CN116788251A

CN116788251A - Engine start control method, controller, control system and hybrid electric vehicle

Info

Publication number: CN116788251A
Application number: CN202310739631.4A
Authority: CN
Inventors: 邹家远; 朱永明; 钟振远; 张晨; 曾文波
Original assignee: Guangzhou Automobile Group Co Ltd
Current assignee: Guangzhou Automobile Group Co Ltd
Priority date: 2023-06-21
Filing date: 2023-06-21
Publication date: 2023-09-22

Abstract

The application discloses a hybrid electric vehicle engine starting control method, a whole vehicle controller, a control system and a hybrid electric vehicle, wherein in the scheme, whether the electric quantity of a power battery drops below a first electric quantity threshold value is monitored in an engine stop state of the hybrid electric vehicle, if so, whether the hybrid electric vehicle runs in a preset lane at the current moment is further determined, if so, the traffic light state of the preset lane in which the hybrid electric vehicle is located at the current moment is further obtained, if the traffic light state is a red light state, the engine is kept in the stop state, the engine is prevented from being suddenly started under the condition of short-time stopping or short-time stopping in a decelerating preparation, the red light state is usually shorter in duration, and the power failure risk cannot occur; when the traffic light state is a non-red light state, the engine is started, and the power battery is prevented from being powered down due to the fact that the electric quantity is too low. The application improves the overall quality of NVH of the hybrid electric vehicle on the premise of meeting the emission requirement and not generating the power failure risk.

Description

Engine start control method, controller, control system and hybrid electric vehicle

Technical Field

The application relates to the technical field of vehicles, in particular to a hybrid electric vehicle engine starting control method, a whole vehicle controller, a control system and a hybrid electric vehicle.

Background

In order to meet the requirements of emission regulations, whether the automobile is a traditional fuel automobile or a hybrid electric automobile, the engine enters a heating working condition of a catalyst after being started, at the moment, the engine has higher rotating speed, poorer combustion stability and overall noise which is 2dB (A) -3 dB (A) greater than that of normal idling.

Compared with the traditional fuel vehicle, the starting time of the engine of the hybrid electric vehicle is uncertain, and if the engine is suddenly started in a low-speed running or short-time stopping state of the vehicle, abrupt change of noise in the vehicle can be caused, so that the quality sense of the noise in the vehicle is reduced.

Disclosure of Invention

In order to solve the problems in the prior art, the application provides a hybrid electric vehicle engine starting control method, a whole vehicle controller, a control system and a hybrid electric vehicle.

According to an aspect of an embodiment of the present application, a method for controlling engine start of a hybrid electric vehicle is disclosed, the method comprising:

monitoring whether the electric quantity of a power battery of a hybrid electric vehicle drops below a first electric quantity threshold value in an engine stop state of the hybrid electric vehicle;

When the electric quantity of the power battery is reduced below a first electric quantity threshold value, determining whether the hybrid electric vehicle runs in a preset lane at the current moment, wherein the preset lane is a lane provided with a traffic light;

when the current moment of the hybrid electric vehicle runs on a preset lane, acquiring the traffic light state of the preset lane where the current moment of the hybrid electric vehicle is;

when the traffic light state of the preset lane of the hybrid electric vehicle at the current moment is a red light state, keeping the engine in a stop state, and when the traffic light state of the preset lane of the hybrid electric vehicle at the current moment is a non-red light state, starting the engine.

The technical scheme provided by the embodiment of the application at least comprises the following beneficial effects:

according to the technical scheme provided by the application, whether the electric quantity of the power battery of the hybrid electric vehicle is reduced below a first electric quantity threshold value is monitored in an engine stop state of the hybrid electric vehicle, if yes, whether the hybrid electric vehicle runs in a preset lane at the current moment is further determined, if yes, the traffic light state of the preset lane where the hybrid electric vehicle is located at the current moment is further obtained, if the traffic light state is a red light state, the engine is kept in the stop state, the engine is prevented from being suddenly started under the condition that short-time stopping or decelerating preparation is carried out for short-time stopping, and therefore the overall quality of the hybrid electric vehicle NVH (Noise, vibration and Harshness) is improved, the red light state is generally shorter in duration, and the risk of power failure is avoided; when the traffic light state is a non-red light state, the engine is started, and the power battery is prevented from being powered down due to the fact that the electric quantity is too low. The application can improve the overall quality of NVH of the hybrid electric vehicle on the premise of meeting the emission requirement and not generating the power failure risk.

In an exemplary embodiment, the method further comprises: and starting the engine when the hybrid electric vehicle does not run in a preset lane at the current moment. When the hybrid electric vehicle does not run on a preset lane, the short-time stopping due to the traffic light is not needed to be considered, the engine is directly started, and the power battery can be prevented from being powered down due to the fact that the electric quantity is too low.

In an exemplary embodiment, the determining whether the current time of the hybrid vehicle runs in the preset lane includes: acquiring the position of the hybrid electric vehicle at the current moment and the lane line position of a preset lane; determining the actual distance between the hybrid electric vehicle and the lane line of the preset lane based on the position of the hybrid electric vehicle at the current moment and the lane line position of the preset lane; and determining whether the hybrid electric vehicle runs in the preset lane at the current moment or not based on the actual distance between the hybrid electric vehicle and the lane line of the preset lane and a distance threshold value. And whether the hybrid electric vehicle runs on a preset lane at the current moment or not is determined according to the actual distance between the position of the hybrid electric vehicle and the position of the lane line, so that the accuracy is high.

In an exemplary embodiment, the preset lane is a motor vehicle lane, and the determining the actual distance between the hybrid vehicle and the lane line of the preset lane based on the position of the hybrid vehicle at the current time and the lane line position of the preset lane includes: acquiring the distance between the hybrid electric vehicle and the lane line of each motor vehicle lane based on the position of the hybrid electric vehicle at the current moment and the lane line position of each motor vehicle lane; and taking the minimum distance value in the distance between the hybrid electric vehicle and the lane line of each motor vehicle lane as the actual distance between the hybrid electric vehicle and the lane line of the preset lane. And taking the minimum distance value in the distance between the hybrid electric vehicle and the lane line of each motor vehicle lane as the actual distance between the hybrid electric vehicle and the lane line of the preset lane, thereby further determining whether the hybrid electric vehicle runs in the preset lane at the current moment, and having high accuracy.

