A pre-ignition control method and device for a vehicle range extender and a vehicle

Abstract

The application provides a pre-ignition control method and device of a vehicle range extender and a vehicle. The pre-ignition control method comprises the following steps: in response to a pre-ignition trigger signal sent by an EMS system of the vehicle for the range extender, the range extender is controlled to suppress pre-ignition of the range extender by means of idling charging, so that the range extender enters a first pre-ignition control mode; after the range extender enters the first pre-ignition control mode, an accelerator pedal sensor is used to acquire an accelerator signal parameter corresponding to a current time; it is judged whether the accelerator signal parameter meets a first predetermined condition; if yes, the range extender is controlled to operate in a normal charging mode, so that the range extender exits the first pre-ignition control mode and enters a normal control mode. Through the above method, the fuel economy of the range extender in the range-extending vehicle is improved, and the service life of the range extender is increased.

Description

Technical Field

[0001] This application relates to the field of range extender control technology, and in particular to a method, device and vehicle for controlling pre-ignition of a vehicle range extender. Background Technology

[0002] Pre-ignition in a fuel engine refers to the phenomenon where the air-fuel mixture is ignited by the hot spot in the combustion chamber before the spark plug ignites it, resulting in premature combustion. Pre-ignition can cause significant damage to the engine. Therefore, pre-ignition is considered a major limiting factor for further cylinder reduction and strengthening of the engine. In a pre-ignition cycle, the air-fuel mixture is ignited before the spark plug ignites it, resulting in higher pressure than normal combustion. Due to the increased pressure level and the fact that the auto-ignition point usually occurs in a space unfavorable to combustion, the combustion process turns into intense detonation, which severely damages the engine.

[0003] Currently, conventional gasoline-powered vehicle engines need to respond to the driver's power demands. Since the engine's target power output cannot be arbitrarily changed, when pre-ignition occurs, the air-fuel ratio is typically lowered to control the resulting knocking. This increases fuel consumption and reduces fuel economy. In range-extended electric vehicles (REEVs), the range extender only generates electricity for the battery and does not directly power the vehicle. Controlling pre-ignition in the range extender by lowering the air-fuel ratio would reduce fuel economy and shorten the range extender's lifespan. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a method, device and vehicle for controlling pre-ignition of a vehicle range extender. When pre-ignition occurs in the range extender of a range-extended vehicle, the method determines whether to suppress pre-ignition by idling charging based on the SOC of the power battery. In idling charging mode, the method controls the switching of the range extender's control mode based on the acquired throttle signal parameters and idling charging time, thereby improving the fuel economy of the range extender in the range-extended vehicle and increasing the service life of the range extender.

[0005] This application provides a method for controlling pre-ignition in a vehicle range extender, the method comprising:

[0006] In response to the pre-ignition trigger signal issued by the vehicle's EMS system for the range extender, the range extender is controlled to suppress pre-ignition by idling charging, so that the range extender enters the first pre-ignition control mode.

[0007] After the range extender enters the first pre-ignition control mode, it acquires the throttle signal parameters corresponding to the current moment collected by the throttle pedal sensor;

[0008] Determine whether the throttle signal parameters meet the first predetermined condition;

[0009] If so, the range extender will be controlled to operate in the normal charging mode, so that the range extender exits the first pre-ignition control mode and enters the normal control mode.

[0010] Furthermore, in response to the pre-ignition trigger signal issued by the vehicle's EMS system for the range extender, the range extender is controlled to suppress pre-ignition by idling charging, thereby enabling the range extender to enter a first pre-ignition control mode, including:

[0011] In response to the pre-ignition trigger signal issued by the vehicle's EMS system based on the pre-ignition information detected by the knock sensor installed in the range extender, which represents the pre-ignition flag of the range extender, a request message including battery state parameters representing the operating state of the power battery is sent to the power battery pack.

[0012] Obtain battery state parameters, including the SOC value of the power battery, sent by the power battery pack according to the request information;

[0013] Determine whether the SOC value of the power battery included in the battery state parameters meets the second predetermined condition;

[0014] If so, the range extender is controlled to suppress pre-ignition by idling charging, so that the range extender enters the first pre-ignition control mode.

[0015] Furthermore, the second predetermined condition includes the power battery SOC value being greater than a preset power threshold.

[0016] Furthermore, the method also includes:

[0017] If the battery state parameters do not meet the second predetermined condition, the range extender is controlled to operate in the normal charging mode so that the range extender enters the second pre-ignition control mode.

[0018] In the second pre-ignition control mode of the range extender, the air-fuel ratio of the range extender is reduced to the calibrated air-fuel ratio to suppress pre-ignition of the range extender.

[0019] Furthermore, after the range extender enters the first pre-ignition control mode, acquiring the throttle signal parameters corresponding to the current moment collected by the throttle pedal sensor includes:

[0020] After the range extender enters the first pre-ignition control mode, it acquires multiple throttle depth ratios, which represent the depth of the throttle pedal, from the throttle signal parameters collected by the throttle pedal sensor.

[0021] By statistically analyzing the multiple throttle depth ratios, the throttle depth ratios and the increase in throttle ratios included in the throttle signal parameters at the current moment are determined.

