CN118876934A

CN118876934A - Engine anti-drag suppression method, system and vehicle for hybrid vehicle

Info

Publication number: CN118876934A
Application number: CN202410874771.7A
Authority: CN
Inventors: 邹家远; 朱永明; 钟振远; 张晨; 秦伟; 苏文龙
Original assignee: Guangzhou Automobile Group Co Ltd
Current assignee: Guangzhou Automobile Group Co Ltd
Priority date: 2024-07-01
Filing date: 2024-07-01
Publication date: 2024-11-01
Anticipated expiration: 2044-07-01
Also published as: CN118876934B

Abstract

The application is suitable for the technical field of vehicle control, and particularly relates to a method and a system for suppressing engine anti-dragging of a hybrid electric vehicle and the vehicle. According to the method, when the vehicle runs purely at the preset temperature, the engine shaft rotating speed of the engine and the generator shaft rotating speed of the generator are monitored in real time, when the engine shaft rotating speed exceeds a first preset rotating speed value and the generator shaft rotating speed is not a second preset rotating speed value, the generator is controlled to output first reverse torque, so that the engine shaft rotating speed does not exceed the first preset rotating speed value, the reverse torque is applied by the generator control unit, a speed stabilizing control function is achieved under the low-temperature condition, the rotating speed control of the engine is achieved, the engine is prevented from being reversely towed, and the comfort of the vehicle is improved.

Description

Engine anti-dragging inhibition method and system of hybrid electric vehicle and vehicle

Technical Field

The application is suitable for the technical field of vehicle control, and particularly relates to a method and a system for suppressing engine anti-dragging of a hybrid electric vehicle and the vehicle.

Background

Currently, hybrid vehicles include, but are not limited to, plug-in hybrid vehicles, range-extending hybrid vehicles, and the like, wherein hybrid systems are equipped in the hybrid vehicles, including range extender type hybrid systems, power split type hybrid systems, hybrid systems having a series-parallel structure, and the like.

When the vehicle is parked for one night in an extremely low temperature environment (for example, the temperature is less than or equal to minus 30 ℃), as the vehicle has a pure electric running function and the viscosity resistance of oil products at low temperature is increased, a driving control unit (Drive Control Unit, DCU) transmits driving torque to an engine through a clutch when driving the vehicle, so that the engine is reversely pulled up, and when the rotating speed is reversely pulled up to a certain rotating speed (resonant rotating speed of a transmission system), fluctuation amplification of the transmission system is caused, so that the comfort of the whole vehicle is affected.

Therefore, how to suppress the reverse drag of the engine and improve the vehicle comfort during the low-temperature pure electric driving is a problem to be solved.

Disclosure of Invention

In view of the above, the embodiments of the present application provide a method and a system for suppressing reverse towing of an engine of a hybrid vehicle, and a vehicle, so as to solve the problem of how to suppress reverse towing of an engine during low-temperature pure electric driving, so as to improve vehicle comfort.

In a first aspect, an embodiment of the present application provides a method for suppressing reverse towing of an engine of a hybrid vehicle, including:

When the vehicle runs purely at a preset temperature, the engine shaft speed of the engine and the generator shaft speed of the generator are monitored in real time;

When the engine shaft speed exceeds a first preset speed value and the generator shaft speed is not a second preset speed value, controlling the generator to output a first reverse torque so that the engine shaft speed does not exceed the first preset speed value.

In one embodiment, the engine anti-drag suppression method of a hybrid vehicle further includes:

Acquiring the oil temperature, the engine state and the vehicle speed of an overspeed protection control oil way in a vehicle;

And if the oil temperature is not higher than the preset temperature, the engine state is not started, and the vehicle speed is higher than a preset vehicle speed value, determining that the vehicle is in pure electric running at the preset temperature.

In one embodiment, acquiring an engine state includes:

Acquiring a driving mode, the residual electric quantity of a power battery and an air conditioner running mode in the vehicle;

And if the driving mode is pure electric priority, the residual electric quantity is larger than a preset electric quantity value, and the air conditioner operation mode does not trigger the engine to start, determining that the engine state is not to start.

