CN114435340B - Engine start-stop control system and method - Google Patents
Engine start-stop control system and method Download PDFInfo
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- CN114435340B CN114435340B CN202011194803.7A CN202011194803A CN114435340B CN 114435340 B CN114435340 B CN 114435340B CN 202011194803 A CN202011194803 A CN 202011194803A CN 114435340 B CN114435340 B CN 114435340B
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- 238000000034 method Methods 0.000 title claims abstract description 90
- 230000008859 change Effects 0.000 claims abstract description 168
- 230000008569 process Effects 0.000 claims description 38
- 238000010438 heat treatment Methods 0.000 claims description 34
- 239000012530 fluid Substances 0.000 claims description 20
- 238000001816 cooling Methods 0.000 claims description 14
- 239000000446 fuel Substances 0.000 claims description 11
- 239000003054 catalyst Substances 0.000 claims description 6
- 230000003213 activating effect Effects 0.000 claims description 4
- 238000010586 diagram Methods 0.000 description 6
- 230000005540 biological transmission Effects 0.000 description 5
- 239000000498 cooling water Substances 0.000 description 5
- 230000004913 activation Effects 0.000 description 4
- 238000002485 combustion reaction Methods 0.000 description 4
- 239000002826 coolant Substances 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 238000013528 artificial neural network Methods 0.000 description 1
- 238000000889 atomisation Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 239000003344 environmental pollutant Substances 0.000 description 1
- 238000001704 evaporation Methods 0.000 description 1
- 230000008020 evaporation Effects 0.000 description 1
- 239000000295 fuel oil Substances 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 231100000719 pollutant Toxicity 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
- B60W20/16—Control strategies specially adapted for achieving a particular effect for reducing engine exhaust emissions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B77/00—Component parts, details or accessories, not otherwise provided for
- F02B77/08—Safety, indicating, or supervising devices
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
The application provides an engine start-stop control system and method. The engine start-stop control system includes: at least one driving information sensing module; a processor electrically connected with the driving information sensing module and comprising at least a driver behavior prediction module and an engine start-stop control module; wherein the driver behavior prediction module is configured to: judging a first change probability of an engine start-stop state change occurring within a predetermined time based on a signal from the running information sensing module and the driver history data, and judging whether the first change probability exceeds a first change threshold; then determining a second change probability of an engine start-stop state change occurring at the current time, and determining whether the second change probability exceeds a second change threshold; the engine start-stop control module operates the engine to make a start-stop state change when the first change probability exceeds a first change threshold and the second change probability exceeds a second change threshold.
Description
Technical Field
The present application relates to the field of engine control. More specifically, the present application relates to an engine start-stop control system that aims to provide an improved driving experience and reduce overall vehicle fuel consumption and emissions. The application also relates to an engine start-stop control method.
Background
The engine or internal combustion engine of a hybrid vehicle may produce emissions during start-up and experience relatively high fuel consumption. Optimizing the operation of the engine during start-up or start-stop can significantly improve the energy efficiency ratio of the hybrid vehicle.
CN201710124970.6 discloses optimizing start-stop functions based on predictions of engine downtime. CN201610409587.0 discloses that LVQ neural networks are used to identify four typical driving conditions of self-defined severe congestion, mild congestion, and smooth and to optimize start-stop systems using delay action time and speed thresholds. CN201711117751.1 discloses control of start-stop by using a distance from a preceding vehicle and a vehicle speed difference as external information of the vehicle. CN201410306450 discloses that engine start-stop decisions are made by obtaining information from the vehicle, the running state of the preceding vehicle and drive test units via vehicle-to-road communications.
Disclosure of Invention
It is an object of one aspect of the present application to provide an engine start-stop control system that provides an improved driving experience while reducing vehicle fuel consumption and emissions. Another aspect of the present application is directed to a method for controlling start and stop of an engine.
The aim of the application is achieved through the following technical scheme.
