CN112443443B

CN112443443B - Engine start-stop control method and device

Info

Publication number: CN112443443B
Application number: CN201910801359.1A
Authority: CN
Inventors: 王楠
Original assignee: SAIC General Motors Corp Ltd; Pan Asia Technical Automotive Center Co Ltd
Current assignee: SAIC General Motors Corp Ltd; Pan Asia Technical Automotive Center Co Ltd
Priority date: 2019-08-28
Filing date: 2019-08-28
Publication date: 2023-01-10
Anticipated expiration: 2039-08-28
Also published as: CN112443443A

Abstract

The invention relates to an engine start-stop control method and device. In one embodiment, an engine start-stop control apparatus includes: an enabling unit configured to enable an engine automatic start-stop function; a judging unit configured to judge whether a vehicle speed is less than a first vehicle speed threshold value and judge whether a duration time during which the vehicle speed is less than the first vehicle speed threshold value is greater than a first time threshold value; and a stop disabling unit configured to enter a stop-prohibition determination state in which stop control parameters are measured and/or calculated and it is determined whether or not the engine is prohibited from being stopped due to the automatic engine start-stop function based on the stop control parameters, in a case where both the determination conditions in the determination unit are determined to be yes.

Description

Engine start-stop control method and device

Technical Field

The present disclosure relates generally to engine technology and, more particularly, to an engine start-stop control method and apparatus.

Background

The automatic start and stop function of the engine of the vehicle is a technology widely applied to automatic-gear vehicles at present. Generally, it functions as: the engine is automatically stopped when the vehicle is in a brake static state, and then the engine is automatically started when the brake is released or after a certain time.

However, the existing automatic engine starting and stopping function is too simple, and the adaptability to complex road conditions is poor. Especially for low-end vehicle types, the system does not usually have high-end sensing systems such as radar, camera shooting, laser and the like and a corresponding complex judgment algorithm, so that the automatic engine starting and stopping function of the system is always in an on state (namely, a switch without the automatic engine starting and stopping function is not provided). Thus, for example, when the degree of road congestion is high, the vehicle may be frequently braked, and the engine may be frequently switched to start and stop in a short time by the automatic engine start/stop function. This not only has a negative impact on the service life of the engine, starter, etc., but also is not conducive to energy conservation and environmental protection.

Disclosure of Invention

In order to solve the problems in the prior art, an object of the present invention is to provide an engine start/stop control method and apparatus, which can prevent frequent start/stop switching caused by an automatic engine start/stop function in some road conditions without adding additional sensors and other components, so as to prolong the service life of the engine and enhance energy saving and environmental protection.

One aspect of the invention provides an engine start-stop control method, which comprises the following steps of a, starting an automatic engine start-stop function; b. judging whether the vehicle speed is less than a first vehicle speed threshold value or not, and judging whether the duration time of the vehicle speed less than the first vehicle speed threshold value is greater than a first time threshold value or not; and c, under the condition that the judging conditions in the step b are all judged to be yes, entering a stop prohibition judging state, wherein in the stop prohibition judging state, measuring and/or calculating stop control parameters, and determining whether to prohibit the engine from stopping due to the automatic start-stop function of the engine or not based on the stop control parameters.

Another aspect of the present invention provides an engine start-stop control apparatus, including: an enabling unit configured to enable an engine automatic start-stop function; a judging unit configured to judge whether a vehicle speed is less than a first vehicle speed threshold value and judge whether a duration time during which the vehicle speed is less than the first vehicle speed threshold value is greater than a first time threshold value; and a stop disabling unit configured to enter a stop prohibition determination state in which the stop prohibition determination state measures and/or calculates the stop control parameter and determine whether to prohibit the engine from being stopped by the engine automatic start-stop function based on the stop control parameter, in a case where all the determination conditions in the determination unit are determined as yes.

Yet another aspect of the invention provides a computer storage medium having a computer program stored therein, the computer program being executable by a processor to implement the above method.

Drawings

The above and other objects and advantages of the present invention will become more fully apparent from the following detailed description taken in conjunction with the accompanying drawings. Wherever possible, the same reference numbers will be used throughout the drawings to refer to the same or like elements or parts.

