CN111409645B - Control method and system for switching driving modes of hybrid vehicle - Google Patents

Abstract

The invention provides a control method and a control system for switching driving modes of a hybrid vehicle. The control method comprises the following steps: acquiring all road section information and vehicle information to be passed in a navigation map, wherein the target road section information comprises a target distance L between a starting point and a terminal point in a target road section and road gradient information of the target road section, and the vehicle information comprises vehicle speed information of the target road section; acquiring the current remaining available electric quantity SOC of a battery pack of a vehicle at the starting point of a target road section_pAnd target remaining available power SOC of the battery pack at the end of the target road section_t(ii) a According to SOC_p、SOC_tAnd obtaining the starting and stopping base power P of the engine of the vehicle by the target distance L₀(ii) a According to the basic power P of starting and stopping₀Calculating road gradient information and vehicle speed information to obtain engine start-stop power P_u(ii) a Acquiring the required power P in the current driving process_reWill demand power P_reAnd the starting and stopping power P of the engine_uMaking a comparison if P_re≥P_uThen start the engine, if P_re＜P_uThe engine is not started.

Description

Control method and system for switching driving modes of hybrid vehicle

Technical Field

The invention relates to the technical field of hybrid vehicles, in particular to a control method and a control system for switching driving modes of a hybrid vehicle.

Background

Common hybrid structure new energy motorcycle type can realize traveling with three different driving modes of pure electric, hybrid or pure engine. The control system controls the starting and stopping of the engine by controlling the whole vehicle to run under more road conditions in a pure electric mode and with more accurate power requirements, avoids long-time intervention of the engine, optimizes energy management of the whole vehicle and achieves better economic control.

Therefore, based on the plug-in hybrid power system of the new energy vehicle type, energy management becomes a key technology for controlling the hybrid power vehicle, and whether the design is successful or not directly influences the performance of the whole vehicle. Since energy management is related to various factors such as the vehicle state, the driving environment, and the driving behavior of the driver, it is very important to develop a targeted energy management strategy.

The current development trend is vehicle intellectualization, the control technology of energy management tends to forecast energy management control development, and the current control technology is mostly based on energy control under the actual state of the whole vehicle. For example, the prior art has the following scheme: the vehicle speed and the road gradient are predicted, the required power is calculated according to the predicted vehicle speed and the predicted road gradient, and then the power of each power component is distributed. This solution has the following problems: 1) the power of each power component is only distributed according to the required power, and the predictive processing cannot be carried out on each road section; 2) the motor cannot be separately allocated as much as possible, that is, the motor cannot run in a pure electric mode as much as possible; 3) the engine start and stop cannot be accurately controlled.

Disclosure of Invention

The invention aims to predict the energy management distribution of the whole vehicle in advance by utilizing the running condition information acquired by the navigation information, realize the start-stop control of the engine of the plug-in hybrid vehicle in advance according to the acquired information and be beneficial to the energy optimization of new energy vehicle types.

The other purpose of the invention is to carry out predictive economic assessment on a certain road section based on energy prediction management and to distribute and control the whole vehicle running mode and the powertrain working mode based on energy optimization management.

A further purpose of the invention is to switch and control the driving mode of the whole vehicle based on the requirement of the whole vehicle so as to achieve better energy management of the whole vehicle.

In particular, the present invention provides a control method for driving mode switching of a hybrid vehicle, including the steps of:

acquiring all road section information and vehicle information to be passed in a navigation map, and taking a certain road section in all road sections as a target road section, wherein the all road section information comprises the target road section information, the target road section information comprises a target distance L between a starting point and a terminal point in the target road section and road gradient information of the target road section, and the vehicle information comprises vehicle speed information of the target road section;

acquiring the current remaining available electric quantity SOC of a battery pack of the vehicle at the starting point of the target road section_pAnd the target residual available electric quantity SOC of the battery pack at the target road section end point_t；

According to the current remaining available electric quantity SOC_pThe target remaining available electric quantity SOC_tAnd the target distance L obtains the starting of the vehicleBasic power P for starting and stopping machine₀；

According to the starting and stopping basic power P₀Calculating the road gradient information and the vehicle speed information to obtain the engine start-stop power P_u；

Acquiring the required power P in the current driving process_reThe required power P is calculated_reAnd the engine start-stop power P_uMaking a comparison if P_re≥P_uStarting the engine if P_re＜P_uThe engine is not started.

