Engine control method and device of hybrid vehicle, hybrid vehicle and storage medium
By acquiring vehicle status parameters and target power requirements, and combining this with the number of engine starts to correct battery discharge power, the problem of battery discharge capacity calculation error in traditional methods is solved, achieving precise engine control and smooth vehicle operation.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- CHONGQING CHANGAN AUTOMOBILE CO LTD
- Filing Date
- 2024-01-31
- Publication Date
- 2026-07-07
AI Technical Summary
Traditional engine control methods fail to effectively consider the closed loop between battery discharge capacity and engine control, resulting in large errors in battery discharge capacity calculation, which affects engine start control and reduces user experience.
By acquiring vehicle status parameters and target power requirements, and combining the current number of engine starts to correct the initial discharge power of the battery, the actual discharge power is calculated, and it is possible to accurately determine whether the engine needs to be started, thus providing additional assistance.
It improves the accuracy of battery discharge capacity calculation, ensures the accuracy of engine starting, and enhances vehicle smoothness and user driving experience.
Smart Images
Figure CN117841949B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of hybrid electric vehicle technology, and more specifically to engine control methods, devices, hybrid vehicles, and storage media for hybrid vehicles. Background Technology
[0002] In hybrid vehicles, the battery discharge power is prone to issues such as power meter cutoff and rapid decline in the battery discharge limit under low temperature and low state of charge (SOC) conditions. This can lead to loss of acceleration power, causing user complaints and safety risks at high speeds. Therefore, intelligent control of engine operation when the battery discharge power is insufficient is crucial for ensuring stable vehicle operation and a superior user experience.
[0003] Currently, traditional engine control methods often start the engine when insufficient battery discharge capacity is detected. However, the actual discharge capacity of the battery is not only related to its own performance parameters, but the engine control process also affects the battery's performance. Traditional control methods do not consider the closed-loop control between battery discharge capacity and engine control, leading to errors in the calculation of the actual battery discharge capacity. This directly affects subsequent engine start control and reduces the user experience. Summary of the Invention
[0004] In view of this, the present invention provides an engine control method, device, hybrid vehicle, and storage medium for hybrid vehicles, in order to solve the problem that the traditional control method has a large calculation error in the actual discharge capacity of the battery, which affects the engine start control.
[0005] In a first aspect, the present invention provides an engine control method for a hybrid vehicle, the method comprising:
[0006] Obtain the vehicle's status parameters and target power requirement, as well as the initial discharge power of the battery and the current number of engine starts per unit time.
[0007] The initial discharge power is corrected based on the current number of starts and status parameters to obtain the actual discharge power;
[0008] When the difference between the actual discharge power and the target required power is less than a preset power threshold, the engine is controlled to start.
[0009] By acquiring the vehicle's state parameters and target power requirement, as well as the battery's initial discharge power and the engine's current number of starts per unit time, the initial discharge power is corrected based on the current number of starts and state parameters to obtain the actual discharge power. This improves the accuracy of battery discharge capacity calculation and allows for more accurate detection of whether the difference between the actual discharge power and the target power requirement is less than a preset power threshold. This enables control of engine start-up, providing assistance for vehicle driving, making driving smoother, and improving the user's driving experience.
[0010] In one optional implementation, the step of correcting the initial discharge power based on the current number of starts and state parameters to obtain the actual discharge power includes:
[0011] When the current startup count is detected to have reached a preset threshold, a first correction coefficient is calculated based on the current startup count and status parameters;
[0012] The actual discharge power is obtained based on the first correction factor and the initial discharge power.
[0013] By combining the current number of engine starts, the initial discharge power of the battery is corrected to obtain a more accurate actual discharge power, so as to more accurately determine whether it is necessary to control the engine to start to provide additional assistance for vehicle driving.
[0014] In one optional implementation, the state parameters include accelerator pedal opening, a first battery temperature, and the battery power degradation rate; based on the current number of starts and the state parameters, a first correction coefficient is calculated, including:
[0015] Based on the current number of starts, accelerator pedal opening, temperature, and power drop rate, calculate the current number of starts correction factor, accelerator correction factor, first temperature correction factor, and power drop rate correction factor.
[0016] The first correction factor is calculated based on the current start-up correction factor, throttle correction factor, first temperature correction factor, and power drop rate correction factor.