In an exemplary embodiment, the obtaining the traffic light state of the preset lane where the current time of the hybrid electric vehicle is located includes: based on the pose of the hybrid electric vehicle at the current moment, determining the position of a central line of the hybrid electric vehicle, wherein the central line extends along the length direction of the hybrid electric vehicle; acquiring a traffic light state and a traffic light position corresponding to a road section where the hybrid electric vehicle is located at the current moment to acquire a red light position, wherein the road section comprises at least one preset lane; calculating an included angle between the red light position and the central line position of the hybrid electric vehicle; and determining the traffic light state of a preset lane where the hybrid electric vehicle is located at the current moment based on the included angle between the red light position and the central line position of the hybrid electric vehicle and an included angle threshold value. And the traffic light state of the preset lane where the hybrid electric vehicle is positioned at the current moment is determined according to the included angle between the red light position and the central line position of the hybrid electric vehicle, and the traffic light state judgment accuracy is high.

In an exemplary embodiment, the method further comprises: monitoring whether the power battery electric quantity of a hybrid electric vehicle is above a first electric quantity threshold value and below a second electric quantity threshold value in an engine stop state of the hybrid electric vehicle; when the power battery power of the hybrid electric vehicle is above the first power threshold and below the second power threshold, acquiring the running speed of the hybrid electric vehicle at the current moment; when the running speed of the hybrid electric vehicle at the current moment reaches above a first speed, starting the engine, and when the running speed of the hybrid electric vehicle at the current moment is below the first speed, keeping the engine in a stop state. The noise of the low-speed running environment of the automobile is smaller, the engine is started to cause larger perception, the engine is kept in a stop state, and the sudden starting of the engine of the hybrid automobile under the condition of smaller speed can be avoided, so that the overall quality of NVH of the hybrid automobile is improved; when the running speed of the hybrid electric vehicle is higher, the noise of the high-speed running environment of the vehicle is larger, and the engine is started at the moment without causing larger perception, so that the power battery is prevented from being powered off by starting the engine, and the overall quality and running safety of the NVH of the vehicle are both realized.

In an exemplary embodiment, the first power threshold is a minimum power allowed by the power battery; the first electric quantity threshold is 3% of the power battery capacity, and the second electric quantity threshold is 18% of the power battery capacity.

According to an aspect of an embodiment of the present application, a hybrid vehicle controller is disclosed, the vehicle controller includes one or more processors and a memory, the memory is configured to store one or more computer programs, and when the one or more computer programs are executed by the one or more processors, the vehicle controller is caused to implement the foregoing method.

According to an aspect of the embodiment of the application, a hybrid electric vehicle control system is disclosed, wherein the control system comprises the whole vehicle controller, a battery management system, a positioning device, a pose sensing device, a visual identification device, a vehicle speed sensing device and an engine controller. The battery management system is in communication connection with the whole vehicle controller and is configured to detect the power battery electricity quantity of the hybrid electric vehicle and send the power battery electricity quantity information to the whole vehicle controller; the positioning device is in communication connection with the whole vehicle controller and is configured to monitor the position of the hybrid electric vehicle at the current moment and send position information to the whole vehicle controller; the pose sensing device is in communication connection with the whole vehicle controller and is configured to sense the pose of the hybrid electric vehicle at the current moment and send pose information to the whole vehicle controller; the visual recognition device is in communication connection with the whole vehicle controller and is configured to acquire a traffic light image corresponding to a road section where the hybrid electric vehicle is located at the current moment so as to obtain a traffic light state of the preset lane; the vehicle speed sensing device is in communication connection with the vehicle controller and is configured to sense the running vehicle speed of the hybrid electric vehicle at the current moment and send running vehicle speed information to the vehicle controller; the engine controller is in communication connection with the whole vehicle controller and is configured to start or stop the engine based on a control instruction of the whole vehicle controller.

According to an aspect of an embodiment of the present application, a hybrid vehicle is disclosed that includes a vehicle body, and an engine, a power battery, and the aforementioned control system disposed on the vehicle body.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application as claimed.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and together with the description, serve to explain the principles of the application.

Fig. 1 shows a flowchart of a method for controlling engine start of a hybrid vehicle according to an embodiment of the present application.

Fig. 2 is a detailed flowchart of step S120 in the corresponding embodiment of fig. 1.

Fig. 3 is a schematic diagram of an implementation scenario of step S230 in the corresponding embodiment of fig. 2.

Fig. 4 is a detailed flowchart of step S130 in the corresponding embodiment of fig. 1.

Fig. 5 is a schematic diagram of an implementation scenario of step S430 in the corresponding embodiment of fig. 4.

Fig. 6 shows a flowchart of a method for controlling engine start of a hybrid vehicle according to a second embodiment of the present application.

Fig. 7 shows a flowchart of a method for controlling engine start of a hybrid vehicle according to a third embodiment of the present application.

Fig. 8 shows a block diagram of the component architecture of a hybrid vehicle control system according to an embodiment of the present application.

Fig. 9 is a schematic diagram of a computer system suitable for implementing the vehicle controller according to the embodiment of the present application.

The reference numerals are explained as follows:

101. motor vehicle lane/preset lane; 102. a non-motor vehicle lane; 103. a walking path; 104. lane lines; 105. a common dividing line; 106. a hybrid electric vehicle; 107. center line position of hybrid electric vehicle; 108. red light position; 109. an extension line; a connecting line between the L and red light positions and the central line position of the hybrid electric vehicle; alpha, the included angle between the red light position and the central line position of the hybrid electric vehicle; 801. a vehicle controller; 802. a battery management system; 803. a positioning device; 804. a pose sensing device; 805. a visual recognition device; 806. a vehicle speed sensing device; 807. an engine controller; 900. a computer system; 901. a CPU; 902. a ROM; 903. a RAM; 904. a bus; 905. an I/O interface; 906. an input section; 907. an output section; 908. a storage section; 909. a communication section; 910. a driver; 911. removable media.

