CN117841949A - Method and device for controlling engine of hybrid vehicle, hybrid vehicle and storage medium - Google Patents
Method and device for controlling engine of hybrid vehicle, hybrid vehicle and storage medium Download PDFInfo
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Abstract
The invention relates to the technical field of hybrid electric vehicles and discloses an engine control method and device for a hybrid electric vehicle, the hybrid electric vehicle and a storage medium.
Description
Technical Field
The invention relates to the technical field of hybrid electric vehicles, in particular to an engine control method and device of a hybrid electric vehicle, the hybrid electric vehicle and a storage medium.
Background
In the low-temperature and low-State of Charge (SOC) situations of the battery of the hybrid vehicle, the problem that the battery discharge power is easily switched off and the battery discharge boundary drops rapidly causes the vehicle acceleration power loss, so that users complain and the power loss during high-speed running generates safety risks. Therefore, the intelligent control of the engine operation under the condition of insufficient battery discharge power has very important significance for ensuring stable running of the vehicle and use experience of users.
At present, the traditional engine control method often controls the engine to start under the condition that the insufficient discharge capacity of the battery is detected. However, the actual discharging capacity of the battery is not only related to the performance parameters of the battery, but also the performance of the battery is affected to a certain extent by the control process of the engine, and the closed loop control between the discharging capacity of the battery and the control of the engine is not considered by the traditional control method, so that errors are calculated on the actual discharging capacity of the battery, the subsequent starting control of the engine is directly affected, and the use experience of a user is reduced.
Disclosure of Invention
In view of the above, the invention provides an engine control method and device for a hybrid vehicle, a hybrid vehicle and a storage medium, so as to solve the problem that the conventional control method has large calculation error on the actual discharge capacity of a battery and affects the engine start control.
In a first aspect, the present invention provides an engine control method of a hybrid vehicle, the method comprising:
acquiring state parameters and target required power of a vehicle, and acquiring initial discharge power of a battery and the current starting times of an engine in unit time;
correcting the initial discharge power based on the current starting times and state parameters to obtain actual discharge power;
and when the difference between the actual discharge power and the target required power is detected to be smaller than the preset power threshold value, controlling the engine to start.
The method comprises the steps of obtaining the state parameters and the target required power of the vehicle, obtaining the initial discharge power of the battery and the current starting times of the engine in unit time, correcting the initial discharge power based on the current starting times and the state parameters to obtain the actual discharge power, and improving the accuracy of battery discharge capacity calculation, so that whether the difference between the actual discharge power and the target required power is smaller than a preset power threshold value or not is detected more accurately, starting of the engine is controlled, assistance is provided for vehicle running, vehicle running is smoother, and user driving experience is improved.
In an alternative embodiment, the correcting the initial discharge power based on the current start-up times and the state parameters to obtain the actual discharge power includes:
when the current starting times reach a preset time threshold value, calculating a first correction coefficient based on the current starting times and state parameters;
and obtaining the actual discharge power according to the first correction coefficient and the initial discharge power.
Therefore, the initial discharge power of the battery is corrected by combining the current starting times of the engine, so that more accurate actual discharge power is obtained, and whether the engine needs to be controlled to start or not is judged more accurately to provide additional assistance for vehicle running.
In an alternative embodiment, the status parameters include an accelerator pedal opening, a first temperature of the battery, and a rate of power reduction of the battery; based on the current start-up times and the state parameters, a first correction coefficient is calculated, including:
calculating a correction coefficient of the current starting times, an accelerator correction coefficient, a first temperature correction coefficient and a power reduction rate correction coefficient according to the current starting times, the accelerator pedal opening, the temperature and the power reduction rate;
and calculating a first correction coefficient according to the current start frequency correction coefficient, the accelerator correction coefficient, the first temperature correction coefficient and the power reduction rate correction coefficient.
So that a first correction coefficient for correcting the initial discharge power is calculated by combining the current number of starts, the accelerator pedal opening, the temperature, and the power decrease rate, so that the discharge capacity of the battery is more accurately evaluated.
In an alternative embodiment, the obtaining the actual discharge power according to the first correction coefficient and the initial discharge power includes:
and calculating the product between the first correction coefficient and the initial discharge power to obtain the actual discharge power.
Therefore, the initial discharge power of the battery is corrected through the first correction coefficient, and the more accurate actual discharge power is obtained.
