WO2024103627A1 - Hybrid-vehicle control method and control system and hybrid vehicle - Google Patents

Abstract

Disclosed in the present invention are a hybrid-vehicle control method and control system and a hybrid vehicle, belonging to the technical field of hybrid-vehicle control. The method specifically comprises the steps of: determining a target SOC of a power battery, and according to the vehicle speed, the slope of roads and the altitude, correcting the target SOC of the power battery; according to the deviation between the target SOC and an actual SOC of the power battery, and in light of a relationship between vehicle power demands and vehicle speeds, controlling whether to start or stop an engine; and according to the difference value between the actual SOC and the target SOC of the power battery, calculating a target operating condition and/or a transition operating condition of the engine and calculating a target charging torque and a motor request torque. The present invention performs cooperative control on the torque on the basis of a target-SOC-based engine start and stop control policy and engine-motor combined driving, and thus achieves hybrid-vehicle control while fully considering the power coordination control relation during engine-motor combined driving, and comprehensively considering the economical efficiency and the power performance of the whole vehicle.

Description

A hybrid vehicle control method, control system and hybrid vehicle Technical Field

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

Background technique

Hybrid vehicles have always been a hot topic for research by various automobile manufacturers due to their low energy consumption, especially in recent years. Hybrid vehicles have two power sources, one is electric energy and motor drive, and the other is fuel and engine drive. The energy conversion efficiency and power response speed of the two power sources are quite different. The energy management of hybrid vehicles and the coordinated control of the two power sources have always been the focus and difficulty of hybrid research.

In the existing public technologies, the research on hybrid power energy management and power source switching is mainly focused on economy. In the relevant materials, different power battery SOC and engine start-stop strategies are designed by predicting road conditions or according to the current vehicle operating conditions, with the aim of improving the vehicle's economy. The disadvantages of these methods are: First, the judgment of road conditions and vehicle operating conditions is too abstract and complex, and it is easy to misjudge; second, only considering economy, it does not involve the vehicle's power response, that is, drivability. Third, there is less reference to power coordination control when the engine and motor are jointly driven. Therefore, there is an urgent need for a hybrid vehicle control method that comprehensively considers economy and power.

Summary of the invention

The purpose of the present invention is to provide a hybrid vehicle control method, a control system and a hybrid vehicle. The first technical problem to be solved by the present invention is to coordinate the torque control based on the engine start-stop control strategy of the target SOC and the joint drive of the engine and the motor. The second technical problem to be solved is to calculate the target SOC of the power battery by comprehensively considering the vehicle speed, road slope and altitude, and to start and stop the engine based on the target SOC of the power battery and the driving power demand.

Another technical problem to be solved by the present invention is to design the target torque of the engine based on the target SOC of the power battery, and to perform coordinated control of the torque response in transitional conditions.

The technical problem that the present invention needs to solve is: comprehensively considering the economy and drivability of the whole vehicle and improving the comprehensive performance of the whole vehicle.

The present invention provides the following scheme:

A hybrid vehicle control method specifically includes:

Determine a target SOC of the power battery, and modify the target SOC of the power battery according to vehicle speed, road slope and altitude;

According to the deviation between the target SOC and the actual SOC of the power battery, combined with the relationship between the vehicle power demand and the vehicle speed, the engine start and stop are controlled;

According to the difference between the actual SOC of the power battery and the target SOC, the target operating condition and/or transition operating condition of the engine is calculated to obtain the target charging torque and the motor requested torque.

Furthermore, the target SOC of the power battery is determined, and the target SOC of the power battery is corrected according to the vehicle speed, the road slope and the altitude, specifically:

According to the physical characteristics of the power battery, determine the maximum and minimum values available for the power battery;

According to the type of hybrid vehicle, select the initial value of the power battery target SOC or the SOC value for entering the power retention mode;

The power battery target SOC is corrected according to the vehicle speed, and the power SOC is corrected according to the vehicle speed, road slope and altitude.

