Hybrid vehicle control method and vehicle

Abstract

The invention belongs to the technical field of vehicle control, and particularly provides a hybrid vehicle control method and a vehicle, the hybrid vehicle comprises an engine and a motor, the engine is in transmission connection with the motor, and the method comprises the steps that in response to a starting instruction for the engine, the motor is controlled to enter a motor mode; acquiring a crankshaft state angle of the engine, wherein the crankshaft state angle is used for representing a progress state of each cylinder piston in the engine; and according to the crankshaft state angle, the preloading torque of the motor is determined, and the motor is controlled to output the preloading torque to the engine so as to drag the engine to rotate. Through the technical scheme provided by the invention, the stability of the starting process of the hybrid vehicle engine can be improved.

Description

Technical Field

[0001] This application belongs to the field of vehicle control technology, and in particular relates to a hybrid vehicle control method and vehicle. Background Technology

[0002] In the field of new energy vehicles, hybrid vehicles have become an important development direction for the current automotive industry because they combine the range advantage of traditional internal combustion engines with the low energy consumption characteristics of electric motors. The engine start-up process is a key link in the control of hybrid vehicles, which can directly affect the starting stability, power response efficiency and service life of core components of the vehicle. However, in the current technology, the engine start-up control scheme of hybrid vehicles still has certain technical defects, resulting in large vibrations and poor stability of the engine during the start-up process. Therefore, how to improve the stability of the engine start-up process of hybrid vehicles is an urgent technical problem to be solved. Summary of the Invention

[0003] Embodiments of this application provide a hybrid vehicle control method, apparatus, program product, medium, and vehicle, which can improve the stability of the hybrid vehicle engine start-up process.

[0004] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part from practice of this application.

[0005] According to a first aspect of the embodiments of this application, a hybrid vehicle control method is provided, characterized in that the hybrid vehicle includes an engine and a motor, the engine being drive-connected to the motor, the method comprising: in response to a start command of the engine, controlling the motor to enter an electric motor mode; acquiring the crankshaft state angle of the engine, the crankshaft state angle being used to characterize the progress state of the pistons of each cylinder in the engine; determining the preload torque of the motor based on the crankshaft state angle, and controlling the motor to output the preload torque to the engine to drive the engine to rotate.

[0006] In some embodiments of this application, based on the foregoing scheme, the method further includes: obtaining the remaining power of the power battery in the hybrid vehicle; if the remaining power is lower than a set power, triggering a start command to the engine.

[0007] In some embodiments of this application, based on the previous scheme, determining the preload torque of the motor according to the crankshaft state angle includes: obtaining a set crankshaft state angle interval, the number of set crankshaft state angle intervals being the same as the number of cylinder pistons in the engine; if the crankshaft state angle falls into any of the set crankshaft state angle intervals, then the set fixed preset torque is determined as the preload torque; if the crankshaft state angle does not fall into any of the set crankshaft state angle intervals, then the preload torque is determined according to the crankshaft state angle using a proportional-integral control model.

[0008] In some embodiments of this application, the proportional-integral control model comprises:

[0009] in, Indicates time The preloaded torque; This represents the difference between the target crankshaft state angle and the current crankshaft state angle. Indicates the proportionality coefficient; This represents the integration time constant.

[0010] In some embodiments of this application, based on the foregoing scheme, controlling the motor to output the preloaded torque to the engine includes: if the crankshaft state angle falls into any of the set crankshaft state angle intervals, then controlling the motor to output the preloaded torque to the engine within a set time period; if the crankshaft state angle does not fall into any of the set crankshaft state angle intervals, then controlling the motor to output the preloaded torque to the engine until the crankshaft state angle falls into any of the set crankshaft state angle intervals.

[0011] In some embodiments of this application, based on the foregoing scheme, after controlling the motor to output the preloaded torque to the engine, the method further includes: obtaining the real-time speed of the engine; determining the starting torque of the motor based on the real-time speed, wherein the starting torque is negatively correlated with the real-time speed; controlling the motor to output the starting torque to the engine until the real-time speed reaches the set injection speed, and then controlling the motor to reduce the starting torque to the set torque.

[0012] In some embodiments of this application, based on the foregoing scheme, the method further includes: if the real-time speed falls within a first set speed range, then determining the feedforward compensation torque through a feedforward compensation torque setting model; and correcting the starting torque of the motor based on the feedforward compensation torque.

[0013] In some embodiments of this application, based on the foregoing scheme, the feedforward compensation torque setting model includes:

[0014] in, Indicates feedforward compensation torque; This represents the harmonic coefficient, which is the maximum amplitude of the compensation torque; Indicates the target harmonic frequency; Indicates the current time; This indicates the compensation phase angle.

[0015] In some embodiments of this application, based on the foregoing scheme, the method further includes: when the real-time speed reaches the set injection speed, triggering an engine ignition command and controlling the motor to enter generator mode, and in the generator mode, controlling the speed of the generator to be in a second set speed range.

