Engine fuel cut control method, device and equipment for hybrid vehicle

Abstract

The application discloses an engine fuel cut control method, device and equipment of a hybrid vehicle, and the method comprises the following steps: obtaining first torque information, first power information and accelerator pedal information of the hybrid vehicle during the process that the hybrid vehicle runs in the extended range of electric mode; determining whether the battery of the hybrid vehicle is at the risk of overcharging according to the first torque information and the first power information, and determining whether the accelerator pedal of the hybrid vehicle is in a preset released state according to the accelerator pedal information; if at least the first torque information and the first power information represent that the battery of the hybrid vehicle is at the risk of overcharging, and the accelerator pedal information represents that the accelerator pedal of the hybrid vehicle is in the preset released state, the engine fuel cut is controlled after a first preset time interval. The application solves the technical problem that the battery of the hybrid vehicle is easily damaged by overcharging.

Description

Technical Field

[0001] This invention belongs to the field of engine technology, and particularly relates to a method, device and equipment for controlling the fuel cut-off of a hybrid vehicle engine. Background Technology

[0002] Hybrid vehicles are a type of new energy vehicle that falls between pure electric vehicles and gasoline-powered vehicles. They possess the engine, transmission, drivetrain, fuel system, and fuel tank of traditional vehicles, as well as the battery, electric motor, and control circuitry of pure electric vehicles. They can achieve pure electric, zero-emission driving, and can also increase the vehicle's driving range through hybrid mode. Typically, the engine in a hybrid vehicle can generate electricity for range extension or for direct drive. The engine can act as a drive source to directly drive the vehicle, and it can also act as a generator to charge the battery. This also brings a problem: the battery in hybrid vehicles is prone to overcharging and damage. Summary of the Invention

[0003] This invention provides a method, device, and equipment for controlling the fuel cut-off of a hybrid vehicle's engine, solving the technical problem that the battery of a hybrid vehicle is easily damaged by overcharging.

[0004] In a first aspect, embodiments of the present invention provide a method for controlling the fuel cut-off of an engine in a hybrid vehicle, comprising: acquiring first torque information, first power information, and accelerator pedal information of the hybrid vehicle while it is driving in a range-extending generator mode; determining whether the battery of the hybrid vehicle is at risk of overcharging based on the first torque information and the first power information, and determining whether the accelerator pedal of the hybrid vehicle is in a preset released state based on the accelerator pedal information; and controlling the fuel cut-off of the engine after an interval of a first preset time period if at least the first torque information and the first power information indicate that the battery of the hybrid vehicle is at risk of overcharging, and the accelerator pedal information indicates that the accelerator pedal of the hybrid vehicle is in the preset released state.

[0005] In conjunction with the first aspect of the present invention, in some embodiments, the first torque information includes the requested torque of the engine and the maximum permissible charging torque; the first power information includes the requested power of the drive motor of the hybrid vehicle and the maximum permissible charging power of the battery; the step of determining whether the battery of the hybrid vehicle has an overcharge risk based on the first torque information and the first power information includes: if the difference between the requested torque of the engine and the maximum permissible charging torque of the engine is greater than a first preset torque, the requested power of the drive motor is less than a first preset power, and the requested power of the drive motor is less than the maximum permissible charging power of the battery, then it is determined that the battery has an overcharge risk.

[0006] In conjunction with the first aspect of the present invention, in some embodiments, the accelerator pedal information includes a first accelerator pedal opening and a second accelerator pedal opening obtained by filtering the first accelerator pedal opening; the preset release state includes a fully released state and a rapid release state; determining whether the accelerator pedal of the hybrid vehicle is in the preset release state based on the accelerator pedal information includes: if the first accelerator pedal opening is less than a first preset opening, determining that the accelerator pedal information indicates that the accelerator pedal is in the fully released state; if the first accelerator pedal opening is greater than the first preset opening, and the difference between the first accelerator pedal opening and the second accelerator pedal opening is less than a second preset opening, determining that the accelerator pedal information indicates that the accelerator pedal is in the rapid release state.

[0007] In conjunction with the first aspect of the present invention, in some embodiments, before controlling the engine fuel cut-off after the first preset time interval, the method further includes: if the engine resumes fuel injection after at least one fuel cut-off, determining whether the opening of the accelerator pedal is at least once greater than a third preset opening; the step of controlling the engine fuel cut-off after the first preset time interval if at least the first torque information and the first power information indicate that the hybrid vehicle's battery has an overcharge risk, and the accelerator pedal information indicates that the hybrid vehicle's accelerator pedal is in the preset released state, includes: if the first torque information and the first power information indicate that the hybrid vehicle's battery has an overcharge risk, the accelerator pedal information indicates that the hybrid vehicle's accelerator pedal is in the preset released state, and the opening of the accelerator pedal is at least once greater than the third preset opening, controlling the engine fuel cut-off after the first preset time interval.

[0008] In conjunction with the first aspect of the present invention, in some embodiments, the method further includes: during the process of the hybrid vehicle driving in direct drive mode, acquiring second power information of the hybrid vehicle and the opening degree of the brake pedal; determining whether the battery has an overcharge risk based on the second power information; if the second power information indicates that the battery has an overcharge risk and the opening degree of the brake pedal is greater than a fourth preset opening degree, controlling the engine to cut off fuel after an interval of a second preset time.

