CN117864096A

CN117864096A - Engine control method and device for hybrid vehicle, vehicle and storage medium

Info

Publication number: CN117864096A
Application number: CN202311871186.3A
Authority: CN
Inventors: 李芹; 梁静; 韩云
Original assignee: Chery Automobile Co Ltd
Current assignee: Chery Automobile Co Ltd
Priority date: 2023-12-29
Filing date: 2023-12-29
Publication date: 2024-04-12

Abstract

The application provides an engine control method and device for a hybrid vehicle, the vehicle and a storage medium, and belongs to the technical field of vehicles. The method comprises the following steps: determining a charging coefficient based on the speed of the hybrid vehicle, the current SOC, the target SOC and the road surface type of the road surface; when the charging coefficient indicates that the vehicle is charged through the engine and the speed of the hybrid vehicle is not greater than a first threshold value, entering a range-extending mode, and acquiring a first corresponding relation based on the charging coefficient; determining a driver demand power of the hybrid vehicle based on a vehicle speed and a pedal torque of the hybrid vehicle; determining the power generation power corresponding to the driver demand power based on the first correspondence and the determined driver demand power; and determining the rotating speed and the torque in the economic zone based on the generated power, and controlling the engine to charge the hybrid vehicle according to the rotating speed and the torque. According to the scheme, the engine is controlled in an economic area, so that the economical efficiency of the hybrid vehicle is improved.

Description

Engine control method and device for hybrid vehicle, vehicle and storage medium

Technical Field

The present disclosure relates to the field of vehicle technologies, and in particular, to an engine control method and apparatus for a hybrid vehicle, a vehicle, and a storage medium.

Background

The advantages of the hybrid vehicle are mainly reflected in economy and power performance, but the working speed area and the torque area of the engine are wide, and a non-economic working area exists. Therefore, how to make the engine always work in a high-efficiency economic area and ensure the economical efficiency of the whole vehicle becomes a technical problem to be solved currently.

Disclosure of Invention

The embodiment of the application provides an engine control method and device for a hybrid vehicle, the vehicle and a storage medium, wherein the engine is controlled in an economic zone, so that the economical efficiency of the hybrid vehicle is improved. The technical scheme is as follows:

in one aspect, there is provided an engine control method of a hybrid vehicle, the method including:

acquiring the speed, the current SOC, the target SOC and the road surface type of the road surface of the hybrid vehicle, wherein the road surface type comprises a flat road surface, an uphill road surface and a downhill road surface;

determining a charging coefficient based on the speed of the hybrid vehicle, the current SOC, the target SOC and the road surface type of the road surface, wherein the charging coefficient is used for indicating whether the hybrid vehicle is charged by an engine or not and the charging speed when the hybrid vehicle is required to be charged by the engine;

when the charging coefficient indicates that the hybrid vehicle is charged through an engine and the speed of the hybrid vehicle is not greater than a first threshold value, entering a range-extending mode, and acquiring a first corresponding relation based on the charging coefficient, wherein the first corresponding relation is used for representing a corresponding relation between the driver demand power and the engine power, the driver demand power in the first corresponding relation is smaller than the power corresponding to the driver demand power, and the hybrid vehicle is driven by a motor and is charged through the engine in the range-extending mode;

Determining a driver demand power of the hybrid vehicle based on a vehicle speed and a pedal torque of the hybrid vehicle;

determining the power generation power corresponding to the driver demand power based on the first correspondence and the determined driver demand power;

and determining the rotating speed and the torque in the economic zone based on the generated power, and controlling the engine to charge the hybrid vehicle according to the rotating speed and the torque.

In one possible implementation, the process of obtaining the target SOC of the hybrid vehicle includes:

acquiring a preset target SOC;

and correcting the preset target SOC based on the speed of the hybrid vehicle to obtain a corrected target SOC, wherein the speed is positively correlated with the target SOC.

In one possible implementation manner, the acquiring the preset target SOC includes:

determining a driving mode of the hybrid vehicle;

and obtaining a target SOC corresponding to the driving mode.

In one possible implementation manner, the determining the charging coefficient based on the speed of the hybrid vehicle, the current SOC, the target SOC, and the road surface type of the road surface includes:

acquiring a second corresponding relation, wherein the second corresponding relation comprises at least one of the corresponding relation between the speed of the hybrid vehicle and the charging coefficient, the corresponding relation between the current SOC of the hybrid vehicle and the target SOC of the hybrid vehicle and the charging coefficient, the corresponding relation between the current SOC of the hybrid vehicle and the charging coefficient and the corresponding relation between the road surface type of the road surface where the hybrid vehicle is located and the charging coefficient;

Determining a plurality of charging coefficients based on the second correspondence and the speed, the current SOC, the target SOC and the road surface type of the road surface of the hybrid vehicle;

and carrying out optimizing treatment on the plurality of charging coefficients by adopting a coefficient optimizing algorithm to obtain a target charging coefficient.

In one possible implementation, the method further includes:

and when the road surface type of the road surface where the hybrid vehicle is located is a downhill road surface, if the engine is in a starting state, closing the engine, and charging the hybrid vehicle through the wheel end of the hybrid vehicle by utilizing the recovery capability of the hybrid vehicle.

In one possible implementation manner, the greater the charging speed represented by the charging coefficient, the greater the difference between the driver demand power and the generated power corresponding to the driver demand power in the first correspondence relationship corresponding to the charging coefficient.

In one possible implementation manner, the first correspondence relationship includes a negative value of driver demand power and a generated power corresponding to the negative value of driver demand power; when the hybrid vehicle loses the throttle, the driver demand power of the hybrid vehicle is a driver demand power with a negative value.

