CN115465255B

CN115465255B - Hybrid vehicle control method and system and hybrid vehicle

Info

Publication number: CN115465255B
Application number: CN202211420168.9A
Authority: CN
Inventors: 韩令海; 杨云波; 赵鹏遥; 钟云锋; 郑通; 陈国栋; 赵永强; 刘元治
Original assignee: FAW Group Corp
Current assignee: FAW Group Corp
Priority date: 2022-11-15
Filing date: 2022-11-15
Publication date: 2023-02-03
Anticipated expiration: 2042-11-15
Also published as: CN115465255A

Abstract

The invention discloses a hybrid vehicle control method, a control system and a hybrid vehicle, belonging to the technical field of hybrid vehicle control, wherein the method specifically comprises the following steps: determining a target SOC of a power battery, and correcting the target SOC of the power battery according to the vehicle speed, the road gradient and the altitude; controlling whether an engine is started or stopped according to the deviation of the target SOC and the actual SOC of the power battery and the relation between the power demand of the vehicle and the vehicle speed; and calculating a target working condition and/or a transition working condition of the engine according to the difference value of the actual SOC and the target SOC of the power battery, and solving a target charging torque and a motor requested torque. The hybrid electric vehicle control method is based on an engine start-stop control strategy of a target SOC and the combined drive of the engine and the motor, performs coordinated control on the torque, fully considers the power coordination control relation when the engine and the motor are driven in a combined mode, comprehensively considers the economy and the power performance of the whole vehicle, and controls the hybrid electric vehicle.

Description

Hybrid vehicle control method and system and hybrid vehicle

Technical Field

The invention relates to a control method, a control system and a hybrid vehicle, in particular to a hybrid vehicle control method, a control system and a hybrid vehicle, and belongs to the technical field of hybrid vehicle control.

Background

Hybrid vehicles have been the focus of research of various automobile manufacturers due to their low energy consumption, especially in recent years. Hybrid vehicles have two power sources, one being electric and motor driven, and the other being fuel and engine driven. The energy conversion efficiency and the power response speed of the two power sources are different to a large extent. The energy management of hybrid and the coordination control of two power sources are always the key points and difficulties of hybrid research.

In the prior art, the energy management of hybrid power and the switching of power sources are mainly focused on the research of economic efficiency. In the relevant data, different power battery SOC and engine start-stop strategy designs are carried out by pre-judging road conditions or according to the current vehicle running conditions, and the purpose is to improve the economy of the vehicle. The disadvantages of these methods are: 1. the judgment of road conditions and vehicle running conditions is abstract and complex, and misjudgment is easy to occur; 2. the power response, i.e., drivability, of the vehicle is not involved, only from an economical point of view. 3. There is less involved in power coordination control when the engine and the motor are driven in combination. Therefore, a hybrid power whole vehicle control method considering the economy and the dynamic property comprehensively is needed.

Disclosure of Invention

The invention aims to provide a hybrid vehicle control method, a control system and a hybrid vehicle, and aims to solve the technical problems of firstly performing coordinated control on torque based on an engine start-stop control strategy of a target SOC and combined driving of an engine and a motor, secondly calculating a target SOC of a power battery by comprehensively considering the vehicle speed, the road gradient and the altitude, and performing engine start-stop control based on the target SOC of the power battery and the driving power requirement.

The invention also aims to design the target torque of the engine based on the target SOC of the power battery and carry out the torque response coordination control of the transition working condition.

The technical problem to be solved by the invention is as follows: the economical efficiency and the drivability of the whole vehicle are comprehensively considered, and the comprehensive performance of the whole vehicle is improved.

The invention provides the following scheme:

a hybrid vehicle control method specifically includes:

determining a target SOC of a power battery, and correcting the target SOC of the power battery according to the vehicle speed, the road gradient and the altitude;

controlling whether an engine is started or stopped according to the deviation of the target SOC and the actual SOC of the power battery and the relation between the power demand of the vehicle and the vehicle speed;

and calculating a target working condition and/or a transition working condition of the engine according to the difference value of the actual SOC and the target SOC of the power battery, and solving a target charging torque and a motor requested torque.

Further, the determining a target SOC of the power battery, and correcting the target SOC of the power battery according to the vehicle speed, the road gradient and the altitude specifically include:

determining the maximum value and the minimum value available for the power battery according to the physical characteristics of the power battery;

selecting an initial value of a target SOC of the power battery or an SOC value entering a power keeping mode according to different types of hybrid vehicles;

and correcting the target SOC of the power battery according to the speed of the vehicle, and correcting the SOC of the power battery according to the speed, the road gradient and the altitude.

