WO2025252229A1 - 一种剩余电量阈值确定方法、装置、存储介质和车辆 - Google Patents

一种剩余电量阈值确定方法、装置、存储介质和车辆

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Publication number
WO2025252229A1
WO2025252229A1 PCT/CN2025/099728 CN2025099728W WO2025252229A1 WO 2025252229 A1 WO2025252229 A1 WO 2025252229A1 CN 2025099728 W CN2025099728 W CN 2025099728W WO 2025252229 A1 WO2025252229 A1 WO 2025252229A1
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WO
WIPO (PCT)
Prior art keywords
power threshold
battery
remaining power
target
correction
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/CN2025/099728
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English (en)
French (fr)
Inventor
刘辉
梁银龙
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Great Wall Motor Co Ltd
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Great Wall Motor Co Ltd
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Publication date
Application filed by Great Wall Motor Co Ltd filed Critical Great Wall Motor Co Ltd
Publication of WO2025252229A1 publication Critical patent/WO2025252229A1/zh
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12—Recording operating variables ; Monitoring of operating variables
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers

Definitions

  • This disclosure relates to the field of vehicle technology, and in particular to a method, apparatus, storage medium, and vehicle for determining a remaining battery power threshold.
  • Hybrid vehicles are one of the mainstream development directions in the current automotive industry. By adding a hybrid system, combining traditional fuel power with electric power, vehicle performance can be improved while reducing fuel consumption. Hybrid vehicles can achieve pure electric drive, pure gasoline drive, and dual-power hybrid drive, and can switch the vehicle's drive mode in a timely manner according to external conditions.
  • a remaining power threshold is usually set for the power battery. This allows the engine to start automatically to drive the vehicle if the remaining power battery level is detected to be lower than the remaining power threshold during pure electric driving.
  • the current setting of the remaining battery power threshold is relatively simple, usually using a fixed threshold, which cannot effectively adapt to the complex and ever-changing operating conditions of vehicles. This not only affects the overall vehicle performance but also easily leads to vehicle malfunctions.
  • This disclosure provides a method, apparatus, storage medium, and vehicle for determining the remaining battery power threshold, in order to solve the problem that the current remaining battery power threshold settings used for starting the engine are simple and cannot effectively adapt to the complex and changing operating conditions of the vehicle.
  • the present disclosure adopts the following technical solution:
  • embodiments of this disclosure provide a method for determining a remaining battery power threshold, the method comprising:
  • the basic remaining capacity threshold of the power battery is determined.
  • the basic remaining power threshold is corrected to obtain a target remaining power threshold; the target remaining power threshold is used to indicate when the vehicle's engine is started if the current remaining power of the power battery is lower than the target remaining power threshold.
  • embodiments of this disclosure provide an apparatus for determining a remaining battery power threshold, the apparatus comprising:
  • the information acquisition module is used to acquire the vehicle's basic operating condition information and corrective operating condition information
  • the threshold determination module is used to determine the basic remaining power threshold of the power battery based on the basic operating condition information.
  • a threshold correction module is used to correct the basic remaining power threshold based on the corrected operating condition information to obtain a target remaining power threshold; the target remaining power threshold is used to indicate when the current remaining power of the power battery is lower than the target remaining power threshold, and to start the vehicle's engine.
  • embodiments of this disclosure provide a computer-readable storage medium having an executable program stored thereon, wherein the executable program, when executed by a processor, implements the remaining power threshold determination method proposed in the first aspect of this disclosure.
  • a vehicle including:
  • Memory used to store executable programs
  • this disclosure includes the following advantages:
  • This disclosure provides a method for determining a remaining battery power threshold. First, it acquires basic and modified operating condition information of the vehicle. Then, based on the basic operating condition information, it determines a basic remaining battery power threshold. Finally, based on the modified operating condition information, it modifies the basic remaining battery power threshold to obtain a target remaining battery power threshold. This target remaining battery power threshold is used to indicate when the current remaining battery power is lower than the target remaining battery power threshold, allowing the vehicle's engine to start.
  • This disclosure by comprehensively considering various vehicle operating condition information, not only determines a suitable basic remaining battery power threshold based on the basic operating condition information but also dynamically modifies the basic remaining battery power threshold based on the modified operating condition information, thereby achieving dynamic adjustment of the target remaining battery power threshold and enabling the engine to start at a more appropriate time.
  • the target remaining battery power threshold can effectively adapt to the complex and changing operating conditions of the vehicle, preventing vehicle malfunctions and improving the vehicle's driving performance under various conditions, effectively enhancing the user experience.
  • FIG. 1 is a flowchart of the steps of a method for determining the remaining power threshold in an embodiment of the present disclosure.
  • Figure 2 is a schematic diagram of the functional modules of a device for determining the remaining power threshold according to an embodiment of the present disclosure.
  • Figure 3 is a structural schematic diagram of a vehicle according to an embodiment of the present disclosure.
  • a fixed threshold will make it difficult to effectively adapt to the complex and changing operating conditions of the vehicle. For instance, while a fixed threshold may meet the engine starting requirements under normal temperature conditions, when the vehicle is driven in a low-temperature environment, the power generation performance of the power battery is limited. If the remaining charge threshold remains unchanged, the vehicle's driving performance will deteriorate, and vehicle malfunctions may be more likely.
  • a fixed threshold may meet the engine starting requirements when the user has normal power needs, if the remaining charge threshold is set too low when the user has strong power needs, the vehicle's power will be weak, affecting the user experience and exposing the vehicle to the risk of power battery depletion.
  • the current method for setting a simple remaining battery power threshold for starting the engine cannot effectively adapt to the complex and changing operating conditions of vehicles.
  • This disclosure aims to provide a method for determining a remaining battery power threshold. By comprehensively considering various vehicle operating condition information, it can not only determine a suitable basic remaining battery power threshold based on basic operating condition information, but also dynamically correct the basic remaining battery power threshold based on modified operating condition information. This allows for dynamic adjustment of the target remaining battery power threshold, enabling the engine to start at a more appropriate time. In this way, the target remaining battery power threshold can effectively adapt to the complex and changing operating conditions of vehicles, preventing vehicle malfunctions while improving vehicle driving performance under various conditions and effectively enhancing the user experience.
  • hybrid vehicle can be an HEV (Hybrid Electric Vehicle) or a PHEV (Plug-in Hybrid Electric Vehicle).
  • HEV Hybrid Electric Vehicle
  • PHEV Plug-in Hybrid Electric Vehicle
  • the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, or an electronic device with the above functions, such as a vehicle computer, an on-board computer, or an ECU (Electronic Control Unit), BCM (Body Control Module), and HCU (Hybrid Control Unit).
  • ECU Electronic Control Unit
  • BCM Body Control Module
  • HCU Hybrid Control Unit
  • the HCU can acquire the vehicle's basic operating condition information and corrected operating condition information according to the corresponding data acquisition cycle. Then, after detecting a change in any of the basic operating condition information and corrected operating condition information, it can dynamically adjust the target remaining power threshold.
  • Basic operating condition information and corrected operating condition information are both operating condition information during vehicle operation.
  • basic operating condition information and corrected operating condition information include the corresponding environmental information and driving status information of the vehicle.
  • basic operating condition information is used to determine the basic remaining battery threshold
  • corrected operating condition information is used to correct the basic remaining battery threshold.
  • S102 Based on basic operating condition information, determine the basic remaining capacity threshold of the power battery.
  • the basic operating condition information represents one or more operating condition information that are highly correlated with the target remaining power threshold. Therefore, after acquiring the basic operating condition information, the HCU can calculate the basic remaining power threshold that can meet the needs of normal operating conditions based on the basic operating condition information.
  • the HCU will further adjust the basic remaining battery power threshold in real time based on the corrected operating condition information to obtain the target remaining battery power threshold that can meet the current actual operating conditions.
  • the target remaining battery power threshold is used to indicate when the vehicle's engine should be started if the current remaining battery power is lower than the target remaining battery power threshold.
  • the HCU will monitor the current remaining battery power in real time after determining the target remaining battery power threshold. When it determines that the current remaining battery power is lower than the target remaining battery power threshold, it will control the engine to start to drive the vehicle. At the same time, it can charge the battery as needed to prevent the battery from being depleted.
  • the corrected operating condition information refers to one or more operating condition information related to the target remaining battery power threshold.
  • the corrected operating condition information can directly or indirectly affect the target remaining battery power threshold. Therefore, the HCU corrects the basic remaining battery power threshold in real time based on the corrected operating condition information, so that the target remaining battery power threshold dynamically adapts to the actual operating conditions of the vehicle.
  • This embodiment provides a method for determining the remaining battery power threshold, which comprehensively considers various operating conditions of the vehicle.
  • the basic remaining battery power threshold can be adjusted in real time; on the other hand, based on modified operating condition information, the basic remaining battery power threshold can be dynamically corrected, thereby achieving dynamic adjustment of the target remaining battery power threshold, allowing the engine to start at a more appropriate time.
  • the target remaining battery power threshold can also change with the changes in operating conditions, effectively improving the vehicle's driving performance under various conditions. Simultaneously, by starting the engine at the appropriate time, vehicle safety can be ensured, and the lifespan of the power battery can be extended.
  • the basic operating condition information includes the current vehicle speed, current ambient temperature, and current battery temperature of the power battery; S102 may specifically include the following sub-steps:
  • S102-1 Determine the target ambient temperature based on the current ambient temperature and multiple preset temperature ranges.
  • the HCU will set multiple temperature ranges to filter the current ambient temperature and obtain a stable target ambient temperature. In other words, if the current ambient temperature fluctuates only within a certain temperature range, it is considered that the ambient temperature has not changed, thus maintaining the target ambient temperature unchanged.
  • S102-1 may include the following sub-steps:
  • S102-1-1 Determine the current ambient temperature based on the current ambient temperature and multiple preset temperature ranges.
  • multiple temperature ranges can be set as adjacent temperature ranges, that is, the lower limit of the current temperature range is the upper limit of the next temperature range.
  • six adjacent temperature ranges can be obtained based on -35°C, -30°C, -25°C, -20°C, -15°C, -10°C, and 0°C, namely [-35°C, -30°C), [-30°C, -25°C), [-25°C, -20°C), [-20°C, -15°C), [-15°C, -10°C), and [-10°C, 0°C].
  • the temperature ranges can also be either open at the beginning and closed at the end, without limiting the specific form of the temperature ranges.
  • the lowest temperature is determined as the current ambient temperature.
  • the lowest temperature is -35°C.