Optionally, the SOC according to the current remaining available power_pThe target remaining available electric quantity SOC_tAnd the target distance L is used for obtaining the starting and stopping base power P of the engine of the vehicle₀The method comprises the following steps:

according to the formula SOC_con＝∣SOC_t-SOC_p| L calculating to obtain the residual available electric quantity consumption reference value SOC of unit distance_con；

According to the unit distance residual available electric quantity consumption reference value SOC_conLooking up the table to obtain the index value I₀；

According to the index value I₀Obtaining the starting and stopping basic power P of the engine by looking up a table₀。

Optionally, the remaining available power consumption reference value SOC is calculated according to the unit distance_conAfter the index value is obtained by table lookup, the starting and stopping basic power P of the engine is obtained by table lookup according to the index value₀Before, still include:

according to the unit distance residual available electric quantity consumption reference value SOC_conDetermining the ideal remaining available electric quantity SOC of the target road section_id；

According to the current remaining available electric quantity SOC_pAnd the ideal remaining available power SOC at the same time_idtJudging whether the current discharge is too fast or too slow;

when the current discharge is judged to be too slow, the index value I is used₀Is modified to be I₀+ n, at the moment of judgingWhen the discharge is too fast, the index value I is used₀Is modified to be I₀-n，n≥1；

Wherein the starting and stopping base power P of the engine is obtained according to the index value lookup table₀Comprises the following steps: according to the modified index value I₀+ n or I₀-n look-up tables to obtain the start-stop base power P of the engine₀。

Optionally, the remaining available power consumption reference value SOC according to the unit distance_conDetermining the ideal remaining available electric quantity SOC of the target road section_idThe method comprises the following steps:

dividing the target road section into a plurality of continuous sub road sections, wherein the plurality of sub road sections comprise the target sub road section in a pure electric driving mode or a hybrid driving mode;

enabling all the available electricity consumption values from the starting point to the end point of the target sub-road section to be SOC_conSo as to obtain the ideal remaining available electric quantity SOC of any time of all the target shunt sections_id。

Optionally, the SOC according to the current remaining available power_pAnd the ideal remaining available power SOC at the same time_idtJudging whether the current discharge is too fast or too slow, comprising the following steps:

the current remaining available electric quantity SOC_pAnd the ideal remaining available power SOC at the same time_idtComparing;

at the ideal remaining available power SOC_idtAnd the current remaining available power SOC_pWhen the deviation is larger than the preset calibration value, judging whether the current discharge is too fast or too slow,

if SOC_idt＞SOC_pIf so, determining that the discharge is too fast, and if so, determining that the SOC is too fast_idt＜SOC_pIf so, the discharge is judged to be too slow.

According to the starting and stopping basic power P₀Calculating the road gradient information and the vehicle speed information to obtain the engine start-stop power P_uThe method comprises the following steps:

acquiring a vehicle speed compensation power limit value according to the vehicle speed information;

according to the starting and stopping basic power P₀Obtaining the vehicle speed coordination power P according to the vehicle speed compensation power limit value₁；

Calculating to obtain the total remaining available electric quantity SOC if all the road sections are driven by the pure electric mode_q；

According to the total remaining available electric quantity SOC_qAnd the current remaining available power SOC_pObtaining discharge compensation power P by looking up table of difference value₂；

Obtaining slope compensation power P according to the road slope information table lookup₃；

According to formula P_u＝P₁+P₂+P₃Obtaining the starting and stopping power P of the engine_u。

Optionally, the calculating obtains the total remaining available electric quantity SOC required if all the road sections are driven by the pure electric mode_qThe method comprises the following steps:

acquiring the maximum consumption rate value EC of the electric quantity in the target road section_max；

According to the target distance L and the maximum electric quantity consumption rate value EC_maxCalculating and obtaining all road sections to be passed in the navigation map according to the EC_maxSOC required for consumption_x；

According to the formula SOC_q＝SOC_t+SOC_xCalculating to obtain the total remaining available electric quantity SOC if all the road sections are driven by the pure electric mode_q. Wherein, EC_maxThe unit of (a) is a power consumption value per kilometer.

Optionally, the basic power P is started or stopped according to the₀Calculating the road gradient information and the vehicle speed information to obtain the engine start-stop power P_uThen, the required power P in the current driving process is obtained_reBefore, the method also comprises the following steps:

judging whether the current pure electric driving mode is forcibly executed or not, if so, outputting a power threshold value P of the pure electric driving_m；

Will be describedThe required power P_reAnd the engine start-stop power P_uMaking a comparison if P_re≥P_uStarting the engine if P_re＜P_uIf so, the engine is not started and replaced by:

the required power P_reAnd the power threshold value P_mMaking a comparison if P_re≥P_mStarting the engine if P_re＜P_mIf so, not starting the engine;

optionally, whether the current pure electric driving mode is forcibly executed or not is judged, and if yes, a power threshold P of pure electric driving is output_mThe method comprises the following steps:

according to the total remaining available electric quantity SOC_qAnd the current remaining available electric quantity SOC_pIf the comparison is made_p＞SOC_qAnd if not, not forcibly executing the pure electric driving mode.