In an alternative embodiment, the state parameters further include a second temperature, grade, altitude of the scene in which the vehicle is located, and steering angle and initial power demand of the vehicle; obtaining a target demand power of a vehicle, comprising:
calculating a second temperature correction coefficient, a gradient correction coefficient, an elevation correction coefficient and a steering angle correction coefficient according to the second temperature, the gradient, the elevation and the steering angle;
calculating a second correction coefficient according to the second temperature correction coefficient, the gradient correction coefficient, the altitude correction coefficient and the steering angle correction coefficient;
and correcting the initial required power based on the second correction coefficient to obtain the target required power of the vehicle.
The initial required power of the vehicle is corrected by combining the second temperature, gradient and altitude of the scene where the vehicle is located and the steering angle of the vehicle, so that the target required power with higher accuracy is obtained, and whether the engine is needed to provide power assistance additionally or not can be judged more accurately.
In an alternative embodiment, after controlling the engine start, the method further comprises:
and recording the new starting times of the engine in unit time, and updating the current starting times based on the new starting times.
The current starting times of the engine are updated through the new starting times, and the data effectiveness is ensured.
In an alternative embodiment, the method further comprises:
and controlling the engine to stop when detecting that the difference value between the actual discharge power and the target required power is not smaller than the preset power threshold value.
Therefore, under the condition that the difference value between the actual discharge power and the target required power is not smaller than the preset power threshold value, the energy required by the running of the vehicle is provided by the battery through controlling the engine to stop, and the running economy of the vehicle is ensured.
In a second aspect, the present invention provides an engine control apparatus of a hybrid vehicle, the apparatus comprising:
the first processing module is used for acquiring state parameters and target required power of the vehicle, and acquiring initial discharge power of the battery and the current starting times of the engine in unit time;
the second processing module is used for correcting the initial discharge power based on the current starting times and the state parameters to obtain the actual discharge power;
and the third processing module is used for controlling the engine to start when detecting that the difference between the actual discharge power and the target required power is smaller than the preset power threshold.
In an alternative embodiment, the second processing module includes:
the first processing unit is used for calculating a first correction coefficient based on the current starting times and the state parameters when the current starting times reach a preset times threshold;
and the second processing unit is used for obtaining the actual discharge power according to the first correction coefficient and the initial discharge power.
In an alternative embodiment, the status parameters include an accelerator pedal opening, a first temperature of the battery, and a rate of power reduction of the battery; the first processing unit includes:
the first processing subunit is used for calculating a correction coefficient of the current starting times, an accelerator correction coefficient, a first temperature correction coefficient and a power reduction rate correction coefficient according to the current starting times, the accelerator pedal opening, the temperature and the power reduction rate;
the second processing subunit is used for obtaining the first correction coefficient according to the current starting frequency correction coefficient, the accelerator correction coefficient, the first temperature correction coefficient and the power reduction rate correction coefficient.
In an alternative embodiment, the second processing unit comprises:
and the third processing subunit is used for calculating the product between the first correction coefficient and the initial discharge power to obtain the actual discharge power.
In an alternative embodiment, the state parameters further include a second temperature, grade, altitude of the scene in which the vehicle is located, and steering angle and initial power demand of the vehicle; the first processing module includes:
the third processing unit is used for calculating a second temperature correction coefficient, a gradient correction coefficient, an elevation correction coefficient and a steering angle correction coefficient according to the second temperature, the gradient, the elevation and the steering angle;
the fourth processing unit is used for calculating a second correction coefficient according to the second temperature correction coefficient, the gradient correction coefficient, the altitude correction coefficient and the steering angle correction coefficient;
and the fifth processing unit is used for correcting the initial required power based on the second correction coefficient to obtain the target required power of the vehicle.
In an alternative embodiment, the apparatus further comprises:
and the fourth processing module is used for recording the new starting times of the engine in unit time and updating the current starting times based on the new starting times.
In an alternative embodiment, the apparatus further comprises:
and the fifth processing module is used for controlling the engine to stop when detecting that the difference value between the actual discharge power and the target required power is not smaller than the preset power threshold value.
In a third aspect, the present invention provides a hybrid vehicle comprising: the processor executes the computer instructions, thereby executing the engine control method of the hybrid vehicle according to the first aspect or any one of the embodiments corresponding to the first aspect.
In a fourth aspect, the present invention provides a computer-readable storage medium having stored thereon computer instructions for causing a computer to execute the engine control method of the hybrid vehicle of the first aspect or any one of the embodiments corresponding thereto.