In one embodiment, acquiring an air conditioner operation mode includes:

acquiring the state of an air conditioner switch and the state of a heating heater;

if the air conditioner on-off state is on and the heating heater state is off, determining that the air conditioner running mode triggers an engine to start;

And if the air conditioner switch state is on and the heating heater state is on or the air conditioner switch state is off, determining that the air conditioner running mode does not trigger the engine to start.

In one embodiment, after said controlling said generator to output a first reverse torque, further comprising:

Detecting whether the oil temperature of the overspeed protection control oil way is higher than the preset temperature or not and whether the engine state is on or not;

And if the oil temperature of the overspeed protection control oil way is detected to be higher than the preset temperature or the engine state is the start, the anti-dragging inhibition of the engine is exited.

In one embodiment, the controlling the generator to output a first reverse torque includes:

Generating a first reverse torque according to the difference between the rotating speed of the generator shaft and the second preset rotating speed value;

controlling the generator to output the first reverse torque.

In an embodiment, after said controlling said generator to output said first reverse torque, further comprising:

If the rotating speed of the generator shaft at the next moment is larger than a third preset rotating speed value, the first reverse torque is increased, and a second reverse torque is obtained;

And taking the second reverse torque as the first reverse torque, and returning to execute the control of the generator to output the first reverse torque until the rotating speed of the generator shaft does not exceed the first preset rotating speed value and the rotating speed of the generator shaft is a second preset rotating speed value.

If the rotation speed of the engine shaft at the next moment does not exceed the first preset rotation speed value and the rotation speed of the generator shaft is the second preset rotation speed value, judging whether the vehicle runs purely at the preset temperature;

and if the vehicle runs purely at the preset temperature, executing the real-time monitoring of the engine shaft rotating speed of the engine and the generator shaft rotating speed of the generator.

In a second aspect, an embodiment of the present application provides an engine anti-drag suppression system of a hybrid vehicle, including a vehicle controller, an electric vehicle integrated power unit, an engine management system and a generator control unit, where the engine management system is configured to collect an engine shaft rotation speed of an engine, the generator control unit is configured to collect a generator shaft rotation speed of a generator, the electric vehicle integrated power unit is connected to the generator control unit, the vehicle controller is connected to the electric vehicle integrated power unit and the engine management system, and the vehicle controller is configured to implement the above first aspect and improve the engine anti-drag suppression method of the hybrid vehicle.

In a third aspect, an embodiment of the present application provides a vehicle, including the engine anti-drag suppression system of the hybrid vehicle described in the second aspect.

Compared with the prior art, the embodiment of the application has the beneficial effects that: when the vehicle runs purely at the preset temperature, the engine shaft rotating speed of the engine and the generator shaft rotating speed of the generator are monitored in real time, and when the engine shaft rotating speed exceeds a first preset rotating speed value and the generator shaft rotating speed is not a second preset rotating speed value, the generator is controlled to output first reverse torque, so that the engine shaft rotating speed does not exceed the first preset rotating speed value, the reverse torque is applied by the generator control unit, and the speed stabilizing control function is realized under the low-temperature condition, so that the engine is prevented from being reversely dragged, and the comfort of the vehicle is improved.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the embodiments or the description of the prior art will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic diagram of an engine anti-drag suppression system of a hybrid vehicle according to a first embodiment of the present application;

Fig. 2 is a schematic flow chart of a method for suppressing engine reverse towing of a hybrid vehicle according to a second embodiment of the present application;

Fig. 3 is a schematic flow chart of a method for suppressing engine reverse towing of a hybrid vehicle according to a third embodiment of the present application;

Fig. 4 is a flowchart of a method for suppressing reverse towing of an engine of a hybrid vehicle according to a fourth embodiment of the present application;

fig. 5 is a flowchart of a method for suppressing reverse towing of an engine of a hybrid vehicle according to a fifth embodiment of the present application;

fig. 6 is a flowchart of a method for suppressing reverse towing of an engine of a hybrid vehicle according to a sixth embodiment of the present application;

fig. 7 is a flowchart of a method for suppressing reverse dragging of an engine of a hybrid vehicle according to a seventh embodiment of the present application;

fig. 8 is a schematic structural diagram of a vehicle controller according to an eighth embodiment of the present application.