FIG. 1 shows a schematic logic diagram of the determination of an engine start-stop control method according to an embodiment of the invention.

FIG. 2 illustrates an example flow diagram of an engine start stop control method according to one embodiment of this disclosure.

FIG. 3 illustrates an example flow chart of an engine start stop control method according to another embodiment of this disclosure.

FIG. 4 illustrates an example block diagram of an engine start-stop control apparatus according to one embodiment of this disclosure.

Detailed Description

The following is a detailed description of exemplary embodiments of the invention, examples of which are illustrated in the accompanying drawings. It is to be noted that the following description is intended to be illustrative and not restrictive. Electrical, mechanical, logical, and structural changes may be made to these embodiments by those skilled in the art without departing from the principles of the present invention, as may be required by the practice of the embodiments. Furthermore, those skilled in the art will appreciate that one or more features of the different embodiments described below may be combined for any specific application scenario or actual need.

Generally, the engine start/stop control method according to an embodiment of the present invention is implemented by supplementing logic judgment and status on the basis of the conventional automatic engine start/stop function control logic, so as to override the conventional automatic engine start/stop condition through a series of specific detections and judgments under complex road conditions (e.g., traffic congestion conditions) to prohibit the engine from stopping due to the automatic start/stop function. Therefore, unnecessary frequent starting and stopping can be avoided under the condition that components such as additional sensors are not added, energy consumption and environmental pollution caused by frequent starting and stopping are reduced, and the service life of the engine is prolonged to a certain extent.

In one embodiment, examples of the partial logic quantities and their basic decision manners are shown in table 1.

ESSR_b_AllowEngStop	0	1	1	1
					ETSR_e_TrafficHeavy	0	0	1	1
ESSR_b_IhbEngStopOvrSatisfy	0	0	0	1
					ESSR_b_IhbEngStopOvr	0	0	0	1

TABLE 1

In table 1, ESSR _ b _ allowangstop indicates whether engine stop is allowed in the conventional engine automatic start stop control logic. 0 indicates no shutdown is allowed and 1 indicates shutdown is allowed.

ETSR _ e _ TrafficHeavy represents a congestion state of traffic. Only two states are used here, namely 0 for no congestion and 1 for congestion.

The ESSR _ b _ IhbEngStopOvSaritfy indicates whether a condition for prohibiting the engine from being stopped by the automatic start-stop function is satisfied. 0 indicates that the condition is not satisfied, and 1 indicates that the condition is satisfied.

ESSR _ b _ IhbEngStopOvr indicates whether the state of ESSR _ b _ AllowEngStop is overwritten. 0 indicates that the override is not allowed, 1 indicates that the override is allowed, that is, 1 indicates that the engine is prohibited from being stopped by the automatic start-stop function. And, the ESSR _ b _ ihbngstoppovr has a higher authority than ESSR _ b _ allowangstop.

FIG. 1 shows a schematic logic diagram of the determination of an engine start-stop control method according to an embodiment of the invention. In fig. 1, the horizontal axis represents time, and t1, t2, t3, and t4 represent time points.

v1 represents the actual vehicle speed VHCR _ v _ VehSpd. v2 represents a vehicle speed set value VHCR _ v _ StartStopEntry that enters the stop prohibition determination state.

H represents a set value VHCR _ t _ startstopryhest of the vehicle speed fluctuation (i.e., an amount by which the vehicle speed exceeds the set value VHCR _ v _ StartStopEntry).

ty1 represents a set value VHCR _ t _ startstopertyhold where the vehicle speed VHCR _ v _ VehSpd is smaller than the duration of the set value VHCR _ v _ StartStopEntry.

ty2 represents that the vehicle speed VHCR _ v _ VehSpd fluctuates and rises, and is a set value VHCR _ t _ startstopertyhost of the duration between VHCR _ v _ startstoperty and (VHCR _ v _ startstoperty + VHCR _ v _ startstopertyhost).

b1-b5 represent the logic quantities ESSR _ b _ IhbEngStopOvr, ESSR _ b _ IhbEngStopOvSatisfy, ESSR _ b _ OvrJudge, ESSR _ b _ AlloEngStop, and ETSR _ e _ Trafficheovy, respectively.