Detailed Description

Example embodiments will now be described more fully with reference to the accompanying drawings. However, the exemplary embodiments may be embodied in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of the example embodiments to those skilled in the art.

Furthermore, the described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided to give a thorough understanding of embodiments of the application. One skilled in the relevant art will recognize, however, that the application may be practiced without one or more of the specific details, or with other methods, components, devices, steps, etc. In other instances, well-known methods, devices, implementations, or operations are not shown or described in detail to avoid obscuring aspects of the application.

The block diagrams depicted in the figures are merely functional entities and do not necessarily correspond to physically separate entities. That is, the functional entities may be implemented in software, or in one or more hardware modules or integrated circuits, or in different networks and/or processor devices and/or microcontroller devices.

The flow diagrams depicted in the figures are exemplary only, and do not necessarily include all of the elements and operations/steps, nor must they be performed in the order described. For example, some operations/steps may be decomposed, and some operations/steps may be combined or partially combined, so that the order of actual execution may be changed according to actual situations.

In order to meet the requirements of emission regulations, the engine can enter a heating working condition of a catalyst after being started, at the moment, the engine has higher rotating speed and poorer combustion stability, and the overall noise is 2dB (A) -3 dB (A) greater than that of normal idling.

Because the power battery capacity of the plug-in hybrid electric vehicle is large, the motor driving power is sufficient, and the plug-in hybrid electric vehicle can work in a pure electric mode in many times, and the engine starting times are less. However, whether the engine is started depends on the electric quantity of the power battery, which causes uncertainty in the starting time of the engine, and if the engine is suddenly started in a low-speed running or short-time stopping state of the automobile, abrupt change of noise in the automobile is caused, so that the quality sense of the noise in the automobile is reduced.

To this end, the present application provides a method for controlling engine start of a hybrid vehicle to improve the overall quality of NVH (Noise, vibration, harshness) of the hybrid vehicle.

Fig. 1 shows a flowchart of an engine start control method for a hybrid electric vehicle according to an embodiment of the present application, where the engine start control method may be performed by the hybrid electric vehicle, for example, by a plug-in hybrid electric vehicle, and in particular, may be performed by a vehicle controller of the plug-in hybrid electric vehicle. Referring to fig. 1, the engine start control method at least includes steps S110 to S150, and is described in detail as follows:

In step S110, in an engine stop state of the hybrid electric vehicle, it is monitored whether the power battery level of the hybrid electric vehicle falls below a first power level threshold, and when the power battery level falls below the first power level threshold, step S120 is performed.

The first electric quantity threshold value is a preset electric quantity value. In an exemplary embodiment, the first power threshold is the minimum power allowed by the power battery, and at this time, the power battery needs to be powered up as soon as possible to avoid the risk of power failure due to too low power.

In one embodiment of the present application, the first power threshold is 3% of the power battery capacity, that is, in step S110, in the engine-off state of the hybrid vehicle, it is monitored whether the power battery capacity of the hybrid vehicle falls below 3% of the power battery capacity, and when the power battery capacity falls below 3% of the power battery capacity, step S120 is performed.

Of course, the first electric quantity threshold is not limited to be set to 3% of the power battery capacity, and may be flexibly adjusted according to the power battery capacity, for example, when the power battery capacity is large, the first electric quantity threshold is set to 2% of the power battery capacity, and when the power battery capacity is small, the first electric quantity threshold is set to 4%, 5% or the like of the power battery capacity.

In step S120, it is determined whether the hybrid vehicle is traveling in the preset lane at the current time, and when the hybrid vehicle is traveling in the preset lane at the current time, the process proceeds to step S130, and when the hybrid vehicle is not traveling in the preset lane at the current time, the process proceeds to step S150.

The preset lane may be a lane provided with a traffic light, for example, a motor vehicle lane, and when the hybrid electric vehicle runs in the preset lane, the hybrid electric vehicle needs to stop for a short time or run normally according to the state of the traffic light. Specifically, when the hybrid electric vehicle runs in a preset lane, if the preset lane in which the hybrid electric vehicle is located at the current moment is in a red light state, the vehicle is stopped for a short time, and after the red light state is switched to a non-red light state, the vehicle can start to normally run.

In one embodiment of the present application, the preset lane is a vehicle lane, that is, in step S120, it is determined whether the hybrid vehicle is currently traveling in the vehicle lane, when the hybrid vehicle is currently traveling in the vehicle lane, step S130 is entered, and when the hybrid vehicle is not currently traveling in the vehicle lane, step S150 is entered.

It should be noted that, the road section where the hybrid vehicle is located may be provided with a plurality of motor lanes, for example, two, three, four, etc., and when the hybrid vehicle is traveling in any one motor lane at the current time, the hybrid vehicle is considered to be traveling in the motor lane at the current time.

As shown in fig. 2, in one embodiment of the present application, step S120 includes steps S210 to S230, which are described in detail below:

in step S210, a position of the hybrid vehicle at the current time and a lane line position of a preset lane are obtained.

In detail, the position of the hybrid electric vehicle at the current time is the position of the center line of the hybrid electric vehicle at the current time, and the center line extends along the length direction of the hybrid electric vehicle.

The position of the hybrid electric vehicle at the current moment can be obtained through positioning information, and the lane line position of the preset lane can be obtained through map information, for example, a high-precision map recorded with the lane line position of each road section.

In step S220, an actual distance between the hybrid vehicle and a lane line of the preset lane is determined based on the position of the hybrid vehicle at the current time and the lane line position of the preset lane.

