Starting control method and device of electric hybrid system, vehicle and computer storage medium

Abstract

The application discloses a starting control method and device of an electric hybrid system, a vehicle and a computer storage medium. Real-time vehicle state parameters and battery state parameters are acquired. Whether the battery discharge capacity is sufficient is determined according to the vehicle state parameters and the battery state parameters. If it is determined that the battery discharge capacity is sufficient, the engine is started in a closed-loop state of air-fuel ratio according to a corresponding first high-voltage starting mode. The technical scheme can reduce the fuel consumption and emission of the high-voltage starting mode of the electric hybrid system and optimize the NVH of the engine during starting.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a starting control method, device, vehicle, and computer storage medium for an electric hybrid system. Background Technology

[0002] Currently, based on the goal of energy conservation and emission reduction, electric hybrid systems prioritize high-pressure starting for engine start control. This is to improve the problems of richer fuel injection, poorer emissions, and poorer NVH (Noise, Vibration, Harshness) caused by low-pressure starting by reducing the frequency of low-pressure starting.

[0003] However, under the current high-pressure start strategy, since the engine starts in an open-loop air-fuel ratio state (i.e., the engine has not entered the closed-loop air-fuel ratio system; the closed-loop air-fuel ratio system refers to the engine management system (EMS) controlling intake and fuel injection to bring the air-fuel ratio close to the software's set value. To avoid damage to the oxygen sensor during heating due to condensation, the EMS needs to calculate whether the exhaust volume has reached a threshold to determine if the engine has passed the dew point, and then control the oxygen sensor to heat to the target temperature before entering the closed-loop air-fuel ratio system), the engine still needs to enrich the fuel injection appropriately during high-pressure start, although the enrichment level is lower than that during low-pressure start.

[0004] In summary, the high-voltage start-up method of existing electric hybrid systems still requires fuel enrichment during engine start-up. The more fuel enrichment is added, the higher the fuel consumption and emissions will be, and the greater the engine speed surge after start-up will result in worse NVH. Summary of the Invention

[0005] The main objective of this application is to provide a starting control method, device, vehicle, and computer storage medium for an electric hybrid system, which aims to reduce fuel consumption and emissions from the high-voltage starting method of the electric hybrid system, and to optimize NVH during engine start-up.

[0006] To achieve the above objectives, this application provides a start-up control method for an electric hybrid system, the start-up control method for the electric hybrid system comprising:

[0007] Obtain real-time vehicle status parameters and battery status parameters;

[0008] Determine whether the battery discharge capacity is sufficient based on the vehicle status parameters and the battery status parameters;

[0009] If it is determined that the battery has sufficient discharge capacity, the engine is controlled to start in the closed-loop air-fuel ratio state according to the corresponding first high-voltage start mode.

[0010] Optionally, the step of controlling the engine to start in the air-fuel ratio closed-loop state according to the corresponding first high-pressure start mode includes:

[0011] The first engine start command is sent to the generator controller and engine management system in accordance with the first high-voltage start mode;

[0012] Receive status information fed back by the generator controller and the engine management system after responding to the first engine start command;

[0013] Based on the status information, the engine is controlled to start by closed-loop fuel injection and ignition according to the air-fuel ratio.

[0014] Optionally, the status information includes: generator speed information, dew point indicator information, and air-fuel ratio open / closed loop indicator information. The step of controlling the engine to perform closed-loop fuel injection and ignition according to the status information includes:

[0015] The system confirms whether the vehicle generator has reached the target speed based on the generator speed information, determines whether the dew point has passed based on the dew point indicator information, and determines whether the air-fuel ratio is closed based on the air-fuel ratio open / closed loop indicator information.

[0016] If the vehicle generator reaches the target speed and has passed the dew point and air-fuel ratio closed loop, then the engine is controlled to inject fuel and ignite according to the air-fuel ratio closed loop.

[0017] Optionally, after the step of controlling the engine to perform closed-loop fuel injection ignition according to the air-fuel ratio, the method further includes:

[0018] When the engine speed reaches idle speed, the engine speed maintenance time for maintaining idle speed is recorded.

[0019] If the speed maintenance time is greater than or equal to the preset idle speed maintenance time threshold, then it is determined that the engine has started successfully according to the first high-pressure start mode, and the start failure count of the first high-pressure start mode is cleared.

[0020] If the engine speed is less than the idle speed or the engine speed maintenance time is less than the preset idle speed maintenance time threshold, then it is determined that the engine has failed to start according to the first high-pressure start mode, and the start failure count is incremented.

[0021] Optionally, the vehicle status parameters include the first engine starting power requirement and the vehicle's normal power consumption requirement, and the battery status parameters include the battery discharge power.

[0022] The step of determining whether the battery discharge capacity is sufficient based on the vehicle state parameters and the battery state parameters includes:

[0023] Determine a first power sum of the power required for the first engine to start and the power required for the vehicle's normal power consumption, and determine a first power difference between the battery discharge power and the first power sum;

[0024] When the first power difference is higher than a preset first threshold, it is determined that the battery has excess discharge capacity.

[0025] When the first power difference is not higher than a preset first threshold, it is determined that the battery's discharge capacity is insufficient.

[0026] Optionally, the vehicle status parameters further include a second engine starting power requirement, and the method further includes:

[0027] When it is determined that the battery discharge capacity is insufficient, a second power difference is determined between the battery discharge power and the second power sum, wherein the second power sum is the sum of the second engine starting power demand and the vehicle's normal power demand.

[0028] When the first power difference is higher than the preset second threshold, the engine is controlled to start in the air-fuel ratio open-loop state according to the corresponding second high-pressure start mode, wherein the preset second threshold is less than the preset first threshold;

[0029] When the first power difference is not higher than the preset second threshold, the engine is started according to the low-pressure start mode or the clutch start mode.

[0030] Optionally, the method further includes:

[0031] Determine the start failure count for each of the first high-voltage start mode and the second high-voltage start mode;

[0032] When it is determined that the battery discharge capacity is sufficient, if the start failure count of the first high-voltage start mode is not higher than the failure count threshold, then the engine is controlled to start in the air-fuel ratio closed-loop state according to the first high-voltage start mode.

[0033] When it is determined that the battery discharge capacity is sufficient, if the start failure count of the first high-voltage start mode is higher than the failure count threshold, and the start failure count of the second high-voltage start mode is not higher than the failure count threshold, then the engine is controlled to start in the air-fuel ratio open-loop state according to the second high-voltage start mode.

[0034] If the start failure counts of both the first high-pressure start mode and the second high-pressure start mode are higher than the failure count threshold, then the engine is controlled to start according to the low-pressure start mode or the clutch start mode.

[0035] Furthermore, to achieve the above objectives, this application also provides a start-up control device for an electric hybrid system, the start-up control device for the electric hybrid system comprising:

[0036] The acquisition module is used to acquire real-time vehicle status parameters and battery status parameters;

[0037] The determination module is used to determine whether the battery discharge capacity is sufficient based on the vehicle state parameters and the battery state parameters.

[0038] The start control module is used to control the engine to start in the air-fuel ratio closed-loop state according to the corresponding first high-voltage start mode if the determining module determines that the battery has sufficient discharge capacity.