[0016] According to a second aspect of the embodiments of this application, a hybrid vehicle control device is provided, characterized in that the hybrid vehicle includes an engine and a motor, the engine being drive-connected to the motor, and the method comprising: a response unit, configured to control the motor to enter an electric motor mode in response to a start command of the engine; an acquisition unit, configured to acquire the crankshaft state angle of the engine, the crankshaft state angle being used to characterize the progress state of the pistons of each cylinder in the engine; and a control unit, configured to determine the preload torque of the motor based on the crankshaft state angle, and control the motor to output the preload torque to the engine to drive the engine to rotate.

[0017] According to a third aspect of the embodiments of this application, a computer program product is provided, the computer program product including computer instructions stored in a computer-readable storage medium and adapted to be read and executed by a processor to cause a computer device having the processor to perform an operation as described in any of the embodiments of the first aspect above.

[0018] According to a fourth aspect of the embodiments of this application, a computer-readable storage medium is provided, the computer-readable storage medium storing at least one computer program instruction, the at least one computer program instruction being loaded and executed by a processor to perform the operation performed by the method described in any of the embodiments of the first aspect above.

[0019] According to a fifth aspect of the present application, a vehicle is provided, the vehicle including one or more processors and one or more memories, the one or more memories storing at least one computer program instruction, the at least one computer program instruction being loaded and executed by the one or more processors to perform the operation as described in any of the embodiments of the first aspect above.

[0020] Based on the technical solution proposed in this application, by instantly controlling the motor to enter electric motor mode in response to the engine start command, a power source can be reserved in advance to drive the engine, avoiding start-up process delays caused by mode switching delays and significantly improving engine start-up response efficiency. By acquiring the crankshaft state angle, which characterizes the piston process state of the cylinder, the current mechanical motion condition of the engine can be accurately grasped. The preload torque determined accordingly can be specifically matched to the engine resistance under different strokes, avoiding start-up failure due to insufficient torque and preventing power battery energy waste due to excessive torque, effectively improving the energy utilization efficiency of the hybrid system. At the same time, the preload torque output determined based on the crankshaft state angle is stable, avoiding mechanical shock caused by fixed torque hard drag, reducing wear on the engine crankshaft, motor and engine transmission mechanism, and extending the service life of core mechanical components. In addition, using the real-time crankshaft state angle of the engine as the control basis, it can adapt to the differences in cylinder state under different initial start-up conditions, ensuring that the engine can be driven to rotate under various initial mechanical states, improving the stability and success rate of engine start-up.

[0021] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0022] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings: Figure 1 A flowchart of a hybrid vehicle control method in one embodiment of this application is shown; Figure 2 A side view of an engine cylinder piston is shown in one embodiment of this application; Figure 3 A schematic diagram of an engine cylinder piston is shown in one embodiment of this application; Figure 4 A detailed flowchart of a hybrid vehicle control method in one embodiment of this application is shown; Figure 5 A block diagram of a hybrid vehicle control device according to one embodiment of this application is shown; Figure 6 A schematic diagram of the vehicle structure in one embodiment of this application is shown. Detailed Implementation

[0023] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0024] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, components, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0025] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0026] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0027] It should also be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such uses of these terms can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described.

[0028] In the field of new energy vehicles, hybrid vehicles have become an important development direction of the current automotive industry due to their combination of the range advantage of traditional internal combustion engines and the low energy consumption characteristics of electric motors. The engine start-up process is a key link in the control of hybrid vehicles, which can directly affect the starting stability, power response efficiency and service life of core components of the vehicle. However, in the existing technology, the engine start-up control scheme of hybrid vehicles still has certain technical defects, resulting in large vibrations and poor stability of the engine during the start-up process. Based on this, this application proposes a hybrid vehicle control method to improve the stability of the engine start-up process of hybrid vehicles.

[0029] Based on the hybrid vehicle control method proposed in this application, the method can first perform the following steps 101 to 102: Step 101: Obtain the remaining power of the power battery in the hybrid vehicle.

[0030] Step 102: If the remaining battery power is lower than the set battery power, then a start command for the engine is triggered.

[0031] In this application, the set power level can be either 10% or 15%, and this application does not make a specific limitation on it.

[0032] In this application, the remaining power battery capacity refers to the percentage of electrical energy that the power battery can currently output relative to its rated total electrical energy. This directly reflects the energy reserve status of the battery and is the core basis for determining whether the engine needs to intervene to replenish energy.

[0033] In this application, the remaining power of the power battery in the hybrid vehicle can be obtained by real-time collection and calculation of the current remaining power of the power battery through the power battery management system of the hybrid vehicle. First, the voltage, current and temperature sensors built into the power battery management system are used to continuously monitor the individual cell voltage, total voltage, charging and discharging current and cell temperature of the power battery. Then, the current remaining power is determined by combining parameters such as the initial capacity, cycle decay coefficient and temperature compensation coefficient of the power battery.