In one embodiment of the present application, the preset lane is a vehicle lane, and in step S220, the distance between the hybrid vehicle and the lane line of each vehicle lane is obtained based on the current position of the hybrid vehicle and the lane line position of each vehicle lane, and the minimum distance value of the distances between the hybrid vehicle and the lane line of each vehicle lane is used as the actual distance between the hybrid vehicle and the lane line of the preset lane.

In step S230, it is determined whether the hybrid vehicle is traveling in the preset lane at the current time based on the actual distance between the hybrid vehicle and the lane line of the preset lane and the distance threshold.

In detail, when the actual distance between the hybrid electric vehicle and the lane line of the preset lane is above the distance threshold, the hybrid electric vehicle is considered not to run in the preset lane at the current moment, and when the actual distance between the hybrid electric vehicle and the lane line of the preset lane is below the distance threshold, the hybrid electric vehicle is considered to run in the preset lane at the current moment.

Wherein the distance threshold is a preset distance value. In an exemplary embodiment, the distance threshold is set to the sum of half the width of the motor vehicle lane and half the vehicle width to be able to accurately determine whether the hybrid vehicle is traveling in the motor vehicle lane at the present time.

As illustrated in fig. 3, an exemplary road segment includes a plurality of motor vehicle lanes 101, non-motor vehicle lanes 102, and walking lanes 103, wherein a division line between the motor vehicle lanes 101 is referred to as a lane line 104, a division line between the motor vehicle lanes 101 and the non-motor vehicle lanes 102 or the walking lanes 103 is a common division line 105, and it is assumed that a width of each motor vehicle lane 101 is 3.75 meters, and a width of a hybrid vehicle 106 is 1.8 meters. When the hybrid vehicle 106 travels on a vehicle lane 101 that is adjacent to the non-vehicle lane 102 or the pedestrian passageway 103, if the hybrid vehicle 106 travels close to the normal dividing line 105, the distance between the hybrid vehicle 106 (center line) and the nearest lane line 104 is the sum of half the width of the vehicle lane 101 and half the vehicle width, that is, 3.75/2+1.8/2=2.775 meters. When the hybrid vehicle 106 travels on a vehicle lane 101 that is distant from the non-vehicle lane 102 or the pedestrian passageway 103, for example, on a vehicle lane that is located at a middle position among the plurality of vehicle lanes 101, if the hybrid vehicle 106 is located at the center position of the vehicle lane 101, the distance between the hybrid vehicle 106 and the nearest lane line 104 is half the width of the vehicle lane 101, that is, 3.75/2=1.875 meters. When the hybrid vehicle 106 travels on a vehicle lane 101 that is far from the non-vehicle lane 102 or the pedestrian passageway 103, for example, on a vehicle lane that is located at a middle position among the plurality of vehicle lanes 101, if the hybrid vehicle 106 is located close to the lane line 104 of the vehicle lane 101, the distance between the hybrid vehicle 106 and the nearest lane line 104 is half the width of the hybrid vehicle 106, that is, 1.8/2=0.9 meters. Thus, the distance threshold is set to be the sum of half the width of the motor vehicle lane 101 and half the vehicle width, that is, the distance threshold is 2.775 meters.

That is, in step S230, when the actual distance between the hybrid vehicle and the lane line of the preset lane is less than 2.775 meters, the hybrid vehicle is considered to be traveling in the preset lane at the present time, and when the actual distance between the hybrid vehicle and the lane line of the preset lane is greater than or equal to 2.775 meters, the hybrid vehicle is considered to be not traveling in the preset lane at the present time.

Of course, in other embodiments, the distance threshold may also be set to other distance values, for example, to 2.8 meters, 2.9 meters, etc.

In step S130, the traffic light state of the preset lane where the current time of the hybrid electric vehicle is located is obtained, when the traffic light state of the preset lane where the current time of the hybrid electric vehicle is located is the red light state, step S140 is entered, and when the traffic light state of the preset lane where the current time of the hybrid electric vehicle is located is the non-red light state, step S150 is entered.

In the embodiment in which the preset lane is a vehicle lane, the preset lane in which the current time of the hybrid vehicle is located, that is, the vehicle lane in which the current time of the hybrid vehicle is located.

As shown in fig. 4, in one embodiment of the present application, step S130 includes steps S410 to S440, which are described in detail below:

In step S410, a position of a center line of the hybrid vehicle is determined based on a current pose of the hybrid vehicle, the center line extending along a longitudinal direction of the hybrid vehicle.

The pose of the hybrid electric vehicle at the current moment can be obtained through the pose sensing device, and then the position of the central line of the hybrid electric vehicle is determined based on the pose of the hybrid electric vehicle at the current moment and the position of the hybrid electric vehicle at the current moment.

In step S420, the traffic light state and the traffic light position corresponding to the road section where the hybrid electric vehicle is located at the current moment are obtained, so as to obtain the red light position.

In detail, each road section may correspond to a set of traffic lights (including a plurality of lights), each preset lane in each road section may correspond to a different light respectively, or a part of preset lanes corresponds to one of the lights, other preset lanes correspond to different lights respectively, etc., when the light corresponding to the preset lane is a red light, the vehicle running on the preset lane needs to stop for a short time, and when the light corresponding to the preset lane is a non-red light, the vehicle running on the preset lane needs to run normally.

The traffic light position corresponding to the road section can be obtained through a map, the traffic light state corresponding to the road section can be obtained through a visual recognition device, and when the hybrid electric vehicle runs within a certain distance from the traffic light position, for example within 50 meters from the traffic light position, the traffic light state can be obtained through the visual recognition device, so that the traffic light position, namely the preset lane corresponding to the traffic light at the current moment, is further obtained according to the traffic light state and the traffic light position of the preset lane where the hybrid electric vehicle is located at the current moment.

In step S430, an angle between the red light position and the center line position of the hybrid vehicle is calculated.

In detail, as shown in fig. 5, 101 represents a preset lane where the hybrid vehicle is located at the current time, 107 represents a center line position of the hybrid vehicle, 108 represents a red light position, and an included angle α formed by a line L between the red light position 108 and the center line position 107 and an extension line 109 of the preset lane 101 is an included angle between the red light position 108 and the center line position 107 of the hybrid vehicle.

