CN108674408B

CN108674408B - Vehicle control method, device, control system and automobile

Info

Publication number: CN108674408B
Application number: CN201810485805.8A
Authority: CN
Inventors: 张容波; 谭靖宇
Original assignee: Zhejiang Geely Holding Group Co Ltd; Geely Automobile Research Institute Ningbo Co Ltd
Current assignee: Zhejiang Geely Holding Group Co Ltd; Geely Automobile Research Institute Ningbo Co Ltd
Priority date: 2018-05-18
Filing date: 2018-05-18
Publication date: 2020-02-07
Anticipated expiration: 2038-05-18
Also published as: CN108674408A

Abstract

The invention provides a vehicle control method, a vehicle control device, a vehicle control system and an automobile, and relates to the technical field of hybrid electric vehicle control, wherein the vehicle control method comprises the following steps: predicting the power-assisted capability of a BSG motor and collecting the knock intensity of each cylinder in the engine; calculating the number of the breakable cylinders according to the boosting capacity and the real-time maximum power or torque of a single cylinder in the engine of the vehicle; acquiring the identification of the cylinders to be closed and the total number of the cylinders to be closed according to the knock intensity of each cylinder and the number of the cylinders which can be disconnected in the engine; and closing the corresponding air cylinder and controlling the BSG motor to perform torque compensation according to the identification of the air cylinders to be closed and the total number of the air cylinders to be closed. The invention realizes the improvement of the fuel economy and NVH performance of the vehicle under the condition of starting and accelerating in an emergency on the premise of not influencing the dynamic property.

Description

Vehicle control method, device, control system and automobile

Technical Field

The invention relates to the technical field of hybrid electric vehicle control, in particular to a vehicle control method, a vehicle control device, a vehicle control system and a vehicle.

Background

A dynamic jump ignition (DSF) system for use with gasoline engines for vehicles has emerged in the industry in the future. The system utilizes a specially-made valve mechanism to realize the independent control of the inlet/outlet valve of each cylinder, and simultaneously utilizes the software of an engine controller to realize the independent control of the oil injector and the ignition coil of each cylinder. Through the cooperation of the two, the dynamic flexible change of the number of the working cylinders of the engine is finally realized.

When an engine with the system works, a throttle valve is generally fully opened, and the output torque and power of the engine are adjusted by using the change of the number of working cylinders. At the last moment before each cylinder works, the engine controller software can calculate and judge whether the cylinder needs to work, and for the cylinder which does not need to work, the air inlet/exhaust valve is completely closed, no oil is injected, no ignition is performed, and the cylinder is completely closed.

For the working condition of vehicle starting and rapid acceleration, the vehicle speed is low, meanwhile, a driver needs power urgently, and at the moment, the engine generally has low rotating speed and high load. Limited by the knock factor, the firing angle of a cylinder or cylinders has to be retarded to protect engine components from knock, which has the negative effects of poor in-cylinder combustion, poor dynamic, economical and NVH (Noise-Vibration-Harshness) performance. For turbocharged engines, especially small displacement engines, to mitigate the effects of turbo lag, it is also considered to provide as high an exhaust energy as possible so that the turbocharger works as quickly as possible, which in turn requires all cylinders to be active. Therefore, the existing dynamic jump ignition system is difficult to improve fuel economy and NVH performance under the condition of ensuring power.

Disclosure of Invention

In view of the above, the invention aims to provide a vehicle control method, a vehicle control device, a vehicle control system and an automobile, so as to improve fuel economy and NVH performance of a vehicle under a starting emergency acceleration condition on the premise of not influencing dynamic performance.

In a first aspect, the present invention provides a vehicle control method including:

predicting the power-assisted capability of a BSG motor and collecting the knock intensity of each cylinder in the engine;

calculating the number of the breakable cylinders according to the boosting capacity and the real-time maximum power or torque of a single cylinder in an engine of the vehicle;

acquiring the identification of the cylinders to be closed and the total number of the cylinders to be closed according to the knock intensity of each cylinder in the engine and the number of the cylinders which can be disconnected;

and closing the corresponding air cylinder and controlling the BSG motor to perform torque compensation according to the identification of the air cylinders to be closed and the total number of the air cylinders to be closed.