Further, the different types of the hybrid vehicle specifically include:

for a non-plug-in hybrid vehicle, the initial value of the power battery target SOC is an average value of the sum of the maximum value and the minimum value;

for a plug-in hybrid vehicle, the initial value of the power battery target SOC takes the SOC at which the vehicle enters the charge-sustaining mode.

Further, correcting the target SOC of the power battery according to the vehicle speed of the vehicle, and reducing the target SOC of the power battery along with the increase of the vehicle speed;

correcting the target SOC of the power battery according to the road gradient on the basis that the target SOC is corrected by the vehicle speed, and increasing the target SOC of the power battery along with the increase of the gradient;

and correcting the power target SOC according to the altitude on the basis of correcting the target SOC by the road gradient, wherein the power battery target SOC is increased along with the increase of the altitude.

Further, according to the deviation between the target SOC and the actual SOC of the power battery, the relationship between the vehicle power demand and the vehicle speed is combined to control whether the engine is started or stopped, specifically:

and comparing the required power of the vehicle, the deviation of the actual SOC and the target SOC of the power battery and the vehicle speed to form an information association relation, and determining the limit value of the starting power of the engine according to the information association relation.

Further, according to the difference value between the actual SOC and the target SOC of the power battery, the target working condition and/or the transition working condition of the engine are/is calculated, and the target charging torque and the motor request torque are obtained, specifically:

determining the optimal economic line of the engine operation according to the universal characteristic curve chart of the engine;

obtaining the efficiency of the engine for charging at the rotating speed of each engine by taking the optimal economic line of the engine as a reference;

obtaining a maximum charging torque and a minimum charging torque according to the charging engine efficiency and the calculated engine torque;

and setting different charging torque lines according to the relation between the actual SOC and the target SOC of the power battery, and controlling the engine to operate on the corresponding target charging torque for charging.

Further, different charging torque lines are set according to the relation between the actual SOC and the target SOC of the power battery, and the engine is controlled to operate on the corresponding target charging torque for charging, specifically:

when the actual SOC of the power battery is not less than the target SOC, the engine operates on a minimum charging torque line to perform charging;

when the actual SOC of the power battery is between the target SOC and the minimum SOC, a target charging torque is calculated according to the following formula, and the engine is operated to perform charging on the target charging torque:

Trq _target =(Trq _max -Trq _min )*X+Trq _min

in the formula: trq (Trq) _target To target charging torque, trq _max To maximum charging torque, trq _min And X is a charging calculation coefficient which is the difference value between the actual SOC and the target SOC of the power battery.

Further, calculating the transition working condition of the engine specifically as follows:

in the transient working condition, the deviation between the actual torque of the engine and the required torque of the vehicle is used as the required torque of the motor, and the calculation formula of the required torque of the motor is as follows:

Trq _TM =Trq _Drv - Trq _Eng

in the formula: trq (Trq) _TM Requesting torque for the electric machine; trq (Trq) _Drv Requesting torque for the driver; trq (Trq) _Eng Is the actual torque of the engine.

A hybrid vehicle control system, comprising:

the power battery target SOC modification module is used for determining a power battery target SOC and modifying the power battery target SOC according to the vehicle speed, the road gradient and the altitude;

the engine start-stop control module is used for controlling whether the engine is started or stopped according to the deviation of the target SOC and the actual SOC of the power battery and the relation between the power demand of the vehicle and the vehicle speed;

and the power source coordination control calculation module is used for calculating the target working condition and/or the transition working condition of the engine according to the difference value of the actual SOC and the target SOC of the power battery, and solving the target charging torque and the motor request torque.

An electronic device, comprising: the system comprises a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory complete mutual communication through the communication bus; the memory has stored therein a computer program which, when executed by the processor, causes the processor to carry out the steps of the method.

A computer readable storage medium storing a computer program executable by an electronic device, the computer program, when run on the electronic device, causing the electronic device to perform the steps of the method.

A hybrid vehicle specifically includes:

an electronic device for implementing a hybrid vehicle control method;

a processor that executes a program, when the program is executed, executing steps of a hybrid vehicle control method with respect to data output from the electronic device;

a storage medium for storing a program which, when executed, executes the steps of the hybrid vehicle control method on data output from the electronic device.

Compared with the prior art, the invention has the following advantages:

the invention provides a hybrid power whole vehicle control method which comprehensively considers the economy and the dynamic property of the whole vehicle, based on an engine start-stop control strategy of a target SOC and the combined drive of an engine and a motor, performs coordinated control on torque, fully considers the power coordinated control relation when the engine and the motor are driven in a combined mode.