Optionally, said maximum rate of charge consumption value EC_maxThe battery power consumption rate of the pure electric driving mode in all road sections can be met on the assumption that the battery power of a certain road section can meet the power consumption rate of the battery power consumption rate of the pure electric driving mode in all road sections.

In particular, the present invention also provides a control system for driving mode switching of a hybrid vehicle, including:

the navigation system comprises a road section information acquisition unit, a road section information acquisition unit and a navigation unit, wherein the road section information acquisition unit is used for acquiring all road section information and vehicle information to be passed through in a navigation map, a certain road section in all road sections is taken as a target road section, all road section information comprises the target road section information, the target road section information comprises a target distance L between a starting point and a terminal point in the target road section and road gradient information of the target road section, and the vehicle information comprises vehicle speed information of the target road section;

a battery charge acquiring unit for acquiring the current remaining available charge SOC of the battery pack of the vehicle at the starting point of the target road section_pAnd the target residual available electric quantity SOC of the battery pack at the target road section end point_t；

A first calculating unit for calculating the current remaining available power SOC_pThe target remaining available electric quantity SOC_tAnd the target distance L is used for obtaining the starting and stopping base power P of the engine of the vehicle₀；

A second calculating unit for calculating the basic power P according to the start-stop power₀Calculating the road gradient information and the vehicle speed information to obtain the engine start-stop power P_u；

A required power obtaining unit for obtaining the required power P in the current driving process_re；

A comparison unit for comparing the required power P_reAnd the engine start-stop power P_uMaking a comparison if P_re≥P_uStarting the engine if P_re＜P_uThe engine is not started.

Optionally, the first computing unit includes:

a calculating subunit for calculating the formula SOC_con＝∣SOC_t-SOC_p| L calculating to obtain the residual available electric quantity consumption reference value SOC of unit distance_con；

A first obtaining subunit, configured to obtain the remaining available power consumption reference value SOC according to the unit distance_conLooking up the table to obtain the index value I₀；

A second obtaining subunit, configured to obtain the index value I₀Obtaining the starting and stopping basic power P of the engine by looking up a table₀。

According to the scheme of the invention, the energy prediction management control method based on the road information obtained by navigation is provided, and the energy management system of the whole vehicle has the advantages of preprocessing control and optimization. And moreover, a relatively accurate calculation method is designed for the power threshold required by the start-stop control of the engine. The basic power of starting and stopping the engine is calculated, and the coordination or supplement of the starting and stopping power is carried out according to the vehicle speed, the road gradient, the residual electric quantity and the like, so that an engine starting and stopping required value under the current state of the whole vehicle is obtained, and the working state of the engine is controlled.

Meanwhile, the method for evaluating the economy of the driving behavior of the driver is provided, whether the current energy consumption of the driver is too fast or too slow can be informed through an instrument and the like, and the driving behavior can be guided to the better economy.

The above and other objects, advantages and features of the present invention will become more apparent to those skilled in the art from the following detailed description of specific embodiments thereof, taken in conjunction with the accompanying drawings.

Drawings

Some specific embodiments of the invention will be described in detail hereinafter, by way of illustration and not limitation, with reference to the accompanying drawings. The same reference numbers in the drawings identify the same or similar elements or components. Those skilled in the art will appreciate that the drawings are not necessarily drawn to scale. In the drawings:

fig. 1 shows a schematic flow chart of a control method for driving mode switching of a hybrid vehicle according to one embodiment of the invention;

FIG. 2 illustrates a graph of driving patterns versus remaining available power for a target road segment in accordance with one embodiment of the present invention;

FIG. 3 illustrates obtaining a start-stop base power P of an engine according to one embodiment of the invention₀A schematic flow chart of (a);

fig. 4 is a graph showing a comparison of curves of an ideal remaining available power and a current actual remaining available power in a target road segment according to an embodiment of the present invention;

FIG. 5 shows a schematic flow chart of step S400 shown in FIG. 1;

fig. 6 shows a schematic configuration diagram of a control system for driving mode switching of a hybrid vehicle according to one embodiment of the invention.