With reference to the first aspect, an embodiment of the present invention provides a first possible implementation manner of the first aspect, where before closing a corresponding cylinder and controlling the BSG motor to perform torque compensation according to the identifier of the cylinder to be closed and the total number of cylinders to be closed, the method further includes:

and judging whether the current vehicle is in a starting and rapid acceleration state, if so, executing the step of closing the corresponding cylinder and controlling the BSG motor to perform torque compensation according to the identification of the cylinder to be closed and the total number of the cylinders to be closed.

With reference to the first possible implementation manner of the first aspect, an embodiment of the present invention provides a second possible implementation manner of the first aspect, where the determining whether the current vehicle is in a sudden acceleration starting state includes:

and judging whether the current vehicle is in a starting rapid acceleration state or not according to the speed and the gear state of the current vehicle, the opening degree of an accelerator pedal and the rotating speed of an engine.

With reference to the first aspect, an embodiment of the present invention provides a third possible implementation manner of the first aspect, where the predicting the boost capability of the BSG motor includes:

predicting the power assisting capability of the BSG motor according to the battery state parameters of the power battery and the fault state of the BSG motor; the battery state parameters comprise residual capacity, battery temperature, discharge power and battery fault state.

With reference to the first aspect, an embodiment of the present invention provides a fourth possible implementation manner of the first aspect, where the obtaining, according to the knock intensity of each cylinder and the number of the cylinders that are capable of being broken, the identifier of the cylinder to be closed and the total number of the cylinders to be closed includes:

acquiring the knock intensity of each cylinder, and comparing each knock intensity with a preset intensity threshold value to obtain the number of required cylinder breaks and the identification of the required cylinder breaks;

setting the cylinder failure priority of the corresponding cylinder according to each knock intensity;

and acquiring the identification of the cylinders to be closed and the total number of the cylinders to be closed according to the number of the cylinders to be closed, the number of the cylinders required to be closed and the cylinder-breaking priority.

With reference to the fourth possible implementation manner of the first aspect, an embodiment of the present invention provides a fifth possible implementation manner of the first aspect, where the obtaining, according to the number of cylinders that can be deactivated, the number of cylinders that require deactivation, and the deactivation priority, the identifier of the cylinders to be deactivated and the total number of cylinders to be deactivated includes:

comparing the number of required cylinder breaks with the number of the cylinder breaks;

if the number of the required cylinder breakage is smaller than or equal to the number of the cylinders which can be broken, the number of the required cylinder breakage is the total number of the cylinders to be closed, and the identification of the cylinders to be closed is determined according to the identification of the required cylinder breakage;

and if the required cylinder breakage number is larger than the cylinder breakage number, the number of the cylinder breakage is the total number of the cylinders to be closed, and the identification of the cylinders to be closed is determined according to the cylinder breakage priority.

In a second aspect, an embodiment of the present invention further provides a vehicle control apparatus, including:

the preparation module is used for predicting the power-assisted capability of the BSG motor and acquiring the knocking intensity of each cylinder in the engine;

the calculation module is used for calculating the number of the breakable cylinders according to the boosting capacity and the real-time maximum power or torque of a single cylinder in an engine of the vehicle;

the acquisition module is used for acquiring the identification of the cylinders to be closed and the total number of the cylinders to be closed according to the knock intensity of each cylinder in the engine and the number of the cylinders which can be disconnected;

and the execution module is used for closing the corresponding air cylinder and controlling the BSG motor to perform torque compensation according to the identification of the air cylinder to be closed and the total number of the air cylinders to be closed.

In a third aspect, the embodiment of the present invention further provides a control system, including a control assembly, a BSG motor, a power battery, and an engine, where the engine includes a plurality of cylinders, and the control assembly includes the vehicle control device according to the second aspect;

the BSG motor is connected with a crankshaft of the engine through a belt wheel system, the power battery is connected with the BSG motor, and the BSG motor, the power battery and the engine are respectively connected with the control assembly.

With reference to the third aspect, the present invention provides a first possible implementation manner of the third aspect, where a knock sensor is further included, where the knock sensor is disposed between each of the cylinders, and the knock sensor is connected to the control component;

the knock sensor is used for collecting the knock intensity of each cylinder and sending the knock intensity to the control assembly.

In a fourth aspect, an embodiment of the present invention further provides an automobile, which includes an automobile body and the control system as described in the third aspect and the first possible implementation manner thereof.