  • the current ambient temperature step is determined to be -35°C.
  • the current ambient temperature is determined as the current ambient temperature level.
  • the highest temperature is 0°C.
  • the actual temperature is output, that is, the current ambient temperature is determined as the current ambient temperature. Since the current ambient temperature is higher than the highest temperature among multiple temperature ranges, it indicates that the vehicle is not in a low-temperature environment, and the power battery is less affected by temperature. Therefore, the current ambient temperature can be directly used for calculation.
  • the target temperature range where the current ambient temperature is located is determined from multiple temperature ranges. If the current ambient temperature is on an upward trend, the lower limit of the target temperature range is determined as the current ambient temperature step; if the current ambient temperature is on a downward trend, the upper limit of the target temperature range is determined as the current ambient temperature step.
  • S102-1-2 Obtain the previous historical environmental gradation temperature of the current environmental gradation temperature.
  • the HCU will obtain the previous historical ambient temperature gradient and then control the target ambient temperature to change according to a certain temperature gradient.
  • the current ambient temperature represents the ambient temperature determined in the current calculation cycle
  • the previous historical ambient temperature represents the ambient temperature determined in the previous calculation cycle
  • S102-1-3 Based on historical environmental grading temperatures and preset temperature change gradients, determine the target environmental temperature so that the target environmental temperature gradually reaches the current environmental grading temperature from the historical environmental grading temperature.
  • a temperature gradient represents the amount of temperature change per unit time. For example, it can be set to 1°C/s, meaning a rise or fall of 1°C per second.
  • T1 represents the target ambient temperature
  • T0 represents the historical ambient temperature
  • a represents the temperature change gradient
  • t represents time
  • the temperature gradient is positive so that the target environmental temperature gradually rises from the historical environmental temperature to the current environmental temperature; when the current environmental temperature is lower than the historical environmental temperature, the temperature gradient is negative so that the target environmental temperature gradually falls from the historical environmental temperature to the current environmental temperature.
  • the ambient temperature gradient is maintained at -15°C, and the target ambient temperature is -15°C.
  • the current ambient temperature gradient is updated to 10°C. If 10°C is directly set as the target ambient temperature, the target ambient temperature will be updated from -15°C to 10°C. This sudden change in the target ambient temperature will cause a sudden change in the basic remaining battery power threshold, which will lead to erroneous engine operation. Therefore, the HCU will control the target ambient temperature to gradually rise from -15°C to 10°C according to a temperature change gradient of 1°C/s.
  • S102-2 Determine the basic remaining power threshold based on the current vehicle speed, target ambient temperature, and current battery temperature.
  • the HCU can accurately calculate the basic remaining power threshold based on the aforementioned basic operating condition information.
  • S102-2 may include the following sub-steps:
  • S102-2-1 Determine the first remaining battery power threshold based on the current vehicle speed and target ambient temperature.
  • the HCU pre-stores a first threshold setting table, which represents the correlation between the current vehicle speed, target ambient temperature, and a first remaining battery power threshold. Therefore, the HCU can determine the corresponding first remaining battery power threshold based on the current vehicle speed, target ambient temperature, and the first threshold setting table.
  • S102-2-2 Determine the second remaining power threshold based on the current vehicle speed and current battery temperature.
  • the HCU pre-stores a second threshold setting table, which represents the correspondence between the current vehicle speed, current battery temperature, and a second remaining charge threshold. Therefore, the HCU can determine the corresponding second remaining charge threshold based on the current vehicle speed, current battery temperature, and the second threshold setting table.
  • S102-2-3 The larger of the first remaining power threshold and the second remaining power threshold is determined as the base remaining power threshold.
  • the basic remaining power threshold can be adapted to various basic operating conditions.
  • the first remaining battery capacity threshold is determined to be 20% based on the current vehicle speed and the target ambient temperature, it means that the battery capacity is allowed to drop to a maximum of 20% under low-temperature operating conditions.
  • the second remaining battery capacity threshold is determined to be 25% based on the current vehicle speed and the current battery temperature, it means that the battery capacity is allowed to drop to a maximum of 25% under high-temperature operating conditions. If a value lower than 25% is used as the basic remaining battery capacity threshold, although it can meet the usage requirements under low-temperature operating conditions, it cannot meet the usage requirements under high-temperature operating conditions. Therefore, the basic remaining battery capacity threshold is determined to be 25%.
  • a suitable basic remaining power threshold can be determined.
  • the corrected operating condition information includes basic correction information and battery correction information; S103 may specifically include the following sub-steps:
  • Basic correction information is universal for all vehicles, while battery correction information is specific to a particular battery type and/or a particular hybrid system type. In other words, basic correction information is mandatory for every correction, while battery correction information is optional for a specific vehicle.
  • the vehicle is determined to meet the battery correction conditions; if the battery type of the power battery is not the target battery type and the hybrid system type of the vehicle is not the target system type, the vehicle is determined not to meet the battery correction conditions.
  • the target battery type can be set to lithium iron phosphate batteries, and the target system type can be set to PHEVs.
  • the target battery type can be set to lithium iron phosphate batteries, and the target system type can be set to PHEVs.
  • separate battery correction information will be set to adjust the basic remaining power threshold, thereby obtaining hybrid vehicles suitable for using lithium iron phosphate batteries and/or PHEVs.
  • the HCU determines that the vehicle meets the preset battery correction conditions, it will comprehensively consider the basic correction information and the battery correction information to correct the basic remaining power threshold.
  • the HCU determines that the vehicle does not meet the battery correction conditions, it can correct the basic remaining charge threshold based solely on the basic correction information.
  • the correction requirements of the basic remaining power threshold under different battery types and/or different hybrid system types can be effectively met.
  • the operating condition impact information is the operating condition information that may change during vehicle operation and affect the target remaining battery power threshold.
  • a first initial remaining battery power threshold can be initially obtained.
  • the operating condition impact information may include at least one of the first impact sub-information, the second impact sub-information, and the third impact sub-information; wherein, the first impact sub-information includes the current vehicle speed and the current accelerator pedal opening, the second impact sub-information includes the current atmospheric pressure, and the third impact sub-information includes the current system mode and the current driving mode.
  • the HCU will determine a first correction amount based on the first influence sub-information; and/or, a second correction amount based on the second influence sub-information; and/or, a third correction amount based on the third influence sub-information; determine a comprehensive correction amount based on at least one of the first, second, and third correction amounts; and determine a first initial remaining power threshold based on the comprehensive correction amount and the basic remaining power threshold.
  • the HCU pre-stores a first threshold correction table, which represents the relationship between the current vehicle speed, the current accelerator pedal opening, and a first correction amount. Therefore, the HCU can determine the corresponding first correction amount based on the current vehicle speed, the current accelerator pedal opening, and the first threshold correction table. The higher the current vehicle speed and the larger the current accelerator pedal opening, the higher the driver's power demand, and thus the higher the first correction amount.
  • the HCU pre-stores a second threshold correction table, which represents the relationship between the current atmospheric pressure and the second correction amount. Therefore, the HCU can determine the corresponding second correction amount based on the current atmospheric pressure and the second threshold correction table. The lower the current atmospheric pressure, the thinner the air, and the weaker the engine's power performance. To ensure the vehicle's power performance, the battery needs to provide more power; therefore, the second correction amount can be set to increase with increasing atmospheric pressure.
  • the HCU pre-stores a third threshold correction table, which represents the correspondence between the current system mode, current driving mode, and the third correction amount. Therefore, the HCU can determine the corresponding third correction amount based on the current system mode, current driving mode, and the third threshold correction table.
  • a third threshold correction table which represents the correspondence between the current system mode, current driving mode, and the third correction amount. Therefore, the HCU can determine the corresponding third correction amount based on the current system mode, current driving mode, and the third threshold correction table.
  • different system modes e.g., economy mode, normal mode, power mode, etc.
  • different current driving modes e.g., normal mode, off-road mode, snow mode, sand mode, etc.
  • users have different power requirements. Therefore, by comprehensively considering the current system mode and current driving mode, the HCU can meet the user's different power requirements in real time.
  • S103-2-2 Determine the target correction ratio based on gear information.
  • the different demands on the power battery are considered in different usage scenarios of the vehicle, such as when it is in motion and when it is stationary. Specifically, when in motion, the power battery needs to drive the vehicle, so the demand on the power battery is higher; while when stationary, the power battery does not need to drive the vehicle, but only needs to ensure the normal operation of vehicle components, so the demand on the power battery is lower.
  • the HCU can effectively determine the vehicle's usage scenario through gear information, and then determine the corresponding target correction ratio.
  • the preset first correction ratio is determined as the target correction ratio; when the gear information is neither neutral nor park, the target correction ratio is determined based on the vehicle's current speed.
  • the HCU pre-stores a correction ratio setting table, which represents the relationship between the current vehicle speed and the target correction ratio. Therefore, the HCU can determine the corresponding target correction ratio based on the current vehicle speed and the correction ratio setting table. Considering that the higher the current vehicle speed, the greater the demand on the power battery, the smaller the target correction ratio can be set.
  • a target correction ratio can be set to be less than the first correction ratio.
  • the first correction ratio can be set to 2.5%.
  • the target correction ratio is 2.5%.
  • the target correction ratio is a correction ratio calibrated based on the current vehicle speed. This target correction ratio decreases as the current vehicle speed increases, and is always less than 2.5%.
  • S103-2-3 Determine the target remaining power threshold based on the target correction ratio and the first initial remaining power threshold.
  • a first initial remaining battery power threshold that meets the current actual operating conditions can be determined.
  • This first initial remaining battery power threshold is then corrected using gear information to obtain a target remaining battery power threshold that meets the current vehicle usage scenario.
  • the target remaining battery power threshold can effectively adapt to different vehicle operating conditions and usage scenarios.
  • the basic correction information includes gear information and operating condition impact information
  • the step in S103-1 which corrects the basic remaining power threshold based on the basic correction information and battery correction information to obtain the target remaining power threshold, may specifically include the following sub-steps:
  • S103-1-1 Based on the operating condition impact information, the basic remaining power threshold is corrected to obtain the first initial remaining power threshold.
  • S103-1-1 is the same as the specific implementation of S103-2-1 described above, and will not be repeated here.
  • the HCU will correct the preset remaining charge threshold based on battery correction information to obtain a second initial remaining charge threshold applicable to the above-mentioned types of hybrid vehicles.
  • the minimum remaining charge threshold in the first threshold setting table and the second threshold setting table can be determined as the preset remaining charge threshold. Then, the preset remaining charge threshold is compensated according to the battery correction information to obtain the second initial remaining charge threshold.
