CN109606349B

CN109606349B - Engine stop control method, device and system and vehicle control unit

Info

Publication number: CN109606349B
Application number: CN201811585811.7A
Authority: CN
Inventors: 张剑锋; 曹江; 朱家东; 谢红军; 魏武; 文增友; 姜博; 陈继; 张毅华; 何付同; 林潇
Original assignee: Zhejiang Geely Holding Group Co Ltd; Zhejiang Geely Automobile Research Institute Co Ltd
Current assignee: Zhejiang Geely Holding Group Co Ltd; Zhejiang Geely Automobile Research Institute Co Ltd
Priority date: 2018-12-24
Filing date: 2018-12-24
Publication date: 2020-07-07
Anticipated expiration: 2038-12-24
Also published as: CN109606349A

Abstract

The invention provides an engine stop control method, an engine stop control device, an engine stop control system and a vehicle control unit, wherein the engine stop control method is applied to the vehicle control unit of a double-clutch hybrid electric vehicle, and firstly, the working condition information of the current vehicle is obtained; then controlling a motor controller, an engine controller and a transmission controller to work coordinately according to the working condition information; the working condition information comprises gear shifting lever position information, power generation information, a stop triggering mode and actual gear state information; the double-clutch hybrid electric vehicle comprises an even clutch and an odd clutch, wherein a driving motor of the double-clutch hybrid electric vehicle is connected with an even input shaft of a transmission through a gear and is connected with an engine through the even clutch. Aiming at a seven-speed double-clutch hybrid electric vehicle, various working condition conditions are fully considered, a whole vehicle power-off strategy, a power generation strategy, a gear shifting strategy and the like are considered, an engine stop auxiliary mode matched with various working conditions is provided, and the stop performance of an engine is effectively improved.

Description

Engine stop control method, device and system and vehicle control unit

Technical Field

The invention relates to the technical field of new energy automobiles, in particular to an engine stop control method, device and system and a vehicle control unit.

Background

The stopping performance of an automobile engine can directly influence the judgment of a user on the quality and performance of a vehicle, the stopping of a traditional gasoline vehicle can be interfered by controlling an oil injection and a throttle valve of the engine, and the like, and the traditional gasoline vehicle is repeatedly tested and verified to reach a better NVH (Noise Vibration Harshness, Noise, Vibration and sound Vibration roughness) performance index and the like by combining the optimization change (such as a dual-mass flywheel, a suspension and the like) of related accessories, but the intervention interval of the engine through the oil injection, the throttle valve adjustment and the like is very limited, the related hardware accessories are required to be matched and adjusted, the workload and the hardware change cost are increased, and more development time is occupied.

With the development of new energy technology, various hybrid power systems combined by an engine, a high-voltage motor and different types of power coupling devices appear in the market, and the engine and a driving motor can transmit power through corresponding coupling devices, so that aiming at the problems of starting and stopping with high optimization difficulty in the traditional fuel vehicle, the motor can intervene, the stopping speed can be increased and a resonance interval can be avoided through control strategy design, and the stopping comfort performance can be obviously improved.

However, at present, an effective solution is not provided for the problem that how to meet the requirements of other related functional designs of the whole vehicle while improving the shutdown performance of a novel hybrid power system based on 7DCTH (seven-speed dual clutch hybrid).

Disclosure of Invention

In view of the above, the present invention provides an engine stop control method, apparatus, system and vehicle controller, which provide an engine stop auxiliary mode matched with various working conditions to effectively improve the stop performance of the engine by fully considering various working conditions and considering the entire vehicle power-off strategy, power generation strategy, gear shifting strategy, etc. for a seven-speed dual-clutch hybrid electric vehicle.

In a first aspect, an embodiment of the present invention provides an engine stop control method, which is applied to a vehicle control unit of a dual clutch hybrid vehicle, and includes:

acquiring working condition information of a current vehicle;

controlling the motor controller IPU, the engine controller EMS and the transmission controller TCU to work coordinately according to the working condition information so as to stop the engine;

the working condition information comprises gear shifting lever position information, power generation information, a stop triggering mode and actual gear state information; the double-clutch hybrid electric vehicle comprises an even clutch and an odd clutch, wherein a driving motor of the double-clutch hybrid electric vehicle is connected with an even input shaft of the transmission through a gear and is connected with an engine through the even clutch.

