CN112610346A - Control method and system of hybrid power vehicle - Google Patents
Control method and system of hybrid power vehicle Download PDFInfo
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- CN112610346A CN112610346A CN202110243166.6A CN202110243166A CN112610346A CN 112610346 A CN112610346 A CN 112610346A CN 202110243166 A CN202110243166 A CN 202110243166A CN 112610346 A CN112610346 A CN 112610346A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
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Abstract
The application provides a control method and a control system of a hybrid vehicle, which are applied to the hybrid vehicle, and the method comprises the following steps: determining a first duration between the current time and the previous using time of the first fuel injection valve, and controlling the vehicle to enter a preset injection mode when the first duration is longer than or equal to a first preset duration; the method comprises the following steps: judging the current operating state of the vehicle, and controlling the second fuel injection valve to be in the working state only when the current operating state is the starting state; when the current operation state is the operation state, acquiring the current required torque of the vehicle, and controlling the first fuel injection valve and the second fuel injection valve to be in the working state when the current required torque is larger than zero and smaller than or equal to a first threshold value or larger than a second threshold value; and when the current required torque is larger than the first threshold value and smaller than or equal to a second threshold value, only the second fuel injection valve is controlled to be in the working state. The method provided by the application has the advantages of higher efficiency and lower difficulty, and can prevent the first fuel injection valve from being blocked.
Description
Technical Field
The present disclosure relates to the field of hybrid vehicle control, and more particularly, to a control method and system for a hybrid vehicle.
Background
In hybrid vehicles, a fuel injection valve for in-cylinder fuel injection and a fuel injection valve for port fuel injection are commonly provided at the same time to make the fuel injection valve more compact and to adapt to a structure for downsizing an engine. In the related art, a control method for a hybrid vehicle provided with two types of fuel injection valves at the same time mainly includes:
method one, fuel injection is performed using in-cylinder fuel injection and port fuel injection simultaneously.
The second method is to perform fuel injection by in-cylinder fuel injection.
In the first method, two kinds of fuel injection valves are controlled simultaneously in any case, and the control method is complicated. In the second method, since the port fuel injection valve is not used for a long time, accidents such as clogging are likely to occur.
Disclosure of Invention
The application provides a control method and a control system of a hybrid vehicle, which aim to at least solve the technical problems that the control method of the hybrid vehicle in the related art is complex and the air inlet injection valve is easy to block.
An embodiment of a first aspect of the present application proposes a control method of a hybrid vehicle, which is applied to a hybrid vehicle including an engine as a power source, the hybrid vehicle further including: a hybrid starter generator that starts the engine; and a central controller for controlling a change of a fuel injection mode of the hybrid vehicle;
the control method of the hybrid vehicle includes:
after an engine of a vehicle is started, determining a first time length between the current time and the previous using time of a first fuel injection valve of the vehicle in real time, judging whether the first time length is greater than or equal to a first preset time length, and controlling the vehicle to enter a preset injection mode when the first time length is greater than or equal to the first preset time length;
the controlling the vehicle to enter the predetermined injection mode includes:
judging the current operating state of the vehicle, and dynamically adjusting the working states of a first fuel injection valve and a second fuel injection valve of the vehicle based on the current operating state of the vehicle, wherein the dynamic property of the second fuel injection valve is larger than that of the first fuel injection valve;
when the current operation state of the vehicle is a starting state, controlling the second fuel injection valve to be in a working state and controlling the first fuel injection valve to be in a closing state;
when the current operation state of the vehicle is an operation state, acquiring the current required torque of an engine of the vehicle, and when the current required torque is larger than zero and smaller than or equal to a first threshold value, controlling the first fuel injection valve and the second fuel injection valve to be in an operation state; when the current required torque is larger than a first threshold value and smaller than or equal to a second threshold value, controlling the second fuel injection valve to be in an operating state and the first fuel injection valve to be in a closed state; and when the current required torque is larger than a second threshold value, controlling the first fuel injection valve and the second fuel injection valve to be in an operating state.
