WO2022143437A1 - 发动机起机方法、车辆电气系统及存储介质 - Google Patents

发动机起机方法、车辆电气系统及存储介质 Download PDF

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Publication number
WO2022143437A1
WO2022143437A1 PCT/CN2021/141049 CN2021141049W WO2022143437A1 WO 2022143437 A1 WO2022143437 A1 WO 2022143437A1 CN 2021141049 W CN2021141049 W CN 2021141049W WO 2022143437 A1 WO2022143437 A1 WO 2022143437A1
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WIPO (PCT)
Prior art keywords
engine
vcu
starter
battery
ems
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PCT/CN2021/141049
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English (en)
French (fr)
Inventor
尹建坤
马艳红
梁赫奇
刘建康
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中国第一汽车股份有限公司
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Publication of WO2022143437A1 publication Critical patent/WO2022143437A1/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
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • 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
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • 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
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • 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

Definitions

  • the embodiments of the present application relate to hybrid electric vehicle technologies, for example, to an engine starting method, a vehicle electrical system, and a storage medium.
  • the car adopts dual battery power supply to improve the starting capacity, using two low-voltage batteries, and the two batteries are connected through a DC-DC converter.
  • SOC state of charge
  • the generator or another battery is used to charge the starting battery through the DC-DC converter. If the SOC of the starting battery is less than the set value and the engine needs to be started at the same time, the two batteries will supply power to the starter at the same time.
  • the embodiments of the present application provide a method for starting an engine, including:
  • the VCU controls The start-up relay is kept closed, and a start-up fuel injection command is sent to the EMS; wherein, the start-up relay is connected between the DC-DC converter and the positive electrode of the battery;
  • the starter is controlled by the EMS to start, and in response to the engine speed reaching a first preset speed, the EMS is used to control the fuel injection of the engine; wherein the starter is connected in parallel with the battery;
  • the clutch engagement between the engine and the drive motor is controlled.
  • the embodiments of the present application also provide a method for starting an engine, including:
  • the inductance of the low-voltage side is calculated by the VCU.
  • the power of the load is limited within the preset power, the ability to drive the motor is limited, the start-up relay is controlled to disconnect and the start-up fuel injection command is sent to the EMS; wherein, the start-up relay is connected to the DC-DC converter and the battery. between positive poles;
  • the starter is controlled by the EMS to start, and in response to the engine speed reaching a first preset speed, the EMS is used to control the fuel injection of the engine; wherein the starter is connected in parallel with the battery;
  • the starter relay In response to the VCU judging that the starter is successfully started according to the state and speed of the engine, the starter relay is controlled to close, and the clutch between the engine and the drive motor is controlled to be engaged.
  • the embodiments of the present application also provide a vehicle electrical system, including:
  • the battery and the starter are connected in parallel to form a starter starter circuit, and the low-voltage output ends of the DC-DC converter are respectively connected to the first end of the starter relay and the low-voltage load, and the starter relay is connected to the low-voltage load.
  • the second end of the battery is connected to the positive pole of the battery;
  • the starter is connected to the EMS signal, and is controlled by the EMS;
  • the start-up relay is connected to the VCU signal, and is controlled by the VCU;
  • the VCU communicates with the BMS, the EMS, the high-voltage load and the low-voltage load respectively through the CAN line;
  • the battery is grounded through a battery sensor EBS, and the EBS communicates with the VCU through a LIN line;
  • the high-voltage battery is managed by the BMS, the high-voltage load is connected in parallel with the high-voltage battery, and the positive pole of the high-voltage battery is connected to the high-voltage input end of the DC-DC converter.
  • an embodiment of the present application also provides a vehicle electrical system, including:
  • the battery and the starter are connected in parallel to form a starter starter circuit, and the low-voltage output ends of the DC-DC converter are respectively connected to the first end of the starter relay and the low-voltage load, and the starter relay is connected to the low-voltage load.
  • the second end of the battery is connected to the positive pole of the battery;
  • the starter is connected to the EMS signal, and is controlled by the EMS;
  • the start-up relay is connected to the VCU signal, and is controlled by the VCU;
  • the VCU communicates with the BMS, the EMS, the high-voltage load and the low-voltage load respectively through the CAN line;
  • the battery is grounded through a battery sensor EBS, and the EBS communicates with the VCU through a LIN line;
  • the high-voltage battery is managed by the BMS, the high-voltage load is connected in parallel with the high-voltage battery, and the positive pole of the high-voltage battery is connected to the high-voltage input end of the DC-DC converter;
  • the vehicle electrical system is configured to execute the engine starting method provided by any embodiment of the present application.
  • the embodiments of the present application further provide a storage medium containing computer-executable instructions, when executed by a computer processor, the computer-executable instructions are used to execute the engine starting as provided by any embodiment of the present application method.
  • FIG. 1 is a schematic structural diagram of a vehicle electrical system in Embodiment 1 of the present application.
  • FIG. 2 is a flowchart of a method for starting an engine in Embodiment 2 of the present application
  • Embodiment 3 is a flowchart of a method for starting an engine in Embodiment 3 of the present application
  • Embodiment 4 is a schematic structural diagram of an engine starting device in Embodiment 4 of the present application.
  • Embodiment 5 is a schematic structural diagram of an engine starting device in Embodiment 5 of the present application.
  • FIG. 6 is a schematic structural diagram of the vehicle hybrid power system in the second and third embodiments of the present application.
  • Embodiment 1 is a schematic structural diagram of a vehicle electrical system in Embodiment 1 of the application. This embodiment can be applied to a hybrid vehicle, and the engine is started in a parking state.
  • the vehicle electrical system includes:
  • Battery starter, starter relay, DC-DC converter, low-voltage load, engine management unit (Engine Management System, EMS), vehicle control unit (Vehicle Control Unit, VCU), high-voltage battery, battery management system (Battery Management System) System, BMS), high voltage load;
  • Engine Management System EMS
  • vehicle control unit Vehicle Control Unit, VCU
  • High-voltage battery battery management system (Battery Management System) System, BMS), high voltage load;
  • the battery and the starter are connected in parallel to form a starter starter circuit, the low-voltage output end of the DC-DC converter is respectively connected with the first end of the starter relay and the low-voltage load, and the second end of the starter relay is connected with the positive pole of the battery;
  • the starter is connected to the EMS signal and controlled by the EMS;
  • the start relay is connected with the VCU signal and controlled by the VCU;
  • the VCU communicates with BMS, EMS, high-voltage loads and some preset low-voltage loads respectively through CAN (Controller Area Network) lines;
  • the battery is grounded through the Electrical Battery Sensor (EBS), and the EBS communicates with the VCU through the LIN (Local Interconnect Network) line;
  • EBS Electrical Battery Sensor
  • LIN Local Interconnect Network
  • the high-voltage battery is managed by the BMS, the high-voltage load is connected in parallel with the high-voltage battery, and the positive pole of the high-voltage battery is connected to the high-voltage input terminal of the DC-DC converter.
  • the hybrid vehicle may be a vehicle with an internal combustion engine and a driving motor
  • the battery may be a 12V battery equipped on a traditional fuel vehicle, and the battery can provide electric power for the starter.
  • the high-voltage battery provides power for the high-voltage load
  • the high-voltage battery can be a 48V battery, which is managed by a battery management system (Battery Management System, BMS).
  • BMS Battery Management System
  • the starting relay is connected between the starting circuit of the starter and the low-voltage output terminal of the DC-DC converter.
  • the DC-to-DC converter may be a 48V-to-12V DC-to-DC converter.