With reference to the first aspect, an embodiment of the present invention provides a first possible implementation manner of the first aspect, where the controlling, according to the operating condition information, a coordinated operation of a motor controller IPU, an engine controller EMS, and a transmission controller TCU includes:

determining the category to which the working condition information belongs;

and controlling the motor controller IPU, the engine controller EMS and the transmission controller TCU to work coordinately according to the category of the working condition information so as to stop the engine.

With reference to the first possible implementation manner of the first aspect, the example of the present invention provides a second possible implementation manner of the first aspect, where the controlling, according to the category to which the operating condition information belongs, the motor controller IPU, the engine controller EMS, and the transmission controller TCU to cooperatively operate so as to stop the engine includes:

when the class to which the working condition information belongs is idle speed power generation and high voltage power down:

the state of the clutch is controlled to be kept unchanged through the TCU, and the current gear state of the driving motor and the engine is kept unchanged;

requesting the IPU dragging torque, and controlling the driving motor to keep the current torque or load the current torque to a preset target value;

monitoring the rotating speed of the driving motor in real time, and controlling the torque of the driving motor to return to zero through the IPU before the rotating speed of the driving motor reaches a preset calibration rotating speed;

and after the engine is detected to be stopped, controlling the clutch to be opened and disconnecting high voltage through the TCU.

With reference to the first possible implementation manner of the first aspect, an embodiment of the present invention provides a third possible implementation manner of the first aspect, where the controlling, according to the category to which the operating condition information belongs, the motor controller IPU, the engine controller EMS, and the transmission controller TCU to cooperatively operate so as to stop the engine includes:

when the class to which the working condition information belongs is idle speed without power generation and high-voltage power supply:

sending a control command to the TCU to reverse the drive motor and control the even clutch to engage;

when the torque of the even-numbered clutch is detected to reach a preset target torque, sending a drag command to the IPU so that the driving motor is loaded to a preset target value;

With reference to the first possible implementation manner of the first aspect, an embodiment of the present invention provides a fourth possible implementation manner of the first aspect, wherein the controlling, according to the category to which the operating condition information belongs, the motor controller IPU, the engine controller EMS, and the transmission controller TCU to cooperatively operate so as to stop the engine includes:

when the class to which the working condition information belongs is idle power generation and non-high-voltage power down:

controlling the state of the clutch to be kept unchanged through the TCU;

generating a shutdown command and sending the shutdown command to the EMS, so that the EMS controls the engine to be shut down;

controlling the output torque of the driving motor through the IPU in real time according to the rotating speed of the engine to provide a reverse load for the engine;

monitoring the rotating speed of the driving motor in real time, and controlling the torque of the driving motor to return to zero before the rotating speed of the driving motor reaches a preset calibration rotating speed;

and after the engine is detected to be stopped, controlling the clutch to be opened and the driving motor to be shifted through the TCU.

With reference to the first possible implementation manner of the first aspect, the example of the present invention provides a fifth possible implementation manner of the first aspect, wherein the controlling, according to the category to which the operating condition information belongs, the motor controller IPU, the engine controller EMS, and the transmission controller TCU to cooperatively operate so as to stop the engine includes:

when the class to which the working condition information belongs is idle speed without power generation and non-high voltage power down:

monitoring the rotating speed of the driving motor in real time, and controlling the torque of the motor to return to zero before the rotating speed of the driving motor reaches a preset calibration rotating speed;

In a second aspect, an embodiment of the present invention further provides an engine stop control device applied to a vehicle control unit of a dual clutch hybrid vehicle, including:

the acquisition module is used for acquiring the working condition information of the current vehicle;

the control module is used for controlling the motor controller IPU, the engine controller EMS and the transmission controller TCU to work coordinately according to the working condition information so as to stop the engine;

the working condition information comprises gear shifting lever position information, power generation information, a stop triggering mode and actual gear state information.

