Engine control method for hybrid vehicle, hybrid vehicle and storage medium

Abstract

The present application provides a hybrid vehicle engine control method, a hybrid vehicle and a storage medium, which is applied to the field of vehicles, and includes: in the current driving cycle, if the vehicle engine start condition is met, requesting the engine to start; after the engine is successfully started, if a first signal indicating fuel exhaustion is received from the engine controller, requesting the engine to stop, and recording the cumulative number of fuel exhaustion shutdown events; judging whether the cumulative number is greater than or equal to the target number threshold; if the cumulative number is greater than or equal to the target number threshold, continuously sending an instruction to prohibit starting the engine to the engine controller in the current driving cycle; if the cumulative number is less than the target number threshold, not sending an instruction to prohibit starting the engine to the engine controller. The method can reasonably control the start and stop of the engine, so as to optimize the use of fuel while protecting the engine-related components.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more specifically, to an engine control method of a hybrid vehicle, a hybrid vehicle, and a storage medium in the field of vehicles. Background Art

[0002] A hybrid vehicle is a car that is equipped with two or more power sources, usually a combination of an engine and an electric motor. Hybrid vehicles are designed to improve fuel economy, reduce emissions and provide a better driving experience. One of the purposes of starting the engine of a hybrid vehicle is to maximize energy utilization. How to reasonably control the start and stop of the engine has always been a research topic in the hybrid vehicle industry. Because if the engine is started frequently, it may damage the engine-related components, and if the engine is directly prohibited from starting under some special working conditions, it will affect the vehicle's power and sacrifice some of the vehicle's fuel range. Based on this, how to reasonably control the start and stop of the engine to optimize fuel use while protecting the engine-related components has become a technical problem that needs to be solved urgently. Summary of the invention

[0003] The present application provides an engine control method for a hybrid vehicle, a hybrid vehicle and a storage medium, wherein the method can optimize fuel usage while protecting engine-related components.

[0004] In a first aspect, a method for controlling an engine of a hybrid vehicle is provided, the method comprising: requesting the engine to start if a starting condition of an engine of the vehicle is met within a current driving cycle; after the engine is successfully started, if a first signal indicating fuel exhaustion is received from an engine controller, requesting the engine to stop, and recording a cumulative number of fuel exhaustion shutdown events; determining whether the cumulative number is greater than or equal to a target number threshold corresponding to the vehicle; continuously sending an instruction to prohibit starting the engine to the engine controller within the current driving cycle if the cumulative number is greater than or equal to the target number threshold; and not sending an instruction to prohibit starting the engine to the engine controller within the current driving cycle if the cumulative number is less than the target number threshold.

[0005] In the above technical solution, if the engine start condition is met in the current driving cycle, the engine is requested to start, which avoids starting the engine under inappropriate circumstances and improves safety. After the engine is successfully started, if the first signal indicating fuel exhaustion is received from the engine controller, the engine is requested to stop, and the cumulative number of fuel exhaustion shutdown events is recorded. In other words, although the first signal is received, considering that the detection result of the engine controller for the remaining fuel may not be accurate, the first signal received at this time cannot indicate that the fuel exhaustion is a real result. Therefore, the engine will not be directly prohibited from starting after requesting the engine to stop, but the cumulative number of fuel exhaustion shutdown events will be recorded, and then the recorded cumulative number will be compared with the target number threshold. When the cumulative number is greater than or equal to the target number threshold, it means that the engine has been controlled to stop many times due to the reception of the first signal in the current driving cycle, and then the fuel exhaustion is a real result. At this time, the instruction to prohibit the engine from starting is sent to the engine controller, which is conducive to ensuring that the engine is prohibited from starting only when the fuel is actually exhausted, thereby realizing reasonable prohibition of engine starting, and then realizing protection of the engine and hardware. When the accumulated number of times is less than the target number threshold, it cannot be said that the first signal received this time can indicate that the fuel exhaustion is a real result. Therefore, no instruction to prohibit starting the engine will be sent to the engine controller, that is, the engine will not be prohibited from starting. In other words, in this case, if the engine starting conditions are met, the engine is still allowed to start, which is conducive to optimizing fuel use.

[0006] In combination with the first aspect, in certain possible implementations, if a first signal indicating fuel depletion is received from an engine controller, requesting the engine to stop includes: if the first signal indicating fuel depletion is continuously received from the engine controller within a preset first time period, requesting the engine to stop.

[0007] In combination with the first aspect, in certain possible implementations, the method further includes: when the cumulative number of times is less than the target number threshold, if the engine start condition is met, requesting the engine to start; after the engine is successfully started, if a second signal indicating that the fuel is not exhausted is received from the engine controller, the cumulative number of fuel exhaustion shutdown events is set to zero.

[0008] In combination with the first aspect, in certain possible implementations, if a second signal indicating that the fuel is not exhausted is received from the engine controller, the cumulative number of fuel exhaustion shutdown events is set to zero, including: if the second signal indicating that the fuel is not exhausted is continuously received from the engine controller within a preset second time period, the cumulative number of fuel exhaustion shutdown events is set to zero.

[0009] In combination with the first aspect, in certain possible implementations, when the cumulative number is greater than or equal to the target number threshold, the method further includes: if a preset change is detected in the status signal of the fuel cap of the vehicle, and the detected increase in the fuel level is greater than the preset increase threshold, the cumulative number of fuel exhaustion shutdown events is set to zero; wherein the preset change is: from a closed state to an open state and then to a closed state.

[0010] In combination with the first aspect, in some possible implementations, the starting conditions of the engine include: the current driving mode of the vehicle is a pure electric driving mode, the remaining power of the vehicle's power battery is less than a preset power threshold, the current speed of the vehicle is greater than a preset speed threshold, and the vehicle's required power is greater than the current discharge power of the power battery.

[0011] In combination with the first aspect, in some possible implementations, the first signal is sent when the engine controller determines that the fuel in the fuel tank is exhausted based on the air-fuel ratio, the fuel level in the fuel tank, and the rail pressure of the common rail pipe.