  • the starting relay and the starting circuit of the starter are connected in series with the low-voltage load.
  • the high-voltage load can include components such as a drive motor, a high-voltage positive temperature coefficient (PTC) heater, and the VCU exchanges control information with the controller of the BMS, EMS, and high-voltage load through the CAN line.
  • the VCU also communicates with some low-voltage loads, such as inductive loads on the low-voltage side, via the CAN line.
  • the EMS is used to control the work of the engine and is also used to control the work of the starter. The EMS can control whether the starter works through the low voltage signal.
  • the start-up relay can be controlled by the VCU through a low-voltage signal.
  • the battery can be grounded through the EBS, and the EBS can transmit the battery information to the VCU through the LIN line.
  • the battery information includes the battery's SOC (State of charge, state of charge), SOF (state of function, functional state), SOC state, SOF status and battery fault status, which can include temperature faults, calibration faults, response faults, and inconsistency faults.
  • SOC status is used to indicate whether the reliability of the battery SOC is normal
  • SOF status is used to indicate whether the reliability of the battery SOF is normal.
  • FIG. 2 is a flowchart of an engine starting method provided in the second embodiment of the application. This embodiment can be applied to the vehicle electrical system provided in the first embodiment to start the engine, and the method can be executed by an engine starting device. , the device can be implemented by hardware and/or software, including the following steps:
  • Step 210 When the vehicle is parked, in response to the starter control loop state reported by the engine management unit EMS obtained through the vehicle control unit VCU and the battery function state SOF of the battery reported by the battery sensor EBS meet the preset conditions, the VCU Control the start-up relay to keep closed, and send the start-up fuel injection command to the EMS;
  • the starting relay is connected between the DC-DC converter and the positive electrode of the battery.
  • the EMS reports the status of the VCU starter control loop, and the VCU receives the SOF status reported by the EBS. If the starter control loop has no fault and the SOF is higher than the preset value (for example, the SOF is preset to need to be higher than 7.2V) and the SOF status is normal, It is believed that the battery can be used to supply power to the starter, and the starter can be used to start the engine. If the starter relay is normally closed, the starter relay is kept closed, and the VCU sends the starter fuel injection command to the EMS, and then the EMS controls the starter to work and control the engine fuel injection.
  • the preset value for example, the SOF is preset to need to be higher than 7.2V
  • the preset conditions are the preset conditions of the state of the starter control loop and the preset conditions of the SOF of the battery.
  • Step 220 controlling the starter to start up through the EMS, and in response to the engine speed reaching the first preset speed, controlling the engine fuel injection through the EMS;
  • the starter is connected in parallel with the battery.
  • the EMS controls the starter to perform a starting process, and when the engine speed rises to a first preset speed (for example, the first preset speed is 200 rpm), the EMS controls the engine to inject fuel.
  • Step 230 in response to the engine speed reaching the second preset speed within the preset time, reporting the state of the engine to the VCU through the EMS as running;
  • the EMS reports to the VCU that the state of the engine is running.
  • Step 240 in response to the VCU judging that the starter is successfully started according to the state and speed of the engine, control the clutch engagement between the engine and the drive motor.
  • the VCU determines whether the start is successful. If the state of the engine does not reach the running speed and the speed does not reach the preset value (for example, the preset 700rpm) within the preset time, the VCU will start the engine. The machine fails to judge. If the starter is successfully started, the clutch engagement command between the engine and the drive motor is executed, and the engine and drive motor receive the torque or speed command from the VCU.
  • a clutch (marked as clutch 1 in FIG. 6 ) is arranged between the engine and the drive motor, and another clutch is arranged between the drive motor and the gearbox.
  • Clutch (labeled as clutch 2 in Figure 6).
  • the engine fuel injection through the EMS after controlling the engine fuel injection through the EMS, it also includes: if the engine speed does not reach the second preset speed within the preset time, reporting the state of the engine to the VCU as not running through the EMS; judging by the VCU that the starter fails to start, And accumulate the number of starter failures; control the drive motor to start through the VCU. For example, if the number of failed starters exceeds a preset number of times (eg, the preset number of times is 4) in this driving cycle and the engine is running, the VCU prohibits engine shutdown.
  • a preset number of times eg, the preset number of times is 4
  • the vehicle can be parked until the next vehicle parking as a driving cycle.
  • a start-up relay is set between the battery and the DC-to-DC converter, and the engine is started under the condition that the battery can start, which solves the problem of high cost of the dual-battery system, does not increase the number of batteries, and controls the hardware cost , and improve the effect of vehicle comfort and safety.
  • Embodiment 3 is a flowchart of an engine starting method provided in Embodiment 3 of the present application. This embodiment can be applied to the vehicle electrical system provided in Embodiment 1 to start the engine, and the method can be executed by an engine starting device , the device can be implemented by hardware and/or software, including the following steps:
  • Step 310 When the vehicle is in a pure electric driving state and the engine needs to be started, in response to the status of the starter control loop reported by the engine management unit EMS obtained through the vehicle control unit VCU is normal, the VCU will The power of the inductive load is limited within the preset power, which limits the capability of the starter, controls the starter relay to disconnect and sends the starter fuel injection command to the EMS;
  • the starting relay is connected between the DC-DC converter and the positive electrode of the battery.
  • the VCU internal start-up decision module decides to start the engine, and the start-up arbitration module determines that the starter is used to start the engine.
  • the EMS reports the status of the VCU starter control circuit, and the VCU internally calculates whether the driving starter is allowed to start. If the driving starter is allowed to start and the starter control circuit reported by the EMS is normal, the VCU first sends a power limit command to the inductive load at the low voltage side.
  • the capacity of the driving motor is limited to prevent the insufficient capacity of the high-voltage battery; After a certain time (preset 0.1s), the VCU sends the starter fuel injection command to the EMS.
  • Step 320 controlling the starter to start the engine through the EMS, and in response to the engine speed reaching the first preset speed, controlling the engine fuel injection through the EMS;
  • the starter is connected in parallel with the battery.
  • Step 330 in response to the engine speed reaching the second preset speed within the preset time, reporting the state of the engine to the VCU as running through the EMS;
  • Step 340 In response to the VCU judging that the starter is successfully started according to the state and speed of the engine, control the starter relay to close, and control the clutch coupling between the engine and the drive motor.
  • controlling the clutch combination between the engine and the drive motor includes: sending a speed control command to the EMS through the VCU; controlling the engine to enter the speed control mode through the EMS, taking the current speed of the drive motor as the target speed;
  • the VCU controls the clutch engagement between the engine and the drive motor. After the start is successful, the engine enters the speed control mode, and the current speed of the drive motor is used as the target speed.
  • the engine is started in the case of electric driving, which solves the problem of high cost of the dual-battery system, does not increase the number of batteries, controls the hardware cost, and improves the comfort and safety of the vehicle.
  • the method further includes:
  • the VCU judges whether the start relay is closed
  • the VCU judges whether the start-up relay is indeed closed according to the current value reported by the EBS controller. If the EBS current is greater than a certain value (0.2A), the start-up relay is considered to be closed. If the EBS current is less than or equal to a certain value (0.2A) ), it is considered that the starter relay has failed to close, the failure is recorded and the engine shutdown is prohibited in this driving cycle.
  • the method further includes:
  • the state of the engine is reported to the VCU as not running through the EMS;
  • the VCU is used to judge the starter failure, and the number of starter failures is accumulated;
  • the VCU limits the power of the inductive load at the low-voltage side within the preset power, limiting the drive.
