Engine reverse drag suppression method, system, and vehicle for hybrid vehicle

Abstract

The application is suitable for the field of vehicle control technology, and particularly relates to an engine reverse drag inhibition method and system of a hybrid vehicle and the vehicle. The method monitors the engine shaft speed of the engine and the generator shaft speed of the generator in real time when the vehicle is running in pure electricity at a preset temperature. When the engine shaft speed exceeds a first preset speed value and the generator shaft speed is not a second preset speed value, the generator outputs a first reverse torque so that the engine shaft speed does not exceed the first preset speed value. The reverse torque is applied by the generator control unit to play a speed stabilization control function under low temperature conditions, so as to realize the speed control of the engine and avoid the engine being dragged in reverse, thereby improving the comfort of the vehicle.

Description

TECHNICAL FIELD

[0001] The present application is suitable for the field of vehicle control, in particular to a method and system for inhibiting engine reverse drag of a hybrid vehicle and the vehicle. BACKGROUND

[0002] At present, the hybrid vehicle includes but is not limited to plug-in hybrid vehicle, extended-range hybrid vehicle, etc., wherein the hybrid vehicle is equipped with a hybrid power system, including a range extender type hybrid power system, a power split type hybrid power system, a hybrid power system with series-parallel structure, etc.

[0003] After parking in an extremely low temperature environment (for example, temperature ≤-30℃) for one night and then driving, the vehicle has pure electric driving function, and the oil viscosity increases at low temperature, so that when the drive control unit (DCU) drives the vehicle, the driving torque is transmitted to the engine through the clutch, thereby causing the engine to be dragged in reverse, and when the speed is dragged to a certain speed (transmission system resonance speed), the transmission system will be amplified, thereby affecting the comfort of the vehicle.

[0004] Therefore, how to inhibit the engine reverse drag during low-temperature pure electric driving to improve the comfort of the vehicle becomes a problem to be solved. SUMMARY

[0005] Therefore, the embodiments of the present application provide a method and system for inhibiting engine reverse drag of a hybrid vehicle and the vehicle to solve the problem of how to inhibit the engine reverse drag during low-temperature pure electric driving to improve the comfort of the vehicle.

[0006] In a first aspect, the embodiments of the present application provide a method for inhibiting engine reverse drag of a hybrid vehicle, comprising:

[0007] When the vehicle is in pure electric driving at a preset temperature, the engine shaft speed of the engine and the generator shaft speed of the generator are monitored in real time;

[0008] When the engine shaft speed exceeds a first preset speed value and the generator shaft speed is not a second preset speed value, a first reverse torque is output by the generator to make the engine shaft speed not exceed the first preset speed value.

[0009] In an embodiment, the method for inhibiting engine reverse drag of the hybrid vehicle further comprises:

[0010] The oil temperature of the overspeed protection control oil circuit in the vehicle, the engine state and the vehicle speed are obtained;

[0011] If the oil temperature is not higher than the preset temperature, the engine state is not started, and the vehicle speed is greater than a preset vehicle speed value, it is determined that the vehicle is in a preset temperature and pure electric driving.

[0012] In an embodiment, the engine state is obtained, including:

[0013] The driving mode, the remaining power of the power battery, and the air conditioning running mode in the vehicle are obtained.

[0014] If the driving mode is pure electric priority, the remaining power is greater than a preset power value, and the air conditioning running mode does not trigger engine starting, it is determined that the engine state is not started.

[0015] In an embodiment, the air conditioning running mode is obtained, including:

[0016] The air conditioning switch state and the heating heater state are obtained.

[0017] If the air conditioning switch state is on and the heating heater state is off, it is determined that the air conditioning running mode triggers engine starting.

[0018] If the air conditioning switch state is on and the heating heater state is on, or the air conditioning switch state is off, it is determined that the air conditioning running mode does not trigger engine starting.

[0019] In an embodiment, after the control of the generator outputting the first reverse torque, further comprising:

[0020] Detect whether the oil temperature of the overspeed protection control oil circuit is higher than the preset temperature and whether the engine state is started.

