Hybrid vehicle sudden accelerator pedal release protection method, device, electronic equipment and storage medium

Abstract

The application discloses a hybrid vehicle sudden throttle release protection method and device, an electronic device and a storage medium. According to the application, the engine speed falling speed and the motor energy recovery upper limit are cooperatively controlled under the sudden throttle release condition, the generator dragging speed and the driving motor recovery power are coordinated, and the instantaneous backflow electric energy is matched with the allowed charging capacity of the power battery to avoid a large amount of electric energy from being concentrated into the battery in a short time, so that the technical problem that the instantaneous recovered electric energy exceeds the standard when the existing hybrid vehicle suddenly releases the throttle, the battery is prone to overcharge, and the lithium in the battery cell is further caused to be separated, thereby increasing the risk of battery thermal runaway, the technical effects of inhibiting the engine flying risk, stably controlling the vehicle power output, avoiding the overcharge damage of the power battery, prolonging the service life of the battery and improving the operation safety of the hybrid vehicle under the sudden deceleration condition are achieved.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and in particular to a method, device, electronic device, and storage medium for protecting a hybrid vehicle from sudden throttle release. Background Technology

[0002] With the rapid development of new energy vehicles, the market penetration rate of hybrid vehicles has been increasing year by year. Among them, the planetary gear power split hybrid system has been widely used due to its efficient energy coupling characteristics. In related technologies, a complex power flow distribution system is constructed through the coordinated operation of the engine, generator, drive motor and power battery.

[0003] In existing hybrid systems, during rapid throttle release, the engine's torque response lags behind the electric motor's. The generator must continuously output negative torque to prevent engine overdrive, while the drive motor rapidly reduces torque or switches to energy recovery, causing a large influx of electrical energy into the battery. When the battery capacity is small or in low-temperature environments, its allowable charging current is significantly reduced, easily leading to overcurrent. Prolonged overcurrent can cause lithium plating in the battery cells, increasing the risk of thermal runaway. Summary of the Invention

[0004] This disclosure provides a method, device, electronic device, and storage medium for protecting hybrid vehicles from sudden throttle release.

[0005] According to a first aspect of this disclosure, a method for protecting a hybrid vehicle from sudden throttle release is provided, comprising: Real-time monitoring of throttle opening and its rate of change; When a condition is detected where the throttle opening rapidly decreases from a high position to zero, the protection mechanism is triggered; After the protection mechanism is triggered, the fuel cut-off operation is performed on the engine, and the engine speed is gradually reduced by the generator at a preset deceleration rate. During engine deceleration, the drive motor is switched to energy recovery mode, and the recovery power in the energy recovery mode is limited to not exceed the allowable charging power of the battery. The protection mechanism exits when the exit conditions are met.

[0006] Optionally, the condition in which the throttle opening rapidly decreases from a high position to zero includes: identifying that the throttle opening is greater than a preset threshold, the throttle rapidly returns to zero, and the throttle opening change time is less than the normal engine speed regulation response time.

[0007] Optionally, the step of gradually reducing the engine speed by controlling the generator at a preset deceleration rate includes: switching the generator from torque control mode to speed closed-loop control mode, stabilizing the engine speed through the speed closed-loop control mode, and gradually reducing the speed according to the preset deceleration rate.

[0008] Optionally, when stabilizing the engine speed through the speed closed-loop control mode, the generator switches from generating state to electric state, and the generator drives the engine to limit the rate of speed decrease.

[0009] Optionally, limiting the recovery power in the energy recovery mode to not exceed the allowable charging power of the battery includes: obtaining the current allowable charging power of the battery reported in real time by the battery management system, and controlling the recovery power of the drive motor within the current allowable charging power of the battery.

[0010] Optionally, the exit condition includes engine shutdown or receiving a new throttle signal.

[0011] According to a second aspect of this disclosure, a hybrid vehicle emergency throttle release protection device is provided, comprising: The monitoring unit is used to monitor the throttle opening and its rate of change in real time. The triggering unit is used to trigger the protection mechanism when the throttle opening is detected to decrease rapidly from a high position to zero. The control unit is used to perform a fuel cut-off operation on the engine after the protection mechanism is triggered, and to control the engine to gradually reduce its speed at a preset deceleration rate through the generator. The switching unit is used to switch the drive motor to energy recovery mode during engine deceleration and limit the recovery power in the energy recovery mode to not exceed the allowable charging power of the battery. An exit unit is used to exit the protection mechanism when the exit conditions are met.