[0022] Furthermore, the first predetermined condition includes the increase in the depth ratio being greater than a preset incremental threshold or the throttle depth ratio at the current moment being a preset depth value.

[0023] Furthermore, the method also includes:

[0024] If the throttle signal parameters do not meet the first predetermined condition, then after the range extender enters the first pre-ignition control mode, the duration of the range extender idling and charging is obtained.

[0025] Determine whether the duration is greater than a preset time threshold;

[0026] If so, the range extender will be controlled to operate in the normal charging mode, so that the range extender exits the first pre-ignition control mode and enters the normal control mode.

[0027] This application embodiment also provides a pre-ignition control device for a vehicle range extender, the pre-ignition control device comprising:

[0028] The first control module is used to respond to the pre-ignition trigger signal sent by the vehicle's EMS system to the range extender, and control the range extender to suppress the pre-ignition of the range extender by idling charging, so that the range extender enters the first pre-ignition control mode.

[0029] The parameter acquisition module is used to acquire the throttle signal parameters corresponding to the current moment collected by the throttle pedal sensor after the range extender enters the first pre-ignition control mode.

[0030] The judgment module is used to determine whether the throttle signal parameters meet the first predetermined condition;

[0031] The second control module is used to control the range extender to operate in a normal charging manner if the throttle signal parameters meet the first predetermined conditions, so that the range extender exits the first pre-ignition control mode and enters the normal control mode.

[0032] Furthermore, when the first control module responds to a pre-ignition trigger signal issued by the vehicle's EMS system for the range extender and controls the range extender to suppress pre-ignition through idle charging, thereby enabling the range extender to enter a first pre-ignition control mode, the first control module is used to:

[0033] In response to the pre-ignition trigger signal issued by the vehicle's EMS system based on the pre-ignition information detected by the knock sensor installed in the range extender, which represents the pre-ignition flag of the range extender, a request message including battery state parameters representing the operating state of the power battery is sent to the power battery pack.

[0034] Obtain battery state parameters, including the SOC value of the power battery, sent by the power battery pack according to the request information;

[0035] Determine whether the SOC value of the power battery included in the battery state parameters meets the second predetermined condition;

[0036] If so, the range extender is controlled to suppress pre-ignition by idling charging, so that the range extender enters the first pre-ignition control mode.

[0037] Furthermore, the first control module is also used for:

[0038] If the battery state parameters do not meet the second predetermined condition, the range extender is controlled to operate in the normal charging mode so that the range extender enters the second pre-ignition control mode.

[0039] In the second pre-ignition control mode of the range extender, the air-fuel ratio of the range extender is reduced to the calibrated air-fuel ratio to suppress pre-ignition of the range extender.

[0040] Furthermore, when the parameter acquisition module acquires the throttle signal parameters corresponding to the current moment collected by the throttle pedal sensor after the range extender enters the first pre-ignition control mode, the parameter acquisition module is used to:

[0041] After the range extender enters the first pre-ignition control mode, it acquires multiple throttle depth ratios, which represent the depth of the throttle pedal, from the throttle signal parameters collected by the throttle pedal sensor.

[0042] By statistically analyzing the multiple throttle depth ratios, the throttle depth ratios and the increase in throttle ratios included in the throttle signal parameters at the current moment are determined.

[0043] Furthermore, the pre-ignition control device also includes a third control module, which is used for:

[0044] If the throttle signal parameters do not meet the first predetermined condition, then after the range extender enters the first pre-ignition control mode, the duration of the range extender idling and charging is obtained.

[0045] Determine whether the duration is greater than a preset time threshold;

[0046] If so, the range extender will be controlled to operate in the normal charging mode, so that the range extender exits the first pre-ignition control mode and enters the normal control mode.

[0047] This application also provides a vehicle that applies the pre-ignition control method of the above-described vehicle range extender.

[0048] This application also provides an electronic device, including: a processor, a memory, and a bus. The memory stores machine-readable instructions executable by the processor. When the electronic device is running, the processor communicates with the memory via the bus. When the machine-readable instructions are executed by the processor, the steps of the pre-ignition control method for a vehicle range extender as described above are performed.

[0049] The vehicle range extender pre-ignition control method, device, and vehicle provided in this application embodiment include: responding to a pre-ignition trigger signal issued by the vehicle's EMS system for the range extender, controlling the range extender to suppress pre-ignition by idling charging, so that the range extender enters a first pre-ignition control mode; after the range extender enters the first pre-ignition control mode, acquiring the throttle signal parameters corresponding to the current moment collected by the throttle pedal sensor; determining whether the throttle signal parameters meet a first predetermined condition; if so, controlling the range extender to operate in a normal charging mode, so that the range extender exits the first pre-ignition control mode and enters a normal control mode.

[0050] Compared to existing technologies that only reduce the air-fuel ratio of a gasoline engine, this method addresses the issue of pre-ignition in the range extender of a range-extended electric vehicle by determining whether idling charging is necessary to suppress pre-ignition based on the state of charge (SOC) of the power battery. In idling charging mode, the control mode of the range extender is switched based on the acquired throttle signal parameters and the idling charging time, thereby improving the fuel economy of the range extender in the range-extended electric vehicle and increasing its service life.