[0021] If it is detected that the oil temperature of the overspeed protection control oil circuit is higher than the preset temperature, or the engine state is started, the reverse drag suppression of the engine is exited.

[0022] In an embodiment, the control of the generator outputting the first reverse torque, including:

[0023] According to the difference between the generator shaft speed and the second preset speed value, a first reverse torque is generated.

[0024] The first reverse torque is controlled to be output by the generator.

[0025] In an embodiment, after the control of the generator outputting the first reverse torque, further comprising:

[0026] If the generator shaft speed at the next moment is greater than a third preset speed value, the first reverse torque is increased to obtain a second reverse torque.

[0027] The second reverse torque is returned as the first reverse torque, and the control of the generator outputting the first reverse torque is performed until the engine shaft speed does not exceed the first preset speed value and the generator shaft speed is a second preset speed value.

[0028] In an embodiment, after the control of the generator outputting the first reverse torque, further comprising:

[0029] If the engine shaft speed at the next moment does not exceed the first preset speed value and the generator shaft speed is the second preset speed value, it is determined whether the vehicle is in pure electric driving at the preset temperature.

[0030] If the vehicle is in pure electric driving at the preset temperature, the engine shaft speed of the engine and the generator shaft speed of the generator are monitored in real time.

[0031] In a second aspect, the embodiments of the present application provide an engine reverse drag suppression system of a hybrid vehicle, comprising a vehicle controller, an electric vehicle integrated power unit, an engine management system and a generator control unit, the engine management system is configured to collect an engine shaft speed of an engine, the generator control unit is configured to collect a generator shaft speed of a generator, the electric vehicle integrated power unit is connected to the generator control unit, the vehicle controller is connected to the electric vehicle integrated power unit and the engine management system, and the vehicle controller is configured to implement the engine reverse drag suppression method of the first aspect and its improvements.

[0032] In a third aspect, the embodiments of the present application provide a vehicle comprising the engine reverse drag suppression system of the hybrid vehicle of the second aspect.

[0033] Compared with the prior art, the embodiments of the present application have the beneficial effects that when the vehicle is in pure electric driving at the preset temperature, the engine shaft speed of the engine and the generator shaft speed of the generator are monitored in real time, when the engine shaft speed exceeds the first preset speed value and the generator shaft speed is not the second preset speed value, the generator outputs a first reverse torque, so that the engine shaft speed does not exceed the first preset speed value, and the reverse torque is applied by the generator control unit, which plays a speed stabilization control function under low temperature conditions, thereby realizing the speed control of the engine, avoiding the engine being dragged in reverse, and improving the comfort of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0034] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiments or prior art description will be briefly introduced. Obviously, the drawings in the following description only constitute some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained without creative labor.

[0035] Figure 1 is a structural schematic diagram of an engine reverse traction suppression system of a hybrid vehicle provided by an embodiment of the present application;

[0036] Figure 2 is a flow schematic diagram of an engine reverse traction suppression method of a hybrid vehicle provided by an embodiment of the present application;

[0037] Figure 3 is a flow schematic diagram of an engine reverse traction suppression method of a hybrid vehicle provided by an embodiment of the present application;

[0038] Figure 4 is a flow schematic diagram of an engine reverse traction suppression method of a hybrid vehicle provided by an embodiment of the present application;

[0039] Figure 5 is a flow schematic diagram of an engine reverse traction suppression method of a hybrid vehicle provided by an embodiment of the present application;

[0040] Figure 6 is a flow schematic diagram of an engine reverse traction suppression method of a hybrid vehicle provided by an embodiment of the present application;

[0041] Figure 7 is a flow schematic diagram of an engine reverse traction suppression method of a hybrid vehicle provided by an embodiment of the present application;

[0042] Figure 8 is a structural schematic diagram of a vehicle controller provided by an embodiment of the present application. DETAILED DESCRIPTION

[0043] In the following description, for the purpose of explanation and not limitation, specific details are set forth, such as particular system configurations, techniques, etc., in order to provide a thorough understanding of the embodiments of the present application. However, it will be apparent to those skilled in the art that the present application can be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.