[0012] Optionally, the triggering unit is further configured to: detect when the throttle opening is greater than a preset threshold, the throttle is quickly reduced to zero, and the throttle opening change time is less than the normal engine speed regulation response time.

[0013] Optionally, the control unit is further configured to: switch the generator from torque control mode to speed closed-loop control mode, stabilize the engine speed through the speed closed-loop control mode, and gradually reduce the speed according to the preset deceleration rate.

[0014] Optionally, the control unit is further configured to: when stabilizing the engine speed through the speed closed-loop control mode, switch the generator from the generator state to the electric state, and limit the rate of speed decrease by driving the engine through the generator.

[0015] Optionally, the switching unit is further configured to: obtain the current allowable charging power of the battery reported in real time by the battery management system, and control the regeneration power of the drive motor within the current allowable charging power of the battery.

[0016] Optionally, the exit condition includes engine shutdown or receiving a new throttle signal.

[0017] According to a third aspect of this disclosure, an electronic device is provided, comprising: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to enable the at least one processor to perform the method described in the first aspect above.

[0018] According to a fourth aspect of this disclosure, a non-transitory computer-readable storage medium is provided storing computer instructions, wherein the computer instructions are configured to cause the computer to perform the method described in the first aspect above.

[0019] According to a fifth aspect of this disclosure, a computer program product is provided, comprising a computer program that, when executed by a processor, implements the method described in the first aspect above.

[0020] The hybrid vehicle emergency throttle release protection method, device, electronic equipment, and storage medium disclosed herein, through this application, collaboratively manage the engine speed drop rate and the upper limit of motor energy recovery under emergency throttle release conditions, coordinate the generator drag speed and drive motor recovery power, and match the allowable charging capacity of the power battery to constrain the instantaneous recharge of electrical energy, thus avoiding a large amount of electrical energy being concentrated into the battery in a short period of time. Therefore, it can solve the technical problems of excessive instantaneous energy recovery and easy overcurrent charging of the battery when the throttle is released in existing hybrid vehicles, which can lead to lithium plating in the battery cells and increase the risk of battery thermal runaway. It achieves the technical effects of suppressing the risk of engine overspeed, smoothly controlling the power output of the vehicle, avoiding overcharging damage to the power battery, extending the battery life, and improving the operating safety of hybrid vehicles under emergency deceleration conditions.

[0021] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of this application, nor is it intended to limit the scope of this application. Other features of this application will become readily apparent from the following description. Attached Figure Description

[0022] The accompanying drawings are provided to better understand this solution and do not constitute a limitation of this disclosure. Wherein: Figure 1 A schematic flowchart illustrating a method for protecting a hybrid vehicle from sudden throttle release, provided in an embodiment of this disclosure; Figure 2 This is a schematic diagram of the structure of a hybrid vehicle emergency throttle release protection device provided in an embodiment of this disclosure; Figure 3 A schematic block diagram of an example electronic device provided for embodiments of this disclosure. Detailed Implementation

[0023] The exemplary embodiments of this disclosure are described below with reference to the accompanying drawings, including various details of the embodiments to aid understanding, and should be considered merely exemplary. Therefore, those skilled in the art will recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of this disclosure. Similarly, for clarity and brevity, descriptions of well-known functions and structures are omitted in the following description.

[0024] The following description, with reference to the accompanying drawings, outlines a method, apparatus, electronic device, and storage medium for protecting hybrid vehicles from sudden throttle release in accordance with the present disclosure.

[0025] Figure 1 This is a schematic flowchart illustrating a method for protecting a hybrid vehicle from sudden throttle release, provided in an embodiment of this disclosure.

[0026] like Figure 1 As shown, the method includes the following steps: Step 101: Monitor the throttle opening and its rate of change in real time; The control unit senses the driver's acceleration intentions in real time and acquires the current throttle opening information to reflect the power demand level. Based on the instantaneous value of the throttle opening, the control unit simultaneously tracks and analyzes the change in throttle opening over time to obtain the rate of change characteristics of the throttle operation. This monitoring mechanism allows the control unit to accurately identify the driver's dynamic action of quickly releasing the pedal from a large throttle opening. The throttle opening signal can be acquired through an electronic throttle pedal position sensor. The control unit periodically reads and processes the sensor's output signal according to a preset sampling frequency to ensure the real-time and accurate capture of the operational dynamics. Through the joint monitoring of the throttle opening value and its rate of change, the control unit has the perceptual basis to make a response judgment at the very beginning of the pedal's rapid return action, providing the necessary trigger criteria for subsequent protection control strategies for special operating conditions.

