WO2019062881A1 - 混合动力车辆及其发动机停机控制方法和系统 - Google Patents

混合动力车辆及其发动机停机控制方法和系统 Download PDF

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Publication number
WO2019062881A1
WO2019062881A1 PCT/CN2018/108539 CN2018108539W WO2019062881A1 WO 2019062881 A1 WO2019062881 A1 WO 2019062881A1 CN 2018108539 W CN2018108539 W CN 2018108539W WO 2019062881 A1 WO2019062881 A1 WO 2019062881A1
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WIPO (PCT)
Prior art keywords
engine
vcu
bsg
motor controller
bsg motor
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PCT/CN2018/108539
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English (en)
French (fr)
Inventor
王春生
许伯良
罗永官
熊伟
刘学礼
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比亚迪股份有限公司
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Publication of WO2019062881A1 publication Critical patent/WO2019062881A1/zh

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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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque

Definitions

  • the present disclosure relates to the field of vehicle technology, and in particular, to an engine stop control method for a hybrid vehicle, an engine stop control system for a hybrid vehicle, and a hybrid vehicle having the engine stop control system.
  • FIG. 1 is a schematic structural view of a hybrid vehicle in the related art.
  • the BSG (Belt-driven Starter/Generator) motor in the vehicle can be used as a motor to drive the engine to idle speed to complete the engine start, and can also be used as a generator power battery. HV-battery charging.
  • the present disclosure is intended to solve at least one of the technical problems in the above-described techniques to some extent.
  • the first object of the present disclosure is to provide an engine stop control method for a hybrid vehicle. When the engine is turned off, the excess energy of the engine is recovered by the reverse pulling of the BSG motor, so that the engine is withdrawn early and the engine is reduced. The working time is to achieve the purpose of improving the economy of the vehicle and the performance of NVH.
  • a second object of the present disclosure is to provide an engine stop control system for a hybrid vehicle.
  • a third object of the present disclosure is to propose a hybrid vehicle.
  • a first aspect of the present disclosure provides an engine stop control method for a hybrid vehicle, the hybrid vehicle including an engine, a BSG motor connected to the engine, and a control for the BSG motor.
  • a BSG motor controller an electronic control unit ECU, and a vehicle control unit VCU
  • the control method comprising the steps of: determining, by the VCU, whether the engine meets a preset shutdown condition; if the engine meets the preset shutdown condition, The VCU sends a BSG pull engine command to the BSG motor controller; the BSG motor controller receives the BSG pull engine command, and controls the BSG motor to output a negative torque according to the BSG pull engine command To the engine to pull the engine down.
  • the vehicle control unit VCU determines whether the engine satisfies the preset stop condition, and if so, the VCU transmits the BSG pull engine command to the BSG motor controller.
  • the BSG motor controller receives the BSG pull-off engine command and controls the BSG motor to output a negative torque to the engine according to the BSG pull-off engine command to pull the engine down. Therefore, when the engine is turned off and stopped, the excess energy of the engine is recovered by the reverse pulling of the BSG motor, so that the engine can be withdrawn as early as possible, the working time of the engine is reduced, and the economy of the whole vehicle and the performance of the NVH are improved.
  • the engine stop control method of the hybrid vehicle proposed according to the above embodiment of the present disclosure may further have the following additional technical features:
  • the VCU determining whether the engine meets a preset shutdown condition comprises: determining whether communication between the VCU and the ECU and the BSG motor controller is normal; if the VCU Communicating with the ECU and the BSG motor controller is normal, and simultaneously sending an engine stop command to the ECU and the BSG motor controller to cause the BSG motor controller to perform a self-test and self-test The result is sent to the VCU, and the ECU sends the current rotational speed of the engine to the VCU; receiving the self-test result sent by the BSG motor controller and the current rotational speed of the engine sent by the ECU And determining whether the self-test result is normal and determining whether the current rotational speed of the engine is greater than or equal to a preset rotational speed; if the self-test result is that the self-test is normal and the current rotational speed of the engine is greater than or equal to Determining the preset speed, determining that the engine meets the preset shutdown condition.
  • the VCU when the VCU sends the engine stop command to the ECU and the engine stop command is not sent to the BSG motor controller, or the self-test result is a self-test abnormality, or When the current rotational speed of the engine is less than a difference between the preset rotational speed and the first preset value, the engine is stopped by the ECU, and the BSG is prohibited from sending an engine command to the BSG motor. Controller.
  • the VCU when communication between the VCU and the ECU is abnormal, or communication between the VCU and the BSG motor controller is abnormal, or the VCU sends the engine stop command to When the BSG motor controller does not send the engine stop command to the ECU, the BSG motor controller prohibits the engine command from being pulled in response to the BSG.
  • a second aspect of the present disclosure provides an engine stop control system for a hybrid vehicle, comprising: an engine; a BSG motor connected to the engine; and a BSG motor controller for controlling the BSG motor
  • An electronic control unit ECU for controlling the engine
  • a vehicle control unit VCU the VCU being respectively connected to the ECU and the BSG motor controller, wherein the VCU is configured to determine whether the engine meets a preset shutdown a condition, and when determining that the engine meets the preset stop condition, transmitting a BSG pull engine command to the BSG motor controller, wherein the BSG motor controller receives the BSG pull engine command, and according to The BSG pull-off engine command controls the BSG motor to output a negative torque to the engine to pull the engine.
  • the vehicle control unit VCU determines whether the engine meets the preset stop condition, and if so, the VCU sends the BSG pull engine command to the BSG motor controller, and the BSG motor control
  • the receiver receives the BSG pull-off engine command and controls the BSG motor to output a negative torque to the engine according to the BSG pull-off engine command to pull the engine down. Therefore, when the engine is turned off and stopped, the excess energy of the engine is recovered by the reverse pulling of the BSG motor, so that the engine can be withdrawn as early as possible, the working time of the engine is reduced, and the economy of the whole vehicle and the performance of the NVH are improved.