[0017] By combining the current number of starts, accelerator pedal opening, temperature, and power drop rate, a first correction factor is calculated to correct the initial discharge power, so as to more accurately assess the battery's discharge capacity.
[0018] In one optional implementation, the actual discharge power is obtained based on a first correction factor and an initial discharge power, including:
[0019] The actual discharge power is obtained by multiplying the first correction factor by the initial discharge power.
[0020] Therefore, the initial discharge power of the battery is corrected by the first correction factor, so as to obtain a more accurate actual discharge power.
[0021] In one optional implementation, the state parameters further include a second temperature, slope, altitude of the vehicle's environment, and the vehicle's steering angle and initial power demand; obtaining the vehicle's target power demand includes:
[0022] Calculate the correction factors for the second temperature, slope, altitude, and turning angle based on the second temperature, slope, altitude, and turning angle.
[0023] The second correction factor is calculated based on the second temperature correction factor, the slope correction factor, the altitude correction factor, and the turning angle correction factor;
[0024] The initial power demand is corrected based on the second correction factor to obtain the target power demand of the vehicle.
[0025] By combining the second temperature, slope, altitude, and vehicle steering angle of the vehicle's environment, the initial power demand of the vehicle is corrected to obtain a more accurate target power demand, so as to more accurately determine whether the engine needs to provide additional assistance.
[0026] In one alternative implementation, after controlling the engine to start, the method further includes:
[0027] Record the number of new engine starts per unit time and update the current start count based on the new start count.
[0028] This allows the current number of engine starts to be updated based on the new number of starts, ensuring the validity of the data.
[0029] In one alternative implementation, the method further includes:
[0030] When the difference between the actual discharge power and the target required power is detected to be not less than the preset power threshold, the engine is controlled to stop.
[0031] Therefore, if the difference between the actual discharge power and the target power requirement is not less than the preset power threshold, the battery can provide the energy required for vehicle operation by controlling the engine to stop, thus ensuring the economy of vehicle operation.
[0032] In a second aspect, the present invention provides an engine control device for a hybrid vehicle, the device comprising:
[0033] The first processing module is used to obtain the vehicle's status parameters and target power requirements, as well as the initial discharge power of the battery and the current number of engine starts per unit time.
[0034] The second processing module is used to correct the initial discharge power based on the current number of startups and status parameters to obtain the actual discharge power;
[0035] The third processing module is used to control the engine to start when the difference between the actual discharge power and the target required power is less than a preset power threshold.
[0036] In one optional implementation, the second processing module includes:
[0037] The first processing unit is used to calculate a first correction coefficient based on the current number of startups and status parameters when it is detected that the current number of startups has reached a preset number threshold.
[0038] The second processing unit is used to obtain the actual discharge power based on the first correction coefficient and the initial discharge power.
[0039] In one optional implementation, the state parameters include accelerator pedal opening, a first battery temperature, and the battery power degradation rate; the first processing unit includes:
[0040] The first processing subunit is used to calculate the current start count correction coefficient, throttle correction coefficient, first temperature correction coefficient and power drop rate correction coefficient based on the current start count, throttle pedal opening, temperature and power drop rate.
[0041] The second processing subunit is used to obtain the first correction coefficient based on the current start-up correction coefficient, the throttle correction coefficient, the first temperature correction coefficient, and the power drop rate correction coefficient.
[0042] In one optional implementation, the second processing unit includes:
[0043] The third processing subunit is used to calculate the product between the first correction coefficient and the initial discharge power to obtain the actual discharge power.
[0044] In one optional implementation, the state parameters further include a second temperature, slope, altitude of the vehicle's environment, and the vehicle's steering angle and initial power demand; the first processing module includes:
[0045] The third processing unit is used to calculate the second temperature correction factor, slope correction factor, altitude correction factor and turning angle correction factor based on the second temperature, slope, altitude and turning angle.
[0046] The fourth processing unit is used to calculate the second correction coefficient based on the second temperature correction coefficient, the slope correction coefficient, the altitude correction coefficient, and the steering angle correction coefficient;
[0047] The fifth processing unit is used to correct the initial power demand based on the second correction coefficient to obtain the target power demand of the vehicle.
[0048] In one alternative embodiment, the device further includes:
[0049] The fourth processing module is used to record the number of new engine starts per unit time and update the current start count based on the new start count.