  • the battery correction information includes the current vehicle speed and the current battery temperature; S103-1-2 may specifically include the following sub-steps:
  • S103-1-2-1 Based on the current battery temperature, determine the target battery correction amount, and based on the current vehicle speed, determine the gradient of the correction amount change.
  • the HCU pre-stores a fourth threshold correction table, which represents the correlation between the current battery temperature and the battery correction amount. Therefore, after obtaining the current battery temperature, the HCU can determine the corresponding target battery correction amount based on the current battery temperature and the fourth threshold correction table.
  • the HCU will set a corresponding correction amount change gradient for filtering processing based on the target battery correction amount.
  • S103-1-2-2 Obtain the previous historical battery correction amount for the target battery correction amount.
  • the target battery correction amount represents the battery correction amount determined in the current calculation cycle, while the previous historical battery correction amount represents the battery correction amount determined in the previous calculation cycle.
  • S103-1-2-3 Based on the gradient of the correction amount change, control the current battery correction amount to gradually reach the target battery correction amount from the historical battery correction amount.
  • the correction gradient characterizes the change in correction amount per unit time. For example, it can be set to (0.5%)/s, meaning the correction amount increases or decreases by 0.5% per second.
  • the target battery correction based on the current battery temperature is 10%
  • the historical battery correction based on the previous historical battery temperature is 12%.
  • the current battery correction will not be updated to 12% immediately. Instead, it will gradually decrease from 12% to 10% over four seconds according to a correction gradient of (0.5%)/s.
  • S103-1-2-4 Determine the second initial remaining power threshold by combining the current battery correction amount and the preset remaining power threshold.
  • the HCU can determine the second initial remaining power threshold as the sum of the current battery correction amount and the preset remaining power threshold. Since the current battery correction amount is a value that changes gradually according to the correction amount change gradient, the second initial remaining power threshold can also change linearly with the change of the current battery correction amount.
  • S103-1-3 The larger of the first initial remaining power threshold and the second initial remaining power threshold is determined as the third initial remaining power threshold.
  • the third initial remaining power threshold can simultaneously meet the threshold requirements of various operating conditions, different battery types, and different hybrid system types.
  • S103-1-4 Determine the target correction ratio based on gear information.
  • S103-1-4 is the same as the specific implementation of S103-2-1 described above, and will not be repeated here.
  • S103-1-5 Determine the target remaining power threshold based on the target correction ratio and the third initial remaining power threshold.
  • a third initial remaining battery power threshold that meets the current actual operating conditions and specific vehicle type can be determined.
  • This third initial remaining battery power threshold is then corrected using gear information to obtain a target remaining battery power threshold that meets the current vehicle usage scenario.
  • the target remaining battery power threshold can effectively adapt to different operating conditions and usage scenarios for specific vehicle types.
  • the remaining battery power threshold determination method has the following advantages: First, for low-temperature operating conditions that significantly impact the power battery, the received ambient temperature can be processed in stages to avoid frequent fluctuations in the target remaining battery power threshold caused by frequent changes in ambient temperature. Second, by comprehensively considering various environmental and operating condition information such as current vehicle speed, current accelerator pedal opening, current ambient temperature, current battery temperature, current atmospheric pressure, current system mode, and current driving mode, dynamic adjustment of the target remaining battery power threshold under all operating conditions can be achieved. Third, by making targeted corrections for different battery types and different hybrid system types, the applicability of the solution and the accuracy of threshold correction can be effectively improved, meeting the threshold adjustment needs of various hybrid vehicles.
  • this implementation method can dynamically adjust the target remaining battery power threshold, enabling the vehicle to better cope with complex and changing operating conditions. While avoiding vehicle malfunctions, it can improve the vehicle's driving performance under various operating conditions and effectively enhance the user experience.
  • this disclosure provides a remaining battery power threshold determination device 200, which includes:
  • the information acquisition module 201 is used to acquire the vehicle's basic operating condition information and corrective operating condition information.
  • the threshold determination module 202 is used to determine the basic remaining power threshold of the power battery based on basic operating condition information.
  • the threshold correction module 203 is used to correct the basic remaining power threshold based on the correction operating condition information to obtain the target remaining power threshold; the target remaining power threshold is used to indicate when the current remaining power of the power battery is lower than the target remaining power threshold, and to start the vehicle's engine.
  • the basic operating condition information includes the current vehicle speed, the current ambient temperature, and the current battery temperature of the power battery; the threshold determination module 202 includes:
  • the target ambient temperature determination submodule is used to determine the target ambient temperature based on the current ambient temperature and multiple preset temperature ranges.
  • the basic threshold determination submodule is used to determine the basic remaining power threshold based on the current vehicle speed, target ambient temperature, and current battery temperature.
  • the target ambient temperature determination submodule includes:
  • the current temperature determination unit is used to determine the current ambient temperature based on the current ambient temperature and multiple preset temperature ranges.
  • the historical temperature acquisition unit is used to acquire the previous historical environmental gradation temperature of the current environmental gradation temperature.
  • the gradient control unit is used to determine the target ambient temperature based on historical environmental gradation temperatures and a preset temperature change gradient, so that the target ambient temperature gradually reaches the current ambient gradation temperature from the historical environmental gradation temperature; wherein, the temperature change gradient represents the amount of temperature change per unit time.
  • the current temperature determination unit includes:
  • the first temperature determination subunit is used to determine the lowest temperature as the current ambient temperature when the current ambient temperature is lower than the lowest temperature among multiple temperature ranges.
  • the second temperature determination subunit is used to determine the current ambient temperature as the current ambient grade temperature when the current ambient temperature is higher than the highest temperature among multiple temperature ranges.
  • the third temperature determination subunit is used to determine the target temperature range where the current ambient temperature is located among multiple temperature ranges when the current ambient temperature is between the lowest and highest temperatures. If the current ambient temperature is on an upward trend, the lower limit of the target temperature range is determined as the current ambient temperature step; if the current ambient temperature is on a downward trend, the upper limit of the target temperature range is determined as the current ambient temperature step.
  • the basic threshold determination submodule includes:
  • the first threshold determination unit is used to determine the first remaining battery power threshold based on the current vehicle speed and the target ambient temperature
  • the second threshold determination unit is used to determine a second remaining power threshold based on the current vehicle speed and the current battery temperature.
  • the basic threshold determination unit is used to determine the larger value between the first remaining power threshold and the second remaining power threshold as the basic remaining power threshold.
  • the corrected operating condition information includes basic corrected information and battery corrected information;
  • the threshold correction module 203 includes:
  • the first threshold correction submodule is used to correct the basic remaining power threshold based on the basic correction information and the battery correction information, when it is determined that the vehicle meets the preset battery correction conditions, so as to obtain the target remaining power threshold.
  • the second threshold correction submodule is used to correct the basic remaining power threshold based on the basic correction information when it is determined that the vehicle does not meet the battery correction conditions, so as to obtain the target remaining power threshold.
  • the remaining battery power threshold determination method apparatus 200 further includes:
  • the first condition determination module is used to determine whether the vehicle meets the battery correction conditions when the battery type of the power battery is the target battery type and/or the hybrid system type of the vehicle is the target system type.
  • the second condition determination module is used to determine that the vehicle does not meet the battery correction conditions when the battery type of the power battery is not the target battery type and the hybrid system type of the vehicle is not the target system type.
  • the basic correction information includes gear information and operating condition influence information;
  • the second threshold correction submodule includes:
  • the basic threshold correction unit is used to correct the basic remaining power threshold based on the operating condition impact information to obtain the first initial remaining power threshold.
  • the correction ratio determination unit is used to determine the target correction ratio based on gear information
  • the first target threshold determination unit is used to determine the target remaining power threshold based on the target correction ratio and the first initial remaining power threshold.
  • the basic correction information includes gear information and operating condition influence information;
  • the first threshold correction submodule includes:
  • the basic threshold correction unit is used to correct the basic remaining power threshold based on the operating condition impact information to obtain the first initial remaining power threshold.
  • a battery correction unit is used to correct a preset remaining power threshold based on battery correction information to obtain a second initial remaining power threshold.
  • An initial threshold determination unit is used to determine the larger value between a first initial remaining power threshold and a second initial remaining power threshold as a third initial remaining power threshold.
  • the correction ratio determination unit is used to determine the target correction ratio based on gear information
  • the second target threshold determination unit is used to determine the target remaining power threshold based on the target correction ratio and the third initial remaining power threshold.
  • the operating condition influence information includes at least one of a first influence sub-information, a second influence sub-information, and a third influence sub-information; wherein, the first influence sub-information includes the current vehicle speed and the current accelerator pedal opening, the second influence sub-information includes the current atmospheric pressure, and the third influence sub-information includes the current system mode and the current driving mode;
  • the basic threshold correction unit includes:
  • the first correction amount determination subunit is used to determine a first correction amount based on the first influence sub-information; and/or, to determine a second correction amount based on the second influence sub-information; and/or, to determine a third correction amount based on the third influence sub-information.
  • the second correction quantum unit is used to determine the comprehensive correction quantity based on at least one of the first correction quantity, the second correction quantity, and the third correction quantity;
  • the first initial threshold determination subunit is used to determine the first initial remaining power threshold based on the comprehensive correction amount and the basic remaining power threshold.
  • the correction ratio determination unit includes:
  • the first ratio determination subunit is used to determine the preset first correction ratio as the target correction ratio when the gear information is neutral or park.
  • the second proportion determination subunit is used to determine the target correction proportion based on the vehicle's current speed when the gear information is neither neutral nor park.
  • the battery correction information includes the current vehicle speed and the current battery temperature of the power battery; the battery correction unit includes:
  • the battery correction amount determination subunit is used to determine the target battery correction amount based on the current battery temperature and to determine the correction amount change gradient based on the current vehicle speed; wherein, the correction amount change gradient represents the amount of change of the correction amount per unit time.
  • the historical correction amount acquisition subunit is used to acquire the previous historical battery correction amount of the target battery correction amount
  • the correction amount control subunit is used to control the current battery correction amount to gradually reach the target battery correction amount from the historical battery correction amount based on the correction amount change gradient.
  • the second initial threshold determination subunit is used to determine the second initial remaining power threshold by combining the current battery correction amount and the preset remaining power threshold.
  • the specific implementation of the remaining power threshold determination device 200 of this disclosure refers to the specific implementation of the remaining power threshold determination method proposed in the first aspect of the present disclosure, and will not be repeated here.