In a third aspect, an embodiment of the present invention further provides a vehicle control unit, which includes a memory and a processor, where the memory stores a computer program executable on the processor, and the processor executes the computer program to implement the method according to the first aspect and any possible implementation manner thereof.

In a fourth aspect, the present invention further provides a computer-readable medium having non-volatile program code executable by a processor, where the program code causes the processor to execute the method described in the first aspect and any possible implementation manner thereof.

In a fourth aspect, an embodiment of the present invention further provides an engine shutdown control system, including a motor controller IPU, an engine controller EMS, a transmission controller TCU, and the vehicle control unit VCU according to the third aspect;

wherein the IPU, the EMS, and the TCU are respectively connected with the VCU.

The embodiment of the invention has the following beneficial effects:

in the embodiment of the invention, the engine stop control method is applied to a vehicle control unit of a double-clutch hybrid electric vehicle, and firstly, the working condition information of the current vehicle is obtained; then according to the working condition information, controlling the motor controller IPU, the engine controller EMS and the transmission controller TCU to work coordinately; the working condition information comprises gear shifting lever position information, power generation information, a stop triggering mode and actual gear state information; the double-clutch hybrid electric vehicle comprises an even clutch and an odd clutch, wherein a driving motor of the double-clutch hybrid electric vehicle is connected with an even input shaft of a transmission through a gear and is connected with an engine through the even clutch. Aiming at a seven-speed double-clutch hybrid electric vehicle, various working condition conditions are fully considered, a whole vehicle power-off strategy, a power generation strategy, a gear shifting strategy and the like are considered, an engine stop auxiliary mode matched with various working conditions is provided, and the stop performance of an engine is effectively improved.

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 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 schematic structural diagram of a transmission of a dual clutch hybrid vehicle according to an embodiment of the present invention;

FIG. 2 is a schematic structural diagram of a vehicle in an idle power generation state according to an embodiment of the present invention;

FIG. 3 is a schematic view of a vehicle in a start-stop state according to an embodiment of the present invention;

FIG. 4 is a schematic flow chart of an engine shutdown control method provided by an embodiment of the present invention;

fig. 5 is a schematic structural diagram of an engine stop control apparatus according to an embodiment of the present invention;

fig. 6 is a schematic structural diagram of a vehicle control unit according to an embodiment of the present invention;

fig. 7 is a schematic structural diagram of an engine stop control system according to an embodiment of the present invention.

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, aiming at the problem that the shutdown performance of a novel hybrid power system based on 7DCTH is improved and the requirements of other associated functional designs of a whole vehicle are considered, an effective solution is not provided at present. Based on the above, the engine stop control method, the engine stop control device, the engine stop control system and the vehicle control unit provided by the embodiment of the invention provide an engine stop auxiliary mode matched with various working conditions by fully considering various working condition conditions and considering a vehicle power-off strategy, a power generation strategy, a gear shifting strategy and the like aiming at a seven-speed double-clutch hybrid electric vehicle, thereby effectively improving the stop performance of the engine.

To facilitate an understanding of the present embodiment, a description will first be given of a transmission (i.e., a seven-speed dual clutch transmission) in a 7DCTH novel hybrid powertrain. Referring to fig. 1, the seven-speed dual clutch transmission is matched with a 1.5TD (turbo charged direct injection) three-cylinder engine, the power of the engine is transmitted through an odd clutch C1 and an even clutch C2, a single driving motor EM is arranged on the side of an output shaft, can be connected to an even input shaft corresponding to the even clutch through a gear, and is connected with the engine through an even clutch C2.