In step S440, the traffic light status of the preset lane where the hybrid vehicle is located at the current time is determined based on the angle between the red light position and the center line position of the hybrid vehicle and the threshold value of the angle.

In detail, when the included angle between the red light position and the central line position of the hybrid electric vehicle reaches above an included angle threshold, the preset lane where the hybrid electric vehicle is located at the current moment is considered to be in a non-red light state, and when the included angle between the red light position and the central line position of the hybrid electric vehicle is below the included angle threshold, the preset lane where the hybrid electric vehicle is located at the current moment is considered to be in a red light state.

In one embodiment of the application, the included angle threshold is set to be 1.5 degrees, when the included angle between the red light position and the central line position of the hybrid electric vehicle is larger than 1.5 degrees, the preset lane where the current moment of the hybrid electric vehicle is located is considered to be in a non-red light state, and when the included angle between the red light position and the central line position of the hybrid electric vehicle is smaller than or equal to 1.5 degrees, the preset lane where the current moment of the hybrid electric vehicle is considered to be in a red light state, so that whether the preset lane where the current moment of the hybrid electric vehicle is located is in a red light state or not can be accurately judged. Of course, the angle threshold is not limited to being set to 1.5 °, in other embodiments, the angle threshold may be, for example, 1.8 °,2.0 °, etc

In step S140, the engine is kept in a stopped state.

In step S150, the engine is started.

In the first embodiment, when the traffic light state of the preset lane where the hybrid electric vehicle is located at the current moment is a red light state, at this time, the hybrid electric vehicle needs to be in a deceleration preparation short-time parking state or is in a short-time parking state, and the engine is kept in a stop state, so that the situation that the engine is suddenly started under the condition that the hybrid electric vehicle is in the deceleration preparation short-time parking state or is in the short-time parking state can be avoided, the overall quality of NVH of the hybrid electric vehicle is improved, and the duration time is generally shorter in the red light state, so that the risk of power failure cannot occur; when the traffic light state of the preset lane where the hybrid electric vehicle is positioned at the current moment is in a non-red light state, the hybrid electric vehicle needs to normally run, and the power battery can be prevented from being powered down due to the fact that the electric quantity is too low by starting the engine; when the hybrid electric vehicle does not run on a preset lane at the current moment, the short-time stopping (possibly in a running state or a parking state) caused by a traffic light is not needed to be considered, and the engine is directly started, so that the power battery is prevented from being powered down due to the fact that the electric quantity is too low. That is, the improvement of the overall quality of the NVH of the hybrid electric vehicle is realized on the premise of meeting emission requirements and not generating power failure risks.

Fig. 6 shows a flowchart of a method for controlling engine start of a hybrid electric vehicle according to the second embodiment of the present application, where the method for controlling engine start may be performed by the hybrid electric vehicle, for example, by a plug-in hybrid electric vehicle, and specifically may be performed by a vehicle controller of the plug-in hybrid electric vehicle. Referring to fig. 6, the engine start control method at least includes steps S610 to S680, and is described in detail as follows:

in step S610, in an engine stop state of the hybrid vehicle, it is monitored whether or not the power battery level of the hybrid vehicle is below a second power level threshold, and if so, the process proceeds to S620.

The second electric quantity threshold value is a preset electric quantity value. In particular, a low electrical value is possible, in which case the power battery is preferably supplied.

In one embodiment of the present application, the second power threshold is 18% of the power battery capacity, that is, in step S610, in the engine-off state of the hybrid vehicle, it is monitored whether the power battery capacity of the hybrid vehicle falls below 18% of the power battery capacity, and when the power battery capacity falls below 18% of the power battery capacity, step S620 is performed.

Of course, the second electric quantity threshold is not limited to be set to 18% of the power battery capacity, and may be flexibly adjusted according to the power battery capacity, for example, when the power battery capacity is large, the second electric quantity threshold is set to 16%, 17% or the like of the power battery capacity, and when the power battery capacity is small, the second electric quantity threshold is set to 20%, 22% or the like of the power battery capacity.

In one embodiment of the present application, if it is detected that the power battery of the hybrid electric vehicle reaches above the second power threshold, the monitoring logic is exited, and the power battery of the hybrid electric vehicle is temporarily not monitored any more, for example, after a preset time, the monitoring logic is entered again, and the power battery of the hybrid electric vehicle is monitored, so as to reduce unnecessary operations and reduce power consumption of related electronic devices. Of course, in other embodiments, the power battery level of the hybrid vehicle may be monitored in real time.

In step S620, it is monitored whether the power battery level of the hybrid electric vehicle falls below the first power level threshold, if yes, step S630 is entered, otherwise step S650 is entered.

As described above, the first power threshold is a preset power value that is smaller than the second power threshold, for example, 3% of the power battery capacity, that is, in step S620, it is monitored whether the power battery capacity of the hybrid vehicle falls below 3% of the power battery capacity, and when the power battery capacity falls below 3% of the power battery capacity, step S630 is entered, otherwise, step S650 is entered.

In step S630, it is determined whether the hybrid vehicle is traveling in the preset lane at the current time, and when the hybrid vehicle is traveling in the preset lane at the current time, step S640 is entered, and when the hybrid vehicle is not traveling in the preset lane at the current time, step S680 is entered.

In detail, how to determine whether the hybrid vehicle is traveling in the preset lane at the current time may refer to the description of step S120 in the first embodiment, which is not repeated here.

In step S640, the traffic light state of the preset lane where the hybrid electric vehicle is located at the current time is obtained, when the traffic light state of the preset lane where the hybrid electric vehicle is located at the current time is a red light state, step S670 is entered, and when the traffic light state of the preset lane where the hybrid electric vehicle is located at the current time is a non-red light state, step S680 is entered.

In particular, how to acquire the traffic light state of the preset lane where the hybrid electric vehicle is located at the current moment can refer to the description of step S130 in the first embodiment, which is not repeated herein.