[0034] In this application, by setting a power threshold, the power battery is prevented from falling into deep discharge due to low remaining power, reducing irreversible damage to the battery cells, thereby extending the service life of the power battery and reducing the user's subsequent battery replacement costs. At the same time, this logic can actively start the engine before the battery power is insufficient, using the engine to power the motor or directly drive the vehicle, avoiding the interruption of vehicle power due to battery depletion and ensuring the continuity of power output during driving.

[0035] Next, we will combine Figure 1 The hybrid vehicle control method proposed in this application is described in detail.

[0036] See Figure 1 A flowchart of a hybrid vehicle control method in one embodiment of this application is shown, such as... Figure 1 As shown, the hybrid vehicle includes an engine and an electric motor, the engine being drive-connected to the electric motor, and the method may include at least the following steps 110 to 130: Step 110: In response to the start command of the engine, control the motor to enter the electric motor mode.

[0037] Step 120: Obtain the crankshaft state angle of the engine, which is used to characterize the progress state of the pistons in each cylinder of the engine.

[0038] Step 130: Determine the preload torque of the motor based on the crankshaft state angle, and control the motor to output the preload torque to the engine to drive the engine to rotate.

[0039] In this application, the command to start the engine may be triggered when the remaining charge of the power battery is lower than a set charge level, or it may be triggered according to the power demand of the vehicle. This application does not make any specific limitations on this.

[0040] In this application, the crankshaft state angle refers to the angle through which the engine crankshaft rotates relative to the initial reference point. For details, please refer to [reference needed]. Figure 2 As shown, a side view of an engine cylinder piston is illustrated in one embodiment of this application. Figure 2 As shown, the cylinder piston 221 is at top dead center during its movement. At this time, the piston has just completed the compression stroke and is preparing to perform the power stroke. The position of the cylinder piston 221 at this moment can be used as the crankshaft state angle. The initial reference point is used to obtain the crankshaft state angles of other pistons.

[0041] In this application, the crankshaft state angle can be determined by a crankshaft position sensor, such as a Hall sensor or a photoelectric sensor. The crankshaft state angle can be used to provide real-time engine operating conditions for subsequent torque control, avoiding situations where the torque output deviates from the actual operating state of the engine, which could lead to engine damage.

[0042] In this application, by obtaining the crankshaft state angle, the stroke type of each cylinder piston is determined, and then a preload torque value that can overcome the current engine resistance without causing torque waste is matched. For example, the resistance of the power stroke is small and the torque requirement is low, while the compression stroke needs to overcome the pressure of the gas in the cylinder and the torque requirement is high. After determining the preload torque, the torque can be directly transmitted to the engine crankshaft through the transmission mechanism between the engine and the motor, while ensuring the smoothness of the torque transmission process and avoiding damage to the crankshaft or transmission components caused by instantaneous impact.

[0043] In this application, by obtaining the crankshaft state angle and determining the preload torque of the motor based on the crankshaft state angle, the preload torque can be matched to the current resistance of the engine as needed. This prevents starting failure due to insufficient torque and avoids wasting power battery energy due to excessive torque, thereby minimizing energy consumption during engine start-up, improving the energy utilization efficiency of the hybrid system, and ensuring the smoothness of the engine start-up process.

[0044] In step 130 above, determining the preload torque of the motor based on the crankshaft state angle can be specifically performed according to steps 131 to 133 as follows: Step 131: Obtain the set crankshaft state angle range, the number of set crankshaft state angle ranges being the same as the number of cylinder pistons in the engine.

[0045] Step 132: If the crankshaft state angle falls into any of the set crankshaft state angle intervals, then the set fixed preset torque is determined as the preload torque.

[0046] Step 133: If the crankshaft state angle does not fall into any of the set crankshaft state angle intervals, then the preload torque is determined by the proportional-integral control model based on the crankshaft state angle.

[0047] In this application, the preload torque can make the gears in the engine mesh with each other, avoiding vibration or impact caused by loose gear meshing when the engine starts.

[0048] In this application, the set crankshaft state angle range can specifically refer to the range of crankshaft state angles when each cylinder piston completes the compression stroke and prepares for the power stroke. The range of crankshaft state angles varies for different pistons and can be determined based on the engine cylinder arrangement and stroke phase relationship. Please refer to [reference needed] for details. Figure 3 This shows a schematic diagram of an engine cylinder piston in one embodiment of this application, as shown below. Figure 3 As shown, the initial reference point for the crankshaft state angle is the position where the cylinder piston 221A has just completed the compression stroke and is about to perform the power stroke. That is, the crankshaft state angle at this time is 0°. Then, the set crankshaft state angle range of the cylinder piston 221A and the cylinder piston 221B can be -15° to 15°, -16° to 16°, or -12° to 12°. The set crankshaft state angle range of the cylinder piston 222A and the cylinder piston 222B can be 165° to 195°, 164° to 196°, or 168° to 192°. This application does not make specific limitations on these ranges.