The beneficial effects of the invention are as follows:
the method comprises the steps of obtaining the state parameters and the target required power of the vehicle, obtaining the initial discharge power of the battery and the current starting times of the engine in unit time, correcting the initial discharge power based on the current starting times and the state parameters to obtain the actual discharge power, and improving the accuracy of battery discharge capacity calculation, so that whether the difference between the actual discharge power and the target required power is smaller than a preset power threshold value or not is detected more accurately, the engine is controlled to start, assistance is provided for vehicle running, vehicle running is smoother, and user driving experience is improved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are needed in the description of the embodiments or the prior art will be briefly described, and it is obvious that the drawings in the description below are some embodiments of the present invention, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic structural view of a hybrid vehicle according to an embodiment of the present invention;
FIG. 2 is a flow chart of a method of controlling an engine of a hybrid vehicle according to an embodiment of the invention;
FIG. 3 is a flow chart of another method of controlling an engine of a hybrid vehicle according to an embodiment of the present invention;
FIG. 4A is a flow chart of calculating target demand power according to an embodiment of the present invention;
FIG. 4B is a flow chart of calculating an actual discharge power according to an embodiment of the present invention;
FIG. 4C is a schematic flow chart of controlling engine start and stop according to an embodiment of the invention;
fig. 5 is a block diagram of the structure of an engine control apparatus of a hybrid vehicle according to an embodiment of the invention;
fig. 6 is a schematic hardware configuration of a hybrid vehicle according to an embodiment of the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
According to an embodiment of the present invention, there is provided a hybrid vehicle, as shown in fig. 1, a power system of which mainly includes a battery 101, an engine 102, a driving motor 103, a generator 104, and a clutch 105, and can power the engine in a pure electric mode or a hybrid electric mode.
In the pure electric mode, the driving motor 103 drives the vehicle to run, when the discharge power of the battery does not meet the acceleration requirement of the vehicle, the clutch 105 can be controlled to be engaged, so that the engine 102 outputs power after being started, the vehicle is directly driven or the generator 104 is used for generating power to provide power for accelerating the vehicle, and the power requirement of a driver is met.
The specific control process and working principle of the engine on the hybrid vehicle can be referred to in the following detailed description of the method embodiments, and will not be repeated here.
According to an embodiment of the present invention, there is provided an engine control method embodiment of a hybrid vehicle, it being noted that the steps shown in the flowchart of the drawings may be performed in a computer system such as a set of computer executable instructions, and that although a logical sequence is shown in the flowchart, in some cases the steps shown or described may be performed in a different order than here.
In the present embodiment, there is provided an engine control method of a hybrid vehicle, which may be used for a vehicle that performs engine control, such as a hybrid vehicle, or the like, fig. 2 is a flowchart of an engine control method of a hybrid vehicle according to an embodiment of the present invention, as shown in fig. 2, the flowchart including the steps of:
step S201, acquiring a state parameter and a target required power of the vehicle, and acquiring an initial discharge power of the battery and a current start number of the engine in a unit time.
Specifically, the state parameters of the vehicle mainly include an accelerator pedal opening, a first temperature of the battery, a power reduction rate of the battery, a second temperature of a scene in which the vehicle is located, a gradient, an altitude, and a steering angle and an initial required power of the vehicle.
In some alternative embodiments, the target vehicle speed required for ensuring the drivability of the vehicle CAN be obtained according to a two-dimensional table of the vehicle speed and the accelerator, and the actual vehicle speed of the vehicle CAN be obtained through a CAN bus. The method comprises the steps of calculating a difference value between a target vehicle speed and an actual vehicle speed, matching target acceleration required by calibration based on the vehicle speed difference, calculating initial required power of the vehicle based on the target acceleration and the whole vehicle mass, and correcting the initial required power of the vehicle by combining factors such as a second temperature, a gradient, an altitude and a steering angle of the vehicle of a scene where the vehicle is located, so as to obtain the target required power of the vehicle.
It should be noted that, a two-dimensional table of the vehicle speed and the accelerator can be formulated by collecting a large amount of driving data including the vehicle running states such as acceleration, braking effect, oil consumption and the like under different vehicle speeds and accelerator opening degrees, analyzing the data to understand the response characteristics of the vehicle under different vehicle speeds and accelerator opening degrees, and determining the target vehicle speed required by the drivability after a large amount of verification and adjustment.
In some alternative embodiments, the battery physical discharge power may be obtained based on the battery actual SOC and the battery actual temperature, and the battery initial discharge power may be calculated from the battery non-drive power and the battery lost power.
Step S202, correcting the initial discharge power based on the current starting times and the state parameters to obtain the actual discharge power.
