening degree change rate, although the user's different degrees of acceleration intention can also be reflected through the size of the actual auxiliary quantity value, such a way will cause the actual auxiliary quantity value to have a larger mutation degree, which is not conducive to guaranteeing the user's driving experience and is not conducive to guaranteeing the driving safety.

[0077] Therefore, in the scheme of the application, the size of the first auxiliary change quantity is mapped according to the size of the detected accelerator opening degree change rate, and then the actual auxiliary quantity at the last moment is superimposed with the first auxiliary change quantity determined at the current moment to obtain the actual auxiliary quantity at the current moment. Of course, in order to guarantee the driving safety, a maximum auxiliary quantity threshold is set as an upper limit for the actual auxiliary quantity, that is, after the actual auxiliary quantity at the last moment is superimposed with the first auxiliary change quantity at the current moment, if the superimposed result does not exceed the set maximum auxiliary quantity threshold, the superimposed result can be taken as the actual auxiliary quantity value at the current moment, but if the superimposed result exceeds the maximum auxiliary quantity threshold, the maximum auxiliary quantity threshold is taken as the actual auxiliary quantity value at the current moment.

[0078] The specific value of the maximum auxiliary quantity threshold can be set and adjusted according to the actual situation, for example, the specific value of the maximum auxiliary quantity threshold can be adjusted based on parameters such as motor model.

[0079] Step S104: controlling the size of the auxiliary quantity of the motor to be the size of the obtained actual auxiliary quantity at the current moment.

[0080] After the size of the auxiliary quantity of the motor is obtained, the size of the auxiliary quantity of the motor can be controlled to be the size of the obtained actual auxiliary quantity at the current moment.

[0081] As described above, when controlling the size of the auxiliary quantity of the motor, direct control can be performed, or indirect control can be performed through corresponding devices, for example Figure 3 In the embodiment of the application, the VCU specifically controls the size of the auxiliary quantity of the motor through an MCU (Motor Control Unit), and the VCU and the MCU can also be communicatively connected through a CAN bus or other forms of bus.

[0082] Similarly, when controlling the size of the auxiliary quantity of the motor, the specific implementation manner can be set and adjusted according to actual needs, and does not affect the implementation of the application, for example, in some cases, the torque is usually used to measure the size of the auxiliary quantity of the motor, that is, the output torque of the motor is controlled to realize the control of the size of the auxiliary quantity.

[0083] In a specific embodiment of the application, the following can also be included:

[0084] When it is detected that the accelerator opening degree change rate is negative and the absolute value is greater than a preset second threshold value, a second corresponding rule is used to select an auxiliary change amount corresponding to the current accelerator opening degree change rate from the M auxiliary change amounts, as a current second auxiliary change amount;

[0085] The actual auxiliary amount at the previous moment is superimposed with the current second auxiliary change amount, and the superimposed result is limited by a preset minimum auxiliary amount threshold value to obtain an actual auxiliary amount at the current moment;

[0086] The size of the auxiliary amount of the motor is the size of the obtained actual auxiliary amount at the current moment;

[0087] Wherein, M is a positive integer not less than 2, and the second threshold value is a value not less than 0; the M auxiliary change amounts are all negative numbers, and the absolute value of the accelerator opening degree change rate is positively correlated with the absolute value of the selected second auxiliary change amount.

[0088] In the above embodiment, the case where the accelerator opening degree change rate is positive is described, and in this embodiment, the case where the accelerator opening degree change rate is negative is described.

[0089] The second threshold value is a value not less than 0, and when it is detected that the accelerator opening degree change rate is negative but the absolute value is lower than the second threshold value, it indicates that the user only slightly releases the accelerator, so in actual application, the second auxiliary change amount can be considered as 0 when the accelerator opening degree change rate is negative and the absolute value is less than the second threshold value, so that the actual auxiliary amount at this moment is equal to the actual auxiliary amount at the previous moment.

[0090] The specific value of the second threshold value can be set as needed, which can be equal to the value of the first threshold value or not equal to the value of the first threshold value, and does not affect the implementation of the present application.