  • embodiments of this disclosure provide a computer-readable storage medium having an executable program stored thereon, wherein the executable program, when executed by a processor, implements the remaining power threshold determination method proposed in the first aspect of this disclosure.
  • the specific implementation of the computer-readable storage medium of the embodiments of this disclosure refers to the specific implementation of the remaining power threshold determination method proposed in the first aspect of the embodiments of this disclosure, and will not be repeated here.
  • this disclosure provides a vehicle 300, including:
  • Memory 301 is used to store executable programs
  • the specific implementation of the vehicle 300 in this embodiment refers to the specific implementation of the remaining power threshold determination method proposed in the first aspect of this embodiment, and will not be repeated here.
  • embodiments of the present invention can be provided as methods, apparatus, or computer program products. Therefore, embodiments of the present invention can take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, embodiments of the present invention can take the form of computer program products implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.
  • computer-usable storage media including but not limited to disk storage, CD-ROM, optical storage, etc.
  • Embodiments of the present invention are described with reference to flowchart illustrations and/or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and/or block diagrams, and combinations of blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing terminal device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal device, create means for implementing the functions specified in one or more blocks of the flowchart illustrations and/or one or more blocks of the block diagrams.
  • These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing terminal device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means that implement the functions specified in one or more flowcharts and/or one or more block diagrams.
  • These computer program instructions may also be loaded onto a computer or other programmable data processing terminal equipment to cause a series of operational steps to be performed on the computer or other programmable terminal equipment to produce a computer-implemented process, such that the instructions, which execute on the computer or other programmable terminal equipment, provide steps for implementing the functions specified in one or more flowcharts and/or one or more block diagrams.
  • the present invention has provided a detailed description of a method for determining the remaining battery power threshold, a storage medium, and a vehicle. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

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Abstract

一种剩余电量阈值确定方法、装置、存储介质和车辆，属于车辆技术领域，方法包括：获取车辆的基础工况信息和修正工况信息；基于基础工况信息，确定动力电池的基础剩余电量阈值；基于修正工况信息，对基础剩余电量阈值进行修正，得到目标剩余电量阈值。通过综合考虑车辆的各项工况信息，不仅能够根据基础工况信息，确定合适的基础剩余电量阈值，还能根据修正工况信息，对基础剩余电量阈值的动态修正，进而实现对目标剩余电量阈值的动态调整，令发动机能够在更合适的时机启动。如此，使得目标剩余电量阈值能够有效适应车辆复杂多变的工况，在避免车辆出现故障的同时，能够提高车辆在各种工况下的驾驶性能，有效提升用户体验。

Description

一种剩余电量阈值确定方法、装置、存储介质和车辆
相关申请的交叉引用
本申请要求享有于2024年6月7日提交的名称为“一种剩余电量阈值确定方法、存储介质和车辆”的中国专利申请第2024107394968号的优先权，该申请的全部内容通过引用并入本文中。
技术领域
本公开涉及车辆技术领域，特别是涉及一种剩余电量阈值确定方法、装置、存储介质和车辆。
发明背景
混合动力车辆是当前车辆行业发展的主流方向之一，通过增加混合动力系统，将传统燃料动力与电动力相结合，能够更好地提升车辆性能，同时降低油耗。混合动力车辆可以实现纯电驱动、纯油驱动和双动力混合驱动，同时可以根据外界条件适时的对车辆驱动模式进行转换。
为确定发动机的启机时机，避免动力电池亏电，通常会针对动力电池设置剩余电量阈值，使得车辆在纯电驱动的过程中，若检测到动力电池的剩余电量低于剩余电量阈值，能够自动启动发动机以驱动车辆行驶。
然而，目前针对剩余电量阈值的设定较为简单，通常采用固定阈值，无法有效适应车辆复杂多变的工况，不仅影响整车性能，还容易导致车辆故障。
发明内容
本公开提供一种剩余电量阈值确定方法、装置、存储介质和车辆，以解决目前用于启动发动机的剩余电量阈值设定简单，无法有效适应车辆复杂多变的工况的问题。
为了解决上述问题，本公开采用了以下的技术方案：
第一方面，本公开实施例提供了一种剩余电量阈值确定方法，所述方法包括：
获取车辆的基础工况信息和修正工况信息；
基于所述基础工况信息，确定动力电池的基础剩余电量阈值；
基于所述修正工况信息，对所述基础剩余电量阈值进行修正，得到目标剩余电量阈值；所述目标剩余电量阈值用于指示在所述动力电池的当前剩余电量低于所述目标剩余电量阈值的情况下，启动所述车辆的发动机。
第二方面，基于相同发明构思，本公开实施例提供了一种剩余电量阈值确定方法装置，所述装置包括：
信息获取模块，用于获取车辆的基础工况信息和修正工况信息；
阈值确定模块，用于基于所述基础工况信息，确定动力电池的基础剩余电量阈值；
阈值修正模块，用于基于所述修正工况信息，对所述基础剩余电量阈值进行修正，得到目标剩余电量阈值；所述目标剩余电量阈值用于指示在所述动力电池的当前剩余电量低于所述目标剩余电量阈值的情况下，启动所述车辆的发动机。
第三方面，基于相同发明构思，本公开实施例提供了一种计算机可读存储介质，其上存储有可执行程序，所述可执行程序被处理器执行时实现本公开第一方面提出的剩余电量阈值确定方法。
第四方面，基于相同发明构思，本公开实施例提供了一种车辆，包括：
存储器，用于存储有可执行程序；
处理器；
当所述可执行程序被所述处理器执行时，实现本公开第一方面提出的剩余电量阈值确定方法。
与现有技术相比，本公开包括以下优点：
本公开实施例提供的一种剩余电量阈值确定方法，首先获取车辆的基础工况信息和修正工况信息，然后基于基础工况信息，确定动力电池的基础剩余电量阈值，最后基于修正工况信息，对基础剩余电量阈值进行修正，得到目标剩余电量阈值，该目标剩余电量阈值用于指示在动力电池的当前剩余电量低于目标剩余电量阈值的情况下，启动车辆的发动机。本公开实施例通过综合考虑车辆的各项工况信息，不仅能够根据基础工况信息，确定合适的基础剩余电量阈值，还能根据修正工况信息，对基础剩余电量阈值的动态修正，进而实现对目标剩余电量阈值的动态调整，令发动机能够在更合适的时机启动。如此，使得目标剩余电量阈值能够有效适应车辆复杂多变的工况，在避免车辆出现故障的同时，能够提高车辆在各种工况下的驾驶性能，有效提升用户体验。