An engine start-stop control system comprising:
at least one driving information sensing module;
a processor electrically connected with the driving information sensing module and comprising at least a driver behavior prediction module and an engine start-stop control module;
wherein the driver behavior prediction module is configured to: judging a first change probability of an engine start-stop state change occurring within a predetermined time based on a signal from the running information sensing module and the driver history data, and judging whether the first change probability exceeds a first change threshold; then determining a second change probability of an engine start-stop state change occurring at the current time, and determining whether the second change probability exceeds a second change threshold; the engine start-stop control module operates the engine to make a start-stop state change when the first change probability exceeds a first change threshold and the second change probability exceeds a second change threshold.
In the above engine start-stop control system, optionally, the driver behavior prediction module is further configured to: an engine operable state is detected and it is determined whether the engine operable state allows the engine start-stop state to change.
In the above engine start-stop control system, optionally, the engine start-stop state change includes: a change between an engine start-up procedure and an engine stop procedure, a change between an engine operating state and an engine stop procedure, a change from an engine stop state to an engine start-up procedure, a change from an engine start-up procedure to an engine operating state, and a change from an engine stop procedure to an engine stop state; wherein the method comprises the steps of
When changing from the engine-off state to the engine starting process, the first change probability is a first start probability, the first change threshold is a first start threshold, the second change probability is a second start probability, the second change threshold is a second start threshold, and the predetermined time is a first time;
when changing from the engine operating state to the engine shutdown process, the first change probability is a first shutdown probability, the first change threshold is a first shutdown threshold, the second change probability is a second shutdown probability, the second change threshold is a second shutdown threshold, and the predetermined time is a second time.
In the above engine start-stop control system, optionally, the processor is further configured to: when changing from the engine stop state to the engine start-up process, determining whether heating of the working fluid for cooling the engine is required, selectively activating a first heater associated with the engine cooling system according to the determination result, and determining whether heating of the working fluid is completed; then, it is determined whether heating of the engine exhaust aftertreatment device is required, a second heater associated with the engine exhaust aftertreatment device is selectively activated according to the determination result, and it is determined whether heating of the engine exhaust aftertreatment device is completed.
In the above engine start-stop control system, optionally, the processor is further configured to: starting the engine if the first start probability exceeds a third start threshold in the event that heating of the working fluid is not complete; in the event that heating of the engine exhaust aftertreatment device is not complete, the engine is started if the first start probability exceeds a fourth start threshold.
In the above engine start-stop control system, the engine exhaust aftertreatment device may optionally include a three-way catalyst and a gasoline engine particulate trap.
In the above engine start-stop control system, optionally, the running information sensing module includes: the system comprises a front camera, an engine starting time sensing module, a turn signal module, a vehicle speed signal module, a brake pedal position sensing module, an accelerator pedal position sensing module and an engine working state sensing module.
In the above-described engine start-stop control system, the driver history data may optionally include a vehicle speed, an accelerator pedal position, a brake pedal position, an engine start time, and an engine fuel consumption, which are collected during a past predetermined driving time.
An engine start-stop control method comprising:
s1, obtaining running information from at least one running information sensing module;
s2, a driver behavior prediction module determines a first change probability of an engine start-stop state change in a preset time according to the driver history data and the driving information, and judges whether the first change probability exceeds a first change threshold value;
s3, the driver behavior prediction module determines a second change probability of the engine start-stop state change at the current time according to the driver history data and the driving information, and judges whether the second change probability exceeds a second change threshold value;
and S4, when the first change probability exceeds the first change threshold value and the second change probability exceeds the second change threshold value, the engine start-stop control module operates the engine to change the start-stop state.
In the above engine start-stop control method, optionally, the method further includes the steps of: before step S2, an engine operable state is detected, and it is determined whether the engine operable state allows the engine start-stop state to be changed.
In the above engine start-stop control method, optionally, the engine start-stop state change includes: a change between an engine start-up procedure and an engine stop procedure, a change between an engine operating state and an engine stop procedure, a change from an engine stop state to an engine start-up procedure, a change from an engine start-up procedure to an engine operating state, and a change from an engine stop procedure to an engine stop state; wherein the method comprises the steps of
When changing from the engine-off state to the engine starting process, the first change probability is a first start probability, the first change threshold is a first start threshold, the second change probability is a second start probability, the second change threshold is a second start threshold, and the predetermined time is a first time;
when changing from the engine operating state to the engine shutdown process, the first change probability is a first shutdown probability, the first change threshold is a first shutdown threshold, the second change probability is a second shutdown probability, the second change threshold is a second shutdown threshold, and the predetermined time is a second time.