Detailed Description

Fig. 1 shows a schematic flow chart of a control method for driving mode switching of a hybrid vehicle according to one embodiment of the invention. As shown in fig. 1, the control method includes:

step S100, acquiring all road section information and vehicle information to be passed in a navigation map, taking a certain road section in all road sections as a target road section, wherein all road section information comprises target road section information, the target road section information comprises a target distance L between a starting point and a terminal point in the target road section and road gradient information of the target road section, and the vehicle information comprises vehicle speed information of the target road section;

step S200, obtaining the current remaining available electric quantity SOC of the battery pack of the vehicle at the starting point of the target road section_pAnd target remaining available power SOC of the battery pack at the end of the target road section_t；

Step S300, according to the current remaining available electric quantity SOC_pTarget remaining available electric quantity SOC_tAnd obtaining the starting and stopping base power P of the engine of the vehicle by the target distance L₀；

Step S400, according to the basic power P of starting and stopping₀Calculating road gradient information and vehicle speed information to obtain engine start-stop power P_u；

Step S500, acquiring the required power P in the current driving process_reWill demand power P_reAnd the starting and stopping power P of the engine_uMaking a comparison if P_re≥P_uThen start the engine, if P_re＜P_uThe engine is not started.

In step S100, all the segments to be routed in the navigation map may be subdivided into a plurality of sub-segments, which may be equidistant, for example. For a hybrid vehicle, there are three types of driving modes available for each route, which are divided according to fig. 2: a pure electric driving mode, a hybrid driving mode, and a pure engine driving mode. And according to the predicted energy management, economically planning the target road section into a permutation and combination of a pure electric driving mode, a hybrid driving mode and a pure engine driving mode. The remaining available electric quantity of the battery pack is increased and decreased along with the difference of control, so that the energy management of the whole vehicle is optimized.

FIG. 3 illustrates obtaining a start-stop base power P of an engine according to one embodiment of the invention₀Schematic flow chart of (a). As shown in fig. 3, the step S300 includes:

step S310, according to the formula SOC_con＝∣SOC_t-SOC_p| L calculating to obtain the residual available electric quantity consumption reference value SOC of unit distance_con；

Step S320, according to the unit distance residual available electric quantity consumption reference value SOC_conLooking up the table to obtain the index value I₀；

Step S330, according to the unit distance residual available electric quantity consumption reference value SOC_conDetermining ideal remaining available electric quantity SOC of target road section_id；

Step S340, according to the current remaining available electric quantity SOC_pAnd the ideal remaining available power SOC at the same time_idtJudging whether the current discharge is too fast or too slow;

step S350, when the current discharge is judged to be too slow, the index value I is used₀Is modified to be I₀+ n, when judging the current discharge is too fast, the index value I is used₀Is modified to be I₀-n，n≥1；

Step S360, according to the corrected index value I₀+ n or I₀-n look-up table to obtain the base start-stop power P of the engine₀。

Wherein, in step S320, the index value I is used₀The starting and stopping basic power P of the engine can be obtained₀. Index value I₀Can be pre-calibrated. Index value I₀Starting and stopping base power P of engine₀A pre-calibrated table is arranged between the two, and the index value I is input₀The start-stop basic power P can be obtained by querying the table₀。

Step S330 includes the steps of: dividing the target road section into a plurality of continuous sub road sections, wherein the plurality of sub road sections comprise the target sub road section in a pure electric driving mode or a hybrid driving mode; the available electric quantity consumption values from the starting point to the end point of all the target shunt sections are all SOC_conSo as to obtain the ideal remaining available electric quantity SOC of any time of all the target shunt sections_id。

Fig. 4 is a graph showing a comparison of curves of an ideal remaining available power and a current actual remaining available power in a target road segment according to an embodiment of the present invention. As can be seen from fig. 4, the slope of the change of the ideal remaining available power in the target road segment is uniform, that is, the ideal remaining available power in the target road segment linearly decreases according to the distance between the road segments.

Wherein, the available electric quantity consumption values from the starting point to the end point of all the target sub-road sections are all SOC_conSo as to obtain the ideal remaining available electric quantity SOC of any time of all the target shunt sections_idIt can also be understood that the ideal remaining available electric quantity SOC is set according to the linear delivery rule of the distance between the road sections for the remaining available electric quantity of the target road sections at the starting point and the ending point of the target road sections_id。

Referring to fig. 3, the step S340 includes:

step S341, the current remaining available power SOC_pAnd the ideal remaining available power SOC at the same time_idtComparing;

step S342, ideal remaining available power SOC_idtAnd the current remaining available power SOC_pWhen the deviation is larger than the preset calibration value, judging whether the current discharge is too fast or too slow,

step S343, if SOC_idt＞SOC_pIf so, determining that the discharge is too fast, and if so, determining that the SOC is too fast_idt＜SOC_pIf so, the discharge is judged to be too slow.