Detailed Description

In the following description, for purposes of explanation and not limitation, specific details are set forth such as the particular system architecture, techniques, etc., in order to provide a thorough understanding of the embodiments of the present application. It will be apparent, however, to one skilled in the art that the present application may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.

It should be understood that the terms "comprises" and/or "comprising," when used in this specification and the appended claims, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.

Furthermore, the terms "first," "second," "third," and the like in the description of the present specification and in the appended claims, are used for distinguishing between descriptions and not necessarily for indicating or implying a relative importance.

Reference in the specification to "one embodiment" or "some embodiments" or the like means that a particular feature, structure, or characteristic described in connection with the embodiment is included in one or more embodiments of the application. Thus, appearances of the phrases "in one embodiment," "in some embodiments," "in other embodiments," and the like in the specification are not necessarily all referring to the same embodiment, but mean "one or more but not all embodiments" unless expressly specified otherwise. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless expressly specified otherwise.

It should be understood that the sequence numbers of the steps in the following embodiments do not mean the order of execution, and the execution order of the processes should be determined by the functions and the internal logic, and should not be construed as limiting the implementation process of the embodiments of the present application.

In order to illustrate the technical scheme of the application, the following description is made by specific examples.

Referring to fig. 1, a schematic diagram of an engine anti-drag suppression system of a hybrid vehicle according to an embodiment of the present application is shown. The vehicle control system comprises a vehicle control unit (Vehicle Controller Unit, VCU), an electric vehicle integrated power unit (INTEGRATED POWER UNIT, IPU), an engine management system (ENGINE MANAGEMENT SYSTEM, EMS) and a generator control unit (Generator Control Unit, GCU), wherein the engine management system is used for collecting the engine shaft rotating speed of an engine, the generator control unit is used for collecting the generator shaft rotating speed of a generator, the electric vehicle integrated power unit is connected with the generator control unit, the vehicle control unit is connected with the electric vehicle integrated power unit and the engine management system, and particularly, the vehicle control unit CAN be in communication connection through a controller local area network bus (Controller Area Network, CAN).

The vehicle controller can acquire corresponding data, so that the anti-dragging inhibition of the engine of the vehicle is realized.

Fig. 2 is a schematic flow chart of an engine anti-drag suppression method for a hybrid vehicle according to a second embodiment of the present application. The engine anti-drag inhibition method of the hybrid vehicle is applied to the engine anti-drag inhibition system, and specifically comprises the following steps of:

in step S201, when the vehicle is running purely at a preset temperature, the engine shaft speed of the engine and the generator shaft speed of the generator are monitored in real time.

Wherein the preset temperature may be set according to the characteristics of the oil used in the transmission, for example, when the oil is at-30 ℃, the viscosity resistance of the oil increases, and thus, the preset temperature may be set to between-20 ℃ and-30 ℃.

The pure electric driving is characterized in that the vehicle is driven in a pure electric mode, namely, the engine is not started, the whole vehicle controller CAN extract the engine shaft rotating speed of the engine and the generator shaft rotating speed of the generator from the CAN, wherein the engine shaft rotating speed of the engine CAN be acquired by the EMS of the engine, the generator shaft rotating speed of the generator CAN be acquired by the GCU of the generator, and of course, the GCU CAN directly control the generator to give reverse torque so as to reversely drive the generator shaft.

In step S202, when the engine shaft speed exceeds the first preset speed value and the generator shaft speed is not the second preset speed value, the generator is controlled to output the first reverse torque so that the engine shaft speed does not exceed the first preset speed value.