[0050] In one alternative embodiment, the device further includes:
[0051] The fifth processing module is used to control the engine to shut down when the difference between the actual discharge power and the target required power is not less than a preset power threshold.
[0052] Thirdly, the present invention provides a hybrid vehicle, comprising: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the engine control method of the hybrid vehicle described in the first aspect or any corresponding embodiment thereof.
[0053] Fourthly, the present invention provides a computer-readable storage medium storing computer instructions for causing a computer to execute the engine control method for a hybrid vehicle according to the first aspect or any corresponding embodiment thereof.
[0054] The beneficial effects of this invention are as follows:
[0055] By acquiring the vehicle's state parameters and target power requirement, as well as the battery's initial discharge power and the engine's current start count per unit time, the initial discharge power is corrected based on the current start count and state parameters to obtain the actual discharge power. This improves the accuracy of battery discharge capacity calculation and allows for more accurate detection of whether the difference between the actual discharge power and the target power requirement is less than a preset power threshold. This enables control of engine start, providing assistance for vehicle driving, making driving smoother, and improving the user's driving experience. Attached Figure Description
[0056] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.
[0057] Figure 1This is a structural schematic diagram of a hybrid vehicle according to an embodiment of the present invention;
[0058] Figure 2 This is a schematic flowchart of an engine control method for a hybrid vehicle according to an embodiment of the present invention;
[0059] Figure 3 This is a flowchart illustrating another engine control method for a hybrid vehicle according to an embodiment of the present invention;
[0060] Figure 4A This is a schematic flowchart illustrating the calculation of target power demand according to an embodiment of the present invention;
[0061] Figure 4B This is a schematic flowchart illustrating the calculation of actual discharge power according to an embodiment of the present invention;
[0062] Figure 4C This is a schematic diagram of the process for controlling engine start-stop according to an embodiment of the present invention;
[0063] Figure 5 This is a structural block diagram of the engine control device for a hybrid vehicle according to an embodiment of the present invention;
[0064] Figure 6 This is a schematic diagram of the hardware structure of a hybrid vehicle according to an embodiment of the present invention. Detailed Implementation
[0065] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.
[0066] According to embodiments of the present invention, a hybrid vehicle is provided, such as... Figure 1 As shown, the power system of the hybrid vehicle mainly includes a battery 101, an engine 102, a drive motor 103, a generator 104, and a clutch 105, which can provide power to the engine in pure electric mode or hybrid mode.
[0067] In pure electric drive mode, drive motor 103 drives the vehicle. When the battery discharge power is insufficient to meet the vehicle's acceleration requirements, the clutch 105 can be engaged to start the engine 102 and output power to directly drive the vehicle or generate power through generator 104 to provide power for vehicle acceleration and meet the driver's power requirements.
[0068] For details on the specific control process and working principle of the engine in this hybrid vehicle, please refer to the detailed description of the method embodiment below, which will not be repeated here.
[0069] According to an embodiment of the present invention, an embodiment of an engine control method for a hybrid vehicle is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.
[0070] This embodiment provides an engine control method for hybrid vehicles, which can be used in vehicles requiring engine control, such as hybrid vehicles and hybrid electric vehicles. Figure 2 This is a flowchart of an engine control method for a hybrid vehicle according to an embodiment of the present invention, such as... Figure 2 As shown, the process includes the following steps:
[0071] Step S201: Obtain the vehicle's state parameters and target power requirement, and obtain the battery's initial discharge power and the engine's current number of starts per unit time.
[0072] Specifically, the vehicle's state parameters mainly include accelerator pedal opening, battery initial temperature, battery power depletion rate, vehicle environment temperature, slope, altitude, vehicle steering angle, and initial power demand.
[0073] In some optional implementations, a target vehicle speed required to ensure vehicle drivability can be obtained based on a pre-defined two-dimensional table of vehicle speed and throttle, and the actual vehicle speed can be obtained via the CAN bus. By calculating the difference between the target speed and the actual speed, the required target acceleration is matched and calibrated based on the speed difference. Then, the initial power demand of the vehicle is calculated based on the target acceleration and the vehicle mass. Next, the initial power demand of the vehicle is corrected by taking into account factors such as the second temperature, slope, altitude, and steering angle of the vehicle's environment, to obtain the target power demand of the vehicle.