[0049] In this application, the fixed preset torque can be an optimal torque value pre-calibrated for the set crankshaft state angle range, which can ensure that the engine can start smoothly. For example, if the crankshaft state angle of a cylinder piston is detected to be 3°, and its corresponding set crankshaft state angle range is -10° to 10°, then a fixed preset torque of 30 N•m can be used as the preload torque of the cylinder piston.

[0050] In this application, the proportional-integral control model can output a dynamically adjusted preload torque based on the crankshaft state angle, that is, it can finely adjust the torque in real time according to the angle deviation, so that the torque output by the motor can quickly match the change of the crankshaft angle and improve the stability of the engine starting process.

[0051] In this application, by ensuring that the larger the deviation, the larger the torque adjustment range, each set crankshaft state angle range can accurately correspond to a cylinder, thereby ensuring that the fixed preset torque can match the torque requirements of different cylinders; and by using a proportional-integral control model to dynamically adjust the preload torque for other crankshaft state angles outside the set crankshaft state angle range, the crankshaft vibration amplitude during engine start-up can be reduced, the smoothness of the start-up process can be improved, and the impact wear of transmission components (such as clutches and gears) can be reduced.

[0052] Furthermore, in step 133 above, the proportional-integral control model can specifically be as shown in formula (1): (1) in, Indicates time The preloaded torque; This represents the difference between the target crankshaft state angle and the current crankshaft state angle. Indicates the proportionality coefficient; This represents the integration time constant.

[0053] In this application, Indicates time The preloaded torque, which is the final output of the model, directly determines the driving force of the motor on the engine. This represents the difference between the target crankshaft state angle and the current crankshaft state angle, and is the core input of the model. The magnitude of the deviation directly determines the direction and basic amplitude of torque adjustment. This indicates that the current angle has not reached the target angle, and the torque needs to be increased to drive the crankshaft to rotate to the target angle. This represents the proportionality coefficient, a pre-calibrated fixed coefficient, dimensionless, which reflects the model's response to current deviations. The response intensity The larger, the more important it is for the same The greater the torque output amplitude, the more sensitive the deviation response; If the deviation is too small, the response will be slow, which may lead to a startup delay. This represents the integration time constant, a pre-calibrated fixed parameter in seconds, which reflects the model's response speed to the accumulated historical bias. The smaller the integral term, the stronger its influence on torque, and the easier it is to quickly eliminate long-term deviations. If the value is too large, the integral term will act slowly, making it difficult to eliminate steady-state error.

[0054] In this application, the proportional term in the model can quickly respond to the current crankshaft state angle deviation, rapidly outputting the appropriate torque when the deviation is large, effectively shortening the engine start-up preparation time; the integral term can accumulate historical deviations and gradually adjust the torque, avoiding the static deviations that are prone to occur in pure proportional control, ensuring that the crankshaft state angle accurately falls within the set range, guaranteeing a smooth subsequent start-up process. Simultaneously, the integral term's cumulative calculation characteristic of deviations can filter out single deviation fluctuations, making the preloaded torque output smooth and stable, reducing the mechanical impact of sudden torque changes on the engine crankshaft and transmission gears, and extending the service life of core components; furthermore, the proportional coefficient... With integration time constant Adaptive parameters can be pre-calibrated according to different operating conditions such as low temperature and high resistance, and low battery power, so that the model has strong adaptability to operating conditions, effectively avoiding the problem of insufficient response or excessive torque of a single parameter in complex scenarios, and improving the reliability of engine starting.

[0055] In step 130 above, controlling the motor to output the preloaded torque to the engine can be specifically performed according to steps 134 to 135 as follows: Step 134: If the crankshaft state angle falls into any of the set crankshaft state angle intervals, then control the motor to output the preloaded torque to the engine within a set time.

[0056] Step 135: If the crankshaft state angle does not fall into any of the set crankshaft state angle intervals, then control the motor to output the preload torque to the engine until the crankshaft state angle falls into any of the set crankshaft state angle intervals.

[0057] In this application, the set time can be a fixed time threshold pre-calibrated based on the duration of the engine's critical stroke. This time needs to match the engine's mechanical motion cycle to ensure that the preloaded torque output by the motor can be fully covered within the set time, providing sufficient power to the crankshaft to overcome resistance, thereby improving the stability of the engine starting process.

[0058] In this application, control scenarios are divided based on whether the crankshaft state angle falls within a set range. When the crankshaft state angle falls within the set range, the motor can be controlled to output a fixed preset torque at a set time. When the crankshaft state angle does not fall within the set range, the motor can be controlled to output dynamic torque calculated by the proportional-integral control model with the goal of entering the set range. This ensures the continuity of crankshaft rotation and smoothness of starting. At the same time, the torque output in both scenarios matches the corresponding stage resistance requirements, without sudden increases or decreases in torque. This reduces mechanical impact on core components such as the engine crankshaft and motor transmission gears, extends the service life of components, and further improves the reliability of starting control.