Furthermore, according to different types of hybrid vehicles, the specific examples are:

For non-plug-in hybrid vehicles, the initial value of the power battery target SOC is the average of the sum of the maximum and minimum values;

For plug-in hybrid vehicles, the initial value of the power battery target SOC is the SOC when the vehicle enters the charge retention mode.

Furthermore, the target SOC of the power battery is corrected according to the vehicle speed, and as the vehicle speed increases, the target SOC of the power battery decreases;

On the basis of the target SOC correction by vehicle speed, the target SOC of the power battery is corrected according to the road slope. As the slope increases, the target SOC of the power battery increases.

The power target SOC is corrected according to the altitude based on the correction of the target SOC by the road slope. As the altitude increases, the power battery target SOC increases.

Furthermore, the engine start/stop is controlled based on the deviation between the target SOC and the actual SOC of the power battery and the relationship between the vehicle power demand and the vehicle speed, specifically:

The vehicle's required power, the deviation between the actual SOC of the power battery and the target SOC, and the vehicle speed are compared to form an information correlation relationship, and the limit value of the engine starting power is determined based on the information correlation relationship.

Furthermore, according to the difference between the actual SOC of the power battery and the target SOC, the target operating condition and/or transitional operating condition of the engine is calculated to obtain the target charging torque and the motor request torque, which are specifically:

According to the universal characteristic curve of the engine, determine the best economic line for engine operation;

Based on the engine's best economy line, the charging engine efficiency at each engine speed is obtained;

According to the charging engine efficiency, the calculated engine torque is used to obtain the maximum charging torque and the minimum charging torque;

According to the relationship between the actual SOC and the target SOC of the power battery, different charging torque lines are set to control the engine to run at the corresponding target charging torque for charging.

Furthermore, according to the relationship between the actual SOC and the target SOC of the power battery, different charging torque lines are set to control the engine to run at the corresponding target charging torque for charging, specifically:

When the actual SOC of the power battery is not less than the target SOC, the engine runs on the minimum charging torque line for charging;

When the actual SOC of the power battery is between the target SOC and the minimum SOC, the target charging torque is calculated according to the following formula, and the engine is charged at the target charging torque:
Trq _target = (Trq _max - Trq _min )*X + Trq _min

In the formula, Trq _target is the target charging torque, Trq _max is the maximum charging torque, Trq _min is the minimum charging torque, and X is the charging calculation coefficient, which is the difference between the actual SOC of the power battery and the target SOC.

Furthermore, the transient operating conditions of the engine are calculated as follows:

In the transient condition, the deviation between the actual engine torque and the vehicle required torque is used as the motor's requested torque. The calculation formula for the motor's requested torque is:
Trq _TM = Trq _Drv - Trq _Eng

In the formula: Trq _TM is the motor request torque; Trq _Drv is the driver request torque; Trq _Eng is the engine actual torque.

A hybrid vehicle control system, specifically comprising:

A power battery target SOC modification module, used to determine the power battery target SOC and to modify the power battery target SOC according to vehicle speed, road slope and altitude;

The engine start-stop control module is used to control whether the engine should be started or stopped based on the deviation between the target SOC and the actual SOC of the power battery and the relationship between the vehicle power demand and the vehicle speed;

The power source coordinated control calculation module is used to calculate the target operating condition and/or transition operating condition of the engine according to the difference between the actual SOC and the target SOC of the power battery, and obtain the target charging torque and the motor requested torque.

An electronic device, characterized in that it includes: a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus; a computer program is stored in the memory, and when the computer program is executed by the processor, the processor executes the steps of the method.

A computer-readable storage medium stores a computer program executable by an electronic device. When the computer program runs on the electronic device, the electronic device executes the steps of the method.

A hybrid vehicle, comprising:

An electronic device for implementing a hybrid vehicle control method;

a processor, the processor running a program, and when the program is running, executing steps of a hybrid vehicle control method for data output from the electronic device;

The storage medium is used to store a program, and when the program is run, the steps of the hybrid vehicle control method are executed for the data output from the electronic device.