[0044] It should be understood that the term "include" as used in the specification and in the following claims denotes the presence of the described features, integers, steps, operations, elements, and / or components, but does not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.

[0045] In addition, in the description of the application and the appended claims, the terms "first", "second", "third", and the like are used only to distinguish descriptions, and cannot be understood as indicating or implying relative importance.

[0046] In the present application, the reference "one embodiment" or "some embodiments" and the like means that the specific features, structures or characteristics described in connection with the embodiment are included in one or more embodiments of the present application. Therefore, the statements "in one embodiment", "in some embodiments", "in other some embodiments", "in further some embodiments" and the like appearing in different places in the specification are not necessarily all referring to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized. The terms "include", "contain", "have" and their variants mean "include but not limited to", unless otherwise specifically emphasized.

[0047] It should be understood that the size of the serial number of each step in the following embodiments does not mean the order of execution, and the execution order of each process should be determined by its function and inherent logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0048] In order to illustrate the technical solutions of the present application, the following specific embodiments are described.

[0049] Referring to Figure 1 , is a structural schematic diagram of an engine reverse traction suppression system of a hybrid vehicle provided by Embodiment One of the present application. A vehicle controller unit (VCU), an integrated power unit (IPU) for electric vehicles, an engine management system (EMS) and a generator control unit (GCU), the engine management system is used to collect the engine shaft speed of the engine, the generator control unit is used to collect the generator shaft speed of the generator, the integrated power unit for electric vehicles is connected to the generator control unit, and the vehicle controller unit is connected to the integrated power unit for electric vehicles and the engine management system. Specifically, the vehicle controller unit can be connected in communication through a controller area network bus (CAN).

[0050] The vehicle controller can obtain corresponding data, thereby achieving reverse drag inhibition of the engine of the vehicle.

[0051] As Figure 2 Fig. 2 is a flowchart of a method for inhibiting reverse drag of an engine of a hybrid vehicle according to an embodiment of the present application. The method for inhibiting reverse drag of the engine of the hybrid vehicle is applied to the engine reverse drag inhibition system described above, and is specifically performed by the vehicle controller as follows:

[0052] In step S201, the engine shaft speed of the engine and the generator shaft speed of the generator are monitored in real time when the vehicle is running in pure electric mode at a preset temperature.

[0053] The preset temperature can be set according to the characteristics of the oil used in the transmission. For example, when the oil is at -30°C, the oil viscosity increases, and therefore the preset temperature can be set to between -20°C and -30°C.

[0054] Pure electric driving represents a driving form of the vehicle in pure electric mode, i.e., the engine is not started, and the vehicle controller can extract the engine shaft speed of the engine and the generator shaft speed of the generator from the CAN. The engine shaft speed of the engine can be collected by the EMS of the engine, and the generator shaft speed of the generator can be collected by the GCU of the generator. Of course, the GCU can directly control the generator to output a reverse torque to reversely drive the generator shaft.

[0055] In step S202, when the engine shaft speed exceeds a first preset speed value and the generator shaft speed is not a second preset speed value, the generator outputs a first reverse torque to ensure that the engine shaft speed does not exceed the first preset speed value.

[0056] The first preset speed value and the second preset speed value are set by the user according to the resonance speed of the transmission system of the vehicle. For the engine shaft speed, the engine shaft speed can not be required to be completely zero, for example, the first preset speed value is 10 rpm. For the generator shaft speed, the engine shaft speed can not be required to be completely zero, but in order to ensure that the transmission is not reversely dragged, the generator shaft speed is set to zero, for example, the second preset speed value is 0 rpm.

[0057] If the engine shaft speed exceeds the first preset speed value and the generator shaft speed is not the second preset speed value, it indicates that the engine is reversely dragged, which can cause amplification of the fluctuation of the transmission system. In order to reduce the influence of the engine being reversely dragged, a reverse torque is output by the generator. The value of the reverse torque can be determined according to the generator shaft speed. If the generator shaft speed is high, a larger reverse torque is required, and if the generator shaft speed is low, a smaller reverse torque is required.

[0058] Ultimately, by applying reverse torque, the generator shaft speed can be reduced to a second preset speed value. Furthermore, the engine shaft speed is reduced to below a first preset speed value, thus achieving engine drag suppression.

