CN111409645A - Control method and system for switching driving modes of hybrid vehicle - Google Patents

Abstract

The control method comprises the steps of obtaining all road section information to be passed in a navigation map and vehicle information, wherein the target road section information comprises a target distance L between a starting point and an end point in a target road section and road gradient information of the target road section, and the vehicle information comprisesThe information comprises the speed information of the target road section; acquiring the current remaining available electric quantity SOC of a battery pack of a vehicle at the starting point of a target road section_pAnd target remaining available power SOC of the battery pack at the end of the target road section_t(ii) a According to SOC_p、SOC_tAnd the target distance L is used for obtaining the start-stop basic power P of the engine of the vehicle₀(ii) a According to the basic power P of starting and stopping₀Calculating road gradient information and vehicle speed information to obtain engine start-stop power P_u(ii) a Acquiring the required power P in the current driving process_reWill demand power P_reAnd the starting and stopping power P of the engine_uMaking a comparison if P_re≥P_uThen start the engine, if P_re＜P_uThe engine is not started.

Description

A control method and system for switching driving mode of a hybrid vehicle

technical field

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

Background technique

Common new energy vehicles with hybrid structure can be driven in three different driving modes: pure electric, hybrid or pure engine. Control the vehicle to drive in pure electric mode in more road conditions and control the start and stop of the engine with a more precise power demand, avoid long-term intervention of the engine, optimize the energy management of the vehicle, and achieve better economic control.

Therefore, based on the plug-in hybrid system of new energy vehicles, energy management has become the key technology of hybrid vehicle control, and its design success directly affects the performance of the whole vehicle. Energy management is related to different factors such as vehicle state, driving environment, and driver's driving behavior, so it is extremely important to formulate targeted energy management strategies.

The current development trend is vehicle intelligence, and the control technology of energy management will tend to the development of predictive energy management control, and the current control technology is mostly based on an energy control in the actual state of the current vehicle. For example, the solution in the prior art is to first predict the vehicle speed and road gradient, calculate the required power according to the predicted vehicle speed and road gradient, and then distribute the power of each power component. This scheme has the following problems: 1) the power of each power component is only allocated according to the required power, and it is impossible to perform predictive processing on each road section; 2) it cannot be individually allocated to the motor as much as possible, that is, it is impossible to achieve as much driving as possible in pure In electric mode; 3) It is impossible to precisely control the start and stop of the engine.

SUMMARY OF THE INVENTION

One object of the present invention is to use the driving condition information obtained from the navigation information to predict the energy management distribution of the whole vehicle in advance, so as to realize the start-stop control of the engine of the plug-in hybrid vehicle in advance according to the obtained information, which is beneficial to the energy of the new energy vehicle. optimization.

Another object of the present invention is to carry out predictive economic evaluation for a certain road based on energy prediction management, and to distribute control based on energy optimization management for the whole vehicle driving mode and powertrain working mode.

A further object of the present invention is to switch and control the driving mode of the whole vehicle based on the demand of the whole vehicle, so as to achieve optimal energy management of the whole vehicle.

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

Obtain all road section information and vehicle information to be passed in the navigation map, take a certain road section in all the road sections as the target road section, the all road section information includes the target road section information, and the target road section information includes the target road section The target distance L between the middle start point and the end point and the road gradient information of the target road section, and the vehicle information includes the vehicle speed information of the target road section;

obtaining the current remaining available power SOC _p of the battery pack of the vehicle at the start of the target road section and the target remaining available power SOC _t of the battery pack at the end of the target road section;

According to the current remaining available power SOC _p , the target remaining available power SOC _t and the target distance L, the start-stop basic power P ₀ of the engine of the vehicle is obtained;

Calculate and obtain the engine start-stop power P _u according to the start-stop base power P ₀ , the road gradient information and the vehicle speed information;

Obtain the required power Pre in the current driving process, compare the required power _Pre with the engine start-stop power P _u , if _{Pre ≥P u} , start the engine, and if _Pre <P _u , The engine is then not started.