[0051] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0052] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0053] Figure 1 One of the flowcharts for a pre-ignition control method for a vehicle range extender provided in this application embodiment;

[0054] Figure 2 A second flowchart of a pre-ignition control method for a vehicle range extender provided in an embodiment of this application;

[0055] Figure 3 A control structure diagram of a power unit for a range-extended electric vehicle provided in an embodiment of this application;

[0056] Figure 4 This is one of the structural schematic diagrams of a pre-ignition control device for a vehicle range extender provided in an embodiment of this application;

[0057] Figure 5 This is a second schematic diagram of the pre-ignition control device for a vehicle range extender provided in an embodiment of this application;

[0058] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0059] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of this application. Based on the embodiments of this application, every other embodiment obtained by those skilled in the art without inventive effort falls within the scope of protection of this application.

[0060] Research has found that, currently, conventional gasoline-powered vehicle engines need to respond to the driver's power demands. Since the engine's target power output cannot be arbitrarily changed, when pre-ignition occurs, the air-fuel ratio is typically lowered to control the resulting knocking. This increases fuel consumption and reduces fuel economy. In range-extended electric vehicles (REEVs), the range extender only generates electricity for the battery and does not directly provide power to the vehicle. Controlling pre-ignition in the range extender by lowering the air-fuel ratio alone reduces fuel economy and shortens the range extender's lifespan.

[0061] Based on this, this application provides a method for controlling pre-ignition in a vehicle range extender. When pre-ignition occurs in the range extender of a range-extended vehicle, the method determines whether to suppress pre-ignition by idling charging based on the SOC of the power battery. In idling charging mode, the method controls the switching of the range extender's control mode based on the acquired throttle signal parameters and idling charging time, thereby improving the fuel economy of the range extender in the range-extended vehicle and increasing the service life of the range extender.

[0062] Please see Figure 1 , Figure 1 This is one of the flowcharts for a pre-ignition control method for a vehicle range extender provided in an embodiment of this application. Figure 1As shown in the figure, the pre-ignition control method for a vehicle range extender provided in this application includes:

[0063] S101. In response to the pre-ignition trigger signal issued by the vehicle's EMS system for the range extender, the range extender is controlled to suppress pre-ignition by idling charging, so that the range extender enters the first pre-ignition control mode.

[0064] It should be noted that the vehicle range extender can replenish the power battery pack when the battery power in the vehicle's power battery pack is low. The vehicle's EMS system is responsible for coordinating and optimizing the energy flow between the range extender, battery and electric motor, monitoring the energy use of the electric vehicle, and ensuring that the range extender and power battery are charged and discharged in the best condition.

[0065] In this process, firstly, when pre-ignition occurs in the vehicle's range extender, the knock sensor installed in the range extender detects the pre-ignition information. Then, based on the detected pre-ignition information, the vehicle's EMS system issues a pre-ignition trigger signal that represents the pre-ignition flag of the range extender. Finally, the system controls the gasoline engine in the range extender to reduce its speed to the speed corresponding to the idle operation mode, so as to control the range extender to suppress pre-ignition by idling charging. Thus, after the range extender starts idling charging, it indicates that the range extender has entered the first pre-ignition control mode.

[0066] Here, idling charging mode refers to the state in which the internal combustion engine in the range extender is unloaded and the range extender operates at a low and stable speed. In this state, the throttle valve in the range extender is not interfered with, and the range extender engine only maintains basic operation to charge the power battery.

[0067] Among them, the pre-ignition flag is information issued by the vehicle's EMS system based on the pre-ignition information detected by the knock sensor, indicating the state and degree of pre-ignition. The EMS system will issue a pre-ignition trigger signal that characterizes the pre-ignition flag of the range extender based on the pre-ignition information.

[0068] In one embodiment of this application, step S101 may include:

[0069] S1011. In response to the pre-ignition trigger signal indicating the pre-ignition flag of the range extender issued by the vehicle's EMS system based on the pre-ignition information detected by the knock sensor installed in the range extender, the system sends a request message including battery state parameters indicating the operating state of the power battery to the power battery pack.

[0070] In this step, firstly, the knock sensor installed in the range extender detects that the range extender has pre-ignition. The knock sensor sends pre-ignition information indicating that pre-ignition has occurred to the vehicle's EMS system. Then, based on the pre-ignition information, the EMS system issues a pre-ignition trigger signal that characterizes the pre-ignition flag of the range extender. Finally, in response to the pre-ignition trigger signal, it sends a request message to the power battery pack, including battery state parameters that characterize the operating state of the power battery.

[0071] Specifically, in one possible implementation of this application, before the spark plug ignites, the hot spot in the combustion chamber of the vehicle's range extender has already ignited the air-fuel mixture and caused premature combustion. At this time, the range extender experiences pre-ignition. The knock sensor installed in the range extender detects the knock caused by the pre-ignition and sends pre-ignition information such as the location, time, and degree of knock to the EMS system. The EMS system determines the pre-ignition flag indicating the degree of pre-ignition based on the pre-ignition information and issues a pre-ignition trigger signal that characterizes the pre-ignition flag of the range extender. Corresponding to the pre-ignition trigger signal, it sends information requesting battery status parameters to the power battery pack.