[0012] In combination with the first aspect, in some possible implementations, the engine controller determines that the fuel in the fuel tank is exhausted based on the air-fuel ratio, the fuel level in the fuel tank and the rail pressure of the common rail pipe, including: the engine controller determines that the fuel in the fuel tank is exhausted when it is determined that the air-fuel ratio is less than a preset air-fuel ratio threshold, the fuel level is less than a preset level threshold, and the rail pressure of the common rail pipe is less than a preset pressure threshold within a preset duration.

[0013] In combination with the first aspect, in certain possible implementations, the target number threshold value corresponding to the vehicle is determined by: determining the slope of the road section on which the vehicle is currently located; determining the category of the vehicle and the shape of the fuel tank; wherein the category is off-road or non-off-road; and determining the target number threshold value corresponding to the vehicle based on the slope, the category and the shape of the fuel tank.

[0014] In a second aspect, an engine control device for a hybrid vehicle is provided, the device comprising: a start request module, for requesting the engine to be started if the start condition of the vehicle's engine is met within a current driving cycle; a stop request module, for requesting the engine to be stopped if a first signal indicating fuel exhaustion is received from an engine controller after the engine is successfully started, and recording the cumulative number of fuel exhaustion shutdown events; a judgment module, for judging whether the cumulative number is greater than or equal to a target number threshold corresponding to the vehicle; a start prohibition module, for continuously sending an instruction to prohibit the engine from being started to the engine controller within the current driving cycle if the cumulative number is greater than or equal to the target number threshold; and for not sending an instruction to prohibit the engine from being started to the engine controller within the current driving cycle if the cumulative number is less than the target number threshold.

[0015] In a third aspect, a hybrid vehicle is provided, comprising: a memory for storing executable program code; and a processor for calling and running the executable program code from the memory, so that the hybrid vehicle executes the method in the first aspect or any possible implementation of the first aspect.

[0016] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0017] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 is a schematic flow chart of an engine control method for a hybrid vehicle provided in an embodiment of the present application;

[0019] Figure 2 is a schematic flow chart of another hybrid vehicle engine control method provided in an embodiment of the present application;

[0020] Figure 3 is a structural schematic diagram of an engine control device for a hybrid vehicle provided in an embodiment of the present application;

[0021] Figure 4 It is a structural schematic diagram of a hybrid vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0022] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0023] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0024] A hybrid electric vehicle (HEV) is a car that is equipped with two or more power sources, usually a combination of an engine and an electric motor. Hybrid vehicles are designed to improve fuel economy, reduce emissions and provide a better driving experience. One of the purposes of starting the engine of a hybrid vehicle is to maximize energy utilization. How to reasonably control the start and stop of the engine has always been a research topic in the hybrid vehicle industry. Because if the engine is started frequently, it may damage the engine-related components, and if the engine is directly prohibited from starting under some special working conditions, it will affect the vehicle's power and sacrifice some of the vehicle's fuel range. Based on this, how to reasonably control the start and stop of the engine to optimize fuel use while protecting the engine-related components has become a technical problem that needs to be solved urgently.

[0025] The inventor of the present application has found that when the hybrid vehicle is in a high-speed driving state and the driver's required power is greater than the maximum power that the power battery can provide, the engine will be requested to start, and the driving mode of the power system will enter the direct drive mode. At this time, if there are special operating conditions such as the fuel is about to run out, or the fuel level becomes low on uphill and downhill slopes, causing the oil pump to have difficulty in sucking oil, or other controller units judge that the fuel level is low, frequently starting the engine may damage the engine-related components. If the engine is directly prohibited from starting under the above special conditions, it will not only affect the vehicle's power, but also sacrifice part of the vehicle's fuel range. However, if the engine is not prohibited from starting, frequently starting the engine will not only waste the remaining little electricity, but also risk damaging the engine-related components.

[0026] The inventor of the present application further found that in each of the above-mentioned special working conditions, they are all related to the remaining amount of fuel, but the detection of the remaining amount of fuel is currently either detected by the engine controller itself through a sensor or by other controller units. It is understandable that the fuel in the fuel tank is only used by the engine, so the accuracy of detecting the remaining amount of fuel through other controller units is low. When the engine controller detects by itself through a sensor, the detection result may not be accurate due to the error of the sensor itself. In addition, some fuel tanks are designed to be nearly empty, and the sensor cannot accurately detect the remaining fuel at the bottom. In other words, the geometric shape of the fuel tank may cause the sensor to read a deviation at a specific amount of fuel, which may also cause inaccurate detection results of the remaining amount of fuel. Inaccurate detection results of the remaining amount of fuel will also directly affect the rationality of the engine's start-stop strategy under the above-mentioned special working conditions. For example, if it is detected that the fuel is about to run out and the engine is directly prohibited from starting, but in fact the detection result of the fuel being about to run out is inaccurate, that is, the actual remaining amount of fuel supports the engine to continue to start, then prohibiting the engine from starting at this time is an unreasonable strategy, which affects the vehicle power and sacrifices part of the vehicle's fuel range.

[0027] Based on this, the inventor of the present application has designed a more accurate method for identifying the remaining fuel amount to control the engine shutdown and prohibition of starting from the perspective of identifying the remaining fuel amount. By more accurately identifying the remaining fuel amount and reasonably controlling the engine start and stop based on the remaining fuel amount, it is possible to protect the engine and hardware and optimize the use of fuel. Moreover, the method of accurately identifying the remaining fuel amount designed by the present application is implemented on the basis of the existing hardware of the vehicle, and does not add other additional hardware equipment, so it does not lead to an increase in cost.

[0028] An embodiment of the present application provides an engine control method for a hybrid vehicle, which is applied to a hybrid vehicle, and specifically can be applied to a vehicle control unit (VCU) in a hybrid vehicle. Figure 1 It is a schematic flow chart of an engine control method for a hybrid vehicle provided in an embodiment of the present application.