When the driving motor is out of gear, that is, when neither gear 2/4/6 is in gear, the engine and the driving motor can directly transmit mechanical energy to each other, and can perform functions including idle power generation, engine starting, engine stopping and the like (an idle power generation state is shown in fig. 2, and a start-stop state is shown in fig. 3). For a hybrid electric vehicle in power readiness, the starting, stopping and gear shifting requirements before the vehicle is formally driven need to be responded in time, a single auxiliary stopping function through a driving motor is a general recognition function, but aiming at different hybrid coupling systems, on the level of a whole vehicle system, how to synchronously realize the stopping optimization of an engine on the basis of considering other whole vehicle related function performance optimization strategies is not provided at present, and an effective solution is not provided.

The embodiment of the invention provides a systematic and coordinated shutdown technical scheme based on the structural characteristics of the system and considering other functional design conflicts related to shutdown. Specifically, the existing designs of the entire vehicle powering-off strategy, the driving mode strategy, the automatic start-stop strategy and the power generation strategy of the vehicle have certain requirements on the stop conditions of the engine, that is, under the parking gear P/neutral gear N/forward gear D/reverse gear R, the conventional idling or idling power generation stop condition of the engine exists, and the shift strategy has constraints on the stop execution, so that the existing designs can be subdivided into the following 16 conditions according to the position information of the shift lever, the power generation information (the power generation strategy), the stop triggering mode (the entire vehicle powering-off strategy, the driving mode strategy and the automatic start-stop strategy) and the actual gear state information (the shift strategy), as shown in table 1:

TABLE 1

In the traditional idling condition, namely the idling condition without power generation, the motor end gear is a gear on an even input shaft connected with a driving motor, the engine end gear is a gear on an even input shaft and an odd input shaft connected with an engine, and the gear represents a certain gear which is currently positioned on the even input shaft and the odd input shaft and is not a neutral gear.

It should be noted that the stop control method of the present invention provides an auxiliary stop function only when the vehicle is in a standstill, and does not perform an auxiliary stop to prevent power interruption caused by the auxiliary stop in case of a vehicle speed. Such as a high vehicle speed gear lever D-N. In addition, the R gear can enter idle power generation only when the SOC (state of charge) is extremely low and the driver has no power demand for a long time, because the even input shaft is out of gear during idle power generation, and if the driver has a driving demand at this time, the driving motor and the engine need to be re-engaged with the R gear, which inevitably causes power interruption. So that the R-range idle power generation does not occur in most cases.

Based on the structural characteristics of the novel hybrid power system of 7DCTH and the related functional design requirements, the application designs a matched auxiliary strategy. Referring to fig. 4, a flowchart of an engine stop control method according to an embodiment of the present invention is shown. As shown in fig. 4, the method is applied to a vehicle control unit vcu (vehicular control unit) of a dual clutch hybrid vehicle, and includes:

and step S101, acquiring the working condition information of the current vehicle.

The working condition information comprises gear shifting lever position information, power generation information, a stop triggering mode and actual gear state information; the double-clutch hybrid electric vehicle comprises a novel hybrid power system of 7DCTH, and specifically comprises an even clutch and an odd clutch, wherein a driving motor of the double-clutch hybrid electric vehicle is connected with an even input shaft of a transmission through a gear and is connected with an engine through the even clutch.

Step S102, controlling the motor controller IPU (interpolated Power Unit), the engine controller EMS (Engine Control Unit) and the transmission controller TCU (Transmission Control Unit) to work in coordination according to the working condition information so as to stop the engine.

The embodiment of the invention provides an engine shutdown auxiliary mode matched with various working conditions and effectively improves the shutdown performance of an engine by fully considering various working conditions and considering a whole vehicle power-off strategy, a power generation strategy, a gear shifting strategy and the like aiming at a seven-speed double-clutch hybrid electric vehicle.

In a possible embodiment, the step S102 includes: determining the category of the working condition information; and controlling the motor controller IPU, the engine controller EMS and the transmission controller TCU to work coordinately according to the category of the working condition information so as to stop the engine.