[0091] When the accelerator opening degree change rate is negative and the absolute value is greater than the second threshold value, it indicates that the user has the intention to decelerate, and of course, whether the deceleration intention is strong or not determines the value of the obtained second auxiliary change amount. Specifically, the M auxiliary change amounts are all negative numbers, and the absolute value of the accelerator opening degree change rate is positively correlated with the absolute value of the selected second auxiliary change amount.

[0092] M is a positive integer not less than 2, and taking 5 gears as an example, M is 5, the throttle opening rate is denoted by ΔTP, and A to E in the foregoing embodiment are used to set the corresponding thresholds, when ΔTP belongs to the interval [-B, -A), according to the second correspondence rule, the second auxiliary change amount is x1 selected from the auxiliary change amounts of the 5 gears, and x1 is taken as the second auxiliary change amount. Correspondingly, when ΔTP belongs to the interval [-C, -B), according to the second correspondence rule, x2 is taken as the second auxiliary change amount. When ΔTP belongs to the interval [-D, -C), x3 is taken as the second auxiliary change amount. When ΔTP belongs to the interval [-E, -D), x4 is taken as the second auxiliary change amount, and when ΔTP belongs to the interval [-∞, -E), x5 is taken as the first auxiliary change amount.

[0093] In this example, A is taken as the second threshold, and A < B < C < D < E, because the absolute value of the throttle opening rate is positively correlated with the absolute value of the selected second auxiliary change amount, in this embodiment, x1 to x5 are all negative numbers, and x1 > x2 > x3 > x4 > x5, that is, the absolute value of x1 is the smallest, and the absolute value of x5 is the largest, so that the more intense the deceleration intention of the user is, and the greater the absolute value of the throttle opening rate is, the greater the absolute value of the obtained second auxiliary change amount is, and the more the actual auxiliary amount is reduced.

[0094] According to the foregoing, after the second auxiliary change amount is determined, the actual auxiliary amount at the previous moment and the current second auxiliary change amount need to be superimposed, if the superimposed result is higher than the set minimum auxiliary amount threshold, the superimposed result can be taken as the value of the actual auxiliary amount at the current moment, otherwise, if it is lower than the minimum auxiliary amount threshold, the minimum auxiliary amount threshold is taken as the value of the actual auxiliary amount at the current moment.

[0095] In actual application, in order to facilitate numerical setting, the minimum auxiliary amount threshold can be set to 0, of course, it can also be selected to be slightly higher than 0, which does not affect the implementation of the application.

[0096] In a specific embodiment of the application, the following can also be included:

[0097] When the auxiliary amount of the motor starts to change from 0, the timer is started to count at the time when the change occurs;

[0098] When the counting time length of the timer reaches the set first time length, the auxiliary amount of the motor is controlled to be reduced to 0 and lasts for a second time length, and the timer is reset.

[0099] The implementation considers that the motor auxiliary quantity is applied in stages, mainly to enable the user to have a better acceleration / deceleration experience, and when the user wants the vehicle to run smoothly, that is, when the throttle opening degree is stable, the motor auxiliary quantity should also be gradually removed.

[0100] In this regard, in the implementation, a timing mechanism is provided, that is, if the motor auxiliary quantity size remains 0, the motor auxiliary quantity size is maintained at 0. When the motor auxiliary quantity size starts to change from 0, that is, because the throttle opening degree rate is greater than the preset first threshold, the motor auxiliary quantity control is performed according to the calculated actual auxiliary quantity size at this time, and the timer starts timing at this time.

[0101] During the timing process of the timer, the motor auxiliary quantity can change according to the rules described above, which will not be repeated here, and when the timer timing ends, that is, if the timing duration reaches the set first duration, the motor auxiliary quantity size is controlled to decrease to 0 and lasts for a second duration, and the timer is reset. Of course, after the first duration, when the motor auxiliary quantity size is controlled to decrease to 0, it can be directly decreased to 0, or it can be gradually decreased to 0 to ensure the stability of the vehicle.