Specifically, since the starting control process of the engine is related to the starting times of the engine, if the starting times are larger, the calculation error of the initial discharge power is larger, so that the current starting times of the engine in unit time are corrected to the initial discharge power, the closed loop between the battery discharge capacity calculation and the engine control is completed, the accuracy of the engine control process is improved, and the damage to the engine caused by starting the engine for multiple times is avoided.
In step S203, when it is detected that the difference between the actual discharge power and the target required power is smaller than the preset power threshold, the engine is controlled to start.
Specifically, when the difference between the actual discharge power and the target required power is detected to be smaller than the preset power threshold, the fact that the actual discharge power of the battery is insufficient to maintain the power required by the normal operation of the vehicle is indicated, so that the engine needs to be started in time, assistance is provided for the vehicle, the vehicle is enabled to run more smoothly, and a driver is guaranteed to obtain good driving experience.
Specifically, when it is detected that the difference between the actual discharge power and the target required power is not less than a preset power threshold, the engine is controlled to stop. Therefore, under the condition that the difference value between the actual discharge power and the target required power is not smaller than the preset power threshold value, the energy required by the running of the vehicle is provided by the battery through controlling the engine to stop, and the running economy of the vehicle is ensured.
According to the engine control method for the hybrid vehicle, provided by the embodiment, the state parameters and the target required power of the vehicle are obtained, the initial discharge power of the battery and the current starting times of the engine in unit time are obtained, then the initial discharge power is corrected based on the current starting times and the state parameters to obtain the actual discharge power, the accuracy of battery discharge capacity calculation is improved, and therefore whether the difference between the actual discharge power and the target required power is smaller than the preset power threshold is detected more accurately, so that the engine is controlled to start, assistance is provided for vehicle running, vehicle running is smoother, and user driving experience is improved.
In the present embodiment, there is provided an engine control method of a hybrid vehicle, which may be used for a vehicle that performs engine control, such as a hybrid vehicle, or the like, fig. 3 is a flowchart of an engine control method of a hybrid vehicle according to an embodiment of the present invention, as shown in fig. 3, the flowchart including the steps of:
step S301, acquiring a state parameter and a target required power of the vehicle, and acquiring an initial discharge power of the battery and a current start number of the engine in a unit time.
Specifically, the state parameters include a second temperature, a gradient, an altitude of a scene in which the vehicle is located, a steering angle of the vehicle, and an initial required power; the step S301 includes:
and a step a1, calculating a second temperature correction coefficient, a gradient correction coefficient, an altitude correction coefficient and a steering angle correction coefficient according to the second temperature, the gradient, the altitude and the steering angle.
Specifically, the second temperature correction coefficient, the gradient correction coefficient, the altitude correction coefficient and the steering angle correction coefficient can be calculated according to a mapping relation between the information of the dimensions of the second temperature, the gradient, the altitude and the steering angle and the required power of the vehicle by collecting a large amount of driving data including the running states of the vehicle under different required powers, such as the second temperature, the gradient, the altitude and the steering angle, and the like, and analyzing and verifying the data.
In some alternative embodiments, when the grade is greater than a predetermined grade, i.e., on a steeper grade, it is desirable to control the vehicle at a lower speed, where the engine drag may be used to control the vehicle speed, and where a lower speed gear should be selected, i.e., where the initial demand power of the vehicle should be appropriately reduced.
In some alternative embodiments, in high altitude areas, the air is thin, the engine intake air amount is reduced, and the power is reduced, so that the initial required power needs to be corrected according to the altitude. Illustratively, the power is reduced by about 7% per 1000 meters of elevation, and the invention is not so limited.
In some alternative embodiments, engine power decreases in cold weather as engine power is susceptible to ambient temperature; in hot days, engine power rises.
In some alternative embodiments, the accelerator opening is properly adjusted according to the steering radius or steering angle of the vehicle, so that the vehicle can be kept running stably. When the steering radius is smaller, the accelerator opening is properly reduced, namely the initial required power is reduced; at larger steering radii, the accelerator opening is appropriately increased, i.e. the initial required power is increased.
And a2, calculating a second correction coefficient according to the second temperature correction coefficient, the gradient correction coefficient, the altitude correction coefficient and the steering angle correction coefficient.
In some alternative embodiments, different weights are assigned to the second temperature correction coefficient, the gradient correction coefficient, the altitude correction coefficient, and the steering angle correction coefficient, and the second temperature correction coefficient, the gradient correction coefficient, the altitude correction coefficient, and the steering angle correction coefficient are weighted and summed to calculate the second correction coefficient.
And a step a3, correcting the initial required power based on the second correction coefficient to obtain the target required power of the vehicle.
Specifically, the target required power of the vehicle may be obtained by calculating a product of the second correction coefficient and the initial required power.