In another aspect, there is provided an engine control apparatus of a hybrid vehicle, the apparatus including:

the first acquisition module is used for acquiring the speed, the current SOC, the target SOC of the hybrid vehicle and the road surface type of the road surface where the hybrid vehicle is located, wherein the road surface type comprises a flat road surface, an ascending road surface and a descending road surface;

the first determining module is used for determining a charging coefficient based on the speed of the hybrid vehicle, the current SOC, the target SOC and the road surface type of the road surface, wherein the charging coefficient is used for indicating whether the hybrid vehicle is charged through an engine or not and the charging speed when the engine is required to be charged;

the second obtaining module is used for entering a range-extending mode when the charging coefficient indicates that the hybrid vehicle is charged through an engine and the speed of the hybrid vehicle is not greater than a first threshold value, obtaining a first corresponding relation based on the charging coefficient, wherein the first corresponding relation is used for representing a corresponding relation between the driver required power and the engine power, the driver required power in the first corresponding relation is smaller than the power corresponding to the driver required power, and the hybrid vehicle is driven through a motor and is charged through the engine in the range-extending mode;

A second determination module for determining a driver demand power of the hybrid vehicle based on a vehicle speed and a pedal torque of the hybrid vehicle;

the third determining module is used for determining the power generation power corresponding to the driver demand power based on the first corresponding relation and the determined driver demand power;

and the first control module is used for determining the rotating speed and the torque in the economic zone based on the generated power, and controlling the engine to charge the hybrid vehicle according to the rotating speed and the torque.

In one possible implementation manner, the first obtaining module includes:

an acquisition unit configured to acquire a preset target SOC;

and the correction unit is used for correcting the preset target SOC based on the speed of the hybrid vehicle to obtain a corrected target SOC, wherein the speed is positively correlated with the target SOC.

In one possible implementation, the acquiring unit is configured to determine a driving mode of the hybrid vehicle; and obtaining a target SOC corresponding to the driving mode.

In one possible implementation manner, the first determining module is configured to obtain a second corresponding relationship, where the second corresponding relationship includes at least one of a corresponding relationship between a vehicle speed and a charging coefficient of the hybrid vehicle, a corresponding relationship between a current SOC and a target SOC of the hybrid vehicle, a corresponding relationship between the current SOC and the charging coefficient of the hybrid vehicle, and a corresponding relationship between a road type of a road on which the hybrid vehicle is located and the charging coefficient; determining a plurality of charging coefficients based on the second correspondence and the speed, the current SOC, the target SOC and the road surface type of the road surface of the hybrid vehicle; and carrying out optimizing treatment on the plurality of charging coefficients by adopting a coefficient optimizing algorithm to obtain a target charging coefficient.

In one possible implementation, the apparatus further includes:

and the second control module is used for closing the engine when the road surface type of the road surface where the hybrid vehicle is located is a downhill road surface and charging the hybrid vehicle through the wheel end of the hybrid vehicle by utilizing the recovery capability of the hybrid vehicle if the engine is in a starting state.

In another aspect, a hybrid vehicle is provided that includes a processor and a memory having at least one program code stored therein, the at least one program code being loaded and executed by the processor to implement the method of controlling an engine of a hybrid vehicle as described in any of the above implementations.

In another aspect, a computer readable storage medium is provided, in which at least one program code is stored, the at least one program code being loaded and executed by a processor to implement the method of controlling an engine of a hybrid vehicle according to any one of the above-described implementations.

In another aspect, a computer program product is provided, the computer program product comprising at least one program code loaded and executed by a processor to implement a method of controlling an engine of a hybrid vehicle according to any one of the above implementations.

The beneficial effects of the technical scheme provided by the embodiment of the application at least comprise:

the embodiment of the application provides an engine control method of a hybrid vehicle, which establishes a reasonable control strategy based on the speed of the hybrid vehicle, the current SOC, the target SOC and the road surface type of the road surface, can accurately judge whether the engine is required to charge when the hybrid vehicle is driven by a motor, and controls the engine to work by using higher power generation than the driving requirement function when the engine is used for charging, so that the engine has higher power output, the engine is controlled in an economic zone, and the economical efficiency of the hybrid vehicle is improved.

Drawings

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

FIG. 1 is a flow chart of a method of controlling an engine of a hybrid vehicle provided in an embodiment of the present application;

FIG. 2 is a flow chart of a method of controlling an engine of a hybrid vehicle provided in an embodiment of the present application;

FIG. 3 is a flow chart of a method of controlling an engine of a hybrid vehicle provided in an embodiment of the present application;

fig. 4 is a schematic structural view of an engine control device of a hybrid vehicle according to an embodiment of the present application;

fig. 5 is a schematic structural diagram of a hybrid vehicle according to an embodiment of the present application.

Specific embodiments thereof have been shown by way of example in the drawings and will herein be described in more detail. These drawings and the written description are not intended to limit the scope of the inventive concepts in any way, but to illustrate the concepts of the present application to those skilled in the art by reference to specific embodiments.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the present application more apparent, the embodiments of the present application will be described in further detail below with reference to the accompanying drawings.

The terms "first," "second," "third," and "fourth" and the like in the description and in the claims of this application and in the drawings, are used for distinguishing between different objects and not for describing a particular sequential order. Furthermore, the terms "comprising," "including," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion. For example, a process, method, system, article, or apparatus that comprises a list of steps or elements is not limited to only those listed steps or elements but may include other steps or elements not listed or inherent to such process, method, article, or apparatus.

The embodiment of the application provides an engine control method of a hybrid vehicle, which is executed by the hybrid vehicle. In some embodiments, the hybrid vehicle is an HEV (Hybrid Electric Vehicle, hybrid vehicle). In some embodiments, the hybrid vehicle is a PHEV (Plug-in Hybrid Electric Vehicle, plug-in hybrid vehicle).

In some embodiments, the hybrid vehicle has three drive modes, namely a pure electric mode, a range-extending mode, and a direct drive mode. In the pure electric mode, the engine keeps a stop state and only depends on the motor to drive the hybrid electric vehicle to run. In the range-extending mode, the engine and the motor work together to drive the hybrid vehicle to run. In the direct drive mode, the hybrid vehicle is driven to run only by the engine. Of course, the engine may also charge the hybrid vehicle during this process.