[0039] Each functional module of the electric hybrid system's start-up control device can implement the steps of the electric hybrid system's start-up control method as described above during operation.

[0040] Furthermore, to achieve the above objectives, this application also provides a vehicle comprising: a memory, a processor, and a computer program stored in the memory for implementing the start-up control method of the electric hybrid system, wherein the memory is used to store the computer program; the processor is used to execute the computer program; and the processor, when executing the computer program, can implement the steps of the start-up control method of the electric hybrid system as described above.

[0041] This application also provides a computer storage medium storing a computer program, which, when executed by a processor, implements the steps of the above-described start-up control method for an electric hybrid system.

[0042] In addition, to achieve the above objectives, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the above-described electric hybrid system startup control method.

[0043] This application provides a starting control method, device, vehicle, and computer storage medium for an electric hybrid system. The method involves acquiring real-time vehicle status parameters and battery status parameters; determining whether the battery discharge capacity is sufficient based on the vehicle status parameters and battery status parameters; and if the battery discharge capacity is sufficient, controlling the engine to start in a closed-loop air-fuel ratio state according to the corresponding first high-voltage starting mode.

[0044] That is, this application obtains the vehicle status parameters and battery status parameters in real time, and then determines whether the vehicle's battery discharge capacity is sufficient at the current moment based on the vehicle status parameters and battery status parameters. If it is determined that the vehicle's battery discharge capacity is sufficient, the engine is controlled according to the first high-voltage start mode corresponding to the situation, and the engine is started in the air-fuel ratio closed loop state.

[0045] Thus, compared to the traditional method of controlling the engine to start in an open-loop air-fuel ratio state, the technical solution of this application, when determining that the vehicle's battery discharge capacity is sufficient based on vehicle state parameters and battery state parameters, controls the engine to start in a closed-loop air-fuel ratio state according to the new high-voltage start mode. In this way, the technical solution of this application can significantly optimize emissions, fuel consumption and NVH during the high-voltage start process of the electric hybrid system.

[0046] Furthermore, the technical solution of this application only involves optimization at the software and calibration levels, without the need for additional vehicle hardware facilities. The overall control strategy has low implementation cost and is easy to platformize. Attached Figure Description

[0047] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0048] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0049] Figure 1 This is a flowchart illustrating the first embodiment of the start-up control method for the electric hybrid system of this application;

[0050] Figure 2 This is a schematic diagram of the control architecture of an electric hybrid system according to an embodiment of the start-up control method of the electric hybrid system in this application.

[0051] Figure 3 An embodiment of the start-up control method for the electric hybrid system of this application includes a mapping table of a generator-driven target speed N, engine idle speed n, and engine coolant temperature T.

[0052] Figure 4 An embodiment of the starting control method for the electric hybrid system of this application involves a mapping table of generator driving torque tq2, generator real-time speed, and engine coolant temperature T;

[0053] Figure 5 The target rotational speed N of the generator driven by the electric hybrid system in this application is mapped to the engine idle speed n and the engine coolant temperature T in one embodiment of the starting control method of the electric hybrid system.

[0054] Figure 6 Another generator driving torque tq2, the generator real-time speed and engine water temperature T are mapped to each other in one embodiment of the starting control method of the electric hybrid system of this application.

[0055] Figure 7 This is a schematic diagram of the functional modules involved in an embodiment of the start-up control device for the electric hybrid system of this application;

[0056] Figure 8 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the vehicle in the embodiments of this application.

[0057] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0058] It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit this application.

[0059] It should be noted that, as an important vehicle for achieving dual carbon goals, electric hybrid systems (including hybrid and range-extended electric vehicles) are one of the main technical solutions for automotive power systems. Currently, the market share of electric hybrid vehicles is steadily increasing, and their contribution to energy conservation and emission reduction is becoming increasingly significant.

[0060] Based on the goal of energy conservation and emission reduction, electric hybrid systems prioritize high-pressure starting for engine start-up control. This reduces the frequency of low-pressure engine start-up, thereby mitigating issues such as richer fuel injection, poorer emissions, and poorer NVH (Noise, Vibration, and Harshness) during the start-up process.

[0061] However, under the current high-pressure start-up strategy, the engine starts in an open-loop air-fuel ratio state. This means that after heating the oxygen sensor to the target temperature, it enters a closed-loop air-fuel ratio state. However, heating the oxygen sensor requires the engine to be above its dew point to prevent damage from condensation during the heating process. Therefore, the engine still needs appropriate fuel enrichment during high-pressure start-up, albeit to a lower degree than during low-pressure start-up. In other words, the existing high-pressure start-up method for electric hybrid systems still requires fuel enrichment during engine start-up. More fuel enrichment leads to higher fuel consumption and emissions, and also causes a greater initial engine speed surge after start-up, resulting in poorer NVH (noise, vibration, and harshness).

[0062] Based on the above phenomena, this application provides a starting control method for an electric hybrid system. By acquiring real-time vehicle status parameters and battery status parameters, the method determines whether the vehicle's battery discharge capacity is sufficient at the current moment. If it is determined that the vehicle's battery discharge capacity is sufficient, the method controls the engine according to the first high-voltage starting mode corresponding to the situation and starts the engine in a closed-loop air-fuel ratio state.

[0063] Therefore, compared to the traditional method of controlling the engine to start in an open-loop air-fuel ratio state, the technical solution of this application, when determining that the vehicle's battery discharge capacity is sufficient based on vehicle and battery state parameters, controls the engine to start in a closed-loop air-fuel ratio state according to a new high-voltage start mode. This significantly optimizes emissions, fuel consumption, and NVH during the high-voltage start-up process of the hybrid system. Furthermore, the technical solution of this application only involves software and calibration optimizations, requiring no additional vehicle hardware. The overall control strategy has low implementation cost and is easily platform-based.

[0064] Based on the overall concept of the start-up control method for the electric hybrid system of this application, a first embodiment of the start-up control method for the electric hybrid system of this application is proposed.

[0065] Please refer to Figure 1 , Figure 1 This is a flowchart illustrating the steps of the first embodiment of the start-up control method for the electric hybrid system of this application. It should be noted that although the logical order is shown in the flowchart, in some cases, the steps shown or described may be performed in a different order than that shown here.

[0066] Furthermore, in this embodiment, the executing entity of the start-up control method of the electric hybrid system of this application can be the vehicle itself. Of course, the executing entity of the start-up control method of the electric hybrid system of this application can also be a data processing terminal integrated inside the vehicle or a terminal device connected to the vehicle. For ease of explanation and reading comprehension, the vehicle's vehicle control unit (VCU) will be used as the executing entity to describe each embodiment of the start-up control method of the electric hybrid system of this application.

[0067] like Figure 1 As shown, in the first embodiment of the start-up control method for the electric hybrid system of this application, the start-up control method for the electric hybrid system of this application specifically includes the following steps:

[0068] Step S10: Obtain real-time vehicle status parameters and battery status parameters;

[0069] In this embodiment, the vehicle's vehicle control unit (VCU) continuously collects real-time vehicle status parameters and battery status parameters, which are then used to select the engine start mode to be executed subsequently.