[0102] In addition, it can be understood that for the timer of the implementation, it can be selected to count forward from 0 or to count down, which does not affect the implementation of the application. For example Figures 4a to 4d In the implementation of the application, the count-down mode is adopted, that is, each time the timer is reset, the value of the timer returns to the default count value, for example, the count value is referred to as T, if the timer is started to time, T will gradually decrease, when T decreases to 0, it means that the timing duration of the timer reaches the set first duration, then the motor auxiliary quantity size can be controlled to decrease to 0 and lasts for a second duration. For example, in the implementation of the application Figure 4a In the implementation of the application, the duration from t3 to t5 is the first duration, and the duration from t5 to t6 is the second duration.

[0103] The value of the second duration is usually not too long, so as to ensure that the user can reapply the motor auxiliary quantity when needed. In actual application, an auxiliary quantity allowed flag can be set to indicate whether the auxiliary quantity is currently allowed to be applied, for example, when the flag is the default value 0, it means that the auxiliary quantity is currently allowed to be applied, and when the flag is 1, it means that the auxiliary quantity is not currently allowed to be applied. For example, in the implementation of the application, when the timing duration of the timer reaches the set first duration, the flag remains 1 during the subsequent second duration, and the flag returns to 0 after the second duration. For another example, in the subsequent implementation, when the corresponding component fails, the flag can also be set to 1 until the fault is repaired.

[0104] In one specific embodiment of the present application, it can further comprise:

[0105] After the second time duration, before the magnitude of the motor assistance changes, the motor is controlled to be in a charging state to charge the vehicle's battery via the motor.

[0106] This embodiment takes into account that, during the second time duration, since the motor assistance just resumes to 0, it is inconvenient to directly charge the vehicle's battery at this time. After the second time duration, before the magnitude of the motor assistance changes, that is, it is indicated that the magnitude of the motor assistance remains 0 at this time, the motor can be controlled to be in a charging state, so as to charge the vehicle's battery via the motor. At this time, the motor is used as a generator when charging the vehicle's battery.

[0107] In one specific embodiment of the present application, it can further comprise:

[0108] When it is detected that the engine speed exceeds the set first speed range, and / or when it is detected that the engine fails, the magnitude of the motor assistance is controlled to remain 0.

[0109] In this embodiment, it is considered that if the engine speed exceeds the set first speed range, the magnitude of the motor assistance can be controlled to remain 0 to ensure driving safety. Correspondingly, if the engine fails is detected, the magnitude of the motor assistance should also be controlled to remain 0 to ensure driving safety. Figure 3 In the embodiment, the engine speed and the engine failure state can be determined by the EMS, and then the results are informed to the VCU.

[0110] In one specific embodiment of the present application, it can further comprise:

[0111] When it is detected that the accelerator opening degree change rate is negative, and the absolute value is not greater than the preset second threshold, and the current accelerator opening degree is lower than the preset first opening degree threshold, the actual assistance at the current time is set to 0.

[0112] This embodiment takes into account that, in some embodiments, there can be a situation that the user increases the accelerator opening degree, at which time the motor outputs the assistance, and then the user slowly returns the accelerator, that is, the accelerator opening degree change rate is negative, but the absolute value is not greater than the second threshold. According to the foregoing embodiment, the assistance will be continuously output until the first time duration ends.

[0113] And the embodiment considers that if the accelerator opening degree is detected to be low during the slow return of the accelerator by the user, the auxiliary amount driving can be exited, that is, when the accelerator opening degree change rate is detected to be negative and the absolute value is not greater than the preset second threshold value, and the current accelerator opening degree is lower than the preset first opening threshold value, it is indicated that the user's acceleration demand is not strong, and the auxiliary amount driving can be directly exited, that is, the actual auxiliary amount at the current time can be set to 0.

[0114] The specific value of the first opening threshold value can be set according to actual needs.