[0072] S1012. Obtain the battery state parameters, including the SOC value of the power battery, sent by the power battery pack according to the request information.

[0073] In this step, in response to the pre-ignition trigger signal, a request message including battery state parameters characterizing the operating state of the power battery is generated and sent to the power battery pack. The power battery SOC value is calculated based on the power battery's own capacity and charging / discharging current. Then, the battery state parameters including the power battery SOC value are obtained.

[0074] Among them, the SOC value of the power battery represents the state of charge of the power battery, that is, the remaining power of the power battery, which is usually expressed as a percentage; for example, when SOC=0, it means that the battery is fully discharged, and when SOC=100%, it means that the battery is fully charged.

[0075] S1013. Determine whether the SOC value of the power battery included in the battery state parameters meets the second predetermined condition.

[0076] Furthermore, in one embodiment of this application, the second predetermined condition includes the power battery's SOC value being greater than a preset power threshold. The preset power threshold defines the power threshold at which the power battery is expected to receive additional power. Specifically, in one embodiment of this application, the preset power threshold is selected as 5%, but is not limited to 5%, and may also be other preset power thresholds, which are not limited here.

[0077] Optionally, the second predetermined condition may also include predetermined conditions such as the output power of the power battery being greater than a preset power threshold, which will not be limited here.

[0078] In this step, the SOC value of the power battery included in the battery state parameters is compared with a preset power threshold to determine whether the SOC value of the power battery is greater than the preset power threshold, so as to determine whether the battery state parameters meet the second predetermined condition.

[0079] Here, considering that the actual engineering application of the range extender is to replenish the power battery pack when the battery power in the vehicle is insufficient, it is necessary to clarify the pre-ignition control methods corresponding to the power battery when the power battery is at a relatively low charge and a normal charge.

[0080] S1014. If so, control the range extender to suppress pre-ignition of the range extender by idling charging, so that the range extender enters the first pre-ignition control mode.

[0081] In this step, if the SOC value of the power battery included in the battery status parameters is greater than the preset charge threshold, the range extender is controlled to suppress pre-ignition of the range extender by idling charging, so that the range extender enters the first pre-ignition control mode.

[0082] For example, if the SOC value of the power battery is obtained to be 50%, which is 5% higher than the preset power threshold, the engine in the range extender is controlled to reduce its speed to 800 rpm, which corresponds to the idle speed mode. After the first pre-ignition control mode, the range extender charges the power battery at a speed of 800 rpm.

[0083] like Figure 2 As shown in the embodiments of this application, the pre-ignition control method for a vehicle range extender may optionally include, in addition to the method described in steps S1011 to S1014 for obtaining battery state parameters of the power battery based on the pre-ignition trigger signal emitted by the range extender to control the range extender to enter a first pre-ignition control mode, steps S1015 to S1016. Specifically, steps S1015 to S1016 are used to describe the method of controlling the vehicle range extender to suppress pre-ignition if the battery state parameters do not meet the second predetermined condition, so as to ensure the efficient and stable operation of the vehicle range extender.

[0084] Here, the specific steps of steps S1011 to S1014 are as described above, and will not be repeated here.

[0085] S1015. If the battery state parameters do not meet the second predetermined conditions, the range extender is controlled to operate in a normal charging manner so that the range extender enters the second pre-ignition control mode.

[0086] It should be noted that when the remaining charge of the power battery is in a low range, in order to ensure that the range extender can replenish the power battery at full power, if the range extender still charges the power battery at idle speed, the SOC of the power battery will continue to drop, which will lead to the vehicle breaking down. The second pre-ignition control mode can control the range extender to operate in the normal charging mode.

[0087] In this step, if the battery state parameters meet the second predetermined condition, that is, the SOC value of the power battery is less than or equal to the preset charge threshold, the fuel engine in the range extender is controlled to operate at the speed corresponding to the normal operating mode to control the range extender to operate in the normal charging mode. This indicates that the range extender has entered the second pre-ignition control mode.

[0088] S1016. In the second pre-ignition control mode of the range extender, the air-fuel ratio of the range extender is reduced to the calibrated air-fuel ratio to suppress pre-ignition of the range extender.

[0089] In this step, under the second pre-ignition control mode of the range extender, the range extender operates in the normal charging mode. In order to suppress the pre-ignition of the range extender while ensuring the high-power charging output of the range extender to the power battery, the air-fuel ratio of the range extender is controlled to be reduced to the rated air-fuel ratio to deal with the occurrence of the pre-ignition problem of the range extender.

[0090] The air-fuel ratio of a range extender is the mass ratio between air and fuel in the air-fuel mixture. It is generally expressed as the number of grams of air consumed when burning one gram of fuel. When the engine is working, the fuel and the intake air must be in an appropriate ratio to form a combustible mixture.

[0091] Specifically, in one possible implementation of this application, the calibrated air-fuel ratio of the range extender in the second pre-ignition control mode is selected in the range of 12-13 based on the theoretical air-fuel ratio of gasoline fuel. At this time, the power of the range extender is relatively large, but it is not limited to the range of 12-13. It can also be other preset calibrated air-fuel ratios, which are not limited here.