The first preset rotational speed value and the second preset rotational speed value are set by a user according to a resonance rotational speed of a transmission system of the vehicle, and for the engine shaft rotational speed, the engine shaft rotational speed may not be required to be completely zero, for example, the first preset rotational speed value is 10rgm, and for the generator shaft rotational speed, the engine shaft rotational speed may not be required to be completely zero, but in order to ensure that the transmission is not reversely towed, the generator shaft rotational speed is set to be zero, for example, the second preset rotational speed value is 0rgm.

If the engine shaft speed exceeds a first preset speed value and the generator shaft speed is not a second preset speed value, the reverse dragging of the engine is indicated, the fluctuation amplification of the transmission system can be caused, the reverse torque is controlled to be output by the generator in order to reduce the influence of the reverse dragging of the engine, the value of the reverse torque can be determined according to the rotation speed of the generator shaft, wherein if the rotation speed of the generator shaft is higher, the reverse torque is required to be larger, and if the rotation speed of the generator shaft is lower, the reverse torque is required to be smaller.

Finally, the generator shaft speed may be reduced to a second preset speed value via application of the reverse torque. And the rotation speed of the engine shaft is reduced to be smaller than a first preset rotation speed value, so that the anti-dragging inhibition of the engine is realized.

According to the embodiment of the application, when the vehicle runs purely at the preset temperature, the engine shaft rotating speed of the engine and the generator shaft rotating speed of the generator are monitored in real time, when the engine shaft rotating speed exceeds the first preset rotating speed value and the generator shaft rotating speed is not the second preset rotating speed value, the generator is controlled to output the first reverse torque, so that the engine shaft rotating speed does not exceed the first preset rotating speed value, the reverse torque is applied by the generator control unit, and the speed stabilizing control function is realized under the low-temperature condition, so that the rotating speed control of the engine is realized, the engine is prevented from being reversely dragged, and the comfort of the vehicle is improved. Furthermore, on the basis, the vehicle does not need to adjust the viscosity-resistance coefficient of the oil product or adjust the clearance control of the clutch, and the control strategy is adopted to efficiently realize the stable control of the rotating speed and avoid the problem of low-temperature reverse dragging of the engine.

As shown in fig. 3, a flow chart of an engine anti-drag suppression method for a hybrid vehicle according to a third embodiment of the present application is shown, wherein the engine anti-drag suppression method for a hybrid vehicle further includes the following steps:

Step S301 obtains the oil temperature, engine state, and vehicle speed of an overspeed protection control oil passage in the vehicle.

The temperature of the oil in an overspeed protection control (Over speed Protect Controller, OPC) oil circuit in the transmission is basically the same as the temperature of the external environment under the interaction of the oil temperature and the external environment for a long time, and the OPC is used for collecting the oil temperature in the oil circuit, so that whether the phenomenon of viscosity increase of the oil product occurs is represented.

The engine state is characterized as whether the engine is started or not, namely, the situation that the engine is reversely towed does not need to be considered under the condition that the engine is not started, and the phenomenon that the engine is reversely towed can occur under the condition that the engine is not started. The engine state can be directly acquired by an engine management system or can be judged whether the engine is started or not through corresponding start judgment. For example, the engine must be started when driven by the engine.

The vehicle speed CAN be obtained from the CAN by the whole vehicle controller, and the vehicle speed sensor arranged in the vehicle CAN collect the vehicle speed of the vehicle, so that the vehicle speed is sent to the whole vehicle controller through the CAN, and in addition, the vehicle speed of the vehicle CAN be calculated by adopting the wheel speed sensor.

In step S302, if the oil temperature is not higher than the preset temperature, the engine is not started, and the vehicle speed is greater than the preset vehicle speed value, it is determined that the vehicle is in pure electric vehicle at the preset temperature.

The preset vehicle speed value is a speed value for judging whether the vehicle runs according to requirements, for example, 3km/h, the oil temperature is lower than the preset temperature, the viscosity resistance of the oil product is increased, the reverse dragging phenomenon can occur, and meanwhile, under the condition that the engine is not started and the vehicle runs, the condition that the engine is reversely dragged can occur, so that pure electric vehicle running at the preset temperature can be determined when the condition is met.