[0115] In a specific embodiment of the application, the VCU can further comprise:

[0116] When the VCU fault is detected, and / or when the motor fault is detected, and / or when the vehicle speed is detected to be out of the set vehicle speed range, and / or when the battery fault of the vehicle is detected, and / or when the vehicle stability is detected to be abnormal, the auxiliary amount of the motor is controlled to be 0.

[0117] In the embodiment, if one or more of the motor fault, the battery fault of the vehicle, and the VCU fault occurs, the auxiliary amount of the motor can also be controlled to be 0 to ensure driving safety.

[0118] Generally, whether the battery of the vehicle is faulty can be detected by the BMS (Battery Management System), and then the VCU is informed.

[0119] In addition, the BMS can also manage the charging / discharging of the battery, and perform some charging / discharging protection and cell balancing functions. Figure 3 In the embodiment, the VCU is also connected to a brake switch to detect whether the user has performed a brake operation.

[0120] In the embodiment, if the vehicle stability is detected to be abnormal, the auxiliary amount of the motor can also be controlled to be 0.

[0121] The VCU can detect the vehicle speed through a vehicle speed sensor, and then determine whether the vehicle speed is out of the set vehicle speed range. The vehicle stability abnormality refers to the situation that the vehicle is slipping, which can be detected by a lateral and / or vertical acceleration sensor.

[0122] As in the above embodiment, when these situations occur, the auxiliary amount of the motor can be controlled to be 0 to ensure driving safety. It can be seen that in the embodiment, in addition to controlling the auxiliary amount of the motor to be 0 when the component fails, the situations of too high vehicle speed and vehicle slipping are also considered, which is beneficial to effectively ensure driving safety.

[0123] In addition, in some embodiments, it can be determined whether to allow the application of the auxiliary amount based on the SOC (State of Charge) of the battery.

[0124] That is, in one embodiment of the application, it can further include:

[0125] When it is detected that the battery of the vehicle has an amount of electricity higher than a first amount-of-electricity threshold, the motor is allowed to output the auxiliary amount;

[0126] When it is detected that the battery of the vehicle has an amount of electricity lower than a second amount-of-electricity threshold, the motor is prohibited from outputting the auxiliary amount.

[0127] The values of the first amount-of-electricity threshold and the second amount-of-electricity threshold are set as needed, but it can be understood that the first amount-of-electricity threshold is lower than the second amount-of-electricity threshold. When the battery of the vehicle has an amount of electricity higher than the first amount-of-electricity threshold, it indicates that the battery has sufficient electricity, and thus the motor is allowed to output the auxiliary amount. Conversely, when the battery has an amount of electricity lower than the second amount-of-electricity threshold, it indicates that the battery has insufficient electricity, and thus the motor is prohibited from outputting the auxiliary amount. In actual applications, the amount of electricity of the battery can be detected by the BMS and then sent to the VCU.

[0128] By applying the technical solution provided by the embodiment of the application, the accelerator opening degree can be detected, and the power output of the engine can be controlled according to the accelerator opening degree. The accelerator opening degree and the power output of the engine are positively correlated, so that the power output of the engine can effectively correspond to the driving intention of the user. When it is detected that the accelerator opening degree change rate is greater than a preset first threshold, the application can select an auxiliary change amount corresponding to the current accelerator opening degree change rate from the N auxiliary change amounts as a current first auxiliary change amount according to a first corresponding rule. The N auxiliary change amounts are all positive numbers, and the accelerator opening degree change rate and the selected first auxiliary change amount are positively correlated.

[0129] It can be seen that, because the application divides the N auxiliary change amounts, the more intense the acceleration demand of the user is, the greater the value of the obtained first auxiliary change amount is, that is, the first auxiliary change amount can better reflect the acceleration demand of the user. Therefore, after the first auxiliary change amount is superimposed on the actual auxiliary amount at the previous moment, the obtained value is also greater. Conversely, when the user needs to accelerate slowly, the value obtained by superimposing the first auxiliary change amount on the actual auxiliary amount at the previous moment is smaller, which can achieve the slow acceleration demand of the user. Therefore, the scheme of the application improves the driving controllability of the user on the vehicle.