Optionally, obtaining the basic start-stop power P ₀ of the engine of the vehicle according to the current remaining available power SOC _p , the target remaining available power SOC _t and the target distance L includes the following steps:

According to the formula SOC _con =∣SOC _t -SOC _p ∣/L, the remaining available power consumption reference value SOC _con per unit distance is obtained;

The index value I ₀ is obtained by looking up a table according to the remaining available power consumption reference value SOC _con of the unit distance;

The start-stop base power P _{0 of the engine is obtained by looking up a table according to the index value I 0 .}

Optionally, after the index value is obtained by looking up the table according to the remaining available power consumption reference value SOC _con per unit distance, and before the starting and stopping basic power P ₀ of the engine is obtained by looking up the table according to the index value, the method further includes:

Determine the ideal remaining available power SOC _id of the target road section according to the remaining available power consumption reference value SOC _con per unit distance;

According to the current remaining available power SOC _p and the ideal remaining available power SOC _idt at the same time, determine whether the current discharge is too fast or too slow;

When it is judged that the current discharge is too slow, the index value I ₀ is revised to I ₀ +n, and when it is judged that the current discharge is too fast, the index value I ₀ is revised to I ₀ -n, n≥1;

Wherein, obtaining the start-stop basic power P 0 of the engine according to the index value look-up table is: obtaining the start-stop base power P ₀ of the engine according to the revised index value I ₀ +n or I ₀ -n Stop the base power P ₀ .

Optionally, determining the ideal remaining available power SOC _id of the target road section according to the remaining available power consumption reference value SOC _con per unit distance includes the following steps:

dividing the target road section into a plurality of continuous branch sections, the plurality of branch sections including target road sections in a pure electric drive mode or a hybrid drive mode;

Let the available power consumption values from the start point to the end point of all the target sub-sections be SOC _con , so as to obtain the ideal remaining available power SOC _id of all the target sub-sections at any time.

Optionally, judging whether the current discharge is too fast or too slow according to the current remaining available power SOC _p and the ideal remaining available power SOC _idt at the same moment includes the following steps:

comparing the current remaining available power SOC _p with the ideal remaining available power SOC _idt at the same moment;

When the deviation between the ideal remaining available power SOC _idt and the current remaining available power SOC _p is greater than a preset calibration value, it is determined whether the current discharge is too fast or too slow,

If SOC _idt >SOC _p , it is judged that the discharge is too fast, and if SOC _idt <SOC _p , it is judged that the discharge is too slow.

The calculating and obtaining the engine start-stop power P _u according to the start-stop base power P ₀ , the road gradient information and the vehicle speed information includes the following steps:

obtaining the vehicle speed compensation power limit value according to the vehicle speed information;

obtaining vehicle speed coordination power P ₁ according to the start-stop basic power P ₀ and the vehicle speed compensation power limit value;

Calculate and obtain the total remaining available power SOC _q required if all the road sections are driven in the pure electric mode;

Obtaining the discharge compensation power P ₂ by looking up a table according to the difference between the total remaining available power SOC _q and the current remaining available power SOC _p ;

Obtaining the gradient compensation power P ₃ by looking up the table according to the road gradient information;

The engine start-stop power P _u is obtained according to the formula P _u =P ₁ +P ₂ +P ₃ .

Optionally, the calculation to obtain the total remaining available power SOC _q required for driving in the pure electric mode for all the road sections includes the following steps:

obtaining the maximum power consumption rate value EC _max in the target road _section ;

Calculate, according to the target distance L and the maximum power consumption rate value EC _max , the maximum power consumption rate value EC _max to obtain the SOC _x required to be consumed by the EC _max for all road segments to be passed in the navigation map;

According to the formula SOC _q =SOC _t +SOC _x , the total remaining available power SOC _q required if all the road sections are driven in the pure electric mode is obtained. Among them, the unit of EC _max is the electricity consumption value per kilometer.

Optionally, after calculating and obtaining the engine start-stop power P _u according to the start-stop basic power P ₀ , the road gradient information and the vehicle speed information, but before obtaining the required power _Pre in the current driving process, further comprising: Follow the steps below:

Determine whether the current pure electric driving mode is forced to be executed, and if so, output the power threshold P _m of the pure electric driving;

Compare the required power Pre with the engine start-stop power P _u , if _{Pre ≥P u} , start the engine, if _Pre <P _u , then do not start the engine, and replace with:

Comparing the required power _Pre with the power threshold value P _m , if _Pre ≥ P _m , the engine is started, and if _Pre <P _m , the engine is not started;

Optionally, the judging whether the current pure electric driving mode is forced to execute, and if so, outputting the power threshold P _m of the pure electric driving, including the following steps:

According to the comparison between the total remaining available power SOC _q and the current remaining available power SOC _p , if SOC _p >SOC _q , the pure electric driving mode is forcedly executed, otherwise, the pure electric driving mode is not forcedly executed.

Optionally, the maximum power consumption rate value EC _max is the power consumption rate _when it is assumed that the battery power of a certain road section can meet the power consumption rate when all road sections are driven in the pure electric driving mode.