  • the engine stop control system of the hybrid vehicle proposed according to the above embodiment of the present disclosure may further have the following additional technical features:
  • the VCU determines whether the engine meets a preset shutdown condition, wherein the VCU determines whether communication between the VCU and the ECU and the BSG motor controller is normal. If the communication between the VCU and the ECU and the BSG motor controller is normal, the VCU simultaneously sends an engine stop command to the ECU and the BSG motor controller to control the BSG motor Performing a self-test and transmitting a self-test result to the VCU, while the ECU transmits the current rotational speed of the engine to the VCU; the VCU receives the self-test result sent by the BSG motor controller and The current rotational speed of the engine sent by the ECU, and determining whether the self-test result is normal for self-test and determining whether the current rotational speed of the engine is greater than or equal to a preset rotational speed; if the self-test result is the self-test Normally, and the current speed of the engine is greater than or equal to the preset speed, the VCU determines that the engine meets the preset
  • the VCU when the VCU sends the engine stop command to the ECU and the engine stop command is not sent to the BSG motor controller, or the self-test result is a self-test abnormality, or When the current rotational speed of the engine is less than a difference between the preset rotational speed and the first preset value, the engine is stopped by the ECU, and the BSG is prohibited from sending an engine command to the BSG motor. Controller.
  • the VCU when communication between the VCU and the ECU is abnormal, or communication between the VCU and the BSG motor controller is abnormal, or the VCU sends the engine stop command to When the BSG motor controller does not send the engine stop command to the ECU, the BSG motor controller prohibits the engine command from being pulled in response to the BSG.
  • a third aspect of the present disclosure proposes a hybrid vehicle including the above-described engine stop control system.
  • the hybrid vehicle of the embodiment of the present disclosure recovers the excess energy of the engine through the reverse pulling of the BSG motor through the engine stop control system described above, so that the engine exits the work as early as possible, reducing the working time of the engine, and improving The purpose of vehicle economy and NVH performance.
  • FIG. 1 is a schematic structural view of a hybrid vehicle in the related art
  • FIG. 2 is a flowchart of an engine stop control method of a hybrid vehicle according to an embodiment of the present disclosure
  • FIG. 3 is a flow chart for determining whether communication between a VCU and a BSG motor controller is normal, according to an embodiment of the present disclosure
  • FIG. 4 is a flow chart for determining whether communication between a VCU and an ECU is normal, according to an embodiment of the present disclosure
  • FIG. 5 is a self-check flow chart of a BSG motor controller in accordance with an embodiment of the present disclosure
  • FIG. 6 is a flowchart of an engine stop control method of a hybrid vehicle according to an embodiment of the present disclosure
  • FIG. 7 is a block schematic diagram of an engine shutdown control system of a hybrid vehicle in accordance with an embodiment of the present disclosure
  • FIG. 8 is a block schematic diagram of a hybrid vehicle in accordance with an embodiment of the present disclosure.
  • the hybrid vehicle includes an engine, a BSG motor coupled to the engine, a BSG motor controller for controlling the BSG motor, an electronic control unit ECU, and a vehicle control unit VCU.
  • the engine stop control method of the hybrid vehicle of the embodiment of the present disclosure may include the following steps:
  • the VCU determines whether the engine meets the preset shutdown condition.
  • the VCU determines whether the engine meets the preset shutdown condition, including: determining whether the communication between the VCU and the ECU and the BSG motor controller is normal; if the communication between the VCU and the ECU and the BSG motor controller is normal; , the engine stop command is sent to the ECU and the BSG motor controller at the same time, so that the BSG motor controller performs a self-test and sends the self-test result to the VCU, and the ECU sends the current engine speed to the VCU; the receiving BSG motor controller sends The self-test result and the current engine speed sent by the ECU, and determine whether the self-test result is normal and determine whether the current engine speed is greater than or equal to the preset speed; if the self-test result is normal, the current engine speed is greater than Equal to the preset speed, it is judged that the engine meets the preset stop condition.
  • the preset speed can be calibrated according to the actual situation.
  • Data can be transmitted between the VCU and the ECU and the BSG motor controller via the CAN (Controller Area Network) bus.
  • CAN Controller Area Network
  • determining whether the communication between the VCU and the BSG motor controller is normal may include the following steps:
  • step S101 Whether the VCU receives the BSG message sent by the BSG motor controller. If yes, go to step S102; if no, go to step S103.
  • step S104 Whether the timer is greater than or equal to a second preset value. If yes, go to step S105; if no, go to step S106.
  • determining whether the communication between the VCU and the ECU is normal may include the following steps:
  • step S201 Whether the VCU receives the ECU message sent by the ECU. If yes, go to step S202; if no, go to step S203.
  • step S204 Whether the timer is greater than or equal to a second preset value. If yes, go to step S205; if no, go to step S206.
  • the VCU When the communication between the VCU and the ECU and the BSG motor controller is normal, it indicates that the VCU can transmit data between the ECU and the BSG motor controller. At this time, the VCU sends an engine stop command to the ECU and the BSG motor controller, BSG.
  • the motor controller begins to perform a self-test and sends the self-test result to the VCU, while the ECU acquires the current engine speed and sends the speed to the VCU.
  • the self-test process of the BSG motor controller includes:
  • step S302 whether the BSG motor is faulty. If yes, go to step S303; if no, go to step S304.
  • step S304 Is the BSG motor controller faulty. If yes, go to step S305; if no, go to step S306.
  • the VCU determines that the engine meets the preset shutdown condition.
  • the VCU sends a BSG pull-off engine command to the BSG motor controller.
  • the BSG motor controller receives the BSG pull-off engine command, and controls the BSG motor to output a negative torque to the engine according to the BSG pull-off engine command to pull the engine.
  • the VCU sends a BSG pull engine command to the BSG motor controller:
  • the engine is in running state and the communication between the VCU and the ECU and the BSG motor controller is normal;
  • the current speed of the engine is greater than or equal to the preset speed.
  • the BSG motor controller controls the BSG motor to output a negative torque to the engine according to the BSG pull-off engine command to pull the engine to stop, so that the engine is recovered by the BSG motor back-pull when the engine is turned off.
  • Excess energy (such as can be stored in the power battery), so that the engine exits work as early as possible, reducing the working time of the engine, to achieve the purpose of improving vehicle economy and NVH performance.
  • the current speed of the engine is less than the difference between the preset speed and the first preset value.