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

The present invention coordinates the torque control based on the engine start-stop control strategy of the target SOC and the joint drive of the engine and the motor, fully considers the power coordination control relationship when the engine and the motor are jointly driven, and proposes a hybrid vehicle control method that comprehensively considers the economy and power of the vehicle.

The present invention can correct the target SOC of the power battery according to the vehicle speed, road slope and altitude, and then control whether the engine is started or stopped according to the deviation between the target SOC and the actual SOC of the power battery and the relationship between the vehicle power demand and the vehicle speed. Finally, according to the difference between the actual SOC and the target SOC of the power battery, the target operating condition and/or transition operating condition of the engine is calculated to obtain the target charging torque and the motor request torque. In combination with the physical characteristics of the power battery and the different types of hybrid vehicles, various factors, the economy and drivability of the whole vehicle are comprehensively considered, thereby improving the comprehensive performance of the whole vehicle, improving customer satisfaction with the whole vehicle product, and being conducive to improving the market competitiveness of the product.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

FIG. 1 is a flow chart of a hybrid vehicle control method according to an embodiment of the present invention.

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

FIG. 3 is a schematic diagram of the structure of a hybrid vehicle with a dual-motor (P13) hybrid configuration.

FIG. 4 is a schematic diagram of the structure of a hybrid vehicle of a P2 hybrid configuration.

FIG. 5 is a specific application flow of an embodiment of the present invention in two hybrid vehicles with different parallel mode configurations.

FIG. 6 is a curve coordinate diagram showing the correction of the target SOC of the power battery by the vehicle speed of the hybrid vehicle.

FIG. 7 is a curve coordinate diagram showing the correction of the target SOC of the power battery according to the road slope on the basis of the correction of the target SOC according to the vehicle speed.

FIG. 8 is a curve coordinate diagram showing the correction of the power target SOC according to the altitude based on the correction of the target SOC according to the road slope.

FIG. 9 is a three-dimensional coordinate curve diagram corresponding to the first information association table.

FIG. 10 is a diagram of the engine universal curve.

FIG. 11 is a coordinate curve diagram between the charging calculation coefficient and the target SOC.

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

FIG. 13 is a schematic structural diagram of an electronic device.

Detailed ways

The technical solution of the present invention will be described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

Explanation of the name: The power battery SOC, or state of charge, is used to reflect the remaining capacity of the battery. Its value is defined as the ratio of the remaining capacity to the battery capacity, usually expressed as a percentage.

The hybrid vehicle control method shown in FIG1 specifically includes:

Step S1: determining a target SOC of the power battery, and correcting the target SOC of the power battery according to vehicle speed, road slope and altitude;

Specifically, according to the physical characteristics of the power battery, the maximum SOC _max and the minimum SOC _min available for the power battery are determined;

According to the type of hybrid vehicle, select the initial value of the power battery target SOC or the SOC value for entering the power retention mode;

The power battery target SOC is corrected according to the vehicle speed, and the power SOC is corrected according to the vehicle speed, road slope and altitude.

Specifically, for a non-plug-in hybrid electric (HEV) vehicle, the initial value SOC _{HEV_ini} of the power battery target is the average value of the sum of the maximum value SOC _max and the minimum value SOC _min , that is:
SOC _{HEV_ini} = (SOC _max + SOC _min )/2

For plug-in hybrid electric vehicle (PHEV), the initial value of the power battery target SOC _{PHEV_ini} is the SOC when the vehicle enters the power retention mode;

In this step, the target SOC of the power battery is corrected according to the vehicle speed. The method adopted is that as the vehicle speed increases, the target SOC of the power battery decreases. At low speed, if the engine is started, charge as much as possible to keep the vehicle with more power, so as to achieve more pure electric conditions. At high speed, directly use the engine to drive, minimize engine charging, and charging can be achieved through energy recovery.

Specifically, the target SOC of the power battery is corrected according to the vehicle speed. As the vehicle speed increases, the target SOC of the power battery decreases. The purpose of this step is to charge as much as possible if the engine is started at low speed to keep the vehicle with more power, thereby achieving more pure electric conditions. At high speed, the engine is directly used for driving to minimize engine charging, and charging can be achieved through energy recovery.