[0130] And, considering that the auxiliary amount of the motor will affect the acceleration of the vehicle, therefore, the application is to superimpose the obtained first auxiliary change amount and the actual auxiliary amount at the last time, compared with directly mapping the throttle opening change rate to the actual auxiliary amount, the application in this way is beneficial to the change of the actual auxiliary amount more smooth, beneficial to protect the driving experience of the user, also beneficial to protect the driving safety. In addition, after superposition, the superposition result needs to be limited based on the set maximum auxiliary amount threshold, to protect the driving safety. After obtaining the actual auxiliary amount at the current time, the auxiliary amount of the motor can be controlled accordingly.

[0131] In summary, the scheme of the application can effectively control the hybrid vehicle, improve the driving controllability of the user to the vehicle, and facilitate the change of the actual auxiliary amount more smooth, protect the driving experience of the user, and also facilitate the driving safety.

[0132] For reference Figure 4a , the auxiliary amount output schematic diagram in the first case of the application. In Figure 4a , the increase of the throttle opening change rate does not appear to be greater than the first threshold value at t0 to t3, so the actual auxiliary amount remains 0, and the motor is in the generator state. It should be noted that, Figure 4a , the actual auxiliary amount of the motor is 0 and not in the generator state is represented by a dashed line, the motor is in the generator state is represented by a straight line higher than 0, and the downward of the dashed line indicates that the actual auxiliary amount is output, that is, the actual auxiliary amount is not positive and negative.

[0133] At t3, it is detected that the increase of the throttle opening change rate is greater than the first threshold value, and the motor is switched from the generator state to the motor state, thereby providing auxiliary torque to the vehicle.

[0134] When the timing length of the timer reaches the first length, that is, Figure 4a , the actual auxiliary amount is reduced to 0 and lasts for a second length at t5, and the second length ends at t6. During the duration of the second length, the actual auxiliary amount is 0, and after the second length, the motor is in the generator state to charge the lithium battery.

[0135] Figure 4b The auxiliary amount output schematic diagram in the second case of the application. The difference from the example above is that at t4, the user has an acceleration intention, then the first auxiliary change amount is calculated, and is superimposed with the actual auxiliary amount at the last time, that is, t3, to obtain the actual auxiliary amount at the current time. Of course, the obtained actual auxiliary amount cannot exceed the set upper limit.

[0136] Figure 4c The auxiliary amount output schematic diagram in the third case of the application. Compared with Figure 4bThe difference lies in that at the t4 moment, the user has a deceleration intention, at this moment, the accelerator opening degree change rate is detected to be negative, and the absolute value is greater than the preset second threshold value, then the determined second auxiliary change amount is negative, so that the actual auxiliary amount obtained after superimposing the actual auxiliary amount at the t3 moment is reduced, which is beneficial to realize the deceleration intention of the user.

[0137] Figure 4d For the auxiliary amount output in the fourth case of the application, the minimum auxiliary amount threshold value is set to 0. Figure 4b The difference lies in that at the t4 moment, the user has a deceleration intention, at this moment, the accelerator opening degree change rate is detected to be negative, and the absolute value is greater than the preset second threshold value, then the determined second auxiliary change amount is negative, so that the actual auxiliary amount obtained after superimposing the actual auxiliary amount at the t3 moment is reduced, which is beneficial to realize the deceleration intention of the user.

[0138] In addition, it needs to be explained that in the embodiment of the application, Figure 4d In the embodiment of the application, when the actual auxiliary amount is detected to be reduced to 0, it can be directly considered that the first time length ends, the timing of the first time length is stopped, and then the timing of the second time length is entered, of course, in other cases, the timer can continue to time until the first time length timing ends, which does not affect the implementation of the application.

[0139] In addition, Figures 4a to 4d In the embodiment of the application, only the case that the auxiliary amount is switched twice within the first time length is described, it can be understood that in actual application, the auxiliary amount output by the motor can be switched three times, four times or even more times based on the accelerator opening degree change rate within the first time length, and the switching logic can be seen from the above description, which will not be described here.