[0070] It should be noted that, in this embodiment and in other feasible embodiments described below, the electric hybrid system control architecture involved in the start-up control method of the electric hybrid system of this application can be as follows: Figure 2As shown, the vehicle control unit (VCU) communicates with the chassis CAN, body CAN, gateway, in-vehicle entertainment system, and instrument cluster via an external common CAN (Controller Area Network) bus. It also communicates with the engine management system (EMS) and transmission controller (TCU) via an internal HCAN, and with the battery management system (BMS), drive motor controller (MCU), and generator controller (GCU) via an internal EVCAN. In this way, the VCU can obtain real-time vehicle and battery status parameters by receiving signals from the external common CAN, internal EVCAN, internal HCAN, and hardwired signals.

[0071] Furthermore, in some feasible embodiments, after receiving external common CAN, internal EVCAN, internal HCAN signals, and hard-wired signals, the vehicle control unit (VCU) can perform software model calculations based on these signal inputs to determine whether the engine needs to be started. Based on this, when the VCU determines that the engine needs to be started based on the software model calculations using the external common CAN, internal EVCAN, internal HCAN, and hard-wired signals, it can further obtain real-time vehicle status parameters and battery status parameters.

[0072] Step S20: Determine whether the battery discharge capacity is sufficient based on the vehicle state parameters and the battery state parameters;

[0073] In this embodiment, after acquiring real-time vehicle status parameters and battery status parameters, the vehicle control unit (VCU) can further select different start-up modes based on the conditions represented by these parameters. Specifically, the VCU determines the vehicle's battery discharge capacity at the current moment by analyzing and comparing the battery and vehicle status parameters, assessing whether it is sufficient for high-voltage engine starting.

[0074] It should be noted that, in this embodiment and other feasible embodiments, the starting mode of the high-voltage starting engine involved in the starting control method of the electric hybrid system of this application includes a first high-voltage starting mode and a second high-voltage starting mode. In this case, the first engine starting power demand P1 in the vehicle state parameters corresponding to the first high-voltage starting mode is higher than the second engine starting power demand P2 in the vehicle state parameters corresponding to the second high-voltage starting mode.

[0075] Step S30: If it is determined that the battery has sufficient discharge capacity, then the engine is controlled to start in the air-fuel ratio closed-loop state according to the corresponding first high-voltage start mode.

[0076] In this embodiment, when the vehicle's vehicle control unit (VCU) determines that the battery discharge capacity of the vehicle at the current moment is sufficient for high-voltage engine starting, it can control the engine to start in a closed-loop air-fuel ratio state according to the first high-voltage start mode corresponding to the sufficient battery discharge capacity.

[0077] It should be noted that, in this embodiment and other feasible embodiments, the vehicle control unit (VCU) can send a fuel injection permission command to the engine management system (EMS), and the EMS, upon receiving the fuel injection permission command, controls the engine to perform fuel injection and ignition according to the air-fuel ratio closed loop to complete the start-up.

[0078] In this embodiment, the starting control method of the electric hybrid system of this application continuously collects real-time vehicle status parameters and battery status parameters through the vehicle's vehicle control unit (VCU). Then, it analyzes and compares these battery status parameters with the vehicle status parameters to determine whether the vehicle's battery discharge capacity at the current moment is sufficient for high-voltage engine starting. Therefore, if it is determined that the vehicle's battery discharge capacity at the current moment is sufficient for high-voltage engine starting, the engine is controlled to start in a closed-loop air-fuel ratio state according to the first high-voltage starting mode corresponding to this sufficient battery discharge capacity.

[0079] Compared to traditional methods that only control engine startup in an open-loop air-fuel ratio state, this application controls the engine to start in a closed-loop air-fuel ratio state according to a new high-voltage startup mode when the vehicle's battery discharge capacity is sufficient based on vehicle and battery state parameters. This further reduces the frequency of engine startup in an open-loop air-fuel ratio state. Thus, this application can significantly optimize emissions, fuel consumption, and NVH during the high-voltage startup process of the electric hybrid system. Furthermore, this application only involves software and calibration optimizations, requiring no additional vehicle hardware. The overall control strategy has low implementation cost and is easily platform-based.

[0080] Furthermore, based on the first embodiment of the start-up control method for the electric hybrid system of this application described above, a second embodiment of the start-up control method for the electric hybrid system of this application is proposed.

[0081] In the second embodiment of the start-up control method for the electric hybrid system of this application, the step S30 above, "controlling the engine to start in the air-fuel ratio closed-loop state according to the corresponding first high-pressure start-up mode," may include:

[0082] The first engine start command is sent to the generator controller and engine management system in accordance with the first high-voltage start mode;

[0083] Receive status information fed back by the generator controller and the engine management system after responding to the first engine start command;

[0084] Based on the status information, the engine is controlled to start by closed-loop fuel injection and ignition according to the air-fuel ratio.

[0085] In this embodiment, when the vehicle controller (VCU) determines that the battery has sufficient discharge capacity and thus selects to control the engine start according to the first high-voltage start mode, it can first send a first engine start command to both the generator controller (GCU) and the engine management system (EMS) according to the first high-voltage start mode. Then, the VCU receives the generator status information fed back by the generator controller (GCU) after responding to the first engine start command and driving the engine to rotate, and the engine dew point status information fed back by the engine management system (EMS) after responding to the first engine start command and performing over-dew point processing. Therefore, the VCU can determine whether to start the engine based on the received status information, and when it determines that the engine should start, it sends a fuel injection permission command to the engine management system (EMS). Upon receiving the fuel injection permission command, the engine management system (EMS) controls the engine to perform fuel injection and ignition according to the air-fuel ratio closed loop to complete the start-up.

[0086] It should be noted that, in this embodiment and other feasible embodiments, the status information received by the vehicle controller (VCU) includes: generator speed information, dew point flag information, and air-fuel ratio open / closed loop flag information.

[0087] Optionally, after receiving the first engine start command from the vehicle controller (VCU), the generator controller (GCU) controls the generator to drive the engine according to the torque obtained from the lookup table, and determines whether the generator has reached the lookup table (e.g., ...). Figure 3 The target rotational speed N of the generator, the engine idle speed n, and the engine coolant temperature T shown in the figure are mapping relationships, and as follows: Figure 4 The target speed N is obtained by mapping the generator driving torque tq2 to the real-time generator speed and engine coolant temperature T (as shown in the table). If the target speed N is found, the speed control module maintains the generator speed at N; otherwise, it continues to drive the engine. During this process, the generator controller GCU continuously feeds back the generator speed information to the vehicle controller VCU. Furthermore, if the generator controller GCU receives a torque reduction request while maintaining the generator speed at N, it controls the generator to reduce torque to 0; otherwise, it continues to maintain the generator speed at the target speed N.