The initial required power of the vehicle is corrected by combining the second temperature, gradient and altitude of the scene where the vehicle is located and the steering angle of the vehicle, so that the target required power with higher accuracy is obtained, and whether the engine is needed to provide power assistance additionally or not can be judged more accurately.
Step S302, correcting the initial discharge power based on the current starting times and the state parameters to obtain the actual discharge power.
Specifically, the step S302 includes:
in step S3021, when it is detected that the current start-up number reaches the preset number threshold, a first correction coefficient is calculated based on the current start-up number and the status parameter.
It should be noted that, the preset number of times threshold may be set according to an actual vehicle type or a running scene of the vehicle.
Specifically, the state parameters include an accelerator pedal opening, a first temperature of the battery, and a rate of power reduction of the battery; the step S3021 includes:
and b1, calculating a correction coefficient of the current starting times, an accelerator correction coefficient, a first temperature correction coefficient and a power reduction rate correction coefficient according to the current starting times, the accelerator pedal opening, the temperature and the power reduction rate.
Specifically, a mapping relation between the information of the dimensions of the current starting times, the accelerator pedal opening, the temperature and the power reduction rate and the battery discharge power is established by analyzing and verifying a large amount of driving data including the vehicle running states under different discharge powers, such as the current starting times, the accelerator pedal opening, the temperature and the power reduction rate, so that the current starting times correction coefficient, the accelerator correction coefficient, the first temperature correction coefficient and the power reduction rate correction coefficient are calculated according to the mapping relation.
And b2, calculating a first correction coefficient according to the current start frequency correction coefficient, the accelerator correction coefficient, the first temperature correction coefficient and the power reduction rate correction coefficient.
In some alternative embodiments, different weights are allocated to the current start-up number correction coefficient, the accelerator correction coefficient, the first temperature correction coefficient and the power-down rate correction coefficient, and the current start-up number correction coefficient, the accelerator correction coefficient, the first temperature correction coefficient and the power-down rate correction coefficient are weighted and summed to calculate the first correction coefficient.
So that a first correction coefficient for correcting the initial discharge power is calculated by combining the current number of starts, the accelerator pedal opening, the temperature, and the power decrease rate, so that the discharge capacity of the battery is more accurately evaluated.
In step S3022, the actual discharge power is obtained according to the first correction coefficient and the initial discharge power.
Specifically, the product between the first correction coefficient and the initial discharge power is calculated to obtain the actual discharge power.
Therefore, the initial discharge power of the battery is corrected by combining the current starting times of the engine, so that more accurate actual discharge power is obtained, and whether the engine needs to be controlled to start or not is judged more accurately to provide additional assistance for vehicle running.
In step S303, when it is detected that the difference between the actual discharge power and the target required power is smaller than the preset power threshold, the engine is controlled to start. Please refer to step S203 in the embodiment shown in fig. 2 in detail, which is not described herein.
Step S304, recording the new starting times of the engine in unit time, and updating the current starting times based on the new starting times.
Specifically, after determining that the engine is to be controlled to start in step S303, the number of times of engine start is recorded in a unit time, and the number of times of engine start is stored in the system and is covered with the original value of the number of times of start, so that the data validity is ensured. Thus, in the next calculation, the initial discharge power of the battery needs to be corrected using the number of starts.
According to the engine control method for the hybrid vehicle, provided by the embodiment, the state parameters and the target required power of the vehicle are obtained, the initial discharge power of the battery and the current starting times of the engine in unit time are obtained, then the initial discharge power is corrected based on the current starting times, the opening degree of the accelerator pedal, the temperature and the power reduction rate, the actual discharge power is obtained, the accuracy of battery discharge capacity calculation is improved, and therefore whether the difference between the actual discharge power and the target required power is smaller than the preset power threshold value or not is detected more accurately, so that the engine is controlled to start, assistance is provided for vehicle running, the vehicle running is smoother, and the user driving experience is improved.
The engine control of the hybrid vehicle according to the embodiment of the invention will be described in detail with reference to a specific application example including the steps of:
and step 1, calculating target required power of the vehicle. As shown in fig. 4A, the target vehicle speed is calculated based on a two-dimensional table of the vehicle speed-accelerator, then the target acceleration is calculated based on the difference between the target vehicle speed and the actual vehicle speed, then the initial required power is calculated based on the target acceleration and the mass of the whole vehicle, and finally the corrected target required power is obtained according to the correction of the gradient, the altitude, the second temperature of the scene where the vehicle is located, the steering angle and other special scene coefficients.