[0074] It should be noted that by collecting a large amount of driving data, including vehicle driving status at different speeds and throttle openings, such as acceleration, braking effect, and fuel consumption, and by analyzing this data, we can understand the vehicle's response characteristics at different speeds and throttle openings. After extensive verification and adjustment, we can determine the target speed required for drivability and thus develop a two-dimensional table of vehicle speed and throttle.
[0075] In some alternative implementations, the physical discharge power of the battery can be obtained based on the actual SOC and actual temperature of the battery, and the initial discharge power of the battery can be calculated based on the non-driving power and power loss of the battery.
[0076] Step S202: Correct the initial discharge power based on the current number of starts and status parameters to obtain the actual discharge power.
[0077] Specifically, since the engine start control process is related to the number of engine starts, a large number of starts indicates a large error in the calculation of the initial discharge power. Therefore, by correcting the initial discharge power based on the current number of engine starts per unit time, a closed loop between battery discharge capacity calculation and engine control is completed, thereby improving the accuracy of the engine control process and avoiding damage to the engine caused by multiple engine starts.
[0078] Step S203: When the difference between the actual discharge power and the target required power is less than a preset power threshold, the engine is controlled to start.
[0079] Specifically, when the difference between the actual discharge power and the target required power is less than the preset power threshold, it indicates that the actual discharge power of the battery is insufficient to maintain the power required for the normal operation of the vehicle. Therefore, it is necessary to start the engine in time to provide assistance to the vehicle, make the vehicle drive more smoothly, and ensure that the driver can have a good driving experience.
[0080] Specifically, when the difference between the actual discharge power and the target power requirement is detected to be no less than a preset power threshold, the engine is shut down. Thus, when the difference between the actual discharge power and the target power requirement is not less than the preset power threshold, the battery provides the energy required for vehicle operation by shutting down the engine, ensuring the vehicle's fuel economy.
[0081] The hybrid vehicle engine control method provided in this embodiment acquires the vehicle's state parameters and target power requirement, as well as the battery's initial discharge power and the engine's current start count per unit time. Then, based on the current start count and state parameters, the initial discharge power is corrected to obtain the actual discharge power, improving the accuracy of battery discharge capacity calculation. This allows for more accurate detection of whether the difference between the actual discharge power and the target power requirement is less than a preset power threshold, enabling control of engine start-up, providing assistance for vehicle driving, making vehicle driving smoother, and improving the user's driving experience.
[0082] This embodiment provides an engine control method for hybrid vehicles, which can be used in vehicles requiring engine control, such as hybrid vehicles and hybrid electric vehicles. Figure 3 This is a flowchart of an engine control method for a hybrid vehicle according to an embodiment of the present invention, such as... Figure 3 As shown, the process includes the following steps:
[0083] Step S301: Obtain the vehicle's state parameters and target power requirement, and obtain the battery's initial discharge power and the engine's current number of starts per unit time.
[0084] Specifically, the state parameters include the second temperature, slope, altitude of the vehicle's environment, as well as the vehicle's steering angle and initial power demand; step S301 includes:
[0085] Step a1: Calculate the second temperature correction factor, slope correction factor, altitude correction factor, and turning angle correction factor based on the second temperature, slope, altitude, and turning angle.
[0086] Specifically, a large amount of driving data can be collected, including vehicle driving status under different power requirements, such as second temperature, slope, altitude and steering angle. By analyzing and verifying this data, a mapping relationship between information in these dimensions and vehicle power requirements can be established. Then, the second temperature correction coefficient, slope correction coefficient, altitude correction coefficient and steering angle correction coefficient can be calculated based on the mapping relationship.
[0087] In some alternative implementations, when the gradient is greater than the preset gradient, i.e. on a steep slope, it is necessary to control the vehicle speed at a lower speed. In this case, the engine braking effect can be used to control the speed. At this time, a lower speed gear should be selected, i.e., the initial power demand of the vehicle should be appropriately reduced.
[0088] In some alternative implementations, at high altitudes, the air is thin, reducing engine air intake and power output. Therefore, the initial power demand needs to be adjusted based on altitude. For example, power decreases by approximately 7% for every 1000 meters of altitude gain, but this invention is not limited thereto.