  • the VCU when the VCU sends an engine stop command to the ECU and does not send an engine stop command to the BSG motor controller, or the self-test result is a self-test abnormality, or the current engine speed is less than the preset speed and the first pre-
  • the engine is stopped by the ECU, and the BSG is prohibited from sending the engine command to the BSG motor controller.
  • the first preset value may be calibrated according to actual conditions.
  • the VCU when communication between the VCU and the ECU is abnormal, or communication between the VCU and the BSG motor controller is abnormal, or the VCU sends an engine stop command to the BSG motor controller and does not send an engine stop command to the ECU
  • the BSG motor controller is prohibited from responding to the BSG to stop the engine command.
  • FIG. 6 is a flowchart of an engine stop control method of a hybrid vehicle according to an embodiment of the present disclosure. As shown in FIG. 6, the engine stop control method of the hybrid vehicle includes the following steps:
  • step S402 whether the communication between the VCU and the ECU and the BSG motor controller is normal. If yes, go to step S404; if no, go to step S403.
  • step S404 whether the VCU sends an engine stop command to the ECU and the BSG motor controller at the same time. If yes, go to step S410; if no, go to step S405.
  • step S405 whether the VCU has not sent an engine stop command to the ECU and the BSG motor controller. If yes, go to step S406; if no, go to step S407.
  • the ECU controls the engine to continue running, and prohibits sending the BSG to pull the engine command to the BSG motor controller.
  • step S407 whether the VCU sends an engine stop command to the ECU and does not send an engine stop command to the BSG motor controller. If yes, go to step S408; if no, go to step S409.
  • the ECU controls the engine to stop, and prohibits sending the BSG to pull the engine command to the BSG motor controller.
  • the BSG motor controller performs a self-test and sends the self-test result to the VCU, and the ECU sends the current engine speed to the VCU.
  • step S411 the VCU determines whether the self-test result of the BSG motor controller is normal. If yes, go to step S413; if no, go to step S412.
  • the ECU controls the engine to stop, and prohibits sending the BSG to pull the engine command to the BSG motor controller.
  • the VCU determines whether the current engine speed is greater than or equal to a preset speed. If yes, go to step S414; if no, go to step S415.
  • the BSG is allowed to send the engine command to the BSG motor controller.
  • the BSG motor controller controls the BSG motor to output a negative torque to pull the engine, and the excess energy of the engine can be stored in the power battery.
  • the VCU determines whether the current rotational speed of the engine is less than a difference between the preset rotational speed and the first preset value. If yes, go to step S416; if no, go to step S417.
  • the ECU controls the engine to stop (can also directly stop directly), and prohibits sending the BSG to pull the engine command to the BSG motor controller.
  • the BSG pull-off engine flag defaults to the previous state.
  • the vehicle control unit VCU determines whether the engine meets the preset stop condition, and if so, the VCU sends the BSG pull engine command to the BSG motor controller. .
  • the BSG motor controller receives the BSG pull-off engine command and controls the BSG motor to output a negative torque to the engine according to the BSG pull-off engine command to pull the engine down. Therefore, when the engine is turned off and stopped, the excess energy of the engine is recovered by the reverse pulling of the BSG motor, so that the engine can be withdrawn as early as possible, the working time of the engine is reduced, and the economy of the whole vehicle and the performance of the NVH are improved.
  • the engine stop control system 100 of the hybrid vehicle may include an engine 10, a BSG motor 20, a BSG motor controller 30, an electronic control unit ECU, and a vehicle control unit VCU.
  • the BSG motor 20 is connected to the engine 10.
  • the BSG motor controller 30 is used to control the BSG motor 20.
  • An electronic control unit ECU is used to control the engine 10.
  • the vehicle control unit VCU is respectively connected to the electronic control unit ECU and the BSG motor controller 30, and the vehicle control unit VCU is used to determine whether the engine 10 meets the preset stop condition, and sends the BSG when it is determined that the engine 10 meets the preset stop condition.
  • the engine command is pulled to the BSG motor controller 30, wherein the BSG motor controller 30 receives the BSG pull-off engine command and controls the BSG motor 20 to output a negative torque to the engine 10 in accordance with the BSG pull-off engine command to pull the engine 10 down.
  • the VCU determines whether the engine 10 satisfies a preset shutdown condition, wherein the VCU determines whether communication between the VCU and the ECU and the BSG motor controller 30 is normal; if the VCU and the ECU and the BSG motor controller The communication between 30 is normal, and the VCU sends an engine stop command to the ECU and the BSG motor controller 30 at the same time, so that the BSG motor controller 30 performs a self-test and sends the self-test result to the VCU, and the ECU takes the current speed of the engine 10.
  • the VCU receives the self-test result sent by the BSG motor controller 30 and the current rotational speed of the engine 10 sent by the ECU, and determines whether the self-test result is normal for self-test and determines whether the current rotational speed of the engine 10 is greater than or equal to the preset rotational speed; If the self-test result is that the self-test is normal and the current speed of the engine 10 is greater than or equal to the preset speed, the VCU determines that the engine 10 meets the preset shutdown condition.
  • the VCU when the VCU sends an engine stop command to the ECU and does not send an engine stop command to the BSG motor controller 30, or the self-test result is a self-test abnormality, or the current speed of the engine 10 is less than the preset speed and the first When a difference between the preset values is reached, the engine 10 is stopped by the ECU, and the transmission of the BSG pull engine command to the BSG motor controller 30 is prohibited.
  • the VCU when communication between the VCU and the ECU is abnormal, or communication between the VCU and the BSG motor controller 30 is abnormal, or the VCU sends an engine stop command to the BSG motor controller 30 and the engine stop command is not transmitted.
  • the BSG motor controller 30 prohibits the BSG from being pulled to stop the engine command.
  • the vehicle control unit VCU determines whether the engine meets the preset stop condition, and if so, the VCU sends the BSG pull engine command to the BSG motor controller, and the BSG motor control
  • the receiver receives the BSG pull-off engine command and controls the BSG motor to output a negative torque to the engine according to the BSG pull-off engine command to pull the engine down. Therefore, when the engine is turned off and stopped, the excess energy of the engine is recovered by the reverse pulling of the BSG motor, so that the engine can be withdrawn as early as possible, the working time of the engine is reduced, and the economy of the whole vehicle and the performance of the NVH are improved.