[0009] In conjunction with the first aspect of the present invention, in some embodiments, the second power information includes the IBC regenerative braking power requirement, the vehicle driver's power requirement, and the battery's maximum allowable charging power; the step of determining whether the battery has an overcharge risk based on the second power information includes: if the IBC regenerative braking power requirement is less than a second preset power, and the sum of the vehicle driver's power requirement and the IBC regenerative braking power requirement is less than the battery's maximum allowable charging power, then the second power information indicates that the battery has an overcharge risk.

[0010] In conjunction with the first aspect of the present invention, in some embodiments, the method further includes: during the operation of the hybrid vehicle in either the direct drive mode or the range-extending power generation mode, acquiring the engine's operating state, speed, and second torque information; if the operating state is a running state and the engine speed is less than a first preset speed, controlling the engine to cut off fuel; if the second torque information indicates that the engine has a risk of combustion disorder under the current intake conditions, controlling the engine to cut off fuel after a third preset time interval; if the second torque information indicates that the engine has a risk of combustion disorder under the current comprehensive operating conditions, controlling the engine to cut off fuel.

[0011] In conjunction with the first aspect of the present invention, in some embodiments, the second torque information includes the requested torque of the engine, the minimum ignition angle torque of the current air volume, and the minimum combustion torque; the method further includes: if the difference between the requested torque of the engine and the minimum ignition angle torque of the current air volume is less than a second preset torque, determining that the second torque information indicates that the engine has a risk of combustion disorder under the current intake conditions; if the difference between the requested torque of the engine and the minimum combustion torque is less than a third preset torque, determining that the second torque information indicates that the engine has a risk of combustion disorder under the current combined operating conditions.

[0012] Secondly, embodiments of the present invention provide an engine fuel cut-off control device for a hybrid vehicle, comprising: a data acquisition unit, configured to acquire first torque information, first power information, and accelerator pedal information of the hybrid vehicle during operation in range-extending generator mode; a first judgment unit, configured to determine whether there is an overcharge risk of the hybrid vehicle's battery based on the first torque information and the first power information, and to determine whether the accelerator pedal of the hybrid vehicle is in a preset released state based on the accelerator pedal information; and a fuel cut-off unit, configured to control the engine fuel cut-off after an interval of a first preset time if at least the first torque information and the first power information indicate that there is an overcharge risk of the hybrid vehicle's battery, and the accelerator pedal information indicates that the accelerator pedal of the hybrid vehicle is in the preset released state.

[0013] Thirdly, embodiments of the present invention provide an electronic device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the method described in any of the first aspects.

[0014] The one or more technical solutions provided in the embodiments of the present invention achieve at least the following technical effects or advantages: This invention, in its embodiments, acquires first torque information, first power information, and accelerator pedal information of a hybrid vehicle while it is operating in range-extending power generation mode. Based on the first torque and first power information, it determines whether the hybrid vehicle's battery has an overcharge risk, and based on the accelerator pedal information, it determines whether the accelerator pedal is in a preset released state. If at least the first torque and first power information indicate an overcharge risk, and the accelerator pedal information indicates the accelerator pedal is in a preset released state, the engine fuel is cut off after a first preset time interval. By combining the first torque and first power information to determine whether the battery has an overcharge risk, it avoids relying solely on a single piece of information to determine overcharge risk, improving the accuracy of overcharge risk identification. Then, by cutting off fuel, overcharging is prevented, thereby achieving the beneficial effect of improving battery safety.

[0015] Furthermore, fuel cut-off is only permitted when the system is in a preset released state. Since this preset release state precludes the driver from accelerating, fuel cut-off is avoided when the driver needs to accelerate, thus ensuring the vehicle's power performance. Therefore, this achieves a beneficial balance between vehicle power performance and battery safety. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a flowchart of the engine fuel cut-off control method for hybrid vehicles in an embodiment of the present invention; Figure 2 This is a functional block diagram of the engine fuel cut-off control device for a hybrid vehicle in an embodiment of the present invention; Figure 3 This is a schematic diagram of the structure of an electronic device in an embodiment of the present invention. Detailed Implementation

[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0019] In this invention, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. Furthermore, the technical solutions of the various embodiments can be combined with each other, but only on the basis of being achievable by those skilled in the art. If the combination of technical solutions is contradictory or impossible to implement, such a combination of technical solutions should be considered non-existent and not within the scope of protection claimed by this invention.

[0020] This invention provides a method for controlling the fuel cut-off of an engine in a hybrid vehicle, as described in the following embodiment. Figure 1 As shown, the method includes the following steps S101 to S103: S101: During the operation of the hybrid vehicle in range-extending power generation mode, acquire the first torque information, first power information, and accelerator pedal information of the hybrid vehicle.

[0021] It should be noted that hybrid vehicles can be plug-in hybrid electric vehicles (PHEVs).

[0022] S102: Determine whether there is an overcharge risk in the hybrid vehicle's battery based on the first torque information and the first power information, and determine whether the hybrid vehicle's accelerator pedal is in a preset released state based on the accelerator pedal information.

[0023] It should be noted that the battery can be the power battery of a hybrid vehicle.