[0059] In this embodiment, when the vehicle is operating in pure electric mode at a preset temperature, the engine shaft speed and generator shaft speed are monitored in real time. When the engine shaft speed exceeds a first preset speed value and the generator shaft speed is not a second preset speed value, the generator is controlled to output a first reverse torque to ensure that the engine shaft speed does not exceed the first preset speed value. By applying the reverse torque using the generator control unit, a speed stabilization function is achieved under low-temperature conditions, thereby realizing engine speed control, preventing the engine from being dragged, and improving vehicle comfort. Furthermore, based on this, the vehicle does not need to adjust the viscosity coefficient of the oil or the clutch clearance control. By adopting a control strategy, stable speed control is efficiently achieved, avoiding the engine dragging problem at low temperatures.

[0060] like Figure 3 The diagram shown is a flowchart illustrating a method for suppressing engine drag in a hybrid vehicle according to Embodiment 3 of this application. The method further includes the following steps:

[0061] Step S301: Obtain the oil temperature, engine status, and vehicle speed of the overspeed protection control oil circuit in the vehicle.

[0062] In the transmission, the oil temperature in the overspeed protection controller (OPC) circuit remains basically the same as the ambient temperature after prolonged interaction with the external environment. The OPC can be used to collect the oil temperature in this circuit, thereby indicating whether the oil has increased viscosity.

[0063] Engine status is characterized by whether the engine is started. When the engine is started, there is no need to consider the possibility of it being towed backwards; however, if the engine is not started, it may be towed backwards. Engine status can be directly collected by the engine management system or determined through appropriate start-up checks. For example, when using engine drive, the engine must be started.

[0064] Vehicle speed can be obtained by the vehicle controller from the CAN bus. Vehicle speed sensors installed in the vehicle can collect the vehicle speed and send it to the vehicle controller via the CAN bus. Alternatively, wheel speed sensors can be used to calculate the vehicle speed.

[0065] In step S302, if the oil temperature is not higher than the preset temperature, the engine state is not started, and the vehicle speed is greater than the preset vehicle speed value, it is determined that the vehicle is in the preset temperature of the pure electric driving.

[0066] The preset vehicle speed value is a speed value for determining whether the vehicle is driving according to the demand, for example, 3km / h. The oil temperature lower than the preset temperature indicates that the oil product resistance increases, and the reverse dragging phenomenon occurs. In addition, when the engine state is not started and the vehicle enters the driving state, the engine is dragged in the reverse direction. Therefore, when the above conditions are met, it is determined that the vehicle is in the preset temperature of the pure electric driving.

[0067] In an embodiment, after controlling the generator to output the first reverse torque, the method further comprises:

[0068] detecting whether the oil temperature of the overspeed protection control oil circuit is higher than the preset temperature and whether the engine state is started;

[0069] If it is detected that the oil temperature of the overspeed protection control oil circuit is higher than the preset temperature or the engine state is started, the reverse dragging suppression of the engine is exited.

[0070] After controlling the generator to output the first reverse torque, the oil temperature and the engine state need to be monitored in real time. If the oil temperature is higher than the preset temperature, it indicates that the oil product resistance returns to normal, and the reverse dragging situation does not need to be considered. Of course, if the engine state is started, the reverse dragging situation does not need to be considered. At this time, the reverse dragging suppression of the engine is exited, so that the control of the vehicle returns to the normal control logic, and the normal use of the vehicle is avoided.

[0071] The embodiments of the present application take the oil temperature, the engine state, and the vehicle speed as the judgment basis to accurately determine whether the vehicle is in the preset temperature of the pure electric driving, improve the accuracy of the determination of the state of the vehicle, and improve the accuracy of the control of the vehicle.

[0072] Referring to Figure 4 is a flowchart of a method for suppressing engine reverse dragging of a hybrid vehicle provided in Embodiment Three of the present application. After the engine state is obtained in step S301, the following steps are included.

[0073] In step S401, the driving mode, the remaining power of the power battery, and the air conditioning running mode in the vehicle are obtained.