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

The road section information acquisition unit is used to acquire all road section information and vehicle information to be passed in the navigation map, and take a certain road section in the all road sections as a target road section, and the all road section information includes the target road section information, the target road section The road section information includes the target distance L between the start point and the end point in the target road section and the road gradient information of the target road section, and the vehicle information includes the vehicle speed information of the target road section;

a battery power acquisition unit, configured to acquire the current remaining available power SOC _p of the battery pack of the vehicle at the start of the target road section and the target remaining available power SOC _t of the battery pack at the end of the target road section;

a first calculation unit, configured to obtain the start-stop basic power P ₀ of the engine of the vehicle according to the current remaining available power SOC _p , the target remaining available power SOC _t and the target distance L;

a second calculation unit, configured to calculate and obtain the engine start-stop power P _u according to the start-stop base power P ₀ , the road gradient information and the vehicle speed information;

a required power acquisition unit, configured to acquire the required power _Pre in the current driving process;

a comparison unit, configured to compare the required power Pre with the engine start-stop power P _u , if _{Pre ≥P u} , start the engine, and if _Pre <P _u , not start the engine .

Optionally, the first computing unit includes:

a calculation subunit, configured to calculate and obtain the reference value SOC _con of the remaining available power consumption per unit distance according to the formula SOC _con =∣SOC _t -SOC _p ∣/L;

a first obtaining subunit, configured to look up a table to obtain an index value I ₀ according to the remaining available power consumption reference value SOC _con of the unit distance;

The second obtaining subunit is configured to look up a table according to the index value I ₀ to obtain the basic start-stop power P ₀ of the engine.

According to the solution of the present invention, an energy prediction management control method based on road information obtained by navigation is provided, which has preprocessing control and optimization for the energy management system of the whole vehicle. In addition, a more accurate calculation method is designed for the power threshold of the start-stop control of the engine. By calculating the basic power of the engine to start and stop, and coordinate or supplement the start-stop power according to the vehicle speed, road gradient, remaining power, etc., to obtain an engine start-stop demand value according to the current state of the vehicle, and control the engine working state.

At the same time, an economical evaluation method for the driver's driving behavior is provided, which can inform the driver whether the current energy consumption is too fast or too slow through the instrument, etc., and can guide the driving behavior to better economy.

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

Description of drawings

Hereinafter, some specific embodiments of the present invention will be described in detail by way of example and not limitation with reference to the accompanying drawings. The same reference numbers in the figures designate the same or similar parts or parts. It will be understood by those skilled in the art that the drawings are not necessarily to scale. In the attached picture:

FIG. 1 shows a schematic flowchart of a control method for switching a driving mode of a hybrid vehicle according to an embodiment of the present invention;

FIG. 2 shows a relationship diagram between the driving mode of the target road segment and the remaining available power according to an embodiment of the present invention;

FIG. 3 shows a schematic flow chart of obtaining the start-stop base power P ₀ of the engine according to an embodiment of the present invention;

FIG. 4 shows a curve comparison diagram between the ideal remaining available power and the current actual remaining available power in the target road section according to an embodiment of the present invention;

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

FIG. 6 shows a schematic structural diagram of a control system for switching a driving mode of a hybrid vehicle according to an embodiment of the present invention.

Detailed ways

FIG. 1 shows a schematic flowchart of a control method for switching a driving mode of a hybrid vehicle according to an embodiment of the present invention. As shown in Figure 1, the control method includes:

Step S100, obtain all road section information and vehicle information to be passed in the navigation map, take a certain road section in all road sections as the target road section, all road section information includes target road section information, and the target road section information includes the target road section between the starting point and the end point. The target distance L and the road gradient information of the target road section, and the vehicle information includes the vehicle speed information of the target road section;

Step S200, obtaining the current remaining available power SOC _p of the battery pack of the vehicle at the start of the target road section and the target remaining available power SOC _t of the battery pack at the end of the target road section;

Step S300, obtain the start-stop basic power P ₀ of the engine of the vehicle according to the current remaining available power SOC _p , the target remaining available power SOC _t and the target distance L;

Step S400, calculating and obtaining the engine start-stop power Pu according to the start _- stop base power P ₀ , the road gradient information and the vehicle speed information;

Step S500: Obtain the required power Pre in the current running process, compare the required power _Pre with the engine start-stop power _{Pu, if Pre ≥P u , start the engine, and if Pre <P u , do not start the} engine engine.