In a possible embodiment, the treatment can be divided into the following four categories for the above 16 operating conditions:

(A) the types of the working condition information are idle speed power generation and high voltage power down

Specifically, when the even-numbered clutch is detected to be in the engaged state, the motor end gear is in the neutral position, the engine end gear is in the gear position, the engine is in the idle speed control state (such as 1050RPM, 40N · M) (newton · M)), the motor is in the torque control state (such as-40N · M), and the key is pressed down (i.e., high-voltage power down), it is determined that the category to which the operating condition information belongs is idle power generation and high-voltage power down, specifically, the operating conditions corresponding to the 1 st, 5 th, 9 th and 13 th in table 1.

Specifically, when the category to which the operating condition information belongs is idle power generation and high-voltage power supply, in step S102: controlling the motor controller IPU, the engine controller EMS and the transmission controller TCU to work in coordination according to the category to which the working condition information belongs so as to stop the engine comprises the following steps:

(a1) the state of the clutch is controlled to be kept unchanged by the TCU, and the current gear states of the driving motor and the engine are kept unchanged.

Specifically, the VCU requests the TCU to maintain the even axle clutch state and simultaneously requests the TCU to maintain the motor gear and the engine gear, and the TCU is responsible for executing. (in the method of the present invention, all commands are from the VCU, where TCU, IPU, EMS are the actuators)

Here, the clutch refers to the even clutch alone, and the odd clutch is not operated and remains open during the auxiliary stop.

(a2) And requesting the IPU drag torque, and controlling the driving motor to maintain the current torque or load the current torque to a preset target value.

For example, the IPU may control the driving motor to maintain the current torque (the current motor is in a torque control state, such as-40N · M) through a drag command, or control the driving motor to load to a preset target value, so as to drag the engine and slow down the engine.

(a3) And monitoring the rotating speed of the driving motor in real time, and controlling the torque of the driving motor to return to zero through the IPU before the rotating speed of the driving motor reaches a preset calibrated rotating speed.

For example, when the motor speed is detected to reach 200RPM, the torque of the driving motor is controlled to return to zero, and the engine is ensured to descend slowly after being suddenly stopped, so that the reverse rotation of the engine caused by the negative speed of the driving motor is avoided.

(a4) After the engine shutdown is detected, the clutch is controlled to open and disconnect the high voltage by the TCU.

Specifically, whether the engine is stopped or not is judged according to the engine speed and the state bit, and when the engine is stopped, the torque of the driving motor is unloaded. After the shutdown assistance phase is complete, the clutch is now controlled by the TCU to open and disconnect the high voltage.

It should be noted that, in the above process, the motor controller IPU maintains the response of the vehicle control unit VCU before the high voltage is disconnected. After detecting the high-voltage, the engine controller EMS generates a flameout instruction to cut off fuel, flameout and stop the engine. The transmission controller TCU maintains a response to the VCU before the engine is stopped (i.e., before the engine speed is zero and before the stop assist phase is completed), and automatically switches from D to P or from R to P upon detection of a high voltage if the current gear is D or R.

(B) The class to which the working condition information belongs is idle speed non-power generation and high-voltage power down

Specifically, when it is detected that both the even-numbered clutch and the odd-numbered clutch are in the on state, the motor end gear is in the gear, the engine end gear is in the gear, and the key is pressed down (i.e., high-voltage power down), it is determined that the category to which the operating condition information belongs is idle power-off (i.e., conventional idle speed) and high-voltage power down, specifically, the operating conditions corresponding to items 2, 6, 10, and 14 in table 1 above.

Specifically, when the category to which the operating condition information belongs is idle-speed non-power generation and high-voltage power down, in step S102: controlling the motor controller IPU, the engine controller EMS and the transmission controller TCU to work in coordination according to the category to which the working condition information belongs so as to stop the engine comprises the following steps:

(b1) control commands are sent to the TCU to reverse the drive motor and control the even numbered clutches to engage.

The TCU controls the drive motor to be out of gear or out of gear, and controls the even-numbered clutches to be engaged so as to facilitate the power transmission between the subsequent drive motor and the engine.

(b2) And when the torque of the even-numbered clutch is detected to reach the preset target torque, sending a dragging command to the IPU so as to load the driving motor to the preset target value.