[0089] In some alternative implementations, because engine power is susceptible to ambient temperature, engine power decreases in cold weather and increases in hot weather.
[0090] In some alternative implementations, adjusting the throttle opening appropriately based on the vehicle's turning radius or turning angle can maintain stable vehicle operation. With a smaller turning radius, reducing the throttle opening appropriately decreases the initial power demand; with a larger turning radius, increasing the throttle opening appropriately increases the initial power demand.
[0091] Step a2: Calculate the second correction factor based on the second temperature correction factor, slope correction factor, altitude correction factor, and steering angle correction factor.
[0092] In some alternative implementations, different weights are assigned to the second temperature correction factor, slope correction factor, altitude correction factor, and steering angle correction factor, and the second correction factor is calculated by weighted summation of the second temperature correction factor, slope correction factor, altitude correction factor, and steering angle correction factor.
[0093] Step a3: Correct the initial power demand based on the second correction factor to obtain the target power demand of the vehicle.
[0094] Specifically, the target power requirement of the vehicle can be obtained by calculating the product of the second correction factor and the initial power requirement.
[0095] By combining the second temperature, slope, altitude, and vehicle steering angle of the vehicle's environment, the initial power demand of the vehicle is corrected to obtain a more accurate target power demand, so as to more accurately determine whether the engine needs to provide additional assistance.
[0096] Step S302: Correct the initial discharge power based on the current number of starts and status parameters to obtain the actual discharge power.
[0097] Specifically, step S302 includes:
[0098] Step S3021: When the current number of startups is detected to have reached a preset threshold, a first correction coefficient is calculated based on the current number of startups and the status parameters.
[0099] It should be noted that the preset number of times threshold can be set according to the actual vehicle model or the vehicle's operating scenario.
[0100] Specifically, the state parameters include accelerator pedal opening, battery initial temperature, and battery power degradation rate; step S3021 includes:
[0101] Step b1: Calculate the current start count correction coefficient, throttle correction coefficient, first temperature correction coefficient, and power drop rate correction coefficient based on the current start count, throttle pedal opening, temperature, and power drop rate.
[0102] Specifically, by collecting a large amount of driving data, including vehicle driving status under different discharge power, such as the number of current starts, accelerator pedal opening, temperature and power reduction rate, the mapping relationship between the information of the current number of starts, accelerator pedal opening, temperature and power reduction rate and the battery discharge power is established by analyzing and verifying these data. Then, the correction coefficients for the current number of starts, accelerator pedal opening, temperature and power reduction rate are calculated based on the mapping relationship.
[0103] Step b2: Calculate the first correction coefficient based on the current start-up correction coefficient, throttle correction coefficient, first temperature correction coefficient, and power drop rate correction coefficient.
[0104] In some optional implementations, different weights are assigned to the current start count correction coefficient, throttle correction coefficient, first temperature correction coefficient, and power drop rate correction coefficient, and the first correction coefficient is calculated by weighted summation of the current start count correction coefficient, throttle correction coefficient, first temperature correction coefficient, and power drop rate correction coefficient.
[0105] By combining the current number of starts, accelerator pedal opening, temperature, and power drop rate, a first correction factor is calculated to correct the initial discharge power, so as to more accurately assess the battery's discharge capacity.
[0106] Step S3022: Obtain the actual discharge power based on the first correction coefficient and the initial discharge power.
[0107] Specifically, the actual discharge power is obtained by calculating the product between the first correction factor and the initial discharge power.
[0108] By combining the current number of engine starts, the initial discharge power of the battery is corrected to obtain a more accurate actual discharge power, so as to more accurately determine whether it is necessary to control the engine to start to provide additional assistance for vehicle driving.
[0109] Step S303: When the difference between the actual discharge power and the target required power is detected to be less than a preset power threshold, the engine is controlled to start. For details, please refer to [link to relevant documentation]. Figure 2 Step S203 of the illustrated embodiment will not be described again here.
[0110] Step S304: Record the number of new engine starts per unit time, and update the current number of starts based on the new number of starts.
[0111] Specifically, after determining in step S303 that the engine needs to be started, the number of engine starts is recorded within a unit of time, stored in the system, and overwritten with the original start count value to ensure data validity. This way, in the next calculation, the start count can be used to correct the initial discharge power of the battery.