Based on the target SOC correction of the vehicle speed, the target SOC of the power battery is corrected according to the road slope. As the slope increases, the target SOC of the power battery increases. The purpose of this step is to minimize engine charging when going downhill, and charging can be achieved through energy recovery. When going uphill, if the engine is started, charge as much as possible to compensate for the torque lag caused by the slow engine boost response through the motor and enhance the power response.

The target SOC of the power battery is corrected based on the road slope and the altitude. As the altitude increases, the target SOC of the power battery increases. The purpose of this step is to charge as much as possible when the engine is started at high altitude to enhance the power response.

To summarize, the target SOC of the power battery determined in the embodiment of the present invention is specifically used as the target SOC for charging the battery through the engine after the engine is started. A high target SOC means that the engine is expected to charge the power battery more, and a low target SOC means that the engine is expected to charge the power battery less.

Step S2: Controlling whether to start or stop the engine based on the deviation between the target SOC and the actual SOC of the power battery and the relationship between the vehicle power demand and the vehicle speed;

Specifically, a comparison is made based on the vehicle's required power, the deviation between the actual SOC of the power battery and the target SOC, and the vehicle speed to form an information correlation relationship, and the limit value of the engine starting power is determined based on the information correlation relationship.

Exemplarily, the information association relationship is formed by comparing the vehicle's required power, the deviation between the actual SOC of the power battery and the target SOC, and the vehicle speed, which means that a first information association table is pre-stored, and the driver's (vehicle) required power is compared with the value in the pre-stored first information association table. When the driver's required power is greater than the value in the first information association table and lasts for a certain period of time, the engine is started. The first information association table is as follows:

The limit value of the engine starting power is determined based on the corresponding relationship between the actual SOC minus the target SOC (%) and the vehicle speed (km/h) (from zero speed to the maximum speed):

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

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

When the vehicle speed is at the maximum speed, when the SOC takes the lower limit value, the limit value of the engine starting power is A _{1 an} , when the SOC takes the upper limit value, the limit value of the engine starting power is A _{n an} , and when the SOC takes values between the lower limit and the upper limit, the limit value of the engine starting power is A _{2 an} ～A _{n-1 an} .

In the first information association table, _A1a1 ~A _n a _n represent different engine usage powers; as the _subscript of A increases, the engine start power limit increases, and as the subscript of a increases, the engine start power limit decreases.

The specific data of the first information association table, such as A _n a _n , etc., can also be data such as empirical values or prior values, or data of training sets and test sets in the data model. Those skilled in the art can obtain the data by relying on their common technical knowledge in the field, combined with common sense of hybrid vehicle structure and automobile control, and using existing calculation methods, reference books, technical manuals, computer databases, etc. The form of the first information association table can be a two-dimensional table with N rows and N columns, or a multidimensional table, or a table form of existing technology such as mutual reference between tables.

As shown in the three-dimensional coordinate diagram, when the power battery SOC is high, that is, the power is sufficient, a relatively large start-up power limit is set, and the engine can only be started when the driver requires a large amount of power, which can expand the pure electric operating range. When the power is relatively low, start the engine in time and charge the battery. When the vehicle speed is relatively high, a lower start-up power limit is set, which can start the engine early, and the engine can directly drive the vehicle after starting, improving energy conversion efficiency.

Step S3: Calculate the target operating condition and/or transition operating condition of the engine according to the difference between the actual SOC of the power battery and the target SOC, and obtain the target charging torque and the motor requested torque.

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

Based on the engine's optimal economy line, the charging engine efficiency at each engine speed is obtained;

According to the charging engine efficiency, the calculated engine torque is used to obtain the maximum charging torque and the minimum charging torque;

According to the relationship between the actual SOC and the target SOC of the power battery, different charging torque lines are set to control the engine to run at the corresponding target charging torque for charging.