[0088] Similarly, upon receiving the first engine start command from the vehicle control unit (VCU), the engine management system (EMS) immediately performs dew point processing on the engine and continuously sends dew point flags (0 and 1, where 1 indicates dew point has passed) and air-fuel ratio closed-loop flags (0 and 1, where 1 indicates closed-loop) to the VCU. Furthermore, engine dew point refers to the time it takes for the oxygen sensor to be heated directly during engine start-up, as water or ice may be present in the exhaust system. This heating can damage the oxygen sensor and condensate. The engine exhausts a certain volume of gas to completely remove any water or ice present in the exhaust system, which is considered passing the dew point. After passing the dew point, the oxygen sensor is heated, and then the air-fuel ratio closed-loop is activated. Currently, well-designed exhaust systems achieve engine dew point times of 2-4 seconds at low temperatures, and less than 2 seconds or even 0 seconds at normal temperatures and above. Increasing engine speed will further shorten the dew point time. The oxygen sensor heating time is 2-3 seconds.

[0089] Based on this, in some feasible embodiments, the step of "controlling the engine to perform closed-loop fuel injection and ignition according to the air-fuel ratio based on the state information" includes:

[0090] The system confirms whether the vehicle generator has reached the target speed based on the generator speed information, determines whether the dew point has passed based on the dew point indicator information, and determines whether the air-fuel ratio is closed based on the air-fuel ratio open / closed loop indicator information.

[0091] If the vehicle generator reaches the target speed and has passed the dew point and air-fuel ratio closed loop, then the engine is controlled to inject fuel and ignite according to the air-fuel ratio closed loop.

[0092] In this embodiment, after receiving the generator speed information from the generator controller (GCU) and the dew point flag and air-fuel ratio open / closed-loop flag information from the engine management system (EMS), the vehicle control unit (VCU) first determines whether the vehicle generator has reached the target speed N based on the generator speed information, then determines whether the engine has passed the dew point based on the dew point flag information, and finally determines whether the air-fuel ratio is closed-loop based on the air-fuel ratio open / closed-loop flag information. Therefore, only when the VCU determines that the vehicle generator has reached the target speed N and has passed the dew point and air-fuel ratio closed-loop is a fuel injection permission command sent to the EMS. Upon receiving this fuel injection permission command, the EMS controls the engine to perform fuel injection and ignition according to the air-fuel ratio closed-loop to complete the start-up process.

[0093] It should be noted that in this embodiment and other feasible implementations, when the vehicle controller (VCU) determines that the vehicle generator has reached the target speed N and has passed the dew point and air-fuel ratio closed loop, it also sends a torque reduction request to the generator controller (GCU), thereby controlling the generator to reduce torque to 0 through the generator controller (GCU).

[0094] Furthermore, in some feasible embodiments, the start-up control method for the electric hybrid system of this application, after the above-mentioned step of "controlling the engine to inject fuel in a closed loop according to the air-fuel ratio", may further include:

[0095] When the engine speed reaches idle speed, the engine speed maintenance time for maintaining idle speed is recorded.

[0096] If the speed maintenance time is greater than or equal to the preset idle speed maintenance time threshold, then it is determined that the engine has started successfully according to the first high-pressure start mode, and the start failure count of the first high-pressure start mode is cleared.

[0097] If the engine speed is less than the idle speed or the engine speed maintenance time is less than the preset idle speed maintenance time threshold, then it is determined that the engine has failed to start according to the first high-pressure start mode, and the start failure count is incremented.

[0098] In this embodiment, after the vehicle controller (VCU) determines that the vehicle generator has reached the target speed N and has passed the dew point and air-fuel ratio closed loop, and then sends a fuel injection permission command to the engine management system (EMS) to control the engine to perform fuel injection and ignition according to the air-fuel ratio closed loop, the VCU further determines whether the engine speed is not less than the idle speed and counts the engine speed maintenance time above the idle speed within the start-up time threshold t. Then, it determines whether the engine speed maintenance time is greater than or equal to a preset idle speed maintenance time threshold t1. If so, it determines that the engine start according to the first high-pressure start mode was successful and resets the start failure counter corresponding to the first high-pressure start mode to zero. However, if the VCU determines that within the start-up time threshold t, the aforementioned engine speed maintenance time is less than the preset idle speed maintenance time threshold t1, or the engine speed is less than the idle speed, then the VCU determines that the engine start according to the first high-pressure start mode failed and increments the start failure counter corresponding to the first high-pressure start mode by 1.

[0099] In this embodiment, the start-up control method of the electric hybrid system of this application specifically controls the engine to start in the closed-loop state of the air-fuel ratio according to the control logic of the first high-pressure start-up mode, thereby reducing the frequency of engine start-up in the open-loop state of the air-fuel ratio, so as to optimize the emissions, fuel consumption and NVH of the electric hybrid system during the high-pressure start-up process.

[0100] That is, the control logic for the first high-voltage start-up mode is as follows:

[0101] ① After receiving the first engine start command, the generator controller GCU controls the generator to drive the engine according to the torque obtained by looking up the table, and determines whether the generator has reached the target speed N obtained by looking up the table. If so, the speed of the generator is maintained at N by the speed control module; otherwise, the generator continues to drive the engine.

[0102] ② When the generator controller GCU is adjusting the speed to maintain the generator speed at N, if it receives a torque reduction request from the vehicle controller VCU, it will control the generator to reduce the torque to 0; otherwise, it will continue to adjust the speed to maintain the generator speed at N.

[0103] ③ After receiving the first engine start command, the engine management system (EMS) continuously sends the dew point flag (0 and 1, where 1 indicates that the dew point has passed) and the air-fuel ratio closed-loop flag (0 and 1, where 1 indicates that the closed loop has been reached) to the vehicle control unit (VCU).

[0104] ④ If the vehicle controller VCU receives a generator speed of N and the dew point flag and air-fuel ratio closed-loop flag sent by the engine management system EMS are both 1, then the vehicle controller VCU sends a torque relief command to the generator controller GCU and a fuel injection permission command to the engine management system EMS.

[0105] ⑤ After receiving the fuel injection permission command, the engine management system (EMS) controls the engine to perform fuel injection and ignition according to the air-fuel ratio closed loop.

[0106] ⑥ Within the start-up time threshold t, the vehicle controller VCU determines whether the engine speed is not less than the idle speed and the duration is greater than the threshold t1. If so, the first high-pressure start-up mode is determined to be successfully started and the start-up failure counter of the first high-pressure start-up mode is cleared to zero.

[0107] ⑦ Within the start-up time threshold t, the vehicle controller (VCU) determines whether the engine speed is not less than the idle speed and the duration is greater than the threshold t1. If not, it is determined that the first high-pressure start-up mode has failed and the start-up failure counter of the first high-pressure start-up mode is incremented by 1.

[0108] It should be noted that, in this embodiment and other feasible embodiments, the start-up time threshold t and the engine speed not lower than the idle speed for the first high-pressure start-up mode are both calculated from the time the generator torque is reduced to 0 and the engine starts fuel injection and ignition. Optionally, t is set to 3s, t1 is set to 0.4s, and the start-up failure counter threshold for the first high-pressure start-up mode is set to 3.

[0109] Furthermore, based on the first and / or second embodiments of the start-up control method for the electric hybrid system described above, a third embodiment of the start-up control method for the electric hybrid system of this application is proposed.