[0112] The hybrid vehicle engine control method provided in this embodiment acquires the vehicle's state parameters and target power demand, as well as the initial discharge power of the battery and the current number of engine starts per unit time. Then, based on the current number of starts, accelerator pedal opening, temperature, and power drop rate, the initial discharge power is corrected to obtain the actual discharge power, improving the accuracy of battery discharge capacity calculation. This allows for more accurate detection of whether the difference between the actual discharge power and the target power demand is less than a preset power threshold, enabling control of engine start-up, providing assistance for vehicle driving, making vehicle driving smoother, and improving the user's driving experience.
[0113] The engine control of a hybrid vehicle according to an embodiment of the present invention will be described in detail below with reference to a specific application example, which includes the following steps:
[0114] Step 1: Calculate the target power requirement of the vehicle. For example... Figure 4A As shown, the target vehicle speed is first calculated based on a two-dimensional table of vehicle speed and throttle. Then, the target acceleration is calculated based on the difference between the target vehicle speed and the actual vehicle speed. Next, the initial power demand is calculated based on the target acceleration and the vehicle mass. Finally, the corrected target power demand is obtained by adjusting for special scenario factors such as slope, altitude, second temperature of the vehicle's environment, and steering angle.
[0115] Step 2: Calculate the actual discharge power of the battery. For example... Figure 4B As shown, the initial discharge power of the battery is first calculated based on the battery physical boundary, non-driving power, and power loss. Then, it is determined whether to make a correction based on the correction factor trigger condition. The correction factor includes factors such as the current number of starts, power decrease rate, battery temperature, and throttle position. Then, the first correction coefficient is obtained by looking up the pre-defined mapping table based on the correction factor. Finally, the corrected actual discharge power is calculated using the first correction coefficient.
[0116] Step 3: Control the engine. For example... Figure 4C As shown, the system first calculates the difference between the vehicle's target power requirement and the battery's actual discharge power. When the difference exceeds a preset power threshold, the engine start flag is triggered, and the engine starts. Simultaneously, the number of generator starts is recorded within a unit of time and stored in the system for future adjustments to the battery's initial discharge power. It should be noted that if the difference between the battery's actual discharge power after recovery and the vehicle's target power requirement exceeds the preset power threshold, a shutdown command is triggered, controlling the engine to stop.
[0117] The above specific application example, through the analysis of the driver's target power demand and the calculation of the battery's actual discharge power, completes the engine control during acceleration. By controlling the engine operation, it adapts to the user's power demand, making the vehicle drive more smoothly and allowing the driver to obtain a good driving experience.
[0118] This embodiment also provides an engine control device for a hybrid vehicle, which is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.
[0119] This embodiment provides an engine control device for a hybrid vehicle, such as... Figure 5 As shown, it includes:
[0120] The first processing module 501 is used to obtain the vehicle's status parameters and target power requirements, as well as the initial discharge power of the battery and the current number of engine starts per unit time.
[0121] The second processing module 502 is used to correct the initial discharge power based on the current number of startups and status parameters to obtain the actual discharge power;
[0122] The third processing module 503 is used to control the engine to start when the difference between the actual discharge power and the target required power is less than a preset power threshold.
[0123] In one optional implementation, the second processing module includes:
[0124] The first processing unit is used to calculate a first correction coefficient based on the current number of startups and status parameters when it is detected that the current number of startups has reached a preset number threshold.
[0125] The second processing unit is used to obtain the actual discharge power based on the first correction coefficient and the initial discharge power.
[0126] In one optional implementation, the state parameters include accelerator pedal opening, a first battery temperature, and the battery power degradation rate; the first processing unit includes:
[0127] The first processing subunit is used to calculate the current start count correction coefficient, throttle correction coefficient, first temperature correction coefficient and power drop rate correction coefficient based on the current start count, throttle pedal opening, temperature and power drop rate.
[0128] The second processing subunit is used to obtain the first correction coefficient based on the current start-up correction coefficient, the throttle correction coefficient, the first temperature correction coefficient, and the power drop rate correction coefficient.
[0129] In one optional implementation, the second processing unit includes:
[0130] The third processing subunit is used to calculate the product between the first correction coefficient and the initial discharge power to obtain the actual discharge power.