And 2, calculating the actual discharge power of the battery. As shown in fig. 4B, the initial discharge power of the battery is calculated based on the physical boundary, the non-driving power and the lost power of the battery, then whether to perform correction is judged according to the triggering condition of the correction factor, the correction factor includes factors such as the current starting times, the power dropping rate, the first temperature of the battery, the accelerator size and the like, then a predetermined mapping relation table is searched according to the correction factor to obtain a first correction coefficient, and finally the corrected actual discharge power is calculated according to the first correction coefficient.
And 3, controlling the engine. As shown in fig. 4C, the difference between the target power demand of the vehicle and the actual power discharge of the battery is calculated first, and when the difference is greater than a preset power threshold, an engine start flag bit is triggered to start the engine. And simultaneously, in unit time, the starting times of the generator are recorded and stored in the system so as to correct the initial discharge power of the battery in the next calculation. It should be noted that, if the difference between the actual discharge power after the battery is recovered and the target power required by the vehicle is greater than the preset power threshold, a stop command is triggered to control the engine to stop.
According to the specific application example, the control of the engine in the acceleration process is completed through analysis of the target power required by the driver and calculation of the actual discharge power of the battery, and the running of the engine is controlled to meet the power requirement of a user, so that the vehicle can run more smoothly, and the driver can obtain good driving experience.
The present embodiment also provides an engine control device for a hybrid vehicle, which is used for implementing the foregoing embodiments and preferred embodiments, and will not be described in detail. As used below, the term "module" may be a combination of software and/or hardware that implements a predetermined function. While the means described in the following embodiments are preferably implemented in software, implementation in hardware, or a combination of software and hardware, is also possible and contemplated.
The present embodiment provides an engine control apparatus of a hybrid vehicle, as shown in fig. 5, including:
the first processing module 501 is configured to obtain a state parameter and a target required power of a vehicle, and obtain an initial discharge power of a battery and a current start number of times of an engine in a unit time;
the second processing module 502 is configured to correct the initial discharge power based on the current start-up times and the state parameter, so as to obtain an actual discharge power;
a third processing module 503 is configured to control engine start when it is detected that the difference between the actual discharge power and the target required power is less than a preset power threshold.
In an alternative embodiment, the second processing module includes:
the first processing unit is used for calculating a first correction coefficient based on the current starting times and the state parameters when the current starting times reach a preset times threshold;
and the second processing unit is used for obtaining the actual discharge power according to the first correction coefficient and the initial discharge power.
In an alternative embodiment, the status parameters include an accelerator pedal opening, a first temperature of the battery, and a rate of power reduction of the battery; the first processing unit includes:
the first processing subunit is used for calculating a correction coefficient of the current starting times, an accelerator correction coefficient, a first temperature correction coefficient and a power reduction rate correction coefficient according to the current starting times, the accelerator pedal opening, the temperature and the power reduction rate;
the second processing subunit is used for obtaining the first correction coefficient according to the current starting frequency correction coefficient, the accelerator correction coefficient, the first temperature correction coefficient and the power reduction rate correction coefficient.
In an alternative embodiment, the second processing unit comprises:
and the third processing subunit is used for calculating the product between the first correction coefficient and the initial discharge power to obtain the actual discharge power.
In an alternative embodiment, the state parameters further include a second temperature, grade, altitude of the scene in which the vehicle is located, and steering angle and initial power demand of the vehicle; the first processing module includes:
the third processing unit is used for calculating a second temperature correction coefficient, a gradient correction coefficient, an elevation correction coefficient and a steering angle correction coefficient according to the second temperature, the gradient, the elevation and the steering angle;
the fourth processing unit is used for calculating a second correction coefficient according to the second temperature correction coefficient, the gradient correction coefficient, the altitude correction coefficient and the steering angle correction coefficient;
and the fifth processing unit is used for correcting the initial required power based on the second correction coefficient to obtain the target required power of the vehicle.
In an alternative embodiment, the apparatus further comprises:
and the fourth processing module is used for recording the new starting times of the engine in unit time and updating the current starting times based on the new starting times.
In an alternative embodiment, the apparatus further comprises:
and the fifth processing module is used for controlling the engine to stop when detecting that the difference value between the actual discharge power and the target required power is not smaller than the preset power threshold value.
Further functional descriptions of the above respective modules and units are the same as those of the above corresponding embodiments, and are not repeated here.
The engine control device of the hybrid vehicle in this embodiment is presented in the form of a functional unit, where the unit refers to an ASIC (Application Specific Integrated Circuit ) circuit, a processor and a memory executing one or more software or fixed programs, and/or other devices that can provide the above-described functions.