[0027] Step 102: When a condition is detected in which the throttle opening rapidly decreases from a high position to zero, the protection mechanism is triggered. When the control unit determines that a rapid zero-throttle operation occurs while the throttle opening is at a high level, and the time taken to complete this operation is shorter than the engine's response cycle during normal speed regulation, the control unit assumes a risk of overcurrent charging of the power battery or uncontrollable engine deceleration, and immediately issues a protection trigger command. The "high throttle opening level" referred to here can be set with corresponding threshold values ​​based on the actual characteristics and calibration requirements of different power systems. For example, in a planetary geared power split hybrid system, this threshold can be set to 70%. The criterion for determining whether the throttle zero-throttle operation falls into the "rapid" category is whether the time taken for the pedal to return to its full position is significantly shorter than the time span required for normal engine speed regulation response. This time comparison threshold can also be calibrated and adjusted according to specific system characteristics. The triggering of the protection mechanism means that the control unit will switch from the conventional power distribution control logic to a special control strategy for this specific operating condition, causing all power components in the system to enter a controlled and coordinated working state. This simultaneously prevents the battery from experiencing charging current exceeding the safety margin and avoids engine surge due to a sudden drop in speed.

[0028] Step 103: After the protection mechanism is triggered, the fuel cut-off operation is performed on the engine, and the engine speed is gradually reduced by the generator at a preset deceleration rate. Once the protection mechanism is triggered, the control unit sends a fuel cut-off command to the engine, causing it to stop combustion and quickly relinquish its active power output. Simultaneously, the generator's control mode switches from torque control to speed closed-loop control. Utilizing the rapid response of speed closed-loop regulation to torque changes, the engine speed change after fuel cut-off is brought under control. In this control mode, the generator assumes the function of stabilizing and managing engine speed, gradually reducing the engine speed according to a preset permissible deceleration rate. This ensures a smooth and controllable speed change, effectively suppressing surge caused by a sudden drop in engine speed. At this point, the engine's role changes from a power output source to a mechanical load driven by the generator. The generator correspondingly switches from generator operation to electric operation, maintaining orderly control of the engine speed through electric drag. The set value of this deceleration rate can be calibrated and adjusted according to the specific mechanical characteristics and comfort requirements of the power system to achieve a reasonable balance between engine smoothness and system response efficiency. Through this control method, the engine speed change after fuel cut-off and unloading is constrained within a safe and stable rate range, eliminating the risk of surge at its source.

[0029] Step 104: During the engine deceleration process, switch the drive motor to energy recovery mode and limit the recovery power in the energy recovery mode to not exceed the allowable charging power of the battery. During the controlled decrease in engine speed, the drive motor switches from drive mode to energy recovery mode to recover and utilize the kinetic energy generated during vehicle operation. The recovered electrical energy is prioritized for supplying the generator, which is in electric operation, to meet its power requirements for towing the engine. The difference between the drive motor's recovered power and the generator's towing power, i.e., the remaining electrical energy, is channeled into the power battery. To prevent the power battery from experiencing charging currents exceeding its current permissible range during this transition phase, the control unit imposes an upper limit constraint on the drive motor's energy recovery power based on the battery management system's real-time reported current permissible charging capacity, ensuring that the recovered power never exceeds the battery's permissible charging power at that moment. The battery's permissible charging capacity is not a fixed value but a dynamic parameter influenced by multiple factors such as battery state of charge, temperature environment, and aging degree. The battery management system continuously updates this value based on real-time sampled status data. By dynamically matching the recovered power with the battery's real-time permissible capacity, the control system ensures energy recovery efficiency while fundamentally avoiding the risk of overcurrent charging under special operating conditions, ensuring that the power battery always operates within a safe charging boundary.

[0030] Step 105: When the exit conditions are met, exit the protection mechanism.