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

When the actual SOC of the power battery is between the target SOC and the minimum SOC, the target charging torque is calculated according to the following formula, and the engine is charged at the target charging torque:
Trq _target = (Trq _max - Trq _min )*X + Trq _min

In the formula, Trq _target is the target charging torque, Trq _max is the maximum charging torque, Trq _min is the minimum charging torque, and X is the charging calculation coefficient, which is the difference between the actual SOC of the power battery and the target SOC.

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

The purpose of setting different charging torque lines in this step is to ensure that the engine runs in an economic range as much as possible. The advantage of an economic line is that when the engine is in a starting state due to external factors, it can be in a suitable operating state according to the state of the power battery to avoid two situations: 1. Due to non-comfortable systems or safety factors, the engine is in a state of operation. When the engine is always running due to external requests, the engine runs at the best economic line and directly charges the power battery, and can only run in the low efficiency area. Second: Low-speed driving or intense driving in the city causes the power battery SOC to be low. After requesting the engine to start, it runs at the economic line, and the low charging amount will cause the problem of frequent startup.

Specifically, the calculation of the engine's transient operating conditions is as follows:

In the transient condition, the deviation between the actual engine torque and the vehicle required torque is used as the motor's requested torque. The calculation formula for the motor's requested torque is:
Trq _TM = Trq _Drv - Trq _Eng

In the formula: Trq _TM is the motor request torque; Trq _Drv is the driver request torque; Trq _Eng is the engine actual torque.

The purpose of this step is to utilize the fast torque response speed of the motor to compensate for the torque response delay of the engine caused by supercharging and air path delay, thereby improving the power response of the entire vehicle.

For the method steps disclosed in the above embodiments, the method steps are described as a series of action combinations for the purpose of simple description, but those skilled in the art should know that the embodiments of the present invention are not limited by the described action sequence, because according to the embodiments of the present invention, some steps can be performed in other sequences or simultaneously. Secondly, those skilled in the art should also know that the embodiments described in the specification are all preferred embodiments, and the actions involved are not necessarily required by the embodiments of the present invention.

The hybrid vehicle control system shown in FIG2 specifically includes:

A power battery target SOC modification module, used to determine the power battery target SOC and to modify the power battery target SOC according to vehicle speed, road slope and altitude;

The engine start-stop control module is used to control whether the engine should be started or stopped based on the deviation between the target SOC and the actual SOC of the power battery and the relationship between the vehicle power demand and the vehicle speed;

The power source coordinated control calculation module is used to calculate the target operating condition and/or transition operating condition of the engine according to the difference between the actual SOC and the target SOC of the power battery, and obtain the target charging torque and the motor requested torque.

It is worth noting that although only some basic functional modules are disclosed in this embodiment, it does not mean that the composition of this system is limited to the above basic functional modules. On the contrary, what this embodiment wants to express is that on the basis of the above basic functional modules, those skilled in the art can arbitrarily add one or more functional modules in combination with the prior art to form an infinite number of embodiments or technical solutions. In other words, this system is open rather than closed. Just because this embodiment only discloses individual basic functional modules, it cannot be considered that the protection scope of the claims of the present invention is limited to the disclosed basic functional modules. At the same time, for the convenience of description, the above devices are described in terms of functions and are described separately in various units and modules. Of course, when implementing the present invention, the functions of each unit and module can be implemented in the same or one or more software and/or hardware.

The embodiments of the system described above are merely illustrative, wherein the units described as separate components are It may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the present implementation scheme. Those of ordinary skill in the art may understand and implement it without creative work.

As shown in Figures 3 and 4, the hybrid vehicle control method and system disclosed in the embodiments of the present invention are applicable to a sports configuration with a parallel mode. Figures 3 and 4 are respectively a hybrid vehicle with a dual-motor (P13) hybrid configuration and a hybrid vehicle with a P2 hybrid configuration, which are typical representatives of vehicles with parallel modes but different hybrid configurations.

Explanation of the reference numerals: transmission shaft 1 , coupler 2 , engine 3 , generator 4 , electric motor 5 , power battery 6 , differential 7 , inverter 8 , separation clutch 9 , transmission 10 , wheel 11 .