[0059] Based on the technical solution proposed in this application, after controlling the motor to output the preloaded torque to the engine, the method can also perform the following steps 210 to 230: Step 210: Obtain the real-time speed of the engine.

[0060] Step 220: Determine the starting torque of the motor based on the real-time rotational speed, wherein the starting torque is negatively correlated with the real-time rotational speed.

[0061] Step 230: Control the motor to output the starting torque to the engine until the real-time speed reaches the set injection speed, then control the motor to reduce the starting torque to the set torque.

[0062] In this application, the real-time speed of the engine can be obtained by using a speed sensor (such as a Hall effect sensor or a magnetoelectric sensor) on the engine crankshaft to collect the speed data of the engine crankshaft rotation in real time. The speed sensor rotates synchronously with the crankshaft (or indirectly monitors the crankshaft speed through gear meshing) and outputs a speed pulse signal once at fixed intervals. The controller calculates the number of pulses per unit time and converts it into the real-time speed of the engine to ensure that the data update speed can keep up with the dynamic changes in the crankshaft speed.

[0063] In this application, the real-time speed of the engine can be used to determine the engine start-up process. Specifically, the engine start-up process can be determined by the speed difference between the real-time engine speed and the fuel injection speed.

[0064] In this application, the starting torque is negatively correlated with the real-time speed. In the initial stage of starting, the engine needs to overcome a large load such as crankshaft inertia, oil viscosity resistance, and cylinder compression resistance. Therefore, a large starting torque is required to drive the speed to rise rapidly. As the speed increases, the engine's inertial kinetic energy increases, and the load resistance decreases relatively. At this time, reducing the starting torque can prevent the speed from rising too quickly and ensure the stability of the starting process.

[0065] In this application, the set torque needs to be greater than 0 N•m, specifically it can be 5 N•m or 3 N•m, and this application does not make a specific limitation in this regard.

[0066] In this application, by setting a starting torque and dynamically adjusting it based on its negative correlation with the engine's real-time speed, a large torque can be provided to the engine at low speeds to quickly overcome starting resistance, while the torque is reduced at high speeds to prevent speed spikes. This allows the engine speed to smoothly increase from its initial rotation to the set injection speed, avoiding the jerking or surging problems that easily occur when starting with a fixed torque. This improves the stability of the engine starting process. Furthermore, the smooth adjustment of torque throughout the process, and its continuous decrease as the speed increases, significantly reduces mechanical impact on core components such as the engine crankshaft and motor drive gears, reducing component wear and extending their service life. Based on the technical solution proposed in this application, after step 230 above, the method may further perform the following steps 240 to 250: Step 240: If the real-time rotational speed falls within the first set rotational speed range, the feedforward compensation torque is determined by the feedforward compensation torque setting model.

[0067] Step 250: Based on the feedforward compensation torque, correct the starting torque of the motor.

[0068] Furthermore, in step 240 above, the feedforward compensation torque setting model can specifically be as shown in the following formula (2): (2) in, Indicates feedforward compensation torque; This represents the harmonic coefficient, which is the maximum amplitude of the compensation torque; Indicates the target harmonic frequency; Indicates the current time; This indicates the compensation phase angle.

[0069] In this application, the engine generates modal vibrations of 4Hz to 6Hz when the speed is between 100rpm and 500rpm. When the external excitation frequency coincides with the frequency of the engine's modal vibration, resonance is triggered, causing the engine's vibration speed to increase significantly. This vibration may be transmitted to the vehicle body, causing noticeable shaking of the steering wheel and seats, affecting the driving experience. In addition, the amplified vibration will cause the connecting gears of the generator and the engine to collide, and at the same time, the impact load of the crankshaft on the bearings will increase. Over time, this will accelerate gear wear and bearing failure. Therefore, it is necessary to use feedforward compensation torque to eliminate the influence of resonance.

[0070] In this application, This represents the feedforward compensation torque, which can be used to counteract engine modal vibrations. Its value changes periodically with time, can be positive or negative, and directly determines the resonance suppression effect. When the amplitude of the disturbance torque is equal to that of the modal vibration disturbance torque but opposite in direction, the disturbance can be completely canceled out, preventing resonance from occurring. This represents the harmonic coefficient, i.e., the maximum amplitude of the compensation torque. If the torque is too small, the compensation torque will not be sufficient to counteract the maximum disturbance, and residual vibration will still occur. If the value is too large, it will lead to overcompensation, which will cause new speed fluctuations. The specific value can be determined through experiments. This indicates the target harmonic frequency, which is completely consistent with the engine's modal vibration frequency of 4Hz to 6Hz. Specifically, an average value of 5Hz can be taken. Mismatch with modal frequencies The variation period is not synchronized with the interference period, and the feedforward compensation torque will be out of sync with the interference, thus making it impossible to cancel the resonance. Indicates the compensation phase angle, used for adjustment. The phase, to ensure It is completely opposite in phase to the modal vibration.