The invention can correct the target SOC of the power battery according to the vehicle speed, the road gradient and the altitude, then controls whether the engine is started or stopped according to the deviation of the target SOC and the actual SOC of the power battery and the relation between the vehicle power demand and the vehicle speed, and finally calculates the target working condition and/or the transition working condition of the engine according to the difference value of the actual SOC and the target SOC of the power battery to obtain the target charging torque and the motor request torque.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.

Fig. 1 is a flowchart of a hybrid vehicle control method according to an embodiment of the present invention.

Fig. 2 is an architecture diagram of a hybrid vehicle control system according to an embodiment of the present invention.

Fig. 3 is a schematic structural view of a hybrid vehicle of a two-motor (P13) hybrid configuration.

Fig. 4 is a schematic structural diagram of a hybrid vehicle in a P2 hybrid configuration.

FIG. 5 is a flowchart illustrating an exemplary implementation of an embodiment of the present invention in a hybrid vehicle having two different parallel mode configurations.

Fig. 6 is a graph of a vehicle speed of the hybrid vehicle and a correction of the target SOC of the power battery.

Fig. 7 is a graph of a curve in which the target SOC of the power battery is corrected according to the road gradient after the target SOC is corrected according to the vehicle speed.

FIG. 8 is a graphical plot of a correction of power target SOC as a function of altitude based on a road grade correction of target SOC.

Fig. 9 is a three-dimensional coordinate graph corresponding to the first information association table.

Fig. 10 is a graph showing the engine.

Fig. 11 is a coordinate graph between the charge calculation coefficient and the target SOC.

Fig. 12 is a graph of the relationship between the motor requested torque, the driver requested torque, and the actual engine torque.

Fig. 13 is a schematic configuration diagram of the electronic apparatus.

Detailed Description

The technical solutions of the present invention will be described clearly and completely with reference to the accompanying drawings, and it is to be understood that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Name interpretation: the SOC, i.e. the state of charge, of the power battery is used for reflecting the remaining capacity of the battery, and is numerically defined as the ratio of the remaining capacity to the battery capacity, and is usually expressed in percentage.

The hybrid vehicle control method shown in fig. 1 specifically includes:

step S1: determining a power battery target SOC, and correcting the power battery target SOC according to the vehicle speed, the road gradient and the altitude;

specifically, the maximum SOC available for the power battery is determined according to the physical characteristics of the power battery _max And minimum SOC _min ；

Specifically, for a non-plug-in Hybrid Electric (HEV) vehicle, the initial value SOC of the power cell target _{HEV_ini} Is the maximum value SOC _max And minimum value SOC _min The average of the sums, i.e.:

SOC _{HEV_ini} =(SOC _max +SOC _min )/2

for a plug-in hybrid electric vehicle (PHEV), the initial value SOC of the power battery target _{PHEV_ini} Taking the SOC of the vehicle entering the electric quantity maintaining mode;

in this step, the target SOC of the power battery is corrected according to the vehicle speed of the vehicle, and the target SOC of the power battery is reduced as the vehicle speed increases. At low speed, if the engine is started, the charging is performed as much as possible, and the vehicle is kept to have more electric quantity, so that more pure electric working conditions are realized. At high speed, the engine is directly used for driving, the charging of the engine is reduced as much as possible, and the charging can be realized through energy recovery.

Specifically, the target SOC of the power battery is corrected according to the vehicle speed of the vehicle, and the target SOC of the power battery is reduced along with the increase of the vehicle speed; the step aims to charge as much as possible if the engine is started at low speed, so that more electric quantity of the vehicle is kept, and more pure electric working conditions are realized. At high speed, the engine is directly used for driving, the charging of the engine is reduced as much as possible, and the charging can be realized through energy recovery.

And correcting the target SOC of the power battery according to the road gradient on the basis of correcting the target SOC by the vehicle speed, wherein the target SOC of the power battery is increased along with the increase of the gradient. The aim of this step is to minimize the engine charging when going downhill, which can be achieved by energy recovery. When the engine is started during uphill, the engine is charged as much as possible, torque delay caused by slow supercharging response of the engine is compensated through the motor, and power response is enhanced.

And correcting the power target SOC according to the altitude on the basis of correcting the target SOC by the road gradient, wherein the power battery target SOC is increased along with the increase of the altitude. The purpose of this step is to charge as much as possible if the engine is started at high altitude, enhancing the power response.

In summary, the target SOC of the power battery determined in the embodiment of the present invention is specifically the target SOC for charging the battery through the engine after the engine is started, where the target SOC is high, that is, it is desirable to charge the power battery more for the engine, and the target SOC is low, that is, it is desirable to charge the power battery less for the engine.