In step S342, the preset calibration value may be calibrated in advance. If the ideal remaining available power SOC_idtAnd the current remaining available power SOC_pIf the deviation is less than or equal to the preset calibration value, the discharge is not determined to be too fast or too slow.

In step S350, n may be, for example, 1 or 2, or may be another value larger than 1, and may be set according to the actual vehicle type.

Fig. 5 shows a schematic flow chart of step S400 shown in fig. 1. As shown in fig. 5, the step S400 includes:

step S410, acquiring a vehicle speed compensation power limit value according to vehicle speed information;

step S420, according to the basic power P of start and stop₀Obtaining the vehicle speed coordination power P according to the vehicle speed compensation power limit value₁；

Step S430, calculating and obtaining total remaining available electric quantity SOC required by the situation that all road sections are driven by the pure electric mode_q；

Step S440, according to the total remaining available electric quantity SOC_qAnd the current remaining available power SOC_pObtaining discharge compensation power P by looking up table of difference value₂；

Step S450, obtaining gradient compensation power P according to road gradient information table look-up₃；

Step S460, according to formula P_u＝P₁+P₂+P₃Obtaining the starting and stopping power P of the engine_u。

In step S410, power coordination is performed according to the vehicle speed, namely if the vehicle speed is less than V1km/h, the vehicle speed is greater than V2km/h, the vehicle speed is considered as a low vehicle speed condition, the vehicle speed is greater than V km/h, the vehicle speed is considered as a high vehicle speed condition, V1 is smaller than V2, V1 and V2 are calibrated values, and the vehicle speed is a value EC which is determined according to the distance of a road section and the maximum consumption rate of electricity_maxDifferent and different values. The engine start and stop limits for different operating conditions are different and may be pre-calibrated. The calibration direction is that the start-stop power threshold value should be corrected to the greatest extent when the vehicle speed is low, and the start-stop power threshold value should be corrected to the greatest extent when the vehicle speed is high. It can also be understood that the vehicle speed compensation power limit value is mainly corrected according to the power of the vehicle speed, can be a value or a table, and can be corrected through calibration, or obtained through simulation analysis and analysis according to different vehicle types, assemblies and working conditions.

In step S430, it specifically includes the following steps: obtaining the maximum consumption rate value EC of the electric quantity in the target road section_max(ii) a According to the target distance L and the maximum consumption rate value EC of the electric quantity_maxCalculating and obtaining all road sections to be passed in the navigation map by EC_maxSOC required for consumption_x(ii) a According to the formula SOC_q＝SOC_t+SOC_xCalculating to obtain the total remaining available electric quantity SOC required by the situation that all road sections are driven by the pure electric mode_q. Therein, SOC_qMay be greater than 100%. Maximum rate of consumption EC of electricity_maxFor assuming a battery for a certain section of a roadThe electric quantity can meet the electric quantity consumption rate when all the road sections are driven down in the pure electric driving mode.

In step S440, the total remaining available power SOC_qAnd the current remaining available power SOC_pThe difference value of (1), that is, the electric quantity that the engine needs to generate electricity and the total SOC value required for the whole running process, and the table calibration direction in the table lookup is as follows: the method can be divided into three conditions according to the difference, and the first electric quantity can run the whole process without completely discharging; the whole process can be run after the second electric quantity is completely discharged; the third electric quantity is completely discharged and cannot run the whole process, the power required values are respectively from large to small, and then the total remaining available electric quantity SOC is used_qThe power demand value is resized.

In step S450, the angle is converted according to the road gradient, and the gradient compensation power P is obtained according to the angle lookup table₃. The tables in this step may also be pre-calibrated. The activation conditions are that the driver's requested torque < TBD (markable) and vehicle speed < TBD km/h (markable) and the vehicle is downhill, downhill angle > TBD ° (markable). Here, "markable" means that it can be pre-calibrated.

According to the scheme of the invention, the energy prediction management control method based on the road information obtained by navigation is provided, and the energy management system of the whole vehicle has the advantages of preprocessing control and optimization. And moreover, a relatively accurate calculation method is designed for the power threshold required by the start-stop control of the engine. The basic power of starting and stopping the engine is calculated, and the coordination or supplement of the starting and stopping power is carried out according to the vehicle speed, the road gradient, the residual electric quantity and the like, so that an engine starting and stopping required value under the current state of the whole vehicle is obtained, and the working state of the engine is controlled.