[0071] In this application, the correction of the starting torque of the motor based on the feedforward compensation torque can specifically be achieved by adding the feedforward compensation torque to the starting torque of the motor. For example, if the feedforward compensation torque determined by formula (2) is -5 N•m and the starting torque is 20 N•m, then the starting torque after correction by the feedforward compensation torque is 15 N•m. This application does not make any specific limitation on this.

[0072] In this application, by starting resonance compensation in the first set speed range and calculating the feedforward compensation torque that is equal to the amplitude of the modal vibration and opposite in direction according to formula (2), the generation of resonance can be effectively suppressed, the vibration during engine start-up can be reduced, thus avoiding obvious shaking of the steering wheel and seat, significantly improving the driving experience, and also reducing the impact frequency of the gear connecting the motor and the engine and the impact load of the crankshaft on the bearing, effectively extending the service life of the connecting gear and bearing.

[0073] Based on the technical solution proposed in this application, the method may further perform the following steps 260 to 270: Step 260: When the real-time speed reaches the set injection speed, trigger the engine ignition command and control the motor to enter generator mode.

[0074] Step 270: In the generator mode, control the speed of the generator to be within a second set speed range.

[0075] In this application, the set fuel injection speed can be 1000 rpm, 1100 rpm, or 950 rpm, and this application does not make a specific limitation on it.

[0076] In this application, when the engine speed reaches the set injection speed, the cylinder compression pressure at this speed is sufficient to form a stable combustible mixture after injection. Therefore, an ignition command can be sent to the engine to start the combustion process. At the same time, the electric motor is switched to generator mode. This avoids insufficient air-fuel mixture compression and ignition failure due to low engine speed, and also avoids disordered injection timing and excessively lean air-fuel mixture due to high engine speed, thus ensuring successful ignition.

[0077] In this application, the second set speed range can be determined based on the driving torque provided by the generator to the engine at this time. When the engine speed reaches the set injection speed, the speed of the generator can be quickly reduced to ensure that the driving torque provided by the generator to the engine is within the preset range, for example, 5 N•m to 10 N•m.

[0078] In this application, firstly, a set injection speed adapted to the ignition conditions is used as the trigger threshold to ensure that the engine cylinder compression pressure and air-fuel mixture concentration meet the ignition requirements. At the same time, the motor mode is switched synchronously to avoid power superposition or interruption, effectively improving the engine ignition success rate and starting reliability. After ignition, the motor immediately switches to generator mode, which can quickly recover the excess power after the engine starts and convert it into electrical energy to replenish the power battery, making up for the electricity consumed in the early stage of starting and realizing the closed-loop utilization of energy in the hybrid system. Secondly, the generator speed is controlled in a second set speed range that takes into account both engine fuel economy and motor power generation efficiency, which can reduce the initial fuel consumption after the engine starts and improve power generation efficiency. Finally, stable speed control can avoid the impact load on the motor and engine connecting gears and the crankshaft impact bearings caused by large speed fluctuations, reduce the wear of core mechanical components, extend their service life, and reduce the vehicle's later maintenance costs.

[0079] Next, in order to enable those skilled in the art to better understand this application, the following will be combined with... Figure 4 The hybrid vehicle control method proposed in this application will be illustrated using an embodiment in a specific application scenario.

[0080] See Figure 4 The diagram shows a detailed flowchart of a hybrid vehicle control method in one embodiment of this application, specifically including steps 401 to 409.

[0081] Step 401: Identify engine start-up requirements.

[0082] Step 402: Determine whether the remaining power of the power battery is less than the set power. If yes, proceed to step 404; otherwise, proceed to step 403.

[0083] Step 403: Terminate the process.

[0084] Step 404: Determine whether the crankshaft state angle of the engine falls within the set crankshaft state angle range. If yes, proceed to step 405; otherwise, proceed to step 406.

[0085] Step 405: Determine the set fixed preset torque as the preload torque, and control the motor to output the preload torque to the engine within a set time.

[0086] Step 406: Determine the preload torque according to the proportional-integral control model, and control the motor to output the preload torque to the engine until the crankshaft state angle of the engine enters the set crankshaft state angle range.

[0087] Step 407: Load the starting torque and inject feedforward compensation torque.

[0088] Step 408: When the real-time engine speed reaches the set injection speed, the engine ignition command is triggered.

[0089] Step 409: The motor enters generator mode and controls the generator speed within the second preset speed range.