  • the hybrid vehicle 1000 can include the engine shutdown control system 100 described above.
  • the hybrid vehicle of the embodiment of the present disclosure recovers the excess energy of the engine through the reverse pulling of the BSG motor through the engine stop control system described above, so that the engine exits the work as early as possible, reducing the working time of the engine, and improving The purpose of vehicle economy and NVH performance.
  • portions of the present disclosure can be implemented in hardware, software, firmware, or a combination thereof.
  • multiple steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system.
  • a suitable instruction execution system For example, if implemented in hardware, as in another embodiment, it can be implemented by any one or combination of the following techniques well known in the art: having logic gates for implementing logic functions on data signals. Discrete logic circuits, application specific integrated circuits with suitable combinational logic gates, programmable gate arrays (PGAs), field programmable gate arrays (FPGAs), etc.
  • first and second are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.
  • features defining “first” and “second” may include at least one of the features, either explicitly or implicitly.
  • the meaning of "a plurality” is at least two, such as two, three, etc., unless specifically defined otherwise.
  • the terms “installation”, “connected”, “connected”, “fixed”, and the like, are to be understood broadly, and may be either a fixed connection or a detachable connection, unless explicitly stated or defined otherwise. , or integrated; can be mechanical or electrical connection; can be directly connected, or indirectly connected through an intermediate medium, can be the internal communication of two elements or the interaction of two elements, unless otherwise specified Limited.
  • the specific meanings of the above terms in the present disclosure can be understood by those skilled in the art on a case-by-case basis.
  • the first feature "on” or “under” the second feature may be a direct contact of the first and second features, or the first and second features may be indirectly through an intermediate medium, unless otherwise explicitly stated and defined. contact.
  • the first feature "above”, “above” and “above” the second feature may be that the first feature is directly above or above the second feature, or merely that the first feature level is higher than the second feature.
  • the first feature “below”, “below” and “below” the second feature may be that the first feature is directly below or obliquely below the second feature, or merely that the first feature level is less than the second feature.

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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
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  • Automation & Control Theory (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