[0029] For example, Figure 1 As shown, the engine control method includes:

[0030] Step 101: In the current driving cycle, if the vehicle engine start condition is met, request the engine to start.

[0031] Step 102: After the engine is successfully started, if a first signal indicating fuel exhaustion is received from an engine controller, the engine is requested to be stopped, and the accumulated number of fuel exhaustion shutdown events is recorded.

[0032] Step 103: Determine whether the accumulated number of times is greater than or equal to the target number threshold corresponding to the vehicle. If yes, execute step 104, otherwise execute step 105.

[0033] Step 104: Continue to send instructions to the engine controller to prohibit starting the engine during the current driving cycle.

[0034] Step 105: Do not send a command to the engine controller to prohibit starting the engine in the current driving cycle.

[0035] exist Figure 1 In the illustrated embodiment, within the current driving cycle, if the engine start conditions are met, the engine is requested to start, thereby avoiding starting the engine under inappropriate circumstances and improving safety.

[0036] After the engine is successfully started, if the first signal indicating fuel exhaustion is received from the engine controller, the engine is requested to stop, and the cumulative number of fuel exhaustion shutdown events is recorded. That is to say, although the first signal is received, considering that the detection result of the engine controller for the remaining fuel may not be accurate, the first signal received at this time cannot indicate that fuel exhaustion is a real result, so the engine will not be directly prohibited from starting after requesting the engine to stop, but the cumulative number of fuel exhaustion shutdown events is recorded, and then the recorded cumulative number is compared with the target number threshold. When the cumulative number is greater than or equal to the target number threshold, it means that the engine has been controlled to stop many times due to the reception of the first signal in the current driving cycle, and then the fuel exhaustion is a real result. At this time, the instruction to prohibit the engine from starting is sent to the engine controller, which is conducive to ensuring that the engine is prohibited from starting only when the fuel is actually exhausted, thereby realizing reasonable prohibition of engine starting, and then realizing protection of the engine and hardware. When the accumulated number of times is less than the target number threshold, it cannot be said that the first signal received this time can indicate that the fuel exhaustion is a real result. Therefore, no instruction to prohibit starting the engine will be sent to the engine controller, that is, the engine will not be prohibited from starting. In other words, in this case, if the engine starting conditions are met, the engine is still allowed to start, which is conducive to optimizing fuel use.

[0037] In the embodiment of the present application, by reasonably judging the accumulated number of fuel exhaustion shutdown events, it is helpful to accurately identify whether the fuel exhaustion detected by the engine controller is a real result. By judging whether the accumulated number is greater than or equal to the target number threshold, the VCU can accurately identify whether the vehicle fuel is truly consumed. Therefore, when the fuel is truly exhausted, that is, when the fuel is truly consumed (that is, the accumulated number is greater than or equal to the target number threshold), the engine is controlled to prohibit starting, and when the fuel is not truly exhausted (that is, the accumulated number is less than the target number threshold), the engine is allowed to start. Such a control strategy can not only protect the engine and hardware, but also optimize the use of fuel.

[0038] Below Figure 1 The specific implementation of each step in the embodiment shown is described as follows:

[0039] In step 101, in the current driving cycle, if the VCU detects that the engine start condition is met, the engine start is requested. In the embodiment of the present application, the power-on time of the vehicle can be determined as the start time of the driving cycle, and the power-off time of the vehicle can be determined as the end time of the driving cycle, and then the period between the start time and the end time can be determined as a driving cycle.

[0040] The engine start condition is used to measure whether the engine should be started at present. If the VCU detects that the engine start condition is met, it means that the engine should be started at present. Then the VCU sends the engine start command to the engine control module (ECM). The start command can be recorded as Eng_Start_Req=1. After receiving the start command, the engine controller controls the engine to start.

[0041] In some embodiments, the engine start-up conditions include the following conditions 1 to 4:

[0042] Condition 1: The current driving mode of the vehicle is the pure electric driving mode. It can be understood that the current driving mode is the pure electric driving mode, which means that the engine is not started.

[0043] Condition 2: The remaining power of the vehicle's power battery is less than the preset power threshold. The preset power threshold can be pre-calibrated, for example, 30%. If the remaining power of the power battery is less than the preset power threshold, it means that the current remaining power of the power battery is insufficient and may not be enough to meet the power demand of the vehicle, and the engine needs to be started for assistance.

[0044] Condition 3: The current speed of the vehicle is greater than the preset speed threshold. The preset speed threshold can be pre-calibrated, for example, 70 kph. If the current speed is greater than the preset speed threshold, it means that the vehicle is currently at a high speed and has a large power demand, and the engine needs to be started for assistance.

[0045] Condition 4: The vehicle's required power is greater than the current discharge power of the power battery. The current discharge power of the power battery can be: the maximum discharge power that the power battery can provide at its current remaining power and temperature. When the vehicle's required power is greater than the current discharge power of the power battery, it means that even if the power battery is currently outputting at its maximum discharge power, it cannot meet the vehicle's required power, and the engine needs to be started for assistance so that the power battery and the engine can jointly output power to meet the vehicle's required power.

[0046] In a specific implementation, when the VCU detects that the above four conditions are all met, it determines that the engine start condition is met, and thus requests the engine to start. It can be understood that the VCU requests the engine to start when the VCU does not prohibit the engine from starting in the current driving cycle.

[0047] In step 102, after the engine is successfully started, if the VCU receives the first signal sent by the ECM indicating that the fuel is exhausted, the engine is requested to be stopped, and the cumulative number of fuel exhaustion shutdown events is recorded. Among them, the first signal is sent by the ECM when the fuel is exhausted, and the first signal can be recorded as: Fuel_Consum_Over=true. The fuel exhaustion shutdown event can be understood as: the event that the VCU requests the engine to be stopped due to receiving the first signal.

[0048] After receiving the first signal Fuel_Consum_Over=true, the VCU requests the engine to stop. The VCU requesting the engine to stop may include: the VCU may send a stop command (represented as Eng_Stop_Req=1) to the ECM, and the ECM controls the engine to stop after receiving the stop command.