An embodiment of a second aspect of the present application provides a control system of a hybrid vehicle, including:
an engine including an intake port, a first fuel injection valve configured to inject fuel into the intake port, a combustion chamber communicating with the intake port and combusting a mixture of air and fuel, an exhaust port communicating with the combustion chamber and discharging exhaust gas generated during combustion, and a second fuel injection valve directly injecting fuel into the combustion chamber, the second fuel injection valve having higher dynamics than the first fuel injection valve;
a hybrid starter generator connected with the engine to start the engine;
the determining module is used for determining a first time length between the current time and the previous using time of a first fuel injection valve in the vehicle in real time after the vehicle engine is started, and sending a switching instruction to the central controller when the first time length is greater than or equal to a first preset time length so that the central controller controls the vehicle to enter a preset injection mode based on the switching instruction;
a central controller for controlling the vehicle to enter a predetermined injection mode based on the switching command, comprising: judging the current operating state of the vehicle based on the switching instruction, and dynamically adjusting the working states of a first fuel injection valve and a second fuel injection valve of the vehicle based on the current operating state of the vehicle; when the current operation state of the vehicle is a starting state, controlling the second fuel injection valve to be in a working state and controlling the first fuel injection valve to be in a closing state; when the current operation state of the vehicle is an operation state, acquiring the current required torque of an engine of the vehicle, and when the current required torque is larger than zero and smaller than or equal to a first threshold value, controlling the first fuel injection valve and the second fuel injection valve to be in an operation state; when the current required torque is larger than a first threshold value and smaller than or equal to a second threshold value, controlling the second fuel injection valve to be in an operating state and the first fuel injection valve to be in a closed state; and when the current required torque is larger than a second threshold value, controlling the first fuel injection valve and the second fuel injection valve to be in an operating state.
The technical scheme provided by the embodiment of the application at least has the following beneficial effects:
in the control method of the hybrid vehicle, when the first fuel injection valve is detected not to be used for a long time, the hybrid vehicle is controlled to be switched to the preset injection mode, and the first fuel injection valve is controlled to be in the working state based on the current operation condition of the hybrid vehicle in the preset injection mode, so that the phenomenon that the first fuel injection valve is not used for a long time and is blocked can be avoided.
In the present application, when the hybrid vehicle is in the predetermined injection mode, the first fuel injection valve and the second fuel injection valve are controlled to be used simultaneously intermittently, and the first fuel injection valve and the second fuel injection valve are not always controlled to be used simultaneously, so that the complexity of the control method of the hybrid vehicle can be reduced.
When the accumulated usage period of the first fuel injection valve in the predetermined injection mode of the hybrid vehicle is detected to exceed the second preset period, the hybrid vehicle is switched to the normal injection mode. That is, in the present application, the hybrid vehicle is switched to the predetermined injection mode only at a certain time period, rather than controlling the hybrid vehicle to be always in the predetermined injection mode, so that the difficulty of the control method of the hybrid vehicle can be further reduced.
Additional aspects and advantages of the present application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the present application.
Drawings
The foregoing and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
fig. 1 is a flowchart illustrating a control method of a hybrid vehicle according to an embodiment of the present application;
FIG. 2 is a schematic flow chart illustrating a method for controlling a hybrid vehicle into a predetermined injection mode according to one embodiment of the present application;
FIG. 3 is a schematic block diagram of a control system of a hybrid vehicle according to an embodiment of the present application;
fig. 4 is a block diagram of a control system of a hybrid vehicle according to an embodiment of the present application.
Detailed Description
Reference will now be made in detail to embodiments of the present application, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present application and should not be construed as limiting the present application.
A control method and system of a hybrid vehicle of an embodiment of the present application are described below with reference to the drawings.
Example one
Fig. 1 is a flowchart illustrating a control method of a hybrid vehicle according to an embodiment of the present application, which may include, as shown in fig. 1:
In the present embodiment, the control system of the hybrid vehicle may be applied to a hybrid vehicle, and the hybrid vehicle may specifically include an engine that may include an intake port, a first fuel injection valve configured to inject fuel into the intake port, a combustion chamber that communicates with the intake port and burns a mixture of air and fuel, an exhaust port that communicates with the combustion chamber and discharges exhaust gas generated during combustion, and a second fuel injection valve that directly injects fuel into the combustion chamber. Wherein the dynamics of the second fuel injection valve is greater than the dynamics of the first fuel injection valve, for example, the first fuel injection valve may be a port fuel injection valve, and the second fuel injection valve may be an in-cylinder fuel injection valve, for example.