  • the ability of the motor to control the starter relay to disconnect and send the starter fuel injection command to the EMS also includes:
  • the starting relay in response to the current value reported by the EBS obtained through the VCU being less than the preset detection current value, it is determined that the starting relay can be normally disconnected, and the driving starter is allowed to start;
  • the VCU In response to not allowing the driving starter to start, the VCU is used to determine whether the DC-to-DC converter is working; in response to the DC-to-DC converter not working, the VCU is used to control the drive motor to start; in response to the DC-to-DC converter working, return to execute Determine whether the battery state meets the preset conditions.
  • the VCU receives the battery status reported by the EBS. If the battery SOC is greater than a certain value (preset 40%), the SOF is greater than a certain value (preset 7.5V), and the SOC state is normal, the SOF state is normal, then the battery is considered to be no fault, and the preset conditions. If the battery state does not meet the preset conditions, it will report that the starter cannot start the starter.
  • preset 0.1A a certain value
  • preset 0.1s a certain period of time
  • the starter relay cannot be disconnected normally, and the reported starter cannot be started.
  • the SOF state may be caused by the long-term storage of the battery.
  • the battery is charged with the DC-DC converter after the whole vehicle is powered on, its state may return to normal, so the DC-to-DC converter is executed. Judging whether the DC converter is working, if the DC-DC converter is not working, it will report that the starter cannot start the starter; if the DC-DC converter is working, it will judge whether the battery state meets the preset conditions.
  • Embodiment 4 is a schematic structural diagram of an engine starting device provided in Embodiment 4 of the present application.
  • the device can execute the engine starting method provided in Embodiment 2, and the device includes:
  • the start-up determination module 410 is configured to, when the vehicle is stopped, in response to the starter control loop state reported by the engine management unit EMS obtained through the vehicle control unit VCU and the battery function state SOF of the battery reported by the battery sensor EBS conforming to the prediction. Set the conditions, control the starter relay to keep closed through the VCU, and send the starter fuel injection command to the EMS; wherein, the starter relay is connected between the DC-DC converter and the positive electrode of the battery;
  • the engine fuel injection control module 420 is configured to control the starter through the EMS, and in response to the engine speed reaching the first preset speed, control the engine fuel injection through the EMS; wherein the starter is connected in parallel with the battery;
  • the engine operating state reporting module 430 is configured to report the state of the engine to the VCU as running through the EMS in response to the engine speed reaching the second preset speed within a preset time;
  • the clutch engagement module 440 is configured to control the clutch engagement between the engine and the drive motor in response to the VCU judging that the starter is successfully started according to the state and speed of the engine.
  • the engine starting device further includes:
  • the engine non-running state reporting module is set to report the engine state as not running through the EMS if the engine speed does not reach the second preset speed within the preset time after controlling the engine fuel injection through the EMS;
  • the start-up failure times accumulation module is set to judge the starter's start-up failure through the VCU, and accumulate the starter's start-up failure times;
  • the drive motor starting module is set to control the drive motor starting through the VCU.
  • the engine starting device further includes:
  • the engine shutdown prohibition module is set to prohibit engine shutdown through the VCU if the number of starter failures exceeds a preset number in this drive cycle and the engine is running.
  • the engine starting device provided in the fourth embodiment of the present application can execute the engine starting method provided in the second embodiment of the present application, and has functional modules and beneficial effects corresponding to the execution method.
  • Embodiment 5 is a schematic structural diagram of an engine starting device provided in Embodiment 5 of the present application.
  • the device can execute the engine starting method provided in Embodiment 3, and the device includes:
  • the starting judgment module 510 is set to be normal in response to the starter control loop state reported by the engine management unit EMS obtained through the vehicle control unit VCU when the engine needs to be started when the vehicle is in a pure electric driving state,
  • the power of the inductive load at the low-voltage side is limited to the preset power by the VCU, limiting the capacity of the starter, controlling the starter relay to disconnect and sending the starter fuel injection command to the EMS;
  • the starter relay is connected to the DC-DC converter. between the battery and the positive pole of the battery;
  • the engine fuel injection control module 520 is configured to control the starter to start the engine through the EMS, and if the engine speed reaches the first preset speed, control the engine fuel injection through the EMS; wherein the starter is connected in parallel with the battery;
  • the engine operating state reporting module 530 is configured to report the state of the engine as running through the EMS if the engine speed reaches the second preset speed within the preset time;
  • the clutch coupling module 540 is configured to control the starter relay to close and control the clutch coupling between the engine and the drive motor if the VCU determines that the starter is successfully started according to the state and speed of the engine.
  • the clutch coupling module is specifically configured as:
  • the clutch engagement between the engine and the drive motor is controlled by the VCU.
  • the engine starting device further includes:
  • the starting relay closure judgment module is set to determine whether the starting relay is closed through the VCU according to the current value reported by the battery sensor EBS after controlling the starting relay to close; in response to the current value greater than the preset current value, judging that the starting relay is closed ; In response to the current value being less than or equal to the preset current value, it is determined that the starter relay fails to close, the failure is recorded, and engine shutdown is prohibited in this driving cycle.
  • the engine starting device further includes:
  • the engine non-running state reporting module is set to report the engine state as not running through the EMS if the engine speed does not reach the second preset speed within the preset time after controlling the engine fuel injection through the EMS;
  • the start-up failure times accumulation module is set to judge the starter's start-up failure through the VCU, and accumulate the starter's start-up failure times;
  • the drive motor starting module is set to control the drive motor starting through the VCU;
  • the engine shutdown prohibition module is set to prohibit engine shutdown through the VCU if the number of starter failures exceeds a preset number in this drive cycle and the engine is running.
  • the engine starting device further includes:
  • the battery state detection module is set to be normal in response to the starter control loop state reported by the engine management unit EMS obtained through the vehicle control unit VCU, and the power of the inductive load at the low-voltage side is limited by the VCU within the preset power.
  • the first starting relay determination module is set to, within the preset detection time, in response to the current value reported by the EBS obtained through the VCU being smaller than the preset detection current value, to determine that the starting relay can be normally disconnected, and to allow the driving starter to start. ;
  • the second starting relay determination module is set to respond that the current value reported by the EBS obtained through the VCU is greater than or equal to the preset detection current value, to determine that the starting relay cannot be normally disconnected, and the running starter is not allowed to start;
  • the DC-to-DC converter determination module is configured to determine whether the DC-to-DC converter is working through the VCU in response to not allowing the driving starter to start, and to control the drive motor to start through the VCU in response to the DC-to-DC converter not working; response Works in the DC to DC converter, and returns to execute to determine whether the battery state meets the preset conditions.
  • the engine starting device provided by the fifth embodiment of the present application can execute the engine starting method provided by the third embodiment of the present application, and has functional modules and beneficial effects corresponding to the execution method.
  • Embodiment 6 of the present application further provides a storage medium containing computer-executable instructions, where the computer-executable instructions are used to execute a method for starting an engine when executed by a computer processor, and the method includes:
  • the VCU controls The start-up relay is kept closed, and a start-up fuel injection command is sent to the EMS; wherein, the start-up relay is connected between the DC-DC converter and the positive electrode of the battery;
  • the starter is controlled by the EMS to start, and in response to the engine speed reaching a first preset speed, fuel injection of the engine is controlled by the EMS; wherein the starter is connected in parallel with the battery;
  • the clutch engagement between the engine and the drive motor is controlled.
  • the computer-executable instructions when executed by the computer processor, are also used to perform a method of starting an engine, the method comprising:
  • the inductance of the low-voltage side is calculated by the VCU.