In one embodiment, after controlling the generator to output the first reverse torque, further comprising:

detecting whether the oil temperature of an overspeed protection control oil way is higher than a preset temperature or not and whether an engine state is started or not;

And if the detected oil temperature of the overspeed protection control oil way is higher than the preset temperature or the engine state is the start, the anti-dragging inhibition of the engine is stopped.

After the generator is controlled to output the first reverse torque, the oil temperature and the engine state need to be monitored in real time, if the oil temperature is higher than the preset temperature, the viscosity resistance of the oil product is represented to be normal, the reverse towing condition is not required to be considered, and of course, if the engine state is the starting state, the reverse towing condition is not required to be considered, at the moment, the reverse towing inhibition on the engine can be stopped, namely, the control of the vehicle is enabled to be restored to normal control logic, and the normal use of the vehicle is avoided.

According to the embodiment of the application, the oil temperature, the engine state and the vehicle speed are taken as the judging basis to accurately judge whether the vehicle runs purely at the preset temperature or not, so that the judging accuracy of the state of the vehicle is improved, and the accuracy of vehicle control is improved.

Referring to fig. 4, a flow chart of a method for suppressing reverse dragging of an engine of a hybrid vehicle according to a third embodiment of the present application is shown, where the step S301 of obtaining an engine state includes the following steps:

step S401, obtaining a driving mode in the vehicle, a remaining power of the power battery, and an air conditioning operation mode.

The driving mode is execution logic for engine driving and motor driving according to user settings, for example, the driving mode is pure electric priority, i.e. the priority of using the motor driving is indicated, and the driving mode is other intelligent hybrid mode, i.e. the engine is started at any time, so as to meet the control requirement of the vehicle.

The remaining Charge of the power battery may be characterized as a State of Charge (SOC) to determine whether the vehicle may be driven purely electrically, e.g., when the SOC is less than 20%, the vehicle may need to go into engine drive, i.e., engine start is correspondingly required.

The air-conditioning operation mode may refer to an operation state of an air conditioner in a vehicle, for example, whether the air conditioner is turned on, whether a compressor is turned on, whether electric heating is turned on, etc., where in some vehicles, an engine is required to be started under the condition that the air conditioner is turned on and the compressor is operated, and if the air conditioner is turned on and the electric heating is turned on, power is supplied by using a power battery, and the engine is not required to be started.

Step S402, if the driving mode is pure electric priority, the residual electric quantity is larger than the preset electric quantity value, and the air conditioner operation mode does not trigger the engine start, determining that the engine state is not the engine start.

The preset electric quantity value is set according to the requirement of a user, and under the condition that the driving mode is pure electric preference, the residual electric quantity is larger than the preset electric quantity value, and the air conditioner operation mode does not trigger the engine start, the engine state is determined to be not start, so that the engine anti-dragging inhibition can be executed.

In the embodiment of the application, whether the engine is started or not is determined according to the driving mode, the residual electric quantity and the running state of the air conditioner, so that the engine can be effectively judged to be started, and the engine anti-dragging inhibition can be accurately carried out under the condition that the engine state is not started.

Referring to fig. 5, a flow chart of a method for suppressing engine anti-drag of a hybrid vehicle according to a fourth embodiment of the present application is shown. As shown in fig. 3, the acquisition of the air-conditioning operation mode in the above step S301 includes the steps of:

Step S501, an air conditioner on-off state and a heating heater state are acquired.

Step S502, if the air conditioner switch state is on and the heating heater state is off, determining that the air conditioner operation mode triggers the engine to start.

In step S503, if the air conditioner on/off state is on and the heating heater state is on, or the air conditioner on/off state is off, it is determined that the air conditioner operation mode does not trigger the engine to start.