Meanwhile, the method for evaluating the economy of the driving behavior of the driver is provided, whether the current energy consumption of the driver is too fast or too slow can be informed through an instrument and the like, and the driving behavior can be guided to the better economy.

In particular, as shown in fig. 6, the present invention also provides a control system for driving mode switching of a hybrid vehicle, including: the road section information acquiring unit 1, the battery level acquiring unit 2, the first calculating unit 3, the second calculating unit 4, the required power acquiring unit 5, and the comparing unit 6.

The road section information acquiring unit 1 is configured to acquire all road section information and vehicle information to be passed through in a navigation map, and acquire a certain road section in all road sections as a target road section, where all road section information includes target road section information, the target road section information includes a target distance L between a start point and an end point in the target road section and road grade information of the target road section, and the vehicle information includes vehicle speed information of the target road section. The road section information acquiring unit 1 may be, for example, a human-computer interaction system and a chassis system. The man-machine interaction system provides navigation map information including distance, position, vehicle speed, altitude and the like. The chassis system provides longitudinal vehicle speed information.

The battery power acquiring unit 2 is used for acquiring the current remaining available power SOC of the battery pack of the vehicle at the starting point of the target road section_pAnd target remaining available power SOC of the battery pack at the end of the target road section_t. The battery level acquiring unit 2 may be, for example, a battery management system.

The first calculating unit 3 is used for calculating the current remaining available electric quantity SOC_pTarget remaining available electric quantity SOC_tAnd obtaining the starting and stopping base power P of the engine of the vehicle by the target distance L₀. The second calculating unit 4 is used for calculating the basic power P according to the start and stop₀Calculating road gradient information and vehicle speed information to obtain engine start-stop power P_u. The required power obtaining unit 5 is used for obtaining the required power P in the current driving process_re. The comparison unit 6 is used for comparing the required power P_reAnd the starting and stopping power P of the engine_uMaking a comparison if P_re≥P_uThen start the engine, if P_re＜P_uThe engine is not started.

The first calculating unit 3, the second calculating unit 4, the required power acquiring unit 5 and the comparing unit 6 may be integrated on a vehicle control unit, for example, and are used for collecting information such as a battery management system, a chassis system, man-machine interaction and the like, and controlling starting and stopping of an engine and the like.

First computing Unit 3 PackageComprises the following steps: the device comprises a calculation subunit, a first acquisition subunit and a second acquisition subunit. The calculating subunit is used for calculating the formula SOC_con＝∣SOC_t-SOC_p| L calculating to obtain the residual available electric quantity consumption reference value SOC of unit distance_con. The first acquisition subunit is used for acquiring a residual available electric quantity consumption reference value SOC according to the unit distance_conLooking up the table to obtain the index value I₀. The second acquisition subunit is used for acquiring the index value I₀Obtaining the stopping base power P of the engine by looking up a table₀。

Other features of the control system for switching the driving modes of the hybrid vehicle correspond to those of the control method in the foregoing embodiment one to one, and are not described in detail herein.

This embodiment differs from the foregoing control method for the drive mode switching of the hybrid vehicle in that: after step S400 and before step S500, the method further includes: judging whether the current pure electric driving mode is forcibly executed or not, if so, outputting a power threshold value P of the pure electric driving_m. The method specifically comprises the following steps: according to the total remaining available electric quantity SOC_qAnd the current remaining available power SOC_pIf the comparison is made_p＞SOC_qAnd if not, not forcibly executing the pure electric driving mode. Wherein, the total remaining available electric quantity SOC_qThe electric vehicle running mode may be more than 100%, and when more than 100%, the electric vehicle running mode is not forcibly executed.

In this embodiment, the foregoing step S500 is replaced with: if the pure electric driving mode is judged to be forcibly executed, the required power P is obtained_reAnd a power threshold value P_mMaking a comparison if P_re≥P_mThen start the engine, if P_re＜P_mThe engine is not started.

Particularly, the embodiment of the invention also provides a control system for the driving mode switching of the hybrid vehicle. The control system of this embodiment is different from the control system of the foregoing embodiment in that the control system further includes: a judging unit and a processing unit.