  • the power of the load is limited within the preset power, the ability to drive the motor is limited, the start-up relay is controlled to be disconnected and a start-up fuel injection command is sent to the EMS; wherein, the start-up relay is connected to the DC-DC converter. between the battery and the positive pole of the battery;
  • the starter is controlled by the EMS to start, and in response to the engine speed reaching a first preset speed, fuel injection of the engine is controlled by the EMS; wherein the starter is connected in parallel with the battery;
  • the starter relay In response to the VCU judging that the starter is successfully started according to the state and speed of the engine, the starter relay is controlled to close, and the clutch between the engine and the drive motor is controlled to be engaged.
  • a storage medium containing computer-executable instructions provided by the embodiments of the present application the computer-executable instructions of the computer-executable instructions are not limited to the above-mentioned method operations, and can also execute the related operations in the engine starting method provided by any embodiment of the present application. operate.
  • the present application can be implemented by software and necessary general-purpose hardware, and can also be implemented by hardware, but in many cases, the former is a better embodiment.
  • the technical solutions of the present application can be embodied in the form of software products in essence or the parts that make contributions to related technologies, and the computer software products can be stored in a computer-readable storage medium, such as a computer floppy disk, Read-Only Memory (ROM), Random Access Memory (RAM), flash memory (FLASH), hard disk or optical disk, etc., including several instructions to make a computer device (which can be a personal computer, A server, or a network device, etc.) executes the methods described in the various embodiments of the present application.
  • the included units and modules are only divided according to functional logic, but are not limited to the above-mentioned division, as long as the corresponding functions can be realized; in addition, The specific names of the functional units are only for the convenience of distinguishing from each other, and are not used to limit the protection scope of the present application.
  • a starting relay is provided between the battery and the DC-DC converter to start the engine under the condition that the battery is capable of starting, so as to solve the problem of high cost of the dual-battery system, and realize the control hardware without increasing the number of batteries. cost, and the effect of improving the comfort and safety of the vehicle.

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Abstract

一种发动机起机方法包括：在车辆停车状态下，响应于通过VCU获取到的EMS上报的起动机控制回路状态和EBS上报的蓄电池的电池功能状态SOF符合预设条件，通过VCU控制起机继电器保持闭合，并向EMS发送起机喷油指令；通过EMS控制起动机起机，响应于发动机转速达到第一预设转速，通过EMS控制发动机喷油；响应于预设时间内发动机转速达到第二预设转速，通过EMS向VCU上报发动机的状态为运行；响应于通过VCU根据发动机的状态和转速，判断起动机起机成功，控制发动机和驱动电机间的离合器结合。还公开了一种车辆电气系统及存储介质。

Description

发动机起机方法、车辆电气系统及存储介质
本申请要求在2020年12月29日提交中国专利局、申请号为202011594090.3的中国专利申请的优先权，以上申请的全部内容通过引用结合在本申请中。
技术领域
本申请实施例涉及混合动力汽车技术，例如涉及一种发动机起机方法、车辆电气系统及存储介质。
背景技术
汽车低压电气负载的特性差异较大，起动机起机时需要较大的瞬间电流，而其他电气负载则需要长时间较小电流工作。
相关技术中汽车采用双蓄电池供电来提高起机能力，采用两块低压蓄电池，两蓄电池通过直流转直流变换器连接，当起动用蓄电池荷电状态(state of charge，SOC)小于设定值时，则采用发电机或另一块蓄电池通过直流转直流变换器为起动用蓄电池充电，若起动用蓄电池的SOC小于设定值，同时需要起动发动机，则两块蓄电池同时为起动机供电。相关技术的方法，需要配置双蓄电池，并需在两个蓄电池之间增加直流转换器，成本较高。