In some embodiments, when the vehicle is traveling at low speed, the pure electric mode may be selected if the amount of electric power is sufficient; if the electric quantity is insufficient, a range-extending mode can be selected. When the vehicle runs at a high speed, a direct drive mode can be selected, if the electric quantity is sufficient, the engine can not charge the hybrid vehicle, and if the electric quantity is insufficient, the engine can also charge the hybrid vehicle. That is, when a hybrid vehicle requires a lower power output, motor drive is generally employed; when a hybrid vehicle requires a higher power output, engine drive is typically employed to improve the economy of the hybrid vehicle.

In some embodiments, the hybrid vehicle determines the charging coefficient based on a current vehicle speed, a current SOC, a target SOC, a road surface of the road surface on which the hybrid vehicle is located, and the like. The charge coefficient is used to indicate whether or not to charge by the engine and the charge speed when the engine is required to charge. Accordingly, when the charge coefficient is used to indicate that charging by the engine is not required, it may be considered that starting the engine is not required; when the charge coefficient is used to indicate that charging by the engine is required, it may be considered necessary to start the engine. Therefore, the charging coefficient may also be regarded as a start timing point of the engine. The hybrid vehicle may decide whether to trigger a pure electric mode, a range-extending mode, or a direct drive mode based on the charging coefficient. When the charging coefficient is used for indicating that charging by an engine is not needed, if the vehicle speed is low, a pure electric mode can be triggered; if the vehicle speed is high, a direct drive mode may be triggered. The range-extending mode may be triggered when the charge coefficient is used to indicate that charging by the engine is required.

In the range-extending mode, the vehicle is typically at a low speed, and the hybrid vehicle requires a lower power output, in which case the engine would normally operate in a non-economy region if the hybrid vehicle were driven by the engine. The engine is used for charging, and the generated power of the engine is larger than the required power of a driver, so that the engine has higher power output, the motor can be charged, the engine can work in an economic area, and the economy of the whole vehicle is improved.

Fig. 1 is a flowchart of an engine control method of a hybrid vehicle according to an embodiment of the present application, as shown in fig. 1, the method includes:

101. the hybrid vehicle acquires its own vehicle speed, current SOC, target SOC, and road surface type of the road surface including a flat road surface, an ascending road surface, and a descending road surface.

The current SOC (State-of-Charge) is used to indicate the remaining Charge of a battery that is used to supply electric power to an electric motor of the hybrid vehicle. The target SOC is used to indicate that the hybrid vehicle needs to be charged when the remaining amount of the hybrid vehicle is smaller than the target SOC.

It should be noted that, in the embodiment of the present application, the road surface type includes a flat road surface, an uphill road surface, and a downhill road surface, and the road surface type is described as an example, but in another embodiment, the road surface type may also include a bumpy road surface, a curved road surface, and the like, and the embodiment of the present disclosure does not limit the road surface type.

102. The hybrid vehicle determines a charging coefficient indicating whether to charge by the engine and a charging speed when the engine is required to charge, based on its own vehicle speed, current SOC, target SOC, and a road surface type of a road surface on which the engine is located.

When the hybrid vehicle is driven by the motor, if the electric quantity of the hybrid vehicle is sufficient, the hybrid vehicle does not need to be charged by the engine; if the electric power of the hybrid vehicle is insufficient, charging by the engine is required. If the electric quantity of the hybrid vehicle is insufficient and the speed of the hybrid vehicle is large, charging can be performed at a fast charging speed by the engine, and if the electric quantity of the hybrid vehicle is insufficient and the speed of the hybrid vehicle is small, charging can be performed at a slow charging speed by the engine. Whether the electric quantity of the hybrid vehicle is sufficient or not can be judged by the current SOC and the target SOC.

When the hybrid vehicle is driven by the engine, if the power required by the driver is smaller and the electric quantity of the hybrid vehicle does not reach the stop charging threshold value, the engine can drive and generate electricity; if the driver demand power is large or the electric quantity of the hybrid vehicle has reached the stop charge threshold, the engine is driven only without generating electricity.

When the hybrid vehicle descends, the recovery capacity of the hybrid vehicle can be utilized to charge through the wheel end of the hybrid vehicle, and the engine is not required to charge at the moment. When the hybrid vehicle is running on a flat road surface, it may be determined whether charging by the engine is required and the charging speed when charging by the engine is required, based on the vehicle speed, the current SOC, and the target SOC. When the hybrid vehicle is ascending a slope, the power consumption is compared, and if the engine is required to be charged, the charging can be performed at a higher charging speed.

Therefore, the speed of the hybrid vehicle, the current SOC, the target SOC and the road surface type of the road surface can all influence whether the hybrid vehicle is charged through the engine or not, and the charging speed.

103. When the charging coefficient indicates that the vehicle is charged through the engine and the speed of the hybrid vehicle is not greater than a first threshold value, the hybrid vehicle enters a range-extending mode, a first corresponding relation is obtained based on the charging coefficient, the first corresponding relation is used for representing a corresponding relation between the driver demand power and the engine power, the driver demand power in the first corresponding relation is smaller than the power corresponding to the driver demand power, and the hybrid vehicle is driven through a motor in the range-extending mode and is charged through the engine.

When the hybrid vehicle runs at a low speed, the hybrid vehicle is driven by a motor; when the hybrid vehicle runs at a high speed, the hybrid vehicle is driven by the engine to operate the engine in an economy area. The embodiment of the application divides the low speed and the high speed through the first threshold value, and when the vehicle speed is not greater than the first threshold value, the hybrid vehicle is considered to run at a low speed; when the vehicle speed is greater than the first threshold value, the hybrid vehicle is considered to travel at a high speed. The first threshold may be any value, and in the embodiments of the present application, the first threshold is not limited, for example, the first threshold is 60 km/hr, 70 km/hr, and the like.

In this embodiment, in the first correspondence, the driver demand power is smaller than the generated power corresponding to the driver demand power, so the power consumption of the motor to the battery is smaller than the charge amount of the engine to the battery, and as the engine charges the battery, the remaining power of the battery is more and more.