In the above engine start-stop control method, optionally, when changing from the engine stop state to the engine start-up process, the method further includes the steps of: between step S2 and step S3, it is determined whether or not the working fluid for cooling the engine needs to be heated, the first heater associated with the engine cooling system is selectively activated according to the determination result, and it is determined whether or not the heating of the working fluid is completed; then, it is determined whether heating of the engine exhaust aftertreatment device is required, a second heater associated with the engine exhaust aftertreatment device is selectively activated according to the determination result, and it is determined whether heating of the engine exhaust aftertreatment device is completed.
In the above engine start-stop control method, optionally, further comprising: starting the engine if the first start probability exceeds a third start threshold in the event that heating of the working fluid is not complete; in the event that heating of the engine exhaust aftertreatment device is not complete, the engine is started if the first start probability exceeds a fourth start threshold.
In the above engine start-stop control method, optionally, the engine exhaust aftertreatment device includes a three-way catalyst and a gasoline engine particulate trap.
In the above engine start-stop control method, optionally, the running information includes: signals from the front camera, engine start time, turn signal, vehicle speed, brake pedal position, accelerator pedal position, engine on state.
In the above engine start-stop control method, the driver history data may optionally include a vehicle speed, an accelerator pedal position, a brake pedal position, an engine start time, and an engine fuel consumption, which are collected during a past predetermined driving time.
Drawings
The present application will be described in further detail below in conjunction with the drawings and preferred embodiments, but it will be appreciated by those skilled in the art that these drawings are drawn for the purpose of illustrating the preferred embodiments only and thus should not be taken as limiting the scope of the present application. Moreover, unless specifically indicated otherwise, the drawings are merely intended to conceptually illustrate the compositions or constructions of the described objects and may contain exaggerated representations, and the drawings are not necessarily drawn to scale.
FIG. 1 is a schematic structural diagram of one embodiment of an engine start-stop control system according to the present application.
FIG. 2 is another structural schematic diagram of an embodiment of an engine start-stop control system according to the present application.
FIG. 3 is a start-up decision flow chart of one embodiment of an engine start-stop control method according to the present application.
FIG. 4 is a shutdown determination flow diagram according to one embodiment of an engine start-stop control method of the present application.
Detailed Description
Preferred embodiments of the present application will be described in detail below with reference to the accompanying drawings. Those skilled in the art will appreciate that these descriptions are merely descriptive, exemplary, and should not be construed as limiting the scope of the present application.
First, terms of top, bottom, upward, downward, and the like are defined with respect to directions in the drawings. They are relative concepts and can therefore vary with the location and use status of the feature. Therefore, these directional terms should not be construed as limiting terms.
Furthermore, it should also be noted that, for any single technical feature described or implied in the embodiments herein, or any single technical feature shown or implied in the figures, a combination can still be continued between these technical features (or equivalents thereof) to obtain other embodiments of the present application not directly mentioned herein.
It should be noted that in different drawings, the same reference numerals indicate the same or substantially the same components.
FIG. 1 is a schematic structural diagram of one embodiment of an engine start-stop control system according to the present application. One embodiment of an engine start-stop control system according to the present application includes: a plurality of driving information sensing modules; a processor 10 electrically connected to each of the travel information sensing modules and including at least a driver behavior prediction module 20 and an engine start-stop control module 30. In addition, the driver behavior prediction module 20 and the engine start-stop control module 30 are also electrically associated, and the engine start-stop control module 30 is electrically connected with the engine 40 to send a signal to the engine 40 when it is determined that an engine start-stop state change is required.