And the first preset time period may be preset, and the first preset time period may be a time length measure for measuring whether the first fuel injection valve will be clogged, specifically, if the time when the first fuel injection valve is not used exceeds the first preset time period, the first fuel injection valve is likely to be clogged if the first fuel injection valve is not used. However, as is apparent from a plurality of experiments, clogging of the port injection valve is likely to occur if the port fuel injection valve is not used for more than one month, and based on this, the first preset time period may be set to be between [17 days, 31 days ], and may be 25 days, for example.
In the present embodiment, it is determined whether the continuous non-use of the first fuel injection valve will cause the first fuel injection valve to be clogged by determining whether the first time period between the current time and the previous use time of the first fuel injection valve is greater than or equal to the first preset time period, and when it is determined that the first time period is greater than or equal to the first preset time period, it indicates that the first fuel injection valve has not been used for a long time, at which the continuous non-use of the first fuel injection valve will likely cause the first fuel injection valve to be clogged, so step 200 needs to be executed to use the first fuel injection valve, thereby preventing the first fuel injection valve from being clogged.
And step 200, controlling the vehicle to enter a preset injection mode.
In this embodiment, the predetermined injection pattern specifically includes: the current operating state of the vehicle is judged, and the operating states of the first fuel injection valve and the second fuel injection valve of the vehicle are dynamically adjusted based on the current operating state of the vehicle. Specifically, fig. 2 is a schematic flowchart of a process for controlling a vehicle to enter a predetermined injection mode according to an embodiment of the present application, and as shown in fig. 2, a method for controlling a vehicle to enter a predetermined injection mode may include the following steps:
step 201a, judging the current operation state of the vehicle, executing step 202a when the vehicle is in a starting state, executing step 203a when the vehicle is in an operation state, and executing step 204a when the vehicle is in a stopping state.
And 202a, when the vehicle is in a starting state, controlling the second fuel injection valve to be in an operating state and the first fuel injection valve to be in a closed state, so as to perform fuel injection by only using the second fuel injection valve.
In the starting stage of the vehicle engine, the second fuel injection valve with higher dynamic property is adopted for fuel injection, so that the vehicle can be started quickly, and the starting efficiency of the vehicle is improved.
Specifically, the current required torque of the engine may be determined based on the current required acceleration of the engine of the vehicle, and after the current required torque of the engine is determined, a fuel injection amount by which the engine reaches the current required torque may be determined based on the current required torque of the engine, the determined fuel injection amount may be determined as a current requested fuel injection amount, and the vehicle may be controlled to perform fuel injection according to the current requested fuel injection amount, so as to control the engine of the vehicle to reach the current required torque.
In the present embodiment, the method of controlling the operating states of the first fuel injection valve and the second fuel injection valve based on the torque currently required by the engine mainly includes:
and if the torque currently required by the vehicle engine is larger than zero and smaller than or equal to a first threshold value, enabling the first fuel injection valve and the second fuel injection valve to be in a working state, and injecting fuel by using the first fuel injection valve and the second fuel injection valve simultaneously. Wherein the first threshold may be a torque required for stable running of the vehicle, and for example, for a normal car, the first threshold may be between [150N · m, 250N · m ].
And when the torque currently required by the vehicle engine is greater than zero and equal to or less than the first threshold, indicating that the torque currently required by the vehicle is small, the fuel injection amount of the first fuel injection valve may be made a constant amount, and the fuel injection amount of the second fuel injection valve may be made a difference between the currently requested fuel injection amount and the constant amount. Wherein the constant amount may not exceed the product of the vehicle's current requested fuel injection amount and a first preset percentage, which may be between [20%, 50% ], and may be 40%, for example.
And if the torque currently required by the vehicle engine is greater than a first threshold value and less than or equal to a second threshold value, enabling the first fuel injection valve to be in a closed state and the second fuel injection valve to be in an operating state, so that fuel injection is carried out by only adopting the second fuel injection valve. Wherein the second threshold value may be a torque supplied to the engine when the injection quantity of the second fuel injection valve is its maximum fuel injection quantity. And when the current required torque is larger than the first threshold value and smaller than or equal to the second threshold value, the current required torque is higher and is within the range which can be provided by the second fuel injection valve, so that the second fuel injection valve with higher dynamic property can be adopted for fuel injection, and the torque of the engine can reach the current required torque with high efficiency.