[0110] In the third embodiment of the start-up control method for the electric hybrid system of this application, the aforementioned vehicle state parameters include the first engine start-up power requirement and the vehicle's conventional power consumption requirement, while the battery state parameters include the battery discharge power. Based on this, step S20, determining whether the battery discharge capacity is sufficient based on the vehicle state parameters and the battery state parameters, may include:

[0111] Determine a first power sum of the power required for the first engine to start and the power required for the vehicle's normal power consumption, and determine a first power difference between the battery discharge power and the first power sum;

[0112] When the first power difference is higher than a preset first threshold, it is determined that the battery has excess discharge capacity.

[0113] When the first power difference is not higher than a preset first threshold, it is determined that the battery's discharge capacity is insufficient.

[0114] In this embodiment, when the vehicle's vehicle control unit (VCU) analyzes and compares the battery state parameters and vehicle state parameters to determine the vehicle's battery discharge capacity at the current moment, it can first determine the first power sum of the first engine starting power requirement and the vehicle's normal power consumption power in the vehicle state parameters, and determine the first power difference between the battery discharge power and the first power sum in the battery state parameters. Therefore, when the first power difference is higher than a preset first threshold, the VCU determines the vehicle's battery discharge capacity at the current moment, which is relatively abundant for high-voltage engine starting. Conversely, when the first power difference is not higher than the preset first threshold, the VCU determines the vehicle's battery discharge capacity at the current moment, which is not abundant for high-voltage engine starting.

[0115] It should be noted that in this embodiment and other feasible embodiments, the aforementioned battery discharge power can be the vehicle battery discharge power P over 30 seconds, while the aforementioned first engine start-up power requirement is the power requirement P1 of the vehicle engine when starting in the first high-voltage start-up mode under the air-fuel ratio closed-loop state. The aforementioned vehicle's normal power consumption requirement includes the vehicle driving power requirement Pd and the vehicle non-driving power requirement Pe. Furthermore, a preset first threshold is e1 (the specific value of e1 can be set based on different design needs of actual applications). Thus, when P-P1-Pd-Pe > e1, the vehicle controller (VCU) determines that the vehicle's battery discharge capacity at the current moment is sufficient for high-voltage engine start-up. Therefore, it can select to control the engine to start in the air-fuel ratio closed-loop state according to the first high-voltage start-up mode.

[0116] Optionally, in some feasible embodiments, the above vehicle state parameters further include the second engine startup required power. Based on this, the startup control method of the electric hybrid system of the present application may further include:

[0117] When it is determined that the battery discharge capacity is not sufficient, determine the second power difference between the battery discharge power and the second power sum, where the second power sum is the sum of the second engine startup required power and the vehicle's conventional power consumption required power;

[0118] When the first power difference is higher than a preset second threshold, control the engine to start in the air-fuel ratio open-loop state according to the corresponding second high-voltage startup mode, where the preset second threshold is less than the preset first threshold;

[0119] When the first power difference is not higher than the preset second threshold, control the engine to start according to the low-voltage startup mode or the clutch startup mode.

[0120] In this embodiment, when the vehicle's vehicle control unit (VCU) determines that the battery discharge capacity of the vehicle at the current moment is not sufficient for starting the engine at high voltage, it further determines the second power sum of the second engine startup required power and the vehicle's conventional power consumption required power in the vehicle state parameters, and determines the second power difference between the battery state parameter - the battery discharge power and the second power sum. Thus, when the second power difference is higher than a preset second threshold smaller than the above preset first threshold, the vehicle control unit (VCU) selects to control the engine to start in the air-fuel ratio open-loop state according to the second high-voltage startup mode. And when the first power difference is also not higher than the preset second threshold, the vehicle control unit (VCU) selects to control the engine to start according to the low-voltage startup mode or the clutch startup mode.

[0121] It should be noted that in this embodiment and other feasible embodiments, the above second engine startup required power is the required power P2 when the vehicle's engine starts in the air-fuel ratio open-loop state according to the second high-voltage startup mode, and the preset first threshold is e2 (similarly, the specific value of e2 can be set according to different design requirements of actual applications, and e2 < e1). Thus, when e1 > P - P2 - Pd - Pe > e2, the vehicle control unit (VCU) determines that the battery discharge capacity of the vehicle at the current moment is sufficient to start the engine according to the second high-voltage startup mode, and thus can select to control the engine to start in the air-fuel ratio open-loop state according to the second high-voltage startup mode. And when P - P2 - Pd - Pe < e2, the vehicle control unit (VCU) selects to control the engine to start according to the low-voltage startup mode or the clutch startup mode.

[0122] Furthermore, the starting control method of the hybrid electric system in this application, which controls the engine to start in an open-loop air-fuel ratio state according to the second high-pressure starting mode, can be specifically as follows:

[0123] ① After receiving the second high-voltage start mode command from the vehicle controller, the generator controller (GCU) controls the generator to follow the lookup table (e.g., ... Figure 5 The diagram shows a mapping relationship between the target motor speed n1, the engine idle speed n, and the engine coolant temperature T, where n1 < n, the engine start-up injection speed n0 < n1, n0 = 500 when the electric hybrid system is a range extender, and n0 = 200 when the electric hybrid system is a hybrid system, and so on. Figure 6 The table shown shows the mapping relationship between the generator driving torque tq1 and the generator real-time speed and engine water temperature T. The generator controller GCU determines whether the generator speed has reached the target speed n1 in the table. If it has, the generator is controlled to unload the torque to 0 and stop driving the engine. Otherwise, it continues to drive the engine.

[0124] ② After receiving the second high-pressure start mode command, the engine management system (EMS) determines whether the engine speed is greater than n (n is less than n1, and n1 is less than idle speed). If so, it controls the engine to perform open-loop fuel injection and ignition according to the air-fuel ratio; otherwise, it continues to wait.

[0125] ③ Within the start-up time threshold t, the vehicle controller VCU determines whether the engine speed is not less than the idle speed and the duration is greater than the threshold t1. If so, the second high-pressure start-up mode is determined to be started successfully, and the second high-pressure start-up mode start-up failure counter is cleared to zero.

[0126] ④ Within the start-up time threshold t, the vehicle controller (VCU) determines whether the engine speed is not less than the idle speed and the duration is greater than the threshold t1. If not, it determines that the second high-pressure start-up mode has failed and increments the second high-pressure start-up mode failure counter by 1.

[0127] It should be noted that, in this embodiment and other feasible embodiments, the start-up time threshold t and the engine speed not lower than the idle speed time t1 for the second high-pressure start-up mode are both calculated from the time the generator torque is reduced to 0 and the engine starts fuel injection and ignition. Optionally, t is set to 3s, t1 is set to 0.4s, and the start-up failure counter threshold for the second high-pressure start-up mode is set to 3.

[0128] Optionally, in some feasible embodiments, the start-up control method of the electric hybrid system of this application may further include:

[0129] Determine the start failure count for each of the first high-voltage start mode and the second high-voltage start mode;

[0130] When it is determined that the battery discharge capacity is sufficient, if the start failure count of the first high-voltage start mode is not higher than the failure count threshold, then the engine is controlled to start in the air-fuel ratio closed-loop state according to the first high-voltage start mode.