[0140] Corresponding to the above method embodiment, the embodiment of the application further provides a control system of a hybrid vehicle, which can be mutually corresponding and referred to above.

[0141] The engine of the vehicle is coaxially connected with the motor to jointly provide power for the vehicle, which can be referred to in Figure 5 The control system of the hybrid vehicle can comprise:

[0142] An engine power control module 501 is configured to detect the accelerator opening degree, and control the power output size of the engine according to the accelerator opening degree;

[0143] A first auxiliary change amount calculation module 502 is configured to, when the accelerator opening degree change rate is detected to be greater than a preset first threshold value, select an auxiliary change amount corresponding to the current accelerator opening degree change rate from N gear auxiliary change amounts according to a first corresponding rule, as the current first auxiliary change amount.

[0144] The actual auxiliary quantity calculation module 503 is configured to superimpose the actual auxiliary quantity at the previous moment and the first auxiliary change quantity at the current moment, and limit the superimposed result by a set maximum auxiliary quantity threshold to obtain the actual auxiliary quantity at the current moment.

[0145] The motor auxiliary quantity control module 504 is configured to control the auxiliary quantity of the motor to be the size of the actual auxiliary quantity at the current moment.

[0146] The throttle opening degree is positively correlated with the power output of the engine; N is a positive integer not less than 2, the first threshold is a value not less than 0; the auxiliary change quantities of the N gears are all positive numbers, and the throttle opening degree change rate is positively correlated with the selected first auxiliary change quantity.

[0147] In one specific embodiment of the present application, the method further comprises:

[0148] The first auxiliary change quantity calculation module is configured to, when detecting that the throttle opening degree change rate is negative and the absolute value is greater than a preset second threshold, select an auxiliary change quantity corresponding to the current throttle opening degree change rate from the auxiliary change quantities of the M gears according to a second corresponding rule as the current second auxiliary change quantity.

[0149] The actual auxiliary quantity calculation module 503 is further configured to superimpose the actual auxiliary quantity at the previous moment and the second auxiliary change quantity at the current moment, and limit the superimposed result by a set minimum auxiliary quantity threshold to obtain the actual auxiliary quantity at the current moment.

[0150] M is a positive integer not less than 2, and the second threshold is a value not less than 0; the auxiliary change quantities of the M gears are all negative numbers, and the absolute value of the throttle opening degree change rate is positively correlated with the absolute value of the selected second auxiliary change quantity.

[0151] In one specific embodiment of the present application, the method further comprises a timer control module configured to:

[0152] When the auxiliary quantity of the motor starts to change from 0, the timer is started to time at the moment of change;

[0153] When the timing duration of the timer reaches a set first duration, the auxiliary quantity of the motor is controlled to decrease to 0 and last for a second duration, and the timer is reset.

[0154] In one specific embodiment of the present application, the method further comprises a charging control module configured to:

[0155] After the second duration, before the auxiliary quantity of the motor changes, the motor is controlled to be in a charging state to charge the battery of the vehicle through the motor.

[0156] In an embodiment of the present application, the motor auxiliary quantity control module 504 is further configured to:

[0157] When it is detected that the accelerator opening degree change rate is negative, and the absolute value is not greater than a preset second threshold value, and the current accelerator opening degree is lower than a preset first opening degree threshold value, the actual auxiliary quantity at the current time is set to 0.

[0158] In an embodiment of the present application, the motor auxiliary quantity control module 504 is further configured to:

[0159] When it is detected that the battery power of the vehicle is higher than a first power threshold value, the motor is allowed to output an auxiliary quantity;

[0160] When it is detected that the battery power of the vehicle is lower than a second power threshold value, the motor is prohibited to output an auxiliary quantity.

[0161] In an embodiment of the present application, the motor auxiliary quantity control module 504 is further configured to:

[0162] When it is detected that the engine speed exceeds a preset first speed range, and / or when it is detected that the engine fails, the auxiliary quantity of the motor is controlled to be 0.