With reference to fig. 1 and table 1, an exemplary determination rule of the engine start-stop control method according to an embodiment of the present invention is described as follows.

1. When the vehicle speed VHCR _ v _ VehSpd is less than the set value VHCR _ v _ StartStopentry and the duration reaches VHCR _ t _ StartStopentryHold, the engine is considered to have the possibility of frequent start and stop, and the engine enters a stop prohibition judgment state, namely ESSR _ b _ OvrJudge =1. Denoted b3 in fig. 1 changes from 0 to 1 at time point t 2.

In one embodiment, VHCR _ v _ StartStopEntry may be set consistent with the condition for entering the conventional engine automatic start-stop mode, i.e., changing from 0 to 1 between time points t1 and t2, denoted as b4 in fig. 1.

In another embodiment, it may be additionally confirmed that the congestion state is entered, that is, ETSR _ e _ traffichold is set to 1, which is represented as b5 in fig. 1, from 0 to 1 before the time point t 1.

2. In the stop prohibition determination state, stop control parameters are measured and/or calculated, and it is determined whether or not the engine is prohibited from being stopped due to the engine automatic start-stop function based on the stop control parameters. Denoted b1, b2 in fig. 1 change from 0 to 1 after time point t4, i.e., it is assumed that the judgment condition based on the stop control parameter has been satisfied, and the ESSR _ b _ ihbngtstopovr, ESSR _ b _ ihbngtstopovrstatisfy are set to 1.

3. In one embodiment, to avoid the interference caused by small fluctuation of the vehicle speed and improve the stability of the logic, a fluctuation range, namely VHCR _ v _ startstopentryhost, can be set for the vehicle speed. That is, after entering the stop prohibition determination state, if the vehicle speed VHCR _ v _ VehSpd < = (VHCR _ v _ StartStopEntry + VHCR _ v _ startstopryhest) and the duration of VHCR _ v _ StartStopEntry < vehicle speed VHCR _ v _ VehSpd < (VHCR _ v _ StartStopEntry + VHCR _ v _ startstopryhest) is short (e.g., less than or equal to VHCR _ t _ startstopryhest), such a vehicle speed fluctuation is considered negligible, and the stop prohibition determination state entered before should be maintained, with ESSR _ b _ OvrJudge =1 maintained (shown in fig. 1 as being within the range of ty2, v1 fluctuating upward, exceeding v2, but not exceeding v2+ H); otherwise, if the vehicle speed VHCR _ v _ VehSpd > (VHCR _ v _ StartStopEntry + VHCR _ v _ startstoperthest) or VHCR _ v _ StartStopEntry < vehicle speed VHCR _ v _ VehSpd < (VHCR _ v _ StartStopEntry + VHCR _ v _ startstoperthest) is longer in duration than VHCR _ t _ startstoperthest, the previously entered shutdown prohibition determination state is considered to be exited, and ESSR _ b _ OvrJudge =0 is set. At this time, the measured and/or calculated shutdown control parameters should be cleared to zero in preparation for restarting the measurement and/or calculation when entering the shutdown prohibition judgment state next time.

FIG. 2 shows an example flow chart of an engine start stop control method according to an embodiment of the invention. It should be noted that the method shown in fig. 2 is based on the control logic of fig. 1 and table 1, and therefore the contents described with reference to fig. 1 and table 1 also apply to the corresponding part of fig. 2.

In fig. 2, flow begins at block 201. At block 202, a conventional automatic engine start-stop function is initiated (i.e., conventional automatic engine start-stop control logic is entered).

At block 203, it is determined whether the vehicle speed satisfies a condition for entering a stop inhibit determination state. The specific judgment condition may be: the vehicle speed VHCR _ v _ vehsdd is less than the set value VHCR _ v _ StartStopEntry, and the duration less than the set value VHCR _ v _ StartStopEntry is greater than VHCR _ t _ StartStopEntryHold. If yes, block 204 is entered, otherwise, the process returns to the beginning of block 203 to continue to wait and determine.