发明内容
第一方面，本申请实施例提供了一种发动机起机方法，包括：
在车辆停车状态下，响应于通过整车控制单元VCU获取到的发动机管理单元EMS上报的起动机控制回路状态和蓄电池传感器EBS上报的蓄电池的电池功能状态SOF符合预设条件，通过所述VCU控制起机继电器保持闭合，并向所述EMS发送起机喷油指令；其中，所述起机继电器连接在直流转直流变换器和所述蓄电池正极之间；
通过所述EMS控制起动机起机，响应于发动机转速达到第一预设转速，通过所述EMS控制发动机喷油；其中，所述起动机与所述蓄电池并联；
响应于预设时间内发动机转速达到第二预设转速，通过所述EMS向所述VCU上报所述发动机的状态为运行；
响应于通过所述VCU根据所述发动机的状态和转速，判断所述起动机起机成功，控制所述发动机和驱动电机间的离合器结合。
第二方面，本申请实施例还提供了一种发动机起机方法，包括：
在车辆处于纯电动行驶状态下，在需要起动发动机的情况下，响应于通过整车控制单元VCU获取到的发动机管理单元EMS上报的起动机控制回路状态为正常，通过所述VCU将低压端的感性负载的功率限制在预设功率内，限制驱动电机的能力，控制起机继电器断开并向所述EMS发送起机喷油指令；其中，所述起机继电器连接在直流转直流变换器和蓄电池正极之间；
通过所述EMS控制起动机起机，响应于发动机转速达到第一预设转速，通过所述EMS控制发动机喷油；其中，所述起动机与所述蓄电池并联；
响应于预设时间内发动机转速达到第二预设转速，通过所述EMS向所述VCU上报所述发动机的状态为运行；
响应于通过所述VCU根据所述发动机的状态和转速，判断所述起动机起机成功，控制所述起机继电器闭合，控制所述发动机和驱动电机间的离合器结合。
第三方面，本申请实施例还提供了一种车辆电气系统，包括：
蓄电池、起动机、起机继电器、直流转直流变换器、低压负载、发动机管理单元EMS、整车控制单元VCU、高压电池、电池管理系统BMS、高压负载；
所述蓄电池与所述起动机并联构成起动机起机回路，所述直流转直流变换器的低压输出端分别与所述起机继电器的第一端和所述低压负载连接，所述起机继电器的第二端与所述蓄电池的正极连接；
所述起动机与所述EMS信号连接，由所述EMS控制；
所述起机继电器与所述VCU信号连接，由所述VCU控制；
所述VCU通过CAN线分别与所述BMS、所述EMS、高压负载和低压负载通信；
所述蓄电池通过蓄电池传感器EBS接地，所述EBS通过LIN线与所述VCU通信；
所述高压电池由所述BMS进行管理，所述高压负载与所述高压电池并联，所述高压电池的正极连接所述直流转直流变换器的高压输入端。
第四方面，本申请实施例还提供了一种车辆电气系统，包括：
蓄电池、起动机、起机继电器、直流转直流变换器、低压负载、发动机管理单元EMS、整车控制单元VCU、高压电池、电池管理系统BMS、高压负载；
所述蓄电池与所述起动机并联构成起动机起机回路，所述直流转直流变换器的低压输出端分别与所述起机继电器的第一端和所述低压负载连接，所述起机继电器的第二端与所述蓄电池的正极连接；
所述起动机与所述EMS信号连接，由所述EMS控制；
所述起机继电器与所述VCU信号连接，由所述VCU控制；
所述VCU通过CAN线分别与所述BMS、所述EMS、高压负载和低压负载通信；
所述蓄电池通过蓄电池传感器EBS接地，所述EBS通过LIN线与所述VCU通信；
所述高压电池由所述BMS进行管理，所述高压负载与所述高压电池并联，所述高压电池的正极连接所述直流转直流变换器的高压输入端；
其中，所述车辆电气系统设置为执行本申请任意实施例所提供的发动机起机方法。
第五方面，本申请实施例还提供了一种包含计算机可执行指令的存储介质，所述计算机可执行指令在由计算机处理器执行时用于执行如本申请任意实施例所提供的发动机起机方法。
附图说明
图1是本申请实施例一中的一种车辆电气系统的结构示意图；
图2是本申请实施例二中的一种发动机起机方法的流程图；
图3是本申请实施例三中的一种发动机起机方法的流程图；
图4是本申请实施例四中的一种发动机起机装置的结构示意图；
图5是本申请实施例五中的一种发动机起机装置的结构示意图；
图6是本申请实施例二、三中的汽车混合动力系统结构示意图。
具体实施方式
下面结合附图和实施例对本申请进行说明。可以理解的是，此处所描述的具体实施例仅仅用于解释本申请，而非对本申请的限定。另外还需要说明的是，为了便于描述，附图中仅示出了与本申请相关的部分而非全部结构。
实施例一
图1为本申请实施例一中的一种车辆电气系统的结构示意图，本实施例可适用于混合动力汽车，在停车状态下进行发动机起机，该车辆电气系统包括：
蓄电池、起动机、起机继电器、直流转直流变换器、低压负载、发动机管理单元(Engine Management System，EMS)、整车控制单元(Vehicle Control Unit，VCU)、高压电池、电池管理系统(Battery Management System，BMS)、高压负载；
蓄电池与起动机并联构成起动机起机回路，直流转直流变换器的低压输出端分别与起机继电器的第一端和低压负载连接，起机继电器的第二端与蓄电池的正极连接；
起动机与EMS信号连接，由EMS控制；
起机继电器与VCU信号连接，由VCU控制；
VCU通过CAN(Controller Area Network)线分别与BMS、EMS、高压负载和预设的部分低压负载通信；
蓄电池通过蓄电池传感器(Electrical Battery Sensor，EBS)接地，EBS通过LIN(Local Interconnect Network)线与VCU通信；
高压电池由BMS进行管理，高压负载与高压电池并联，高压电池的正极连接直流转直流变换器的高压输入端。
其中，混合动力汽车可以是具备内燃机发动机和驱动电机的汽车，蓄电池可以是传统燃油汽车上配备的12V蓄电池，该蓄电池可以为起动机提供电能。高压电池为高压负载提供电能，高压电池可以是48V电池，由电池管理系统(Battery Management System，BMS)管理。起机继电器连接在起动机起机回路和直流转直流变换器的低压输出端之间。直流转直流变换器可以是48V转12V的直流转直流变换器。起机继电器和起动机起机回路串联后与低压负载并联。高压负载可以包含驱动电机、高压正的温度系数(Positive Temperature Coefficient，PTC)加热器等部件，VCU通过CAN线与BMS、EMS、高压负载的控制器交换控制信息。VCU还通过CAN线与部分低压负载通信，例如低压端的感性负载。EMS用于控制发动机的工作还用于控制起动机的工作。EMS可以通过低压信号控制起动机是否工作。所述起机继电器可以由VCU通过低压信号控制。蓄电池可以通过EBS接地，EBS可以通过LIN线将蓄电池的信息传给VCU，蓄电池的信息包括电池的SOC(State of charge,荷电状态)、SOF(state of function，功能状态)、SOC状态、SOF状态以及蓄电池故障状态，故障状态可以包括温度故障、标定故障、响应故障和不一致性故障。SOC状态用于表示电池SOC的可信度是否正常，SOF状态用于表示电池SOF的可信度是否正常。
实施例二
图2为本申请实施例二提供的一种发动机起机方法的流程图，本实施例可适用于实施例一中提供的车辆电气系统中进行发动机启动，该方法可以由发动机起机装置来执行，该装置可以由硬件和/或软件来实现，包括如下步骤：
步骤210、在车辆停车状态下，响应于通过整车控制单元VCU获取到的发 动机管理单元EMS上报的起动机控制回路状态和蓄电池传感器EBS上报的蓄电池的电池功能状态SOF符合预设条件，通过VCU控制起机继电器保持闭合，并向EMS发送起机喷油指令；
其中，起机继电器连接在直流转直流变换器和蓄电池正极之间。EMS上报VCU起动机控制回路的状态，VCU接收EBS上报的SOF状态，如果起动机控制回路无故障且SOF高于预设值(例如，SOF预设为需要高于7.2V)且SOF状态正常，认为可以利用蓄电池为起动机供电，通过起动机来起机。起机继电器是常闭的，则保持起机继电器闭合，VCU向EMS发送起机喷油指令，然后由EMS控制起动机工作，控制发动机喷油。