[0024] In some implementations, the first torque information includes the requested torque of the engine and the maximum permissible charging torque; the first power information includes the requested power of the hybrid vehicle's drive motor and the maximum permissible charging power of the battery; determining whether the hybrid vehicle's battery has an overcharge risk based on the first torque information and the first power information includes: if the difference between the engine's requested torque and the engine's maximum permissible charging torque is greater than a first preset torque, the drive motor's requested power is less than a first preset power, and the drive motor's requested power is less than the battery's maximum permissible charging power, then it is determined that the battery has an overcharge risk.

[0025] It should be noted that in this embodiment of the invention, discharging is defined as positive and charging as negative. For example, the maximum allowable charging power of the battery is a negative value; the drive motor operates in drive mode, in which case the requested power of the drive motor is a positive value; the drive motor operates in energy recovery mode, in which case the requested power of the drive motor is a negative value. The first preset torque can be 10N. m~11N m. The first preset power can be -2kW to -3kW.

[0026] It should be noted that the requested torque of the engine is a target output torque command issued by the vehicle control unit (VCU) to the engine control unit (ECU) after comprehensively calculating the hybrid vehicle's operating mode, driver power demand, vehicle energy constraints, and component protection boundaries. This command is the core target value for closed-loop engine torque control, representing the vehicle's desired current engine output torque, and is measured in N. The engine's maximum permissible charging torque is derived by working backward from the battery's maximum permissible charging power. It represents the upper limit of the maximum safe generating torque that the engine can output at the current speed, and is a hard constraint on the engine's generating power by the battery's charging capacity. The drive motor's requested power is the target electrical power command calculated by the vehicle control unit (VCU) based on the driver's accelerator / brake pedal signal, vehicle speed, vehicle operating mode, etc., and sent to the drive motor controller (MCU). It represents the amount of electrical power that the drive motor needs to output (drive the vehicle) or absorb (recover energy). The battery's maximum permissible charging power is the maximum charging power that the battery can safely and reliably withstand under the current conditions; it is an inviolable battery protection red line.

[0027] If the difference between the engine's requested torque and its maximum permissible charging torque exceeds a first preset torque, it means the VCU is requesting a generator torque from the engine that significantly exceeds the battery's maximum safe generator torque, exceeding a preset safety threshold. This indicates an overcharge risk due to engine power generation. The difference between the engine's requested torque and its maximum permissible charging torque can be the difference between the requested torque and the maximum permissible charging torque. If the drive motor's requested power is less than a first preset power, and also less than the battery's maximum permissible charging power, it means the driver is coasting at high speed with the accelerator off the accelerator, the vehicle is in a coasting state with no driving demand, and the drive motor's energy recovery alone exceeds the battery's charging capacity. This indicates an overcharge risk due to drive motor energy recovery. In the range-extended generator drive mode, if there is only excess power generation, the power consumption end may consume it, and there is no risk of overcharging; if there is only low demand at the power consumption end, the power generation end may output less, and there is also no risk of overcharging. Therefore, we cross-verify whether the battery faces irreversible overcharging risk from two independent dimensions: the power supply at the generator end of the engine and the power consumption at the power consumption end of the drive motor. That is, only when the generator power generation leads to battery overcharging risk and the energy recovery of the drive motor leads to overcharging risk are met simultaneously will we determine that the battery has overcharging risk. At this time, we control the engine to cut off fuel to avoid battery damage from overcharging, thus improving the accuracy of battery overcharging risk identification.

[0028] In some embodiments, the accelerator pedal information includes a first accelerator pedal opening and a second accelerator pedal opening obtained by filtering the first accelerator pedal opening; the preset release state includes a fully released state and a rapid release state; determining whether the accelerator pedal of the hybrid vehicle is in the preset release state based on the accelerator pedal information includes: if the first accelerator pedal opening is less than the first preset opening, determining that the accelerator pedal information indicates that the accelerator pedal is in the fully released state; if the first accelerator pedal opening is greater than the first preset opening, and the difference between the first accelerator pedal opening and the second accelerator pedal opening is less than the second preset opening, determining that the accelerator pedal information indicates that the accelerator pedal is in the rapid release state.

[0029] It should be noted that the second accelerator pedal opening is obtained after filtering the first accelerator pedal opening. This filtering can be a T-filter. A T-filter is essentially a first-order low-pass filter, where T is the filtering time constant. The core function of this filter is to smooth high-frequency noise in the accelerator pedal signal (such as slight vibrations of the driver's foot or sensor electrical noise), extracting the true accelerator pedal change trend and avoiding misjudgments caused by noise. The filtering characteristic is that the filtered accelerator pedal opening lags behind the original signal and changes more gradually. For example, when the accelerator pedal quickly drops from 10% to 3%, the filtered opening may still be 6%. The difference between the first and second accelerator pedal openings directly reflects the instantaneous rate of change of the accelerator pedal opening. If the first accelerator pedal opening is greater than a first preset opening, and the difference between the first and second accelerator pedal openings is less than the second preset opening, the physical meaning is that although the accelerator pedal is not fully released, the driver is rapidly releasing the accelerator, indicating a strong intention to decelerate. The first preset opening can be 2% to 3%. The second preset opening can be -10% to -11%.