The even numbered clutches are monitored by the TCU. When it is detected that the torque of the even-numbered clutch reaches a preset target torque during the engagement of the even-numbered clutch, the driving motor is controlled to be loaded to a preset target value, such as-40N · M.

(b3) And monitoring the rotating speed of the driving motor in real time, and controlling the torque of the driving motor to return to zero through the IPU before the rotating speed of the driving motor reaches a preset calibrated rotating speed.

The rotating speed of the driving motor is monitored in real time through the IPU, for example, when the rotating speed of the motor reaches 200RPM, the torque of the driving motor is controlled to return to zero, and the reverse rotation of the engine caused by the negative rotating speed of the driving motor is avoided while the engine is ensured to be gradually reduced after being suddenly started.

(b4) After the engine shutdown is detected, the clutch is controlled to open and disconnect the high voltage by the TCU.

This step (B4) is similar to step (a4), and during the process of category (B), the operation of the motor controller IPU, the transmission controller TCU, and the engine controller EMS is the same as that of category (a), and will not be described herein again.

(C) The class to which the working condition information belongs is idle speed power generation and non-high voltage power down

Specifically, when it is detected that the even-numbered clutch is in the engaged state, the motor end gear is in the neutral gear, the engine end gear is in the gear, the engine is in the idle speed control state (such as 1050RPM (revolutions per minute) and 40N · M), the motor is in the torque control state (-40N · M), and the vehicle controller switches to stop the vehicle (i.e., in the high-voltage holding state) according to the automatic start-stop logic or manually by the driver, it is determined that the category to which the operating condition information belongs is idle power generation and non-high-voltage power down, specifically, the operating conditions corresponding to the 3 rd, 7 th, 11 th, and 15 th in table 1.

Specifically, when the category to which the operating condition information belongs is idle power generation and not high-voltage power down, in step S102: controlling the motor controller IPU, the engine controller EMS and the transmission controller TCU to work in coordination according to the category to which the working condition information belongs so as to stop the engine comprises the following steps:

(c1) the clutch state is kept constant by the TCU control.

(c2) A shutdown command is generated and sent to the EMS to cause the EMS to control engine stall.

When the vehicle control unit is stopped according to the automatic start-stop logic (or the automatic start-stop strategy), and the vehicle control unit is manually switched by a driver to stop, the engine is shut down according to a stop instruction of the vehicle control unit.

(c3) And controlling the output torque of the driving motor in real time through the IPU according to the rotating speed of the engine to provide a reverse load for the engine.

Specifically, the torque value of the driving motor can be changed in real time according to the current rotating speed of the engine so as to keep the rotating speed of the engine falling in a rapid and smooth falling process of firstly hurting and then slowing.

(c4) And monitoring the rotating speed of the driving motor in real time, and controlling the torque of the driving motor to return to zero before the rotating speed of the driving motor reaches a preset calibrated rotating speed.

(c5) After the engine is detected to be stopped, the TCU controls the clutch to be opened and drives the motor to enter the gear.

Specifically, whether the engine is stopped or not is judged according to the engine speed and the state bit, and when the engine is stopped, the torque of the driving motor is unloaded. After the auxiliary stage of the shutdown is completed, the clutch is controlled to be opened and the motor is driven to shift by the TCU at the moment so as to facilitate the next starting.

It should be noted that, during the shutdown process described above, the motor controller IPU maintains the response of the vehicle control unit VCU in the high-voltage maintenance state. After receiving the shutdown instruction, the engine controller EMS generates a flameout instruction, closes the gas throttle, cuts off fuel and flameout. The transmission controller maintains a response to the VCU.

(D) The class to which the working condition information belongs is idle speed non-power generation and non-high voltage power down

Specifically, when it is detected that both the even-numbered clutch and the odd-numbered clutch are in an open state, the motor end gear is in a gear, the engine end gear is in a gear, and the vehicle controller turns off power (i.e., in a high-voltage maintaining state) according to an automatic start-stop logic or a manual switch by a driver, it is determined that the category to which the operating condition information belongs is idle-speed non-power generation and non-high-voltage power off, specifically, the operating conditions corresponding to the 4 th, 8 th, 12 th and 16 th in the table 1.