一种混合动力车辆及其发动机停机控制方法和系统，所述控制方法包括以下步骤：VCU判断发动机是否满足预设停机条件（S1）；如果发动机满足预设停机条件，VCU则发送BSG拉停发动机指令至BSG电机控制器（S2）；BSG电机控制器接收BSG拉停发动机指令，并根据BSG拉停发动机指令控制BSG电机输出负扭矩至发动机，以拉停发动机（S3）。该方法能够在发动机熄火停机时，通过BSG电机反拉的形式回收发动机的多余能量，使得发动机尽早退出工作，减少发动机的工作时间，达到提高整车经济性和NVH性能的目的。

Description

混合动力车辆及其发动机停机控制方法和系统
相关申请的交叉引用
本申请基于申请号为201710909298.1，申请日为2017年09月29日的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本公开涉及车辆技术领域，特别涉及一种混合动力车辆的发动机停机控制方法、一种混合动力车辆的发动机停机控制系统和一种具有该发动机停机控制系统的混合动力车辆。
背景技术
图1是相关技术中混合动力车辆的结构示意图。如图1所示，车辆中的BSG(Belt-driven Starter/Generator，皮带传动启动/发电)电机既可以作为电动机拖动发动机至怠速以上，以完成发动机的启动，又可以作为发电机给动力电池HV-battery充电。
当车辆在红灯前或堵车时，如果驾驶员不主动熄火停机，则发动机空转会造成严重的能源浪费和环境污染，而混合动力车辆会根据驾驶员的行为进行判断，从而使发动机自动熄火，减少油耗，实现低碳排放。但是，在混合动力车辆的发动机熄火停机时，发动机会继续工作一段时间，从而产生多余的能量，降低了整车的经济性和NVH(Noise Vibration Harshness，噪声、振动与声振粗糙度)性能。
发明内容
本公开旨在至少从一定程度上解决上述技术中的技术问题之一。为此，本公开的第一个目的在于提出一种混合动力车辆的发动机停机控制方法，在发动机熄火停机时，通过BSG电机反拉的形式回收发动机的多余能量，使得发动机尽早退出工作，减少发动机的工作时间，达到提高整车经济性和NVH性能的目的。
本公开的第二个目的在于提出一种混合动力车辆的发动机停机控制系统。
本公开的第三个目的在于提出一种混合动力车辆。
为达到上述目的，本公开第一方面实施例提出了一种混合动力车辆的发动机停机控制方法，所述混合动力车辆包括发动机、与所述发动机相连的BSG电机、用于控制所述BSG电机的BSG电机控制器、电子控制单元ECU和整车控制单元VCU，所述控制方法包括以下步骤：所述VCU判断所述发动机是否满足预设停机条件；如果所述发动机满足所述预设 停机条件，所述VCU则发送BSG拉停发动机指令至所述BSG电机控制器；所述BSG电机控制器接收所述BSG拉停发动机指令，并根据所述BSG拉停发动机指令控制所述BSG电机输出负扭矩至所述发动机，以拉停所述发动机。
根据本公开实施例的混合动力车辆的发动机停机控制方法，整车控制单元VCU判断发动机是否满足预设停机条件，如果是，VCU则发送BSG拉停发动机指令至BSG电机控制器。BSG电机控制器接收BSG拉停发动机指令，并根据BSG拉停发动机指令控制BSG电机输出负扭矩至发动机，以拉停发动机。从而在发动机熄火停机时，通过BSG电机反拉的形式回收发动机的多余能量，使得发动机尽早退出工作，减少发动机的工作时间，达到提高整车经济性和NVH性能的目的。
另外，根据本公开上述实施例提出的混合动力车辆的发动机停机控制方法还可以具有如下附加的技术特征：
根据本公开的一个实施例，所述VCU判断所述发动机是否满足预设停机条件，包括：判断所述VCU与所述ECU和所述BSG电机控制器之间的通讯是否正常；如果所述VCU与所述ECU和所述BSG电机控制器之间的通讯正常，则同时发送发动机停机指令至所述ECU和所述BSG电机控制器，以使所述BSG电机控制器执行自检并将自检结果发送给所述VCU，同时所述ECU将所述发动机的当前转速发送给所述VCU；接收所述BSG电机控制器发送的所述自检结果和所述ECU发送的所述发动机的当前转速，并判断所述自检结果是否为自检正常和判断所述发动机的当前转速是否大于等于预设转速；如果所述自检结果为所述自检正常且所述发动机的当前转速大于等于所述预设转速，则判断所述发动机满足所述预设停机条件。
根据本公开的一个实施例，当所述VCU发送所述发动机停机指令至所述ECU且未发送所述发动机停机指令至所述BSG电机控制器，或者所述自检结果为自检异常，或者所述发动机的当前转速小于所述预设转速与第一预设值之间的差值时，通过所述ECU控制所述发动机停机，并禁止发送所述BSG拉停发动机指令至所述BSG电机控制器。
根据本公开的一个实施例，当所述VCU与所述ECU之间的通讯异常，或者所述VCU与所述BSG电机控制器之间的通讯异常，或者所述VCU发送所述发动机停机指令至所述BSG电机控制器且未发送所述发动机停机指令至所述ECU时，所述BSG电机控制器禁止响应所述BSG拉停发动机指令。
为达到上述目的，本公开第二方面实施例提出了一种混合动力车辆的发动机停机控制系统，包括：发动机；与所述发动机相连的BSG电机；用于控制所述BSG电机的BSG电机控制器；用于控制所述发动机的电子控制单元ECU；整车控制单元VCU，所述VCU分别与所述ECU和所述BSG电机控制器相连，所述VCU用于判断所述发动机是否满足预设 停机条件，并在判断所述发动机满足所述预设停机条件时，发送BSG拉停发动机指令至所述BSG电机控制器，其中，所述BSG电机控制器接收所述BSG拉停发动机指令，并根据所述BSG拉停发动机指令控制所述BSG电机输出负扭矩至所述发动机，以拉停所述发动机。
根据本公开实施例的混合动力车辆的发动机停机控制系统，通过整车控制单元VCU判断发动机是否满足预设停机条件，如果是，VCU则发送BSG拉停发动机指令至BSG电机控制器，BSG电机控制器接收BSG拉停发动机指令，并根据BSG拉停发动机指令控制BSG电机输出负扭矩至发动机，以拉停发动机。从而在发动机熄火停机时，通过BSG电机反拉的形式回收发动机的多余能量，使得发动机尽早退出工作，减少发动机的工作时间，达到提高整车经济性和NVH性能的目的。
另外，根据本公开上述实施例提出的混合动力车辆的发动机停机控制系统还可以具有如下附加的技术特征：
根据本公开的一个实施例，所述VCU在判断所述发动机是否满足预设停机条件时，其中，所述VCU判断所述VCU与所述ECU和所述BSG电机控制器之间的通讯是否正常；如果所述VCU与所述ECU和所述BSG电机控制器之间的通讯正常，所述VCU则同时发送发动机停机指令至所述ECU和所述BSG电机控制器，以使所述BSG电机控制器执行自检并将自检结果发送给所述VCU，同时所述ECU将所述发动机的当前转速发送给所述VCU；所述VCU接收所述BSG电机控制器发送的所述自检结果和所述ECU发送的所述发动机的当前转速，并判断所述自检结果是否为自检正常和判断所述发动机的当前转速是否大于等于预设转速；如果所述自检结果为所述自检正常且所述发动机的当前转速大于等于所述预设转速，所述VCU则判断所述发动机满足所述预设停机条件。