Step S2: controlling whether an engine is started or stopped according to the deviation of the target SOC and the actual SOC of the power battery and the relation between the power demand of the vehicle and the vehicle speed;

specifically, the required power of the vehicle, the deviation between the actual SOC and the target SOC of the power battery and the vehicle speed are compared to form an information association relation, and the limit value of the starting power of the engine is determined according to the information association relation.

Illustratively, the information association relationship is formed by comparing the required power of the vehicle, the deviation between the actual SOC and the target SOC of the power battery and the vehicle speed, and means that a first information association table is stored in advance, the required power of the driver (vehicle) is compared with values in the first information association table stored in advance, and when the required power of the driver is larger than the values in the first information association table and lasts for a certain time, the engine is started, and the first information association table is as follows:

the limit value of the engine startup power is determined from the correspondence (from the vehicle speed to the highest vehicle speed) of the actual SOC minus the target SOC (%) to the vehicle speed (km/h):

when the vehicle speed is 0, the limit value of the starting power of the engine when the SOC takes the lower limit value is A ₁ a ₁ When the SOC takes the upper limit value, the limit value of the starting power of the engine is A _n a ₁ When the value is taken between the lower limit of the SOC and the upper limit of the SOC, the limit value of the starting power of the engine is A ₂ a ₁ ~A _n-1 a ₁ 。

When the vehicle speed is between 0 and the maximum vehicle speed, the limiting value of the engine starting power when the SOC takes the lower limiting value is A ₁ a ₂ ~A ₁ a _n-1 When the SOC takes the upper limit value, the limit value of the starting power of the engine is A _n a ₂ ~A _n a _n-1 When the value is taken between the lower limit of the SOC and the upper limit of the SOC, the limit value of the starting power of the engine is A ₂ a ₂ ~A _n-1 a _n-1 。

When the vehicle speed is the highest vehicle speed, the limiting value of the starting power of the engine when the SOC takes the lower limiting value is A ₁ a _n When the SOC takes the upper limit value, the limit value of the starting power of the engine is A _n a _n The limiting value of the engine starting power is A when the value is taken between the SOC lower limit and the SOC upper limit ₂ a _n ~A _n-1 a _n 。

In the first information association table, A ₁ a ₁ ~ A _n a _n Representing different engine usage powers; and increasing the lower standard of A to increase the engine starting power limit value, and decreasing the engine starting power limit value with the increase of the lower standard of a.

For specific data of the first information association table, e.g. A _n a _n Etc., and may also be data such as empirical or a priori values,or training set and test set data in the data model, and can be obtained by the skilled person by means of the common technical knowledge in the field, the common knowledge of the hybrid vehicle structure and the vehicle control, and by using the calculation method, the tool book, the technical manual, the computer database and the like in the prior art. The form of the first information association table can be implemented by a two-dimensional table form with N rows and N columns, a multi-dimensional table form, or a table form in the prior art, such as mutual reference between tables.

As shown in the three-dimensional coordinate graph, when the SOC of the power battery is high, namely the electric quantity is sufficient, a large starting power limit value is set, and a driver can start the engine only when needing large power, so that the working condition range of pure electric can be expanded. And when the electric quantity is lower, starting the machine in time and charging the battery. When the vehicle speed is higher, a lower starting power limit value is set, so that the engine can be started early, the vehicle can be directly driven after the engine is started, and the energy conversion efficiency is improved.

And step S3: and calculating a target working condition and/or a transition working condition of the engine according to the difference value of the actual SOC and the target SOC of the power battery, and solving a target charging torque and a motor requested torque.

Specifically, according to the universal characteristic curve chart of the engine, the optimal economic line of the engine operation is determined;

Specifically, when the actual SOC of the power battery is not less than the target SOC, the engine operates on a minimum charging torque line for charging;

Trq _target =(Trq _max -Trq _min )*X+Trq _min

Illustratively, when the actual SOC of the power battery is between the target SOC and the minimum SOC, a charging calculation coefficient obtained by searching a pre-stored second information association table is searched, and a charging calculation coefficient X is searched according to a difference value between the actual SOC and the target SOC of the power battery, where the charging calculation coefficient satisfies a curve as shown in the figure.

The purpose of setting up different charging torque lines in this step lies in, guarantees as far as possible that the engine operates in an economic area, and the benefit for an economic line lies in, when the engine is in the starting condition because of external factors's demand, can be in a suitable running state according to power battery's state, avoids appearing two kinds of situations: firstly, the method comprises the following steps: when the engine is always in the running state without external request due to comfort system or safety factor, the engine runs in the optimal economic line and directly fully charges the power battery, and then the engine can only run in a low-efficiency area. II, secondly, the method comprises the following steps: the low-speed running or the violent driving in the urban area leads to the fact that the SOC of the power battery is low, and after the engine is requested to be started, the engine runs on an economic line, and the problem of frequent starting due to the fact that the charging quantity is small is caused.