[0031] When the system determines that the preset exit conditions are met, the control unit issues an exit command, terminating the protection mechanism and restoring all power components to their normal control logic. The exit conditions are determined by whether the current system operating condition has moved away from the dangerous state corresponding to the triggering of the protection, such as the engine being completely shut down or the driver issuing a new acceleration signal requiring the engine to restart and participate in driving. Upon receiving the result confirming the exit conditions, the control unit switches the generator's control mode from speed closed-loop control back to the normal torque control strategy. The engine re-enters the normal power output process based on the new driving intention. The drive motor simultaneously exits the energy recovery mode and returns to the corresponding drive or standby state according to the vehicle control strategy. The energy management logic of the vehicle's power system then returns to its normal operating mode, and the coordination and control relationships between the various actuators return to the normal state before the protection mechanism was triggered. Through a clear entry and exit determination mechanism, the protection strategy only intervenes under truly necessary special operating conditions, ensuring system safety while avoiding unnecessary interference with power response and energy management under normal driving conditions.

[0032] In some embodiments, the condition of recognizing that the throttle opening rapidly decreases from a high position to zero includes: recognizing that the throttle opening is greater than a preset threshold, the throttle rapidly returns to zero, and the throttle opening change time is less than the normal speed regulation response time of the engine.

[0033] The first criterion concerns the absolute level of the throttle opening. The control unit compares the real-time throttle opening value with a preset threshold value to determine whether the current throttle opening is within a high load range. This preset threshold value is set according to the actual operating characteristics of the powertrain. In a planetary geared power split hybrid system, it can be calibrated to 70% to ensure that the protection mechanism is only considered for triggering when the engine is already operating at a high output power, thus avoiding false triggering due to normal pedal operation under low load conditions.

[0034] The second criterion concerns the zeroing action of the accelerator pedal. The control unit monitors whether the accelerator pedal opening rapidly drops from the aforementioned higher level to zero within a short period of time, i.e., the driver has performed an operation of quickly releasing the accelerator pedal. This criterion is determined in conjunction with the changing trend of the accelerator pedal opening signal. When the opening signal exhibits a significant drop from a high value to zero within a very short time window, the criterion of rapid zeroing is met.

[0035] The third criterion constitutes a time constraint on the first two conditions. The control unit measures the actual time it takes for the throttle opening to change from the trigger position to the zero position and compares this time value with the engine's response cycle during normal speed regulation. Only when the actual change time of the throttle opening is significantly shorter than the time required for the engine's normal speed regulation response is it determined that the engine cannot complete its controlled unloading adjustment within the pedal return time window under the current operating condition, and the system is at risk of overcurrent charging or a sudden drop in speed. This speed regulation response time comparison benchmark is also used as a calibrable parameter, which is adapted and adjusted according to the response characteristics of different engines. The three criterions are logically progressive. Only when the three criteria of opening level, zeroing speed, and change time are simultaneously satisfied will the control unit issue a trigger command for the protection mechanism.

[0036] In some embodiments, the step of gradually reducing the engine speed by controlling the generator at a preset deceleration rate includes: switching the generator from torque control mode to speed closed-loop control mode, stabilizing the engine speed through the speed closed-loop control mode, and gradually reducing the speed according to the preset deceleration rate.

[0037] Under normal operating conditions, the generator operates in torque control mode. The vehicle control unit issues torque commands to the generator based on power demand, and the generator outputs power according to these torque commands. When a protection mechanism is triggered, the control unit sends a mode switching command to the generator controller, switching the generator's control strategy from torque control mode to speed closed-loop control mode. The core significance of this switching action is that the generator's control objective changes from maintaining a specific torque output to maintaining a specific speed level, thereby giving the generator the ability to actively control engine speed.

[0038] In closed-loop speed control mode, the generator controller uses the engine's current actual speed as a feedback signal and continuously compares it with the internally set target speed value. Based on the deviation between the two, it adjusts the generator's electromagnetic torque output in real time. When the engine loses its active driving torque due to fuel cut-off, its speed tends to drop rapidly. When the closed-loop speed controller detects that the actual speed is lower than the target value, it immediately reduces the anti-drag torque applied by the generator to the engine crankshaft, thus constraining the engine speed decrease to near the target trajectory. In this state, the generator essentially acts as an engine speed regulator, and the direction and amplitude of its electromagnetic torque output completely obey the adjustment commands of the closed-loop speed control algorithm.