In step S100, all the road segments to be passed in the navigation map may be subdivided into a plurality of sub-road segments, and the plurality of sub-road segments may be equidistant, for example. For a hybrid vehicle, each road section can have three types of driving modes, which are divided into: pure electric driving mode, hybrid driving mode, and pure engine driving mode according to Figure 2. According to the predicted energy management, the target road section is economically planned as a permutation and combination of pure electric driving mode, hybrid driving mode and pure engine driving mode. The remaining available power of the battery pack increases or decreases according to the control to optimize the energy management of the whole vehicle.

FIG. 3 shows a schematic flowchart of acquiring the start-stop base power P ₀ of the engine according to an embodiment of the present invention. As shown in Figure 3, this step S300 includes:

Step S310, according to the formula SOC _con =∣SOC _t -SOC _p ∣/L, calculate and obtain the remaining available power consumption reference value SOC _con per unit distance;

Step S320, look up a table to obtain the index value I ₀ according to the remaining available power consumption reference value SOC _con per unit distance;

Step S330, determining the ideal remaining available power SOC _id of the target road section according to the remaining available power consumption reference value SOC _con per unit distance;

Step S340, according to the current remaining available power SOC _p and the ideal remaining available power SOC _idt at the same moment, determine whether the current discharge is too fast or too slow;

Step S350, when it is judged that the current discharge is too slow, the index value I ₀ is revised to I ₀ +n, and when it is judged that the current discharge is too fast, the index value I ₀ is revised to I ₀ -n, n≥1;

Step S360, look up the table according to the revised index value I ₀ +n or I ₀ -n to obtain the basic power P ₀ of starting and stopping the engine.

Wherein, in step S320, the start-stop basic power P _{0 of the engine can be obtained through the index value I 0 .} The index value I ₀ can be pre-calibrated. There is a pre-calibrated table between the index value I ₀ and the basic start-stop power P ₀ of the engine, and by entering the index value I ₀ , the basic start-stop power P ₀ can be obtained by querying the table.

Step S330 includes the following steps: dividing the target road section into a plurality of continuous branch sections, the plurality of branch sections including the target road section in the pure electric driving mode or the hybrid driving mode; making the available power consumption from the start point to the end point of all the target road sections The values are all SOC _con , so as to obtain the ideal remaining available power SOC _id of all target sub-sections at any time.

FIG. 4 shows a curve comparison diagram of the ideal remaining available power and the current actual remaining available power in the target road section according to an embodiment of the present invention. As can be seen from FIG. 4 , the change slope of the ideal remaining available power in the target sub-section is consistent, that is, the ideal remaining available power in the target sub-section decreases linearly according to the distance of the section.

Among them, let the available power consumption value from the starting point to the end point of all target sub-sections be SOC _con , so as to obtain the ideal remaining available power SOC _id of all target sub-sections at any time, it can also be understood that the target sub-section is at its start and end points. The ideal remaining available power SOC _id is set according to the law of linear delivery of the distance of the road segment.

Referring to Fig. 3, this step S340 includes:

Step S341, compare the current remaining available power SOC _p with the ideal remaining available power SOC _idt at the same time;

Step S342, when the deviation between the ideal remaining available power SOC _idt and the current remaining available power SOC _p is greater than a preset calibration value, determine whether the current discharge is too fast or too slow,

In step S343, if SOC _idt >SOC _p , it is judged that the discharge is too fast, and if SOC _idt <SOC _p , it is judged that the discharge is too slow.

In step S342, the preset calibration value may be calibrated in advance. If the deviation between the ideal remaining available power SOC _idt and the current remaining available power SOC _p is less than or equal to the preset calibration value, it is not determined that the discharge is too fast or too slow.

In step S350, n may be, for example, 1 or 2, or may be other values greater than 1, and may be set according to the actual vehicle model.

FIG. 5 shows a schematic flowchart of step S400 shown in FIG. 1 . As shown in Figure 5, this step S400 includes:

Step S410, obtaining the vehicle speed compensation power limit value according to the vehicle speed information;

Step S420, obtaining the vehicle speed coordination power P ₁ according to the start-stop basic power P ₀ and the vehicle speed compensation power limit;

Step S430, calculating and obtaining the total remaining available power SOC _q required if all road sections are driven in pure electric mode;

Step S440, look up the table according to the difference between the total remaining available power SOC _q and the current remaining available power SOC _p to obtain the discharge compensation power P ₂ ;

Step S450, look up the table according to the road gradient information to obtain the gradient compensation power P ₃ ;

In step S460, the engine start _- stop power _Pu is obtained according to the formula Pu=P1 ₊ P2 _{+ P3} .