例如，预设条件为，起动机控制回路状态的预设条件和蓄电池的SOF的预设条件。
步骤220、通过EMS控制起动机起机，响应于发动机转速达到第一预设转速，通过EMS控制发动机喷油；
其中，起动机与蓄电池并联。EMS控制起动机执行起动过程，在发动机转速上升到第一预设转速时(例如，第一预设转速为200rpm)，EMS控制发动机喷油。
步骤230、响应于预设时间内发动机转速达到第二预设转速，通过EMS向VCU上报发动机的状态为运行；
其中，如果在预设时间(例如，预设时间为0.3s)内发动机转速上升至第二预设转速(例如，第二预设转速为600rpm),则EMS向VCU上报发动机的状态为运行。
步骤240、响应于通过VCU根据发动机的状态和转速，判断起动机起机成功，控制发动机和驱动电机间的离合器结合。
其中，同时VCU内部根据发动机的状态和转速，判断起机是否成功，如果在预设时间内发动机的状态未达到运行且转速未达到预设值(例如，预设700rpm),则VCU做出起动机起机失败判断。如果起动机起机成功，执行发动机和驱动电机间的离合器结合指令，同时发动机和驱动电机接收VCU发动的扭矩或转速指令。本申请实施例中的混合动力汽车，如图6所示，在发动机和驱动电机之间设置有离合器(图6中标注为离合器1)，在驱动电机和变速箱之间，还设置有另一个离合器(图6中标注为离合器2)。例如，在通过EMS控制发动机喷油之后，还包括：若预设时间内发动机转速未达到第二预设转速，通过EMS向VCU上报发动机的状态为未运行；通过VCU判断起动机起机失败，并 累计起动机起机失败次数；通过VCU控制驱动电机起机。例如，若起动机起机失败次数在本次驾驶循环中超过预设次数(例如，预设次数为4次)且发动机运行，则通过VCU禁止发动机停机。
针对本次驾驶循环，可将车辆停车至下一次车辆停车作为一次驾驶循环。
本实施例，在蓄电池和直流转直流变换器之间设置起机继电器，在蓄电池具备起机的条件下进行发动机起机，解决双蓄电池系统成本高的问题，实现不增加蓄电池数量，控制硬件成本，并提高车辆的舒适性和安全性的效果。
实施例三
图3为本申请实施例三提供的一种发动机起机方法的流程图，本实施例可适用于实施例一中提供的车辆电气系统中进行发动机启动，该方法可以由发动机起机装置来执行，该装置可以由硬件和/或软件来实现，包括如下步骤：
步骤310、在车辆处于纯电动行驶状态下，在需要起动发动机的情况下，响应于通过整车控制单元VCU获取到的发动机管理单元EMS上报的起动机控制回路状态为正常，通过VCU将低压端的感性负载的功率限制在预设功率内，限制起动机的能力，控制起机继电器断开并向EMS发送起机喷油指令；
其中，起机继电器连接在直流转直流变换器和蓄电池正极之间。车辆处于纯电动行驶，VCU内部起机决定模块决定起发动机，并且起机仲裁模块判断采用起动机起机。EMS上报VCU起动机控制回路的状态,VCU内部计算是否允许行车起动机起机，如果允许行车起动机起机且EMS上报的起动机控制回路正常，VCU首先向低压端的感性负载发出功率限制指令，同时根据上一时刻直流转直流变换器上报的低压负载端的消耗和BMS上报的高压电池能力，对驱动电机的能力进行限制，以防止高压电池能力不足；同时VCU发送断开起机继电器指令，经过一定时间(预设0.1s)后，VCU向EMS发送起动机起机喷油指令。
步骤320、通过EMS控制起动机起机，响应于发动机转速达到第一预设转速，通过EMS控制发动机喷油；
其中，起动机与蓄电池并联。
步骤330、响应于预设时间内发动机转速达到第二预设转速，通过EMS向VCU上报发动机的状态为运行；
步骤340、响应于通过VCU根据发动机的状态和转速，判断起动机起机成功，控制起机继电器闭合，控制发动机和驱动电机间的离合器结合。
其中，VCU控制起机继电器闭合。例如，控制发动机和驱动电机间的离合器结合，包括：通过VCU向EMS发送转速控制指令；通过EMS控制发动机进 入转速控制模式，以驱动电机的当前转速为目标转速；若发动机的转速与驱动电机的转速差在预设转速差或发动机起机成功达到预设起机时间，通过VCU控制发动机和驱动电机间的离合器结合。起机成功后发动机进入转速控制模式，且以驱动电机当前转速为目标转速，当发动机转速与电机转速的差在一定值(50rpm)或进入转速控制模式时间到过一定值时(0.5s)，则结合发动机和驱动电机间的离合器，此后发动机和驱动电机接收VCU的转矩控制指令，同时VCU取消对低压感性负载的功率限制指令。
本实施例，在电动行驶的情况下进行发动机起机，解决双蓄电池系统成本高的问题，实现不增加蓄电池数量，控制硬件成本，并提高车辆的舒适性和安全性的效果。
在一实施例中，在控制起机继电器闭合之后，还包括：
通过VCU根据蓄电池传感器EBS上报的电流值，判断起机继电器是否闭合；
若电流值大于预设电流值，则判断起机继电器闭合；若电流值小于等于预设电流值，则判断起机继电器闭合失败，记录故障并在本次驾驶循环禁止发动机停机。其中，VCU根据EBS控制器上报的电流值，判断起机继电器是否确实完成闭合，如果EBS电流大于一定值(0.2A)，则认为起机继电器闭合，如果EBS电流小于或等于一定值(0.2A)，则认为起机继电器闭合失败，记录故障并在本次驾驶循环禁止发动机停机。
在一实施例中，在通过EMS控制发动机喷油之后，还包括：
若预设时间内发动机转速未达到第二预设转速，通过EMS向VCU上报发动机的状态为未运行；
通过VCU判断起动机起机失败，并累计起动机起机失败次数；
通过VCU控制驱动电机起机；
若起动机起机失败次数在本次驾驶循环中超过预设次数且发动机运行，则通过VCU禁止发动机停机。
在一实施例中，在响应于通过整车控制单元VCU获取到的发动机管理单元EMS上报的起动机控制回路状态为正常，通过VCU将低压端的感性负载的功率限制在预设功率内，限制驱动电机的能力，控制起机继电器断开并向EMS发送起机喷油指令之前，还包括：
通过VCU接收EBS上报的蓄电池状态，响应于蓄电池状态符合预设条件，通过VCU控制起机继电器断开；
在预设检测时间内，响应于通过VCU获取到的EBS上报的电流值小于预设检测电流值，确定起机继电器能正常断开，允许行车起动机起机；
响应于通过VCU获取到的EBS上报的电流值大于等于预设检测电流值，则确定起机继电器不能正常断开，不允许行车起动机起机；
响应于不允许行车起动机起机，通过VCU判断直流转直流变换器是否工作，响应于直流转直流变换器未工作，通过VCU控制驱动电机起机；响应于直流转直流变换器工作，返回执行判断蓄电池状态是否符合预设条件。
其中，先检测整车ON档上电状态，如果整车检测到ON档电，上升沿有效，且目前钥匙置为ON档以上。然后，VCU接收EBS上报的蓄电池状态，如果电池SOC大于一定值(预设40％)，SOF大于一定值(预设7.5V)，且SOC状态正常，SOF状态正常，则认为蓄电池无故障，符合预设条件。如果蓄电池状态不符合预设条件，则上报起动机不能进行起动机起机。可以理解的是，在停车状态下，也需要进行蓄电池状态是否符合预设条件的判断，作为是否可以在停车状态下执行起动机起机的前提条件。如果蓄电池状态符合预设条件，执行起机继电器自检，VCU发送断开起机继电器指令，如果在一定时间(预设0.1s)内判断EBS上报的电流低于一定值(预设0.1A),则表明起机继电器能正常断开，则上报允许行车起动机起机。如果在一定时间(预设0.1s)内判断EBS上报的电流没有低于一定值(预设0.1A),则表明起机继电器不能正常断开，上报起动机不能进行行车起机。另外，如果SOC太低，SOF状态可能是由于蓄电池长时间放置造成的，一般如果整车上电后，随着直流转直流变换器工作对蓄电池充电，其状态有可能恢复正常，所以执行直流转直流变换器是否工作的状态判断，如果直流转直流变换器未工作，则上报起动机不能进行起动机起机；如果直流转直流变换器在工作，则进行蓄电池状态是否符合预设条件的判断。
实施例四
图4为本申请实施例四提供的一种发动机起机装置的结构示意图，该装置可以执行实施例二提供的发动机起机方法，该装置包括：