[0092] For example, if the SOC value of the power battery is found to be 3%, and the SOC value of the power battery is less than the preset power threshold of 5%, the range extender will charge the power battery in the normal charging manner after the second pre-ignition control mode, and control the air-fuel ratio of the range extender to decrease to 12.5.

[0093] S102. After the range extender enters the first pre-ignition control mode, acquire the throttle signal parameters corresponding to the current moment collected by the throttle pedal sensor.

[0094] It should be noted that, in one possible implementation of this application, the throttle signal parameters include, but are not limited to, the throttle depth ratio and the increase in the depth ratio at the current moment.

[0095] In this step, after the range extender enters the first pre-ignition control mode, firstly, the accelerator pedal sensor will collect multiple accelerator depth ratios that represent the depth of the accelerator pedal; then, based on the multiple accelerator depth ratios, the accelerator depth ratio corresponding to the current moment will be determined by statistical data; finally, the increase in the depth ratio corresponding to the current moment will be calculated.

[0096] Here, after the range extender enters the first pre-ignition control mode, it is necessary to determine whether to exit the current first pre-ignition control mode based on the vehicle operation status indicated by the throttle signal parameters of the range extender in this mode, so that the range extender can resume charging the power battery in the normal charging manner.

[0097] In one embodiment of this application, step S102 may include:

[0098] S1021. After the range extender enters the first pre-ignition control mode, acquire multiple throttle depth ratios, which represent the depth of the throttle pedal, from the throttle signal parameters collected by the throttle pedal sensor.

[0099] In this step, after the range extender enters the first pre-ignition control mode, firstly, the accelerator pedal sensor collects multiple actual depressing depths of the accelerator pedal; then, based on the comparison between the multiple actual depressing depths of the accelerator pedal and the maximum depressing depth of the accelerator pedal, multiple ratios between the actual depressing depths of the accelerator pedal and the maximum depressing depth of the accelerator pedal are determined; finally, this ratio is determined as multiple accelerator depth ratios representing the depressing depth of the accelerator pedal.

[0100] Specifically, when the accelerator pedal is fully depressed, the pedal depth is at its maximum, and the corresponding accelerator depth ratio is 100%; when the accelerator pedal is not under any force, the pedal depth is at its minimum, and the corresponding accelerator depth ratio is 0%; when the accelerator pedal is depressed to half its maximum depth, the corresponding accelerator depth ratio is 50%.

[0101] S1022. By statistically analyzing the multiple throttle depth ratios, determine the throttle depth ratio and the increase in the depth ratio included in the throttle signal parameters corresponding to the current moment.

[0102] In this step, firstly, based on the acquired multiple throttle depth ratios, the throttle depth ratio corresponding to the current moment can be determined by statistical analysis; then, based on the throttle depth ratio corresponding to each moment, the increase in the depth ratio corresponding to the current moment is determined by subtracting the throttle depth ratio corresponding to the current moment from the throttle depth ratio corresponding to the previous moment; finally, the throttle depth ratio corresponding to the current moment and the increase in the depth ratio are determined as the throttle signal parameters corresponding to the current moment.

[0103] For example, after the range extender enters the first pre-ignition control mode, the throttle depth ratios at five different times are collected, which are 15%, 20%, 28%, 36%, and 50%, respectively; the increases in the depth ratios at these five times are 0%, 5%, 8%, 8%, and 14%, respectively.

[0104] S103. Determine whether the throttle signal parameters meet the first predetermined condition.

[0105] Furthermore, the first predetermined condition includes the increase in the depth ratio being greater than a preset incremental threshold or the throttle depth ratio at the current moment being a preset depth value. The preset incremental threshold indicates the degree of change in the output power of the power battery during vehicle operation, indicating the vehicle's acceleration state; the preset depth value indicates the minimum depth to which the accelerator pedal is depressed.

[0106] Specifically, in one possible implementation of this application, the preset incremental threshold is selected as 10%, but is not limited to 10%, and may be other preset incremental thresholds, which are not limited here; the preset depth value is selected as 0%, indicating the minimum depth of the accelerator pedal, but is not limited to 0%, and may be other preset depth values, which are not limited here.

[0107] In this step, firstly, the increase in the depth ratio at the current moment is compared with a preset incremental threshold to determine whether the increase in the depth ratio at the current moment is greater than the preset incremental threshold; then, if the increase in the depth ratio at the current moment is less than or equal to the preset incremental threshold, the throttle depth ratio at the current moment is compared with a preset depth value to determine whether the throttle depth ratio at the current moment is the preset depth value; finally, based on the comparison and determination results, it is determined whether the throttle signal parameters meet the first predetermined condition.

[0108] For example, when the throttle depth ratios at five different times are collected, which are 15%, 20%, 28%, 36%, and 50%, respectively, the increases in the depth ratios at these five times are 0%, 5%, 8%, 8%, and 14%, respectively. Comparing these increases in the depth ratios with a preset increment threshold of 10%, it can be determined that the increase in the depth ratio at the fifth time, which is 14%, is greater than the preset increment threshold of 10%. At this time, the throttle signal parameters meet the first predetermined condition. When the throttle depth ratio at a certain time is collected as 0%, the throttle depth ratio at this time is equal to the preset depth value of 0%, and the throttle signal parameters meet the first predetermined condition.