In step S410, power coordination is performed according to the speed of the vehicle, that is, if the vehicle speed < V1km/h is considered as a low vehicle speed condition, if the vehicle speed > V2km/h as a high vehicle speed condition, V1 is less than V2, V1 and V2 are calibration values, and The vehicle speed is a value that _{varies according to the distance of the road section and the maximum power consumption rate value EC max .} The engine start and shut down limits are different for different operating conditions, and the engine start and shut down limits can be pre-calibrated. The calibration direction is to try to correct the start-stop power threshold value to be larger when the vehicle speed is low, and to reduce the start-stop power threshold value when the vehicle speed is high. It can also be understood that the vehicle speed compensation power limit is mainly based on the power correction made by the vehicle speed, which can be a value or a table, which can be corrected through calibration, or through simulation analysis, according to different models, assemblies and working conditions. get.

In step S430, it specifically includes the following steps: obtaining the maximum power consumption rate value EC _max in the target road section; obtaining the maximum power consumption rate value EC _max according to the target distance L and the maximum power consumption rate value _ECmax All road sections to be passed in the navigation map consume the required SOC _x at EC _max ; according to the formula SOC _q =SOC _t +SOC _x , the total remaining available power SOC _q required if all road sections are driven in pure electric mode is obtained. Among them, SOC _q may be greater than 100%. The maximum power consumption rate value ECmax The maximum power consumption rate value ECmax is the power consumption rate assuming that the battery power of a certain road section can meet the power consumption rate when all road sections are driven in the pure electric driving mode.

In step S440, the difference between the total remaining available power SOC _q and the current remaining available power SOC _p , that is, the power required by the engine to generate electricity and the total SOC value required for the complete run, look up the table in the table to calibrate the direction It is: according to the difference, it can be divided into three situations. The first type of electricity can run the whole journey without fully discharging it; the second type can run the whole journey after all the electricity is fully discharged; After the complete run, the power demand value is from large to small, and then the power demand value is adjusted according to the total remaining available power SOC _q .

In step S450, the road gradient is converted into an angle, and then the gradient compensation power P ₃ is obtained by looking up the table according to the angle. The table in this step can also be pre-calibrated. The activation condition is that the driver's required torque < TBD (can be scaled) and the vehicle speed is < TBDkm/h (can be scaled) and the vehicle is downhill, and the downhill angle is > TBD° (can be scaled). Here, "markable" means that it can be marked in advance.

According to the solution of the present invention, an energy prediction management control method based on road information obtained by navigation is provided, which has preprocessing control and optimization for the energy management system of the whole vehicle. In addition, a more accurate calculation method is designed for the power threshold of the start-stop control of the engine. By calculating the basic power of the engine to start and stop, and coordinate or supplement the start-stop power according to the vehicle speed, road gradient, remaining power, etc., to obtain an engine start-stop demand value according to the current state of the vehicle, and control the engine working state.

At the same time, an economical evaluation method for the driver's driving behavior is provided, which can inform the driver whether the current energy consumption is too fast or too slow through the instrument, etc., and can guide the driving behavior to better economy.

In particular, as shown in FIG. 6 , the present invention also provides a control system for switching driving modes of a hybrid vehicle, including: a road segment information acquisition unit 1 , a battery power acquisition unit 2 , a first calculation unit 3 , a Two calculation unit 4 , demanded power acquisition unit 5 and comparison unit 6 .

The road section information acquisition unit 1 is used to acquire all road section information and vehicle information to be passed in the navigation map, and take a certain road section in all road sections as the target road section, all road section information includes target road section information, and the target road section information includes the starting point in the target road section The target distance L from the end point and the road gradient information of the target road section, and the vehicle information includes the vehicle speed information of the target road section. The road segment information acquisition unit 1 may be, for example, a human-computer interaction system and a chassis system. Human-computer interaction systems provide navigation map information, including distance, location, vehicle speed, and altitude. The chassis system provides longitudinal speed information.

The battery power obtaining unit 2 is used to obtain the current remaining available power SOC _p of the battery pack of the vehicle at the start of the target road section and the target remaining available power SOC _t of the battery pack at the end of the target road section. The battery power acquisition unit 2 can be, for example, a battery management system.