The embodiment of the invention also provides a hybrid vehicle, which is provided with the engine control device of the hybrid vehicle shown in the figure 5.
Referring to fig. 6, fig. 6 is a schematic structural diagram of a hybrid vehicle according to an alternative embodiment of the present invention, as shown in fig. 6, the hybrid vehicle includes: one or more processors 10, memory 20, and interfaces for connecting the various components, including high-speed interfaces and low-speed interfaces. The various components are communicatively coupled to each other using different buses and may be mounted on a common motherboard or in other manners as desired. The processor may process instructions executing within the hybrid vehicle, including instructions stored in or on memory to display graphical information of the GUI on an external input/output device, such as a display apparatus coupled to the interface. In some alternative embodiments, multiple processors and/or multiple buses may be used, if desired, along with multiple memories and multiple memories. Also, multiple devices may be connected, each providing a portion of the necessary operations (e.g., as a server array, a set of blade servers, or a multiprocessor system). One processor 10 is illustrated in fig. 6.
The processor 10 may be a central processor, a network processor, or a combination thereof. The processor 10 may further include a hardware chip, among others. The hardware chip may be an application specific integrated circuit, a programmable logic device, or a combination thereof. The programmable logic device may be a complex programmable logic device, a field programmable gate array, a general-purpose array logic, or any combination thereof.
Wherein the memory 20 stores instructions executable by the at least one processor 10 to cause the at least one processor 10 to perform the methods shown in implementing the above embodiments.
The memory 20 may include a storage program area that may store an operating system, at least one application program required for functions, and a storage data area; the storage data area may store data created according to the use of the hybrid vehicle, or the like. In addition, the memory 20 may include high-speed random access memory, and may also include non-transitory memory, such as at least one magnetic disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, memory 20 may optionally include memory located remotely from processor 10, which may be connected to the hybrid vehicle via a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
Memory 20 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk, or solid state disk; the memory 20 may also comprise a combination of the above types of memories.
The hybrid vehicle also includes a communication interface 30 for the hybrid vehicle to communicate with other devices or communication networks.
The embodiments of the present invention also provide a computer readable storage medium, and the method according to the embodiments of the present invention described above may be implemented in hardware, firmware, or as a computer code which may be recorded on a storage medium, or as original stored in a remote storage medium or a non-transitory machine readable storage medium downloaded through a network and to be stored in a local storage medium, so that the method described herein may be stored on such software process on a storage medium using a general purpose computer, a special purpose processor, or programmable or special purpose hardware. The storage medium can be a magnetic disk, an optical disk, a read-only memory, a random access memory, a flash memory, a hard disk, a solid state disk or the like; further, the storage medium may also comprise a combination of memories of the kind described above. It will be appreciated that a computer, processor, microprocessor controller or programmable hardware includes a storage element that can store or receive software or computer code that, when accessed and executed by the computer, processor or hardware, implements the methods illustrated by the above embodiments.
Although embodiments of the present invention have been described in connection with the accompanying drawings, various modifications and variations may be made by those skilled in the art without departing from the spirit and scope of the invention, and such modifications and variations fall within the scope of the invention as defined by the appended claims.
Claims (16)
1. A method of controlling an engine of a hybrid vehicle, the method comprising:
acquiring state parameters and target required power of a vehicle, and acquiring initial discharge power of a battery and the current starting times of an engine in unit time;
correcting the initial discharge power based on the current starting times and the state parameters to obtain actual discharge power;
and when the difference between the actual discharge power and the target required power is detected to be smaller than a preset power threshold, controlling the engine to start.
2. The method of claim 1, wherein the correcting the initial discharge power based on the current start-up times and the state parameter to obtain an actual discharge power comprises:
when the current starting times reach a preset time threshold, calculating a first correction coefficient based on the current starting times and the state parameter;
and obtaining actual discharge power according to the first correction coefficient and the initial discharge power.
3. The method of claim 2, wherein the status parameters include an accelerator pedal opening, a first temperature of the battery, and a rate of power reduction of the battery; the calculating a first correction coefficient based on the current start-up times and the state parameter includes:
calculating a correction coefficient of the current starting times, an accelerator correction coefficient, a first temperature correction coefficient and a correction coefficient of the power reduction rate according to the current starting times, the accelerator pedal opening, the temperature and the power reduction rate;
and calculating the first correction coefficient according to the current start frequency correction coefficient, the accelerator correction coefficient, the first temperature correction coefficient and the power reduction rate correction coefficient.