At block 204, a disable determination state is entered, setting ESSR _ b _ OvrJudge =1. At block 205, the shutdown control parameters are counted and/or calculated as a basis for determining whether shutdown due to the automatic engine start stop function is prohibited.

In one embodiment, the shutdown control parameters may include: the method comprises the steps of brake treading times DRVR _ cnt _ Brk, accelerator treading times DRVR _ cnt _ Throttle, brake treading frequency DRVR _ f _ Brk, accelerator treading frequency DRVR _ f _ Throttle, engine Stop time ESSR _ t _ Stop and an engine Stop reliability index ESSR _ Cnfd _ Stop.

The calculation mode of the brake treading frequency DRVR _ f _ Brk and the accelerator treading frequency DRVR _ f _ Throttle can be as follows: acquiring the times of stepping on the brake or the accelerator once per second, and sequentially placing the times in ESSR _ Cnt _ Buffer cache units (buffers); thus, for example, in the case of ESSR _ Cnt _ Buffer = 60, the pedaling frequency DRVR _ f _ Brk = Σ DRVR _ Cnt _ Brk [ i ]/ESSR _ Cnt _ Buffer, i =1,2,3.. 60; the Throttle tip frequency DRVR _ f _ Throttle = Σ DRVR _ Cnt _ Throttle [ i ]/ESSR _ Cnt _ Buffer.

Wherein, for the engine Stop time ESSR _ t _ Stop, a certain number of times of the engine Stop time ESSR _ t _ Stop [ j ] can be detected and saved for subsequent judgment. The value of j may be, for example, 30, that is, j =1,2,3 …, 30 buffer units (buffers) are used for buffering the shutdown time of each engine, when the 30 th buffer unit is used up, the buffer unit of j =1 is cleared, the current latest state is stored again, and so on.

The engine Stop confidence index ESSR _ Cnfd _ Stop is an index which can be determined according to other parameters and is used for judging whether the engine needs to be prohibited from being stopped due to the automatic engine start-Stop function.

In further embodiments, the shutdown control parameters may further include: the time interval DRVR _ t _ Brk2Acc from the last time of braking to the current time of stepping on the accelerator, the time interval DRVR _ t _ Acc2Brk from the last time of stepping on the accelerator to the current time of stepping on the brake, the time interval DRVR _ t _ Acc2Acc between two adjacent times of stepping on the accelerator and the time interval DRVR _ t _ Brk2Brk between two adjacent times of stepping on the brake. These parameters may be used as auxiliary determination parameters to more accurately determine the current running state of the vehicle.

At block 206, it is determined whether the fluctuation in vehicle speed satisfies a condition for exiting the inhibit shutdown determination state. That is, for the case of vehicle speed fluctuation, if the vehicle speed fluctuation (i.e., rise) exceeds a certain amplitude, or the time of vehicle speed fluctuation exceeds a certain duration, it is considered that the vehicle speed fluctuation has caused the condition of no longer satisfying the stop prohibition determination state, block 207 is entered, the stop prohibition determination state is exited, ESSR _ b _ OvrJudge =0 is set, all the metered and/or calculated stop control parameters are cleared, and the process returns to the beginning of block 203 to wait for the vehicle speed to satisfy the condition of entering the stop prohibition determination state again; otherwise, it is assumed that such small fluctuations should be ignored, the inhibit shutdown determination state is still maintained, and block 208 is entered. The specific vehicle speed fluctuation determination condition may be: if the vehicle speed VHCR _ v _ vehsdd is greater than VHCR _ v _ StartStopEntry + VHCR _ v _ startstopentryhost or if the vehicle speed VHCR _ v _ vehsdd is greater than VHCR _ v _ StartStopEntry and VHCR _ v _ StartStopEntry + VHCR _ v _ startstopentryhost, block 207 is entered, otherwise block 208 is entered.