Specifically, calculating the transition condition of the engine specifically comprises:

in the transition working condition, the deviation between the actual torque of the engine and the required torque of the vehicle is used as the required torque of the motor, and the calculation formula of the required torque of the motor is as follows:

Trq _TM =Trq _Drv - Trq _Eng

The step aims to compensate the torque response delay of the engine caused by supercharging and air circuit delay by utilizing the characteristic of high torque response speed of the motor, and improve the power response of the whole vehicle.

For the method steps disclosed in the above embodiments, the method steps are expressed as a series of action combinations for simplicity of description, but those skilled in the art should understand that the embodiments are not limited by the described action sequences, because some steps can be performed in other sequences or simultaneously according to the embodiments of the present invention. Further, those skilled in the art will appreciate that the embodiments described in the specification are presently preferred and that no particular act is required to implement the invention.

The hybrid vehicle control system shown in fig. 2 specifically includes:

and the power source coordination control calculation module is used for calculating the target working condition and/or the transition working condition of the engine according to the difference value of the actual SOC and the target SOC of the power battery so as to obtain the target charging torque and the motor request torque.

It should be noted that, although only some basic functional modules are disclosed in the embodiment, the composition of the present system is not limited to the above basic functional modules, but rather, the present embodiment is intended to express that: on the basis of the basic functional modules, a person skilled in the art can combine the prior art to add one or more functional modules arbitrarily to form an infinite number of embodiments or technical solutions, that is, the present system is open rather than closed, and the protection scope of the present invention claims should not be considered to be limited to the disclosed basic functional modules because the present embodiment discloses only individual basic functional modules. Meanwhile, for convenience of description, the above devices are described as being divided into various units and modules by functions, respectively. Of course, the functions of the units and modules may be implemented in one or more software and/or hardware when implementing the invention.

The embodiments of the system described above are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.

As shown in fig. 3 and 4, the hybrid vehicle control method and system disclosed by the embodiment of the invention are applicable to a kinematic configuration with a parallel mode, and fig. 3 and 4 are respectively a hybrid vehicle with a two-motor (P13) hybrid configuration and a hybrid vehicle with a P2 hybrid configuration, which are typical representatives that both have a parallel mode but the hybrid configurations are different.

Description of the reference numerals: the system comprises a transmission shaft 1, a coupler 2, an engine 3, a generator 4, a motor 5, a power battery 6, a differential 7, an inverter 8, a separation clutch 9, a transmission 10 and wheels 11.

As shown in fig. 5, the embodiment of the present invention provides a specific application of the hybrid vehicle control method in the parallel mode hybrid vehicle of the above different hybrid configurations:

step T1, determining the target SOC of the power battery: and determining the target SOC of the power battery according to the vehicle speed, the road gradient and the altitude.

Step T2, controlling the starting and stopping of the engine: and controlling whether the engine is started or stopped according to the deviation of the actual SOC and the target SOC of the power battery.

Step T3: power source coordination control: determining a target working condition of the engine according to the deviation of the actual SOC and the target SOC of the power battery; and carrying out coordinated control on the torque response of the transient working condition.

As shown in fig. 6 to 8, step T1 (determination of target SOC of power battery) specifically includes:

determining the target SOC of the power battery, wherein the determining steps are as follows:

a) Determining the maximum SOC (state of charge) available for the power battery according to the physical characteristics of the power battery _max And minimum SOC _min ；

b) For a non-plug-in Hybrid Electric (HEV) vehicle, the initial value SOC of the power cell target _{HEV_ini} Is the maximum value SOC _max And minimum value SOC _min I.e.:

SOC _{HEV_ini} =(SOC _max +SOC _min )/2

c) For a plug-in hybrid electric vehicle (PHEV), the initial value SOC of the power battery target _{PHEV_ini} Taking the SOC of the vehicle entering an electric quantity keeping mode;

d) And correcting the target SOC of the power battery according to the vehicle speed of the vehicle, wherein the target SOC of the power battery is reduced along with the increase of the vehicle speed. The step aims to charge as much as possible if the engine is started at a low speed, so that the vehicle is kept to have more electric quantity, and more pure electric working conditions are realized. At high speed, the engine is directly used for driving, the charging of the engine is reduced as much as possible, and the charging can be realized through energy recovery.

e) And correcting the target SOC of the power battery according to the road gradient on the basis of correcting the target SOC by the vehicle speed, wherein the target SOC of the power battery is increased along with the increase of the gradient. The aim of this step is to minimize the engine charging when going downhill, which can be achieved by energy recovery. When the engine is started during uphill, the engine is charged as much as possible, torque delay caused by slow supercharging response of the engine is compensated through the motor, and power response is enhanced.

f) And correcting the power target SOC according to the altitude on the basis of correcting the target SOC by the road gradient, wherein the correction method is that the target SOC of the power battery is increased along with the increase of the altitude. The purpose of this step is to charge as much as possible if the engine is started at high altitude, enhancing the power response.