[0049] In the related technology, after receiving the first signal, the VCU will think that the current fuel is exhausted, and will control the engine to shut down and directly prohibit the engine from starting. Although this can protect the engine and hardware to a certain extent, it is difficult to optimize the use of fuel, which affects the vehicle power and sacrifices part of the vehicle's fuel range.

[0050] In the embodiment of the present application, after the VCU requests the engine to shut down, the engine start will not be directly prohibited, because the VCU cannot confirm whether the fuel exhaustion detected by the ECM is a real result based only on the first signal currently received. Therefore, after the VCU requests the engine to shut down, it will record the cumulative number of fuel exhaustion shutdown events that have occurred in the current driving cycle from the cumulative start time to the current time. Among them, the cumulative start time may be the start time of the current driving cycle, or it may be the time when the most recent cumulative number is set to zero. If there has been no event in which the cumulative number is set to zero before the current time, the cumulative start time is the start time of the current driving cycle. If there has been an event in which the cumulative number is set to zero before the current time, the cumulative start time is the most recent time when the cumulative number is set to zero from the current time.

[0051] In some embodiments, in the current driving cycle, each time an engine shutdown event caused by receiving the first signal occurs, the cumulative number of fuel exhaustion shutdown events is incremented by 1. The accumulation of the cumulative number can be counted by the fuel exhaustion shutdown event counter Hi, and each time an engine shutdown event caused by receiving the first signal occurs, the fuel exhaustion shutdown event counter Hi is incremented by 1. For example: in the current driving cycle, if the engine shutdown event caused by receiving the first signal occurs for the first time, then H0=1, and if the engine shutdown event caused by receiving the first signal occurs for the second time, then H1=H0+1=2.

[0052] In a specific implementation, after the vehicle is powered on and started, the ECM will send a first signal indicating that the fuel is exhausted or a second signal indicating that the fuel is not exhausted to the CAN (Controller Area Network) line according to a preset signal transmission cycle. The signal transmission cycle can be pre-calibrated, for example, to 1 second, that is, the ECM will send the first signal or the second signal to the CAN line every 1 second. Whether the ECM sends the first signal or the second signal is determined based on whether the ECM detects that the fuel is exhausted. When the ECM detects that the fuel is exhausted, the ECM will send the above-mentioned first signal to the CAN line, and when the ECM detects that the fuel is not exhausted, the ECM will send the above-mentioned second signal to the CAN line. Thus, the VCU can periodically receive the first signal or the second signal sent by the ECM through the CAN line. The first signal is recorded as Fuel_Consum_Over=true (true means that the fuel is exhausted), and the second signal is recorded as Fuel_Consum_Over=false (false means that the fuel is not exhausted).

[0053] In some embodiments, the first signal is sent when the ECM determines that the fuel in the fuel tank is exhausted based on the air-fuel ratio, the fuel level in the fuel tank, and the rail pressure of the common rail pipe. Similarly, the second signal is sent when the ECM determines that the fuel in the fuel tank is not exhausted based on the air-fuel ratio, the fuel level in the fuel tank, and the rail pressure of the common rail pipe.

[0054] Air-Fuel Ratio (AFR) refers to the mass ratio of air to fuel during the combustion of fuel, that is, the ratio of the intake volume to the fuel injection volume. ECM can detect the air-fuel ratio through a series of sensors and control algorithms. For example, ECM calculates the air-fuel ratio based on the intake volume data and fuel injection volume data provided by the air flow sensor or the intake manifold absolute pressure sensor. The air flow sensor is used to measure the mass of air entering the engine. The intake manifold absolute pressure sensor is used to measure the absolute pressure in the intake manifold, and indirectly reflects the intake volume by measuring the pressure in the intake manifold.

[0055] The fuel level of a fuel tank refers to the height or position of the fuel surface in the fuel tank. The fuel level reflects the amount of fuel remaining in the fuel tank. The detection of the fuel level is usually achieved through a fuel level sensor.

[0056] The common rail is a core component in the common rail system of the engine. It acts as a central high-pressure fuel rail and distributes high-pressure fuel to each injector through multiple branch lines. The rail pressure of the common rail refers to the fuel pressure inside the common rail. The rail pressure is usually detected by a rail pressure sensor installed on the common rail.

[0057] In the embodiment of the present application, the ECM can determine whether the fuel is exhausted by combining the air-fuel ratio, the fuel level in the fuel tank and the rail pressure of the common rail pipe.

[0058] In some embodiments, the ECM determines that the fuel in the fuel tank is exhausted based on the air-fuel ratio, the fuel level in the fuel tank, and the rail pressure of the common rail pipe, including: the ECM determines that the fuel in the fuel tank is exhausted when it is determined that the air-fuel ratio is less than a preset air-fuel ratio threshold, the fuel level is less than a preset level threshold, and the rail pressure of the common rail pipe is less than a preset pressure threshold within a preset duration.

[0059] The preset air-fuel ratio threshold can be pre-calibrated to measure whether the air-fuel ratio is low. If the air-fuel ratio is less than the preset air-fuel ratio threshold, it means that the current air-fuel ratio is low. The preset liquid level threshold can be pre-calibrated to measure whether the fuel level is low. If the fuel level is less than the preset liquid level threshold, it means that the current fuel level is low. The preset duration and preset pressure threshold can be pre-calibrated to measure whether the low rail pressure has continued for a period of time. If the rail pressure of the common rail pipe is less than the preset pressure threshold within the preset duration, it means that the low rail pressure has continued for a period of time.

[0060] If the air-fuel ratio is continuously low, and this happens when the fuel level is less than the preset level threshold, and the rail pressure has been low for a period of time, the ECM can determine that the fuel in the fuel tank is exhausted, and the ECM will send the first signal Fuel_Consum_Over=true, otherwise the ECM will send the second signal Fuel_Consum_Over=false. In other words, if the air-fuel ratio is greater than or equal to the preset air-fuel ratio threshold, or the fuel level is greater than or equal to the preset level threshold, or the rail pressure of the common rail pipe does not meet the preset pressure threshold for the preset duration, the ECM determines that the fuel in the fuel tank is not exhausted, and thus sends the second signal. By comprehensively monitoring the fuel level, air-fuel ratio and common rail pressure, the ECM can relatively accurately determine whether the fuel in the fuel tank is exhausted.