根据本公开的一个实施例，当所述VCU发送所述发动机停机指令至所述ECU且未发送所述发动机停机指令至所述BSG电机控制器，或者所述自检结果为自检异常，或者所述发动机的当前转速小于所述预设转速与第一预设值之间的差值时，通过所述ECU控制所述发动机停机，并禁止发送所述BSG拉停发动机指令至所述BSG电机控制器。
根据本公开的一个实施例，当所述VCU与所述ECU之间的通讯异常，或者所述VCU与所述BSG电机控制器之间的通讯异常，或者所述VCU发送所述发动机停机指令至所述BSG电机控制器且未发送所述发动机停机指令至所述ECU时，所述BSG电机控制器禁止响应所述BSG拉停发动机指令。
为达到上述目的，本公开第三方面实施例提出了一种混合动力车辆，其包括上述的发动机停机控制系统。
本公开实施例的混合动力车辆，通过上述的发动机停机控制系统，在发动机熄火停机 时，通过BSG电机反拉的形式回收发动机的多余能量，使得发动机尽早退出工作，减少发动机的工作时间，达到提高整车经济性和NVH性能的目的。
附图说明
图1是相关技术中混合动力车辆的结构示意图；
图2是根据本公开实施例的混合动力车辆的发动机停机控制方法的流程图；
图3是根据本公开一个实施例的判断VCU与BSG电机控制器之间的通讯是否正常的流程图；
图4是根据本公开一个实施例的判断VCU与ECU之间的通讯是否正常的流程图；
图5是根据本公开一个实施例的BSG电机控制器的自检流程图；
图6是根据本公开的一个实施例的混合动力车辆的发动机停机控制方法的流程图；
图7是根据本公开实施例的混合动力车辆的发动机停机控制系统的方框示意图；以及
图8是根据本公开实施例的混合动力车辆的方框示意图。
具体实施方式
下面详细描述本公开的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本公开，而不能理解为对本公开的限制。
下面结合附图来描述本公开实施例的混合动力车辆的发动机停机控制方法、混合动力车辆的发动机停机控制系统和具有该发动机停机控制系统的混合动力车辆。
图2是根据本公开实施例的混合动力车辆的发动机停机控制方法的流程图。在本公开的实施例中，混合动力车辆包括发动机、与发动机相连的BSG电机、用于控制BSG电机的BSG电机控制器、电子控制单元ECU和整车控制单元VCU。
如图2所示，本公开实施例的混合动力车辆的发动机停机控制方法可包括以下步骤：
S1，VCU判断发动机是否满足预设停机条件。
根据本公开的一个实施例，VCU判断发动机是否满足预设停机条件，包括：判断VCU与ECU和BSG电机控制器之间的通讯是否正常；如果VCU与ECU和BSG电机控制器之间的通讯正常，则同时发送发动机停机指令至ECU和BSG电机控制器，以使BSG电机控制器执行自检并将自检结果发送给VCU，同时ECU将发动机的当前转速发送给VCU；接收BSG电机控制器发送的自检结果和ECU发送的发动机的当前转速，并判断自检结果是否为自检正常和判断发动机的当前转速是否大于等于预设转速；如果自检结果为自检正常且发动机的当前转速大于等于预设转速，则判断发动机满足预设停机条件。其中，预设转 速可根据实际情况进行标定。
VCU与ECU和BSG电机控制器之间可通过CAN(Controller Area Network，控制器局域网络)总线进行数据的传输。在发动机处于运行状态且要熄火停机时，首先判断VCU与ECU和BSG电机控制器之间是否能够传输数据，即言，判断VCU与ECU和BSG电机控制器之间的通讯是否正常。
下面先来说明如何判断VCU与BSG电机控制器之间的通讯是否正常。
作为一个具体示例，如图3所示，判断VCU与BSG电机控制器之间的通讯是否正常可包括以下步骤：
S101，VCU是否接收到BSG电机控制器发送的BSG报文。如果是，执行步骤S102；如果否，执行步骤S103。
S102，接收到BSG报文，计时器清零。
S103，未接收到BSG报文，计时器累加。
S104，计时器是否大于等于第二预设值。如果是，执行步骤S105；如果否，执行步骤S106。
S105，未接收到BSG报文，计时器赋值为第二预设值，此时判断VCU与BSG电机控制器之间的通讯失效。
S106，此时判断VCU与BSG电机控制器之间的通讯正常。
下面再来说明如何判断VCU与ECU之间的通讯是否正常。
作为一个具体示例，如图4所示，判断VCU与ECU之间的通讯是否正常可包括以下步骤：
S201，VCU是否接收到ECU发送的ECU报文。如果是，执行步骤S202；如果否，执行步骤S203。
S202，接收到ECU报文，计时器清零。
S203，未接收到ECU报文，计时器累加。
S204，计时器是否大于等于第二预设值。如果是，执行步骤S205；如果否，执行步骤S206。
S205，未接收到ECU报文，计时器赋值为第二预设值，此时判断VCU与ECU之间的通讯失效。
S206，此时判断VCU与ECU之间的通讯正常。
当VCU与ECU和BSG电机控制器之间的通讯均正常时，说明VCU与ECU和BSG电机控制器之间能够进行数据的传输，此时VCU发送发动机停机指令至ECU和BSG电机控制器，BSG电机控制器开始执行自检并将自检结果发送给VCU，同时ECU获取发动机 的当前转速，并将该转速发送给VCU。
下面来说明BSG电机控制器如何进行自检流程，如图5所示，BSG电机控制器的自检过程包括：
S301，BSG电机自检。
S302，BSG电机是否故障。如果是，执行步骤S303；如果否，执行步骤S304。
S303，BSG电机自检异常。
S304，BSG电机控制器是否故障。如果是，执行步骤S305；如果否，执行步骤S306。
S305，BSG电机控制器自检异常。
S306，BSG电机控制器自检正常。
当BSG电机控制器自检正常(这里是指BSG电机和BSG电机控制器均自检正常)，并且发动机的当前转速大于等于预设转速时，VCU判断发动机满足预设停机条件。
S2，如果发动机满足预设停机条件，VCU则发送BSG拉停发动机指令至BSG电机控制器。
S3，BSG电机控制器接收BSG拉停发动机指令，并根据BSG拉停发动机指令控制BSG电机输出负扭矩至发动机，以拉停发动机。
也就是说，当以下条件均满足时，VCU发送BSG拉停发动机指令至BSG电机控制器：
(1)发动机处于运行状态且VCU与ECU和BSG电机控制器之间的通讯正常；
(2)VCU同时给ECU和BSG电机控制器发送发动机停机指令；
(3)BSG电机控制器自检正常；
(4)发动机的当前转速大于等于预设转速。
BSG电机控制器在接收到BSG拉停发动机指令后，根据BSG拉停发动机指令控制BSG电机输出负扭矩至发动机，以拉停发动机，从而在发动机熄火停机时，通过BSG电机反拉的形式回收发动机的多余能量(如可以存储至动力电池中)，使得发动机尽早退出工作，减少发动机的工作时间，达到提高整车经济性和NVH性能的目的。
需要说明的是，当满足以下条件中的任意一条件时，将禁止通过BSG电机反拉的方式控制发动机停机：
(1)VCU与ECU或BSG电机控制器之间的通讯异常；
(2)VCU未同时发送发动机停机指令至ECU和BSG电机控制器；
(3)BSG电机控制器自检异常；
(4)发动机的当前转速小于预设转速与第一预设值之间的差值。