[0039] The deceleration process is implemented by the target speed within the closed-loop speed controller decreasing periodically according to a preset deceleration rate. This deceleration rate is set based on the speed change rate that the engine's mechanical system can withstand, ensuring that the speed decrease within each control cycle remains smooth and controllable. Under the management of the closed-loop controller, the engine speed smoothly decreases along the preset rate curve, avoiding sudden speed changes caused by the loss of load regulation after fuel cutoff. Throughout the deceleration process, the generator remains in electric operation, applying controlled braking torque to the engine through electric drag until the engine speed drops to the target shutdown speed or a new driving operation signal triggers engine restart. The speed closed-loop control mode responds to torque much faster than the engine's own speed regulation mechanism; this rapid response characteristic is the key technological foundation for achieving precise engine speed control under fuel cutoff conditions.

[0040] In some embodiments, when stabilizing the engine speed through the speed closed-loop control mode, the generator switches from a generator state to an electric state, and the generator drives the engine to limit the rate of speed decrease.

[0041] During normal driving conditions before the protection mechanism is triggered, the generator is in generator operation. The mechanical energy output by the engine is transferred to the generator via the planetary gear power shunt mechanism. The generator converts the mechanical energy into electrical energy and supplies power to the battery or drive motor. In this state, the generator applies an electromagnetic drag torque to the engine, which is opposite to the engine's rotation direction, thus acting as a load that consumes the engine's output power.

[0042] Based on the output command of the speed closed-loop control algorithm, the generator controller switches the generator from generator mode to electric mode. At this time, the electrical energy recovered from the power battery or drive motor is input into the generator, which converts the electrical energy into mechanical torque output. This torque is in the same direction as the engine's rotation, acting on the engine crankshaft to form a driving drag torque, rather than the braking resistance generated on the engine in the previous generator mode. This reversal of torque direction is the core physical mechanism for suppressing a sudden drop in engine speed—after fuel cut-off, the engine loses the active driving torque generated by fuel combustion, and the crankshaft speed tends to drop rapidly under the influence of mechanical friction and accessory loads. The drag torque output by the generator in electric mode precisely compensates for this lack of driving torque, providing a controlled and correctly oriented support force for the engine crankshaft.

[0043] The amplitude of the electromagnetic drag torque output by the generator is adjusted in real time by a closed-loop speed controller. The controller dynamically corrects the torque magnitude based on the deviation between the actual engine speed and the target deceleration trajectory. When the actual speed decreases too quickly and deviates from the target trajectory, the controller increases the generator's electric output torque to slow down the speed decrease; when the actual speed approaches the target trajectory, the controller correspondingly reduces the torque output, allowing the engine to run smoothly along the preset deceleration rate. Throughout the deceleration process, the generator continuously operates in electric mode, replacing the torque generated by fuel combustion before fuel cutoff with the controlled electromagnetic drag torque, thus constraining the rate of change of engine speed within the system's allowable range. Only after the deceleration process is complete or the system exits the protection mechanism does the generator exit electric operation mode and return to the normal generator control logic.

[0044] In some embodiments, limiting the recovery power in the energy recovery mode to not exceed the allowable charging power of the battery includes: obtaining the current allowable charging power of the battery reported in real time by the battery management system, and controlling the recovery power of the drive motor within the current allowable charging power of the battery.

[0045] During energy recovery mode operation, the drive motor acts as a generator, converting the vehicle's kinetic energy into electrical energy. The magnitude of its recovered power directly determines the charging current level to the power battery. To ensure that the charging process always stays within the battery's safety limits, a real-time communication link is established between the vehicle control unit and the battery management system. The battery management system periodically reports the battery's permissible charging power value at the current moment to the vehicle control unit.

[0046] The permissible charging power reported by the battery management system (BMS) is not a fixed rated parameter, but a dynamically calculated safe charging upper limit based on multiple factors, including the battery's current state of charge, cell temperature, internal resistance trends, and battery health. In low-temperature environments, the electrochemical activity of lithium-ion batteries decreases, limiting the ion insertion and extraction capabilities of the positive and negative electrode materials. The BMS will significantly lower the permissible charging power value based on real-time sampling data from the cell temperature sensor. Similarly, when the battery's state of charge approaches the full charge range, the permissible charging power will be reduced accordingly to prevent cell damage from overcharging. The BMS's internal safety assessment algorithm comprehensively weighs these factors and outputs the maximum charging power value that the battery can safely withstand under the current conditions. This value is then transmitted in real-time to the vehicle control unit via the vehicle's CAN communication bus.