[0061] From the above description, it can be seen that when the ECM determines whether the fuel is exhausted, it mainly relies on the detection results of sensors, such as the above-mentioned air flow sensor, intake manifold absolute pressure sensor, rail pressure sensor, fuel level sensor, etc. However, the error of the sensor itself may not be accurate. In addition, some fuel tanks are designed to be nearly empty, and the sensor cannot accurately detect the remaining fuel at the bottom. In other words, the geometric shape of the fuel tank may cause the sensor to read a certain amount of fuel, which may also cause inaccurate detection results of the fuel level sensor. At the same time, compared with flat sections, the same amount of fuel in the fuel tank may also be detected by the fuel level sensor on uphill and downhill sections, and different detection results may be obtained, which may also cause the detection results of the fuel level sensor to be difficult to represent the actual remaining fuel under certain working conditions. For hybrid vehicles, there is also the following scenario: when the fuel gauge pointer enters the red alarm area, there is actually still a certain amount of fuel in the fuel tank, but when the fuel gauge pointer enters the red alarm area, the fuel level sensor cannot actually detect it, and it is impossible to know how much fuel is actually remaining. Based on this, in the embodiment of the present application, even if the VCU receives the first signal Fuel_Consum_Over=true sent by the ECM, the VCU will not directly determine that the fuel is exhausted based on the first signal, and then directly prohibit starting the engine, but first request the engine to stop, and record the cumulative number of fuel exhaustion shutdown events. Then, step 103 is executed, and by judging whether the cumulative number is greater than or equal to the target number threshold in step 103, it is further determined whether the fuel is truly consumed.

[0062] In some embodiments, if a first signal indicating fuel depletion sent by the ECM is received, requesting the engine to shut down includes: if the first signal indicating fuel depletion sent by the ECM is continuously received within a preset first time period, requesting the engine to shut down.

[0063] Among them, the first duration can be calibrated in advance to avoid the impact of signal jumps on the internal control logic of the VCU. If the first signal indicating fuel exhaustion sent by the ECM is continuously received within the preset first duration, it means that the ECM has continuously and stably sent the first signal within the first duration, and the first signal is not generated by a signal jump. The VCU continuously and stably receives the first signal sent by the ECM within the first duration, and then requests the engine to shut down, and records the cumulative number of fuel exhaustion shutdown events, which helps to avoid the VCU erroneously requesting the engine to shut down due to signal jumps.

[0064] In some embodiments, the first time duration is less than the maximum time duration that the motor is allowed to drag when the engine is not spraying fuel. This helps to avoid signal jumps while avoiding damage to the engine caused by not spraying fuel for a long time after the engine is started.

[0065] In some embodiments, if the first signal indicating fuel exhaustion sent by the ECM is continuously received within the preset first time period, and it is determined that the running time after the engine is started is greater than the preset minimum running time, the engine is requested to stop. Among them, the minimum running time refers to the minimum running time after the engine is started. If the engine is requested to stop immediately after the engine is started, it will damage the lubrication system of the entire engine. Therefore, in the embodiment of the present application, within the preset first time period, the first signal indicating fuel exhaustion sent by the ECM is continuously received, and it is determined that the running time after the engine is started is greater than the preset minimum running time, then the engine is requested to stop, which can also avoid damage to the lubrication system of the entire engine.

[0066] In some embodiments, the first duration is greater than the minimum running time after the engine is started and less than the maximum duration allowed for the motor to drag when the engine is not spraying fuel. This is beneficial for avoiding signal jumps while avoiding damage to the engine caused by not spraying fuel for a long time after the engine is started, and can avoid damage to the lubrication system of the entire engine.

[0067] In step 103, the VCU determines whether the cumulative number of times is greater than or equal to the target number threshold corresponding to the vehicle. The target number threshold is greater than 1, and the target number threshold can be pre-calibrated, for example, it can be calibrated to 3. Then, when the VCU determines that the cumulative number of times is greater than or equal to 3 times, the VCU can determine that the fuel exhaustion is a real result, that is, the fuel is truly consumed at this time. When the VCU determines that the cumulative number of times is less than 3 times, the VCU can determine that the fuel exhaustion is not a real result, that is, the fuel is not truly consumed at this time.

[0068] In some embodiments, the target number threshold corresponding to the vehicle is determined by: determining the slope of the road section on which the vehicle is currently located; determining the category of the vehicle and the shape of the fuel tank; wherein the category is off-road or non-off-road; and determining the target number threshold corresponding to the vehicle based on the slope, category and shape of the fuel tank.

[0069] The greater the slope of the road section where the vehicle is located, the greater the capacity that the fuel level sensor may not be able to detect, and the greater the demand for engine starting. At this time, the target number threshold can be set larger to make the conditions for prohibiting engine starting more stringent, which is conducive to allowing the engine to start as much as possible on sections with larger slopes, so as to better cope with the power demand on sections with larger slopes.

[0070] Off-road vehicles often involve complex working conditions such as mountain climbing and uphill climbing, and have a greater demand for engine starting. Therefore, the target number threshold can be set larger to make the conditions for prohibiting engine starting more stringent, so as to allow the engine to start as much as possible for off-road vehicles to better cope with the power requirements of complex working conditions such as mountain climbing and uphill climbing. Non-off-road vehicles generally do not involve complex working conditions such as mountain climbing and uphill climbing, but are more designed for working conditions on flat roads. Therefore, the target number threshold can be set smaller.