Because the charging coefficient is also used for indicating the charging speed, the embodiment of the application further obtains the first corresponding relation based on the charging coefficient, and the faster the charging speed indicated by the charging coefficient is, the larger the power generation power corresponding to the driver demand power in the first corresponding relation is.

It should be noted that, when the charging coefficient indicates that charging by the engine is not required, steps 103 to 106 are not required to be performed.

104. The hybrid vehicle determines a driver demand power of the hybrid vehicle based on a vehicle speed and a pedal torque of the hybrid vehicle.

In this embodiment of the present application, the pedal torque is a torque of an accelerator pedal or a torque of a brake pedal. When the pedal torque is the torque of the accelerator pedal, the pedal torque is determined by the opening degree of the accelerator pedal. When the pedal torque is the torque of the brake pedal, the pedal torque is determined by the opening degree of the brake pedal.

The driver demand power is power for satisfying the drive demand of the hybrid vehicle. When the pedal torque is 0, the driver demand power indicates the driving power required to drive the hybrid vehicle to run at the vehicle speed. When the pedal torque is not 0, the driver-required power indicates the driving power required to drive the hybrid vehicle to travel in accordance with the acceleration or deceleration indicated by the pedal torque.

In some embodiments, the hybrid vehicle determines a driver demand power of the hybrid vehicle based on a vehicle speed of the hybrid vehicle, a pedal torque, and first relationship data representing a relationship between the vehicle speed, the pedal torque, and the driver demand power of the hybrid vehicle.

105. The hybrid vehicle determines a power generation power corresponding to the driver demand power based on the first correspondence and the determined driver demand power.

106. The hybrid vehicle determines a rotational speed and a torque in an economic zone based on the generated power, and controls the engine to charge the hybrid vehicle according to the rotational speed and the torque.

According to the engine control method for the hybrid vehicle, a reasonable control strategy is established based on the speed of the hybrid vehicle, the current SOC, the target SOC and the road surface type of the road surface, whether the engine is required to be charged or not can be accurately judged when the hybrid vehicle is driven by a motor, and when the engine is used for charging, the engine is controlled to work by using higher power generation power than the driving requirement function, so that the engine has higher power output, the engine is controlled in an economic area, and the economical efficiency of the hybrid vehicle is improved.

Fig. 2 is a flowchart of a method for controlling an engine of a hybrid vehicle according to an embodiment of the present application, as shown in fig. 2, the method includes:

201. the hybrid vehicle determines a current driving mode and acquires a target SOC corresponding to the driving mode.

In some embodiments, the driving mode of the hybrid vehicle includes at least one of an economy mode, a normal mode, and a sport mode. In different driving modes, the driving requirements are different, and therefore, different driving modes correspond to different target SOCs.

In some embodiments, the hybrid vehicle obtains a target SOC corresponding to a driving mode, including: and the hybrid vehicle acquires a target SOC corresponding to the current driving mode in the third corresponding relation based on the current driving mode and the third corresponding relation. The third correspondence is used for representing the correspondence between the driving mode and the target SOC. Optionally, the third correspondence is obtained by testing hybrid vehicles in multiple driving modes by a technician, and the embodiment of the present application does not limit the third correspondence.

It should be noted that, in the embodiment of the present application, only the step 201 is taken as an example, and the "obtaining the preset target SOC" is described as an example. In another embodiment, the preset target SOC is a fixed value, independent of the driving mode. Alternatively, the preset target SOC is a target SOC set by the user. For example, a screen of the hybrid vehicle or a management terminal mounted with the hybrid vehicle displays a target SOC setting interface for acquiring a target SOC set by a user, and the target SOC set by the user is acquired as a preset target SOC through the target SOC setting interface.

Optionally, the preset target SOC is a target SOC set by default for the hybrid vehicle. In some embodiments, the target SOC is an optimal target SOC set according to the performance of the battery and/or the performance of the motor. In some embodiments, the target SOC is a target SOC set at the factory of the hybrid vehicle. The embodiment of the application does not limit the target SOC.

202. The hybrid vehicle obtains the current vehicle speed, corrects the target SOC based on the vehicle speed, and obtains the corrected target SOC, wherein the vehicle speed is positively correlated with the target SOC.

When the current SOC of the hybrid vehicle is smaller than the target SOC, the engine needs to be started to charge the hybrid vehicle, and in order to reduce the start and stop times of the engine and provide a quiet and stable driving feel for a user, the target SOC is corrected based on the vehicle speed in the embodiment of the application.

The vehicle speed is positively correlated with the target SOC, that is, the smaller the vehicle speed is, the smaller the target SOC is, and the larger the vehicle speed is, the larger the target SOC is. The smaller the vehicle speed is, the smaller the driver demand power is, and the longer the available time of the residual electric quantity is, so that the hybrid vehicle can be charged at a later time; the greater the vehicle speed, the higher the driver demand power and the shorter the usable time of the remaining electric power, and therefore, the hybrid vehicle needs to be charged at an early point.

In some embodiments, the hybrid vehicle corrects the target SOC based on the vehicle speed to obtain a corrected target SOC, including: the hybrid vehicle obtains a difference value between the vehicle speed and the target vehicle speed, obtains a corrected value of the target SOC based on the second relation data and the difference value, and corrects the target SOC based on the corrected value of the target SOC to obtain a corrected target SOC. Wherein the second relation data is used for representing the relation between the difference value of the vehicle speed and the target vehicle speed and the corrected value of the target SOC.

For example, the target SOC is 30% and the target vehicle speed is 60 km/h; when the vehicle speed is 10 km/h, based on the second relation data and the difference value 50, obtaining a corrected value of the target SOC of 10 and correcting the target SOC of 20%; when the vehicle speed is 40 km/h, based on the second relation data and the difference value 20, obtaining a corrected value of the target SOC of 5 and correcting the target SOC of 25%; when the vehicle speed is 60 km/h, the target SOC is not corrected, and the target SOC is 30%.