As shown in FIG5 , an embodiment of the present invention provides a specific application of a hybrid vehicle control method in the above-mentioned parallel mode hybrid vehicles of different hybrid power configurations:

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

Step T2, engine start-stop control: control whether the engine should be started or stopped according to the deviation between the actual SOC of the power battery and the target SOC.

Step T3: Power source coordinated control: Determine the target operating condition of the engine according to the deviation between the actual SOC of the power battery and the target SOC; and coordinate the torque response of the transition condition.

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

The target SOC of the power battery is determined in the following steps:

a) Determine the maximum SOC _max and minimum SOC _min available for the power battery based on the physical characteristics of the power battery;

b) For non-plug-in hybrid electric (HEV) vehicles, the initial value of the power battery target SOC _{HEV_ini} is the average of the maximum value SOC _max and the minimum value SOC _min , that is:
SOC _{HEV_ini} = (SOC _max + SOC _min )/2

c) For plug-in hybrid electric vehicle (PHEV), the initial value of the power battery target SOC _{PHEV_ini} is the SOC when the vehicle enters the power retention mode;

d) Correct the target SOC of the power battery according to the vehicle speed, and the correction method is that as the vehicle speed increases, the target SOC of the power battery decreases. The purpose of this step is to charge as much as possible if the engine is started at low speed, so as to keep the vehicle with more power, thereby achieving more pure electric working conditions. At high speed, the engine is directly used for driving, and the engine charging is minimized, and the charging can be achieved through energy recovery.

e) Based on the target SOC correction of vehicle speed, the target SOC of the power battery is corrected according to the road slope. The correction method is that as the slope increases, the target SOC of the power battery increases. The purpose of this step is to minimize engine charging when going downhill, and charging can be achieved through energy recovery. When going uphill, if the engine is started, charge as much as possible, and use the motor to compensate for the torque hysteresis caused by the slow engine boost response, thereby enhancing the power response.

f) Based on the correction of the target SOC by the road slope, the target SOC of the power battery is corrected according to the altitude. The correction method is that as the altitude increases, the target SOC of the power battery increases. The purpose of this step is to charge as much as possible when the engine is started at high altitude to enhance the power response.

It should be noted that the target SOC of the power battery determined in the embodiment of the present invention is specifically used for the target SOC for charging the battery through the engine after the engine is started. A high target SOC means that the engine is expected to charge the power battery more, and a low target SOC means that the engine is expected to charge the power battery less.

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

In this step, the engine start and stop is controlled according to the deviation between the actual SOC and the target SOC of the power battery. Specifically, the power required by the driver is compared with the value in the pre-stored first information association table. When the power required by the driver is greater than the value in the first information association table and lasts for a certain period of time, the engine starts.

The first information association table specifically refers to the start power limit determined according to the deviation between the actual SOC of the power battery and the target SOC and the vehicle speed, as shown in the first information association table. The engine start power limit of the first information association table has been disclosed in step S2 of the first embodiment and will not be repeated here.

As shown in Figure 9, Figure 9 corresponds to the first information association table. In the first information association table _{, A1a1 ~ Anan} represent different engine usage powers; as the suffix A increases, the engine start power limit increases, and as the suffix a increases, the engine start power limit decreases.

In this step, when the power battery SOC is high, that is, the power is sufficient, a relatively large start power limit is set, and the engine can only be started when the driver requires a large amount of power, which can expand the pure electric operating range. When the power is relatively low, the engine is started in time and the battery is charged. When the vehicle speed is relatively high, a lower start power limit is set, which can start the engine early, and the engine can directly drive the vehicle after starting, thereby improving energy conversion efficiency.

Step T3 (coordinated control of power sources) specifically includes:

The purpose of this step is to set a relatively large starting power limit when the power battery SOC is high, that is, the power is sufficient, so that the engine can only be started when the driver needs a lot of power, which can expand the pure electric operating range. When the power is relatively low, start the engine in time and charge the battery. When the vehicle speed is relatively high, set a lower starting power limit, so that the engine can start early, and the engine can directly drive the vehicle after starting, improving energy conversion efficiency.