Further, under the traditional idling condition, the gear at the motor end is a pre-engagement 2 gear or an R gear, the engine is in the traditional idling state, the torque and the rotating speed of the motor are both 0 at the moment under the control of the torque of the motor, and the vehicle control unit judges that the vehicle needs to be stopped at the moment according to the automatic start-stop logic or the vehicle control unit manually switches the vehicle to stop (namely, the vehicle is in a high-pressure maintaining state).

Specifically, when the category to which the operating condition information belongs is idle-speed non-power generation and non-high-voltage power down, in step S102: controlling the motor controller IPU, the engine controller EMS and the transmission controller TCU to work in coordination according to the category to which the working condition information belongs so as to stop the engine comprises the following steps:

(d1) control commands are sent to the TCU to reverse the drive motor and control the even numbered clutches to engage.

(d2) And generating a shutdown command and sending the shutdown command to the EMS so that the EMS controls the engine to be shut down.

(d3) And controlling the output torque of the driving motor in real time through the IPU according to the rotating speed of the engine to provide a reverse load for the engine.

(d4) And monitoring the rotating speed of the driving motor in real time, and controlling the torque of the motor to return to zero before the rotating speed of the driving motor reaches a preset calibrated rotating speed.

(d5) After the engine is detected to be stopped, the TCU controls the clutch to be opened and drives the motor to enter the gear.

Upon detection of an engine shutdown, completion of the shutdown assistance phase is determined. Step (D4) is similar to step (C4), and during the process of category (D), the operation of the motor controller IPU, the transmission controller TCU and the engine controller EMS is the same as that of category (C), and will not be described herein again.

In order to solve the technical problems, based on a 7DCTH novel hybrid power system architecture, on the basis of considering other related control function requirement strategies (a driving mode strategy, a gear shifting strategy, a power generation control strategy, an automatic start-stop strategy and a whole vehicle power-off strategy) of a whole vehicle, the control logic of the whole vehicle is comprehensively considered, and the engine stop control method in the embodiment is provided by controlling the intervention of a driving motor, the conversion of an engine working mode, the matching execution of a clutch and a synchronizer and the matching of the driving mode and the power-off logic. The method remarkably improves the problems of large halt jitter, long time, poor comfort and the like which cannot be solved by the traditional fuel vehicle model of the homologus three-cylinder 1.5TD engine, and saves manpower, material resources and hardware change cost consumed in the optimal design such as NVH.

Referring to fig. 5, a schematic structural diagram of an engine stop control device according to an embodiment of the present invention is shown. As shown in fig. 5, the engine stop control device applied to a vehicle control unit of a dual clutch hybrid vehicle includes:

the obtaining module 11 is used for obtaining the working condition information of the current vehicle;

the control module 12 is used for controlling the motor controller IPU, the engine controller EMS and the transmission controller TCU to work coordinately according to the working condition information so as to stop the engine;

Further, the control module 12 is further configured to:

determining the category of the working condition information;

Referring to fig. 6, an embodiment of the present invention further provides a vehicle control unit 100, including: a processor 40, a memory 41, a bus 42 and a communication interface 43, wherein the processor 40, the communication interface 43 and the memory 41 are connected through the bus 42; the processor 40 is arranged to execute executable modules, such as computer programs, stored in the memory 41.

The Memory 41 may include a high-speed Random Access Memory (RAM) and may also include a non-volatile Memory (non-volatile Memory), such as at least one disk Memory. The communication connection between the network element of the system and at least one other network element is realized through at least one communication interface 43 (which may be wired or wireless), and the internet, a wide area network, a local network, a metropolitan area network, etc. may be used.

The bus 42 may be an ISA bus, PCI bus, EISA bus, or the like. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of illustration, only one double-headed arrow is shown in FIG. 6, but that does not indicate only one bus or one type of bus.