In some embodiments, the hybrid vehicle corrects the target SOC based on the vehicle speed to obtain a corrected target SOC, including: the hybrid vehicle obtains a difference value between the vehicle speed and a target vehicle speed, and takes the product of the difference value and a first coefficient as a corrected value of the target SOC; and correcting the target SOC based on the corrected value of the target SOC to obtain a corrected target SOC.

The first coefficient may be any value, and the embodiment of the present application does not limit the first coefficient. In some embodiments, the first coefficient is an empirical value.

In some embodiments, the hybrid vehicle corrects the target SOC based on the vehicle speed to obtain a corrected target SOC, including: the hybrid vehicle obtains a correction value corresponding to the vehicle speed based on the vehicle speed and a fourth corresponding relation, and corrects the target SOC based on the correction value to obtain a corrected target SOC.

The fourth correspondence is used for representing the correspondence between the vehicle speed and the correction value. Optionally, one vehicle speed in the fourth correspondence corresponds to one correction value. Optionally, one vehicle speed section in the fourth correspondence corresponds to one correction value. The fourth correspondence relationship is not limited in the embodiment of the present application.

In the embodiment of the present application, the correction of the target SOC based on the vehicle speed is merely an example, and the manner of correcting the target SOC based on the vehicle speed is not limited.

In the other point, the present embodiment exemplifies the process of acquiring the target SOC of the hybrid vehicle by merely acquiring the target SOC corresponding to the driving mode and correcting the target SOC based on the vehicle speed. In yet another embodiment, the process of obtaining the target SOC of the hybrid vehicle includes: and acquiring a fifth corresponding relation, wherein the fifth corresponding relation is used for representing the corresponding relation between the vehicle speed and the target SOC, and the target SOC corresponding to the current vehicle speed is acquired from the fifth corresponding relation based on the current vehicle speed of the hybrid vehicle.

The fifth corresponding relationship may be a table, a relational function relation, etc., which is not limited in the embodiment of the present application.

203. The hybrid vehicle obtains a second corresponding relation, wherein the second corresponding relation comprises at least one of the corresponding relation between the speed of the hybrid vehicle and the charging coefficient, the corresponding relation between the current SOC and the target SOC of the hybrid vehicle and the charging coefficient, the corresponding relation between the current SOC and the charging coefficient of the hybrid vehicle and the corresponding relation between the road surface type of the road surface where the hybrid vehicle is located and the charging coefficient.

In an embodiment of the present application, the second correspondence includes at least one of the following:

(1) Correspondence between the speed of the hybrid vehicle and the charging coefficient.

When the speed of the hybrid vehicle is lower than the first threshold value, the hybrid vehicle is driven by the motor, and the larger the speed of the hybrid vehicle is, the larger the charging speed represented by the charging coefficient corresponding to the speed is. When the vehicle speed of the hybrid vehicle is higher than the first threshold value, the hybrid vehicle is driven by the engine, and the charging coefficient corresponding to the vehicle speed indicates that charging by the engine is not required, or the charging speed represented by the charging coefficient corresponding to the vehicle speed is smaller as the vehicle speed is higher, and when the charging speed represented by the charging coefficient is 0, it can be considered that charging by the engine is not required.

In some embodiments, the correspondence between the vehicle speed and the charging coefficient of the hybrid vehicle may be a MAP (MAP) table, which includes a one-to-one correspondence between the vehicle speed and the charging coefficient of the hybrid vehicle, from which the corresponding charging coefficient may be queried based on the vehicle speed of the hybrid vehicle.

In some embodiments, the correspondence between the speed of the hybrid vehicle and the charging coefficient is a functional relation, and the charging coefficient corresponding to the speed of the hybrid vehicle can be obtained by processing the speed of the hybrid vehicle through the functional relation.

The embodiment of the present application is merely to exemplarily explain the correspondence relationship between the vehicle speed and the charging coefficient of the hybrid vehicle, and does not limit the correspondence relationship between the vehicle speed and the charging coefficient of the hybrid vehicle.

(2) Correspondence between the current SOC and the target SOC of the hybrid vehicle and the charging coefficient.

In some embodiments, if the current SOC is less than the target SOC, the greater the difference between the current SOC and the target SOC, the greater the charging speed represented by the corresponding charging coefficient. If the current SOC is larger than the target SOC, the smaller the difference between the current SOC and the target SOC is, the smaller the charging speed represented by the corresponding charging coefficient is. If the current SOC reaches the stop charge threshold, the corresponding charge coefficient indicates that no charging by the engine is required.

In other embodiments, the current and target SOCs of the hybrid vehicle have two correspondences with the charge coefficients. When the engine of the hybrid vehicle is not started, determining a charging coefficient by adopting a first corresponding relation; after the engine of the hybrid vehicle is started, the second correspondence relationship is used to determine the charging coefficient.

In the first correspondence, if the current SOC is less than or equal to the target SOC, the larger the difference between the current SOC and the target SOC, the larger the charging speed indicated by the corresponding charging coefficient. If the current SOC is greater than the target SOC, the corresponding charge coefficient indicates that no charging by the engine is required.

In the second correspondence, if the current SOC is smaller than the target SOC, the larger the difference between the current SOC and the target SOC, the larger the charging speed indicated by the corresponding charging coefficient. If the current SOC is larger than the target SOC, the smaller the difference between the current SOC and the target SOC is, the smaller the charging speed represented by the corresponding charging coefficient is. If the current SOC reaches the stop charge threshold, the corresponding charge coefficient indicates that no charging by the engine is required.

In some embodiments, the correspondence between the current and target SOCs of the hybrid vehicle and the charging coefficients may be a MAP (MAP) table including a one-to-one correspondence between the current and target SOCs of the hybrid vehicle and the charging coefficients, or a one-to-one correspondence between a difference value of the current and target SOCs of the hybrid vehicle and the charging coefficients.

In some embodiments, the corresponding relationship between the current SOC and the target SOC of the hybrid vehicle and the charging coefficient is a functional relationship, and the charging coefficient corresponding to the current SOC and the target SOC of the hybrid vehicle may be obtained by processing the current SOC and the target SOC of the hybrid vehicle through the functional relationship.