The engine 40 is associated with an engine cooling system 43 and an engine exhaust aftertreatment device 44. For example, the engine cooling system 43 may include a circulation line for engine cooling water, and the engine exhaust aftertreatment device 44 may include a three-way catalyst and a gasoline engine particulate trap (Gasoline Particulate Filter, abbreviated as GPF). The engine cooling system 43 may include a first heater 41. The first heater 41 is electrically connected to the processor 10 and is selectively activated by the processor 10 to heat a working fluid (e.g., cooling water) in the engine cooling system 43. The engine exhaust aftertreatment device 44 may include a second heater 42. The second heater 42 is electrically connected to the processor 10 and is selectively activated by the processor 10 to heat the gasoline engine particulate trap.
In the illustrated embodiment, each travel information sensing module may include: a front camera 11, an engine starting time sensing module 12, a turn signal module 13, a vehicle speed signal module 14, a brake pedal position sensing module 15, an accelerator pedal position sensing module 16, an engine operable state sensing module 17 and the like. More sensing modules may be provided or portions of the sensing modules described above may be removed, as desired.
The driver behavior prediction module 20 may include a driver behavior prediction model generated from driver history data. For example, the driver behavior prediction model may be generated from one or more of the following sources of data: vehicle speed, accelerator pedal position, brake pedal position, engine start time, engine fuel consumption, etc. collected during a predetermined driving time in the past. The predetermined driving time may be a fixed time interval, such as a week, a month, a quarter, etc. The predetermined driving time may also have a varying length of time, for example starting from a certain point in time to a current time, for example from a vehicle delivery use to a current time, for example starting from a manually set point in time to a current time, etc. In one embodiment, the driver behavior prediction model may employ at least the following information to predict the actual driving intent of the driver: the vehicle speed of the front vehicle, the distance of the front vehicle, the acceleration of the front vehicle, road information, the wet state of the road, the road leveling state and the traffic light signal state lamp.
FIG. 2 is another structural schematic diagram of an embodiment of an engine start-stop control system according to the present application. As shown, the driver behavior prediction module 20 and the engine start-stop control module 30 receive a plurality of travel information, and there is also a bi-directional transmission of information between the driver behavior prediction module 20 and the engine start-stop control module 30.
Specifically, the driver behavior prediction module 20 is configured to: judging a first change probability of an engine start-stop state change occurring within a predetermined time based on a signal from the running information sensing module and the driver history data, and judging whether the first change probability exceeds a first change threshold; then determining a second change probability of an engine start-stop state change occurring at the current time, and determining whether the second change probability exceeds a second change threshold; the engine start-stop control module operates the engine to make a start-stop state change when the first change probability exceeds a first change threshold and the second change probability exceeds a second change threshold. In one embodiment, the driver behavior prediction module 20 may predict the probability of engine start by predicting the requested torque, i.e., the greater the predicted requested torque, the greater the probability of engine start.
As referred to herein, an "engine start-stop state change" refers to an engine switching between a plurality of different states. An embodiment of the engine start-stop state change is schematically shown in the dashed box in the lower part of fig. 2. Engine conditions include, but are not limited to: engine shutdown state 310, engine start-up procedure 320, engine run state 330, and engine shutdown procedure 340. The engine may transition between these states, i.e., an engine start-stop state change occurs. For example, arrow 311 schematically illustrates a change from engine shutdown state 310 to engine start-up process 320. Arrow 321 schematically illustrates a change from the engine start process 320 to the engine operating state 330. Arrows 331 and 341 schematically show that the change between the engine operating state 330 and the engine shutdown procedure 340 is made, i.e. the engine operating state 330 and the engine shutdown procedure 340 are switchable to each other. Arrow 343 schematically illustrates the change from the engine shutdown process 340 to the engine shutdown state 310. Arrows 322 and 342 schematically illustrate the change between the engine start-up procedure 320 and the engine stop procedure 340, i.e. the engine start-up procedure 320 and the engine stop procedure 340 are switchable to each other.
The processor 10 may also detect an engine operable state and determine whether the engine operable state allows the engine start-stop state to be changed prior to the above determination step. For example, the driver behavior prediction module 20 may determine whether an engine start-stop state change is permitted based on the engine operable state 170 from the engine operable state sensing module 17.