附图简要说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。图1是本公开一实施例中一种剩余电量阈值确定方法的步骤流程图。
图2是本公开一实施例中一种剩余电量阈值确定方法装置的功能模块示意图。
图3是本公开一实施例中一种车辆的结构示意图。
实施本发明的方式
下面将结合本发明实施例中的附图，对本公开实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
车辆在行驶过程中，外部环境的变化以及车辆行驶状态的变化，都将令车辆面临不同的工况。例如，车辆在不同的环境温度、不同的车速和/或不同的电池温度等条件下，对动力电池的剩余电量阈值都具有不同的要求，若采用固定阈值，将导致其难以有效适应车辆复杂多变的工况。示例性的，某个固定阈值虽然能够满足车辆在正常温度条件下的发动机启动需求，当车辆行驶至低温环境之后，由于动力电池的发电性能受限，若保持剩余电量阈值不变，将会导致车辆的驾驶性能变差，并且容易造成车辆故障；又或者，某个固定阈值能够满足用户存在常规动力需求时的发动机启动需求，当用户存在较强的动力需求时，剩余电量阈值若设定得较低，则会导致车辆的动力性较弱，影响用户体验，同时面临动力电池亏电的风险。
针对目前用于启动发动机的剩余电量阈值设定简单，无法有效适应车辆复杂多变的工况的问题。本公开旨在提供一种剩余电量阈值确定方法，通过综合考虑车辆的各项工况信息，不仅能够根据基础工况信息，确定合适的基础剩余电量阈值，还能根据修正工况信息，对基础剩余电量阈值进行动态修正，进而实现对目标剩余电量阈值的动态调整，令发动机能够在更合适的时机启动。如此，使得目标剩余电量阈值能够有效适应车辆复杂多变的工况，在避免车辆出现故障的同时，能够提高车辆在各种工况下的驾驶性能，有效提升用户体验。
参照图1，示出了本公开一种剩余电量阈值确定方法，该方法可以包括以下步骤：
S101：获取车辆的基础工况信息和修正工况信息。
本实施例运用于同时配置有发动机和动力电池的混合动力车辆，该混合动力车辆可以是HEV(Hybrid Electric Vehicle，混合动力车辆)，也可以是PHEV(Plug-in hybrid electric vehicle，插电式混合动力车辆)。
本实施例的执行主体可以是具有数据处理、网络通信以及程序运行功能的计算服务设备，或者具有上述功能的电子设备如行车电脑、车载电脑等，如ECU(Electronic Control Unit，电子控制单元)、BCM(Body Control Module，车身控制模块)和HCU(Hybrid Control Unit，混合动力整车控制器)等。本实施方式将以HCU作为执行主体进行说明，本实施不对混合动力车辆以及执行主体的类型做出具体限制。
在本实施方式中，HCU在车辆启动之后，可以按照相应的数据获取周期，获取车辆的基础工况信息和修正工况信息，进而在检测到基础工况信息和修正工况信息中的任一信息发送改变之后，能够实现对目标剩余电量阈值的动态调整。
基础工况信息和修正工况信息都是车辆运行过程中的工况信息，基础工况信息和修正工况信息具体包括各自对应的车辆的环境信息和行驶状态信息，其中，基础工况信息用于确定基础剩余电量阈值，修正工况信息则是用于对基础剩余电量阈值进行修正的信息。
S102：基于基础工况信息，确定动力电池的基础剩余电量阈值。
在本实施方式中，基础工况信息表示与目标剩余电量阈值关联性较高的一个或者多个工况信息。因此，HCU在获取基础工况信息之后，能够根据基础工况信息，计算出可满足常规工况需求的基础剩余电量阈值。
S103：基于修正工况信息，对基础剩余电量阈值进行修正，得到目标剩余电量阈值。
基础剩余电量阈值虽然能够满足常规工况下的发动机启动需求，但可能无法满足车辆当前的实际工况，因此，HCU还将进一步根据修正工况信息，对基础剩余电量阈值进行实时修正，以得到能够满足当前实际工况的目标剩余电量阈值。
目标剩余电量阈值用于指示在动力电池的当前剩余电量低于目标剩余电量阈值的情况下，启动车辆的发动机。也就是说，HCU在确定目标剩余电量阈值，将会实时监测动力电池的当前剩余电量，进而当确定当前剩余电量低于目标剩余电量阈值时，控制发动机启动，以驱动车辆行驶，同时，可以根据实际需求给动力电池充电，以避免动力电池亏电。
在本实施方式中，修正工况信息表示与目标剩余电量阈值相关的一个或者多个工况信息，修正工况信息能够直接或者间接对目标剩余电量阈值产生一定的影响。因此，HCU通过根据修正工况信息，对基础剩余电量阈值进行实时修正，使得目标剩余电量阈值动态适用车辆的实际工况。
本实施例提供的一种剩余电量阈值确定方法，能够综合考虑车辆的各项工况信息。一方面，根据基础工况信息，能够实时调整基础剩余电量阈值；另一方面，根据修正工况信息，能够对基础剩余电量阈值的动态修正，进而实现对目标剩余电量阈值的动态调整，令发动机能够在更合适的时机启动。如此，车辆在面临复杂多变的工况，目标剩余电量阈值也能够随着工况的改变而改变，进而有效提高车辆在各种工况下的驾驶性能，同时，通过适时启动发动机，能够确保车辆的使用安全，延长动力电池的使用寿命。
在一个可行的实施方式中，基础工况信息包括当前车速、当前环境温度和动力电池的当前电池温度；S102具体可以包括以下子步骤：
S102-1：基于当前环境温度和预设的多个温度区间，确定目标环境温度。
在本实施方式中，考虑到车辆处于低温工况且当前环境温度波动较大时，若直接根据当前环境温度，计算基础剩余电量阈值，则可能导致基础剩余电量阈值变动较大而不具备良好的稳定性。因此，HCU将会设置多个温度区间，对当前环境温度进行过滤，得到具有稳定性的目标环境温度。也就是说，若当前环境温度仅在某个温度区间内波动，则认为环境温度未发生改变，进而保持目标环境温度不变。
在具体实现中，S102-1具体可以包括以下子步骤：
S102-1-1：基于当前环境温度和预设的多个温度区间，确定当前环境分阶温度。
在本实施方式中，多个温度区间可以设置为相邻的温度区间，即当前温度区间的下限值即为下一个温度区间的上限值。
示例性的，可以根据-35℃、-30℃、-25℃、-20℃、-15℃、-10℃和0℃得到六个相邻的前闭后开的温度区间，即[-35℃、-30℃)、[-30℃、-25℃)、[-25℃、-20℃)、[-20℃、-15℃)、[-15℃、-10℃)和[-10℃、0℃)。根据实际需求，温度区间也可以采用前开后闭的温度区间，不对温度区间的具体形式作出限制。
在具体实现中，在当前环境温度低于多个温度区间中的最低温度的情况下，将最低温度确定为当前环境分阶温度。
在本实施方式中，以上述温度区间为例，最低温度即为-35℃，在当前环境温度＜-35℃时，则确定当前环境分阶温度为-35℃。
在具体实现中，在当前环境温度高于多个温度区间中的最高温度的情况下，将当前环境温度确定为当前环境分阶温度。
在本实施方式中，以上述温度区间为例，最高温度即为0℃，在当前环境温度＞0℃时，则输出实际温度，即确定当前环境分阶温度为当前环境温度。由于当前环境温度高于多个温度区间中的最高温度时，说明车辆未处于低温环境，动力电池受温度影响较小，因此，可以直接采用当前环境温度进行计算。
在具体实现中，在当前环境温度位于最低温度和最高温度之间的情况下，在多个温度区间中确定当前环境温度所在的目标温度区间，并在当前环境温度为上升趋势的情况下，将目标温度区间的下限值确定为当前环境分阶温度；在当前环境温度为下降趋势的情况下，将目标温度区间的上限值确定为当前环境分阶温度。
在本实施方式中，以上述温度区间为例，当前环境温度低于-35℃时输出-35℃，当前环境温度为上升趋势时，随着当前环境温度的上涨一直到-30℃时则输出-30℃，否则保持-35℃；当前环境温度为下降趋势时，-30℃时输出-30℃，随着当前环境温度下降一直保持输出-30℃，一直到-35℃时输出-35℃。
可以通过连续多个采集周期采集的环境温度，确定当前环境温度处于上升趋势或者出于下降趋势。
在本实施方式中，通过设置多个温度区间，若当前环境温度在某个温度区间内波动，则认为环境温度未发生改变，进而保持目标环境温度不变。如此，能够有效避免在低温环境下，环境温度波动较大时，导致根据目标环境温度得到的基础剩余电量阈值不稳定。
S102-1-2：获取当前环境分阶温度的上一个历史环境分阶温度。
在本实施方式中，考虑到在低温环境下，当前环境温度可能从一个温度区间跳跃到另外一个温度区间，例如，车辆从寒冷的室外行驶至温度较高的室内时，输出的目标环境温度将产生较大变化。因此，为避免出现目标环境温度的突变，HCU在确定当前环境分阶温度之后，将会获取上一个历史环境分阶温度，进而控制目标环境温度按照一定温度变化梯度进行变化。
当前环境温度表示在当前计算周期确定的环境分阶温度，上一个历史环境分阶温度则表示在当前计算周期的上一个计算周期确定的环境分阶温度。
S102-1-3：基于历史环境分阶温度和预设的温度变化梯度，确定目标环境温度，以使目标环境温度从历史环境分阶温度逐步达到当前环境分阶温度。
温度变化梯度表征单位时间内温度的变化量。例如可以设置为1℃/s，即每秒上升或者下降1℃。
具体而言，可以按照以下公式，确定目标环境温度：
T1＝T0+a×t  (1)；
其中，T1表示目标环境温度，T0表示历史环境分阶温度，a表示温度变化梯度，t表示时间。
在当前环境分阶温度大于历史环境分阶温度的情况下，温度变化梯度取正值，以使目标环境温度从历史环境分阶温度逐步上升至当前环境分阶温度；在当前环境分阶温度小于历史环境分阶温度的情况下，温度变化梯度取负值，以使目标环境温度从历史环境分阶温度逐步下降至当前环境分阶温度。
在一个例子中，车辆行驶在-15℃的室外时，环境分阶温度维持在-15℃，目标环境温度为-15℃，当车辆行驶至10℃的室内或者其他温度较高的区域时，当前环境分阶温度更新为10℃，若直接将10℃确定为目标环境温度，将导致目标环境温度从-15℃更新为10℃，则会由于目标环境温度的突变，导致基础剩余电量阈值出现突变，进而导致发动机的错误动作，因此，HCU将会按照1℃/s的温度变化梯度，控制目标环境温度从-15℃逐步上升为10℃。
S102-2：基于当前车速、目标环境温度和当前电池温度，确定基础剩余电量阈值。
在本实施方式中，由于当前车速、目标环境温度和当前电池温度均是与剩余电量阈值密切相关的参数，因此，HCU能够根据上述的基础工况信息，实现对基础剩余电量阈值的准确计算。
在具体实现中，S102-2具体可以包括以下子步骤：
S102-2-1：基于当前车速和目标环境温度，确定第一剩余电量阈值。
在本实施方式中，HCU预先存储有第一阈值设定表，该第一阈值设定表表征当前车速和目标环境温度与第一剩余电量阈值之间的对照关系。因此，HCU可以根据当前车速、目标环境温度以及第一阈值设定表，确定相应的第一剩余电量阈值。