The embodiment of the invention has the following beneficial effects:

in an embodiment provided by the present invention, the vehicle control method includes: predicting the power-assisted capability of a BSG motor and collecting the knock intensity of each cylinder in the engine; calculating the number of the breakable cylinders according to the boosting capacity and the real-time maximum power or torque of a single cylinder in the engine of the vehicle; acquiring the identification of the cylinders to be closed and the total number of the cylinders to be closed according to the knock intensity of each cylinder and the number of the cylinders which can be disconnected in the engine; and closing the corresponding air cylinder and controlling the BSG motor to perform torque compensation according to the identification of the air cylinders to be closed and the total number of the air cylinders to be closed. According to the technical scheme, the number of the cylinders which can be broken is judged, and when the vehicle starts to accelerate suddenly, the cylinders with a large knocking tendency can stop working, so that the fuel economy and NVH performance deterioration caused by the instant large delay of an ignition angle can be avoided; meanwhile, the BSG motor is used for providing assistance to meet the power demand of a driver, the rotating speed of the engine is increased as soon as possible, and the turbocharger in the turbocharged engine is assisted to take effect as soon as possible by combining other cylinders which are not closed, so that turbo lag is avoided. Therefore, according to the embodiment provided by the invention, the fuel economy and NVH performance of the vehicle under the starting emergency acceleration working condition can be improved on the premise of not influencing the dynamic property by purposefully killing the cylinder and assisting the torque compensation of the BSG motor.

Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.

In order to make the aforementioned and other objects, features and advantages of the present invention comprehensible, preferred embodiments accompanied with figures are described in detail below.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.

Fig. 1 is a first flowchart of a vehicle control method according to an embodiment of the present invention;

FIG. 2 is a second flowchart of a vehicle control method according to an embodiment of the present invention;

FIG. 3 is a third flowchart illustrating a vehicle control method according to an embodiment of the invention;

fig. 4 is a schematic structural diagram of a vehicle control device according to an embodiment of the present invention;

fig. 5 is a schematic structural diagram of a control system according to an embodiment of the present invention.

Icon:

11-preparing a module; 12-a calculation module; 13-an acquisition module; 14-an execution module; 131-a first acquisition unit; 132-priority setting unit; 133-a second acquisition unit; 100-a control component; 200-BSG motor; 300-a power battery; 400-an engine; 410-a cylinder; 500-pulley system.

Detailed Description

To make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

At present, for a turbocharged engine, particularly a small-displacement engine, the existing dynamic jump ignition system is difficult to improve fuel economy and NVH performance under the condition of ensuring power. Based on the above, the vehicle control method, the vehicle control device, the vehicle control system and the vehicle provided by the embodiment of the invention can judge the number of the breakable cylinders, stop the cylinder with a large knocking tendency to work under the condition of rapid acceleration of vehicle starting, and avoid the fuel economy and NVH performance deterioration caused by the instant large delay of the ignition angle; meanwhile, the BSG motor is used for providing assistance to meet the power demand of a driver, the rotating speed of the engine is increased as soon as possible, and the turbocharger in the turbocharged engine is assisted to take effect as soon as possible by combining other cylinders which are not closed, so that turbo lag is avoided.

The technology provided by the invention can be applied to a control component corresponding to a turbocharged engine but not limited to the situation of vehicle starting and accelerating; the techniques may be implemented in associated software or hardware. For the sake of understanding of the embodiments, a vehicle control method disclosed in the embodiments of the present invention will be described in detail first.

Fig. 1 shows a first flowchart of a vehicle control method according to an embodiment of the present invention. As shown in fig. 1, the vehicle control method includes the steps of:

and S101, predicting the power assisting capability of the BSG motor and collecting the knocking intensity of each cylinder in the engine.

Specifically, the executing body in this embodiment may be a control component, and the BSG (Belt Driven starter generator) motor is connected to the control component and is powered by a 48V power battery to drive the BSG motor to rotate, wherein a rated voltage of the BSG motor is 48V. It should be noted that, in this embodiment, only the power battery is exemplified as a 48V battery, and a person skilled in the art may change the rated voltage value of the power battery according to actual needs, which is not limited in this embodiment.

Specifically, a knock sensor can be arranged between each cylinder and connected with the control assembly, and the collected knock intensity of each cylinder is sent to the control assembly.

In another embodiment, in the step S101, predicting the boosting capability of the BSG motor includes: predicting the power assisting capability of the BSG motor according to the battery state parameters of the power battery and the fault state of the BSG motor; the battery state parameters include remaining power, battery temperature, discharge power and battery fault state.