As shown in fig. 1 and 2, front camera 11 may be used to provide video signal 110. The engine start time sensing module 12 may provide an engine start time 120. The turn signal module 13 may provide a turn signal 130. The vehicle speed signal module 14 may provide the current vehicle speed 140. The brake pedal position sensing module 15 may provide a current brake pedal position 150. The accelerator pedal position sensing module 16 may provide a current accelerator pedal position 160. The engine operable state sensing module 17 may provide an engine operable state 170. Depending on the actual need, more sensing modules may be provided to provide other signals, or portions of the sensing modules described above may be removed to reduce portions of the signals.
Specific steps of one embodiment of an engine start-stop control method according to the present application will be described below with reference to fig. 3 and 4.
Judging a first change probability of an engine start-stop state change occurring within a predetermined time based on a signal from the running information sensing module and the driver history data, and judging whether the first change probability exceeds a first change threshold; then determining a second change probability of an engine start-stop state change occurring at the current time, and determining whether the second change probability exceeds a second change threshold; the engine start-stop control module operates the engine to make a start-stop state change when the first change probability exceeds a first change threshold and the second change probability exceeds a second change threshold.
FIG. 3 is a start-up decision flow chart of one embodiment of an engine start-stop control method according to the present application. Specifically, FIG. 3 illustrates a particular decision flow when changing from an engine shutdown state 310 to an engine startup process 320. In the embodiment shown in fig. 3, the first change probability is a first activation probability, the first change threshold is a first activation threshold, the second change probability is a second activation probability, the second change threshold is a second activation threshold, and the predetermined time is a first time.
Although not shown, it is easily understood that the processor may first perform step S1 described above, i.e., obtain the travel information from at least one travel information sensing module.
Then, at step S110, execution of the start-up judgment flow according to fig. 3 is started. Steps S120 and S130 involve detecting an engine operable state and determining whether the engine operable state allows starting. Steps S120 and S130 together constitute step S1 described above. The engine operable state may be the engine operable state 170 described above and provided by the engine operable state sensing module 17. In one embodiment, the engine operable status is determined based on information related to the battery, engine, and transmission, including but not limited to battery voltage, battery power, engine coolant temperature, transmission gear, and the like.
Steps S140 and S150 involve judging a first start probability of engine start occurring at the current time based on the signal from the running information sensing module and the driver history data, and judging whether the first start probability exceeds a first start threshold. Steps S140 and S150 together constitute step S2 described above, and may be performed by the driver behavior prediction module 20.
Steps S160, S170 and S180 involve determining whether or not heating of the working fluid (in the illustrated embodiment, the working fluid is cooling water) for cooling the engine is required, selectively activating a first heater associated with the engine cooling system according to the determination result, and determining whether or not heating of the working fluid is completed. The purpose of heating the cooling water is to prevent the temperature of the cooling water of the engine from being too high, which is beneficial to the atomization and evaporation of the fuel oil, so that the combustion in the engine cylinder is more sufficient. In one embodiment, the start-up enrichment process may be reduced or eliminated. By maintaining the temperature of the working fluid above the desired temperature, fuel consumption and emissions during engine start-up may be reduced. In one embodiment, the heating of the working fluid may be performed by an electrical heating device and an electronic water pump.
Step S181 involves starting the engine if the first start probability exceeds the third start threshold in the case where the heating of the working fluid is not completed. The purpose of step S181 is to meet driving demand.
Steps S190, S200, and S210 involve determining whether heating of the engine exhaust aftertreatment device 44 is required, selectively activating the second heater 42 associated with the engine exhaust aftertreatment device 44 according to the determination result, and determining whether heating of the engine exhaust aftertreatment device 44 is complete. In one embodiment, the second heater 42 is associated with a gasoline engine particulate trap because the gasoline engine particulate trap is typically disposed downstream of the three-way catalyst, requiring a longer time to reach light-off temperature, and therefore may be in a relatively inefficient state for a period of time after engine start-up, resulting in more pollutant emissions. By heating the engine exhaust aftertreatment device 44, the engine exhaust aftertreatment device 44 may be brought to an expected light-off temperature prior to engine start-up, thereby improving treatment efficiency and reducing overall vehicle emissions.