[0030] S103: If at least the first torque information and the first power information indicate that the hybrid vehicle's battery is at risk of overcharging, and the accelerator pedal information indicates that the hybrid vehicle's accelerator pedal is in a preset released state, control the engine to cut off fuel after a first preset time interval.

[0031] It should be noted that the first preset duration can be 0.1s to 0.2s.

[0032] In some embodiments, before controlling the engine fuel cut-off after a first preset time interval, the method further includes: if the engine resumes fuel injection after at least one fuel cut-off, determining whether the accelerator pedal opening is at least once greater than a third preset opening; if at least the first torque information and the first power information indicate that the hybrid vehicle's battery has an overcharge risk, and the accelerator pedal information indicates that the hybrid vehicle's accelerator pedal is in a preset released state, controlling the engine fuel cut-off after a first preset time interval includes: if the first torque information and the first power information indicate that the hybrid vehicle's battery has an overcharge risk, the accelerator pedal information indicates that the hybrid vehicle's accelerator pedal is in a preset released state, and the accelerator pedal opening is at least once greater than a third preset opening, controlling the engine fuel cut-off after a first preset time interval.

[0033] It should be noted that the third preset opening degree can be 5% to 6%. In hybrid range-extended generator mode, critical operating condition oscillations (i.e., ping-pong switching) are most likely to occur. This is because the vehicle is coasting with the accelerator pedal released for a long time, the battery is close to full charge, and the generator power is just at the edge of the charging limit. At this time, the throttle, generator torque, and battery power will fluctuate slightly around the threshold. Slight changes in operating conditions will lead to the following critical operating condition oscillations: switching back and forth between fuel cut-off and fuel injection, frequent start-stop of the engine fuel injection system, and violent fluctuations in speed or torque, which will lead to vehicle vibration, noise, and jerking, seriously affecting smoothness and also damaging parts. Therefore, the embodiments of this invention limit: if the engine resumes fuel injection after at least one fuel cut-off, an additional judgment is made on whether the opening degree of the accelerator pedal is greater than the third preset opening degree at least once. Fuel will only be cut off if both conditions are met. Therefore, for a period of time immediately after the fuel cut-off ends and fuel injection resumes, as long as the driver does not make any obvious acceleration, the entire fuel cut-off logic is locked, and there will be no second fuel cut-off; the logic is unlocked and normal fuel cut-off judgment is restored only when the driver actively presses the accelerator pedal (confirming a need for driving power). Therefore, it avoids the back-and-forth switching of fuel cut-off and fuel injection caused by slight changes in operating conditions, thereby avoiding frequent start-stop of the engine fuel injection system and drastic fluctuations in speed / torque, reducing vehicle vibration and noise, and improving the smoothness of vehicle driving.

[0034] Similar to steps S101 to S103 above, the specific operation method can be further defined by the fuel cut-off flag, as follows: If the hybrid vehicle is operating in range-extending generator mode, the range-extending fuel cut-off 1 flag is set; if the difference between the engine's requested torque and the engine's maximum allowable charging torque is greater than a first preset torque, the range-extending fuel cut-off 2 flag is set; if the drive motor's requested power is less than a first preset power, and the drive motor's requested power is less than the battery's maximum allowable charging power, the range-extending fuel cut-off 3 flag is set; if the first accelerator pedal opening is less than a first preset opening, or if the first accelerator pedal opening is greater than a first preset opening, and the difference between the first accelerator pedal opening and the second accelerator pedal opening is less than a second preset opening, the range-extending fuel cut-off 4 flag is set; if the engine resumes fuel injection after at least one fuel cut-off, and the accelerator pedal opening is greater than a third preset opening at least once, the range-extending fuel cut-off 5 flag is set. After all range-extending fuel cut-off flags 1 to 5 are set, the range-extending fuel cut-off flag is set after a first preset time interval. If any of the above conditions are not met after the range extender fuel cut-off flag is set, the range extender fuel cut-off flag will be reset after a calibrated time delay (e.g., 1 second).

[0035] It should be noted that steps S101 to S103 achieve battery protection by cutting off fuel in range-extended generator mode. In contrast, the engine fuel cut-off control method for hybrid vehicles also includes steps S201 to S203, which achieve battery protection by cutting off fuel in direct drive mode. S201: During the process of the hybrid vehicle driving in direct drive mode, obtain the second power information of the hybrid vehicle and the opening of the brake pedal.

[0036] S202: Determine whether there is a risk of overcharging the battery based on the second power information.

[0037] In some implementations, the second power information includes the IBC regenerative braking power requirement, the vehicle driver's power requirement, and the battery's maximum allowable charging power. Determining whether the battery is at risk of overcharging based on the second power information includes: if the IBC regenerative braking power requirement is less than a second preset power, or if the sum of the vehicle driver's power requirement and the IBC regenerative braking power requirement is less than the battery's maximum allowable charging power, then the second power information indicates that the battery is at risk of overcharging.