The target SOC determined in the embodiment of the present invention is specifically the target SOC for charging the battery via the engine after the engine is started, where the target SOC is high, that is, it is desirable to charge the power battery more for the engine, and the target SOC is low, that is, it is desirable to charge the power battery less for the engine.

Step T2 (engine start-stop control) specifically includes:

in the step, whether the engine starts or stops is controlled according to the deviation of the actual SOC and the target SOC of the power battery, specifically, the required power of a driver is compared with a numerical value in a first information association table stored in advance, and when the required power of the driver is larger than the numerical value in the first information association table and lasts for a certain time, the engine is started.

The first information association table specifically refers to a starting power limit value determined according to the deviation between the actual SOC and the target SOC of the power battery and the vehicle speed, and is shown in the first information association table. The engine start power limit value of the first information association table is already disclosed in step S2 in the first embodiment, and is not described in detail here.

As shown in FIG. 9, FIG. 9 corresponds to the first information association table in which A is ₁ a ₁ ~ A _n a _n Representing different engine usage powers; and increasing the engine starting power limit with the increase of the A tail mark, and decreasing the engine starting power limit with the increase of the a tail mark.

In the step, when the SOC of the power battery is high, namely the electric quantity is sufficient, a large starting power limit value is set, and the engine can be started only when a driver needs large power, so that the working condition range of pure electric can be expanded. And when the electric quantity is lower, starting the machine and charging the battery in time. When the vehicle speed is high, a lower starting power limit value is set, so that the engine can be started early, the vehicle can be directly driven after the engine is started, and the energy conversion efficiency is improved.

Step T3 (power source coordination control), specifically including:

the purpose of this step lies in, when power battery SOC is higher, the electric quantity is sufficient promptly, sets up great start power limit value, and the driver can only start the machine when needing very big power, can expand the operating mode scope of pure electronic. And when the electric quantity is lower, starting the machine and charging the battery in time. When the vehicle speed is higher, a lower starting power limit value is set, so that the engine can be started early, the vehicle can be directly driven after the engine is started, and the energy conversion efficiency is improved.

As shown in fig. 10, the target operating condition of the engine is determined according to the deviation between the actual SOC and the target SOC of the power battery, and the determining steps are as follows:

a) According to the universal characteristics of the engine, selecting a torque point with the highest engine efficiency at each rotating speed to form an optimal economic line of the engine;

b) And subtracting the set first efficiency threshold value by taking the highest engine efficiency corresponding to the optimal economic line of the engine as a reference to obtain the charging engine efficiency at each engine rotating speed.

c) Calculating corresponding engine torque according to the charging engine efficiency obtained in the step b), obtaining two engine torque lines, and taking one line with a larger torque value as a maximum charging torque and the other line as a minimum charging torque.

d) When the actual SOC of the power battery is not less than the target SOC, the engine operates on a minimum charging torque line to perform charging; when the actual SOC of the power battery is close to the minimum SOC, the engine runs on a maximum charging torque line to perform charging; and when the actual SOC of the power battery is between the target SOC and the minimum SOC, searching a charging calculation coefficient obtained by a pre-stored second information association table, calculating a target charging torque according to the following formula, and charging the engine by running on the target charging torque.

Trq _target =(Trq _max -Trq _min )*X+Trq _min

In the formula: trq (Trq) _target A target charging torque; trq (Trq) _max Is the maximum charging torque; trq (Trq) _min Is the minimum charge torque; and X is a charging calculation coefficient.

As shown in fig. 11, in this step, the second information association table specifically refers to a charging calculation coefficient X that is found according to a difference between the actual SOC and the target SOC of the power battery.

This step sets up the purpose of different charging torque lines and lies in, guarantees as far as possible that the engine operates in an economic area, and the benefit for an economic line lies in, when the engine is in the starting condition because of external factors's demand, can be in a suitable running state according to power battery's state, avoids appearing two kinds of situations: firstly, the method comprises the following steps: when the engine is always in the running state without external request due to comfort system or safety factor, the engine runs in the optimal economic line and directly fully charges the power battery, and then the engine can only run in a low-efficiency area. II, secondly: the low-speed running or the violent driving in the urban area leads to the fact that the SOC of the power battery is low, and after the engine is requested to be started, the engine runs on an economic line, and the problem of frequent starting due to the fact that the charging quantity is small is caused.