根据本公开的一个实施例，当VCU发送发动机停机指令至ECU且未发送发动机停机指令至BSG电机控制器，或者自检结果为自检异常，或者发动机的当前转速小于预设转速 与第一预设值之间的差值时，通过ECU控制发动机停机，并禁止发送BSG拉停发动机指令至BSG电机控制器。其中，第一预设值可根据实际情况进行标定。
根据本公开的一个实施例，当VCU与ECU之间的通讯异常，或者VCU与BSG电机控制器之间的通讯异常，或者VCU发送发动机停机指令至BSG电机控制器且未发送发动机停机指令至ECU时，BSG电机控制器禁止响应BSG拉停发动机指令。
图6是根据本公开一个实施例的混合动力车辆的发动机停机控制方法的流程图，如图6所示，该混合动力车辆的发动机停机控制方法包括以下步骤：
S401，发动机处于运行状态且要熄火停机。
S402，VCU与ECU和BSG电机控制器之间的通讯是否正常。如果是，执行步骤S404；如果否，执行步骤S403。
S403，BSG拉停发动机标志位无效，此时BSG电机控制器禁止响应BSG拉停发动机指令。
S404，VCU是否同时发送发动机停机指令至ECU和BSG电机控制器。如果是，执行步骤S410；如果否，执行步骤S405。
S405，VCU是否未发送发动机停机指令至ECU和BSG电机控制器。如果是，执行步骤S406；如果否，执行步骤S407。
S406，ECU控制发动机继续运行，并禁止发送BSG拉停发动机指令至BSG电机控制器。
S407，VCU是否发送发动机停机指令至ECU且未发送发动机停机指令至BSG电机控制器。如果是，执行步骤S408；如果否，执行步骤S409。
S408，ECU控制发动机停机，并禁止发送BSG拉停发动机指令至BSG电机控制器。
S409，BSG拉停发动机标志位无效，此时BSG电机控制器禁止响应BSG拉停发动机指令。
S410，BSG电机控制器执行自检并将自检结果发送给VCU，同时ECU将发动机的当前转速发送给VCU。
S411，VCU判断BSG电机控制器的自检结果是否为自检正常。如果是，执行步骤S413；如果否，执行步骤S412。
S412，ECU控制发动机停机，并禁止发送BSG拉停发动机指令至BSG电机控制器。
S413，VCU判断发动机的当前转速是否大于等于预设转速。如果是，执行步骤S414；如果否，执行步骤S415。
S414，允许发送BSG拉停发动机指令至BSG电机控制器，此时BSG电机控制器控制BSG电机输出负扭矩，以拉停发动机，发动机的多余能量可以存储至动力电池中。
S415，VCU判断发动机的当前转速是否小于预设转速与第一预设值之间的差值。如果是，执行步骤S416；如果否，执行步骤S417。
S416，ECU控制发动机停机(也可以直接自由停机)，并禁止发送BSG拉停发动机指令至BSG电机控制器。
S417，BSG拉停发动机标志位默认为上一状态。
综上所述，根据本公开实施例的混合动力车辆的发动机停机控制方法，整车控制单元VCU判断发动机是否满足预设停机条件，如果是，VCU则发送BSG拉停发动机指令至BSG电机控制器。BSG电机控制器接收BSG拉停发动机指令，并根据BSG拉停发动机指令控制BSG电机输出负扭矩至发动机，以拉停发动机。从而在发动机熄火停机时，通过BSG电机反拉的形式回收发动机的多余能量，使得发动机尽早退出工作，减少发动机的工作时间，达到提高整车经济性和NVH性能的目的。
图7是根据本公开实施例的混合动力车辆的发动机停机控制系统的方框示意图。如图7所示，该混合动力车辆的发动机停机控制系统100可包括发动机10、BSG电机20、BSG电机控制器30、电子控制单元ECU和整车控制单元VCU。
其中，BSG电机20与发动机10相连。BSG电机控制器30用于控制BSG电机20。电子控制单元ECU用于控制发动机10。整车控制单元VCU分别与电子控制单元ECU和BSG电机控制器30相连，整车控制单元VCU用于判断发动机10是否满足预设停机条件，并在判断发动机10满足预设停机条件时，发送BSG拉停发动机指令至BSG电机控制器30，其中，BSG电机控制器30接收BSG拉停发动机指令，并根据BSG拉停发动机指令控制BSG电机20输出负扭矩至发动机10，以拉停发动机10。
根据本公开的一个实施例，VCU在判断发动机10是否满足预设停机条件时，其中，VCU判断VCU与ECU和BSG电机控制器30之间的通讯是否正常；如果VCU与ECU和BSG电机控制器30之间的通讯正常，VCU则同时发送发动机停机指令至ECU和BSG电机控制器30，以使BSG电机控制器30执行自检并将自检结果发送给VCU，同时ECU将发动机10的当前转速发送给VCU；VCU接收BSG电机控制器30发送的自检结果和ECU发送的发动机10的当前转速，并判断自检结果是否为自检正常和判断发动机10的当前转速是否大于等于预设转速；如果自检结果为自检正常且发动机10的当前转速大于等于预设转速，VCU则判断发动机10满足预设停机条件。
根据本公开的一个实施例，当VCU发送发动机停机指令至ECU且未发送发动机停机指令至BSG电机控制器30，或者自检结果为自检异常，或者发动机10的当前转速小于预设转速与第一预设值之间的差值时，通过ECU控制发动机10停机，并禁止发送BSG拉停发动机指令至BSG电机控制器30。
根据本公开的一个实施例，当VCU与ECU之间的通讯异常，或者VCU与BSG电机控制器30之间的通讯异常，或者VCU发送发动机停机指令至BSG电机控制器30且未发送发动机停机指令至ECU时，BSG电机控制器30禁止响应BSG拉停发动机指令。
需要说明的是，本公开实施例的混合动力车辆的发动机停机控制系统100中未披露的细节，请参考本公开实施例的混合动力车辆的发动机停机控制方法中所披露的细节，具体这里不再详述。
根据本公开实施例的混合动力车辆的发动机停机控制系统，通过整车控制单元VCU判断发动机是否满足预设停机条件，如果是，VCU则发送BSG拉停发动机指令至BSG电机控制器，BSG电机控制器接收BSG拉停发动机指令，并根据BSG拉停发动机指令控制BSG电机输出负扭矩至发动机，以拉停发动机。从而在发动机熄火停机时，通过BSG电机反拉的形式回收发动机的多余能量，使得发动机尽早退出工作，减少发动机的工作时间，达到提高整车经济性和NVH性能的目的。
图8是根据本公开实施例的混合动力车辆的方框示意图。如图8所示，该混合动力车辆1000可包括上述的发动机停机控制系统100。
需要说明的是，本公开实施例的混合动力车辆1000中未披露的细节，请参考本公开实施例的混合动力车辆的发动机停机控制系统100中所披露的细节，具体这里不再详述。
本公开实施例的混合动力车辆，通过上述的发动机停机控制系统，在发动机熄火停机时，通过BSG电机反拉的形式回收发动机的多余能量，使得发动机尽早退出工作，减少发动机的工作时间，达到提高整车经济性和NVH性能的目的。
应当理解，本公开的各部分可以用硬件、软件、固件或它们的组合来实现。在上述实施方式中，多个步骤或方法可以用存储在存储器中且由合适的指令执行系统执行的软件或固件来实现。例如，如果用硬件来实现，和在另一实施方式中一样，可用本领域公知的下列技术中的任一项或他们的组合来实现：具有用于对数据信号实现逻辑功能的逻辑门电路的离散逻辑电路，具有合适的组合逻辑门电路的专用集成电路，可编程门阵列(PGA)，现场可编程门阵列(FPGA)等。