[0038] It should be noted that the second preset power can be -50kW to -60kW. The IBC (Integrated Braking Control) power requirement is the target feedback power command sent by the IBC braking system to the drive motor when the hybrid vehicle is in deceleration conditions such as braking or coasting, based on the brake pedal opening, vehicle speed, battery status, and overall vehicle braking demand. The driver's power requirement is the driving power required for vehicle operation calculated by the vehicle controller based on signals such as accelerator pedal opening, vehicle speed, driving resistance, and gear position, reflecting the driver's power demand. If the IBC power requirement is less than the second preset power, it means the hybrid vehicle can recognize deceleration conditions when entering an effective deceleration condition (braking / strong coasting, with significant energy recovery). The sum of the driver's power requirement and the IBC power requirement is less than the battery's maximum allowable charging power, meaning that after deducting the vehicle's own driving power consumption, the net charging power of the vehicle exceeds the battery's current maximum allowable safe charging power.

[0039] S203: If the second power information indicates that the battery is at risk of overcharging or the brake pedal opening is greater than the fourth preset opening, control the engine to cut off fuel after a second preset time interval.

[0040] Specifically, the fourth preset opening degree can be 50% to 60%. A brake pedal opening degree greater than the fourth preset opening degree indicates that the driver has pressed the brake pedal, used to identify active braking conditions. The second preset duration can be 0.1s to 0.2s.

[0041] Similar to steps S201-S203 above, the specific operation method can be further defined by the fuel cut-off flag, as follows: If the hybrid vehicle is driving in direct drive mode, the direct drive fuel cut-off flag 1 is set; if the IBC regenerative braking power requirement is less than the second preset power, the direct drive fuel cut-off flag 2 is set; if the sum of the vehicle driver's power requirement and the IBC regenerative braking power requirement is less than the battery's maximum allowable charging power, the direct drive fuel cut-off flag 3 is set; if the brake pedal opening is greater than the fourth preset opening, the direct drive fuel cut-off flag 4 is set. When all direct drive fuel cut-off flags 1-4 are set, the direct drive fuel cut-off flag is set after a second preset time delay. After the direct drive fuel cut-off flag is set, if any of the above conditions are not met, the direct drive fuel cut-off flag is reset after a certain period of time (e.g., 1 second).

[0042] It should be noted that steps S101 to S103 achieve battery protection by cutting off fuel in range-extending generator mode, and steps S201 to S203 achieve battery protection by cutting off fuel in direct drive mode. In contrast, the engine fuel cut-off control method for hybrid vehicles also includes the following steps S301 to S304, where steps S301 to S304 achieve engine protection by cutting off fuel regardless of the mode: S301: Acquire engine operating status, speed and second torque information while the hybrid vehicle is driving in either direct drive mode or range extender mode.

[0043] S302: If the working state is running and the engine speed is less than the first preset speed, control the engine to cut off fuel.

[0044] It should be noted that the first preset speed can be 650rpm to 670rpm. When the engine is already running autonomously, if its speed is detected to fall into the low-speed danger range, the engine's protection criteria are triggered, and fuel is cut off. Internal combustion engines require a minimum speed to operate normally. Too low a speed results in slow intake airflow, uneven fuel-air mixing, an increased proportion of residual exhaust gas in the cylinder, incomplete combustion after ignition, frequent misfires, insufficient piston inertia, and the inability of a single cylinder to power the entire engine, causing the speed to drop further and eventually stalling. If fuel injection continues at this point, not only will combustion efficiency be extremely poor and fuel consumption increased, but vehicle vibration and abnormal noises will also occur, severely impacting the driving experience and the lifespan of components. Therefore, to address the issues of misfires, vibrations, and stalling at low speeds, active fuel cut-off avoids harsh combustion conditions, protects engine hardware, and improves operational smoothness. Simultaneously, fuel cut-off during deceleration, coasting, and low-load scenarios without power demand eliminates ineffective fuel injection and reduces overall vehicle fuel consumption.

[0045] S303: If the second torque information indicates that the engine has a risk of combustion disorder under the current intake conditions, control the engine to cut off fuel after a third preset time interval.

[0046] In some implementations, the second torque information includes the engine's requested torque, the current minimum ignition angle torque, and the minimum combustion torque; the method further includes: if the difference between the engine's requested torque and the current minimum ignition angle torque is less than a second preset torque, determining that the second torque information indicates a risk of combustion disorder in the engine under the current intake conditions.

[0047] It should be noted that the minimum ignition angle torque for the current air volume is the lowest stable output torque that the engine can maintain normal combustion in the cylinder, without stalling or intermittent misfires, when the ignition angle is delayed to its limit, assuming a fixed real-time intake air volume. Minimum combustion torque is the lowest limit output torque that the engine can maintain continuous and stable combustion in the cylinder, without stalling or intermittent misfires, under current real-time operating conditions; it represents the comprehensive physical boundary of the combustion stability of an internal combustion engine.

[0048] It should be noted that the second preset torque can be 5N. m~6N The third preset duration can be 0.1s to 0.2s. If the difference between the engine's requested torque and the minimum ignition angle torque of the current air volume is less than the second preset torque, it indicates that the torque issued by the vehicle is significantly lower than the minimum critical torque required for normal combustion under the current intake conditions. Scenarios include prolonged coasting, slow throttle release, and continuous deceleration. To resolve the mismatch between the torque command and the engine's lower combustion limit, fuel injection is terminated at this time, fundamentally preventing combustion disorder, misfires, and vibration problems, thus protecting the engine. Simultaneously, fuel consumption is reduced; cutting off fuel injection during coasting, braking, and other non-power-demanding conditions eliminates ineffective engine work and improves overall vehicle fuel economy.