4. The method of claim 2, wherein the deriving the actual discharge power from the first correction factor and the initial discharge power comprises:
and calculating the product between the first correction coefficient and the initial discharge power to obtain the actual discharge power.
5. A method according to claim 3, wherein the status parameters further comprise a second temperature, grade, altitude of a scene in which the vehicle is located, and a steering angle and initial demanded power of the vehicle; the obtaining the target required power of the vehicle comprises the following steps:
calculating a second temperature correction coefficient, a gradient correction coefficient, an altitude correction coefficient and a steering angle correction coefficient according to the second temperature, the gradient, the altitude and the steering angle;
calculating a second correction coefficient according to the second temperature correction coefficient, the gradient correction coefficient, the altitude correction coefficient and the steering angle correction coefficient;
and correcting the initial required power based on the second correction coefficient to obtain the target required power of the vehicle.
6. The method according to any one of claims 1 to 5, characterized in that after controlling the engine start, the method further comprises:
and recording the new starting times of the engine in unit time, and updating the current starting times based on the new starting times.
7. The method according to claim 1, wherein the method further comprises:
and controlling the engine to stop when detecting that the difference value between the actual discharge power and the target required power is not smaller than a preset power threshold value.
8. An engine control apparatus of a hybrid vehicle, characterized by comprising:
the first processing module is used for acquiring state parameters and target required power of the vehicle, and acquiring initial discharge power of the battery and the current starting times of the engine in unit time;
the second processing module is used for correcting the initial discharge power based on the current starting times and the state parameters to obtain actual discharge power;
and the third processing module is used for controlling the engine to start when detecting that the difference between the actual discharge power and the target required power is smaller than a preset power threshold.
9. The apparatus of claim 8, wherein the second processing module comprises:
the first processing unit is used for calculating a first correction coefficient based on the current starting times and the state parameters when the current starting times reach a preset times threshold;
and the second processing unit is used for obtaining the actual discharge power according to the first correction coefficient and the initial discharge power.
10. The apparatus of claim 9, wherein the status parameters include an accelerator pedal opening, a first temperature of the battery, and a rate of power reduction of the battery; the first processing unit includes:
the first processing subunit is used for calculating a correction coefficient of the current starting times, an accelerator correction coefficient, a first temperature correction coefficient and a correction coefficient of the power reduction rate according to the current starting times, the accelerator pedal opening, the temperature and the power reduction rate;
and the second processing subunit is used for obtaining the first correction coefficient according to the current start frequency correction coefficient, the accelerator correction coefficient, the first temperature correction coefficient and the power reduction rate correction coefficient.
11. The apparatus of claim 9, wherein the second processing unit comprises:
and the third processing subunit is used for calculating the product between the first correction coefficient and the initial discharge power to obtain the actual discharge power.
12. The apparatus of claim 10, wherein the status parameters further include a second temperature, grade, altitude of a scene in which the vehicle is located, and a steering angle and initial demand power of the vehicle; the first processing module includes:
a third processing unit for calculating a second temperature correction coefficient, a gradient correction coefficient, an altitude correction coefficient, and a steering angle correction coefficient according to the second temperature, the gradient, the altitude, and the steering angle;
a fourth processing unit for calculating a second correction coefficient according to the second temperature correction coefficient, gradient correction coefficient, altitude correction coefficient, and steering angle correction coefficient;
and a fifth processing unit, configured to correct the initial required power based on the second correction coefficient, so as to obtain a target required power of the vehicle.
13. The apparatus according to any one of claims 8 to 12, further comprising:
and the fourth processing module is used for recording the new starting times of the engine in unit time and updating the current starting times based on the new starting times.
14. The apparatus of claim 8, wherein the apparatus further comprises:
and a fifth processing module, configured to control the engine to stop when detecting that the difference between the actual discharge power and the target required power is not smaller than a preset power threshold.
15. A hybrid vehicle, characterized by comprising:
a memory and a processor communicatively connected to each other, the memory having stored therein computer instructions, the processor executing the computer instructions to perform the engine control method of the hybrid vehicle of any one of claims 1 to 7.
16. A computer-readable storage medium having stored thereon computer instructions for causing a computer to execute the engine control method of the hybrid vehicle according to any one of claims 1 to 7.
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| CN202410145140.1A CN117841949A (en) | 2024-01-31 | 2024-01-31 | Method and device for controlling engine of hybrid vehicle, hybrid vehicle and storage medium |
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| CN202410145140.1A CN117841949A (en) | 2024-01-31 | 2024-01-31 | Method and device for controlling engine of hybrid vehicle, hybrid vehicle and storage medium |
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