另外，在本公开的描述中，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本公开和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本公开的限制。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示 或者隐含地包括至少一个该特征。在本公开的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
在本公开中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系，除非另有明确的限定。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本公开中的具体含义。
在本公开中，除非另有明确的规定和限定，第一特征在第二特征“上”或“下”可以是第一和第二特征直接接触，或第一和第二特征通过中间媒介间接接触。而且，第一特征在第二特征“之上”、“上方”和“上面”可是第一特征在第二特征正上方或斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”可以是第一特征在第二特征正下方或斜下方，或仅仅表示第一特征水平高度小于第二特征。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本公开的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
尽管上面已经示出和描述了本公开的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本公开的限制，本领域的普通技术人员在本公开的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (9)

  1. 一种混合动力车辆的发动机停机控制方法，其特征在于，所述混合动力车辆包括发动机、与所述发动机相连的BSG电机、用于控制所述BSG电机的BSG电机控制器、电子控制单元ECU和整车控制单元VCU，所述控制方法包括以下步骤：
    所述VCU判断所述发动机是否满足预设停机条件；
    如果所述发动机满足所述预设停机条件，所述VCU则发送BSG拉停发动机指令至所述BSG电机控制器；
    所述BSG电机控制器接收所述BSG拉停发动机指令，并根据所述BSG拉停发动机指令控制所述BSG电机输出负扭矩至所述发动机，以拉停所述发动机。
  2. 如权利要求1所述的混合动力车辆的发动机停机控制方法，其特征在于，所述VCU判断所述发动机是否满足预设停机条件，包括：
    判断所述VCU与所述ECU和所述BSG电机控制器之间的通讯是否正常；
    如果所述VCU与所述ECU和所述BSG电机控制器之间的通讯正常，则同时发送发动机停机指令至所述ECU和所述BSG电机控制器，以使所述BSG电机控制器执行自检并将自检结果发送给所述VCU，同时所述ECU将所述发动机的当前转速发送给所述VCU；
    接收所述BSG电机控制器发送的所述自检结果和所述ECU发送的所述发动机的当前转速，并判断所述自检结果是否为自检正常和判断所述发动机的当前转速是否大于等于预设转速；
    如果所述自检结果为所述自检正常且所述发动机的当前转速大于等于所述预设转速，则判断所述发动机满足所述预设停机条件。
  3. 如权利要求2所述的混合动力车辆的发动机停机控制方法，其特征在于，当所述VCU发送所述发动机停机指令至所述ECU且未发送所述发动机停机指令至所述BSG电机控制器，或者所述自检结果为自检异常，或者所述发动机的当前转速小于所述预设转速与第一预设值之间的差值时，通过所述ECU控制所述发动机停机，并禁止发送所述BSG拉停发动机指令至所述BSG电机控制器。
  4. 如权利要求2或3所述的混合动力车辆的发动机停机控制方法，其特征在于，当所述VCU与所述ECU之间的通讯异常，或者所述VCU与所述BSG电机控制器之间的通讯异常，或者所述VCU发送所述发动机停机指令至所述BSG电机控制器且未发送所述发动机停机指令至所述ECU时，所述BSG电机控制器禁止响应所述BSG拉停发动机指令。
  5. 一种混合动力车辆的发动机停机控制系统，其特征在于，包括：
    发动机；
    与所述发动机相连的BSG电机；
    用于控制所述BSG电机的BSG电机控制器；
    用于控制所述发动机的电子控制单元ECU；
    整车控制单元VCU，所述VCU分别与所述ECU和所述BSG电机控制器相连，所述VCU用于判断所述发动机是否满足预设停机条件，并在判断所述发动机满足所述预设停机条件时，发送BSG拉停发动机指令至所述BSG电机控制器，其中，所述BSG电机控制器接收所述BSG拉停发动机指令，并根据所述BSG拉停发动机指令控制所述BSG电机输出负扭矩至所述发动机，以拉停所述发动机。
  6. 如权利要求5所述的混合动力车辆的发动机停机控制系统，其特征在于，所述VCU在判断所述发动机是否满足预设停机条件时，其中，
    所述VCU判断所述VCU与所述ECU和所述BSG电机控制器之间的通讯是否正常；
    如果所述VCU与所述ECU和所述BSG电机控制器之间的通讯正常，所述VCU则同时发送发动机停机指令至所述ECU和所述BSG电机控制器，以使所述BSG电机控制器执行自检并将自检结果发送给所述VCU，同时所述ECU将所述发动机的当前转速发送给所述VCU；
    所述VCU接收所述BSG电机控制器发送的所述自检结果和所述ECU发送的所述发动机的当前转速，并判断所述自检结果是否为自检正常和判断所述发动机的当前转速是否大于等于预设转速；
    如果所述自检结果为所述自检正常且所述发动机的当前转速大于等于所述预设转速，所述VCU则判断所述发动机满足所述预设停机条件。
  7. 如权利要求6所述的混合动力车辆的发动机停机控制系统，其特征在于，当所述VCU发送所述发动机停机指令至所述ECU且未发送所述发动机停机指令至所述BSG电机控制器，或者所述自检结果为自检异常，或者所述发动机的当前转速小于所述预设转速与第一预设值之间的差值时，通过所述ECU控制所述发动机停机，并禁止发送所述BSG拉停发动机指令至所述BSG电机控制器。
  8. 如权利要求6或7所述的混合动力车辆的发动机停机控制系统，其特征在于，当所述VCU与所述ECU之间的通讯异常，或者所述VCU与所述BSG电机控制器之间的通讯异常，或者所述VCU发送所述发动机停机指令至所述BSG电机控制器且未发送所述发动机停机指令至所述ECU时，所述BSG电机控制器禁止响应所述BSG拉停发动机指令。
  9. 一种混合动力车辆，其特征在于，包括如权利要求5-8中任一项所述的发动机停机控制系统。
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