[0109] S104. If so, control the range extender to operate in the normal charging mode so that the range extender exits the first pre-ignition control mode and enters the normal control mode.

[0110] In this step, if the throttle signal parameter meets the first predetermined condition, that is, the increase in the depth ratio is greater than the preset incremental threshold or the throttle depth ratio at the current moment is the preset depth value, it indicates that the range extender has successfully suppressed the pre-ignition of the range extender through the first pre-ignition control mode. At this time, the range extender is controlled to operate in the normal charging mode, that is, to return to the normal driving state of the vehicle. In this way, the range extender exits the first pre-ignition control mode and enters the normal control mode.

[0111] Optionally, please refer to Figure 2 , Figure 2 This is a second flowchart illustrating a pre-ignition control method for a vehicle range extender provided in an embodiment of this application. Figure 2 As shown, in addition to the method for controlling the pre-ignition of the vehicle range extender described in steps S101 to S104, steps S105 to S107 are also included. Specifically, steps S105 to S107 are used to explain a method for determining whether to exit the first pre-ignition control mode and enter the normal control mode based on the duration of the range extender's idling charging if the throttle signal parameter meets the first predetermined condition, so as to ensure the high efficiency of the vehicle range extender's operation.

[0112] S105. If the throttle signal parameters do not meet the first predetermined condition, then after the range extender enters the first pre-ignition control mode, the duration of the range extender idling and charging is obtained.

[0113] In this step, if the increase in the depth ratio is less than or equal to the preset incremental threshold and the throttle depth ratio corresponding to the current moment is not equal to the preset depth value, firstly, the start time of the range extender entering the first pre-ignition control mode is determined; then, the corresponding moment when the throttle signal parameter at the current moment does not meet the first predetermined condition is determined; finally, the time difference between the current moment and the start time is calculated to determine the duration of the range extender idling and charging.

[0114] S106. Determine whether the duration is greater than a preset time threshold.

[0115] It should be noted that the preset time threshold calibrates the maximum duration of the vehicle range extender when it enters the first pre-ignition control stage, so as to ensure that after suppressing the pre-ignition of the range extender, the range extender can be restored to the normal charging mode in time, so as to ensure the normal driving state of the vehicle.

[0116] Specifically, in one possible implementation of this application, the preset time threshold is selected within the range of 10-15s based on the factory parameters of the vehicle's range extender, but is not limited to the range of 10-15s. It can also be other preset time thresholds, which are not limited here.

[0117] In this step, the duration of the range extender's idling charging is compared with a preset time threshold to determine whether the duration exceeds the preset time threshold.

[0118] S107. If so, control the range extender to operate in the normal charging mode so that the range extender exits the first pre-ignition control mode and enters the normal control mode.

[0119] In this step, if the duration of the range extender idling and charging is greater than the preset time threshold, it indicates that the range extender has been idling and charging for a period of time in the first pre-ignition control mode, effectively suppressing the pre-ignition of the range extender. At this time, the range extender is controlled to operate in the normal charging mode, that is, to return to the normal driving state of the vehicle. In this way, the range extender exits the first pre-ignition control mode and enters the normal control mode.

[0120] For example, if the preset time threshold is 12s and the obtained duration of the range extender idling and charging is 16s, then the obtained duration of the range extender idling and charging is greater than the preset time threshold. In this case, the range extender is controlled to operate in the normal charging mode so that the range extender exits the first pre-ignition control mode and enters the normal control mode.

[0121] Furthermore, if the duration of the range extender's idling charging is less than or equal to a preset time threshold, the range extender is controlled to continue in the first pre-ignition control mode, and pre-ignition of the range extender is suppressed by idling charging.

[0122] For further details, please refer to Figure 3 , Figure 3 This is a control structure diagram of a power unit for a range-extended electric vehicle provided as an embodiment of this application. Figure 3 As shown in the illustration, the control structure of the power unit of the range-extended vehicle provided in this application embodiment includes: a vehicle VCU system 31, a vehicle EMS system 32, a range extender engine 33, a knock sensor 331, a drive shaft 34, and a generator 35. When pre-ignition occurs in the range extender engine 33, the knock sensor 331 sends a pre-ignition information signal to the EMS system 32. The EMS system 32 sends a pre-ignition trigger signal representing the pre-ignition flag to the VCU system 31 based on the pre-ignition information signal. In response to the pre-ignition trigger signal, the VCU system controls the EMS system to perform speed and torque control on the range extender engine through CAN communication to control the range extender to enter the first pre-ignition control stage. When the range extender engine is working, it drives the generator 35 to output power to the power battery through the drive shaft 34.