In step S650, the running vehicle speed of the hybrid vehicle at the current time is acquired, and the process proceeds to step S660.

In detail, the running vehicle speed of the hybrid vehicle at the present time may be obtained by acquiring the vehicle speed information sensed by the vehicle speed sensing means.

In step S660, it is determined whether the running vehicle speed of the hybrid vehicle at the current time is equal to or higher than the first vehicle speed, if yes, the process proceeds to step S680, otherwise, the process proceeds to step S670.

Wherein the first vehicle speed is a preset vehicle speed value. In an exemplary embodiment, the first vehicle speed is 20km/h, that is, in step S660, it is determined whether the running vehicle speed of the hybrid vehicle at the current moment is 20km/h or more, if yes, step S680 is entered, otherwise step S670 is entered.

In step S670, the engine is kept in a stopped state.

In step S680, the engine is started.

Compared with the first embodiment, in the second embodiment, the logic for controlling the engine based on the vehicle speed is further provided, when the electric quantity of the power battery reaches above the first electric quantity threshold, the noise of the low-speed running environment of the automobile is considered to be smaller, the engine is started at the moment to cause larger perception, when the running vehicle speed of the hybrid automobile at the current moment is lower, the engine is kept in a stop state, and the situation that the engine of the hybrid automobile suddenly starts under the condition that the vehicle speed is lower can be avoided, so that the overall quality of NVH of the hybrid automobile is improved; when the running speed of the hybrid electric vehicle at the current moment is higher, the noise of the high-speed running environment of the vehicle is considered to be larger, the engine is started at the moment, the larger perception is not caused, and the engine is started to prevent the power battery from being powered down due to the fact that the electric quantity is too low.

Fig. 7 shows a flowchart of a method for controlling engine start of a hybrid electric vehicle according to the third embodiment of the present application, where the method for controlling engine start of the hybrid electric vehicle may be performed by the hybrid electric vehicle, for example, by a plug-in hybrid electric vehicle, and in particular, may be performed by a vehicle controller of the plug-in hybrid electric vehicle. Referring to fig. 7, the engine start control method at least includes the following steps S710 to S770, which are described in detail as follows:

in step S710, in an engine stop state of the hybrid electric vehicle, monitoring a power battery SOC of the hybrid electric vehicle, determining a magnitude relation between the battery SOC and 18%, if the power battery SOC is greater than 18%, considering that the power battery has no power supply requirement at this time, and exiting the monitoring logic; otherwise, if the power battery power SOC is less than or equal to 18%, the power battery is considered to have a power supply requirement at this time, and the process further proceeds to step S720.

In step S720, further determining the magnitude relation between the battery power SOC and 3%, if the power battery power SOC is less than or equal to 3%, considering that the power battery needs to be charged as soon as possible, and further entering step S730; otherwise, if the power battery SOC is greater than 3%, it is considered that the power battery needs to be charged at this time, but no urgent need is made to be charged, and the process proceeds to step S750.

In step S730, determining whether the hybrid electric vehicle is traveling in the motor vehicle lane at the current time, specifically, obtaining the position of the hybrid electric vehicle at the current time according to the positioning information and obtaining the lane line position of the motor vehicle lane according to the high-precision map, thereby determining the minimum distance between the hybrid electric vehicle and the lane line of the motor vehicle lane, when the minimum distance between the hybrid electric vehicle and the lane line of the motor vehicle is greater than or equal to 2.775 meters, considering that the hybrid electric vehicle is not traveling in the motor vehicle lane at the current time (i.e., not traveling in the motor vehicle lane), at this time, without considering that short-time parking is required due to the traffic light, directly entering step S770; otherwise, when the minimum distance between the hybrid electric vehicle and the lane line of the motor vehicle lane is less than 2.775 meters, the hybrid electric vehicle is considered to be running on the motor vehicle lane at the current moment, and the step S740 is further performed.

In step S740, obtaining the traffic light state of the motor vehicle lane where the hybrid electric vehicle is located at the current moment, specifically obtaining the center line position of the hybrid electric vehicle according to the pose of the hybrid electric vehicle at the current moment and the red light position corresponding to the road section where the hybrid electric vehicle is located according to the traffic light signal, further calculating the included angle between the red light position and the center line position of the hybrid electric vehicle, and when the included angle α is greater than 1.5 °, considering that the hybrid electric vehicle does not travel on the motor vehicle lane corresponding to the red light at the current moment (i.e., the traveling lane is not red light), and entering step S770; otherwise, when the included angle α is less than or equal to 1.5 °, the hybrid electric vehicle is considered to be running on the vehicle lane corresponding to the red light (i.e., the running lane red light) at the current moment, and the step S760 is performed.

In step S750, the running speed Vsp of the hybrid electric vehicle at the current moment is obtained, the relation between the running speed Vsp and 20km/h is judged, and if the running speed Vsp is more than 20km/h, the step S770 is carried out; otherwise, if the traveling speed Vsp is less than or equal to 20km/h, the routine proceeds to step S760.

In step S760, the engine start demand signal=0, and the engine is kept in a stopped state.

In step S770, an engine start demand signal=1 is output, and the engine start demand signal=1 is transmitted to the engine controller EMS (EngineManagementSystem) to cause the engine controller EMS to start the engine.