[0047] Upon receiving the permitted charging power data, the vehicle control unit uses it as the upper limit constraint value for the energy recovery power of the drive motor. When calculating the given value of the drive motor's regenerative power, the power allocation algorithm within the vehicle control unit first calculates the power share required to supply the generator-driven electric tractor. Then, it compares the remaining power available for charging the battery with the current permitted charging power reported by the battery management system, taking the smaller value as the actual permitted power to charge the battery. Based on this power command, the drive motor controller adjusts the output amplitude of its electromagnetic braking torque, ensuring that the actual charging power experienced by the battery during recovery is always limited within the safe range permitted by the battery management system. When the battery management system updates the permitted charging power value due to changes in operating conditions, the vehicle control unit immediately adjusts the upper limit constraint on the drive motor's regenerative power, achieving dynamic matching between the regenerative power and the battery's real-time safety capabilities.

[0048] In some embodiments, the exit condition includes engine shutdown or receiving a new throttle signal.

[0049] During the operation of the protection mechanism, the control unit continuously monitors system status signals related to the exit determination to determine whether the current operating condition has moved out of the danger zone requiring protection intervention. The determination of the exit conditions involves two different types of system events, which the control unit monitors separately. The exit procedure of the protection mechanism is triggered immediately upon the occurrence of either event.

[0050] The first type of exit event is the confirmation of engine shutdown. During the operation of the protection mechanism, the engine, under fuel-cut conditions, is continuously decelerated at a preset deceleration rate by the generator's electric drag. When the engine speed drops below the preset shutdown threshold, the control unit determines that the engine has entered a shutdown state. The engine speed signal is collected in real time by the crankshaft position sensor. The pulse signal output by the sensor is converted into a speed value by the signal processing circuit and then transmitted to the control unit. When the speed value drops to the preset shutdown threshold, the control unit determines that the deceleration process has been safely completed, and the engine no longer poses a risk of surge due to a sudden drop in speed. Continuing to maintain the protection control strategy is no longer necessary. At this time, the control unit sends a mode switching command to the generator controller, exiting the generator from the speed closed-loop control mode and reverting to the conventional torque control strategy. The generator simultaneously returns from electric operation to generator standby mode.

[0051] The second type of exit event is the capture of a new throttle signal. During the operation of the protection mechanism, the driver may press the accelerator pedal again to request drive before the engine has completely stopped. The control unit continuously samples and monitors the output signal of the accelerator pedal position sensor. When it detects a valid increase in throttle opening from zero, indicating a new acceleration intention from the driver, the control unit determines that the operating background conditions of the current protection mechanism have changed, and continuing to execute the fuel cut-off and controlled deceleration strategy would conflict with the new driving intention. The control unit then issues an exit command, the generator exits the speed closed-loop control mode, resumes the normal torque control logic, and the engine re-enters the starting and power output process according to the new throttle command. The drive motor simultaneously exits the energy recovery mode and resumes the corresponding drive control state according to the new driving demand. The two types of exit conditions are logically independent, and the control unit uses OR gate logic for judgment to ensure that the system can respond promptly to any change in operating conditions that terminates the protection mechanism.

[0052] Corresponding to the above-described method for protecting hybrid vehicles from sudden throttle release, this invention also proposes a device for protecting hybrid vehicles from sudden throttle release. Since the device embodiments of this invention correspond to the method embodiments described above, details not disclosed in the device embodiments can be referred to in the method embodiments, and will not be repeated here.

[0053] Figure 2 This is a schematic diagram of the structure of a hybrid vehicle emergency throttle release protection device provided in an embodiment of this disclosure, as shown below. Figure 2 As shown, it includes: Monitoring unit 21 is used to monitor the throttle opening and its rate of change in real time; Trigger unit 22 is used to trigger the protection mechanism when the throttle opening is detected to decrease rapidly from a high position to zero. The control unit 23 is used to perform a fuel cut-off operation on the engine after the protection mechanism is triggered, and to control the engine to gradually reduce its speed at a preset deceleration rate through the generator. The switching unit 24 is used to switch the drive motor to energy recovery mode during engine deceleration and limit the recovery power in the energy recovery mode to not exceed the allowable charging power of the battery. Exit unit 25 is used to exit the protection mechanism when the exit conditions are met; Furthermore, in one possible implementation of this disclosure embodiment, the triggering unit 22 is further configured to: It detects that the throttle opening is greater than the preset threshold, the throttle returns to zero quickly, and the throttle opening change time is less than the normal engine speed adjustment response time.