[0123] The pre-ignition control method for a vehicle range extender provided in this application responds to a pre-ignition trigger signal issued by the vehicle's EMS system for the range extender. It controls the range extender to suppress pre-ignition through idle charging, thereby enabling the range extender to enter a first pre-ignition control mode. After entering the first pre-ignition control mode, it acquires the throttle signal parameters corresponding to the current moment, collected by the throttle pedal sensor. It then determines whether the throttle signal parameters meet a first predetermined condition. If so, it controls the range extender to operate in a normal charging mode, thereby exiting the first pre-ignition control mode and entering a normal control mode. When pre-ignition occurs in the range extender of a range-extended vehicle, the method determines whether idle charging is necessary to suppress pre-ignition based on the SOC of the power battery. In idle charging mode, the control mode switching of the range extender is controlled based on the acquired throttle signal parameters and the idle charging time, improving the fuel economy of the range extender in the range-extended vehicle and thus increasing its service life.

[0124] Please see Figure 4 , Figure 5 , Figure 4 This is one of the structural schematic diagrams of a pre-ignition control device for a vehicle range extender provided in an embodiment of this application. Figure 5 This is a second schematic diagram of a pre-ignition control device for a vehicle range extender provided in an embodiment of this application. Figure 4 As shown, the pre-ignition control device 400 includes:

[0125] The first control module 410 is used to respond to the pre-ignition trigger signal sent by the vehicle's EMS system to the range extender, and control the range extender to suppress the pre-ignition of the range extender by idling charging, so that the range extender enters the first pre-ignition control mode.

[0126] The parameter acquisition module 420 is used to acquire the throttle signal parameters corresponding to the current moment collected by the throttle pedal sensor after the range extender enters the first pre-ignition control mode.

[0127] The judgment module 430 is used to determine whether the throttle signal parameters meet the first predetermined condition;

[0128] The second control module 440 is used to control the range extender to operate in a normal charging mode if the throttle signal parameters meet the first predetermined conditions, so that the range extender exits the first pre-ignition control mode and enters the normal control mode.

[0129] Furthermore, when the first control module 410, in response to a pre-ignition trigger signal issued by the vehicle's EMS system for the range extender, controls the range extender to suppress pre-ignition by idling charging, thereby causing the range extender to enter a first pre-ignition control mode, the first control module 410 is configured to:

[0130] In response to the pre-ignition trigger signal issued by the vehicle's EMS system based on the pre-ignition information detected by the knock sensor installed in the range extender, which represents the pre-ignition flag of the range extender, a request message including battery state parameters representing the operating state of the power battery is sent to the power battery pack.

[0131] Obtain battery state parameters, including the SOC value of the power battery, sent by the power battery pack according to the request information;

[0132] Determine whether the SOC value of the power battery included in the battery state parameters meets the second predetermined condition; if so, control the range extender to suppress the pre-ignition of the range extender by idling charging, so that the range extender enters the first pre-ignition control mode.

[0133] Furthermore, the first control module 410 is also used for:

[0134] If the battery state parameters do not meet the second predetermined condition, the range extender is controlled to operate in the normal charging mode so that the range extender enters the second pre-ignition control mode.

[0135] In the second pre-ignition control mode of the range extender, the air-fuel ratio of the range extender is reduced to the calibrated air-fuel ratio to suppress pre-ignition of the range extender.

[0136] Furthermore, when the parameter acquisition module 420 acquires the throttle signal parameters corresponding to the current moment collected by the throttle pedal sensor after the range extender enters the first pre-ignition control mode, the parameter acquisition module 420 is used to:

[0137] After the range extender enters the first pre-ignition control mode, it acquires multiple throttle depth ratios, which represent the depth of the throttle pedal, from the throttle signal parameters collected by the throttle pedal sensor.

[0138] By statistically analyzing the multiple throttle depth ratios, the throttle depth ratios and the increase in throttle ratios included in the throttle signal parameters at the current moment are determined.

[0139] Furthermore, such as Figure 5 As shown, the pre-ignition control device 400 further includes a third control module 450, which is used for:

[0140] If the throttle signal parameters do not meet the first predetermined condition, then after the range extender enters the first pre-ignition control mode, the duration of the range extender idling and charging is obtained.

[0141] Determine whether the duration is greater than a preset time threshold;

[0142] If so, the range extender will be controlled to operate in the normal charging mode, so that the range extender exits the first pre-ignition control mode and enters the normal control mode.

[0143] The pre-ignition control device for a vehicle range extender provided in this application embodiment responds to a pre-ignition trigger signal issued by the vehicle's EMS system for the range extender. It controls the range extender to suppress pre-ignition through idle charging, thereby enabling the range extender to enter a first pre-ignition control mode. After entering the first pre-ignition control mode, it acquires the throttle signal parameters corresponding to the current moment collected by the throttle pedal sensor. It then determines whether the throttle signal parameters meet a first predetermined condition. If so, it controls the range extender to operate in a normal charging mode, thereby exiting the first pre-ignition control mode and entering a normal control mode. When pre-ignition occurs in the range extender of a range-extended vehicle, the system determines whether idle charging is necessary to suppress pre-ignition based on the SOC of the power battery. In idle charging mode, the system controls the switching of the range extender's control mode based on the acquired throttle signal parameters and the idle charging time, improving the fuel economy of the range extender in the range-extended vehicle and thus increasing its service life.

[0144] This application also provides a vehicle that applies the pre-ignition control method of the above-described vehicle range extender.

[0145] Please see Figure 6 , Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 6 As shown, the electronic device 600 includes a processor 610, a memory 620, and a bus 630.