The air conditioner operation mode is obtained by comprehensively considering the air conditioner on-off state and the heating heater state, wherein if the air conditioner on-off state is on and the heating heater state is off, the compressor of the air conditioner is started at the moment, the engine is required to be started to drive the compressor to operate, and if the air conditioner on-off state is on and the heating heater state is on, the compressor of the air conditioner is not started at the moment and only the heater is required to be powered.

According to the embodiment of the application, through the combination analysis of the states of all the components of the air conditioner, whether the running mode of the air conditioner can not trigger the engine start is determined, and the accuracy of the engine start judgment is improved, so that the accuracy of vehicle control is improved.

Referring to fig. 6, a flow chart of a method for suppressing engine anti-drag of a hybrid vehicle according to a fifth embodiment of the present application is shown. As shown in fig. 6, controlling the generator to output the first reverse torque in step S202 includes the steps of:

Step S601, generating a first reverse torque according to a difference between the generator shaft rotation speed and a second preset rotation speed value.

In step S602, the generator is controlled to output a first reverse torque.

The difference value between the rotating speed of the generator shaft and the second preset rotating speed value can provide a basis for determining the magnitude of the reverse torque. The greater the required reverse torque when the difference is large, the less the required reverse torque when the difference is small.

For example, the second preset rotational speed value is zero, the generator shaft rotational speed is the difference, the reverse torque may be-10 Nm when the generator shaft rotational speed is 10rgm, and the reverse torque may be-20 Nm when the generator shaft rotational speed is 20 rgm.

According to the embodiment of the application, the reverse torque is determined in a difference mode, wherein the larger the difference value is, the higher the required reverse torque is, and the smaller the difference value is, the lower the required reverse torque is, and the magnitude of the reverse torque can be accurately determined by adopting the method, so that the accurate control of the generator is realized.

if the rotating speed of the generator shaft at the next moment is larger than a third preset rotating speed value, increasing the first reverse torque to obtain a second reverse torque;

and taking the second reverse torque as the first reverse torque, and returning to execute control of the generator to output the first reverse torque until the rotating speed of the shaft of the generator does not exceed the first preset rotating speed value and the rotating speed of the shaft of the generator is the second preset rotating speed value.

In one cycle, if the generated reverse torque cannot twist the generator shaft rotation speed, that is, the generator shaft rotation speed at the next moment is greater than the third preset rotation speed value, the reverse torque needs to be increased at this time, so that the reverse torque is increased to the second reverse torque, and the generator is controlled to output the second reverse torque to better inhibit the generator shaft rotation speed.

The third preset rotational speed value may be set according to the requirement, for example, the third preset rotational speed value is 10rgm, if the rotational speed of the generator shaft at the next moment is greater than 10rgm, the reverse torque needs to be added by 1, so as to form a cycle until the rotational speed of the generator shaft does not exceed the first preset rotational speed value and the rotational speed of the generator shaft is the second preset rotational speed value.

if the vehicle is in pure electric running at a preset temperature, real-time monitoring of the engine shaft speed of the engine and the generator shaft speed of the generator is performed.

The engine shaft rotating speed does not exceed the first preset rotating speed value and the generator shaft rotating speed is the second preset rotating speed value at the next moment, if the vehicle is still in pure electric running at the preset temperature, the engine shaft rotating speed of the engine and the generator shaft rotating speed of the generator still need to be monitored in real time to form circulation control, and if the vehicle is not in pure electric running at the preset temperature, the circulation is ended.

As shown in fig. 7, a flow chart of an engine anti-drag suppression method for a hybrid vehicle according to a seventh embodiment of the present application is provided, in which the oil temperature, driving mode, SOC, air conditioning heating, etc. of an OPC oil path in a transmission are determined, so that it is determined that the engine will not start, at this time, if the vehicle is ready to run, i.e., the vehicle speed is > 3km/h, engine anti-drag control mainly for the vehicle is entered, VCU sends a rotation speed loop control request to EMS and IPU, the IPU detects the GCU shaft rotation speed (i.e., the generator shaft rotation speed), and rotation speed fluctuation is suppressed by applying a reverse torque, so that the reverse rotation of the engine shaft and the GCU shaft due to sticking is overcome, and if the GCU shaft rotation speed is still not 0rpm, logic for increasing the GCU reverse control torque is entered until the GCU shaft rotation speed is in a 0rpm state when the low temperature pure electric vehicle is running.