[0074] The driving mode is the execution logic of the engine driving and the motor driving set by the user, for example, the driving mode of the pure electric priority indicates that the motor driving is preferentially used, and the driving mode of other intelligent hybrid mode indicates that the engine can be started at any time to meet the control demand of the vehicle.

[0075] The remaining power of the power battery can be represented as a state of charge (SOC) to determine whether the vehicle can travel in a pure electric driving manner, for example, when the SOC is less than 20%, the vehicle can need to enter engine driving, that is, the engine needs to be started accordingly.

[0076] The air conditioning operation mode can refer to the operation state of the air conditioner in the vehicle, for example, whether the air conditioner is turned on, whether the compressor is turned on, whether the electric heating is turned on, and the like, wherein in some vehicles, the engine needs to be started when the air conditioner is turned on and the compressor is running, and if the air conditioner is turned on and the electric heating is turned on, the power battery can be used for power supply, and the engine does not need to be started.

[0077] In step S402, if the driving mode is pure electric priority, the remaining power is greater than the preset power value, and the air conditioning operation mode does not trigger the engine start, it is determined that the engine state is not started.

[0078] The preset power value is set according to the user's demand, and in the case that the driving mode is pure electric priority, the remaining power is greater than the preset power value, and the air conditioning operation mode does not trigger the engine start, it is determined that the engine state is not started, so that the engine reverse drag suppression can be performed.

[0079] In the embodiment of the application, the driving mode, the remaining power and the air conditioning operation state are used to determine whether the engine is started, which can effectively determine whether the engine is started, and improve the accuracy of the engine reverse drag suppression when the engine state is not started.

[0080] Referring to Figure 5 is a flowchart of a method for suppressing engine reverse drag of a hybrid vehicle provided in the fourth embodiment of the application. As shown in Figure 3 The step S301 of obtaining the air conditioning operation mode includes the following steps:

[0081] In step S501, the air conditioning switch state and the heating heater state are obtained.

[0082] In step S502, if the air conditioning switch state is turned on and the heating heater state is turned off, it is determined that the air conditioning operation mode triggers the engine start.

[0083] In step S503, if the air conditioning switch state is turned on and the heating heater state is turned on, or the air conditioning switch state is turned off, it is determined that the air conditioning operation mode does not trigger the engine start.

[0084] The air conditioner running mode is obtained by comprehensively considering the air conditioner switch state and the heating heater state. If the air conditioner switch state is on and the heating heater state is off, the compressor of the air conditioner is started, and the engine needs to be started to drive the compressor to run. If the air conditioner switch state is on and the heating heater state is on, the compressor of the air conditioner is not started, and only power needs to be supplied to the heater.

[0085] The embodiment of the application determines whether the air conditioner running mode will trigger the engine start by analyzing the states of various components of the air conditioner, thereby improving the accuracy of engine start determination, and thus helping to improve the accuracy of vehicle control.

[0086] Referring to Figure 6 is a flowchart of an engine reverse drag suppression method of a hybrid vehicle provided by the embodiment five. As Figure 6 indicated, in step S202, the generator is controlled to output a first reverse torque, including the following steps:

[0087] In step S601, a first reverse torque is generated according to the difference between the generator shaft speed and the second preset speed value.

[0088] In step S602, the generator is controlled to output the first reverse torque.

[0089] The difference between the generator shaft speed and the second preset speed value can provide a basis for determining the size of the reverse torque. When the difference is large, the required reverse torque is larger, and when the difference is small, the required reverse torque is smaller.

[0090] For example, the second preset speed value is zero, and the generator shaft speed is the difference. When the generator shaft speed is 10 rpm, the reverse torque can be -10 Nm, and when the generator shaft speed is 20 rpm, the reverse torque can be -20 Nm.

[0091] The embodiment of the application determines the reverse torque by the difference, wherein the larger the difference, the higher the required reverse torque, and the smaller the difference, the lower the required reverse torque. The above method can accurately determine the size of the reverse torque, thereby achieving accurate control of the generator.