[0131] When it is determined that the battery discharge capacity is sufficient, if the start failure count of the first high-voltage start mode is higher than the failure count threshold, and the start failure count of the second high-voltage start mode is not higher than the failure count threshold, then the engine is controlled to start in the air-fuel ratio open-loop state according to the second high-voltage start mode.

[0132] If the start failure counts of both the first high-pressure start mode and the second high-pressure start mode are higher than the failure count threshold, then the engine is controlled to start according to the low-pressure start mode or the clutch start mode.

[0133] In this embodiment, the vehicle's vehicle control unit (VCU) selects the engine start mode to be executed at the current time by combining the engine start failure counts from previous attempts to start the engine under the first high-pressure start mode / second high-pressure start mode. Specifically, if the vehicle's battery discharge capacity is sufficient at the current moment, and the engine start failure count for previous attempts to start under the first high-pressure start mode is not higher than a failure count threshold, then the engine is started under the first high-pressure start mode in a closed-loop air-fuel ratio state. If the vehicle's battery discharge capacity is sufficient at the current moment, and the engine start failure count for previous attempts to start under the first high-pressure start mode is higher than the failure count threshold, but the engine start failure count for previous attempts to start under the second high-pressure start mode is not higher than the failure count threshold, then the engine is started under the second high-pressure start mode in an open-loop air-fuel ratio state. And if both the starting device count for previous attempts to start under the first high-pressure start mode and the engine start failure count for previous attempts under the second high-pressure start mode are higher than the failure count threshold, then the engine is started under a low-pressure start mode or a clutch start mode.

[0134] Optionally, the starting control method of the hybrid electric system in this application combines the battery discharge capacity and the count of failed engine starting attempts to select the engine starting mode to be executed for the current engine starting control, such as:

[0135] ① If the vehicle controller VCU determines that the difference between the battery 30s discharge power P minus the sum of the power required for the second high-voltage start mode P2, the power required for vehicle driving Pd, and the power required for vehicle non-driving Pe is not greater than the threshold e1 (i.e. P-P2-Pd-Pe≤e1), the vehicle controller VCU will send a low-voltage start or clutch start command according to the vehicle status.

[0136] ② If the vehicle controller VCU determines that the difference between the battery 30s discharge power P minus the sum of the second high-voltage start mode demand power P2, the vehicle driving demand power Pd, and the vehicle non-driving demand power Pe is greater than the threshold e1 (i.e., P-P2-Pd-Pe>e1), the vehicle controller VCU further determines that if the battery 30s discharge power P is higher than the difference between the sum of the first high-voltage start mode demand power P1, the vehicle driving demand power Pd, and the vehicle non-driving demand power Pe is greater than the threshold e2 (i.e., P-P1-Pd-Pe>e2), and the first high-voltage start mode failure counter is not higher than the threshold, then the vehicle controller VCU selects to control the engine to start in the air-fuel ratio closed-loop state according to the first high-voltage start mode, thereby sending the first engine start command to the generator controller GCU and the engine management system EMS.

[0137] ③ If the vehicle controller VCU determines that the difference between the battery 30s discharge power P minus the sum of the second high-voltage start mode demand power P2, the vehicle driving demand power Pd, and the vehicle non-driving demand power Pe is greater than the threshold e1 (i.e., P-P2-Pd-Pe>e1), the vehicle controller VCU further determines that if the difference between the battery 30s discharge power P and the sum of the first high-voltage start mode demand power P1, the vehicle driving demand power Pd, and the vehicle non-driving demand power Pe is greater than the threshold e2 (i.e., P-P1-Pd-Pe>e2), but the failure counter of the first high-voltage start mode is higher than the threshold, while the failure counter of the second high-voltage start mode is not higher than the threshold, then the vehicle controller VCU selects to control the engine to start in the open-loop state of the air-fuel ratio according to the second high-voltage start mode, thereby sending the second engine start command to the generator controller GCU and the engine management system EMS.

[0138] ④ If the vehicle controller (VCU) determines that the difference between the battery's 30s discharge power P and the sum of the power required for the second high-voltage start mode P2, the vehicle's driving power Pd, and the vehicle's non-driving power Pe is greater than the threshold e1 (i.e., P-P2-Pd-Pe>e1), then it further determines that if the battery's 30s discharge power P is greater than the difference between the sum of the power required for the first high-voltage start mode P1, the vehicle's driving power Pd, and the vehicle's non-driving power Pe is greater than the threshold e2 (i.e., P-P1-Pd-Pe>e2), but the failure counter for the first high-voltage start mode is higher than the threshold, and the failure counter for the second high-voltage start mode is also higher than the threshold, then the vehicle controller (VCU) selects to control the engine to start according to the low-voltage start mode or the clutch start mode, thereby sending a low-voltage start or clutch start command.

[0139] ⑤ If the vehicle controller VCU determines that the difference between the battery 30s discharge power P minus the sum of the second high-voltage start mode demand power P2, the vehicle driving demand power Pd, and the vehicle non-driving demand power Pe is greater than the threshold e1 (i.e., P-P2-Pd-Pe>e1), then it further determines that if the difference between the battery 30s discharge power P minus the sum of the first high-voltage start mode demand power P1, the vehicle driving demand power Pd, and the vehicle non-driving demand power Pe is not greater than the threshold e2 (i.e., P-P1-Pd-Pe≤e2), and the failure counter of the second high-voltage start mode is not higher than the threshold, then the vehicle controller VCU selects to control the engine to start in the open-loop state of the air-fuel ratio according to the second high-voltage start mode, thereby sending the second engine start command to the generator controller GCU and the engine management system EMS.

[0140] ⑥ If the vehicle controller (VCU) determines that the difference between the battery's 30s discharge power P and the sum of the power required for the second high-voltage start mode P2, the vehicle's driving power Pd, and the vehicle's non-driving power Pe is greater than the threshold e1 (i.e., P-P2-Pd-Pe>e1), then it further determines that if the difference between the battery's 30s discharge power P and the sum of the power required for the first high-voltage start mode P1, the vehicle's driving power Pd, and the vehicle's non-driving power Pe is not greater than the threshold e2 (i.e., P-P1-Pd-Pe≤e2), and the failure counter for the second high-voltage start mode is also higher than the threshold, then the vehicle controller (VCU) selects to control the engine to start according to the low-voltage start mode or the clutch start mode, thereby sending a low-voltage start or clutch start command.

[0141] In this embodiment, the start-up control method of the electric hybrid system of this application selects the engine start-up mode to be executed at the current time by combining the vehicle's vehicle control unit (VCU) with whether the vehicle's battery discharge capacity is sufficient and the start-up failure count of the engine previously started according to the first high-voltage start-up mode / second high-voltage start-up mode. Therefore, when the battery discharge capacity is sufficient and the start-up failure count according to the first high-voltage start-up mode is not higher than a threshold, the engine is controlled to start in a closed-loop air-fuel ratio state according to the new first high-voltage start-up mode, thereby further reducing the frequency of engine start-up in an open-loop air-fuel ratio state. Thus, this application can significantly optimize emissions, fuel consumption, and NVH during the high-voltage start-up process of the electric hybrid system.