Specifically, the power battery provides electric energy for the BSG motor, the BSG motor can perform torque compensation on the engine, and the power assisting capability of the BSG motor is the capability of performing torque compensation on the BSG motor or the driving capability of the engine. Because the battery state parameter and the fault state of the BSG motor can directly influence the power assisting capability of the BSG motor, in a possible embodiment, the corresponding relation between the battery state parameter and the fault state of the BSG motor and the power assisting capability of the BSG motor can be stored, and the corresponding relation can be obtained through early-stage calculation or experiments and big data analysis.

And step S102, calculating the number of the breakable cylinders according to the boosting capacity and the real-time maximum power or torque of a single cylinder in the engine of the vehicle.

The boosting capacity is the maximum power or torque that the BSG motor can provide in real time. In a possible embodiment, taking the power calculation as an example, the number of deactivatable cylinders may be determined using the maximum power that the BSG motor can provide in real time divided by the real time maximum power of a single cylinder in the engine. Such as: and (3) enabling X to be the assisting power capability of the BSG motor/the real-time maximum power of a single cylinder in the engine, enabling Y to be INT (X), and judging whether Y is greater than 0. Wherein Y ═ int (X) denotes rounding X, Y is a positive integer equal to or greater than 1 and equal to or less than N, and N is the total number of cylinders in the engine.

Therefore, when the number of the cylinder breakage is smaller than or equal to that of the cylinder breakage, the BSG motor is matched with the driving engine to realize torque compensation, and accordingly the power performance of the vehicle is guaranteed.

And step S103, acquiring the identification of the cylinders to be closed and the total number of the cylinders to be closed according to the knock intensity of each cylinder and the number of the cylinders which can be disconnected in the engine.

In a possible embodiment, the step S103 includes:

step S201, acquiring the knock intensity of each cylinder, and comparing each knock intensity with a preset intensity threshold value to obtain the number of required cylinder failure and the identification of the required cylinder failure.

Specifically, each cylinder in the engine is identified to distinguish between cylinders. When the knock intensity of a cylinder is greater than a preset intensity threshold, the cylinder needs to be shut down in order to avoid the negative effects of knocking. Therefore, after each knocking cylinder is compared with the preset intensity threshold value, the number of required cylinder deactivation and the identification of the required cylinder deactivation can be determined.

In step S202, the cylinder deactivation priority of the corresponding cylinder is set according to each knock intensity.

Specifically, when the knock intensity of a cylinder is higher, the corresponding cylinder deactivation priority is higher, that is, the cylinder with high knock intensity is preferentially shut down.

The execution order of step S201 and step S202 is not limited, and step S202 may precede step S201.

And step S203, acquiring the identification of the cylinders to be closed and the total number of the cylinders to be closed according to the number of the cylinders which can be disconnected, the number of the cylinders which need to be disconnected and the priority of cylinder disconnection.

In a possible embodiment, the step S203 includes:

(a) and comparing the number of the required cylinders with the number of the cylinders which can be disconnected.

(b) And if the number of the required cylinder breakage is less than or equal to the number of the cylinders which can be broken, determining the number of the required cylinder breakage as the total number of the cylinders to be closed, and determining the identification of the cylinders to be closed according to the identification of the required cylinder breakage.

(c) And if the number of required cylinder breakage is greater than the number of the cylinders which can be broken, the number of the cylinders which can be broken is the total number of the cylinders to be closed, and the identification of the cylinders to be closed is determined according to the cylinder breakage priority.

If the number of the cylinders required to be closed is 3, the number of the cylinders required to be closed is 4, the number of the cylinders required to be closed is less than or equal to the number of the cylinders required to be closed, the total number of the cylinders to be closed is 3, and the identifier of the cylinders required to be closed is the identifier of the cylinders to be closed.

If the number of the cylinders required to be closed is 4, the number of the cylinders capable of being closed is 3, the number of the cylinders required to be closed is greater than the number of the cylinders capable of being closed, the total number of the cylinders to be closed is 3, the cylinders are ranked from high to low according to the cylinder-closing priority, three cylinders with the first three cylinder-closing priorities are selected as the cylinders to be closed, and then the identification of the cylinders to be closed is determined.

And step S104, closing the corresponding air cylinders and controlling the BSG motor to perform torque compensation according to the identification of the air cylinders to be closed and the total number of the air cylinders to be closed.