The memory 41 is used for storing a program, the processor 40 executes the program after receiving an execution instruction, and the method executed by the apparatus defined by the flow process disclosed in any of the foregoing embodiments of the present invention may be applied to the processor 40, or implemented by the processor 40.

The processor 40 may be an integrated circuit chip having signal processing capabilities. In implementation, the steps of the above method may be performed by integrated logic circuits of hardware or instructions in the form of software in the processor 40. The Processor 40 may be a general-purpose Processor, and includes a Central Processing Unit (CPU), a Network Processor (NP), and the like; the device can also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA) or other Programmable logic device, a discrete Gate or transistor logic device, or a discrete hardware component. The various methods, steps and logic blocks disclosed in the embodiments of the present invention may be implemented or performed. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. The steps of the method disclosed in connection with the embodiments of the present invention may be directly implemented by a hardware decoding processor, or implemented by a combination of hardware and software modules in the decoding processor. The software module may be located in ram, flash memory, rom, prom, or eprom, registers, etc. storage media as is well known in the art. The storage medium is located in a memory 41, and the processor 40 reads the information in the memory 41 and completes the steps of the method in combination with the hardware thereof.

Referring to fig. 7, a schematic diagram of an engine stop control system according to an embodiment of the present invention is shown. The engine stop control system comprises a motor controller IPU, an engine controller EMS, a transmission controller TCU and a vehicle control unit VCU in the embodiment; wherein the IPU, the EMS and the TCU are respectively connected with the VCU.

The VCU controls the motor controller IPU, the engine controller EMS and the transmission controller TCU to work coordinately according to the working condition information of the vehicle, so that the engine is stopped. The working process of each controller refers to the method embodiment.

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

The computer program product for performing the engine stop 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 above-described apparatus and the vehicle control unit 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. An engine stop control method is characterized in that a vehicle control unit applied to a double-clutch hybrid electric vehicle comprises the following steps:

acquiring working condition information of a current vehicle;

the working condition information comprises gear shifting lever position information, power generation information, a stop triggering mode and actual gear state information; the double-clutch hybrid electric vehicle comprises an even clutch and an odd clutch, wherein a driving motor of the double-clutch hybrid electric vehicle is connected with an even input shaft of the transmission through a gear and is connected with an engine through the even clutch;

according to the operating mode information, the coordinated work of the motor controller IPU, the engine controller EMS and the transmission controller TCU comprises the following steps:

determining the category to which the working condition information belongs;

controlling a motor controller IPU, an engine controller EMS and a transmission controller TCU to work coordinately according to the category of the working condition information so as to stop the engine;

wherein, according to the category that the operating mode information belongs to, control motor controller IPU, engine controller EMS and derailleur controller TCU coordinated operation to make the engine shut down includes:

2. The method of claim 1, wherein controlling the motor controller IPU, the engine controller EMS, and the transmission controller TCU to operate in coordination to shut down the engine according to the category to which the operating condition information belongs comprises:

3. The method of claim 1, wherein controlling the motor controller IPU, the engine controller EMS, and the transmission controller TCU to operate in coordination to shut down the engine according to the category to which the operating condition information belongs comprises:

controlling the state of the clutch to be kept unchanged through the TCU;

4. The method of claim 1, wherein controlling the motor controller IPU, the engine controller EMS, and the transmission controller TCU to operate in coordination to shut down the engine according to the category to which the operating condition information belongs comprises:

5. The utility model provides an engine stop control device which characterized in that is applied to vehicle control unit of two separation and reunion hybrid vehicle, includes:

determining the category to which the working condition information belongs;

6. A vehicle control unit comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein the processor implements the method of any of claims 1 to 4 when executing the computer program.

7. A computer-readable medium having non-volatile program code executable by a processor, the program code causing the processor to perform the method of any of claims 1 to 4.

8. An engine shutdown control system, comprising a motor controller IPU, an engine controller EMS, a transmission controller TCU and a vehicle control unit VCU as claimed in claim 6;

wherein the IPU, the EMS, and the TCU are respectively connected with the VCU.