At block 208, it is determined whether to prohibit the engine from being shut down for the engine autostop function based on the shutdown control parameters. At this time, ESSR _ b _ OvrJudge =1, the state of the vehicle may be judged based on the stop control parameter, and it may be further determined whether or not the engine needs to be prohibited from being stopped by the engine automatic start-stop function. Specifically, the condition for determining that the engine is prohibited from being stopped due to the automatic engine start-stop function may be,

if the brake-on frequency DRVR _ f _ Brk or the accelerator-on frequency DRVR _ f _ Throttle is more than 7 times/minute,

or the brake-on frequency DRVR _ f _ Brk + accelerator-on frequency DRVR _ f _ Throttle is more than 10 times/minute,

or the time interval DRVR _ t _ Brk2Brk between two adjacent brake trampling is less than 3 seconds,

or the time interval DRVR _ t _ Acc2Acc between two adjacent accelerator steps is less than 3 seconds,

or every time the engine Stop time ESSR _ t _ Stop < 10 seconds,

the engine Stop confidence index ESSR _ Cnfd _ Stop is decremented by 1.

On the other hand, if the brake-on frequency DRVR _ f _ Brk or the accelerator-on frequency DRVR _ f _ Throttle is less than 2 times/minute,

or the brake-on frequency DRVR _ f _ Brk + accelerator-on frequency DRVR _ f _ Throttle is less than 4 times/minute,

or the time interval DRVR _ t _ Brk2Brk between two adjacent brake trampling is more than 30 seconds,

or the time interval DRVR _ t _ Acc2Acc between two adjacent accelerator steps is more than 15 seconds,

or every time when the engine is stopped ESSR _ t _ Stop >15 seconds,

the engine Stop confidence index ESSR _ Cnfd _ Stop is incremented by 1.

Finally, when the ESSR _ Cnfd _ Stop reaches a certain threshold (e.g., < = 0), the Stop prohibition condition may be deemed satisfied and block 209 may be entered, thereby prohibiting the engine from being stopped due to the engine automatic start-Stop function. Thereafter, flow ends at block 210.

It should be noted that the above-described determination conditions are merely examples. Those skilled in the art can also select other feasible control parameters or decision conditions of the control parameter combination according to actual needs, for example, if the braking frequency DRVR _ f _ Brk >7 times/min and the braking frequency DRVR _ f _ Brk + the Throttle frequency DRVR _ f _ Throttle >10 times/min, then the ESSR _ Cnfd _ Stop is decreased by 1. These possible decision conditions are all within the scope of the present invention.

In one embodiment, the value of ESSR _ Cnfd _ Stop may be set at a predetermined interval to avoid infinite numerical changes. For example, if ESSR _ Cnfd _ Stop = -10, and the subsequent determination condition considers that it will continue to decrease, then the current value is maintained at-10; if ESSR _ Cnfd _ Stop =10 and the subsequent decision condition considers it to continue to increase, then the current value 10 is maintained; this allows the value of ESSR _ Cnfd _ Stop to be maintained within the range of [ -10, 10 ].

In addition, in another embodiment, to avoid too fast ESSR _ Cnfd _ Stop addition and subtraction caused by too much OR logic, the above condition can be properly reduced and restricted. For example, only two or three conditions are used to add or subtract ESSR _ Cnfd _ Stop.

FIG. 3 illustrates an example flow chart of an engine start stop control method according to another embodiment of this disclosure. The difference compared to fig. 2 is mainly the addition of block 303.

At block 303, it is determined whether a congestion condition exists. If yes, go to block 304, otherwise go to block 311, and end the process. The judgment of the congestion state is added, so that the control flow of the embodiment of the invention can be directly quitted when the vehicle is not in the congestion state, and the whole control logic is simpler and more clear.