[0090] Based on the technical solution proposed in this application, by instantly controlling the motor to enter electric motor mode in response to the engine start command, a power source can be reserved in advance to drive the engine, avoiding start-up process delays caused by mode switching delays and significantly improving engine start-up response efficiency. By acquiring the crankshaft state angle, which characterizes the piston process state of the cylinder, the current mechanical motion condition of the engine can be accurately grasped. The preload torque determined accordingly can be specifically matched to the engine resistance under different strokes, avoiding start-up failure due to insufficient torque and preventing power battery energy waste due to excessive torque, effectively improving the energy utilization efficiency of the hybrid system. At the same time, the preload torque output determined based on the crankshaft state angle is stable, avoiding mechanical shock caused by fixed torque hard drag, reducing wear on the engine crankshaft, motor and engine transmission mechanism, and extending the service life of core mechanical components. In addition, using the real-time crankshaft state angle of the engine as the control basis, it can adapt to the differences in cylinder state under different initial start-up conditions, ensuring that the engine can be driven to rotate under various initial mechanical states, improving the stability and success rate of engine start-up.

[0091] The following describes an embodiment of the apparatus described in this application, which can be used to execute the hybrid vehicle control method described in the above embodiments of this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the hybrid vehicle control method described above.

[0092] Figure 5 A block diagram of a hybrid vehicle control device according to one embodiment of this application is shown.

[0093] Reference Figure 5 According to one embodiment of the present application, a hybrid vehicle control device 500 includes: a response unit 501, an acquisition unit 502, and a control unit 503.

[0094] The response unit 501 is used to control the motor to enter the motor mode in response to the start command of the engine; the acquisition unit 502 is used to acquire the crankshaft state angle of the engine, which is used to characterize the progress state of the pistons of each cylinder in the engine; the control unit 503 is used to determine the preload torque of the motor according to the crankshaft state angle, and control the motor to output the preload torque to the engine to drive the engine to rotate.

[0095] In some embodiments of this application, based on the foregoing scheme, the device further includes a power detection unit, which is configured to: obtain the remaining power of the power battery in the hybrid vehicle; and if the remaining power is lower than a set power, trigger a start command to the engine.

[0096] In some embodiments of this application, based on the previous scheme, the control unit 503 is configured to: acquire a set crankshaft state angle range, the number of set crankshaft state angle ranges being the same as the number of cylinder pistons in the engine; if the crankshaft state angle falls into any of the set crankshaft state angle ranges, then a set fixed preset torque is determined as the preload torque; if the crankshaft state angle does not fall into any of the set crankshaft state angle ranges, then the preload torque is determined based on the crankshaft state angle using a proportional-integral control model.

[0097] In some embodiments of this application, the proportional-integral control model comprises:

[0098] in, Indicates time The preloaded torque; This represents the difference between the target crankshaft state angle and the current crankshaft state angle. Indicates the proportionality coefficient; This represents the integration time constant.

[0099] In some embodiments of this application, based on the foregoing scheme, the control unit 503 is further configured to: if the crankshaft state angle falls into any of the set crankshaft state angle intervals, control the motor to output the preload torque to the engine within a set time; if the crankshaft state angle does not fall into any of the set crankshaft state angle intervals, control the motor to output the preload torque to the engine until the crankshaft state angle falls into any of the set crankshaft state angle intervals.

[0100] In some embodiments of this application, based on the foregoing scheme, after controlling the motor to output the preloaded torque to the engine, the device further includes a starting torque control unit, which is configured to: acquire the real-time speed of the engine; determine the starting torque of the motor based on the real-time speed, wherein the starting torque is negatively correlated with the real-time speed; control the motor to output the starting torque to the engine until the real-time speed reaches the set injection speed, and then control the motor to reduce the starting torque to the set torque.

[0101] In some embodiments of this application, based on the foregoing scheme, the device further includes a feedforward compensation torque control unit, which is configured to: if the real-time speed falls into a first set speed range, determine the feedforward compensation torque through a feedforward compensation torque setting model; and correct the starting torque of the motor based on the feedforward compensation torque.

[0102] In some embodiments of this application, based on the foregoing scheme, the feedforward compensation torque setting model includes:

[0103] in, Indicates feedforward compensation torque; This represents the harmonic coefficient, which is the maximum amplitude of the compensation torque; Indicates the target harmonic frequency; Indicates the current time; This indicates the compensation phase angle.

[0104] In some embodiments of this application, based on the foregoing scheme, the device further includes an ignition unit, which is configured to: trigger an engine ignition command when the real-time speed reaches a set fuel injection speed, and control the motor to enter generator mode, and in the generator mode, control the speed of the generator to be within a second set speed range.

[0105] As another embodiment of this application, a computer program product or computer program is also provided, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the methods described in the above embodiments.

[0106] As another embodiment of this application, a computer-readable storage medium is also provided. This computer-readable storage medium may be included in the vehicle described in the above embodiments, or it may exist independently and not installed in the vehicle. The computer-readable storage medium carries one or more programs that, when executed by the vehicle, cause the vehicle to perform the methods described in the above embodiments.