[0049] S304: If the second torque information indicates that the engine has a risk of combustion disorder under the current combined operating conditions, control the engine to cut off fuel.

[0050] In some implementations, if the difference between the engine's requested torque and the minimum combustion torque is less than a third preset torque, the second torque information is determined to indicate that the engine has a risk of combustion disorder under the current combined operating conditions.

[0051] It should be noted that the third preset torque can be 3N. m~4N When the difference between the engine's requested torque and the minimum combustion torque is less than the third preset torque, it indicates that the engine has entered the warning range for unstable combustion. If the difference continues to narrow, any minor fluctuation in operating conditions (such as intake pulsation, sensor noise, or road bumps) will cause the torque to drop below the minimum combustion torque, leading to misfire. Step S304 is specifically designed for sudden operating conditions such as rapid throttle release and emergency braking: under these conditions, the engine's requested torque will plummet to near zero within tens of milliseconds, while the minimum combustion torque will remain at a relatively high level due to intake lag. Instantaneous fuel cut-off can immediately cut off the fuel supply, preventing the engine from continuing to operate under severe combustion conditions and maximizing engine protection.

[0052] Similar to steps S301 to S304 above, the specific operating method can be further defined by the fuel cut-off flag, as follows: If the operating state is running and the engine speed is less than the first preset speed, then the basic fuel cut-off 1 flag is set; if the second torque information indicates that the engine has a risk of combustion disorder under the current intake conditions, then the basic fuel cut-off 2 flag is set; if the second torque information indicates that the engine has a risk of combustion disorder under the current comprehensive operating conditions, then the basic fuel cut-off 3 flag is set. When the basic fuel cut-off 1 flag is set, or the basic fuel cut-off 2 flag is set, or the basic fuel cut-off 3 flag is set, then the basic fuel cut-off flag is set.

[0053] Finally, if the range extender fuel cut-off indicator is set, or the direct drive fuel cut-off indicator is set, or the base fuel cut-off indicator is set, then the engine fuel cut-off indicator is set; otherwise, it is reset. When the engine fuel cut-off indicator is set, the engine fuel supply is cut off.

[0054] This invention, in its embodiments, acquires first torque information, first power information, and accelerator pedal information of a hybrid vehicle while it is operating in range-extending mode. Based on the first torque and first power information, it determines whether the hybrid vehicle's battery has an overcharge risk, and based on the accelerator pedal information, it determines whether the accelerator pedal is in a preset released state. If at least the first torque and first power information indicate an overcharge risk, and the accelerator pedal information indicates the accelerator pedal is in a preset released state, the engine fuel is cut off after a first preset time interval. By combining the first torque and first power information to determine the overcharge risk, it avoids relying solely on a single piece of information, improving the accuracy of overcharge risk identification. Then, by cutting off fuel, overcharging is prevented, thus improving battery safety. Furthermore, fuel cut-off is only allowed in the preset released state, which limits the driver's intention to accelerate, preventing fuel cut-off when the driver needs to accelerate, thus ensuring vehicle power performance. Therefore, it achieves a beneficial effect of balancing vehicle power performance and battery safety.

[0055] Based on the same inventive concept, and referring to Figure 2 As shown, this embodiment of the invention provides an engine fuel cut-off control device 10 for a hybrid vehicle, comprising: a data acquisition unit 110, used to acquire first torque information, first power information, and accelerator pedal information of the hybrid vehicle during the process of the hybrid vehicle driving in range-extending generator mode; a first judgment unit 120, used to judge whether there is an overcharge risk of the hybrid vehicle's battery based on the first torque information and the first power information, and to judge whether the accelerator pedal of the hybrid vehicle is in a preset released state based on the accelerator pedal information; and a fuel cut-off unit 130, used to control the engine fuel cut-off after an interval of a first preset time if at least the first torque information and the first power information indicate that there is an overcharge risk of the hybrid vehicle's battery, and the accelerator pedal information indicates that the accelerator pedal of the hybrid vehicle is in a preset released state.

[0056] Understandably, the first torque information includes the engine's requested torque and the maximum allowable charging torque; the first power information includes the hybrid vehicle's drive motor's requested power and the battery's maximum allowable charging power; the first judgment unit 120 is specifically used to: determine that the battery has an overcharge risk if the difference between the engine's requested torque and the engine's maximum allowable charging torque is greater than a first preset torque, the drive motor's requested power is less than a first preset power, and the drive motor's requested power is less than the battery's maximum allowable charging power.

[0057] Understandably, the accelerator pedal information includes a first accelerator pedal opening and a second accelerator pedal opening obtained after filtering the first accelerator pedal opening; the preset release state includes a fully released state and a rapid release state; the first judgment unit 120 is further configured to: if the first accelerator pedal opening is less than a first preset opening, determine that the accelerator pedal information indicates that the accelerator pedal is in a fully released state; if the first accelerator pedal opening is greater than the first preset opening, and the difference between the first accelerator pedal opening and the second accelerator pedal opening is less than the second preset opening, determine that the accelerator pedal information indicates that the accelerator pedal is in a rapid release state.