Step S211 involves starting the engine if the first start probability exceeds the fourth start threshold in the case where the heating of the engine exhaust aftertreatment device is not complete. The purpose of step S211 is to meet driving demand.
Steps S220 and S230 involve the driver behavior prediction module 20 determining a second start probability of an engine start occurring at the current time based on the driver history data and the traveling information, and determining whether the second start probability exceeds a second start threshold. Steps S220 and S230 together constitute step S3 described above. It is readily understood that the determination of the heating of the working fluid and the determination of the heating of the engine exhaust aftertreatment device may be performed between step S2 and step S3.
Steps S110 to S230 relate to a process of shifting the engine stop state 310 to the engine start-up process 320 shown in fig. 2, that is, a process represented by an arrow 311.
Step S240 involves starting the engine. Step S240 begins to enter the engine start process 320 shown in fig. 2. The engine start process 320 requires as short an engine start time as possible while guaranteeing NVH requirements during a full vehicle start in order to enter the engine run state 330 as soon as possible in the direction indicated by arrow 321 in fig. 2. Step S240 may be performed by the engine start-stop control module 30.
At step S250, the start-up determination flow shown in fig. 3 ends.
By optimizing engine torque control or eliminating start-up enrichment, fuel consumption and emissions during start-up may be reduced. During the entire start-up process, an engine start-stop control system according to one embodiment of the present application may monitor various parameters of the entire vehicle, control the engine to enter an engine stop process 340 once a cancel engine start occurs, and eventually reach an engine stop state 310.
FIG. 4 is a shutdown determination flow diagram according to one embodiment of an engine start-stop control method of the present application. The embodiment of fig. 4 shows a change from the engine operating state 330 to the engine shutdown process 340. In this case, the first change probability is a first shutdown probability, the first change threshold is a first shutdown threshold, the second change probability is a second shutdown probability, the second change threshold is a second shutdown threshold, and the predetermined time is a second time.
Although not shown, it is easily understood that the processor may first perform step S1 described above, i.e., obtain the travel information from at least one travel information sensing module.
Then, at step S310, execution of the stop determination flow according to fig. 3 is started. Steps S320 and S330 involve detecting an engine operable state and determining whether the engine operable state allows a stop. Steps S320 and S330 together constitute step S1 described above. The engine operable state may be the engine operable state 170 described above and provided by the engine operable state sensing module 17. In one embodiment, the engine operable status is determined based on information related to the battery, engine, and transmission, including but not limited to battery voltage, battery power, engine coolant temperature, transmission gear, and the like.
Steps S340 and S350 involve determining a first stop probability of an engine stop occurring at the current time based on the signal from the travel information sensing module and the driver history data, and determining whether the first stop probability exceeds a first stop threshold. Steps S340 and S350 together constitute step S2 described above, and may be performed by the driver behavior prediction module 20.
Steps S360 and S370 involve the driver behavior prediction module 20 determining a second stop probability of an engine stop occurring at the current time based on the driver history data and the travel information, and determining whether the second stop probability exceeds a second stop threshold. Steps S360 and S370 together constitute step S3 described above.
Steps S310 to S370 relate to a process of shifting the engine operating state 330 to the engine shutdown process 340 shown in fig. 2, that is, a process represented by an arrow 331.
Step S380 involves shutting down the engine. Step S380 begins to enter the engine shutdown process 340 shown in fig. 2. The engine shutdown process 340 needs to reduce the engine shutdown time as much as possible while guaranteeing the NVH requirements during the vehicle shutdown process in order to enter the engine shutdown state 310 as soon as possible in the direction indicated by arrow 343 in FIG. 2. Step S380 may be performed by the engine start-stop control module 30.
At step S380, the stop determination flow shown in fig. 4 ends.
By controlling the engine during the stopping process, the engine is stopped at a proper stopping position, and the next starting of the engine is facilitated. The engine start-stop control system according to one embodiment of the present application may monitor various parameters of the entire vehicle throughout the stop process, and once the condition of canceling the engine stop occurs, the engine may enter the engine on state 330 again, or enter the engine on state 330 after entering the engine start-up process 320.