In one embodiment, the average vehicle speed may be set to be less than a certain value to indicate congestion, otherwise, the average vehicle speed is not in congestion. For example, it may be set that an average vehicle speed VHCR _ v _ Avg < 30 km per hour indicates a congestion state, and that an average vehicle speed VHCR _ v _ Avg > =30 km per hour indicates no congestion state. Wherein the average vehicle speed may be calculated as follows: the vehicle speed is sampled every n seconds and is sequentially placed in X (for example, X = 30) buffer units (buffers), so that the average vehicle speed is the sum of the sampled vehicle speeds divided by the number of buffers, i.e., Σ VHCR _ v _ VehSpd [ i ]/X, i =1,2 … X, X >0. Therefore, the traffic jam condition can be judged according to the self state of the vehicle without additional external information. The method is suitable for vehicles without sensors, GPS and other equipment and with network interconnection function or vehicles in areas without networks and GPS signals.

In another embodiment, the determination of congestion may be based on information obtained from the sensors and/or information obtained from the network.

The rest of fig. 3 is similar to fig. 2 and will not be described again.

FIG. 4 illustrates an example block diagram of an engine start-stop control apparatus according to one embodiment of this disclosure. It should be understood that the apparatus shown in fig. 4 may be used to perform or implement the methods or processes of the embodiments described above with reference to fig. 1,2, and 3.

As shown in fig. 4, an engine start-stop control apparatus 401 according to an embodiment of the present invention may include an enabling unit 402 configured to enable an automatic engine start-stop function; a determination unit 403 configured to determine whether a vehicle speed is less than a first vehicle speed threshold value, and determine whether a duration of the vehicle speed being less than the first vehicle speed threshold value is greater than a first time threshold value; and a stop disabling unit 404 configured to enter a stop-prohibition determination state in which the stop control parameters are measured and/or calculated and it is determined whether or not the engine is prohibited from being stopped by the engine automatic start-stop function based on the stop control parameters, in a case where both the determination conditions in the determination unit 403 are determined to be yes.

In one embodiment, the determining unit 403 may be further configured to determine whether or not the vehicle is in a congested state.

In another embodiment, the shutdown control parameters may include at least one of: number of brake applications, number of accelerator applications, frequency of brake applications, frequency of accelerator applications, and engine down time. In further embodiments, the shutdown control parameters may further include at least one of: the time interval from the last time of braking to the current time of stepping on the accelerator, the time interval from the last time of stepping on the accelerator to the current time of stepping on the brake, the time interval between two adjacent times of stepping on the accelerator and the time interval between two adjacent times of stepping on the brake.

In yet another embodiment, the stop disabling unit 404 may be further configured to calculate an engine stop confidence index based on the stop control parameter in the stop prohibition determination state, and determine to prohibit the engine from being stopped by the engine automatic start-stop function when the engine stop confidence index reaches a stop prohibition threshold.

In yet another embodiment, the stop disabling unit 404 may be further configured to, after entering the stop prohibition determination state, exit the stop prohibition determination state and clear the counted and/or calculated stop control parameters if the vehicle speed is greater than a second vehicle speed threshold or if the vehicle speed is between the first vehicle speed threshold and the second vehicle speed threshold for a duration greater than a second time threshold, and maintain the stop prohibition determination state if the vehicle speed is less than or equal to the second vehicle speed threshold and the vehicle speed is between the first vehicle speed threshold and the second vehicle speed threshold for a duration less than or equal to the second time threshold, wherein the second vehicle speed threshold is greater than the first vehicle speed threshold.

It should be noted that the apparatus and its units shown in fig. 4 may be implemented locally, or on the network side, or a combination of both. The present invention is not limited to this, and those skilled in the art can configure the present invention according to actual needs.

Furthermore, it should be noted that the flow/device block diagrams shown herein are functional entities that may, but need not, correspond to physically or logically separate entities. Those skilled in the art may implement these functional entities in the form of software, or in one or more hardware modules or integrated circuits, or in different networks and/or processor devices and/or microcontroller devices. For example, the functions may be implemented by software programming and loading the computer program instructions onto a computer or other programmable data processor to cause a series of operations to be performed on the computer or other programmable processor to form a computer implemented process such that the instructions which execute on the computer or other programmable data processor provide steps for implementing the functions specified in the flowchart and/or block diagram block or blocks.