[0058] Understandably, the hybrid vehicle's engine fuel cut-off control device 10 also includes: a second judgment unit, used to determine whether the accelerator pedal opening is greater than a third preset opening at least once if the engine resumes fuel injection after at least one fuel cut-off before controlling the engine fuel cut-off after a first preset time interval; and a fuel cut-off unit 130, specifically used to: control the engine fuel cut-off after a first preset time interval if the first torque information and the first power information indicate that the hybrid vehicle's battery has an overcharge risk, the accelerator pedal information indicates that the hybrid vehicle's accelerator pedal is in a preset released state, and the accelerator pedal opening is greater than a third preset opening at least once.

[0059] It is understandable that the hybrid vehicle's engine fuel cut-off control device 10 also includes: a first acquisition unit, used to acquire the hybrid vehicle's second power information and the brake pedal opening degree during the hybrid vehicle's direct drive mode; a third judgment unit, used to judge whether there is a risk of battery overcharging based on the second power information; and a first control unit, used to control the engine fuel cut-off after a second preset time interval if the second power information indicates that there is a risk of battery overcharging and the brake pedal opening degree is greater than a fourth preset opening degree.

[0060] It is understood that the second power information includes the IBC regenerative braking power requirement, the vehicle driver's power requirement, and the battery's maximum allowable charging power; the third judgment unit is specifically used to: determine that the second power information indicates that the battery has an overcharge risk if the IBC regenerative braking power requirement is less than the second preset power, or if the sum of the vehicle driver's power requirement and the IBC regenerative braking power requirement is less than the battery's maximum allowable charging power.

[0061] Understandably, the hybrid vehicle's engine fuel cut-off control device 10 also includes: a second acquisition unit, used to acquire the engine's operating status, speed, and second torque information during the hybrid vehicle's operation in either direct drive mode or range extender mode; a second control unit, used to control engine fuel cut-off if the operating status is running and the engine speed is less than a first preset speed; a third control unit, used to control engine fuel cut-off after a third preset time interval if the second torque information indicates a risk of combustion disorder under the current intake conditions; and a fourth control unit, used to control engine fuel cut-off if the second torque information indicates a risk of combustion disorder under the current comprehensive operating conditions.

[0062] Understandably, the second torque information includes the engine's requested torque, the current minimum ignition angle torque, and the minimum combustion torque. The hybrid vehicle's engine fuel cut-off control device 10 also includes: a fourth judgment unit, used to determine that the second torque information indicates a risk of combustion disorder under the current intake conditions if the difference between the engine's requested torque and the current minimum ignition angle torque is less than a second preset torque; and a fifth judgment unit, used to determine that the second torque information indicates a risk of combustion disorder under the current combined operating conditions if the difference between the engine's requested torque and the minimum combustion torque is less than a third preset torque.

[0063] It should be understood that further implementation details of the hybrid vehicle engine fuel cut-off control device 10 in the embodiments of the present invention are as described in the aforementioned hybrid vehicle engine fuel cut-off control method, and will not be repeated here for the sake of brevity.

[0064] Based on the same inventive concept, embodiments of the present invention also provide an electronic device, such as... Figure 3As shown, it includes a memory 304, a processor 302, and a computer program stored in the memory 304 and executable on the processor 302. The processor 302 executes the program to implement the steps described in any embodiment of the hybrid vehicle engine fuel cut-off control method.

[0065] Among them, Figure 3 In this document, a bus architecture (represented by bus 300) is used. Bus 300 may include any number of interconnected buses and bridges, linking various circuits including one or more processors represented by processor 302 and memory represented by memory 304. Bus 300 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 305 provides an interface between bus 300 and receiver 301 and transmitter 303. Receiver 301 and transmitter 303 may be the same element, i.e., a transceiver, providing a unit for communicating with various other devices over a transmission medium. Processor 302 is responsible for managing bus 300 and general processing, while memory 304 can be used to store data used by processor 302 during operation.

[0066] The functions described herein can be implemented in hardware, software executed by a processor, firmware, or any combination thereof. If implemented in software executed by a processor, the functions can 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 invention and the appended claims. For example, due to the nature of software, the functions described above can be implemented using software executed by a processor, hardware, firmware, hardwired, or any combination thereof. Furthermore, the functional units can be integrated into a single processing unit, or each unit can exist physically separately, or two or more units can be integrated into a single unit.

[0067] 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.

[0068] 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.

[0069] 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 the present invention, 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 and includes several 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 the present invention. 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.

[0070] The above description is merely an embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of the claims of the present invention.

Claims

1. A method for controlling engine fuel cut-off in a hybrid vehicle, characterized in that, include: During the operation of the hybrid vehicle in range extender mode, the first torque information, first power information, and accelerator pedal information of the hybrid vehicle are acquired. Based on the first torque information and the first power information, it is determined whether there is an overcharge risk in the battery of the hybrid vehicle, and based on the accelerator pedal information, it is determined whether the accelerator pedal of the hybrid vehicle is in a preset released state. If at least the first torque information and the first power information indicate that the battery of the hybrid vehicle is at risk of overcharging, and the accelerator pedal information indicates that the accelerator pedal of the hybrid vehicle is in the preset released state, the engine fuel is cut off after a first preset time interval.