In the third embodiment, the engine start control is optimized and improved based on the user experience, and the occurrence of the condition that the engine is started to enter the catalyst for heating under the condition of low-speed running or short-time stopping is avoided and reduced through the control strategy. If the SOC of the power battery is lower than 18%, it is considered that the power battery needs to be charged, but the low-speed running or short-time stopping of the automobile is considered that the environmental noise is smaller, and the engine is started at the moment to cause larger perception, so that the SOC of the power battery is continuously judged. If the SOC of the power battery is below 3%, the power supply is serious, and whether the automobile runs on the motor vehicle lane at the current moment is further judged. If so, judging whether the vehicle lane is red light, if so, considering that the vehicle is in a short-time stop state, and starting the engine in a delayed manner, and if not, directly starting the engine to charge the power battery. If the automobile does not run on the motor vehicle lane at the current moment, the engine is directly started to charge the power battery. If the SOC of the power battery is higher than 3%, the vehicle speed is further judged, if the vehicle speed is higher than 20km/h, the vehicle is considered to be in medium-high speed running at the moment, and the influence of engine starting and charging on the noise of the vehicle is small, so that the engine is started to charge the power battery; if the speed of the vehicle is lower than 20km/h, the vehicle is considered to be in a low-speed running state, including a stopping state, and the engine is delayed to start. The engine starting probability of low-speed running and short-time stopping is reduced on the premise of not sacrificing emission and not generating power failure risk, the frequency that a user perceives that the engine starts to enter a catalyst heating working condition in the low-speed running and short-time stopping state is reduced, and therefore the NVH overall quality of an automobile is improved.

Referring next to fig. 8, fig. 8 is a block diagram illustrating a control system of a hybrid vehicle according to an embodiment of the application.

As shown in fig. 8, the hybrid vehicle control system mainly includes a whole vehicle controller 801, a battery management system 802, a positioning device 803, a pose sensing device 804, a visual recognition device 805, a vehicle speed sensing device 806, an engine controller 807, and the like.

The Vehicle Control Unit (VCU) 801, which is a central control unit of the hybrid vehicle, is a core of the entire control system, and can interact with other electronic devices in the control system to further execute all or part of the steps of the control method shown in any of fig. 1 to 2, 4, and 6 to 7.

The battery management system 802 is communicatively connected to the vehicle controller 801 and is configured to detect a power battery power of the hybrid vehicle and send power battery power information to the vehicle controller 801, so that the vehicle controller 801 can obtain the power battery power of the hybrid vehicle.

The positioning device 803 is in communication connection with the vehicle controller 801, and is configured to monitor a position of the hybrid vehicle at a current time, and send position information to the vehicle controller 801, so that the vehicle controller 801 can obtain the position of the hybrid vehicle at the current time.

In detail, the positioning device 803 may be a GNSS (global navigation satellite system) positioning device.

The pose sensing device 804 is in communication connection with the vehicle controller 801, and is configured to sense a pose of the hybrid vehicle at a current moment, and send pose information to the vehicle controller 801, so that the vehicle controller 801 can obtain the pose of the hybrid vehicle at the current moment.

In detail, the pose sensing device 804 may be an IMU (inertial measurement unit) pose sensor.

The visual recognition device 805 is in communication connection with the whole vehicle controller 801, and is configured to collect traffic light images corresponding to a road section where the hybrid electric vehicle is located at the current moment, so as to obtain a traffic light state of a preset lane, so that the whole vehicle controller 801 can obtain a red light position.

The vehicle speed sensing device 806 is in communication with the vehicle controller 801, and is configured to sense a running vehicle speed of the hybrid vehicle at a current time, and send running vehicle speed information to the vehicle controller 801, so that the vehicle controller 801 can obtain the running vehicle speed of the hybrid vehicle at the current time.

In detail, the vehicle speed sensing device 806 may be a wheel speed sensor, which further obtains the vehicle speed by measuring the rotational speed of the vehicle wheels.

The engine controller 807 is communicatively connected to the vehicle controller 801 and is configured to start or stop the engine based on a control instruction of the vehicle controller 801.

Fig. 9 is a schematic diagram of a computer system suitable for implementing the vehicle controller according to the embodiment of the present application. It should be noted that the computer system shown in fig. 9 is only an example, and should not impose any limitation on the functions and the application scope of the embodiments of the present application.

As shown in fig. 9, the computer system 900 includes a central processing unit (CentralProcessingUnit, CPU) 901 which can perform various appropriate actions and processes, such as performing the methods in the above-described embodiments, according to a program stored in a Read-only memory (ROM) 902 or a program loaded from a storage section 908 into a random access memory (RandomAccessMemory, RAM) 903. In the RAM903, various programs and data required for system operation are also stored. The CPU901, ROM902, and RAM903 are connected to each other through a bus 904. An Input/Output (I/O) interface 905 is also connected to bus 904.

The following components are connected to the I/O interface 905: an input section 906 including a keyboard, a mouse, and the like; an output portion 907 including a cathode ray tube (CathodeRayTube, CRT), a liquid crystal display (LiquidCrystalDisplay, LCD), and the like, a speaker, and the like; a storage portion 908 including a hard disk or the like; and a communication section 909 including a network interface card such as a LAN (local area network) card, a modem, or the like. The communication section 909 performs communication processing via a network such as the internet. The drive 910 is also connected to the I/O interface 905 as needed. A removable medium 911 such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, or the like is installed as needed on the drive 910 so that a computer program read out therefrom is installed into the storage section 908 as needed.

In particular, according to embodiments of the present application, the processes described above with reference to flowcharts may be implemented as computer software programs. For example, embodiments of the present application include a computer program product comprising a computer program embodied on a computer readable medium, the computer program comprising a computer program for performing the method shown in the flowchart. In such an embodiment, the computer program may be downloaded and installed from the network via the communication portion 909 and/or installed from the removable medium 911. When the computer program is executed by a Central Processing Unit (CPU) 901, various functions defined in the system of the present application are performed.

It should be noted that, the computer readable medium shown in the embodiments of the present application may be a computer readable signal medium or a computer readable storage medium, or any combination of the two. The computer readable storage medium can be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples of the computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (ErasableProgrammableReadOnlyMemory, EPROM), a flash memory, an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this document, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. In the present application, however, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, with a computer-readable computer program embodied therein. Such a propagated data signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination of the foregoing. A computer readable signal medium may also be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. A computer program embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wired, etc., or any suitable combination of the foregoing.

The flowcharts and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present application. Where 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 or flowchart illustration, and combinations of blocks in the block diagrams 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.