[0092] In an embodiment, after controlling the generator to output the first reverse torque, it further includes:

[0093] If the generator shaft speed at the next moment is greater than the third preset speed value, the first reverse torque is increased to obtain a second reverse torque;

[0094] The second reverse torque is used as the first reverse torque, and the generator outputs the first reverse torque until the engine shaft speed does not exceed the first preset speed value and the generator shaft speed is the second preset speed value.

[0095] In one cycle, if the generated reverse torque cannot reverse the generator shaft speed, that is, the generator shaft speed at the next moment is greater than the third preset speed value, then it is necessary to increase the reverse torque to the second reverse torque, and control the generator to output this second reverse torque to better suppress the generator shaft speed.

[0096] The third preset speed value can be set according to requirements. For example, the third preset speed value is 10 rgm. If the generator shaft speed at the next moment is greater than 10 rgm, the reverse torque needs to be increased by 1 to form a cycle until the engine shaft speed does not exceed the first preset speed value and the generator shaft speed is the second preset speed value.

[0097] In one embodiment, after controlling the generator to output a first reverse torque, the method further includes:

[0098] If the engine shaft speed at the next moment does not exceed the first preset speed value and the generator shaft speed is the second preset speed value, then determine whether the vehicle is in pure electric driving at the preset temperature.

[0099] If the vehicle is operating in pure electric mode at a preset temperature, the engine shaft speed and generator shaft speed will be monitored in real time.

[0100] Specifically, if the engine shaft speed does not exceed the first preset speed value and the generator shaft speed is the second preset speed value at the next moment, and the vehicle is still in pure electric driving at the preset temperature, then it is still necessary to monitor the engine shaft speed and generator shaft speed in real time to form a cycle control. If the vehicle is not in pure electric driving at the preset temperature, then the cycle ends.

[0101] like Figure 7 The diagram shown is a flowchart of an engine anti-drag suppression method for a hybrid vehicle provided in Embodiment 7 of this application. The method determines that the engine will not start by judging the oil temperature, driving mode, SOC, and air conditioning heating in the OPC oil circuit of the transmission. If the vehicle is about to start moving (i.e., the vehicle speed is >3 km / h), the main engine anti-drag control is initiated. The VCU sends a speed loop control request to the EMS and IPU. The IPU detects the GCU shaft speed (i.e., the generator shaft speed) and suppresses speed fluctuations by applying reverse torque, thereby overcoming the reverse rotation of the engine shaft and GCU shaft caused by viscous resistance. If the GCU shaft speed is still not 0 rpm, the logic of increasing the GCU reverse control torque is entered until the GCU shaft speed is 0 rpm during low-temperature pure electric driving.

[0102] Wherein, the vehicle is in high pressure state, that is, Ready state, VCU reads and judges OPC oil temperature, VCU reads and judges driving mode, VCU reads and judges SOC value, VCU reads and judges air conditioning heating switch signal, VCU makes a judgment that the engine is not started, and reads and judges real-time vehicle speed, when the vehicle speed is higher than the threshold value 3km / h, it is considered that the vehicle is in pure electric low temperature driving state, the speed control demand is sent to EMS and IPU, and the Gcuspd (that is, GCU shaft speed) control target speed is output as 0rpm, IPU reads Gcuspd and judges the difference value with the target speed, and applies corresponding reverse torque according to the difference value, for example, -10Nm is applied when the difference value is 10rpm, and -15Nm is applied when the difference value is 20rpm; IPU judges whether the applied torque is sufficient to inhibit the reverse drag caused by viscous resistance according to the read Gcuspd real-time speed, if Gcuspd cannot be controlled within the threshold value range, the reverse torque is increased to achieve the control of Gcuspd speed as 0rpm; IPU feeds back Gcuspd to VCU, EMS feeds back Ergspd (that is, engine shaft speed) to VCU, and the effect of the judgment strategy is judged, VCU continuously performs cyclic judgment until the oil temperature is higher than the threshold value, that is, the viscous resistance is reduced to be insufficient to overcome the resistance to drag the engine, and then the logic of the reverse control torque of GCU is exited.