As shown in fig. 12, the power source coordination control in step T3 further includes a transient condition, and the torque response of the transient condition is coordinated and controlled, specifically, in the transient condition, the deviation between the actual torque of the engine and the driver required torque is used as the requested torque of the electric machine. The formula for calculating the requested torque of the motor is as follows:

Trq _TM =Trq _Drv - Trq _Eng

in the formula: trq (Trq) _TM Requesting torque for the electric machine; trq (Trq) _Drv Requesting torque for the driver; trq (Trq) _Eng Is the actual torque of the engine;

the purpose of the power source coordination control under the transition working condition is to compensate the torque response delay of the engine caused by the pressurization and the air circuit delay by utilizing the characteristic of high torque response speed of the motor, and improve the power response of the whole vehicle.

As shown in fig. 13, the embodiment of the present invention also discloses an electronic device and a storage medium corresponding to the vehicle control method and the control system:

an electronic device, comprising: the system comprises a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory are communicated with each other through the communication bus; the memory has stored therein a computer program which, when executed by the processor, causes the processor to carry out the steps of the hybrid vehicle control method.

A computer-readable storage medium storing a computer program executable by an electronic device, which when run on the electronic device causes the electronic device to perform the steps of a hybrid vehicle control method.

The communication bus mentioned in the electronic device may be a Peripheral Component Interconnect (PCI) bus, an Extended Industry Standard Architecture (EISA) bus, or the like. The communication bus may be divided into an address bus, a data bus, a control bus, etc. For ease of illustration, only one thick line is shown, but this is not intended to represent only one bus or type of bus.

The electronic device includes a hardware layer, an operating system layer running on top of the hardware layer, and an application layer running on top of the operating system. The hardware layer includes hardware such as a Central Processing Unit (CPU), a Memory Management Unit (MMU), and a Memory. The operating system may be any one or more computer operating systems that implement control of an electronic device through a Process (Process), such as a Linux operating system, a Unix operating system, an Android operating system, an iOS operating system, or a windows operating system. In the embodiment of the present invention, the electronic device may be a handheld device such as a smart phone and a tablet computer, or an electronic device such as a desktop computer and a portable computer, which is not particularly limited in the embodiment of the present invention.

The execution main body of the electronic device control in the embodiment of the present invention may be an electronic device, or a functional module capable of calling a program and executing the program in the electronic device. The electronic device may acquire the firmware corresponding to the storage medium, the firmware corresponding to the storage medium is provided by a vendor, and the firmware corresponding to different storage media may be the same or different, which is not limited herein. After the electronic device acquires the firmware corresponding to the storage medium, the firmware corresponding to the storage medium may be written into the storage medium, specifically, the firmware corresponding to the storage medium is burned into the storage medium. The process of burning the firmware into the storage medium can be realized by adopting the prior art, and details are not described in the embodiment of the present invention.

The electronic device may further acquire a reset command corresponding to the storage medium, where the reset command corresponding to the storage medium is provided by a vendor, and the reset commands corresponding to different storage media may be the same or different, and are not limited herein.

At this time, the storage medium of the electronic device is a storage medium in which the corresponding firmware is written, and the electronic device may respond to the reset command corresponding to the storage medium in which the corresponding firmware is written, so that the electronic device resets the storage medium in which the corresponding firmware is written according to the reset command corresponding to the storage medium. The process of resetting the storage medium according to the reset command can be implemented by the prior art, and is not described in detail in the embodiment of the present invention.

The embodiment of the invention also discloses a hybrid vehicle, which specifically comprises:

an electronic device for implementing a hybrid vehicle control method;

a processor that runs a program, and when the program is run, performs the steps of the hybrid vehicle control method on data output from the electronic device;

a storage medium for storing a program that, when executed, performs steps of a hybrid vehicle control method on data output from an electronic device.

In the following description and in the claims, the terms "include" and "comprise" are used in an open-ended fashion, and thus should be interpreted to mean "include, but not limited to. The following description is of the preferred embodiment for carrying out the invention and is made in the light of the generic principles of the description rather than the limitations on the scope of the invention. The scope of the present invention is defined by the appended claims.

It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

It should be noted that certain terms are used throughout the description and following claims to refer to particular components. As one skilled in the art will appreciate, different manufacturers and manufacturers may refer to a component by different names. The description and claims do not intend to distinguish between components that differ in name but not function.