[0163] In an embodiment of the present application, the motor auxiliary quantity control module 504 is further configured to:

[0164] When it is detected that the VCU fails, and / or when it is detected that the motor fails, and / or when it is detected that the vehicle speed exceeds a preset speed range, and / or when it is detected that the battery of the vehicle fails, and / or when it is detected that the stability of the vehicle is abnormal, the auxiliary quantity of the motor is controlled to be 0.

[0165] Corresponding to the above method and system embodiments, the embodiments of the present application also provide a hybrid vehicle control device and a computer readable storage medium, which can be mutually corresponding with the above.

[0166] Referring to Figure 6 The hybrid vehicle control device can include:

[0167] The memory 601 is configured to store a computer program;

[0168] The processor 602 is configured to execute the computer program to implement the steps of the hybrid vehicle control method according to any of the above embodiments.

[0169] The computer readable storage medium stores a computer program, and the computer program is executed by the processor to implement the steps of the control method of the hybrid vehicle according to any one of the above embodiments. The computer readable storage medium herein includes a random access memory (RAM), a memory, a read-only memory (ROM), an electrically programmable ROM, an electrically erasable programmable ROM, a register, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.

[0170] It should also be noted that the relational terms herein such as first and second and the like can only be used to differentiate one entity or action from another, and do not necessarily require or imply that these entities or actions exist in any actual relationship or order. Moreover, the terms "include", "contain" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed or inherent to such a process, method, article or device. Without more limitations, the element defined by the statement "including a" does not exclude the presence of additional identical elements in the process, method, article or device including the element.

[0171] The skilled person can further realize that the units and algorithm steps of the examples described in connection with the embodiments disclosed herein can be realized in electronic hardware, computer software or a combination of both. In order to clearly illustrate the interchangeability of hardware and software, the components and steps of the examples have been described in general terms in the above description. Whether the functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. The skilled person can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present application.

[0172] The principles and implementation modes of the present application are described by applying specific examples herein, and the above description of the examples is only used to help understand the technical solutions and core ideas of the present application. It should be noted that for those skilled in the art, without departing from the principles of the present application, a number of improvements and modifications can be made to the present application, and these improvements and modifications also fall within the protection scope of the present application.

Claims

1. A control method of a hybrid vehicle, characterized by, An engine of a vehicle is coaxially connected with a motor to jointly provide power for the vehicle, and a control method of the hybrid vehicle comprises: detecting a throttle opening degree, and controlling a power output size of the engine according to the throttle opening degree; when a throttle opening degree change rate is detected to be greater than a preset first threshold value, selecting an auxiliary change amount corresponding to the current throttle opening degree change rate from N auxiliary change amounts of N gears according to a first corresponding rule as a current first auxiliary change amount; superimposing an actual auxiliary amount at a previous time and the current first auxiliary change amount, and limiting an amplitude of a superimposed result by a set maximum auxiliary amount threshold value to obtain an actual auxiliary amount at a current time; controlling an auxiliary amount size of the motor to be a size of the obtained actual auxiliary amount at the current time; wherein the throttle opening degree is positively correlated with the power output size of the engine; N is a positive integer not less than 2, and the first threshold value is a value not less than 0; the auxiliary change amounts of the N gears are all positive numbers, and the throttle opening degree change rate is positively correlated with the selected first auxiliary change amount.

2. The control method of a hybrid vehicle according to claim 1, characterized by Further comprising: when the throttle opening degree change rate is detected to be negative and an absolute value is greater than a preset second threshold value, selecting an auxiliary change amount corresponding to the current throttle opening degree change rate from M auxiliary change amounts of M gears according to a second corresponding rule as a current second auxiliary change amount; superimposing the actual auxiliary amount at the previous time and the current second auxiliary change amount, and limiting the amplitude of the superimposed result by a set minimum auxiliary amount threshold value to obtain the actual auxiliary amount at the current time; controlling the auxiliary amount size of the motor to be the size of the obtained actual auxiliary amount at the current time; wherein M is a positive integer not less than 2, and the second threshold value is a value not less than 0; the auxiliary change amounts of the M gears are all negative numbers, and the absolute value of the throttle opening degree change rate is positively correlated with the absolute value of the selected second auxiliary change amount.