[0107] Based on the same inventive concept, this application also provides a vehicle. (Reference) Figure 6 The diagram illustrates a structural schematic of a vehicle according to one embodiment of this application. The vehicle includes one or more memories 604, one or more processors 602, and at least one computer program (program code) stored in the memories 604 and executable on the processors 602. When the processors 602 execute the computer program, they implement the method described above.

[0108] Among them, Figure 6 In this document, a bus architecture (represented by bus 600) is used. Bus 600 may include any number of interconnected buses and bridges, linking various circuits including one or more processors represented by processor 602 and memory represented by memory 604. Bus 600 may also link various other circuits such as peripheral devices, voltage regulators, and power management circuits, which are well known in the art and therefore will not be described further herein. Bus interface 605 provides an interface between bus 600 and receiver 601 and transmitter 603. Receiver 601 and transmitter 603 may be the same element, i.e., a transceiver, providing a unit for communicating with various other devices over a transmission medium. Processor 602 is responsible for managing bus 600 and general processing, while memory 604 can be used to store data used by processor 602 during operation.

[0109] The functions described herein may be implemented in hardware, software executed by a processor, firmware, or any combination thereof. If implemented in software executed by a processor, the functions may be stored as one or more instructions or codes on or transmitted via a computer-readable medium. Other examples and embodiments are within the scope and spirit of this application and the appended claims. For example, due to the nature of software, the functions described above may be implemented using software executed by a processor, hardware, firmware, hardwired, or any combination thereof. Furthermore, the functional units may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit.

[0110] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0111] The units described as separate components may or may not be physically separate. Similarly, the components of the control device may or may not be physical units; they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0112] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium, including instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0113] The above description is merely an embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A hybrid vehicle control method, characterized in that, The hybrid vehicle includes an engine and an electric motor, the engine being drive-connected to the electric motor, and the method includes: In response to a start command for the engine, the motor is controlled to enter electric motor mode; The crankshaft state angle of the engine is obtained, and the crankshaft state angle is used to characterize the progress state of the piston of each cylinder in the engine. Based on the crankshaft state angle, the preload torque of the motor is determined, and the motor is controlled to output the preload torque to the engine to drive the engine to rotate.

2. The method according to claim 1, characterized in that, The method further includes: Obtain the remaining charge of the power battery in the hybrid vehicle; If the remaining battery power is lower than the set battery power, a start command for the engine is triggered.

3. The method according to claim 1, characterized in that, Determining the preload torque of the motor based on the crankshaft state angle includes: Obtain a set crankshaft state angle range, wherein the number of set crankshaft state angle ranges is the same as the number of cylinder pistons in the engine; If the crankshaft state angle falls within any of the set crankshaft state angle intervals, then the set fixed preset torque is determined as the preload torque; If the crankshaft state angle does not fall within any of the set crankshaft state angle ranges, the preload torque is determined based on the crankshaft state angle using a proportional-integral control model.

4. The method according to claim 3, characterized in that, The proportional-integral control model includes: in, Indicates time The preloaded torque; This represents the difference between the target crankshaft state angle and the current crankshaft state angle. Indicates the proportionality coefficient; This represents the integration time constant.

5. The method according to claim 3, characterized in that, The control of the motor to output the preloaded torque to the engine includes: If the crankshaft state angle falls into any of the set crankshaft state angle intervals, then the motor is controlled to output the preloaded torque to the engine within a set time. If the crankshaft state angle does not fall within any of the set crankshaft state angle intervals, then the motor is controlled to output the preload torque to the engine until the crankshaft state angle falls within any of the set crankshaft state angle intervals.

6. The method according to claim 3, characterized in that, After controlling the motor to output the preloaded torque to the engine, the method further includes: Obtain the real-time speed of the engine; The starting torque of the motor is determined based on the real-time rotational speed, and the starting torque is negatively correlated with the real-time rotational speed. The motor is controlled to output the starting torque to the engine until the real-time speed reaches the set injection speed, at which point the motor is controlled to reduce the starting torque to the set torque.

7. The method according to claim 6, characterized in that, The method further includes: If the real-time speed falls within the first set speed range, the feedforward compensation torque is determined by the feedforward compensation torque setting model. Based on the feedforward compensation torque, the starting torque of the motor is corrected.

8. The method according to claim 7, characterized in that, The feedforward compensation torque setting model includes: in, Indicates feedforward compensation torque; This represents the harmonic coefficient, which is the maximum amplitude of the compensation torque; Indicates the target harmonic frequency; Indicates the current time; This indicates the compensation phase angle.

9. The method according to claim 6, characterized in that, The method further includes: When the real-time speed reaches the set injection speed, the engine ignition command is triggered, and the motor is controlled to enter generator mode. In the generator mode, the speed of the generator is controlled within a second set speed range.

10. A vehicle, characterized in that, The vehicle includes one or more processors and one or more memories, wherein at least one piece of program code is stored in the one or more memories, and the at least one piece of program code is loaded and executed by the one or more processors to implement the method as claimed in any one of claims 1 to 9.

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