The vehicle is in an upper high-pressure state, namely a Ready state, the VCU reads and judges the OPC oil temperature, the VCU reads and judges the driving mode, the VCU reads and judges the SOC value, the VCU reads and judges the air-conditioner heating switch signal, the VCU judges that the engine is not started, reads and judges the real-time vehicle speed, and after the vehicle speed is higher than a threshold value of 3km/h, the vehicle is considered to be in a pure low-temperature driving state, a rotation speed control requirement is sent to EMS and IPU, a Gcuspd (namely GCU shaft rotation speed) is output to control the target rotation speed to be 0rpm, the IPU reads Gcuspd and judges the difference value with the target rotation speed, corresponding reverse torque is applied according to the difference value, for example, the difference value is 10rpm and the difference value is 20rpm and is 20 rpm; the IPU judges whether the applied torque is enough to inhibit reverse dragging caused by viscous drag according to the read Gcuspd real-time rotating speed, if Gcuspd can not be controlled within a threshold range, the reverse torque is increased so as to achieve the control of Gcuspd rotating speed of 0 rpm; the IPU feeds Gcuspd back to the VCU, the EMS feeds Ergspd (i.e. engine shaft speed) back to the VCU, determining the effect of the strategy implementation, the VCU continuously performs a loop determination until the oil temperature is above the threshold, i.e. the viscosity is reduced to a value insufficient to overcome the resistance to reverse drag the engine, and exits the logic of GCU reverse control torque.

Judging OPC oil temperature: after fully soaking the vehicle, the oil temperature approaches the ambient temperature, if the oil temperature is lower than 20 ℃, the next judgment is carried out, and if the oil temperature is higher than 20 ℃, the strategy is exited; and (3) judging a driving mode: if the mode is the pure electric mode, entering the next judgment; if the engine is in the non-pure mode, the engine is started, and the strategy is exited; SOC reading: if the SOC is higher than the starting point, the engine is not started, and the next judgment is carried out; if the engine is lower than the SOC start point, the engine is started, and the strategy is exited; judging the air-conditioning state: if the air conditioner is closed for heating, the engine is not started, and the next judgment is carried out; if the air conditioner is heated and turned on, if the PTC heater at the part is heated, the engine starts and exits the strategy; judging the vehicle speed: if the vehicle speed is higher than the threshold value of 3km/h, the vehicle is considered to be in a driving state, the VCU sends a rotating speed control request to the IPU and the EMS, and if the vehicle speed is lower than the threshold value of 3km/h, the vehicle is considered to be in a stopping state, and the vehicle speed is circularly judged; gcuspd signal reading: according to the difference value between the read GCU rotating speed and the target rotating speed, checking the table, applying reverse torque, inhibiting the GCU rotating speed, and keeping the rotating speed at 0rpm; judging the rotating speed of the GCU in real time: if the GCU rotating speed is not 0, the reverse torque is increased by 1Nm, the GCU rotating speed and the engine rotating speed signals are sent to the VCU, the engine anti-dragging state is judged, and the VCU enters the circulation judgment until the condition is met and exits.

Referring to fig. 1, the application further provides an engine anti-drag suppression system of a hybrid electric vehicle, which comprises a whole vehicle controller, an electric vehicle integrated power unit, an engine management system and a generator control unit, wherein the engine management system is used for collecting the engine shaft rotation speed of an engine, the generator control unit is used for collecting the generator shaft rotation speed of a generator, the electric vehicle integrated power unit is connected with the generator control unit, the whole vehicle controller is connected with the electric vehicle integrated power unit and the engine management system, and the whole vehicle controller is used for carrying out the engine anti-drag suppression method of the hybrid electric vehicle. Fig. 8 is a schematic structural diagram of a vehicle controller according to an eighth embodiment of the present application.