[0054] Furthermore, in one possible implementation of this disclosure, the control unit 23 is further configured to: The generator is switched from torque control mode to speed closed-loop control mode. The speed closed-loop control mode stabilizes the engine speed and gradually reduces the speed according to the preset deceleration rate.

[0055] Furthermore, in one possible implementation of this disclosure, the control unit 23 is further configured to: When stabilizing the engine speed using the aforementioned closed-loop speed control mode, the generator switches from generator mode to electric mode, thereby limiting the rate of speed decrease by driving the engine through the generator.

[0056] Furthermore, in one possible implementation of this disclosure, the switching unit 24 is further configured to: The current allowable charging power of the battery is obtained from the real-time report of the battery management system, and the regeneration power of the drive motor is controlled within the current allowable charging power of the battery.

[0057] Furthermore, in one possible implementation of this disclosure, the exit condition includes engine shutdown or receiving a new throttle signal.

[0058] It should be noted that the foregoing explanation of the method embodiments also applies to the apparatus of the embodiments of this disclosure, and the principle is the same. Therefore, the embodiments of this disclosure are not limited thereto.

[0059] According to embodiments of this disclosure, this disclosure also provides an electronic device, a readable storage medium, and a computer program product.

[0060] Figure 3A schematic block diagram of an example electronic device 400 that can be used to implement embodiments of the present disclosure is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device may also represent various forms of mobile devices, such as personal digital assistants, cellular phones, smartphones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the present disclosure described and / or claimed herein.

[0061] like Figure 3 As shown, device 400 includes a computing unit 401, which can perform various appropriate actions and processes based on a computer program stored in ROM (Read-Only Memory) 402 or a computer program loaded from storage unit 408 into RAM (Random Access Memory) 403. RAM 403 may also store various programs and data required for the operation of device 400. The computing unit 401, ROM 402, and RAM 403 are interconnected via bus 404. I / O (Input / Output) interface 405 is also connected to bus 404.

[0062] Multiple components in device 400 are connected to I / O interface 405, including: input unit 406, such as keyboard, mouse, etc.; output unit 407, such as various types of monitors, speakers, etc.; storage unit 408, such as disk, optical disk, etc.; and communication unit 409, such as network card, modem, wireless transceiver, etc. Communication unit 409 allows device 400 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0063] The computing unit 401 can be various general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of the computing unit 401 include, but are not limited to, CPUs (Central Processing Units), GPUs (Graphics Processing Units), various special-purpose AI (Artificial Intelligence) computing chips, various computing units running machine learning model algorithms, DSPs (Digital Signal Processors), and any suitable processor, controller, microcontroller, etc. The computing unit 401 performs the various methods and processes described above, such as the hybrid vehicle sudden throttle release protection method. For example, in some embodiments, the hybrid vehicle sudden throttle release protection method can be implemented as a computer software program tangibly contained in a machine-readable medium, such as storage unit 408. In some embodiments, part or all of the computer program can be loaded and / or installed on device 400 via ROM 402 and / or communication unit 409. When the computer program is loaded into RAM 403 and executed by the computing unit 401, one or more steps of the methods described above can be performed. Alternatively, in other embodiments, the computing unit 401 may be configured to perform the aforementioned hybrid vehicle sudden throttle release protection method by any other suitable means (e.g., by means of firmware).

[0064] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, FPGAs (Field Programmable Gate Arrays), ASICs (Application-Specific Integrated Circuits), ASSPs (Application-Specific Standard Products), SOCs (System-on-Chips), CPLDs (Complex Programmable Logic Devices), computer hardware, firmware, software, and / or combinations thereof. These various implementations may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0065] The program code used to implement the methods of this disclosure may be written in any combination of one or more programming languages. This program code may be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing apparatus, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code may be executed entirely on a machine, partially on a machine, as a standalone software package partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0066] In the context of this disclosure, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium can be, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, RAM, ROM, EPROM (Electrically Programmable Read-Only Memory) or flash memory, optical fiber, CD-ROM (Compact Disc Read-Only Memory), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0067] To provide interaction with a user, the systems and techniques described herein can be implemented on a computer having: a display device for displaying information to the user (e.g., a CRT (Cathode-Ray Tube) or LCD (Liquid Crystal Display) monitor); and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the computer. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0068] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include LANs (Local Area Networks), WANs (Wide Area Networks), the Internet, and blockchain networks.