It should be noted that, in the embodiment of the present application, only the correspondence between the current SOC and the target SOC of the hybrid vehicle and the charging coefficient is exemplarily described, and the correspondence between the current SOC and the target SOC of the hybrid vehicle and the charging coefficient is not limited.

(3) Correspondence between the current SOC of the hybrid vehicle and the charging coefficient.

The greater the current SOC of the hybrid vehicle, the greater the charging speed represented by the charging coefficient. That is, the current SOC of the hybrid vehicle is inversely related to the charge speed represented by the charge coefficient.

In some embodiments, the current SOC of the hybrid vehicle may correspond to the charging coefficient as a MAP (MAP) table that includes a one-to-one correspondence of the current SOC of the hybrid vehicle to the charging coefficient.

In some embodiments, the corresponding relationship between the current SOC of the hybrid vehicle and the charging coefficient is a functional relationship, and the charging coefficient corresponding to the current SOC may be obtained by processing the current SOC of the hybrid vehicle through the functional relationship.

It should be noted that, in the embodiment of the present application, only the correspondence relationship between the current SOC and the charging coefficient of the hybrid vehicle is illustrated, and the correspondence relationship between the current SOC and the charging coefficient of the hybrid vehicle is not limited.

(4) The corresponding relation between the road surface type of the road surface where the hybrid vehicle is located and the charging coefficient.

When the road surface on which the hybrid vehicle is located is an uphill road surface, the more electric quantity the hybrid vehicle consumes, the greater the charging speed represented by the corresponding charging coefficient. When the road surface on which the hybrid vehicle is located is a downhill road surface, motor driving is not needed, and charging through an engine is not needed.

In some embodiments, the MAP table may include a one-to-one correspondence of the road type and the charging coefficient. The road surface types at least comprise an ascending road surface, a flat road surface and a descending road surface.

It should be noted that, in the embodiment of the present application, only the second correspondence is illustrated by way of example, and the second correspondence may further include more correspondences or fewer correspondences, which is not limited in the embodiment of the present application. In other embodiments, the second correspondence further includes a correspondence between an external environment temperature of an external environment in which the hybrid vehicle is located and a charging coefficient.

When the external environment temperature is high or low, the driver usually turns on the air conditioner to cool or heat, and at this time, the electric quantity consumed by the hybrid vehicle is high, and if the hybrid vehicle is charged by the engine, the hybrid vehicle needs to be charged at a high charging speed.

Therefore, the larger the difference between the external environment temperature of the hybrid vehicle and the target temperature, the larger the charging speed indicated by the charging coefficient, that is, the positive correlation between the difference between the external environment temperature of the hybrid vehicle and the target temperature and the charging coefficient. The target temperature may be regarded as a temperature at which the hybrid vehicle is not required to perform cooling or heating, and the embodiment of the present application does not limit the target temperature.

It should be noted that, in the embodiment of the present application, only taking "obtaining the second correspondence, determining the charging coefficient based on the second correspondence and the speed of the hybrid vehicle, the current SOC, the target SOC, and the road surface type of the road surface where the hybrid vehicle is located", where the charging coefficient is used to indicate whether to charge by the engine and the charging speed when the engine is required to charge "as an example, the process of controlling the engine charging of the hybrid vehicle is described as an example. In yet another embodiment, when the engine is not started, it may be first determined whether the engine needs to be started based on the current SOC and the target SOC. That is, if the current SOC is not greater than the target SOC, the engine is started for charging, and if the current SOC is greater than the target SOC, the engine is not started. After the engine is started, a second corresponding relation is acquired, and a charging coefficient is determined based on the second corresponding relation and the speed of the hybrid vehicle, the current SOC, the target SOC and the road surface type of the road surface, wherein the charging coefficient is used for indicating whether the engine is charged or not.

204. The hybrid vehicle determines a plurality of charging coefficients based on the second correspondence and the own vehicle speed, the current SOC, the target SOC, and the road surface type of the road surface on which the hybrid vehicle is located.

The hybrid vehicle obtains a charging coefficient corresponding to the vehicle speed from the corresponding relation between the vehicle speed and the charging coefficient of the hybrid vehicle included in the second corresponding relation based on the vehicle speed of the hybrid vehicle, and obtains the charging coefficient; the hybrid vehicle obtains a charging coefficient corresponding to the current SOC and the target SOC from the corresponding relation between the current SOC and the target SOC of the hybrid vehicle and the charging coefficient, which are included in the second corresponding relation, based on the current SOC and the target SOC, and obtains the charging coefficient; based on the current SOC, the hybrid vehicle acquires a charging coefficient corresponding to the current SOC from the corresponding relation between the current SOC of the hybrid vehicle and the charging coefficient included in the second corresponding relation, and acquires a charging coefficient; and the mixed vehicle obtains the charging coefficient corresponding to the road surface type from the corresponding relation between the road surface type of the road surface where the mixed vehicle is located and the charging coefficient, which is included in the second corresponding relation, based on the road surface type of the road surface where the mixed vehicle is located, and obtains the charging coefficient. Therefore, the hybrid vehicle determines a plurality of charge coefficients from the second correspondence relationship based on the own vehicle speed, the current SOC, the target SOC, and the road surface type of the road surface on which the hybrid vehicle is located.

205. And optimizing the plurality of charging coefficients by adopting a coefficient optimizing algorithm to obtain a target charging coefficient.

The hybrid vehicle adopts a coefficient optimizing algorithm to optimize a plurality of charging coefficients to obtain a target charging coefficient, namely, based on the influence of different factors on the global, one charging coefficient is found to enable the global to be optimal. That is, the plurality of charging coefficients obtained based on the vehicle speed, the current SOC, the target SIC, and the road surface type of the road surface where the target SIC is located may be different, and the influence of the vehicle speed, the current SOC, the target SIC, and the road surface type of the road surface where the target SIC is located on the global is different, and a coefficient optimizing algorithm is adopted to find a suitable charging coefficient so as to make the global optimal. The coefficient optimizing algorithm can be any optimizing algorithm, and the coefficient optimizing algorithm is not limited in the embodiment of the application.