Specifically, the corresponding cylinders are closed according to the identification of the cylinders to be closed so as to achieve purposeful cylinder deactivation, and the output power of the BSG motor is determined according to the total number of the cylinders to be closed, so that the BSG motor is controlled to perform appropriate torque compensation to ensure power demand.

In a possible embodiment, before the step S104, the method further includes: and judging whether the current vehicle is in a starting and rapid acceleration state, if so, executing the step S104, and if not, continuing to execute the step S101.

In a possible embodiment, the step S101 of determining whether the current vehicle is in a sudden acceleration starting state includes: and judging whether the current vehicle is in a starting rapid acceleration state or not according to the speed and the gear state of the current vehicle, the opening degree of an accelerator pedal and the rotating speed of an engine.

Specifically, the control module stores a preset vehicle speed threshold, a preset gear threshold, a preset opening threshold and a preset rotation speed threshold, and determines that the current vehicle is in a starting rapid acceleration state if the vehicle speed of the current vehicle is less than the vehicle speed threshold, the gear value represented by the gear state is less than the preset threshold, the opening of the accelerator pedal is greater than the opening threshold, and the rotation speed of the engine is less than the rotation speed threshold.

The technical solution shown in fig. 1 is not limited to be applied to a situation of rapid acceleration.

In conclusion, according to the technical scheme, under the condition that the vehicle starts to accelerate rapidly, the number of the cylinders which can be broken is judged firstly, then the cylinders with larger knocking tendency stop working, and the fuel economy and NVH performance deterioration caused by the instant large delay of the ignition angle is avoided; meanwhile, the BSG motor is used for providing assistance to meet the power demand of a driver, the rotating speed of the engine is increased as soon as possible, and the turbocharger in the turbocharged engine is assisted to take effect as soon as possible by combining other cylinders which are not closed, so that turbo lag is avoided. Therefore, according to the embodiment provided by the invention, the fuel economy and NVH performance of the vehicle under the starting emergency acceleration working condition can be improved on the premise of not influencing the dynamic property by purposefully killing the cylinder and assisting the torque compensation of the BSG motor.

In a possible implementation manner, based on the above description, fig. 3 shows a third flowchart of a vehicle control method provided by an embodiment of the invention. As shown in fig. 3, the vehicle control method includes:

step S301, predicting the power assisting capability of a BSG motor and collecting the knocking intensity of each cylinder in the engine;

and step S302, judging whether the current vehicle is in a starting and rapid acceleration state.

If not, restarting the process; if yes, step S303 or step S305 is executed, that is, the execution sequence of step S303 and step S305 is not limited.

Step S303, calculating the number of the breakable cylinders according to the boosting capacity and the real-time maximum power or torque of a single cylinder in the engine of the vehicle.

In step S304, it is determined whether the number of the breakable cylinders is greater than 0.

If yes, go to step S307; if not, step S303 is re-executed.

And S305, determining the number of required cylinder deactivation and the identification of the required cylinder deactivation according to the knock intensity of each cylinder.

And step S306, judging whether the quantity of the required cylinder breakage is greater than 0.

If yes, go to step S307; if not, step S305 is re-executed.

In step S307, it is determined whether or not the number of required cylinder deactivation is equal to or less than the number of deactivatable cylinders.

If yes, go to step S308; if not, step S309 is performed.

And S308, closing corresponding cylinders according to the number of the required cylinder breakage and the identification of the required cylinder breakage, and controlling the BSG motor to perform torque compensation.

And step S309, closing the corresponding cylinders according to the number of the cylinders which can be disconnected and the priority of cylinder disconnection, and controlling the BSG motor to perform torque compensation.

The specific working process in the above steps may refer to the description of fig. 1 and fig. 2, and is not described herein again. It should be noted that step S302 may be executed at any time before step S308 and step S309, and if the vehicle is in the rapid acceleration starting state, step S308 or step S309 may be executed, and if the vehicle is not in the rapid acceleration starting state, step S308 or step S309 may not be executed again, and step S301 may be continuously executed.

Therefore, compared with the existing dynamic jump ignition system, the working condition interval of the system is expanded. Compared with the existing 48V P0 system, the purposeful cylinder extinguishing can be realized. Aiming at the working condition of vehicle starting and accelerating, the fuel economy and NVH performance are improved while the dynamic property is ensured.