If the torque currently required by the vehicle engine is greater than the second threshold, it indicates that the torque currently required by the engine is high and the currently required torque cannot be achieved only by using the first fuel injection valve, and at this time, both the first fuel injection valve and the second fuel injection valve may be in an operating state, so as to perform fuel injection simultaneously by using the first fuel injection valve and the second fuel injection valve. Specifically, the fuel injection quantity of the second fuel injection valve may be made the maximum fuel injection quantity of the second fuel injection valve, and the fuel injection quantity of the first fuel injection valve may be made the difference between the currently requested fuel injection quantity and the maximum fuel injection quantity. Alternatively, the fuel injection quantity of the second fuel injection valve may be smaller than the maximum fuel injection quantity of the second fuel injection valve and greater than or equal to the product of the maximum fuel injection quantity and a second preset percentage, and the fuel injection quantity of the first fuel injection valve is the difference between the current requested fuel injection quantity and the fuel injection quantity of the second fuel injection valve, so as to prevent the occurrence of the situation that the working strength of the second fuel injection valve is large and the service life of the second fuel injection valve is shortened due to the fact that the fuel injection quantity of the second fuel injection valve is at the maximum fuel injection quantity for a long time. Wherein said second preset percentage may be between [60%, 100%), for example may be 80%.
And 204a, when the vehicle is in a stop state, controlling the first fuel injection valve and the second fuel injection valve to be in a closed state so as to stop fuel injection.
In this embodiment, when the cumulative usage period of the first fuel injection valve reaches the second preset period, the clogging object in the first fuel injection valve can be cleaned. After multiple tests, the blockage in the first fuel injection valve can be cleaned after the continuous service time of the first fuel injection valve exceeds 30min, and based on the blockage, the second preset time can be greater than or equal to 40.1min, and for example, can be 2 h.
And step 400, switching the vehicle to enter a normal injection mode. The normal injection mode includes: the fuel is always injected using the second fuel injection valve.
It should be noted that, in this embodiment, there is a corresponding relationship between the second preset time period and the first preset time period, for example, when the second preset time period is longer, the first preset time period may also be correspondingly increased. Specifically, when the second preset time period is longer, the longer the accumulated use time period of the first injection valve in the preset injection mode is, at this time, the time required until the first fuel injection valve is blocked after being closed is correspondingly longer, so that the first preset time period can be correspondingly set longer.
In summary, in the control method of the hybrid vehicle provided by the present application, when it is detected that the first fuel injection valve is not used for a long time, the hybrid vehicle is controlled to switch to the predetermined injection mode, and the first fuel injection valve is controlled to be in the working state based on the current operating condition of the hybrid vehicle in the predetermined injection mode, so that the phenomenon that the first fuel injection valve is not used for a long time and is blocked can be avoided. Also, when the hybrid vehicle is in the predetermined injection mode, the simultaneous use of the first fuel injection valve and the second fuel injection valve is controlled intermittently, and the simultaneous use of the first fuel injection valve and the second fuel injection valve is not always controlled, so that the complexity of the control method of the hybrid vehicle can be reduced. Meanwhile, when the accumulated usage period of the first fuel injection valve in the predetermined injection mode of the hybrid vehicle is detected to exceed the second preset period, the hybrid vehicle is switched to the normal injection mode. That is, in the present application, the hybrid vehicle is switched to the predetermined injection mode only at a certain time period, rather than controlling the hybrid vehicle to be always in the predetermined injection mode, so that the difficulty of the control method of the hybrid vehicle can be further reduced.
Example two
Further, based on the control method of the hybrid vehicle provided by the above embodiment, the embodiment of the present application also provides a control system of the hybrid vehicle, which can be applied to the hybrid vehicle. Fig. 3 is a schematic structural diagram of a control system of a hybrid vehicle according to an embodiment of the present application, and fig. 4 is a block diagram of the hybrid vehicle according to an embodiment of the present application, and the control system of the hybrid vehicle according to the embodiment of the present application is described with reference to fig. 3 and 4. As shown in fig. 3 and 4, the control system of the hybrid vehicle may include:
A hybrid starter generator (MHSG) 30 connected with the engine 10 to start the engine 10.
The device comprises a determining module (not shown in the figure) for determining a first time length between the current time and the previous using time of a first fuel injection valve in the vehicle in real time after the vehicle engine is started, and sending a switching instruction to the central controller when the first time length is larger than or equal to a first preset time length so that the central controller controls the vehicle to enter a preset injection mode based on the switching instruction.