[0103] OPC oil temperature judgment: after the vehicle is fully immersed, the oil temperature will approach the ambient temperature, and when the oil temperature is lower than 20℃, the next judgment is entered, and when the oil temperature is higher than 20℃, the strategy is exited; driving mode judgment: if it is pure electric mode, the next judgment is entered; if it is not pure electric mode, the engine will start, and the strategy is exited; SOC reading: if the SOC is higher than the engine starting point, the engine will not start, and the next judgment is entered; if the SOC is lower than the engine starting point, the engine will start, and the strategy is exited; air conditioning state judgment: if the air conditioning heating is off, the engine will not start, and the next judgment is entered; if the air conditioning heating is on, and the PTC heater is heated, the engine will start and the strategy is exited; vehicle speed judgment: if the vehicle speed is higher than the threshold value 3km / h, it is considered that it is driving state, VCU sends the speed control request to IPU and EMS, if the vehicle speed is lower than the threshold value 3km / h, it is considered that it is parking state, and the vehicle speed is cyclically judged; Gcuspd signal reading: according to the difference value between the read GCU speed and the target speed, and the reverse torque is applied by looking up the table to inhibit the GCU speed, and the speed is kept as 0rpm; real-time judgment of GCU speed: if the GCU speed is not 0, the reverse torque is increased by 1Nm, the GCU speed and the engine speed signal are sent to VCU, the engine reverse drag state is judged, VCU enters cyclic judgment until the conditions are met to exit.

[0104] Reference Figure 1The application also provides an engine reverse traction inhibition system of a hybrid vehicle, comprising a vehicle controller, an electric vehicle integrated power unit, an engine management system and a generator control unit, the engine management system is configured to collect engine shaft speed of an engine, the generator control unit is configured to collect generator shaft speed of a generator, the electric vehicle integrated power unit is connected to the generator control unit, the vehicle controller is connected to the electric vehicle integrated power unit and the engine management system, and the vehicle controller is configured to execute the engine reverse traction inhibition method of the hybrid vehicle as described in the above embodiments. Figure 8 Fig. 8 shows a structure diagram of a vehicle controller according to an eighth embodiment of the application.

[0105] In addition, the application also provides a vehicle, which comprises the engine reverse traction inhibition system of the hybrid vehicle as described in the above embodiments.

[0106] Those skilled in the art can understand that Figure 8 The vehicle controller in the engine reverse traction inhibition system of the hybrid vehicle is only an example and does not limit the vehicle controller, which can comprise more or less components than those shown in the figure, or combine some components or different components.

[0107] The processor can be a CPU, and can also be other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or can also be any conventional processor.

[0108] The memory includes a readable storage medium, an internal memory, etc., wherein the internal memory can be a memory of the computer device, and the internal memory provides an environment for running of the operating system and the computer readable instructions in the readable storage medium. The readable storage medium can be a hard disk of the computer device, and in other embodiments, can also be an external storage device of the computer device, for example, a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. Further, the memory can include both the internal storage unit and the external storage device of the computer device. The memory is used to store the operating system, the application program, the boot loader, data, and other programs, such as program codes of the computer program, etc. The memory can also be used to temporarily store the data that has been output or will be output.

[0109] In the above embodiments, the description of each embodiment has its own focus, and the parts not described or recorded in detail in a certain embodiment can be referred to the related description of other embodiments.

[0110] Those skilled in the art can understand that the units and algorithm steps of each example described in combination with the embodiments disclosed herein can be realized by electronic hardware or a combination of computer software and electronic hardware. Whether the functions are realized in hardware or software mode depends on the specific application and design constraints of the technical solution. The skilled person can use different methods to realize the described functions for each specific application, but such implementation should not be considered beyond the scope of the present application.

[0111] In the embodiments provided in the present application, it should be understood that the disclosed apparatus / control device and method can be implemented in other ways. For example, the apparatus / control device embodiments described above are only schematic, and the division of the modules or units is only a logical function division, and there can be another division manner in actual implementation, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some interface, device or unit, and can be electrical, mechanical or other forms.

[0112] The units described as separate components can or can not be physically separate, and the components shown as units can or can not be physical units, i.e., they can be located in one place, or can be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the embodiments.