Accordingly, an aspect of the present invention provides a computer storage medium in which a computer program is stored, the computer program being executable by a processor (which may be various suitable general-purpose or special-purpose processors, computing devices, information processing apparatuses, etc.) to implement the methods or procedures of the embodiments described above with reference to fig. 1,2, and 3.

It should also be noted that in some alternative implementations, the functions/acts noted in the blocks of the flowchart block diagrams may occur out of the order noted in the flowchart block diagrams unless explicitly stated to the contrary. 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 circumstances and the functions/acts involved.

The above examples mainly illustrate the main embodiments of the present invention. Although only a few embodiments of the present invention have been described, those skilled in the art will appreciate that the present invention may be embodied in many other forms without departing from the spirit and scope thereof. Accordingly, the present invention is intended to cover various modifications and alternative arrangements without departing from the spirit and scope of the invention as defined by the appended claims.

Claims

1. An engine start-stop control method is characterized by comprising the following steps:

a. starting an automatic engine starting and stopping function;

b. judging whether the vehicle speed is less than a first vehicle speed threshold value, judging whether the duration time of the vehicle speed less than the first vehicle speed threshold value is greater than a first time threshold value, and judging whether the vehicle is in a congestion state by judging whether the average vehicle speed is less than the first threshold value; and

c. entering a stop prohibition judgment state in the case that the judgment conditions in the step b are all judged to be yes, wherein in the stop prohibition judgment state, stop control parameters are measured and/or calculated, whether the stop of the engine due to the automatic engine start-stop function is prohibited or not is determined based on the stop control parameters,

wherein the shutdown control parameters include at least one of: the number of times of stepping on the brake, the number of times of stepping on the accelerator, the frequency of stepping on the brake, the frequency of stepping on the accelerator, the time interval from the last brake to the current brake, the time interval from the last accelerator to the current brake, the time interval between two adjacent accelerator steps, and the time interval between two adjacent brake steps.

2. The method of claim 1, wherein step c further comprises:

in the stop prohibition judging state, calculating an engine stop reliability index based on the stop control parameter, and determining to prohibit the engine from stopping due to the automatic start-stop function of the engine when the engine stop reliability index reaches a stop prohibition threshold.

3. The method of claim 1, wherein step c further comprises:

after entering the stop prohibition determination state,

if the vehicle speed is greater than a second vehicle speed threshold value, or the duration of the vehicle speed between the first vehicle speed threshold value and the second vehicle speed threshold value is greater than a second time threshold value, exiting the stop prohibition judgment state, and clearing the measured and/or calculated stop control parameters,

maintaining the shutdown prohibition determination state if the vehicle speed is less than or equal to the second vehicle speed threshold and the vehicle speed is between the first vehicle speed threshold and the second vehicle speed threshold for a duration of time that is less than or equal to the second time threshold, wherein the second vehicle speed threshold is greater than the first vehicle speed threshold.

4. An engine start-stop control device, characterized by comprising:

an enabling unit configured to enable an automatic engine start-stop function;

a judging unit configured to judge whether a vehicle speed is less than a first vehicle speed threshold value, judge whether a duration time during which the vehicle speed is less than the first vehicle speed threshold value is greater than a first time threshold value, and judge whether the vehicle is in a congestion state by judging whether an average vehicle speed is less than the first threshold value; and

a stop prohibition unit configured to enter a stop prohibition determination state in which stop control parameters are measured and/or calculated and whether or not stop of the engine due to the engine automatic start-stop function is prohibited is determined based on the stop control parameters, in a case where both determination conditions in the determination unit are determined to be yes,

5. The apparatus of claim 4, wherein the shutdown disabling unit is further configured to:

in the stop prohibition judging state, calculating an engine stop credibility index based on the stop control parameter, and determining that the engine is prohibited from being stopped due to the automatic engine start-stop function when the engine stop credibility index reaches a stop prohibition threshold.

6. The apparatus of claim 4, wherein the shutdown disabling unit is further configured to:

after entering the stop prohibition determination state,

7. A computer storage medium in which a computer program is stored, the computer program being executable by a processor to implement a method according to any one of claims 1-3.