In use, if a situation occurs in which the driver switches from the accelerator pedal to the brake pedal in a short time, and the driver behavior prediction model can predict that the driver is likely to make such an operation, a larger battery power can be employed to satisfy the driving demand of the driver in a state in which the driver depresses the accelerator pedal. In the case where the driver switches to the brake pedal, the battery can be charged by energy recovery. Such operation does not require frequent engine starts, thereby reducing emissions, extending engine life, and improving driving experience.
The engine start-stop control system and method of the present application may be applied to hybrid vehicles, particularly to heavy-duty vehicles with high-voltage batteries (i.e., hybrid vehicles may be driven using only the charge of the battery without having to start the engine or the internal combustion engine). In this case, the start-stop of the engine or the internal combustion engine is not dependent on whether the vehicle is in a running state or a stationary state.
The engine start-stop control system and method have the advantages of being simple in structure, convenient to install, reliable to use and the like, and the improved driving experience is provided while the fuel consumption and emission of the vehicle are reduced.
The description makes reference to the accompanying drawings to disclose the present application, and also to enable any person skilled in the art to practice the present application, including making and using any devices or systems, selecting suitable materials and using any incorporated methods. The scope of the present application is defined by the claims and encompasses other examples that occur to those skilled in the art. Such other examples should be considered to be within the scope of protection as determined by the claimed subject matter, so long as such other examples include structural elements that are not literally different from the claimed subject matter, or include equivalent structural elements with insubstantial differences from the literal languages of the claimed subject matter.
Claims (14)
1. An engine start-stop control system, comprising:
at least one driving information sensing module;
a processor electrically connected with the travel information sensing module and including at least a driver behavior prediction module and an engine start-stop control module;
wherein the driver behavior prediction module is configured to: judging a first change probability, and judging whether the first change probability exceeds a first change threshold value; then determining a second change probability, and determining whether the second change probability exceeds a second change threshold; the engine start-stop control module operates an engine to make an engine start-stop state change when the first change probability exceeds the first change threshold and the second change probability exceeds the second change threshold;
wherein the first change probability is a probability that an engine start-stop state change occurs within a predetermined time, and the first change probability is determined according to a signal from the running information sensing module and driver history data;
wherein the second probability of change is a probability of an engine start-stop state change occurring at a current time;
wherein the engine start-stop state change includes: a change between an engine operating state and an engine shutdown process, a change from an engine shutdown state to an engine startup process;
wherein when changing from the engine-off state to the engine-on process, the first change probability is a first start probability, the first change threshold is a first start threshold, the second change probability is a second start probability, the second change threshold is a second start threshold, and the predetermined time is a first time; and is also provided with
Wherein when changing from the engine operating state to the engine shutdown process, the first change probability is a first shutdown probability, the first change threshold is a first shutdown threshold, the second change probability is a second shutdown probability, the second change threshold is a second shutdown threshold, and the predetermined time is a second time.
2. The engine start-stop control system of claim 1, wherein the driver behavior prediction module is further configured to: an engine operable state is detected and a determination is made as to whether the engine operable state allows the engine start-stop state to change.
3. The engine start-stop control system of claim 1, wherein the processor is further configured to: determining whether heating of a working fluid for cooling an engine is required, selectively activating a first heater associated with an engine cooling system according to a determination result, and determining whether heating of the working fluid is completed when changing from the engine stop state to the engine start-up process; then, it is determined whether heating of the engine exhaust aftertreatment device is required, a second heater associated with the engine exhaust aftertreatment device is selectively activated according to the determination result, and it is determined whether heating of the engine exhaust aftertreatment device is completed.
4. The engine start-stop control system of claim 3, wherein the processor is further configured to: starting the engine if the first start probability exceeds a third start threshold, regardless of whether a second start probability exceeds the second start threshold, in the event that heating of the working fluid is incomplete, when the first start probability exceeds the first start threshold; when the first start probability exceeds the first start threshold, in a case where heating of the engine exhaust aftertreatment device is not complete, the engine is started if the first start probability exceeds a fourth start threshold regardless of whether the second start probability exceeds the second start threshold.