[0131] In one optional implementation, the state parameters further include a second temperature, slope, altitude of the vehicle's environment, and the vehicle's steering angle and initial power demand; the first processing module includes:
[0132] The third processing unit is used to calculate the second temperature correction factor, slope correction factor, altitude correction factor and turning angle correction factor based on the second temperature, slope, altitude and turning angle.
[0133] The fourth processing unit is used to calculate the second correction coefficient based on the second temperature correction coefficient, the slope correction coefficient, the altitude correction coefficient, and the steering angle correction coefficient;
[0134] The fifth processing unit is used to correct the initial power demand based on the second correction coefficient to obtain the target power demand of the vehicle.
[0135] In one alternative embodiment, the device further includes:
[0136] The fourth processing module is used to record the number of new engine starts per unit time and update the current start count based on the new start count.
[0137] In one alternative embodiment, the device further includes:
[0138] The fifth processing module is used to control the engine to shut down when the difference between the actual discharge power and the target required power is not less than a preset power threshold.
[0139] Further functional descriptions of the above modules and units are the same as those in the corresponding embodiments described above, and will not be repeated here.
[0140] In this embodiment, the engine control device of the hybrid vehicle is presented in the form of a functional unit. Here, a unit refers to an ASIC (Application Specific Integrated Circuit) circuit, a processor and memory that execute one or more software or fixed programs, and / or other devices that can provide the above functions.
[0141] This invention also provides a hybrid vehicle having the above-described features. Figure 5 The image shows the engine control unit of the hybrid vehicle.
[0142] Please see Figure 6 , Figure 6 This is a schematic diagram of the structure of a hybrid vehicle provided in an optional embodiment of the present invention, such as... Figure 6 As shown, the hybrid vehicle includes one or more processors 10, a memory 20, and interfaces for connecting the various components, including high-speed interfaces and low-speed interfaces. The various components communicate with each other via different buses and can be mounted on a common motherboard or otherwise installed as needed. The processors can process instructions executed within the hybrid vehicle, including instructions stored in or on memory to display graphical information of a GUI on external input / output devices (such as display devices coupled to the interfaces). In some alternative implementations, multiple processors and / or multiple buses can be used with multiple memories and multiple memory modules, if desired. Similarly, multiple devices can be connected, each providing some of the necessary operations (e.g., as a server array, a set of blade servers, or a multiprocessor system). Figure 6 Take a processor 10 as an example.
[0143] Processor 10 may be a central processing unit, a network processor, or a combination thereof. Processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device may be a complex programmable logic device (CAMP), a field-programmable gate array (FPGA), a general-purpose array logic (GDA), or any combination thereof.
[0144] The memory 20 stores instructions executable by at least one processor 10 to cause the at least one processor 10 to perform the method shown in the above embodiments.
[0145] The memory 20 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the hybrid vehicle. Furthermore, the memory 20 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, the memory 20 may optionally include memory remotely located relative to the processor 10, and these remote memories may be connected to the hybrid vehicle via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.
[0146] The memory 20 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk or solid-state drive; the memory 20 may also include a combination of the above types of memory.
[0147] The hybrid vehicle also includes a communication interface 30 for communicating with other devices or communication networks.
[0148] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code, which, when accessed and executed by the computer, processor, or hardware, implements the methods shown in the above embodiments.
[0149] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.
Claims
1. A method for controlling the engine of a hybrid vehicle, characterized in that, The method includes: Obtain the vehicle's status parameters and target power requirement, as well as the initial discharge power of the battery and the current number of engine starts per unit time. The initial discharge power is corrected based on the current number of starts and the status parameters to obtain the actual discharge power; When the difference between the actual discharge power and the target required power is less than a preset power threshold, the engine is controlled to start. The step of correcting the initial discharge power based on the current number of starts and the status parameters to obtain the actual discharge power includes: When the current number of startups is detected to have reached a preset threshold, a first correction coefficient is calculated based on the current number of startups and the status parameters; The actual discharge power is obtained based on the first correction coefficient and the initial discharge power.
2. The method according to claim 1, characterized in that, The state parameters include accelerator pedal opening, battery temperature, and battery power degradation rate; the calculation of a first correction coefficient based on the current number of starts and the state parameters includes: Based on the current number of starts, the accelerator pedal opening, the temperature, and the power drop rate, calculate the current number of starts correction coefficient, the accelerator pedal correction coefficient, the first temperature correction coefficient, and the power drop rate correction coefficient. The first correction factor is calculated based on the current start count correction factor, the throttle correction factor, the first temperature correction factor, and the power drop rate correction factor.