起机判断模块410，设置为在车辆停车状态下，响应于通过整车控制单元VCU获取到的发动机管理单元EMS上报的起动机控制回路状态和蓄电池传感器EBS上报的蓄电池的电池功能状态SOF符合预设条件，通过VCU控制起机继电器保持闭合，并向EMS发送起机喷油指令；其中，起机继电器连接在直流转直流变换器和蓄电池正极之间；
发动机喷油控制模块420，设置为通过EMS控制起动机起机，响应于发动 机转速达到第一预设转速，通过EMS控制发动机喷油；其中，起动机与蓄电池并联；
发动机运行状态上报模块430，设置为响应于预设时间内发动机转速达到第二预设转速，通过EMS向VCU上报发动机的状态为运行；
离合器结合模块440，设置为响应于通过VCU根据发动机的状态和转速，判断起动机起机成功，控制发动机和驱动电机间的离合器结合。
在一实施例中，发动机起机装置还包括：
发动机未运行状态上报模块，设置为在通过EMS控制发动机喷油之后，若预设时间内发动机转速未达到第二预设转速，通过EMS向VCU上报发动机的状态为未运行；
起机失败次数累计模块，设置为通过VCU判断起动机起机失败，并累计起动机起机失败次数；
驱动电机起机模块，设置为通过VCU控制驱动电机起机。
在一实施例中，发动机起机装置还包括：
禁止发动机停机模块，设置为若起动机起机失败次数在本次驾驶循环中超过预设次数且发动机运行，则通过VCU禁止发动机停机。
本申请实施例四所提供的发动机起机装置可执行本申请实施例二所提供的发动机起机方法，具备执行方法相应的功能模块和有益效果。
实施例五
图5为本申请实施例五提供的一种发动机起机装置的结构示意图，该装置可以执行实施例三提供的发动机起机方法，该装置包括：
起机判断模块510，设置为在车辆处于纯电动行驶状态下，在需要起动发动机的情况下，响应于通过整车控制单元VCU获取到的发动机管理单元EMS上报的起动机控制回路状态为正常，通过VCU将低压端的感性负载的功率限制在预设功率内，限制起动机的能力，控制起机继电器断开并向EMS发送起机喷油指令；其中，起机继电器连接在直流转直流变换器和蓄电池正极之间；
发动机喷油控制模块520，设置为通过EMS控制起动机起机，若发动机转速达到第一预设转速，通过EMS控制发动机喷油；其中，起动机与蓄电池并联；
发动机运行状态上报模块530，设置为若预设时间内发动机转速达到第二预设转速，通过EMS向VCU上报发动机的状态为运行；
离合器结合模块540，设置为若通过VCU根据发动机的状态和转速，判断起动机起机成功，控制起机继电器闭合，控制发动机和驱动电机间的离合器结 合。
在一实施例中，离合器结合模块具体设置为：
通过VCU向EMS发送转速控制指令；
通过EMS控制发动机进入转速控制模式，以驱动电机的当前转速为目标转速；
响应于发动机的转速与驱动电机的转速之间的转速差在预设转速差或发动机起机成功的持续时间达到预设起机时间，通过VCU控制发动机和驱动电机间的离合器结合。
在一实施例中，发动机起机装置还包括：
起机继电器闭合判断模块，设置为在控制起机继电器闭合之后，通过VCU根据蓄电池传感器EBS上报的电流值，判断起机继电器是否闭合；响应于电流值大于预设电流值，判断起机继电器闭合；响应于电流值小于或等于预设电流值，判断起机继电器闭合失败，记录故障并在本次驾驶循环禁止发动机停机。
在一实施例中，发动机起机装置还包括：
发动机未运行状态上报模块，设置为在通过EMS控制发动机喷油之后，若预设时间内发动机转速未达到第二预设转速，通过EMS向VCU上报发动机的状态为未运行；
起机失败次数累计模块，设置为通过VCU判断起动机起机失败，并累计起动机起机失败次数；
驱动电机起机模块，设置为通过VCU控制驱动电机起机；
禁止发动机停机模块，设置为若起动机起机失败次数在本次驾驶循环中超过预设次数且发动机运行，则通过VCU禁止发动机停机。
在一实施例中，发动机起机装置还包括：
蓄电池状态检测模块，设置为在响应于通过整车控制单元VCU获取到的发动机管理单元EMS上报的起动机控制回路状态为正常，通过VCU将低压端的感性负载的功率限制在预设功率内，限制起动机的能力，控制起机继电器断开并向EMS发送起机喷油指令之前，通过VCU接收EBS上报的蓄电池状态，若蓄电池状态符合预设条件，通过VCU控制起机继电器断开；
第一起机继电器确定模块，设置为在预设检测时间内，响应于通过VCU获取到的EBS上报的电流值小于预设检测电流值，确定起机继电器能正常断开，允许行车起动机起机；
第二起机继电器确定模块，设置为响应于通过VCU获取到的EBS上报的 电流值大于等于预设检测电流值，确定起机继电器不能正常断开，不允许行车起动机起机；
直流转直流变换器确定模块，设置为响应于不允许行车起动机起机，通过VCU判断直流转直流变换器是否工作，响应于直流转直流变换器未工作，通过VCU控制驱动电机起机；响应于直流转直流变换器工作，返回执行判断蓄电池状态是否符合预设条件。
本申请实施例五所提供的发动机起机装置可执行本申请实施例三所提供的发动机起机方法，具备执行方法相应的功能模块和有益效果。
实施例六
本申请实施例六还提供一种包含计算机可执行指令的存储介质，所述计算机可执行指令在由计算机处理器执行时用于执行一种发动机起机方法，该方法包括：
在车辆停车状态下，响应于通过整车控制单元VCU获取到的发动机管理单元EMS上报的起动机控制回路状态和蓄电池传感器EBS上报的蓄电池的电池功能状态SOF符合预设条件，通过所述VCU控制起机继电器保持闭合，并向所述EMS发送起机喷油指令；其中，所述起机继电器连接在直流转直流变换器和所述蓄电池正极之间；
通过所述EMS控制所述起动机起机，响应于发动机转速达到第一预设转速，通过所述EMS控制发动机喷油；其中，所述起动机与所述蓄电池并联；
响应于预设时间内发动机转速达到第二预设转速，通过所述EMS向所述VCU上报所述发动机的状态为运行；
响应于通过所述VCU根据所述发动机的状态和转速，判断所述起动机起机成功，控制所述发动机和驱动电机间的离合器结合。
所述计算机可执行指令在由计算机处理器执行时还用于执行一种发动机起机方法，该方法包括：
在车辆处于纯电动行驶状态下，在需要起动发动机的情况下，响应于通过整车控制单元VCU获取到的发动机管理单元EMS上报的起动机控制回路状态为正常，通过所述VCU将低压端的感性负载的功率限制在预设功率内，限制驱动电机的能力，控制起机继电器断开并向所述EMS发送起机喷油指令；其中，所述起机继电器连接在所述直流转直流变换器和蓄电池正极之间；
通过所述EMS控制所述起动机起机，响应于发动机转速达到第一预设转速，通过所述EMS控制发动机喷油；其中，所述起动机与所述蓄电池并联；
响应于预设时间内发动机转速达到第二预设转速，通过所述EMS向所述VCU上报所述发动机的状态为运行；
响应于通过所述VCU根据所述发动机的状态和转速，判断所述起动机起机成功，控制所述起机继电器闭合，控制所述发动机和驱动电机间的离合器结合。
本申请实施例所提供的一种包含计算机可执行指令的存储介质,其计算机可执行指令不限于如上所述的方法操作,还可以执行本申请任意实施例所提供的发动机起机方法中的相关操作。
通过以上关于实施方式的描述，所属领域的技术人员可以清楚地了解到，本申请可借助软件及必需的通用硬件来实现，也可以通过硬件实现，但很多情况下前者是更佳的实施方式。基于这样的理解，本申请的技术方案本质上或者说对相关技术做出贡献的部分可以以软件产品的形式体现出来，该计算机软件产品可以存储在计算机可读存储介质中，如计算机的软盘、只读存储器(Read-Only Memory,ROM)、随机存取存储器(Random Access Memory,RAM)、闪存(FLASH)、硬盘或光盘等，包括若干指令用以使得一台计算机设备(可以是个人计算机，服务器，或者网络设备等)执行本申请各个实施例所述的方法。
值得注意的是，上述发动机起机装置的实施例中，所包括的各个单元和模块只是按照功能逻辑进行划分的，但并不局限于上述的划分，只要能够实现相应的功能即可；另外，各功能单元的具体名称也只是为了便于相互区分，并不用于限制本申请的保护范围。