It should be noted that, in the embodiments of the present application, only the process of determining the charging coefficient is described by taking the coefficient optimizing algorithm as an example. In yet another embodiment, after the hybrid vehicle determines a plurality of charging coefficients based on the second correspondence and the speed of the hybrid vehicle, the current SOC, the target SOC, and the road surface type of the road surface on which the hybrid vehicle is located, the plurality of charging coefficients are processed based on the weight of each charging coefficient to obtain the target charging coefficient.

In the embodiment of the application, when the engine is controlled to charge based on the charging coefficient, the charging coefficient can be updated in real time, so that the generated power is updated in real time, and the control of the engine is more in accordance with the current actual situation of the hybrid vehicle.

206. When the target charging coefficient indicates that the vehicle is charged through the engine and the speed of the hybrid vehicle is not greater than a first threshold value, the hybrid vehicle enters a range-extending mode, a first corresponding relation is obtained based on the charging coefficient, the first corresponding relation is used for representing a corresponding relation between the driver demand power and the engine power, the driver demand power in the first corresponding relation is smaller than the power corresponding to the driver demand power, and the hybrid vehicle is driven through a motor in the range-extending mode and is charged through the engine.

When the hybrid vehicle runs at a low speed, the hybrid vehicle is driven by a motor; when the hybrid vehicle runs at a high speed, the hybrid vehicle is driven by the engine to operate the engine in an economy area. The embodiment of the application divides the low speed and the high speed through the first threshold value, and when the vehicle speed is not greater than the first threshold value, the hybrid vehicle is considered to run at a low speed; when the vehicle speed is greater than the first threshold value, the hybrid vehicle is considered to travel at a high speed.

In some embodiments, since the charging coefficient is further used to indicate the charging speed, the embodiments of the present application further obtain the first correspondence relationship based on the charging coefficient, where the larger the charging speed represented by the charging coefficient, the larger the difference between the driver demand power and the generated power corresponding to the driver demand power in the first correspondence relationship corresponding to the charging coefficient.

In some embodiments, the first correspondence includes a negative value of driver demand power and a generated power corresponding to the negative value of driver demand power. When the throttle of the hybrid vehicle is lost, the driver demand power of the hybrid vehicle is a driver demand power with a negative value, and in order to avoid the engine from stopping charging, the negative driver demand power and the power generation power corresponding to the negative driver demand power are added in the first corresponding relation. Thus, the engine can be prevented from being started and stopped for multiple times, and the charging stability can be ensured.

In some embodiments, the charging coefficients are values belonging to the first interval, and a plurality of first corresponding relations are preset in the hybrid vehicle, and different first corresponding relations correspond to different charging coefficients.

In some embodiments, the first correspondence is obtained by a technician through experiments of an uphill state, a downhill state, a flat road state and the like of the hybrid vehicle, so that the hybrid vehicle can always be in an economic state under various road surfaces.

207. The hybrid vehicle determines a driver demand power of the hybrid vehicle based on its own vehicle speed and pedal torque.

208. The hybrid vehicle determines a generated power corresponding to the driver demand power based on the first correspondence and the determined driver demand power.

And the hybrid vehicle obtains the power generation power corresponding to the driver demand power from the first corresponding relation based on the determined driver demand power.

209. The hybrid vehicle determines a rotational speed and a torque in an economic zone based on the generated power, and controls an engine to charge the hybrid vehicle according to the rotational speed and the torque.

In some embodiments, the hybrid vehicle determines a rotational speed and a torque located within the economy zone based on the generated power, comprising: determining the rotating speed in the economic zone based on the generated power and a sixth corresponding relation, wherein the sixth corresponding relation comprises a corresponding relation between the power of the engine and the economic rotating speed of the engine; the hybrid vehicle determines a torque of the engine based on the generated power and the economic rotational speed of the engine.

The torque of the engine is determined based on the generated power and the economic rotation speed of the engine, and the torque of the engine is determined based on a functional relation among the power, the rotation speed and the torque of the engine. Alternatively, the functional relation is expressed as p=n×t/9550, where P is the power of the engine, n is the rotational speed of the engine, and T is the torque of the engine.

In other embodiments, a hybrid vehicle determines rotational speed and torque within an economy zone based on generated power, comprising: the hybrid vehicle determines a rotational speed and a torque located in the economy zone based on the generated power and a seventh correspondence including a correspondence of a power of the engine and the rotational speed and the torque in the economy zone where the power is achieved.

In some embodiments, the hybrid vehicle determines a rotational speed and a torque within the economy zone based on the determined generated power, and when the current SOC of the hybrid vehicle reaches a stop charge threshold, the engine is turned off when the engine is controlled to charge the hybrid vehicle at the rotational speed and torque.

In some embodiments, the method further comprises: when the road surface type of the road surface where the hybrid vehicle is located is a downhill road surface, if the engine is in a starting state, the engine is turned off, and the hybrid vehicle is charged through the wheel end of the hybrid vehicle by utilizing the recovery capability of the hybrid vehicle. Thus, the gravitational potential energy of the hybrid vehicle can be fully utilized, and the energy consumption of the hybrid vehicle can be reduced.

It should be noted that, in the embodiment of the present application, the hybrid vehicle in the range-extending mode is only described as an example, and in another embodiment, when the hybrid vehicle is in the direct drive mode, the engine may be driven only if the driver of the hybrid vehicle requires a larger power. If the driver demand power of the hybrid vehicle is small, the engine may be driven while generating electricity to maintain the engine operating in an economy zone, as shown in FIG. 3.