[0071] The shape of the fuel tank will also affect the capacity that the fuel level sensor cannot detect. For example, the smaller the bottom area of ​​the fuel tank, the smaller the capacity that the fuel sensor cannot detect. In this case, the target number threshold can be set smaller. The larger the bottom area of ​​the fuel tank, the larger the capacity that the fuel sensor cannot detect. In this case, the target number threshold can be set larger, which is conducive to allowing the engine to start as much as possible and making full use of the capacity that the fuel sensor cannot detect.

[0072] Based on the above-mentioned influence of the slope, category and shape of the fuel tank on the target number threshold, in the embodiment of the present application, the correspondence table between the three influencing factors of the slope, category and shape of the fuel tank and the number threshold can be pre-calibrated. When it is necessary to determine the target number threshold, the above-mentioned correspondence table is queried according to the slope of the road section where the vehicle is currently located, the category of the vehicle and the shape of the fuel tank, and the number threshold corresponding to the slope of the road section where the vehicle is currently located, the category of the vehicle and the shape of the fuel tank is determined as the target number threshold corresponding to the vehicle. In the above-mentioned correspondence table, when the slope and category are fixed, the larger the bottom area represented by the shape of the fuel tank, the smaller the corresponding number threshold. When the slope and the shape of the fuel tank are fixed, the number threshold corresponding to the off-road vehicle is greater than the number threshold corresponding to the non-off-road vehicle. When the category and the shape of the fuel tank are fixed, the larger the slope, the larger the corresponding number threshold.

[0073] In the embodiment of the present application, the target number threshold corresponding to the vehicle is determined based on the slope, category and shape of the fuel tank, which is conducive to comprehensively considering multiple factors to adaptively determine the target number threshold, so that the target number threshold is not fixed but dynamically changes, which can optimize the vehicle's fuel management and meet the vehicle's engine start and stop requirements under different slopes, categories and fuel tank shapes.

[0074] In step 104, when the VCU determines that the cumulative number of times is greater than or equal to the target number threshold, it determines that the fuel exhaustion detected by the ECM is a real result, that is, the current fuel is truly consumed. Then, the VCU continues to send instructions to the ECM to prohibit starting the engine in the current driving cycle, so that the ECM controls the engine to prohibit starting in the current driving cycle.

[0075] Among them, the instruction to prohibit starting the engine can be recorded as Eng_Inhibit_start_Req = 1. That is, when the VCU determines that the cumulative number of times is greater than or equal to the target number threshold, the VCU continues to send Eng_Inhibit_start_Req = 1 to the ECM in the current driving cycle. At this time, the engine controller ECM executes Eng_Inhibit_start_Req = 1 to control the engine to be prohibited from starting in the current driving cycle.

[0076] In step 105, when the VCU determines that the cumulative number of times is less than the target number threshold, it determines that the fuel exhaustion detected by the ECM is not a real result, that is, the current fuel has not been actually consumed. Then the VCU will not send an instruction to the ECM to prohibit starting the engine, indicating that the engine is still allowed to start at this time.

[0077] In some embodiments, when the cumulative number of times is less than the target number threshold, if the engine start conditions are met, the VCU requests the engine to start; after the engine starts successfully, if the VCU receives a second signal sent by the ECM indicating that the fuel is not exhausted, the VCU sets the cumulative number of fuel exhaustion shutdown events to zero.

[0078] Combined with the above description, it can be seen that the cumulative number of times is less than the target number threshold, which means that the current fuel has not been actually consumed, and the VCU will not send a command to the ECM to prohibit starting the engine. At this time, the engine is still allowed to start. Therefore, when the cumulative number of times is less than the target number threshold, if the engine start conditions are met, the VCU can still request the engine to start. The engine start conditions have been described above, and you can refer to the above description, so I will not repeat them here.

[0079] After the engine is successfully started, if the VCU receives the second signal Fuel_Consum_Over=false sent by the ECM indicating that the fuel is not exhausted, it means that the ECM has detected that the fuel is not exhausted again. At this time, the VCU can set the cumulative number of fuel exhaustion shutdown events to zero to restart the counting of the cumulative number. The VCU setting the cumulative number of fuel exhaustion shutdown events to zero can be understood as the event of setting the cumulative number to zero as described above. By setting the cumulative number of fuel exhaustion shutdown events to zero, it is helpful to reasonably provide more time to allow the engine to start and optimize the use of fuel.

[0080] In some embodiments, if the VCU receives a second signal sent by the ECM indicating that the fuel is not exhausted, the VCU sets the cumulative number of fuel exhaustion shutdown events to zero, including: if the VCU continues to receive the second signal sent by the ECM indicating that the fuel is not exhausted within a preset second time period, the VCU sets the cumulative number of fuel exhaustion shutdown events to zero.

[0081] Among them, the second duration can be pre-calibrated to avoid the impact of signal jumps on the internal control logic of the VCU, and the second duration is greater than the above-mentioned first duration. If the second signal sent by the ECM is continuously received within the preset second duration, it means that the ECM continues to stably send the second signal within the second duration, and the second signal is not generated by the signal jump. The VCU continues to stably receive the second signal sent by the ECM within the second duration, and then sets the cumulative number of fuel exhaustion shutdown events to zero, which helps to avoid the VCU erroneously setting the cumulative number of fuel exhaustion shutdown events to zero due to signal jumps.

[0082] In some embodiments, the second time period may be greater than the maximum time period during which the motor is allowed to drag when the engine is not spraying fuel. If the second signal sent by the ECM is continuously received within the preset second time period, it not only indicates that the second signal is not caused by a signal jump, but also indicates that the engine is in a stable operation state after a successful start. This makes it more reasonable for the VCU to set the cumulative number of fuel exhaustion shutdown events to zero.

[0083] In some embodiments, when the accumulated number of times is greater than or equal to a target number threshold, it also includes: if a preset change is detected in the status signal of the vehicle's fuel cap, and the detected increase in the fuel level is greater than a preset increase threshold, the accumulated number of fuel exhaustion shutdown events is set to zero; wherein the preset change is: from a closed state to an open state and then to a closed state.