In the description herein, references to the description of "one embodiment," "an example," "a specific example" or the like are intended to mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

In addition, the technical solutions in the embodiments of the present invention may be combined with each other, but it must be based on the realization of those skilled in the art, and when the technical solutions are contradictory or cannot be realized, such a combination of technical solutions should not be considered to exist, and is not within the protection scope of the present invention.

In addition, the functional modules in the embodiments of the present invention may be integrated together to form an independent part, or each module may exist separately, or two or more modules may be integrated to form an independent part.

Those skilled in the art will appreciate that the modules in the devices in an embodiment may be adaptively changed and arranged in one or more devices different from the embodiment. The modules or units or components of the embodiments may be combined into one module or unit or component, and furthermore they may be divided into a plurality of sub-modules or sub-units or sub-components. All of the features disclosed in this specification (including any accompanying claims, abstract and drawings), and all of the processes or elements of any method or apparatus so disclosed, may be combined in any combination, except combinations where at least some of such features and/or processes or elements are mutually exclusive. Each feature disclosed in this specification (including any accompanying claims, abstract and drawings) may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise.

Furthermore, those skilled in the art will appreciate that while some embodiments described herein include some features included in other embodiments, rather than other features, combinations of features of different embodiments are meant to be within the scope of the invention and form different embodiments. For example, in the following claims, any of the claimed embodiments may be used in any combination.

The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

It should be noted that the above-mentioned embodiments illustrate rather than limit the invention, and that those skilled in the art will be able to design alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word "comprising" does not exclude the presence of elements or steps not listed in a claim. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention may be implemented by means of hardware comprising several distinct elements, and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by one and the same item of hardware. The use of the words first, second, third, etc. do not denote any order, but rather the words are to be construed as names.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and these modifications or substitutions do not depart from the spirit of the corresponding technical solutions of the embodiments of the present invention.

Claims

1. A hybrid vehicle control method is characterized by specifically comprising:

determining a power battery target SOC, and correcting the power battery target SOC according to the vehicle speed, the road gradient and the altitude, specifically:

correcting the target SOC of the power battery according to the speed of the vehicle, and reducing the target SOC of the power battery along with the increase of the speed of the vehicle;

on the basis of correcting the target SOC by the vehicle speed, correcting the target SOC of the power battery according to the road gradient, and increasing the target SOC of the power battery along with the increase of the gradient;

correcting the power target SOC according to the altitude on the basis of correcting the target SOC by the road gradient, wherein the target SOC of the power battery is increased along with the increase of the altitude;

according to the difference value between the actual SOC and the target SOC of the power battery, the target working condition and/or the transition working condition of the engine are/is calculated, and the target charging torque and the motor request torque are obtained, wherein the method specifically comprises the following steps:

setting different charging torque lines according to the relation between the actual SOC and the target SOC of the power battery, and controlling the engine to operate on the corresponding target charging torque for charging;

according to the relation between the actual SOC of the power battery and the target SOC, different charging torque lines are set, the engine is controlled to operate on the corresponding target charging torque to perform charging, and the method specifically comprises the following steps:

Trq _target =(Trq _max -Trq _min )*X+Trq _min

in the formula: trq (Trq) _target To target charging torque, trq _max To maximum charging torque, trq _min And X is a charging calculation coefficient which is the difference value of the actual SOC and the target SOC of the power battery.

2. The hybrid vehicle control method according to claim 1, wherein the power battery target SOC is determined, and the power battery target SOC is corrected according to a vehicle speed, a road grade, and an altitude, and specifically:

3. Hybrid vehicle control method according to claim 2, characterized in that said method, depending on the type of hybrid vehicle, is in particular:

4. The hybrid vehicle control method according to claim 1, wherein the engine start/stop is controlled according to the deviation between the target SOC and the actual SOC of the power battery and the relationship between the vehicle power demand and the vehicle speed, specifically:

5. The hybrid vehicle control method according to claim 1,

calculating the transition working condition of the engine, specifically:

Trq _TM =Trq _Drv - Trq _Eng

6. An electronic device, comprising: the system comprises a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory complete mutual communication through the communication bus; the memory has stored therein a computer program which, when executed by the processor, causes the processor to carry out the steps of the method of any one of claims 1 to 5.

7. A computer-readable storage medium, characterized in that it stores a computer program executable by an electronic device, which, when run on the electronic device, causes the electronic device to perform the steps of the method of any one of claims 1 to 5.

8. A hybrid vehicle, characterized in that specifically includes:

an electronic device for implementing the method of any one of claims 1 to 5;

a processor running a program which, when executed, performs the steps of the method of any one of claims 1 to 5 on data output from the electronic device;

storage medium for storing a program which, when executed, performs the steps of the method of any one of claims 1 to 5 on data output from an electronic device.