In addition, the embodiment of the application also provides a vehicle, which comprises the engine anti-dragging inhibition system of the hybrid vehicle.

It will be appreciated by those skilled in the art that fig. 8 is merely an example of a vehicle controller in an engine anti-tug suppression system for a hybrid vehicle, and is not intended to be limiting of the vehicle controller, and the vehicle controller may include more or fewer components than shown, or may combine certain components, or different components.

The Processor may be a CPU, but may also be other general purpose processors, digital signal processors (DIGITAL SIGNAL processors, DSPs), application SPECIFIC INTEGRATED Circuits (ASICs), off-the-shelf Programmable gate arrays (Field-Programmable GATE ARRAY, FPGA) or other Programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.

The memory includes a readable storage medium, an internal memory, etc., where the internal memory may be the memory of the computer device, the internal memory providing an environment for the execution of an operating system and computer-readable instructions in the readable storage medium. The readable storage medium may be a hard disk of a computer device, and in other embodiments may be an external storage device of a computer device, for example, a plug-in hard disk, a smart memory card (SMART MEDIA CARD, SMC), a Secure Digital (SD) card, a flash memory card (FLASH CARD), etc. that are provided on a computer device. Further, the memory may also include both internal storage units and external storage devices of the computer device. The memory is used to store an operating system, application programs, boot loader (BootLoader), data, and other programs such as program codes of computer programs, and the like. The memory may also be used to temporarily store data that has been output or is to be output.

In the foregoing embodiments, the descriptions of the embodiments are emphasized, and in part, not described or illustrated in any particular embodiment, reference is made to the related descriptions of other embodiments.

Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.

In the embodiments provided in the present application, it should be understood that the disclosed apparatus/control device and method may be implemented in other manners. For example, the apparatus/control device embodiments described above are merely illustrative, e.g., the division of modules or units is merely a logical functional division, and there may be additional divisions when actually implemented, e.g., multiple units or components may be combined or integrated into another system, or some features may be omitted or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection via interfaces, devices or units, which may be in electrical, mechanical or other forms.

The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed over a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

The above embodiments are only for illustrating the technical solution of the present application, and are not limiting; although the application has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present application, and are intended to be included in the scope of the present application.

Claims

1. An engine anti-drag suppression method of a hybrid vehicle, comprising:

2. The engine reverse drag suppressing method of a hybrid vehicle according to claim 1, characterized by further comprising:

3. The engine anti-tug suppression method of a hybrid vehicle according to claim 2, characterized by obtaining an engine state, comprising:

4. The engine anti-tug suppression method of a hybrid vehicle according to claim 3, characterized by obtaining an air-conditioning operation mode, comprising:

5. The engine reverse drag suppressing method of a hybrid vehicle according to any one of claims 2 to 4, further comprising, after said controlling said generator to output a first reverse torque:

6. The engine reverse drag suppression method of a hybrid vehicle according to claim 1, characterized in that the controlling the generator to output a first reverse torque includes:

controlling the generator to output the first reverse torque.

7. The engine reverse drag suppression method of a hybrid vehicle according to claim 6, characterized by further comprising, after said controlling said generator to output said first reverse torque:

8. The engine reverse drag suppression method of a hybrid vehicle according to claim 6, characterized by further comprising, after said controlling said generator to output said first reverse torque:

9. An engine anti-drag suppression system of a hybrid vehicle, comprising a vehicle controller, an electric vehicle integrated power unit, an engine management system and a generator control unit, wherein the engine management system is used for collecting the engine shaft rotation speed of an engine, the generator control unit is used for collecting the generator shaft rotation speed of a generator, the electric vehicle integrated power unit is connected with the generator control unit, the vehicle controller is connected with the electric vehicle integrated power unit and the engine management system, and the vehicle controller is used for realizing the engine anti-drag suppression method of the hybrid vehicle according to any one of claims 1 to 8.

10. A vehicle comprising the engine anti-tug suppression system of the hybrid vehicle of claim 9.