A central controller (not shown in the figure) for judging the current operation state of the vehicle and dynamically adjusting the operation states of the first fuel injection valve and the second fuel injection valve of the vehicle based on the current operation state of the vehicle to control the torque of the engine of the vehicle; when the current operation state of the vehicle is a starting state, controlling the second fuel injection valve to be in a working state and controlling the first fuel injection valve to be in a closing state; when the current operation state of the vehicle is an operation state, acquiring the current required torque of an engine of the vehicle, and when the current required torque is larger than zero and smaller than or equal to a first threshold value, controlling the first fuel injection valve and the second fuel injection valve to be in an operation state; when the current required torque is larger than a first threshold value and smaller than or equal to a second threshold value, controlling the second fuel injection valve to be in an operating state and the first fuel injection valve to be in a closed state; and when the current required torque is larger than a second threshold value, controlling the first fuel injection valve and the second fuel injection valve to be in an operating state.
As shown in fig. 3, second fuel injection valve 125 may be an in-cylinder fuel injection valve, and first fuel injection valve 126 may be a port fuel injection valve. And, with further reference to fig. 3, engine 10 of the vehicle is capable of operating in any one of a port injection mode, an in-cylinder injection mode, and a common injection mode by means of in-cylinder fuel injection valve 125 and port fuel injection valve 126. In the port injection mode, air cleaned by the air cleaner 122 is taken in via the throttle valve 124, and fuel is injected from the port fuel injection valve 126 to mix the air with the fuel. The air-fuel mixture is then drawn into the combustion chamber through the intake valve 128, is explosively combusted by an electric spark of the ignition plug 130, and the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. In the in-cylinder injection mode, air is drawn into the combustion chamber as in the port injection mode, fuel is injected from in-cylinder fuel injection valve 125 in the middle of the intake stroke or after the compression stroke, and the spark of spark plug 130 causes explosive combustion to obtain the rotational motion of crankshaft 26. In the common injection mode, fuel is injected from the port fuel injection valve 126 when air is drawn into the combustion chamber, and fuel is injected from the in-cylinder fuel injection valve 125 in the middle of the intake stroke or after the compression stroke, and is explosively combusted by an electric spark of the ignition plug 130, whereby the rotational motion of the crankshaft 26 is obtained. These injection modes are switched based on the operating state of engine 10. And, the exhaust gas from the combustion chamber is discharged to the outside air via a purification device 134, and the purification device 134 has a purification catalyst (three-way catalyst) that purifies harmful components such as carbon monoxide (CO), torch (HC), and nitrogen oxide (NOx).
Further, as shown in fig. 4, the system may further include: a transmission 20, a Mild Hybrid Starter Generator (MHSG) 30, a battery 40, a differential gear arrangement (DG) 50, and wheels 60.
In which the engine 10 serves as a power source that outputs power when the engine is started. In the present embodiment, the engine 10 may be an engine including a dual injector. The transmission 20 is connected to the engine 10 so that the driving torque of the engine 10 is converted to output the converted driving torque to the differential gear device 50. The MHSG30 may be connected to the engine 10 to supply driving power from the battery 40 to start the engine 10. The battery 40 is electrically connected to the MHSG30, thereby storing a voltage for driving the MHSG 30. The differential gear device 50 is connected to the transmission 20, and appropriately distributes the drive torque (i.e., the rotational speed) transmitted from the transmission 20 to the different wheels 60. The wheels 60 refer to devices that are connected to the differential gear device 50 through axles, support the load of the vehicle, and transmit the power of the engine 10 transmitted from the axles to the road surface.
The power transmission of the hybrid vehicle is performed such that the torque generated in the engine 10 is transmitted to the input shaft of the transmission 20, and the torque output from the output shaft of the transmission 20 is transmitted to the axle via the differential gear device 50, the axle rotating the wheels 60, so that the hybrid vehicle is driven by the torque generated in the engine 10.
Alternatively, the first threshold value is a torque required by an engine of the vehicle when the vehicle is running stably, and the second threshold value is a torque provided by a maximum fuel injection amount of the second fuel injection valve.
Optionally, the central controller is further configured to: when the currently required torque is greater than zero and less than or equal to a first threshold value, making the fuel injection quantity of the first fuel injection valve a constant quantity, and making the fuel injection quantity of the second fuel injection valve a difference between the currently requested fuel injection quantity and the constant quantity; the constant amount does not exceed a first preset percentage of a current requested fuel injection amount of the vehicle, which is a fuel injection amount required by the engine to reach a current required torque.