[0084] Among them, the preset increase threshold can be pre-calibrated to represent that the increase in the fuel level is greater than a certain value, for example, it can be calibrated to 1L, but the embodiment of the present application does not make specific limitations on this.

[0085] Combined with the above description, it can be seen that when the cumulative number is greater than or equal to the target number threshold, the VCU will continue to send instructions to the ECM to prohibit starting the engine in the current driving cycle. In order to reasonably release this state of prohibiting starting the engine, the embodiment of the present application will set the cumulative number of fuel exhaustion shutdown events to zero when it is detected that the state signal of the fuel cap of the vehicle has a preset change, and the increase in the fuel level is greater than the preset increase threshold, so as to release the state of prohibiting starting the engine. If it is detected that the state signal of the fuel cap has a preset change, and the increase in the fuel level is greater than the preset increase threshold, the cumulative number of fuel exhaustion shutdown events is set to zero, which can also be understood as the event of setting the cumulative number to zero as described above.

[0086] Since the preset change is from a closed state ("Close") to an open state ("Open") and then to a closed state ("Close"), it means that the fuel cap has undergone a change process from a closed state to an open state and then to a closed state. This change process indicates that the vehicle is likely to have undergone a refueling operation. The detection of an increase in the fuel level greater than the preset increase threshold indicates that there is an actual amount of refueling, that is, the vehicle has indeed undergone a refueling operation. Therefore, in the embodiment of the present application, when the state signal of the fuel cap undergoes a preset change and the increase in the fuel level is greater than the preset increase threshold, it indicates that the vehicle has indeed undergone a refueling operation, and there is a certain amount of remaining fuel after refueling to support the engine starting, so the cumulative number of fuel exhaustion shutdown events is set to zero at this time. After the cumulative number of fuel exhaustion shutdown events is set to zero, the VCU will detect that the cumulative number is less than the target number threshold, and thus stop sending instructions to the ECM to prohibit starting the engine, so as to reasonably release the state of prohibiting starting the engine.

[0087] Figure 2 It is a schematic flow chart of another hybrid vehicle engine control method provided in an embodiment of the present application.

[0088] For example, Figure 2 As shown, the engine control method includes:

[0089] Step 201: The VCU sets the accumulated number of fuel exhaustion shutdown events to zero.

[0090] The VCU may set the cumulative number to zero at the start of the current driving cycle, or may set the cumulative number of fuel exhaustion shutdown events to zero when an event occurs in which the cumulative number is set to zero.

[0091] Step 202: If the engine start conditions are met, the VCU requests the engine to start.

[0092] Step 203: After the engine is successfully started, if the VCU continues to receive the first signal sent by the ECM within T1, the engine is requested to be stopped, and the accumulated number of fuel exhaustion shutdown events is recorded.

[0093] Step 204: Determine whether the accumulated number of times is greater than or equal to the target number of times threshold. If yes, execute step 205, otherwise execute step 202.

[0094] Step 205: The VCU continues to send instructions to the ECM to prohibit starting the engine in the current driving cycle.

[0095] Step 206: Determine whether the state signal of the fuel filler cap has a preset change. If yes, execute step 207; otherwise, execute step 205.

[0096] Step 207: Determine whether the increase in the fuel level is greater than a preset increase threshold. If yes, execute step 201, otherwise execute step 205.

[0097] Step 208: After the engine is successfully started, if the VCU continues to receive the second signal sent by the ECM within T2, the VCU sets the accumulated number of fuel exhaustion shutdown events to zero.

[0098] Among them, T1 is the first duration mentioned above, and T2 is the second duration mentioned above.

[0099] In the embodiment of the present application, the VCU can accurately identify whether the vehicle's fuel is actually consumed through judgment logic, and control the engine to actively shut down and prohibit starting. It can also lift the prohibition on starting according to actual usage conditions, which not only protects the engine and hardware, but also optimizes fuel usage.

[0100] Figure 3 It is a schematic diagram of the structure of an engine control device for a hybrid vehicle provided in an embodiment of the present application.

[0101] For example, Figure 3As shown, the engine control device 300 includes: a start request module 301, which is used to request the engine to start if the start condition of the vehicle's engine is met in the current driving cycle; a stop request module 302, which is used to request the engine to stop if a first signal indicating fuel exhaustion is received from the engine controller after the engine is successfully started, and record the cumulative number of fuel exhaustion shutdown events; a judgment module 303, which is used to judge whether the cumulative number is greater than or equal to a target number threshold corresponding to the vehicle; a start prohibition module 304, which is used to continuously send an instruction to prohibit the engine from starting to the engine controller in the current driving cycle if the cumulative number is greater than or equal to the target number threshold; and not send an instruction to prohibit the engine from starting to the engine controller in the current driving cycle if the cumulative number is less than the target number threshold.

[0102] In some possible implementations, the shutdown request module 302 is specifically configured to request the engine to shut down if a first signal indicating fuel exhaustion is continuously received from the engine controller within a preset first time period.

[0103] In some possible implementations, the engine control device 300 also includes: a cumulative number zeroing module, which is used to request the engine to start if the cumulative number is less than the target number threshold and the engine start conditions are met; after the engine is successfully started, if a second signal indicating that the fuel is not exhausted is received from the engine controller, the cumulative number of fuel exhaustion shutdown events is set to zero.

[0104] In some possible implementations, the cumulative number zeroing module is specifically used to set the cumulative number of fuel exhaustion shutdown events to zero if a second signal indicating that the fuel is not exhausted and sent by the engine controller is continuously received within a preset second time period.

[0105] In some possible implementations, the engine control device 300 also includes: a cumulative number zeroing module, which is used to set the cumulative number of fuel exhaustion shutdown events to zero if a preset change is detected in the status signal of the fuel cap of the vehicle and the increase in the fuel level is detected to be greater than a preset increase threshold; wherein the preset change is: from a closed state to an open state and then to a closed state.

[0106] In some possible implementations, the starting conditions of the engine include: the current driving mode of the vehicle is a pure electric driving mode, the remaining power of the vehicle's power battery is less than a preset power threshold, the current speed of the vehicle is greater than a preset speed threshold, and the vehicle's required power is greater than the current discharge power of the power battery.