S102-2-2：基于当前车速和当前电池温度，确定第二剩余电量阈值。
在本实施方式中，HCU预先存储有第二阈值设定表，该第二阈值设定表表征当前车速和当前电池温度与第二剩余电量阈值之间的对照关系。因此，HCU可以根据当前车速、当前电池温度以及第二阈值设定表，确定相应的第二剩余电量阈值。
S102-2-3：将第一剩余电量阈值和第二剩余电量阈值中的较大值确定为基础剩余电量阈值。
在本实施方式中，通过对第一剩余电量阈值和第二剩余电量阈值进行取大运算，使得基础剩余电量阈值能够适应多种基础工况。
示例性的，在环境低温工况下，若根据当前车速和目标环境温度，确定第一剩余电量阈值为20％，则说明在环境低温工况下，最多允许动力电池降低至20％；在电池高温工况下，若根据当前车速和当前电池温度，确定第二剩余电量阈值为25％，则说明在电池高温工况下，最多允许动力电池降低至25％。若采用低于25％的值作为基础剩余电量阈值，虽然能够满足环境低温工况的使用需求，但是无法满足电池高温工况的使用需求，因此，确定基础剩余电量阈值为25％。
在本实施方式中，通过综合考虑当前车速、目标环境温度和当前电池温度，能够确定合适的基础剩余电量阈值。
在一个可行的实施方式中，修正工况信息包括基础修正信息和电池修正信息；S103具体可以包括以下子步骤：
S103-1：在确定车辆满足预设的电池修正条件的情况下，基于基础修正信息和电池修正信息，对基础剩余电量阈值进行修正，得到目标剩余电量阈值。
基础修正信息为车辆通用的修正信息，电池修正信息则是针对特定电池类型和/或特定混动系统类型的修正信息。也就是说，基础修正信息为每次修正都需要采用的必选修正信息，而电池修正信息则是针对特定车辆的可选修正信息。
在具体实现中，在动力电池的电池类型为目标电池类型和/或车辆的混动系统类型为目标系统类型的情况下，确定车辆满足电池修正条件；在动力电池的电池类型不为目标电池类型且车辆的混动系统类型不为目标系统类型的情况下，确定车辆不满足电池修正条件。
在本实施方式中，考虑到目前混合动力车辆通常为HEV，且通常采用三元锂电池作为车辆的动力电池，因此，目标电池类型可以设置为磷酸铁锂电池，目标系统类型可以设置为PHEV。如此，针对电池性能差异较大的磷酸铁锂电池以及用电需求差异较大的PHEV，将单独设置电池修正信息，对基础剩余电量阈值进行修正，以得到适用于采用磷酸铁锂电池和/或PHEV的混合动力车辆。
在本实施方式中，HCU在确定车辆满足预设的电池修正条件的情况下，则会综合考虑基础修正信息和电池修正信息，对基础剩余电量阈值进行修正。
S103-2：在确定车辆不满足电池修正条件的情况下，基于基础修正信息，对基础剩余电量阈值进行修正，得到目标剩余电量阈值。
在本实施方式中，HCU在确定车辆不满足电池修正条件的情况下，则单独根据基础修正信息即可对基础剩余电量阈值进行修正。
在本实施方式中，通过增加电池修正条件的判断，能够有效满足在不同电池类型和/或不同混动系统类型下的基础剩余电量阈值的修正需求。
在一个可行的实施方式中，基础修正信息包括挡位信息和工况影响信息；S103-2中基于基础修正信息，对基础剩余电量阈值进行修正，得到目标剩余电量阈值的步骤，具体可以包括以下子步骤：
S103-2-1：基于工况影响信息，对基础剩余电量阈值进行修正，得到第一初始剩余电量阈值。
在本实施方式中，工况影响信息是车辆在行驶过程中可能会发生改变且会对目标剩余电量阈值产生影响的工况信息，通过综合考虑工况影响信息，能够初步得到第一初始剩余电量阈值。
具体而言，工况影响信息可以包括第一影响子信息、第二影响子信息和第三影响子信息中的至少一种；其中，第一影响子信息包括当前车速和当前加速踏板开度，第二影响子信息包括当前大气压，第三影响子信息包括当前系统模式和当前驾驶模式。
在本实施方式中，HCU将基于第一影响子信息，确定第一修正量；和/或，基于第二影响子信息，确定第二修正量；和/或，基于第三影响子信息，确定第三修正量；基于第一修正量、第二修正量和第三修正量中的至少一个，确定综合修正量；基于综合修正量和基础剩余电量阈值，确定第一初始剩余电量阈值。
在具体实现中，HCU预先存储有第一阈值修正表，该第一阈值修正表表征当前车速和当前加速踏板开度与第一修正量之间的对照关系。因此，HCU可以根据当前车速和当前加速踏板开度以及第一阈值修正表，确定相应的第一修正量。当前车速越高，当前加速踏板开度越大，说明驾驶员的动力需求越高，第一修正量则越高。
在具体实现中，HCU预先存储有第二阈值修正表，该第二阈值修正表表征当前大气压与第二修正量之间的对照关系。因此，HCU可以根据当前大气压以及第二阈值修正表，确定相应的第二修正量。当前大气压越低，说明空气越稀薄，发动机的动力性能越弱，为保证车辆的动力性能，需要动力电池提供更多的动力，因此，第二修正量可以设置为随大气压的增大而增大。
在具体实现中，HCU预先存储有第三阈值修正表，该第三阈值修正表表征当前系统模式和当前驾驶模式与第三修正量之间的对照关系。因此，HCU可以根据当前系统模式和当前驾驶模式以及第三阈值修正表，确定相应的第三修正量。在不同的系统模式(例如经济模式、普通模式、动力模式等)和不同的当前驾驶模式(例如正常模式、越野模式、雪地模式、沙地模式等)下，用户存在不同的动力需求，因此，通过综合考虑当前系统模式和当前驾驶模式，能够实时满足用户不同的动力需求。
S103-2-2：基于挡位信息，确定目标修正比例。
在本实施方式中，考虑到车辆在不同的使用场景，例如在行驶状态下和停止状态下，对动力电池的需求不同。具体而言，在行驶状态，动力电池需要驱动车辆行驶，因此，对动力电池的需求较高；而在停止状态，动力电池无需驱动车辆，仅需满足车辆部件的正常运行即可，因此，对动力电池的需求较低。
在本实施方式中，HCU通过挡位信息，能够有效判断车辆的使用场景，进而确定相应的目标修正比例。
在具体实现中，在挡位信息为空挡(即N挡)或者驻车挡(即P挡)时，将预设的第一修正比例确定为目标修正比例；在挡位信息不为空挡且不为驻车挡时，基于车辆的当前车速，确定目标修正比例。
在具体实现中，HCU预先存储有修正比例设定表，该修正比例设定表表征当前车速和目标修正比例之间的对照关系。因此，HCU可以根据当前车速和修正比例设定表，确定相应的目标修正比例。考虑到当前车速越快，对动力电池的需求越高，因此，目标修正比例可以设置的越小。
在挡位信息不为空挡且不为驻车挡时，可以设置目标修正比例小于第一修正比例。例如，第一修正比例可以设置为2.5％，当确定车辆为P/N档时，目标修正比例为2.5％，当确定车辆非P/N档时，目标修正比例则是根据当前车速的标定的修正比例，该目标修正比例随当前车速的增大而减小，且均小于2.5％。
S103-2-3：基于目标修正比例和第一初始剩余电量阈值，确定目标剩余电量阈值。
目标修正比例表示第一初始剩余电量阈值的下探幅度，例如，第一初始剩余电量阈值为20％，目标修正比例为2％时，目标剩余电量阈值即为20％×(1-2％)＝19.6％。
在本实施方式中，通过综合考虑各项工况影响信息，能够确定满足当前实际工况的第一初始剩余电量阈值，并通过挡位信息对第一初始剩余电量阈值进行修正，能够得到满足当前车辆使用场景的目标剩余电量阈值。如此，使得目标剩余电量阈值能够有效适应车辆不同的使用工况和使用场景。
在一个可行的实施方式中，基础修正信息包括挡位信息和工况影响信息；S103-1中基于基础修正信息和电池修正信息，对基础剩余电量阈值进行修正，得到目标剩余电量阈值的步骤的步骤，具体可以包括以下子步骤：
S103-1-1：基于工况影响信息，对基础剩余电量阈值进行修正，得到第一初始剩余电量阈值。
S103-1-1的具体实施方式参照前述S103-2-1的具体实施方式，在此不再赘述。
S103-1-2：基于电池修正信息，对预设剩余电量阈值进行修正，得到第二初始剩余电量阈值。
在本实施方式中，针对电池类型为磷酸铁锂电池和/或混动系统类型为PHEV的混合动力车辆，HCU将会根据电池修正信息，对预设剩余电量阈值进行修正，以得到适用于上述类型的混合动力车辆的第二初始剩余电量阈值。
在具体实现中，由于磷酸铁锂电池和PHEV通常允许动力电池工作在较低的剩余电量，因此，可以将第一阈值设定表和第二阈值设定表中的最小剩余电量阈值确定为预设剩余电量阈值，再根据电池修正信息对预设剩余电量阈值进行补偿，进而得到第二初始剩余电量阈值。
在具体实现中，电池修正信息包括当前车速和动力电池的当前电池温度；S103-1-2具体可以包括以下子步骤：
S103-1-2-1：基于当前电池温度，确定目标电池修正量，并基于当前车速，确定修正量变化梯度。
在本实施方式中，HCU预先存储有第四阈值修正表，该第四阈值修正表表征当前电池温度与电池修正量之间的对照关系。因此，HCU在获取当前电池温度之后，能够根据当前电池温度和第四阈值修正表，确定相应的目标电池修正量。
在本实施方式中，考虑到当前电池温度的变化通常较为频繁且变化幅度可能较大，因此，若直接采用根据当前电池温度确定的目标电池修正量对预设剩余电量阈值进行修正，会导致第二初始剩余电量阈值出现幅度较大的突变，进而可能导致第三初始剩余电量阈值在第一初始剩余电量阈值和第二初始剩余电量阈值中来回变化，因此，HCU将会针对目标电池修正量，设置相应的修正量变化梯度进行滤波处理。
S103-1-2-2：获取目标电池修正量的上一个历史电池修正量。
目标电池修正量表示在当前计算周期确定的电池修正量，上一个历史电池修正量则表示在当前计算周期的上一个计算周期确定的电池修正量。
S103-1-2-3：基于修正量变化梯度，控制当前电池修正量从历史电池修正量逐步达到目标电池修正量。
修正量变化梯度表征单位时间内修正量的变化量。例如可以设置为(0.5％)/s，即每秒上升或者下降的修正量为0.5％。
在一个例子中，基于当前电池温度确定的目标电池修正量为10％，基于上一个历史电池温度确定的历史电池修正量为12％，则当前电池修正量不会立即更新至12％，则是按照(0.5％)/s的修正量变化梯度，在四秒的时间内，从12％逐步下降至10％。
S103-1-2-4：将当前电池修正量和预设剩余电量阈值，确定第二初始剩余电量阈值。
在本实施方式中，HCU可以将当前电池修正量和预设剩余电量阈值之和，确定为第二初始剩余电量阈值。由于当前电池修正量是按照修正量变化梯度逐步变化的值，因此，第二初始剩余电量阈值也能随着当前电池修正量的变化而线性变化。
S103-1-3：将第一初始剩余电量阈值和第二初始剩余电量阈值中的较大值确定为第三初始剩余电量阈值。
在本实施方式中，通过对第一初始剩余电量阈值和第二初始剩余电量阈值进行取大运算，使得第三初始剩余电量阈值能够同时满足多种工况以及不同电池类型和不同混动系统类型下的阈值需求。
S103-1-4：基于挡位信息，确定目标修正比例。
S103-1-4的具体实施方式参照前述S103-2-1的具体实施方式，在此不再赘述。
S103-1-5：基于目标修正比例和第三初始剩余电量阈值，确定目标剩余电量阈值。