Optionally, the first predetermined percentage is between [20%, 50% ].
Optionally, the central controller is further configured to: when the currently required torque is larger than a second threshold value, making the fuel injection quantity of the second fuel injection valve the maximum fuel injection quantity of the second fuel injection valve, and making the fuel injection quantity of the first fuel injection valve the difference value between the currently requested fuel injection quantity and the maximum fuel injection quantity; or, making the fuel injection quantity of the second fuel injection valve smaller than the maximum fuel injection quantity and larger than or equal to the product of the maximum fuel injection quantity and a second preset percentage, and making the fuel injection quantity of the first fuel injection valve be the difference value of the current requested fuel injection quantity and the fuel injection quantity of the second fuel injection valve.
Optionally, the second preset percentage is between [60%, 100%).
Optionally, the central controller is further configured to: detecting the accumulated use time of the first fuel injection valve in real time after controlling the vehicle to enter the preset injection mode, and switching the vehicle to enter a normal injection mode when the accumulated use time exceeds a second preset time, wherein the normal injection mode comprises the following steps: fuel is always injected using only the second fuel injection valve.
Optionally, the central controller is further configured to: when the current operating state of the vehicle is in a stop state, the first fuel injection valve and the second fuel injection valve are both made to be in a closed state.
In summary, in the control method and apparatus for a hybrid vehicle provided by the present application, when it is detected that the first fuel injection valve is not used for a long time, the hybrid vehicle is controlled to switch to the predetermined injection mode, and the first fuel injection valve is controlled to be in an operating state based on the current operating condition of the hybrid vehicle in the predetermined injection mode, so that the phenomenon that the first fuel injection valve is not used for a long time and is blocked can be avoided. And when the hybrid vehicle is in the predetermined injection mode, the first fuel injection valve and the second fuel injection valve are controlled to be used simultaneously discontinuously, and the first fuel injection valve and the second fuel injection valve are not controlled to be used simultaneously in a total manner, so that the complexity of the control method of the hybrid vehicle can be reduced. Meanwhile, when the accumulated usage period of the first fuel injection valve in the predetermined injection mode of the hybrid vehicle is detected to exceed the second preset period, the hybrid vehicle is switched to the normal injection mode. That is, in the present application, the hybrid vehicle is switched to the predetermined injection mode only at a certain time period, rather than always being in the predetermined injection mode, so that the difficulty of the control method of the hybrid vehicle can be further reduced.
In the description herein, reference to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing steps of a custom logic function or process, and alternate implementations are included within the scope of the preferred embodiment of the present application in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the present application.
Although embodiments of the present application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present application, and that variations, modifications, substitutions and alterations may be made to the above embodiments by those of ordinary skill in the art within the scope of the present application.
Claims (10)
1. A control method of a hybrid vehicle, characterized in that the method is applied to a hybrid vehicle including an engine as a power source, the hybrid vehicle further comprising: a hybrid starter generator that starts the engine; and a central controller for controlling a change of a fuel injection mode of the hybrid vehicle;
the control method of the hybrid vehicle includes:
after an engine of a vehicle is started, determining a first time length between the current time and the previous using time of a first fuel injection valve of the vehicle in real time, judging whether the first time length is greater than or equal to a first preset time length, and controlling the vehicle to enter a preset injection mode when the first time length is greater than or equal to the first preset time length;
the controlling the vehicle to enter the predetermined injection mode includes:
judging the current operating state of the vehicle, and dynamically adjusting the working states of a first fuel injection valve and a second fuel injection valve of the vehicle based on the current operating state of the vehicle, wherein the dynamic property of the second fuel injection valve is larger than that of the first fuel injection valve;
when the current operation state of the vehicle is a starting state, controlling the second fuel injection valve to be in a working state and controlling the first fuel injection valve to be in a closing state;
when the current operation state of the vehicle is an operation state, acquiring the current required torque of an engine of the vehicle, and when the current required torque is larger than zero and smaller than or equal to a first threshold value, controlling the first fuel injection valve and the second fuel injection valve to be in an operation state; when the current required torque is larger than a first threshold value and smaller than or equal to a second threshold value, controlling the second fuel injection valve to be in an operating state and the first fuel injection valve to be in a closed state; and when the current required torque is larger than a second threshold value, controlling the first fuel injection valve and the second fuel injection valve to be in an operating state.