[0107] In some possible implementations, the first signal is sent when the engine controller determines that the fuel in the fuel tank is exhausted according to the air-fuel ratio, the fuel level in the fuel tank, and the rail pressure of the common rail pipe.

[0108] In some possible implementations, the engine controller determines that the fuel in the fuel tank is exhausted based on the air-fuel ratio, the fuel level in the fuel tank, and the rail pressure of the common rail pipe, including: the engine controller determines that the fuel in the fuel tank is exhausted when it is determined that the air-fuel ratio is less than a preset air-fuel ratio threshold, the fuel level is less than a preset level threshold, and the rail pressure of the common rail pipe is less than a preset pressure threshold within a preset duration.

[0109] In some possible implementations, the engine control device 300 also includes: a target number threshold determination module, which is used to determine the slope of the road section where the vehicle is currently located; determine the category of the vehicle and the shape of the fuel tank; wherein the category is off-road or non-off-road; and determine the target number threshold corresponding to the vehicle based on the slope, the category and the shape of the fuel tank.

[0110] Figure 4 It is a structural schematic diagram of a hybrid vehicle provided in an embodiment of the present application.

[0111] For example, Figure 4 As shown, the hybrid vehicle 400 includes: a memory 401 and a processor 402, wherein the memory 401 stores an executable program code 4011, and the processor 402 is used to call and execute the executable program code 4011 to perform an engine control method for a hybrid vehicle.

[0112] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to execute an engine control method for a hybrid vehicle provided in an embodiment of the present application.

[0113] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0114] In the case of dividing each functional module according to each function, the device may also include a start request module, a stop request module, a judgment module, a start prohibition module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0115] It should be understood that the device provided in this embodiment is used to execute the above-mentioned engine control method for a hybrid vehicle, and thus can achieve the same effect as the above-mentioned implementation method.

[0116] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the hybrid vehicle to execute related program codes, etc.

[0117] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in combination with the contents disclosed in this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0118] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component or a module, and the chip may include a connected processor and a memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a hybrid vehicle engine control method provided in the above embodiments.

[0119] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is executed on a computer, the computer executes the above-mentioned related method steps to implement an engine control method for a hybrid vehicle provided in the above embodiment.

[0120] This embodiment further provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement the engine control method of a hybrid vehicle provided in the above embodiment.

[0121] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0122] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0123] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0124] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A hybrid vehicle engine control method, characterized in that: The method comprises: In the current driving cycle, if a start condition of an engine of the vehicle is met, requesting the engine to be started; After the engine is successfully started, if a first signal indicating fuel exhaustion sent by the engine controller is continuously received within a preset first time period, the engine is requested to be stopped, and the cumulative number of fuel exhaustion shutdown events is recorded; wherein the first time period is less than the maximum time period allowed for the motor to be dragged when the engine is not spraying fuel; Determining whether the accumulated number of times is greater than or equal to a target number of times threshold value corresponding to the vehicle; When the accumulated number of times is greater than or equal to the target number of times threshold, continuously sending an instruction to prohibit starting the engine to the engine controller in the current driving cycle; When the accumulated number of times is less than the target number of times threshold, no instruction to prohibit starting the engine is sent to the engine controller in the current driving cycle.

2. The method according to claim 1, characterized in that The method further comprises: When the accumulated number of times is less than the target number of times threshold, if the engine start condition is met, requesting the engine to start; After the engine is successfully started, if a second signal indicating that the fuel is not exhausted is received from the engine controller, the accumulated number of fuel exhaustion shutdown events is set to zero.

3. The method according to claim 2, characterized in that If a second signal indicating that the fuel is not exhausted is received from the engine controller, the accumulated number of fuel exhaustion shutdown events is set to zero, including: If the second signal indicating that the fuel is not exhausted and sent by the engine controller is continuously received within the preset second time period, the accumulated number of fuel exhaustion shutdown events is set to zero.

4. The method according to claim 1, characterized in that: When the accumulated number of times is greater than or equal to the target number of times threshold, the method further includes: If a preset change is detected in the state signal of the fuel cap of the vehicle, and the increase in the fuel level is detected to be greater than a preset increase threshold, the accumulated number of fuel exhaustion shutdown events is set to zero; wherein the preset change is: from a closed state to an open state and then to a closed state.

5. The method according to claim 1, characterized in that The engine start conditions include: The current driving mode of the vehicle is a pure electric driving mode, the remaining power of the power battery of the vehicle is less than a preset power threshold, the current speed of the vehicle is greater than a preset speed threshold, and the power demand of the entire vehicle is greater than the current discharge power of the power battery.

6. The method according to claim 1, characterized in that The first signal is sent when the engine controller determines that the fuel in the fuel tank is exhausted according to the air-fuel ratio, the fuel level in the fuel tank, and the rail pressure of the common rail pipe.

7. The method according to claim 6, characterized in that The engine controller determines that the fuel in the fuel tank is exhausted according to the air-fuel ratio, the fuel level of the fuel tank and the rail pressure of the common rail pipe, including: The engine controller determines that the fuel in the fuel tank is exhausted when it is determined that the air-fuel ratio is less than a preset air-fuel ratio threshold, the fuel level is less than a preset level threshold, and the rail pressure of the common rail pipe is less than a preset pressure threshold for a preset duration.

8. The method according to claim 1, characterized in that The target number threshold corresponding to the vehicle is determined in the following manner: Determining the slope of the road section where the vehicle is currently located; Determining the category of the vehicle and the shape of the fuel tank; wherein the category is off-road or non-off-road; A target number threshold corresponding to the vehicle is determined according to the slope, the category and the shape of the fuel tank.

9. A hybrid vehicle, characterized in that: The hybrid vehicle comprises: A memory for storing executable program codes; A processor is used to call and run the executable program code from the memory, so that the hybrid vehicle executes the method according to any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 8 is implemented.

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