本申请实施例通过在蓄电池和直流转直流变换器之间设置起机继电器，在蓄电池具备起机的条件下进行发动机起机，解决双蓄电池系统成本高的问题，实现不增加蓄电池数量，控制硬件成本，并提高车辆的舒适性和安全性的效果。
本领域技术人员会理解，本申请不限于这里所述的特定实施例，对本领域技术人员来说能够进行各种明显的变化、重新调整和替代而不会脱离本申请的保护范围。因此，虽然通过以上实施例对本申请进行了说明，但是本申请不仅仅限于以上实施例，在不脱离本发明构思的情况下，还可以包括更多其他等效实施例，而本申请的范围由所附的权利要求范围决定。

Claims (12)

  1. 一种发动机起机方法，包括：
    在车辆停车状态下，响应于通过整车控制单元VCU获取到的发动机管理单元EMS上报的起动机控制回路状态和蓄电池传感器EBS上报的蓄电池的电池功能状态SOF符合预设条件，通过所述VCU控制起机继电器保持闭合，并向所述EMS发送起机喷油指令；其中，所述起机继电器连接在直流转直流变换器和所述蓄电池正极之间；
    通过所述EMS控制起动机起机，响应于发动机转速达到第一预设转速，通过所述EMS控制发动机喷油；其中，所述起动机与所述蓄电池并联；
    响应于预设时间内发动机转速达到第二预设转速，通过所述EMS向所述VCU上报所述发动机的状态为运行；
    响应于通过所述VCU根据所述发动机的状态和转速，判断所述起动机起机成功，控制所述发动机和驱动电机间的离合器结合。
  2. 根据权利要求1所述的方法，在所述通过所述EMS控制发动机喷油之后，还包括：
    响应于所述预设时间内发动机转速未达到所述第二预设转速，通过所述EMS向所述VCU上报所述发动机的状态为未运行；
    通过所述VCU判断所述起动机起机失败，并累计起动机起机失败次数；
    通过所述VCU控制驱动电机起机。
  3. 根据权利要求2所述的方法，还包括：
    响应于起动机起机失败次数在本次驾驶循环中超过预设次数且发动机运行，通过VCU禁止发动机停机。
  4. 根据权利要求1所述的方法，在所述通过所述EMS控制发动机喷油之后，还包括：
    响应于所述预设时间内发动机转速未达到所述第二预设转速，通过所述EMS向所述VCU上报所述发动机的状态为未运行；
    通过所述VCU判断所述起动机起机失败；
    通过所述VCU控制驱动电机起机。
  5. 一种发动机起机方法，包括：
    在车辆处于纯电动行驶状态下，在需要起动发动机的情况下，响应于通过整车控制单元VCU获取到的发动机管理单元EMS上报的起动机控制回路状态为正常，通过所述VCU将低压端的感性负载的功率限制在预设功率内，限制驱动电机的能力，控制起机继电器断开并向所述EMS发送起机喷油指令；其中， 所述起机继电器连接在直流转直流变换器和蓄电池正极之间；
    通过所述EMS控制起动机起机，响应于发动机转速达到第一预设转速，通过所述EMS控制发动机喷油；其中，所述起动机与所述蓄电池并联；
    响应于预设时间内发动机转速达到第二预设转速，通过所述EMS向所述VCU上报所述发动机的状态为运行；
    响应于通过所述VCU根据所述发动机的状态和转速，判断所述起动机起机成功，控制所述起机继电器闭合，控制所述发动机和驱动电机间的离合器结合。
  6. 根据权利要求5所述的方法，其中，所述控制所述发动机和驱动电机间的离合器结合，包括：
    通过所述VCU向所述EMS发送转速控制指令；
    通过所述EMS控制所述发动机进入转速控制模式，以所述驱动电机的当前转速为目标转速；
    响应于所述发动机的转速与所述驱动电机的转速之间的转速差在预设转速差或所述发动机起机成功的持续时间达到预设起机时间，通过所述VCU控制所述发动机和所述驱动电机间的离合器结合。
  7. 根据权利要求5所述的方法，在所述控制所述起机继电器闭合之后，还包括：
    通过所述VCU根据蓄电池传感器EBS上报的电流值，判断所述起机继电器是否闭合；
    响应于所述电流值大于预设电流值，判断所述起机继电器闭合；响应于所述电流值小于或等于所述预设电流值，判断所述起机继电器闭合失败，记录故障并在本次驾驶循环禁止发动机停机。
  8. 根据权利要求5所述的方法，在所述通过所述EMS控制发动机喷油之后，还包括：
    响应于所述预设时间内发动机转速未达到所述第二预设转速，通过所述EMS向所述VCU上报所述发动机的状态为未运行；
    通过所述VCU判断所述起动机起机失败，并累计起动机起机失败次数；
    通过所述VCU控制驱动电机起机；
    响应于起动机起机失败次数在本次驾驶循环中超过预设次数且发动机运行，通过VCU禁止发动机停机。
  9. 根据权利要求5所述的方法，在所述响应于通过整车控制单元VCU获取到的发动机管理单元EMS上报的起动机控制回路状态为正常，通过所述VCU 将低压端的感性负载的功率限制在预设功率内，限制驱动电机的能力，控制起机继电器断开并向所述EMS发送起机喷油指令之前，还包括：
    通过所述VCU接收EBS上报的蓄电池状态，响应于所述蓄电池状态符合预设条件，通过所述VCU控制所述起机继电器断开；
    在预设检测时间内，响应于通过所述VCU获取到的所述EBS上报的电流值小于预设检测电流值，确定所述起机继电器能正常断开，允许行车起动机起机；
    响应于通过所述VCU获取到的所述EBS上报的电流值大于或等于所述预设检测电流值，确定所述起机继电器不能正常断开，不允许行车起动机起机；
    响应于不允许行车起动机起机，通过所述VCU判断直流转直流变换器是否工作，响应于所述直流转直流变换器未工作，通过所述VCU控制驱动电机起机；响应于所述直流转直流变换器工作，返回执行判断所述蓄电池状态是否符合所述预设条件。
  10. 一种车辆电气系统，包括：
    蓄电池、起动机、起机继电器、直流转直流变换器、低压负载、发动机管理单元EMS、整车控制单元VCU、高压电池、电池管理系统BMS、高压负载；
    所述蓄电池与所述起动机并联构成起动机起机回路，所述直流转直流变换器的低压输出端分别与所述起机继电器的第一端和所述低压负载连接，所述起机继电器的第二端与所述蓄电池的正极连接；
    所述起动机与所述EMS信号连接，由所述EMS控制；
    所述起机继电器与所述VCU信号连接，由所述VCU控制；
    所述VCU通过CAN线分别与所述BMS、所述EMS、高压负载和低压负载通信；
    所述蓄电池通过蓄电池传感器EBS接地，所述EBS通过LIN线与所述VCU通信；
    所述高压电池由所述BMS进行管理，所述高压负载与所述高压电池并联，所述高压电池的正极连接所述直流转直流变换器的高压输入端。
  11. 一种车辆电气系统，包括：
    蓄电池、起动机、起机继电器、直流转直流变换器、低压负载、发动机管理单元EMS、整车控制单元VCU、高压电池、电池管理系统BMS、高压负载；
    所述蓄电池与所述起动机并联构成起动机起机回路，所述直流转直流变换器的低压输出端分别与所述起机继电器的第一端和所述低压负载连接，所述起 机继电器的第二端与所述蓄电池的正极连接；
    所述起动机与所述EMS信号连接，由所述EMS控制；
    所述起机继电器与所述VCU信号连接，由所述VCU控制；
    所述VCU通过CAN线分别与所述BMS、所述EMS、高压负载和低压负载通信；
    所述蓄电池通过蓄电池传感器EBS接地，所述EBS通过LIN线与所述VCU通信；
    所述高压电池由所述BMS进行管理，所述高压负载与所述高压电池并联，所述高压电池的正极连接所述直流转直流变换器的高压输入端；
    其中，所述车辆电气系统设置为执行如权利要求1-9中任一所述的发动机起机方法。
  12. 一种包含计算机可执行指令的存储介质，所述计算机可执行指令在由计算机处理器执行时用于执行如权利要求1-9中任一所述的发动机起机方法。
PCT/CN2021/141049 2020-12-29 2021-12-24 发动机起机方法、车辆电气系统及存储介质 WO2022143437A1 (zh)

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