2. The control method of a hybrid vehicle according to claim 1, characterized in that the first threshold value is a torque required by a vehicle engine when the vehicle is running stably, and the second threshold value is a torque provided by a maximum fuel injection amount of the second fuel injection valve.
3. The control method of a hybrid vehicle according to claim 1, characterized by further comprising:
when the currently required torque is greater than zero and less than or equal to a first threshold value, making the fuel injection quantity of the first fuel injection valve a constant quantity, and making the fuel injection quantity of the second fuel injection valve a difference between the currently requested fuel injection quantity and the constant quantity; wherein the current requested fuel injection amount is a fuel injection amount required by the engine to achieve the current required torque, and the constant amount does not exceed a first preset percentage of the current requested fuel injection amount of the vehicle.
4. The control method of a hybrid vehicle according to claim 3, characterized in that the first preset percentage is between [20%, 50% ].
5. The control method of a hybrid vehicle according to claim 1, characterized by further comprising:
when the currently required torque is larger than a second threshold value, making the fuel injection quantity of the second fuel injection valve the maximum fuel injection quantity of the second fuel injection valve, and making the fuel injection quantity of the first fuel injection valve the difference value between the currently requested fuel injection quantity and the maximum fuel injection quantity; or, making the fuel injection quantity of the second fuel injection valve smaller than the maximum fuel injection quantity and larger than or equal to the product of the maximum fuel injection quantity and a second preset percentage, and making the fuel injection quantity of the first fuel injection valve be the difference value of the current requested fuel injection quantity and the fuel injection quantity of the second fuel injection valve.
6. Control method of a hybrid vehicle according to claim 5, characterized in that said second preset percentage is comprised between [60%, 100%).
7. The control method of a hybrid vehicle according to claim 1, characterized by further comprising:
detecting the accumulated use time of the first fuel injection valve in real time after controlling the vehicle to enter the preset injection mode, and switching the vehicle to enter a normal injection mode when the accumulated use time exceeds a second preset time, wherein the normal injection mode comprises the following steps: fuel is always injected using only the second fuel injection valve.
8. The control method of a hybrid vehicle according to claim 1, characterized by further comprising:
when the current operating state of the vehicle is in a stop state, the first fuel injection valve and the second fuel injection valve are both made to be in a closed state.
9. The control method of a hybrid vehicle according to any one of claims 1-8, characterized in that the first fuel injection valve includes a port fuel injection valve and the second fuel injection valve includes an in-cylinder fuel injection valve.
10. A control system of a hybrid vehicle, characterized by comprising:
an engine including an intake port, a first fuel injection valve configured to inject fuel into the intake port, a combustion chamber communicating with the intake port and combusting a mixture of air and fuel, an exhaust port communicating with the combustion chamber and discharging exhaust gas generated during combustion, and a second fuel injection valve directly injecting fuel into the combustion chamber, the second fuel injection valve having higher dynamics than the first fuel injection valve;
a hybrid starter generator connected with the engine to start the engine;
the determining module is used for determining a first time length between the current time and the previous using time of a first fuel injection valve in the vehicle in real time after the vehicle engine is started, and sending a switching instruction to the central controller when the first time length is greater than or equal to a first preset time length so that the central controller controls the vehicle to enter a preset injection mode based on the switching instruction;
a central controller for controlling the vehicle to enter a predetermined injection mode based on the switching command, comprising: judging the current operating state of the vehicle based on the switching instruction, and dynamically adjusting the working states of a first fuel injection valve and a second fuel injection valve of the vehicle based on the current operating state of the vehicle; when the current operation state of the vehicle is a starting state, controlling the second fuel injection valve to be in a working state and controlling the first fuel injection valve to be in a closing state; when the current operation state of the vehicle is an operation state, acquiring the current required torque of an engine of the vehicle, and when the current required torque is larger than zero and smaller than or equal to a first threshold value, controlling the first fuel injection valve and the second fuel injection valve to be in an operation state; when the current required torque is larger than a first threshold value and smaller than or equal to a second threshold value, controlling the second fuel injection valve to be in an operating state and the first fuel injection valve to be in a closed state; and when the current required torque is larger than a second threshold value, controlling the first fuel injection valve and the second fuel injection valve to be in an operating state.
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