In correspondence with the above vehicle control method, referring to a schematic configuration diagram of a vehicle control device shown in fig. 4, the device includes:

the preparation module 11 is used for predicting the power assisting capability of the BSG motor and acquiring the knocking intensity of each cylinder in the engine;

a calculation module 12, configured to calculate the number of cylinders that can be disconnected according to the boosting capability and a real-time maximum power or torque of a single cylinder in an engine of the vehicle;

the acquisition module 13 is used for acquiring the identification of the cylinders to be closed and the total number of the cylinders to be closed according to the knock intensity of each cylinder and the number of the cylinders which can be disconnected in the engine;

and the execution module 14 is configured to close the corresponding cylinder and control the BSG motor to perform torque compensation according to the identifier of the cylinder to be closed and the total number of the cylinders to be closed.

Further, the obtaining module 13 includes:

the first obtaining unit 131 is configured to obtain knock intensity of each cylinder, and compare each knock intensity with a preset intensity threshold to obtain the number of required cylinder deactivation and an identifier of the required cylinder deactivation;

a priority setting unit 132 for setting the cylinder deactivation priority of the corresponding cylinder according to each knock intensity;

the second obtaining unit 133 is configured to obtain the identifier of the cylinder to be closed and the total number of the cylinders to be closed according to the number of cylinders that can be closed, the number of cylinders that need to be closed, and the priority of cylinder deactivation.

Further, the second obtaining unit 133 is further configured to:

comparing the number of the required cylinders with the number of the cylinders which can be disconnected; if the number of the required cylinder breakage is smaller than or equal to the number of the cylinders which can be broken, the number of the required cylinder breakage is the total number of the cylinders to be closed, and the identification of the cylinders to be closed is determined according to the identification of the required cylinder breakage; and if the number of required cylinder breakage is greater than the number of the cylinders which can be broken, the number of the cylinders which can be broken is the total number of the cylinders to be closed, and the identification of the cylinders to be closed is determined according to the cylinder breakage priority.

In conclusion, by the technical scheme, the number of the breakable cylinders is judged, and the cylinders with larger knocking tendency can be stopped to work under the condition that the vehicle starts to accelerate suddenly, so that the fuel economy and NVH performance deterioration caused by the instant great delay of the ignition angle is avoided; meanwhile, the BSG motor is used for providing assistance to meet the power demand of a driver, the rotating speed of the engine is increased as soon as possible, and the turbocharger in the turbocharged engine is assisted to take effect as soon as possible by combining other cylinders which are not closed, so that turbo lag is avoided. Therefore, according to the embodiment provided by the invention, the fuel economy and NVH performance of the vehicle under the starting emergency acceleration working condition can be improved on the premise of not influencing the dynamic property by purposefully killing the cylinder and assisting the torque compensation of the BSG motor.

Fig. 5 shows a schematic structural diagram of a control system provided by an embodiment of the present invention. As shown in fig. 5, the control system includes a control assembly 100, a BSG motor 200, a power battery 300, and an engine 400, wherein the engine 400 includes a plurality of cylinders 410, and the control assembly 100 includes the vehicle control device as described above.

Specifically, BSG motor 200 is connected to a crankshaft of engine 400 via a pulley system 500, power battery 300 is connected to BSG motor 200, and BSG motor 200, power battery 300, and engine 400 are connected to control unit 100, respectively. In a possible embodiment, the power battery 300 and the BSG motor 200 are connected by a wire harness.

In a possible embodiment, the control assembly includes a plurality of controllers, such as may include, but is not limited to, an engine controller, a motor controller, a battery controller, a DCDC converter, and a DCDC controller. The controllers are in communication connection with each other. The BSG motor is connected with the motor controller, and the engine is connected with the engine controller; the DCDC converter is connected with the DCDC controller and used for energy exchange between different networks.

The engine 400 is used to convert chemical energy into mechanical energy and output power to the outside through a crankshaft. The BSG motor 200 is coupled to the engine 400 at a front end of a crankshaft of the engine 400 through a pulley train 500, and can convert kinetic energy of the engine 400 into electric energy to be stored in the power battery 300, and convert electric energy of the power battery 300 into kinetic energy to be superimposed on the engine 400. The power battery 300 functions to absorb and store the electrical energy converted by the BSG motor 200 or supply the electrical energy to the BSG motor 200 to drive the BSG motor to rotate.