[0146] The memory 620 stores machine-readable instructions executable by the processor 610. When the electronic device 600 is running, the processor 610 and the memory 620 communicate via the bus 630. When the machine-readable instructions are executed by the processor 610, they can perform the operations described above. Figure 1 as well as Figure 2 The steps of the pre-ignition control method for the vehicle range extender in the method embodiment shown are described in detail in the method embodiment, and will not be repeated here.

[0147] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0148] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Additionally, the shown or discussed mutual couplings, direct couplings, or communication connections may be through some communication interfaces; indirect couplings or communication connections between devices or units may be electrical, mechanical, or other forms.

[0149] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0150] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0151] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a processor-executable, non-volatile, computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0152] Finally, it should be noted that the above-described embodiments are merely specific implementations of this application, used to illustrate the technical solutions of this application, and not to limit them. The scope of protection of this application is not limited thereto. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features, within the scope of the technology disclosed in this application. Such modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling pre-ignition in a vehicle range extender, characterized in that, The pre-ignition control method includes: In response to the pre-ignition trigger signal issued by the vehicle's EMS system for the range extender, the range extender is controlled to suppress pre-ignition by idling charging, so that the range extender enters the first pre-ignition control mode. After the range extender enters the first pre-ignition control mode, it acquires the throttle signal parameters corresponding to the current moment collected by the throttle pedal sensor; Determine whether the throttle signal parameters meet the first predetermined condition; If so, the range extender will be controlled to operate in the normal charging mode, so that the range extender exits the first pre-ignition control mode and enters the normal control mode.

2. The method according to claim 1, characterized in that, The response to the pre-ignition trigger signal issued by the vehicle's EMS system for the range extender, controlling the range extender to suppress pre-ignition through idle charging, thereby enabling the range extender to enter a first pre-ignition control mode, includes: In response to the pre-ignition trigger signal issued by the vehicle's EMS system based on the pre-ignition information detected by the knock sensor installed in the range extender, which represents the pre-ignition flag of the range extender, a request message including battery state parameters representing the operating state of the power battery is sent to the power battery pack. Obtain battery state parameters, including the SOC value of the power battery, sent by the power battery pack according to the request information; Determine whether the SOC value of the power battery included in the battery state parameters meets the second predetermined condition; If so, the range extender is controlled to suppress pre-ignition by idling charging, so that the range extender enters the first pre-ignition control mode.

3. The method according to claim 2, characterized in that, The second predetermined condition includes the power battery SOC value being greater than a preset power threshold.

4. The method according to claim 2, characterized in that, The method further includes: If the battery state parameters do not meet the second predetermined condition, the range extender is controlled to operate in the normal charging mode so that the range extender enters the second pre-ignition control mode. In the second pre-ignition control mode of the range extender, the air-fuel ratio of the range extender is reduced to the calibrated air-fuel ratio to suppress pre-ignition of the range extender.

5. The method according to claim 1, characterized in that, After the range extender enters the first pre-ignition control mode, the throttle signal parameters corresponding to the current moment are acquired by the throttle pedal sensor, including: After the range extender enters the first pre-ignition control mode, it acquires multiple throttle depth ratios, which represent the depth of the throttle pedal, from the throttle signal parameters collected by the throttle pedal sensor. By statistically analyzing the multiple throttle depth ratios, the throttle depth ratios and the increase in throttle ratios included in the throttle signal parameters at the current moment are determined.

6. The method according to claim 5, characterized in that, The first predetermined condition includes the increase in the depth ratio being greater than a preset incremental threshold or the throttle depth ratio at the current moment being a preset depth value.

7. The method according to claim 1, characterized in that, The method further includes: If the throttle signal parameters do not meet the first predetermined condition, then after the range extender enters the first pre-ignition control mode, the duration of the range extender idling and charging is obtained. Determine whether the duration is greater than a preset time threshold; If so, the range extender will be controlled to operate in the normal charging mode, so that the range extender exits the first pre-ignition control mode and enters the normal control mode.

8. A pre-ignition control device for a vehicle range extender, characterized in that, The pre-ignition control device includes: The first control module is used to respond to the pre-ignition trigger signal sent by the vehicle's EMS system to the range extender, and control the range extender to suppress the pre-ignition of the range extender by idling charging, so that the range extender enters the first pre-ignition control mode. The parameter acquisition module is used to acquire the throttle signal parameters corresponding to the current moment collected by the throttle pedal sensor after the range extender enters the first pre-ignition control mode. The judgment module is used to determine whether the throttle signal parameters meet the first predetermined condition; The second control module is used to control the range extender to operate in a normal charging manner if the throttle signal parameters meet the first predetermined conditions, so that the range extender exits the first pre-ignition control mode and enters the normal control mode.

9. A vehicle, characterized in that, The method for controlling pre-ignition of a vehicle range extender according to any one of claims 1 to 7.

10. An electronic device, characterized in that, include: The device includes a processor, a memory, and a bus. The memory stores machine-readable instructions executable by the processor. When the electronic device is running, the processor communicates with the memory via the bus. The machine-readable instructions are executed by the processor to perform the steps of the pre-ignition control method for a vehicle range extender as described in any one of claims 1 to 7.

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