目标修正比例同样表示第三初始剩余电量阈值的下探幅度，例如，第三初始剩余电量阈值为30％，目标修正比例为2％时，目标剩余电量阈值即为30％×(1-2％)＝19.8％。
在本实施方式中，通过综合考虑各项工况影响信息和电池修正信息，能够确定满足当前实际工况和特定车辆类型的第三初始剩余电量阈值，并通过挡位信息对第三初始剩余电量阈值进行修正，能够得到满足当前车辆使用场景的目标剩余电量阈值。如此，使得目标剩余电量阈值能够有效适应特定类型的车辆的不同的使用工况和使用场景。
综上，本实施例提供的一种剩余电量阈值确定方法，第一方面，针对对动力电池影响较大的低温工况，能够对接收到的环境温度进行分阶处理，避免环境温度的频繁变化引起目标剩余电量阈值的频繁跳动；第二方面，通过综合考虑当前车速、当前加速踏板开度、当前环境温度、当前电池温度、当前大气压、当前系统模式和当前驾驶模式等各种环境和工况信息，能够实现对目标剩余电量阈值的全工况动态调整；第三方面，通过针对不同电池类型和不同的混动系统类型，针对性地进行修正，能够有效提高方案的适用性和阈值修正的准确性，满足各种混合动力车辆的阈值调整需求；第四方面，通过考虑车辆的挡位信息，能够针对不同的使用场景，确定合适目标修正比例，进而实现目标剩余电量阈值的进一步修正。如此，相较于现有技术仅对剩余电量阈值进行简单设定，本实施方式能够实现对目标剩余电量阈值的动态调整，使得车辆能够更好地应对复杂多变的工况，在避免车辆出现故障的同时，能够提高车辆在各种工况下的驾驶性能，有效提升用户体验。
第二方面，基于相同发明构思，参照图2，本公开实施例提供了一种剩余电量阈值确定装置200，该剩余电量阈值确定装置200包括：
信息获取模块201，用于获取车辆的基础工况信息和修正工况信息；
阈值确定模块202，用于基于基础工况信息，确定动力电池的基础剩余电量阈值；
阈值修正模块203，用于基于修正工况信息，对基础剩余电量阈值进行修正，得到目标剩余电量阈值；目标剩余电量阈值用于指示在动力电池的当前剩余电量低于目标剩余电量阈值的情况下，启动车辆的发动机。
在本公开一实施例中，基础工况信息包括当前车速、当前环境温度和动力电池的当前电池温度；阈值确定模块202包括：
目标环境温度确定子模块，用于基于当前环境温度和预设的多个温度区间，确定目标环境温度；
基础阈值确定子模块，用于基于当前车速、目标环境温度和当前电池温度，确定基础剩余电量阈值。
在本公开一实施例中，目标环境温度确定子模块包括：
当前温度确定单元，用于基于当前环境温度和预设的多个温度区间，确定当前环境分阶温度；
历史温度获取单元，用于获取当前环境分阶温度的上一个历史环境分阶温度；
梯度控制单元，用于基于历史环境分阶温度和预设的温度变化梯度，确定目标环境温度，以使目标环境温度从历史环境分阶温度逐步达到当前环境分阶温度；其中，温度变化梯度表征单位时间内温度的变化量。
在本公开一实施例中，当前温度确定单元包括：
第一温度确定子单元，用于在当前环境温度低于多个温度区间中的最低温度的情况下，将最低温度确定为当前环境分阶温度；
第二温度确定子单元，用于在当前环境温度高于多个温度区间中的最高温度的情况下，将当前环境温度确定为当前环境分阶温度；
第三温度确定子单元，用于在当前环境温度位于最低温度和最高温度之间的情况下，在多个温度区间中确定当前环境温度所在的目标温度区间，并在当前环境温度为上升趋势的情况下，将目标温度区间的下限值确定为当前环境分阶温度；在当前环境温度为下降趋势的情况下，将目标温度区间的上限值确定为当前环境分阶温度。
在本公开一实施例中，基础阈值确定子模块包括：
第一阈值确定单元，用于基于当前车速和目标环境温度，确定第一剩余电量阈值；
第二阈值确定单元，用于基于当前车速和当前电池温度，确定第二剩余电量阈值；
基础阈值确定单元，用于将第一剩余电量阈值和第二剩余电量阈值中的较大值确定为基础剩余电量阈值。
在本公开一实施例中，修正工况信息包括基础修正信息和电池修正信息；阈值修正模块203包括：
第一阈值修正子模块，用于在确定车辆满足预设的电池修正条件的情况下，基于基础修正信息和电池修正信息，对基础剩余电量阈值进行修正，得到目标剩余电量阈值；
第二阈值修正子模块，用于在确定车辆不满足电池修正条件的情况下，基于基础修正信息，对基础剩余电量阈值进行修正，得到目标剩余电量阈值。
在本公开一实施例中，剩余电量阈值确定方法装置200还包括：
第一条件确定模块，用于在动力电池的电池类型为目标电池类型和/或车辆的混动系统类型为目标系统类型的情况下，确定车辆满足电池修正条件；
第二条件确定模块，用于在动力电池的电池类型不为目标电池类型且车辆的混动系统类型不为目标系统类型的情况下，确定车辆不满足电池修正条件。
在本公开一实施例中，基础修正信息包括挡位信息和工况影响信息；第二阈值修正子模块包括：
基础阈值修正单元，用于基于工况影响信息，对基础剩余电量阈值进行修正，得到第一初始剩余电量阈值；
修正比例确定单元，用于基于挡位信息，确定目标修正比例；
第一目标阈值确定单元，用于基于目标修正比例和第一初始剩余电量阈值，确定目标剩余电量阈值。
在本公开一实施例中，基础修正信息包括挡位信息和工况影响信息；第一阈值修正子模块包括：
基础阈值修正单元，用于基于工况影响信息，对基础剩余电量阈值进行修正，得到第一初始剩余电量阈值；
电池修正单元，用于基于电池修正信息，对预设剩余电量阈值进行修正，得到第二初始剩余电量阈值；
初始阈值确定单元，用于将第一初始剩余电量阈值和第二初始剩余电量阈值中的较大值确定为第三初始剩余电量阈值；
修正比例确定单元，用于基于挡位信息，确定目标修正比例；
第二目标阈值确定单元，用于基于目标修正比例和第三初始剩余电量阈值，确定目标剩余电量阈值。
在本公开一实施例中，工况影响信息包括第一影响子信息、第二影响子信息和第三影响子信息中的至少一种；其中，第一影响子信息包括当前车速和当前加速踏板开度，第二影响子信息包括当前大气压，第三影响子信息包括当前系统模式和当前驾驶模式；
基础阈值修正单元包括：
第一修正量确定子单元，用于基于第一影响子信息，确定第一修正量；和/或，基于第二影响子信息，确定第二修正量；和/或，基于第三影响子信息，确定第三修正量；
第二修正量子单元，用于基于第一修正量、第二修正量和第三修正量中的至少一个，确定综合修正量；
第一初始阈值确定子单元，用于基于综合修正量和基础剩余电量阈值，确定第一初始剩余电量阈值。
在本公开一实施例中，修正比例确定单元包括：
第一比例确定子单元，用于在挡位信息为空挡或者驻车挡时，将预设的第一修正比例确定为目标修正比例；
第二比例确定子单元，用于在挡位信息不为空挡且不为驻车挡时，基于车辆的当前车速，确定目标修正比例。
在本公开一实施例中，电池修正信息包括当前车速和动力电池的当前电池温度；电池修正单元包括：
电池修正量确定子单元，用于基于当前电池温度，确定目标电池修正量，并基于当前车速，确定修正量变化梯度；其中，修正量变化梯度表征单位时间内修正量的变化量；
历史修正量获取子单元，用于获取目标电池修正量的上一个历史电池修正量；
修正量控制子单元，用于基于修正量变化梯度，控制当前电池修正量从历史电池修正量逐步达到目标电池修正量；
第二初始阈值确定子单元，用于将当前电池修正量和预设剩余电量阈值，确定第二初始剩余电量阈值。
本公开实施例的剩余电量阈值确定装置200的具体实施方式参照前述本公开实施例第一方面提出的剩余电量阈值确定方法的具体实施方式，在此不再赘述。
第三方面，基于相同发明构思，本公开实施例提供了一种计算机可读存储介质，其上存储有可执行程序，可执行程序被处理器执行时实现本公开第一方面提出的剩余电量阈值确定方法。
本公开实施例的计算机可读存储介质的具体实施方式参照前述本公开实施例第一方面提出的剩余电量阈值确定方法的具体实施方式，在此不再赘述。
第四方面，参照图3，基于相同发明构思，本公开实施例提供了一种车辆300，包括：
存储器301，用于存储有可执行程序；
处理器302；
当可执行程序被处理器302执行时，实现本公开第一方面提出的剩余电量阈值确定方法。
本公开实施例的车辆300的具体实施方式参照前述本公开实施例第一方面提出的剩余电量阈值确定方法的具体实施方式，在此不再赘述。
本领域内的技术人员应明白，本发明实施例的实施例可提供为方法、装置、或计算机程序产品。因此，本发明实施例可采用完全硬件实施例、完全软件实施例、或结合软件和硬件方面的实施例的形式。而且，本发明实施例可采用在一个或多个其中包含有计算机可用程序代码的计算机可用存储介质(包括但不限于磁盘存储器、CD-ROM、光学存储器等)上实施的计算机程序产品的形式。
本发明实施例是参照根据本发明实施例的方法、终端设备(系统)、和计算机程序产品的流程图和/或方框图来描述的。应理解可由计算机程序指令实现流程图和/或方框图中的每一流程和/或方框、以及流程图和/或方框图中的流程和/或方框的结合。可提供这些计算机程序指令到通用计算机、专用计算机、嵌入式处理机或其他可编程数据处理终端设备的处理器以产生一个机器，使得通过计算机或其他可编程数据处理终端设备的处理器执行的指令产生用于实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能的装置。
这些计算机程序指令也可存储在能引导计算机或其他可编程数据处理终端设备以特定方式工作的计算机可读存储器中，使得存储在该计算机可读存储器中的指令产生包括指令装置的制造品，该指令装置实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能。
这些计算机程序指令也可装载到计算机或其他可编程数据处理终端设备上，使得在计算机或其他可编程终端设备上执行一系列操作步骤以产生计算机实现的处理，从而在计算机或其他可编程终端设备上执行的指令提供用于实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能的步骤。
尽管已描述了本发明实施例的优选实施例，但本领域内的技术人员一旦得知了基本创造性概念，则可对这些实施例做出另外的变更和修改。所以，所附权利要求意欲解释为包括优选实施例以及落入本发明实施例范围的所有变更和修改。
最后，还在本文中，诸如第一和第二等之类的关系术语仅仅用来将一个实体或者操作与另一个实体或操作区分开来，而不一定要求或者暗示这些实体或操作之间存在任何这种实际的关系或者顺序。而且，术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者终端设备不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、物品或者终端设备所固有的要素。在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括要素的过程、方法、物品或者终端设备中还存在另外的相同要素。