3. The control method of a hybrid vehicle according to claim 1, characterized by Further comprising: when the auxiliary amount size of the motor starts to change from 0, starting a timer to time at a time when the change occurs; when a timing duration of the timer reaches a set first duration, controlling the auxiliary amount size of the motor to be reduced to 0 and to last for a second duration, and resetting the timer.

4. The control method of a hybrid vehicle according to claim 3, characterized by Further comprising: after the second duration, before the auxiliary amount size of the motor changes, controlling the motor to be in a charging state to charge a battery of the vehicle by the motor.

5. The control method of a hybrid vehicle according to claim 1, characterized by Further comprising: when the throttle opening degree change rate is detected to be negative and the absolute value is not greater than the preset second threshold value, and the current throttle opening degree is lower than a preset first opening degree threshold value, setting the actual auxiliary amount at the current time to be 0.

6. The control method of a hybrid vehicle according to claim 1, characterized by Further comprising: when the battery of the vehicle is detected to have an electric quantity higher than a first electric quantity threshold value, allowing the motor to output the auxiliary amount; when the battery of the vehicle is detected to have an electric quantity lower than a second electric quantity threshold value, prohibiting the motor to output the auxiliary amount.

7. The control method of a hybrid vehicle according to any one of claims 1 to 6, characterized by Further comprising: when the engine speed is detected to be out of a set first engine speed range, and / or when the engine is detected to be faulty, controlling the auxiliary amount size of the motor to be kept at 0.

8. The control method of a hybrid vehicle according to claim 7, characterized by Further comprising: When a VCU fault is detected, and / or when the motor fault is detected, and / or when the vehicle speed is detected to be out of a set speed range, and / or when a battery fault of the vehicle is detected, and / or when a stability anomaly of the vehicle is detected, the size of the auxiliary amount of the motor is kept as 0.

9. A control system of a hybrid vehicle characterized by comprising: An engine of a vehicle is coaxially connected with a motor to jointly provide power for the vehicle, and a control system of the hybrid vehicle comprises: An engine power control module is configured to detect an accelerator opening degree and control a power output size of the engine according to the accelerator opening degree; A first auxiliary change amount calculation module is configured to, when a change rate of the accelerator opening degree is detected to be greater than a preset first threshold, select an auxiliary change amount corresponding to the current change rate of the accelerator opening degree from N gear auxiliary change amounts as a current first auxiliary change amount according to a first corresponding rule; An actual auxiliary amount calculation module is configured to superimpose the actual auxiliary amount at a previous moment and the current first auxiliary change amount, and limit an amplitude of a superimposed result by a preset maximum auxiliary amount threshold to obtain an actual auxiliary amount at a current moment; A motor auxiliary amount control module is configured to control the size of the auxiliary amount of the motor to be the size of the actual auxiliary amount at the current moment. The accelerator opening degree is positively correlated with the power output size of the engine; N is a positive integer not less than 2, and the first threshold is a value not less than 0; the N gear auxiliary change amounts are all positive numbers, and the change rate of the accelerator opening degree is positively correlated with the selected first auxiliary change amount.

10. A control apparatus of a hybrid vehicle characterized by comprising: The computer program is stored in the computer readable storage medium and is executed by the processor to implement the steps of the control method of the hybrid vehicle according to any one of claims 1 to 8. The computer program is stored in the computer readable storage medium and is executed by the processor to implement the steps of the control method of the hybrid vehicle according to any one of claims 1 to 8. The computer program is stored in the computer readable storage medium and is executed by the processor to implement the steps of the control method of the hybrid vehicle according to any one of claims 1 to 8.

11. A computer readable storage medium, characterized in that, ​

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