[0142] In addition, this application also provides a start-up control device for an electric hybrid system, such as... Figure 7 As shown, the start-up control device for the electric hybrid system of this application includes:

[0143] The acquisition module 10 is used to acquire real-time vehicle status parameters and battery status parameters;

[0144] The determination module 20 is used to determine whether the battery discharge capacity is sufficient based on the vehicle state parameters and the battery state parameters.

[0145] The start control module 30 is used to control the engine to start in the air-fuel ratio closed-loop state according to the corresponding first high-voltage start mode if the determining module determines that the battery has sufficient discharge capacity.

[0146] Optionally, the start control module 30 includes:

[0147] The instruction issuing unit is used to send a first engine start instruction to the generator controller and the engine management system in accordance with the first high-voltage start mode.

[0148] The information receiving unit is used to receive status information fed back by the generator controller and the engine management system after responding to the first engine start command;

[0149] The start control unit is used to control the engine to start by performing closed-loop fuel injection and ignition according to the air-fuel ratio based on the status information.

[0150] Optionally, the status information includes: generator speed information, dew point indicator information, and air-fuel ratio open / closed loop indicator information; the start control unit includes:

[0151] The status determination subunit is used to confirm whether the vehicle generator has reached the target speed based on the generator speed information, to determine whether the dew point has passed based on the dew point flag information, and to determine whether the air-fuel ratio is closed based on the air-fuel ratio open / closed loop flag information.

[0152] The control subunit is configured to control the engine to inject fuel and ignite according to the air-fuel ratio closed loop if the vehicle generator reaches the target speed and has passed the dew point and air-fuel ratio closed loop.

[0153] Optionally, the start-up control device for the electric hybrid system of this application further includes:

[0154] The technical module is used to count the engine speed maintenance time when the engine speed reaches idle speed; if the engine speed maintenance time is greater than or equal to a preset idle speed maintenance time threshold, then it is determined that the engine has started successfully according to the first high-pressure start mode, and the start failure count of the first high-pressure start mode is cleared; and if the engine speed is less than idle speed or the engine speed maintenance time is less than the preset idle speed maintenance time threshold, then it is determined that the engine has failed to start according to the first high-pressure start mode, and the start failure count is incremented.

[0155] Optionally, the vehicle status parameters include the first engine starting power requirement and the vehicle's normal power consumption requirement, and the battery status parameters include the battery discharge power; the determining module 20 includes:

[0156] The first determining unit is used to determine a first power sum of the starting power required by the first engine and the conventional power required by the vehicle, and to determine a first power difference between the battery discharge power and the first power sum.

[0157] The second determining unit is used to determine that the battery has excess discharge capacity when the first power difference is higher than a preset first threshold.

[0158] The third determining unit is used to determine that the battery's discharge capacity is insufficient when the first power difference is not higher than a preset first threshold.

[0159] Optionally, the vehicle status parameters further include a second engine start-up power requirement. The determining module 20 is further configured to, when it is determined that the battery discharge capacity is insufficient, determine a second power difference between the battery discharge power and the second power sum, wherein the second power sum is the sum of the second engine start-up power requirement and the vehicle's conventional power consumption requirement; when the first power difference is higher than a preset second threshold, control the engine to start in an open-loop air-fuel ratio state according to the corresponding second high-pressure start-up mode, wherein the preset second threshold is less than the preset first threshold; and when the first power difference is not higher than the preset second threshold, control the engine to start according to a low-pressure start-up mode or a clutch start-up mode.

[0160] Optionally, the determining module 20 is further configured to determine the start-up failure counts of the first high-pressure start-up mode and the second high-pressure start-up mode respectively; when it is determined that the battery discharge capacity is sufficient, if the start-up failure count of the first high-pressure start-up mode is not higher than the failure count threshold, then the engine is controlled to start in the air-fuel ratio closed-loop state according to the first high-pressure start-up mode; when it is determined that the battery discharge capacity is sufficient, if the start-up failure count of the first high-pressure start-up mode is higher than the failure count threshold, and the start-up failure count of the second high-pressure start-up mode is not higher than the failure count threshold, then the engine is controlled to start in the air-fuel ratio open-loop state according to the second high-pressure start-up mode; and if the start-up failure counts of both the first high-pressure start-up mode and the second high-pressure start-up mode are higher than the failure count threshold, then the engine is controlled to start according to the low-pressure start-up mode or the clutch start-up mode.

[0161] The specific implementation of the start-up control device for the electric hybrid system in this application is basically the same as the various embodiments of the start-up control method for the electric hybrid system described above, and will not be repeated here.

[0162] In addition, this application also provides a vehicle as mentioned in any of the above embodiments.

[0163] Reference Figure 8 , Figure 8 This is a schematic diagram of the device structure of the hardware operating environment of the vehicle mentioned in the embodiments of this application.

[0164] like Figure 6 As shown, the vehicle may include: a processor 1001, such as a CPU, a memory 1005, and a communication bus 1002. The communication bus 1002 is used to establish communication between the processor 1001 and the memory 1005. The memory 1005 may be a high-speed RAM or a stable, non-volatile memory, such as a disk drive. Optionally, the memory 1005 may also be a storage device independent of the aforementioned processor 1001.

[0165] Optionally, the vehicle also includes a methanol range extender, a vehicle control unit (VCU), a battery management system (BMS), an engine management system (EMS), and a generator control unit (GCU). The VCU communicates with the BMS via an external public CAN bus and with the EMS and GCU via an internal CAN bus. Additionally, the vehicle may include a body control module (BCM), an ECU, a rectangular user interface, a network interface, cameras, RF (Radio Frequency) circuitry, sensors, audio circuitry, a Wi-Fi module, etc. The rectangular user interface may include a display screen and an input submodule such as a keyboard; optionally, the rectangular user interface may also include standard wired or wireless interfaces. The network interface may optionally include standard wired or wireless interfaces (such as a Wi-Fi interface). The vehicle also communicates with the remote service platform (TSP) via a T-BOX.

[0166] Those skilled in the art will understand that Figure 8 The structure shown does not constitute a limitation on the vehicle. Based on different design needs of actual applications, the vehicle may of course include more or fewer components than shown in different feasible implementations, or combine certain components, or have different component arrangements.

[0167] like Figure 8As shown, the memory 1005, serving as a storage medium, may include an operating system, a network communication module, and a startup control program for the electric hybrid system. The operating system manages and controls programs based on vehicle hardware and software resources, supporting the operation of the electric hybrid system's startup control program and other software and / or programs. The network communication module enables communication between the various components within the memory 1005, as well as communication with other hardware and software in the electric hybrid system's startup control device.

[0168] exist Figure 8 In the vehicle shown, the processor 1001 is used to execute the start-up control program of the electric hybrid system stored in the memory 1005 to implement the steps of the start-up control method of the electric hybrid system described in any of the above embodiments.

[0169] The specific implementation method of the vehicle in this application is basically the same as the various embodiments of the starting control method of the above-mentioned electric hybrid system, and will not be described again here.