[0113] The above examples are only used to illustrate the technical solutions of the present application, but not to limit the present application; although the present application has been described in detail with reference to the foregoing examples, those ordinarily skilled in the art should understand: the technical solutions recorded in the foregoing examples can still be modified, or some technical features can be replaced equivalently; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. An engine backdriving suppression method for a hybrid vehicle, characterized by comprising: The method comprises: monitoring the engine shaft speed of the engine and the generator shaft speed of the generator in real time when the vehicle is in pure electric driving at a preset temperature; controlling the generator to output a first reverse torque when the engine shaft speed exceeds a first preset speed value and the generator shaft speed is not a second preset speed value, so that the engine shaft speed does not exceed the first preset speed value; The method further comprises: obtaining the oil temperature, engine state and vehicle speed of the overspeed protection control oil circuit in the vehicle; if the oil temperature is not higher than a preset temperature, the engine state is not engine starting and the vehicle speed is greater than a preset speed value, it is determined that the vehicle is in pure electric driving at a preset temperature.

2. The engine back-torque suppression method of a hybrid vehicle according to claim 1, characterized by, The method further comprises: obtaining the driving mode, remaining power of the power battery and air conditioning running mode in the vehicle; if the driving mode is pure electric priority, the remaining power is greater than a preset power value and the air conditioning running mode does not trigger engine starting, it is determined that the engine state is not engine starting.

3. The engine back-torque suppression method of a hybrid vehicle according to claim 2, characterized by, The method further comprises: obtaining the air conditioning switch state and the heating heater state; if the air conditioning switch state is on and the heating heater state is off, it is determined that the air conditioning running mode triggers engine starting; if the air conditioning switch state is on and the heating heater state is on, or the air conditioning switch state is off, it is determined that the air conditioning running mode does not trigger engine starting.

4. The engine reverse traction suppression method of a hybrid vehicle according to any one of claims 1 to 3, characterized by, After the control of the generator to output the first reverse torque, the method further comprises: detecting whether the oil temperature of the overspeed protection control oil circuit is higher than the preset temperature and whether the engine state is engine starting; if it is detected that the oil temperature of the overspeed protection control oil circuit is higher than the preset temperature or the engine state is engine starting, the reverse drag suppression on the engine is exited.

5. The engine back-torque suppression method of a hybrid vehicle according to claim 1, characterized by, The control of the generator to output the first reverse torque comprises: generating the first reverse torque according to the difference between the generator shaft speed and the second preset speed value; controlling the generator to output the first reverse torque.

6. The engine back-torque suppression method of a hybrid vehicle according to claim 5, characterized by, After the control of the generator to output the first reverse torque, the method further comprises: if the generator shaft speed at the next moment is greater than a third preset speed value, the first reverse torque is increased to obtain a second reverse torque; the second reverse torque is taken as the first reverse torque, and the control of the generator to output the first reverse torque is executed again until the engine shaft speed does not exceed the first preset speed value and the generator shaft speed is the second preset speed value.

7. The engine back-torque suppression method of a hybrid vehicle according to claim 5, characterized by, After the control of the generator to output the first reverse torque, the method further comprises: if the engine shaft speed at the next moment does not exceed the first preset speed value and the generator shaft speed is the second preset speed value, it is judged whether the vehicle is in pure electric driving at the preset temperature; if the vehicle is in pure electric driving at the preset temperature, the monitoring of the engine shaft speed of the engine and the generator shaft speed of the generator in real time is executed.

8. An engine backdriving suppression system for a hybrid vehicle, characterized by, The system comprises a vehicle controller, an integrated power unit of an electric vehicle, an engine management system for collecting engine shaft speed of an engine, and a generator control unit for collecting generator shaft speed of a generator, the integrated power unit of the electric vehicle is connected to the generator control unit, the vehicle controller is connected to the integrated power unit of the electric vehicle and the engine management system, and the vehicle controller is used to realize the engine reverse drag suppression method of the hybrid vehicle according to any one of claims 1 to 7.

9. A vehicle characterized by comprising: The system comprises the engine reverse drag suppression system of the hybrid vehicle according to claim 8.

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