3. The method according to claim 1, characterized in that, The step of obtaining the actual discharge power based on the first correction coefficient and the initial discharge power includes: The actual discharge power is obtained by calculating the product between the first correction coefficient and the initial discharge power.
4. The method according to claim 2, characterized in that, The state parameters also include the second temperature, slope, and altitude of the scene in which the vehicle is located, as well as the vehicle's steering angle and initial power demand; obtaining the vehicle's target power demand includes: Calculate the second temperature correction factor, the slope correction factor, the altitude correction factor, and the turning angle correction factor based on the second temperature, the slope, the altitude, and the turning angle. The second correction factor is calculated based on the second temperature correction factor, slope correction factor, altitude correction factor, and steering angle correction factor. The initial power demand is corrected based on the second correction factor to obtain the target power demand of the vehicle.
5. The method according to any one of claims 1 to 4, characterized in that, After controlling the engine to start, the method further includes: Record the number of new starts of the engine within a unit of time, and update the current number of starts based on the new number of starts.
6. The method according to claim 1, characterized in that, The method further includes: When the difference between the actual discharge power and the target required power is detected to be not less than a preset power threshold, the engine is controlled to stop.
7. An engine control device for a hybrid vehicle, characterized in that, The device includes: The first processing module is used to obtain the vehicle's status parameters and target power requirements, as well as the initial discharge power of the battery and the current number of engine starts per unit time. The second processing module is used to correct the initial discharge power based on the current number of startups and the status parameters to obtain the actual discharge power; The third processing module is used to control the engine to start when the difference between the actual discharge power and the target required power is less than a preset power threshold. The second processing module includes: The first processing unit is configured to calculate a first correction coefficient based on the current startup count and the status parameters when it is detected that the current startup count has reached a preset threshold. The second processing unit is used to obtain the actual discharge power based on the first correction coefficient and the initial discharge power.
8. The apparatus according to claim 7, characterized in that, The state parameters include accelerator pedal opening, battery temperature, and battery power degradation rate; the first processing unit includes: The first processing subunit is used to calculate the current start count correction coefficient, throttle correction coefficient, first temperature correction coefficient, and power drop rate correction coefficient based on the current start count, the accelerator pedal opening, the temperature, and the power drop rate. The second processing subunit is used to obtain the first correction coefficient based on the current start count correction coefficient, the throttle correction coefficient, the first temperature correction coefficient, and the power drop rate correction coefficient.
9. The apparatus according to claim 7, characterized in that, The second processing unit includes: The third processing subunit is used to calculate the product between the first correction coefficient and the initial discharge power to obtain the actual discharge power.
10. The apparatus according to claim 8, characterized in that, The state parameters also include the second temperature, slope, and altitude of the scene in which the vehicle is located, as well as the vehicle's steering angle and initial power demand; the first processing module includes: The third processing unit is used to calculate the second temperature correction coefficient, the slope correction coefficient, the altitude correction coefficient, and the turning angle correction coefficient based on the second temperature, the slope, the altitude, and the turning angle. The fourth processing unit is used to calculate the second correction coefficient based on the second temperature correction coefficient, slope correction coefficient, altitude correction coefficient, and steering angle correction coefficient; The fifth processing unit is used to correct the initial power demand based on the second correction coefficient to obtain the target power demand of the vehicle.
11. The apparatus according to any one of claims 7 to 10, characterized in that, The device further includes: The fourth processing module is used to record the number of new starts of the engine within a unit of time, and update the current number of starts based on the new number of starts.
12. The apparatus according to claim 7, characterized in that, The device further includes: The fifth processing module is used to control the engine to shut down when the difference between the actual discharge power and the target required power is detected to be not less than a preset power threshold.
13. A hybrid vehicle, characterized in that, include: A memory and a processor are communicatively connected, the memory stores computer instructions, and the processor executes the computer instructions to perform the engine control method of the hybrid vehicle according to any one of claims 1 to 6.
14. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to execute the engine control method of the hybrid vehicle according to any one of claims 1 to 6.