2. The method for controlling engine fuel cutoff in a hybrid vehicle according to claim 1, characterized in that, The first torque information includes the requested torque of the engine and the maximum allowable charging torque; the first power information includes the requested power of the drive motor of the hybrid vehicle and the maximum allowable charging power of the battery. The step of determining whether the battery of the hybrid vehicle is at risk of overcharging based on the first torque information and the first power information includes: If the difference between the requested torque of the engine and the maximum allowable charging torque of the engine is greater than a first preset torque, the requested power of the drive motor is less than a first preset power, and the requested power of the drive motor is less than the maximum allowable charging power of the battery, it is determined that the battery is at risk of overcharging.

3. The method for controlling engine fuel cutoff in a hybrid vehicle according to claim 1, characterized in that, The accelerator pedal information includes a first accelerator pedal opening and a second accelerator pedal opening obtained by filtering the first accelerator pedal opening. The preset release states include a fully released state and a rapid release state; The step of determining whether the accelerator pedal of the hybrid vehicle is in a preset released state based on the accelerator pedal information includes: If the opening of the first accelerator pedal is less than the first preset opening, it is determined that the accelerator pedal information indicates that the accelerator pedal is in the fully released state; If the first accelerator pedal opening is greater than the first preset opening, and the difference between the first accelerator pedal opening and the second accelerator pedal opening is less than the second preset opening, the accelerator pedal information indicates that the accelerator pedal is in the rapid release state.

4. The method for controlling engine fuel cutoff in a hybrid vehicle according to claim 1, characterized in that, Before controlling the engine fuel cut-off after the first preset time interval, the method further includes: If the engine resumes fuel injection after at least one fuel cut-off, determine whether the accelerator pedal opening is greater than a third preset opening at least once; If at least the first torque information and the first power information indicate that the hybrid vehicle's battery has an overcharge risk, and the accelerator pedal information indicates that the hybrid vehicle's accelerator pedal is in the preset released state, then controlling the engine to cut off fuel after an interval of a first preset time includes: If the first torque information and the first power information indicate that the battery of the hybrid vehicle is at risk of overcharging, the accelerator pedal information indicates that the accelerator pedal of the hybrid vehicle is in the preset released state, and the opening degree of the accelerator pedal is greater than the third preset opening degree at least once, the engine fuel is cut off after an interval of the first preset time.

5. The method for controlling engine fuel cutoff in a hybrid vehicle according to claim 1, characterized in that, Also includes: During the process of the hybrid vehicle driving in direct drive mode, the second power information of the hybrid vehicle and the opening degree of the brake pedal are acquired. Based on the second power information, determine whether the battery is at risk of overcharging; If the second power information indicates that the battery is at risk of overcharging, or if the brake pedal opening is greater than a fourth preset opening, the engine fuel is cut off after a second preset time interval.

6. The method for controlling engine fuel cutoff in a hybrid vehicle according to claim 5, characterized in that, The second power information includes the IBC regenerative braking power requirement, the vehicle driver's power requirement, and the battery's maximum allowable charging power; The step of determining whether the battery is at risk of overcharging based on the second power information includes: If the IBC regenerative braking power requirement is less than the second preset power, and the sum of the vehicle driver's power requirement and the IBC regenerative braking power requirement is less than the battery's maximum allowable charging power, then the second power information indicates that the battery has an overcharge risk.

7. The method for controlling engine fuel cutoff in a hybrid vehicle according to claim 1, characterized in that, Also includes: During the process of the hybrid vehicle driving in either the direct drive mode or the range extender power generation mode, the operating status, speed and second torque information of the engine are acquired; If the working state is running and the engine speed is less than the first preset speed, control the engine to cut off fuel; If the second torque information indicates that the engine has a risk of combustion disorder under the current intake conditions, the engine fuel is cut off after a third preset time interval. If the second torque information indicates that the engine has a risk of combustion disorder under the current combined operating conditions, the engine fuel supply is cut off.

8. The method for controlling engine fuel cutoff in a hybrid vehicle according to claim 7, characterized in that, The second torque information includes the engine's requested torque, the current minimum ignition angle torque, and the minimum combustion torque; the method further includes: If the difference between the requested torque of the engine and the minimum ignition angle torque of the current air volume is less than the second preset torque, it is determined that the second torque information indicates that the engine has a risk of combustion disorder under the current intake conditions; If the difference between the requested torque of the engine and the minimum combustion torque is less than a third preset torque, it is determined that the second torque information indicates that the engine has a risk of combustion disorder under the current comprehensive operating conditions.

9. An engine fuel cut-off control device for a hybrid vehicle, characterized in that, include: The data acquisition unit is used to acquire the first torque information, first power information, and accelerator pedal information of the hybrid vehicle during the process of the hybrid vehicle driving in range-extending power generation mode. The first judgment unit is used to determine whether there is an overcharge risk in the battery of the hybrid vehicle based on the first torque information and the first power information, and to determine whether the accelerator pedal of the hybrid vehicle is in a preset released state based on the accelerator pedal information. The fuel cut-off unit is configured to control the engine to cut off fuel after a first preset time interval if at least the first torque information and the first power information indicate that the battery of the hybrid vehicle is at risk of overcharging, and the accelerator pedal information indicates that the accelerator pedal of the hybrid vehicle is in the preset released state.

10. An electronic device, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the method of any one of claims 1-8.

Images