The judging unit is used for judging whether the current line is a forced execution pure electric line or notDriving mode, if yes, outputting power threshold value P of pure electric driving_m. The processing unit is used for judging that the pure electric driving mode is forcibly executed and then requiring the power P_reAnd a power threshold value P_mMaking a comparison if P_re≥P_mThen start the engine, if P_re＜P_mThe engine is not started. The control system of this embodiment corresponds to the features of the control method described above one by one, and details thereof are not repeated here.

Thus, it should be appreciated by those skilled in the art that while a number of exemplary embodiments of the invention have been illustrated and described in detail herein, many other variations or modifications consistent with the principles of the invention may be directly determined or derived from the disclosure of the present invention without departing from the spirit and scope of the invention. Accordingly, the scope of the invention should be understood and interpreted to cover all such other variations or modifications.

Claims (10)

1. A control method for driving mode switching of a hybrid vehicle, characterized by comprising the steps of:

acquiring all road section information and vehicle information to be passed in a navigation map, and taking a certain road section in all road sections as a target road section, wherein the all road section information comprises the target road section information, the target road section information comprises a target distance L between a starting point and a terminal point in the target road section and road gradient information of the target road section, and the vehicle information comprises vehicle speed information of the target road section;

acquiring the current remaining available electric quantity SOC of a battery pack of the vehicle at the starting point of the target road section_pAnd the target residual available electric quantity SOC of the battery pack at the target road section end point_t；

According to the current remaining available electric quantity SOC_pThe target remaining available electric quantity SOC_tAnd the target distance L is used for obtaining the starting and stopping base power P of the engine of the vehicle₀；

According to the starting and stopping basic power P₀The road gradient information and the vehicle speed informationCalculating to obtain the starting and stopping power P of the engine_u；

Acquiring the required power P in the current driving process_reThe required power P is calculated_reAnd the engine start-stop power P_uMaking a comparison if P_re≥P_uStarting the engine if P_re＜P_uThe engine is not started.

2. The control method according to claim 1, wherein the SOC is based on the current remaining available power_pThe target remaining available electric quantity SOC_tAnd the target distance L is used for obtaining the starting and stopping base power P of the engine of the vehicle₀The method comprises the following steps:

according to the formula SOC_con＝∣SOC_t-SOC_p| L calculating to obtain the residual available electric quantity consumption reference value SOC of unit distance_con；

According to the unit distance residual available electric quantity consumption reference value SOC_conLooking up the table to obtain the index value I₀；

According to the index value I₀Obtaining the starting and stopping basic power P of the engine by looking up a table₀。

3. The control method according to claim 2, wherein the reference value SOC is consumed in accordance with the remaining available power amount per unit distance_conAfter the index value is obtained by table lookup, the starting and stopping basic power P of the engine is obtained by table lookup according to the index value₀Before, still include:

according to the unit distance residual available electric quantity consumption reference value SOC_conDetermining the ideal remaining available electric quantity SOC of the target road section_id；

According to the current remaining available electric quantity SOC_pAnd the ideal remaining available power SOC at the same time_idtJudging whether the current discharge is too fast or too slow;

when the current discharge is judged to be too slow, the index value I is used₀Is modified to be I₀+ n, when judging the current discharge is too fast, the index value I is used₀Is modified to be I₀-n，n≥1；

Wherein the starting and stopping base power P of the engine is obtained according to the index value lookup table₀Comprises the following steps: according to the modified index value I₀+ n or I₀-n look-up tables to obtain the start-stop base power P of the engine₀。

4. The control method according to claim 3, wherein the remaining available power consumption reference value SOC according to the unit distance_conDetermining the ideal remaining available electric quantity SOC of the target road section_idThe method comprises the following steps:

dividing the target road section into a plurality of continuous sub road sections, wherein the plurality of sub road sections comprise the target sub road section in a pure electric driving mode or a hybrid driving mode;

enabling all the available electricity consumption values from the starting point to the end point of the target sub-road section to be SOC_conSo as to obtain the ideal remaining available electric quantity SOC of any time of all the target shunt sections_id；

Optionally, the SOC according to the current remaining available power_pAnd the ideal remaining available power SOC at the same time_idtJudging whether the current discharge is too fast or too slow, comprising the following steps:

the current remaining available electric quantity SOC_pAnd the ideal remaining available power SOC at the same time_idtComparing;

at the ideal remaining available power SOC_idtAnd the current remaining available power SOC_pWhen the deviation is larger than the preset calibration value, judging whether the current discharge is too fast or too slow,

if SOC_idt＞SOC_pIf so, determining that the discharge is too fast, and if so, determining that the SOC is too fast_idt＜SOC_pIf so, the discharge is judged to be too slow.