[0069] Computer systems can include clients and servers. Clients and servers are generally geographically separated and typically interact via communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. A server can be a cloud server, also known as a cloud computing server or cloud host, a hosting product within the cloud computing service system that addresses the shortcomings of traditional physical hosts and VPS (Virtual Private Server) services, such as high management difficulty and weak business scalability. Servers can also be servers for distributed systems or servers incorporating blockchain technology.

[0070] It's important to note that artificial intelligence (AI) is the study of enabling computers to simulate certain human thought processes and intelligent behaviors (such as learning, reasoning, thinking, and planning). It encompasses both hardware and software technologies. AI hardware technologies generally include sensors, dedicated AI chips, cloud computing, distributed storage, and big data processing. AI software technologies primarily include computer vision, speech recognition, natural language processing, machine learning / deep learning, big data processing, and knowledge graph technologies.

[0071] It should be understood that the various forms of processes shown above can be used to rearrange, add, or delete steps. For example, the steps described in this disclosure can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution disclosed in this disclosure can be achieved, and this is not limited herein.

[0072] The specific embodiments described above do not constitute a limitation on the scope of protection of this disclosure. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this disclosure should be included within the scope of protection of this disclosure.

Claims

1. A method for protecting a hybrid vehicle from sudden throttle release, characterized in that, include: Real-time monitoring of throttle opening and its rate of change; When a condition is detected where the throttle opening rapidly decreases from a high position to zero, the protection mechanism is triggered; After the protection mechanism is triggered, the fuel cut-off operation is performed on the engine, and the engine speed is gradually reduced by the generator at a preset deceleration rate. During engine deceleration, the drive motor is switched to energy recovery mode, and the recovery power in the energy recovery mode is limited to not exceed the allowable charging power of the battery. The protection mechanism exits when the exit conditions are met.

2. The method according to claim 1, characterized in that, The conditions under which the throttle opening rapidly decreases from a high position to zero include: It detects that the throttle opening is greater than the preset threshold, the throttle returns to zero quickly, and the throttle opening change time is less than the normal engine speed adjustment response time.

3. The method according to claim 1, characterized in that, The step of gradually reducing the engine speed by controlling the generator at a preset deceleration rate includes: The generator is switched from torque control mode to speed closed-loop control mode. The speed closed-loop control mode stabilizes the engine speed and gradually reduces the speed according to the preset deceleration rate.

4. The method according to claim 3, characterized in that, When stabilizing the engine speed through the speed closed-loop control mode, the generator switches from generator state to electric state, and the generator drives the engine to limit the rate of speed decrease.

5. The method according to claim 1, characterized in that, The limitation that the recovered power in the energy recovery mode does not exceed the allowable charging power of the battery includes: The current allowable charging power of the battery is obtained from the real-time report of the battery management system, and the regeneration power of the drive motor is controlled within the current allowable charging power of the battery.

6. The method according to claim 1, characterized in that, The exit conditions include engine shutdown or receiving a new throttle signal.

7. A hybrid vehicle emergency throttle release protection device, characterized in that, include: The monitoring unit is used to monitor the throttle opening and its rate of change in real time. The triggering unit is used to trigger the protection mechanism when the throttle opening is detected to decrease rapidly from a high position to zero. The control unit is used to perform a fuel cut-off operation on the engine after the protection mechanism is triggered, and to control the engine to gradually reduce its speed at a preset deceleration rate through the generator. The switching unit is used to switch the drive motor to energy recovery mode during engine deceleration and limit the recovery power in the energy recovery mode to not exceed the allowable charging power of the battery. An exit unit is used to exit the protection mechanism when the exit conditions are met.

8. An electronic device, characterized in that, include: At least one processor; as well as A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to enable the at least one processor to perform the method of any one of claims 1-6.

9. A non-transitory computer-readable storage medium storing computer instructions, characterized in that, The computer instructions are used to cause the computer to perform the method according to any one of claims 1-6.

10. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method according to any one of claims 1-6.

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