5. The engine start-stop control system of claim 3 or 4, wherein the engine exhaust aftertreatment device includes a three-way catalyst and a gasoline engine particulate trap.
6. The engine start-stop control system according to any one of claims 1 to 2, characterized in that the running information sensing module includes: the system comprises a front camera, an engine starting time sensing module, a turn signal module, a vehicle speed signal module, a brake pedal position sensing module, an accelerator pedal position sensing module and an engine working state sensing module.
7. The engine start-stop control system according to any one of claims 1 to 2, characterized in that the driver history data includes a vehicle speed, an accelerator pedal position, a brake pedal position, an engine start time, an engine fuel consumption, which are collected in a past predetermined driving time.
8. An engine start-stop control method, characterized by comprising:
s1, obtaining running information from at least one running information sensing module;
s2, a driver behavior prediction module determines a first change probability and judges whether the first change probability exceeds a first change threshold;
s3, the driver behavior prediction module determines a second change probability and judges whether the second change probability exceeds a second change threshold;
s4, when the first change probability exceeds the first change threshold and the second change probability exceeds the second change threshold, the engine start-stop control module operates the engine to change the engine start-stop state;
wherein the first change probability is a probability that an engine start-stop state change occurs within a predetermined time, and the first change probability is determined according to a signal from the running information sensing module and driver history data;
wherein the second probability of change is a probability of an engine start-stop state change occurring at a current time;
wherein the engine start-stop state change includes: a change between an engine operating state and an engine shutdown process, a change from an engine shutdown state to an engine startup process;
wherein when changing from the engine-off state to the engine-on process, the first change probability is a first start probability, the first change threshold is a first start threshold, the second change probability is a second start probability, the second change threshold is a second start threshold, and the predetermined time is a first time; and is also provided with
Wherein when changing from the engine operating state to the engine shutdown process, the first change probability is a first shutdown probability, the first change threshold is a first shutdown threshold, the second change probability is a second shutdown probability, the second change threshold is a second shutdown threshold, and the predetermined time is a second time.
9. The engine start-stop control method according to claim 8, characterized by further comprising the steps of: before step S2, an engine operable state is detected, and it is determined whether the engine operable state allows the engine start-stop state to be changed.
10. The engine start-stop control method according to claim 8, characterized by further comprising the steps of, when changing from the engine stop state to the engine start-up process: between step S2 and step S3, it is determined whether or not the working fluid for cooling the engine needs to be heated, the first heater associated with the engine cooling system is selectively activated according to the determination result, and it is determined whether or not the heating of the working fluid is completed; then, it is determined whether heating of an engine exhaust aftertreatment device is required, a second heater associated with the engine exhaust aftertreatment device is selectively activated according to the determination result, and it is determined whether heating of the engine exhaust aftertreatment device is completed.
11. The engine start-stop control method according to claim 10, characterized by further comprising: starting the engine if the first start probability exceeds a third start threshold, regardless of whether the second start probability exceeds the second start threshold, in the event that heating of the working fluid is incomplete, when the first start probability exceeds the first start threshold; when the first start probability exceeds the first start threshold, in a case where heating of the engine exhaust aftertreatment device is not complete, the engine is started if the first start probability exceeds a fourth start threshold regardless of whether the second start probability exceeds the second start threshold.
12. The engine start-stop control method according to claim 10 or 11, characterized in that the engine exhaust gas aftertreatment device includes a three-way catalyst and a gasoline engine particulate trap.
13. The engine start-stop control method according to any one of claims 8 to 9, characterized in that the running information includes: signals from the front camera, engine start time, turn signal, vehicle speed, brake pedal position, accelerator pedal position, engine on state.
14. The engine start-stop control method according to any one of claims 8 to 9, characterized in that the driver history data includes a vehicle speed, an accelerator pedal position, a brake pedal position, an engine start time, an engine fuel consumption, which are collected in a past predetermined driving time.
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