5. Control method according to any of claims 1-4, characterized in that said starting is based on said start-upStopping the base power P₀Calculating the road gradient information and the vehicle speed information to obtain the engine start-stop power P_uThe method comprises the following steps:

acquiring a vehicle speed compensation power limit value according to the vehicle speed information;

according to the starting and stopping basic power P₀Obtaining the vehicle speed coordination power P according to the vehicle speed compensation power limit value₁；

Calculating to obtain the total remaining available electric quantity SOC if all the road sections are driven by the pure electric mode_q；

According to the total remaining available electric quantity SOC_qAnd the current remaining available power SOC_pObtaining discharge compensation power P by looking up table of difference value₂；

Obtaining slope compensation power P according to the road slope information table lookup₃；

According to formula P_u＝P₁+P₂+P₃Obtaining the starting and stopping power P of the engine_u。

6. The control method according to claim 5, wherein the calculation obtains a total remaining available power SOC that would be required if all of the road segments were driven in the electric-only mode_qThe method comprises the following steps:

acquiring the maximum consumption rate value EC of the electric quantity in the target road section_max；

According to the target distance L and the maximum electric quantity consumption rate value EC_maxCalculating and obtaining all road sections to be passed in the navigation map according to the EC_maxSOC required for consumption_x；

According to the formula SOC_q＝SOC_t+SOC_xCalculating to obtain the total remaining available electric quantity SOC if all the road sections are driven by the pure electric mode_q。

7. Control method according to claim 6, characterized in that said maximum rate of charge consumption value EC_maxTo assume that the battery capacity of a certain section of road can beThe electric quantity consumption rate of all road sections in the pure electric driving mode is met.

8. Control method according to claim 7, characterized in that the start-stop base power P is determined according to the start-stop base power P₀Calculating the road gradient information and the vehicle speed information to obtain the engine start-stop power P_uThen, the required power P in the current driving process is obtained_reBefore, the method also comprises the following steps:

judging whether the current pure electric driving mode is forcibly executed or not, if so, outputting a power threshold value P of the pure electric driving_m；

The required power P_reAnd the engine start-stop power P_uMaking a comparison if P_re≥P_uStarting the engine if P_re＜P_uIf so, the engine is not started and replaced by:

the required power P_reAnd the power threshold value P_mMaking a comparison if P_re≥P_mStarting the engine if P_re＜P_mIf so, not starting the engine;

optionally, whether the current pure electric driving mode is forcibly executed or not is judged, and if yes, a power threshold P of pure electric driving is output_mThe method comprises the following steps:

according to the total remaining available electric quantity SOC_qAnd the current remaining available electric quantity SOC_pIf the comparison is made_p＞SOC_qAnd if not, not forcibly executing the pure electric driving mode.

9. A control system for driving mode switching of a hybrid vehicle, characterized by comprising:

the navigation system comprises a road section information acquisition unit, a road section information acquisition unit and a navigation unit, wherein the road section information acquisition unit is used for acquiring all road section information and vehicle information to be passed through in a navigation map, a certain road section in all road sections is taken as a target road section, all road section information comprises the target road section information, the target road section information comprises a target distance L between a starting point and a terminal point in the target road section and road gradient information of the target road section, and the vehicle information comprises vehicle speed information of the target road section;

a battery charge acquiring unit for acquiring the current remaining available charge SOC of the battery pack of the vehicle at the starting point of the target road section_pAnd the target residual available electric quantity SOC of the battery pack at the target road section end point_t；

A first calculating unit for calculating the current remaining available power SOC_pThe target remaining available electric quantity SOC_tAnd the target distance L is used for obtaining the starting and stopping base power P of the engine of the vehicle₀；

A second calculating unit for calculating the basic power P according to the start-stop power₀Calculating the road gradient information and the vehicle speed information to obtain the engine start-stop power P_u；

A required power obtaining unit for obtaining the required power P in the current driving process_re；

A comparison unit for comparing the required power P_reAnd the engine start-stop power P_uMaking a comparison if P_re≥P_uStarting the engine if P_re＜P_uThe engine is not started.

10. The control system according to claim 9, wherein the first calculation unit includes:

a calculating subunit for calculating the formula SOC_con＝∣SOC_t-SOC_p| L calculating to obtain the residual available electric quantity consumption reference value SOC of unit distance_con；

A first obtaining subunit, configured to obtain the remaining available power consumption reference value SOC according to the unit distance_conLooking up the table to obtain the index value I₀；

A second obtaining subunit, configured to obtain the index value I₀Obtaining the starting and stopping basic power P of the engine by looking up a table₀。

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