The first calculation unit 3 is configured to obtain the start-stop base power P ₀ of the engine of the vehicle according to the current remaining available power SOC _p , the target remaining available power SOC _t and the target distance L. The second calculation unit 4 is configured to calculate and obtain the engine start-stop power P _u according to the start-stop base power P ₀ , the road gradient information and the vehicle speed information. The required power acquisition unit 5 is used to acquire the required power _Pre in the current running process. The comparison unit 6 is used for comparing the required power Pre with the engine start-stop power P _u , and if _{Pre ≥P u} , the engine is started, and if _Pre <P _u , the engine is not started.

The first calculation unit 3, the second calculation unit 4, the required power acquisition unit 5 and the comparison unit 6 can be integrated on the vehicle controller, for example, to collect information such as battery management system, chassis system, human-computer interaction, etc., to control the engine start-up. Stop and wait.

The first calculation unit 3 includes: a calculation subunit, a first acquisition subunit and a second acquisition subunit. The calculation subunit is configured to calculate and obtain the remaining available power consumption reference value SOC _con per unit distance according to the formula SOC _con =∣SOC _t -SOC _p ∣/L. The first obtaining subunit is configured to look up the table to obtain the index value I ₀ according to the remaining available power consumption reference value SOC _con per unit distance. The second obtaining subunit is configured to look up the table according to the index value I ₀ to obtain the stop base power P ₀ of the engine.

The other features of the control system for switching the driving mode of the hybrid vehicle are in one-to-one correspondence with the control methods in the foregoing embodiments, and will not be repeated here.

The difference between this embodiment and the aforementioned control method for switching the driving mode of a hybrid vehicle is that after step S400 and before step S500, it further includes: judging whether the current pure electric driving mode is forced to be executed, and if so, outputting the pure electric driving mode The power threshold P _m . Specifically, according to the comparison between the total remaining available power SOC _q and the current remaining available power SOC _p , if SOC _p > SOC _q , the pure electric driving mode is forced to be executed, otherwise, the pure electric driving mode is not forced to be executed. Among them, the total remaining available power SOC _q may be greater than 100%, and when it is greater than 100%, the pure electric driving mode is not enforced.

In this embodiment, the aforementioned step S500 is replaced with: if it is determined that the pure electric driving mode is forced to be executed, the required power Pre is compared with the power threshold P _m , and if _{Pre ≥P m} , the engine is started, and if _Pre <P _m , the engine is not started.

In particular, an embodiment of the present invention also provides a control system for switching a driving mode of a hybrid vehicle. The difference between the control system of this embodiment and the control system of the previous embodiments is that the control system further includes: a judgment unit and a processing unit.

The judging unit is used for judging whether the current pure electric running mode is forced to execute, and if so, outputting the power threshold P _m of pure electric running. The processing unit is configured to compare the required power _Pre with the power threshold P _m after judging that the pure electric driving mode is forced to be executed, if _Pre ≥ P _m , start the engine, and if _Pre <P _m , not start the engine. The control system of this embodiment corresponds to the features of the aforementioned control method one by one, and details are not repeated here.

By now, those skilled in the art will recognize that, although various exemplary embodiments of the present invention have been illustrated and described in detail herein, the present invention may still be implemented in accordance with the present disclosure without departing from the spirit and scope of the present invention. The content directly determines or derives many other variations or modifications consistent with the principles of the invention. Accordingly, the scope of the present invention should be understood and deemed to cover all such other variations or modifications.

Claims (10)

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

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

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

According to the current remaining available electric quantity SOC_pThe target remaining available electric quantity SOC_tAnd the target distance L is used for obtaining the start-stop basic power P of the engine of the vehicle₀；

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

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

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

according to the formula SOC_con＝∣SOC_t-SOC_p| L calculating and obtaining the remaining available power consumption reference value SOC of unit distance_con；

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

7. Control method according to claim 6, characterized in that said maximum rate of charge consumption value EC_maxThe battery electric quantity of a certain section of road section can meet the electric quantity consumption rate when all the road sections are driven in the pure electric driving mode.

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

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

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

will need toPower P is obtained_reAnd the power threshold value P_mMaking a comparison if P_re≥P_mStarting the engine if P_re＜P_mIf so, not starting the engine;

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

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

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

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

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

A first calculating unit for calculating the current remaining available power SOC_pThe target remaining available electric quantity SOC_tAnd the target distance L is used for obtaining the start-stop basic power P of the engine of the vehicle₀；

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

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

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

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

a calculating subunit for calculating the formula SOC_con＝∣SOC_t-SOC_p| L calculating and obtaining the remaining available power consumption reference value SOC of unit distance_con；

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

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

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