The units involved in the embodiments of the present application may be implemented by software, or may be implemented by hardware, and the described units may also be provided in a processor. Wherein the names of the units do not constitute a limitation of the units themselves in some cases.

As another aspect, the present application also provides a computer-readable medium that may be contained in the whole vehicle controller described in the above embodiment; or may exist alone without being assembled into the vehicle controller. The computer readable medium carries one or more programs which, when executed by one of the vehicle controllers, cause the vehicle controller to implement the method of the above embodiments.

It should be noted that although in the above detailed description several modules or units of a device for action execution are mentioned, such a division is not mandatory. Indeed, the features and functions of two or more modules or units described above may be embodied in one module or unit in accordance with embodiments of the application. Conversely, the features and functions of one module or unit described above may be further divided into a plurality of modules or units to be embodied.

From the above description of embodiments, those skilled in the art will readily appreciate that the example embodiments described herein may be implemented in software, or may be implemented in software in combination with the necessary hardware. Thus, the technical solution according to the embodiments of the present application may be embodied in the form of a software product, which may be stored in a non-volatile storage medium (may be a CD-ROM, a U-disk, a mobile hard disk, etc.) or on a network, and includes several instructions to cause a computing device (may be a personal computer, a server, a touch terminal, or a network device, etc.) to perform the method according to the embodiments of the present application.

Other embodiments of the application will be apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein. This application is intended to cover any variations, uses, or adaptations of the application following, in general, the principles of the application and including such departures from the present disclosure as come within known or customary practice within the art to which the application pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the application being indicated by the following claims.

Claims

1. A method for controlling engine start of a hybrid vehicle, the method comprising:

2. The method according to claim 1, wherein the method further comprises:

and starting the engine when the hybrid electric vehicle does not run in a preset lane at the current moment.

3. The method of claim 1, wherein the determining whether the hybrid vehicle is currently traveling in a preset lane comprises:

acquiring the position of the hybrid electric vehicle at the current moment and the lane line position of a preset lane;

determining the actual distance between the hybrid electric vehicle and the lane line of the preset lane based on the position of the hybrid electric vehicle at the current moment and the lane line position of the preset lane;

and determining whether the hybrid electric vehicle runs in the preset lane at the current moment or not based on the actual distance between the hybrid electric vehicle and the lane line of the preset lane and a distance threshold value.

4. The method of claim 3, wherein the predetermined lane is a motor vehicle lane, and wherein the determining the actual distance of the hybrid vehicle from the lane line of the predetermined lane based on the position of the hybrid vehicle at the current time and the lane line position of the predetermined lane comprises:

Acquiring the distance between the hybrid electric vehicle and the lane line of each motor vehicle lane based on the position of the hybrid electric vehicle at the current moment and the lane line position of each motor vehicle lane;

and taking the minimum distance value in the distance between the hybrid electric vehicle and the lane line of each motor vehicle lane as the actual distance between the hybrid electric vehicle and the lane line of the preset lane.

5. The method of claim 1, wherein the obtaining the traffic light state of the preset lane in which the current time of the hybrid electric vehicle is located comprises:

based on the pose of the hybrid electric vehicle at the current moment, determining the position of a central line of the hybrid electric vehicle, wherein the central line extends along the length direction of the hybrid electric vehicle;

acquiring a traffic light state and a traffic light position corresponding to a road section where the hybrid electric vehicle is located at the current moment to acquire a red light position, wherein the road section comprises at least one preset lane;

calculating an included angle between the red light position and the central line position of the hybrid electric vehicle;

and determining the traffic light state of a preset lane where the hybrid electric vehicle is located at the current moment based on the included angle between the red light position and the central line position of the hybrid electric vehicle and an included angle threshold value.

6. The method according to any one of claims 1 to 5, further comprising:

monitoring whether the power battery electric quantity of a hybrid electric vehicle is above a first electric quantity threshold value and below a second electric quantity threshold value in an engine stop state of the hybrid electric vehicle;

when the power battery power of the hybrid electric vehicle is above the first power threshold and below the second power threshold, acquiring the running speed of the hybrid electric vehicle at the current moment;

when the running speed of the hybrid electric vehicle at the current moment reaches above a first speed, starting the engine, and when the running speed of the hybrid electric vehicle at the current moment is below the first speed, keeping the engine in a stop state.

7. The method of claim 6, wherein the first power threshold is a minimum power allowed by the power cell; the first electric quantity threshold is 3% of the power battery capacity, and the second electric quantity threshold is 18% of the power battery capacity.

8. The utility model provides a hybrid vehicle control unit which characterized in that includes:

one or more processors;

memory for storing one or more computer programs which, when executed by the one or more processors, cause the vehicle controller to implement the method of any of claims 1 to 7.

9. A hybrid vehicle control system, characterized by comprising:

a vehicle control unit as claimed in claim 8;

the battery management system is in communication connection with the whole vehicle controller and is configured to detect the power battery electricity quantity of the hybrid electric vehicle and send the power battery electricity quantity information to the whole vehicle controller;

the positioning device is in communication connection with the whole vehicle controller and is configured to monitor the position of the hybrid electric vehicle at the current moment and send position information to the whole vehicle controller;

the pose sensing device is in communication connection with the whole vehicle controller and is configured to sense the pose of the hybrid electric vehicle at the current moment and send pose information to the whole vehicle controller;

the visual identification device is in communication connection with the whole vehicle controller and is configured to acquire a traffic light image corresponding to a road section where the hybrid electric vehicle is positioned at the current moment so as to obtain a traffic light state of the preset lane;

the vehicle speed sensing device is in communication connection with the whole vehicle controller and is configured to sense the running vehicle speed of the hybrid electric vehicle at the current moment and send running vehicle speed information to the whole vehicle controller;

And the engine controller is in communication connection with the whole vehicle controller and is configured to start or stop the engine based on a control instruction of the whole vehicle controller.

10. A hybrid vehicle comprising a vehicle body, and an engine, a power battery, and a control system provided in the vehicle body, wherein the control system is as claimed in claim 9.