Fig. 4 is an engine control device for a hybrid vehicle according to an embodiment of the present application, as shown in fig. 4, the device includes:

A first obtaining module 401, configured to obtain a speed, a current SOC, a target SOC, and a road surface type of a road surface on which the hybrid vehicle is located, where the road surface type includes a flat road surface, an uphill road surface, and a downhill road surface;

a first determining module 402, configured to determine a charging coefficient based on a vehicle speed, a current SOC, a target SOC, and a road surface type of a road surface on which the hybrid vehicle is located, the charging coefficient being used to indicate whether to charge by the engine and a charging speed when the engine is required to charge;

a second obtaining module 403, configured to enter a range-extending mode when the charging coefficient indicates that charging is performed by the engine and the speed of the hybrid vehicle is not greater than a first threshold value, obtain a first correspondence based on the charging coefficient, where the first correspondence is used to represent a correspondence between driver demand power and engine power, and in the first correspondence, the driver demand power is smaller than the power corresponding to the driver demand power, and in the range-extending mode, the hybrid vehicle is driven by the motor and is charged by the engine;

a second determination module 404 for determining driver demand power of the hybrid vehicle based on a vehicle speed and a pedal torque of the hybrid vehicle;

a third determining module 405, configured to determine, based on the first correspondence and the determined driver demand power, a generated power corresponding to the driver demand power;

The first control module 406 is configured to determine a rotational speed and a torque in the economy area based on the generated power, and control the engine to charge the hybrid vehicle according to the rotational speed and the torque.

In one possible implementation, the first obtaining module 401 includes:

an acquisition unit configured to acquire a preset target SOC;

In one possible implementation, the obtaining unit is configured to determine a driving mode of the hybrid vehicle; and obtaining a target SOC corresponding to the driving mode.

In one possible implementation manner, the first determining module 402 is configured to obtain a second correspondence, where the second correspondence includes at least one of a correspondence between a vehicle speed and a charging coefficient of the hybrid vehicle, a correspondence between a current SOC and a target SOC of the hybrid vehicle, a correspondence between a current SOC and a charging coefficient of the hybrid vehicle, and a correspondence between a road type of a road on which the hybrid vehicle is located and a charging coefficient of the road; determining a plurality of charging coefficients based on the second correspondence and the speed of the hybrid vehicle, the current SOC, the target SOC and the road surface type of the road surface; and carrying out optimizing treatment on the plurality of charging coefficients by adopting a coefficient optimizing algorithm to obtain a target charging coefficient.

In one possible implementation, the apparatus further includes:

In one possible implementation, the greater the charging speed represented by the charging coefficient, the greater the difference in the generated power between the driver demand power and the driver demand power in the first correspondence relationship corresponding to the charging coefficient.

In one possible implementation, the first correspondence includes a negative driver demand power and a negative generated power corresponding to the driver demand power; when the hybrid vehicle loses the throttle, the driver demand power of the hybrid vehicle is a driver demand power having a negative value.

It should be noted that: the engine control device for a hybrid vehicle provided in the above embodiment is only exemplified by the above-described division of each functional module when controlling the engine, and in practical application, the above-described functional allocation may be performed by different functional modules as needed, i.e., the internal structure of the vehicle is divided into different functional modules to perform all or part of the above-described functions. In addition, the engine control device of the hybrid vehicle provided in the above embodiment and the engine control method embodiment of the hybrid vehicle belong to the same concept, and the specific implementation process is detailed in the method embodiment, which is not described herein again.

Fig. 5 is a schematic structural diagram of a hybrid vehicle according to an embodiment of the present application. In general, hybrid vehicle 500 includes: a processor 501.

The processor 501 may include one or more computer-readable storage media, which may be non-transitory. In some embodiments, a non-transitory computer readable storage medium in the processor 501 is configured to store at least one program code for execution by the processor 501 to perform operations performed by a hybrid vehicle in an engine control method of a hybrid vehicle provided by a method embodiment in the present application.

Those skilled in the art will appreciate that the structure shown in fig. 5 is not limiting of hybrid vehicle 500 and may include more or fewer components than shown, or may combine certain components, or may employ a different arrangement of components.

Embodiments of the present application also provide a computer readable storage medium having at least one program code stored therein, the at least one program code being loaded and executed by a processor to implement a method of controlling an engine of a hybrid vehicle according to any one of the above-described implementations.

Embodiments of the present application also provide a computer program product comprising at least one program code loaded and executed by a processor to implement a method of controlling an engine of a hybrid vehicle according to any one of the above implementations.

In some embodiments, the computer program related to the embodiments of the present application may be deployed to be executed on one computer device or on multiple computer devices located at one site, or on multiple computer devices distributed across multiple sites and interconnected by a communication network, where the multiple computer devices distributed across multiple sites and interconnected by a communication network may constitute a blockchain system.

The foregoing is illustrative of the present invention and is not to be construed as limiting thereof, but rather as being included within the spirit and principles of the present invention.

Claims

1. A method of controlling an engine of a hybrid vehicle, the method comprising:

2. The method according to claim 1, characterized in that the process of obtaining the target SOC of the hybrid vehicle includes:

acquiring a preset target SOC;

3. The method of claim 2, wherein the obtaining the preset target SOC comprises:

determining a driving mode of the hybrid vehicle;

and obtaining a target SOC corresponding to the driving mode.

4. The method of claim 1, wherein the determining a charging coefficient based on a vehicle speed, a current SOC, a target SOC, and a road type of a road on which the hybrid vehicle is located comprises:

5. The method according to claim 1, wherein the method further comprises:

6. The method according to claim 1, wherein the larger the charging speed represented by the charging coefficient, the larger the difference in the generated power corresponding to the driver demand power and the driver demand power in the first correspondence relationship corresponding to the charging coefficient.

7. The method of claim 1, wherein the first correspondence includes a negative driver demand power and a generated power corresponding to the negative driver demand power; when the hybrid vehicle loses the throttle, the driver demand power of the hybrid vehicle is a driver demand power with a negative value.

8. An engine control apparatus of a hybrid vehicle, characterized by comprising:

9. A hybrid vehicle comprising a processor and a memory, wherein the memory has stored therein at least one program code that is loaded and executed by the processor to implement the method of controlling an engine of a hybrid vehicle as claimed in any one of claims 1 to 7.

10. A computer readable storage medium, characterized in that at least one program code is stored in the computer readable storage medium, which is loaded and executed by a processor to implement the engine control method of a hybrid vehicle according to any one of the preceding claims 1 to 7.