以上对本发明所提供的一种剩余电量阈值确定方法、存储介质和车辆，进行了详细介绍，本文中应用了具体个例对本发明的原理及实施方式进行了阐述，以上实施例的说明只是用于帮助理解本发明的方法及其核心思想；同时，对于本领域的一般技术人员，依据本发明的思想，在具体实施方式及应用范围上均会有改变之处，综上，本说明书内容不应理解为对本发明的限制。

Claims (20)

  1. 一种剩余电量阈值确定方法，包括：
    获取车辆的基础工况信息和修正工况信息；
    基于所述基础工况信息，确定动力电池的基础剩余电量阈值；
    基于所述修正工况信息，对所述基础剩余电量阈值进行修正，得到目标剩余电量阈值；其中，所述目标剩余电量阈值用于指示在所述动力电池的当前剩余电量低于所述目标剩余电量阈值的情况下，启动所述车辆的发动机。
  2. 根据权利要求1所述的一种剩余电量阈值确定方法，其中，所述基础工况信息包括当前车速、当前环境温度和所述动力电池的当前电池温度；
    基于所述基础工况信息，确定动力电池的基础剩余电量阈值的步骤，包括：
    基于所述当前环境温度和预设的多个温度区间，确定目标环境温度；
    基于所述当前车速、所述目标环境温度和所述当前电池温度，确定所述基础剩余电量阈值。
  3. 根据权利要求2所述的一种剩余电量阈值确定方法，其中，基于所述当前环境温度和预设的多个温度区间，确定目标环境温度的步骤，包括：
    基于所述当前环境温度和预设的多个温度区间，确定当前环境分阶温度；
    获取所述当前环境分阶温度的上一个历史环境分阶温度；
    基于所述历史环境分阶温度和预设的温度变化梯度，确定所述目标环境温度，以使所述目标环境温度从所述历史环境分阶温度逐步达到所述当前环境分阶温度；其中，所述温度变化梯度表征单位时间内温度的变化量。
  4. 根据权利要求3所述的一种剩余电量阈值确定方法，其中，基于所述当前环境温度和预设的多个温度区间，确定当前环境分阶温度的步骤，包括：
    在所述当前环境温度低于多个所述温度区间中的最低温度的情况下，将所述最低温度确定为当前环境分阶温度；
    在所述当前环境温度高于多个所述温度区间中的最高温度的情况下，将所述当前环境温度确定为所述当前环境分阶温度；
    在所述当前环境温度位于所述最低温度和所述最高温度之间的情况下，在多个所述温度区间中确定所述当前环境温度所在的目标温度区间，并在所述当前环境温度为上升趋势的情况下，将所述目标温度区间的下限值确定为所述当前环境分阶温度；在所述当前环境温度为下降趋势的情况下，将所述目标温度区间的上限值确定为所述当前环境分阶温度。
  5. 根据权利要求2所述的一种剩余电量阈值确定方法，其中，基于所述目标环境温度、所述当前车速和所述动力电池的当前电池温度，确定动力电池的基础剩余电量阈值的步骤，包括：
    基于所述当前车速和所述目标环境温度，确定第一剩余电量阈值；
    基于所述当前车速和所述当前电池温度，确定第二剩余电量阈值；
    将所述第一剩余电量阈值和所述第二剩余电量阈值中的较大值确定为所述基础剩余电量阈值。
  6. 根据权利要求1所述的一种剩余电量阈值确定方法，其中，所述修正工况信息包括基础修正信息和电池修正信息；
    基于所述修正工况信息，对所述基础剩余电量阈值进行修正，得到目标剩余电量阈值的步骤，包括：
    在确定所述车辆满足预设的电池修正条件的情况下，基于所述基础修正信息和所述电池修正信息，对所述基础剩余电量阈值进行修正，得到目标剩余电量阈值；
    在确定所述车辆不满足所述电池修正条件的情况下，基于所述基础修正信息，对所述基础剩余电量阈值进行修正，得到目标剩余电量阈值。
  7. 根据权利要求6所述的一种剩余电量阈值确定方法，其中，所述方法还包括：
    在所述动力电池的电池类型为目标电池类型和/或所述车辆的混动系统类型为目标系统类型的情况下，确定所述车辆满足所述电池修正条件；
    在所述动力电池的电池类型不为目标电池类型且所述车辆的混动系统类型不为目标系统类型的情况下，确定所述车辆不满足所述电池修正条件。
  8. 根据权利要求6所述的一种剩余电量阈值确定方法，其中，所述基础修正信息包括挡位信息和工况影响信息；
    基于所述基础修正信息，对所述基础剩余电量阈值进行修正，得到目标剩余电量阈值的步骤，包括：
    基于所述工况影响信息，对所述基础剩余电量阈值进行修正，得到第一初始剩余电量阈值；
    基于所述挡位信息，确定目标修正比例；
    基于所述目标修正比例和所述第一初始剩余电量阈值，确定所述目标剩余电量阈值。
  9. 根据权利要求6所述的一种剩余电量阈值确定方法，其中，所述基础修正信息包括挡位信息和工况影响信息；
    基于所述基础修正信息和所述电池修正信息，对所述基础剩余电量阈值进行修正，得到目标剩余电量阈值的步骤，包括：
    基于所述工况影响信息，对所述基础剩余电量阈值进行修正，得到第一初始剩余电量阈值；
    基于所述电池修正信息，对预设剩余电量阈值进行修正，得到第二初始剩余电量阈值；
    将所述第一初始剩余电量阈值和所述第二初始剩余电量阈值中的较大值确定为第三初始剩余电量阈值；
    基于所述挡位信息，确定目标修正比例；
    基于所述目标修正比例和所述第三初始剩余电量阈值，确定所述目标剩余电量阈值。
  10. 根据权利要求8或9所述的一种剩余电量阈值确定方法，其中，所述工况影响信息包括第一影响子信息、第二影响子信息和第三影响子信息中的至少一种；其中，所述第一影响子信息包括当前车速和当前加速踏板开度，所述第二影响子信息包括当前大气压，所述第三影响子信息包括当前系统模式和当前驾驶模式；
    基于所述工况影响信息，对所述基础剩余电量阈值进行修正，得到第一初始剩余电量阈值的步骤，包括：
    基于所述第一影响子信息，确定第一修正量；和/或，基于所述第二影响子信息，确定第二修正量；和/或，基于所述第三影响子信息，确定第三修正量；
    基于所述第一修正量、所述第二修正量和所述第三修正量中的至少一个，确定综合修正量；
    基于所述综合修正量和所述基础剩余电量阈值，确定所述第一初始剩余电量阈值。
  11. 根据权利要求8或9所述的一种剩余电量阈值确定方法，其中，基于所述挡位信息，确定目标修正比例的步骤，包括：
    在所述挡位信息为空挡或者驻车挡时，将预设的第一修正比例确定为所述目标修正比例；
    在所述挡位信息不为空挡且不为驻车挡时，基于所述车辆的当前车速，确定所述目标修正比例。
  12. 根据权利要求9所述的一种剩余电量阈值确定方法，其中，所述电池修正信息包括当前车速和所述动力电池的当前电池温度；
    基于所述电池修正信息，对预设剩余电量阈值进行修正，得到第二初始剩余电量阈值的步骤，包括：
    基于所述当前电池温度，确定目标电池修正量，并基于所述当前车速，确定修正量变化梯度；其中，所述修正量变化梯度表征单位时间内修正量的变化量；
    获取所述目标电池修正量的上一个历史电池修正量；
    基于所述修正量变化梯度，控制当前电池修正量从所述历史电池修正量逐步达到所述目标电池修正量；
    将所述当前电池修正量和所述预设剩余电量阈值，确定所述第二初始剩余电量阈值。
  13. 一种计算机可读存储介质，其上存储有可执行程序，所述可执行程序被处理器执行时实现如权利要求1-12中任一项所述的剩余电量阈值确定方法。
  14. 一种车辆，包括：
    存储器，用于存储有可执行程序；
    处理器；
    当所述可执行程序被所述处理器执行时，实现如权利要求1-12中任一项所述的剩余电量阈值确定方法。
  15. 一种剩余电量阈值确定装置，包括：
    信息获取模块，用于获取车辆的基础工况信息和修正工况信息；
    阈值确定模块，用于基于所述基础工况信息，确定动力电池的基础剩余电量阈值；
    阈值修正模块，用于基于所述修正工况信息，对所述基础剩余电量阈值进行修正，得到目标剩余电量阈值；其中，所述目标剩余电量阈值用于指示在所述动力电池的当前剩余电量低于所述目标剩余电量阈值的情况下，启动所述车辆的发动机。
  16. 根据权利要求15所述的一种剩余电量阈值确定装置，其中，所述基础工况信息包括当前车速、当前环境温度和所述动力电池的当前电池温度；
    所述阈值确定模块包括：
    目标环境温度确定子模块，用于基于所述当前环境温度和预设的多个温度区间，确定目标环境温度；
    基础阈值确定子模块，用于基于所述当前车速、所述目标环境温度和所述当前电池温度，确定所述基础剩余电量阈值。
  17. 根据权利要求15所述的一种剩余电量阈值确定装置，其中，所述修正工况信息包括基础修正信息和电池修正信息；
    所述阈值修正模块包括：
    第一阈值修正子模块，用于在确定所述车辆满足预设的电池修正条件的情况下，基于所述基础修正信息和所述电池修正信息，对所述基础剩余电量阈值进行修正，得到目标剩余电量阈值；
    第二阈值修正子模块，用于在确定所述车辆不满足电池修正条件的情况下，基于所述基础修正信息，对所述基础剩余电量阈值进行修正，得到目标剩余电量阈值。
  18. 根据权利要求17所述的一种剩余电量阈值确定装置，还包括：
    第一条件确定模块，用于在所述动力电池的电池类型为目标电池类型和/或所述车辆的混动系统类型为目标系统类型的情况下，确定所述车辆满足所述电池修正条件；
    第二条件确定模块，用于在所述动力电池的电池类型不为目标电池类型且所述车辆的混动系统类型不为目标系统类型的情况下，确定所述车辆不满足所述电池修正条件。
  19. 根据权利要求17所述的一种剩余电量阈值确定装置，其中，所述基础修正信息包括挡位信息和工况影响信息；
    所述第二阈值修正子模块包括：
    基础阈值修正单元，用于基于所述工况影响信息，对所述基础剩余电量阈值进行修正，得到第一初始剩余电量阈值；
    修正比例确定单元，用于基于所述挡位信息，确定目标修正比例；
    第一目标阈值确定单元，用于基于所述目标修正比例和所述第一初始剩余电量阈值，确定所述目标剩余电量阈值。
  20. 根据权利要求17所述的一种剩余电量阈值确定装置，其中，所述基础修正信息包括挡位信息和工况影响信息；
    所述第一阈值修正子模块包括：
    基础阈值修正单元，用于基于所述工况影响信息，对所述基础剩余电量阈值进行修正，得到第一初始剩余电量阈值；
    电池修正单元，用于基于所述电池修正信息，对所述预设剩余电量阈值进行修正，得到第二初始剩余电量阈值；
    初始阈值确定单元，用于将所述第一初始剩余电量阈值和所述第二初始剩余电量阈值中的较大值确定为第三初始剩余电量阈值；
    修正比例确定单元，用于基于所述挡位信息，确定目标修正比例；
    第二目标阈值确定单元，用于基于所述目标修正比例和所述第三初始剩余电量阈值，确定所述目标剩余电量阈值。
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