In a possible embodiment, the rated voltage of the BSG motor 200 is 48V, and the power battery is a 48V battery, although a person skilled in the art may change the rated voltage value of the power battery according to actual needs, which is not limited in this embodiment.

Further, in order to obtain the knock intensity of each cylinder 410 in the engine, in a possible embodiment, the system further includes a knock sensor disposed between each cylinder 410, the knock sensor being connected to the control assembly 100. In a possible embodiment, the knock sensor is connected to an engine controller. The knock sensor is used to collect the knock intensity of each cylinder 410 and send the knock intensity to the control assembly 100.

Further, the embodiment of the invention also provides an automobile which comprises an automobile body and the control system. The vehicle can improve fuel economy and NVH performance while ensuring dynamic performance under the condition of starting and accelerating rapidly.

In addition, the structure and the function of the automobile body in the automobile provided by the embodiment of the invention are known to those skilled in the art, and are not described in detail for reducing redundancy.

The vehicle control device, the engine control system and the automobile provided by the embodiment of the invention have the same technical characteristics as the vehicle control method provided by the embodiment of the invention, so the same technical problems can be solved, and the same technical effects can be achieved.

The computer program product for performing the vehicle control method according to the embodiment of the present invention includes a computer-readable storage medium storing a nonvolatile program code executable by a processor, where instructions included in the program code may be used to execute the method described in the foregoing method embodiment, and specific implementation may refer to the method embodiment, and will not be described herein again.

It can be clearly understood by those skilled in the art that, for convenience and brevity of description, the specific working processes of the vehicle control apparatus, the control system and the vehicle described above may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.

The flowchart and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of methods and computer program products according to various embodiments of the present invention. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.

In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Unless specifically stated otherwise, the relative steps, numerical expressions, and values of the components and steps set forth in these embodiments do not limit the scope of the present invention.

In the several embodiments provided in the present application, it should be understood that the disclosed system, apparatus and method may be implemented in other ways. The above-described embodiments of the apparatus are merely illustrative, and for example, the division of the units is only one logical division, and there may be other divisions when actually implemented, and for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection of devices or units through some communication interfaces, and may be in an electrical, mechanical or other form. The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment. In addition, functional units in the embodiments of the present invention may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit.

The functions, if implemented in the form of software functional units and sold or used as a stand-alone product, may be stored in a non-volatile computer-readable storage medium executable by a processor. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.

Finally, it should be noted that: the above-mentioned embodiments are only specific embodiments of the present invention, which are used for illustrating the technical solutions of the present invention and not for limiting the same, and the protection scope of the present invention is not limited thereto, although the present invention is described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: any person skilled in the art can modify or easily conceive the technical solutions described in the foregoing embodiments or equivalent substitutes for some technical features within the technical scope of the present disclosure; such modifications, changes or substitutions do not depart from the spirit and scope of the embodiments of the present invention, and they should be construed as being included therein. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. A vehicle control method is characterized in that a dynamic jump ignition system applied to a gasoline engine for a vehicle comprises the following steps:

2. The method of claim 1, wherein before shutting down the corresponding cylinder and controlling the BSG motor to perform torque compensation according to the identification of the cylinders to be shut down and the total number of cylinders to be shut down, the method further comprises:

3. The method of claim 2, wherein the determining whether the current vehicle is in a sudden acceleration from start state comprises:

4. The method of claim 1, wherein predicting the boost capability of the BSG motor comprises:

5. The method of claim 1, wherein the obtaining the identification of the cylinders to be deactivated and the total number of cylinders to be deactivated according to the knock intensity of each cylinder and the number of the breakable cylinders comprises:

6. The method according to claim 5, wherein the obtaining the identification of the cylinders to be deactivated and the total number of the cylinders to be deactivated according to the number of the cylinders to be deactivated, the number of required cylinder deactivation and the cylinder deactivation priority comprises:

7. A vehicle control apparatus, characterized in that a dynamic jump ignition system applied to a gasoline engine for a vehicle, comprises:

8. A control system comprising a control assembly, a BSG motor, a power cell, an engine, the engine including a plurality of cylinders, the control assembly comprising the vehicle control apparatus of claim 7;

9. The system of claim 8, further comprising a knock sensor disposed between each cylinder, the knock sensor coupled to the control assembly;

10. A vehicle comprising a vehicle body and a control system according to claim 8 or 9.