[0170] Furthermore, embodiments of this application also provide a computer storage medium, wherein the computer storage medium stores one or more programs, and the one or more programs can be executed by one or more processors to implement the steps of the start-up control method for the electric hybrid system described in any of the above claims.

[0171] The specific implementation of the computer storage medium in this application is basically the same as the various embodiments of the startup control method of the above-mentioned electric hybrid system, and will not be described again here.

[0172] In addition, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the above-described electric hybrid system startup control method.

[0173] The specific implementation of the computer program product in this application is basically the same as the various embodiments of the start-up control method of the above-mentioned electric hybrid system, and will not be described again here.

[0174] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0175] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0176] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be an in-vehicle computer, smartphone, computer, or server, etc.) to execute the methods described in the various embodiments of this application.

[0177] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A starting control method for an electric hybrid system, characterized in that, The start-up control method for the electric hybrid system includes: Obtain real-time vehicle status parameters and battery status parameters; The battery discharge capacity is determined based on the vehicle status parameters and the battery status parameters. The vehicle status parameters include the first engine starting power requirement, the vehicle's normal power consumption power requirement, and the second engine starting power requirement. The battery status parameters include the battery discharge power. If it is determined that the battery has sufficient discharge capacity, the engine is controlled to start in the closed-loop air-fuel ratio state according to the corresponding first high-voltage start mode. The step of determining whether the battery discharge capacity is sufficient based on the vehicle state parameters and the battery state parameters includes: Determine a first power sum of the power required for the first engine to start and the power required for the vehicle's normal power consumption, and determine a first power difference between the battery discharge power and the first power sum; When the first power difference is higher than a preset first threshold, it is determined that the battery has excess discharge capacity. When the first power difference is not higher than a preset first threshold, it is determined that the battery's discharge capacity is insufficient. When it is determined that the battery discharge capacity is insufficient, a second power difference is determined between the battery discharge power and the second power sum, wherein the second power sum is the sum of the second engine starting power demand and the vehicle's normal power demand. When the first power difference is higher than the preset second threshold, the engine is controlled to start in the air-fuel ratio open-loop state according to the corresponding second high-pressure start mode, wherein the preset second threshold is less than the preset first threshold; When the first power difference is not higher than the preset second threshold, the engine is started according to the low-pressure start mode or the clutch start mode.

2. The start-up control method for an electric hybrid system as described in claim 1, characterized in that, The step of controlling the engine to start in the closed-loop air-fuel ratio state according to the corresponding first high-pressure start mode includes: The first engine start command is sent to the generator controller and engine management system in accordance with the first high-voltage start mode; Receive status information fed back by the generator controller and the engine management system after responding to the first engine start command; Based on the status information, the engine is controlled to start by closed-loop fuel injection and ignition according to the air-fuel ratio.

3. The start-up control method for an electric hybrid system as described in claim 2, characterized in that, The status information includes: generator speed information, dew point information, and air-fuel ratio open / closed loop information. The step of controlling the engine to perform closed-loop fuel injection and ignition according to the status information includes: The system confirms whether the vehicle generator has reached the target speed based on the generator speed information, determines whether the dew point has passed based on the dew point indicator information, and determines whether the air-fuel ratio is closed based on the air-fuel ratio open / closed loop indicator information. If the vehicle generator reaches the target speed and has passed the dew point and air-fuel ratio closed loop, then the engine is controlled to inject fuel and ignite according to the air-fuel ratio closed loop.

4. The start-up control method for an electric hybrid system as described in claim 3, characterized in that, After the step of controlling the engine to perform closed-loop fuel injection and ignition according to the air-fuel ratio, the method further includes: When the engine speed reaches idle speed, the engine speed maintenance time for maintaining idle speed is recorded. If the speed maintenance time is greater than or equal to the preset idle speed maintenance time threshold, then it is determined that the engine has started successfully according to the first high-pressure start mode, and the start failure count of the first high-pressure start mode is cleared. If the engine speed is less than the idle speed or the engine speed maintenance time is less than the preset idle speed maintenance time threshold, then it is determined that the engine has failed to start according to the first high-pressure start mode, and the start failure count is incremented.

5. The start-up control method for an electric hybrid system as described in claim 1, characterized in that, The method further includes: Determine the start failure count for each of the first high-voltage start mode and the second high-voltage start mode; When it is determined that the battery discharge capacity is sufficient, if the start failure count of the first high-voltage start mode is not higher than the failure count threshold, then the engine is controlled to start in the air-fuel ratio closed-loop state according to the first high-voltage start mode. When it is determined that the battery discharge capacity is sufficient, if the start failure count of the first high-voltage start mode is higher than the failure count threshold, and the start failure count of the second high-voltage start mode is not higher than the failure count threshold, then the engine is controlled to start in the air-fuel ratio open-loop state according to the second high-voltage start mode. If the start failure counts of both the first high-pressure start mode and the second high-pressure start mode are higher than the failure count threshold, then the engine is controlled to start according to the low-pressure start mode or the clutch start mode.

6. A start-up control device for an electric hybrid system, characterized in that, The start-up control device for the electric hybrid system includes: The acquisition module is used to acquire real-time vehicle status parameters and battery status parameters; The determination module is used to determine whether the battery discharge capacity is sufficient based on the vehicle status parameters and the battery status parameters. The vehicle status parameters include a first engine starting power requirement, a vehicle's normal power consumption power requirement, and a second engine starting power requirement. The battery status parameters include the battery discharge power. The start control module is used to control the engine to start in the air-fuel ratio closed-loop state according to the corresponding first high-voltage start mode if the determining module determines that the battery has sufficient discharge capacity. The determining module is further configured to determine a first power sum of the starting power required by the first engine and the normal power required by the vehicle, and to determine a first power difference between the battery discharge power and the first power sum; when the first power difference is higher than a preset first threshold, it is determined that the battery discharge capacity is sufficient; when the first power difference is not higher than the preset first threshold, it is determined that the battery discharge capacity is insufficient. The determining module is further configured to, when determining that the battery discharge capacity is insufficient, determine a second power difference between the battery discharge power and the second power sum, wherein the second power sum is the sum of the second engine starting power requirement and the vehicle's conventional power consumption requirement; when the first power difference is higher than a preset second threshold, control the engine to start in an open-loop air-fuel ratio state according to the corresponding second high-pressure start mode, wherein the preset second threshold is less than the preset first threshold; when the first power difference is not higher than the preset second threshold, control the engine to start according to a low-pressure start mode or a clutch start mode.

7. A vehicle, characterized in that, The vehicle includes: a memory, a processor, and a computer program stored in the memory for implementing the start-up control method of the electric hybrid system. The memory is used to store the computer program; The processor is used to execute the computer program to implement the steps of the start-up control method for the electric hybrid system as described in any one of claims 1 to 5.

8. A computer storage medium, characterized in that, The computer storage medium stores a computer program that implements a startup control method for an electric hybrid system, the computer program being executed by a processor to implement the steps of the startup control method for an electric hybrid system as described in any one of claims 1 to 5.

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