As shown in FIG10 , the target operating condition of the engine is determined according to the deviation between the actual SOC of the power battery and the target SOC. The determination steps are as follows:

a) According to the universal characteristics of the engine, select the torque point with the highest engine efficiency at each speed to form the engine's optimal economy line;

b) Taking the highest engine efficiency corresponding to the engine's optimal economy line as a benchmark, subtracting a set first efficiency threshold, the charging engine efficiency at each engine speed is obtained.

c) According to the charging engine efficiency obtained in step b), the corresponding engine torque is calculated, and two engine torque lines are obtained. The line with the larger torque value is taken as the maximum charging torque, and the other is taken as the minimum charging torque.

d) When the actual SOC of the power battery is not less than the target SOC, the engine runs on the minimum charging torque line for charging; when the actual SOC of the power battery is close to the minimum SOC, the engine runs on the maximum charging torque line for charging; when the actual SOC of the power battery is between the target SOC and the minimum SOC, the charging calculation coefficient is obtained by looking up the pre-stored second information association table, and the target charging torque is calculated according to the following formula, and the engine runs on the target charging torque for charging.
Trq _target = (Trq _max - Trq _min )*X + Trq _min

Where: Trq _target is the target charging torque; Trq _max is the maximum charging torque; Trq _min is the minimum charging torque; X is the charging calculation coefficient.

As shown in FIG. 11 , in this step, the second information association table specifically refers to searching for the charging calculation coefficient X according to the difference between the actual SOC and the target SOC of the power battery.

The purpose of setting different charging torque lines in this step is to ensure that the engine runs in an economic zone as much as possible. The advantage of an economic line is that when the engine is in a starting state due to external factors, it can be in a suitable operating state according to the state of the power battery to avoid two situations: 1. When the engine is always in operation due to non-external requests such as comfort systems or safety factors, the engine can only run in a low efficiency zone after the power battery is fully charged directly at the best economic line. 2. Low-speed driving or intense driving in the city causes the power battery SOC to be low. After requesting the engine to start, it runs in the economic line, and the low charging amount will lead to the problem of frequent startup.

As shown in FIG12 , the power source coordinated control in step T3 also includes a transition condition, and the torque response of the transition condition is coordinated and controlled. Specifically, in the transition condition, the deviation between the actual engine torque and the driver's required torque is used as the motor's requested torque. The calculation formula of the motor's requested torque is:
Trq _TM = Trq _Drv - Trq _Eng

Where: Trq _TM is the motor request torque; Trq _Drv is the driver request torque; Trq _Eng is the engine actual torque;

The purpose of coordinated control of power sources in transitional conditions is to utilize the fast torque response speed of the motor to compensate for the torque response delay of the engine caused by boost and gas path delay, thereby improving the power response of the entire vehicle.

As shown in FIG. 13 , the embodiment of the present invention further discloses electronic equipment and storage media corresponding to the vehicle control method and control system:

An electronic device includes: a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus; a computer program is stored in the memory, and when the computer program is executed by the processor, the processor executes the steps of a hybrid vehicle control method.

A computer-readable storage medium stores a computer program executable by an electronic device. When the computer program runs on the electronic device, the electronic device executes the steps of a hybrid vehicle control method.

The communication bus mentioned in the above electronic device can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus. The communication bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, only one thick line is used in the figure, but it does not mean that there is only one bus or one type of bus.

The electronic device includes a hardware layer, an operating system layer running on the hardware layer, and an application layer running on the operating system. The hardware layer includes hardware such as a central processing unit (CPU), a memory management unit (MMU), and a memory. The operating system can be any one or more computer operating systems that control electronic devices through processes, such as Linux operating system, Unix operating system, Android operating system, iOS operating system, or Windows operating system. In the embodiment of the present invention, the electronic device can be a handheld device such as a smart phone or a tablet computer, or can be an electronic device such as a desktop computer or a portable computer, which is not particularly limited in the embodiment of the present invention.

The execution subject of the electronic device control in the embodiment of the present invention may be an electronic device, or a functional module in the electronic device that can call and execute a program. The electronic device may obtain the firmware corresponding to the storage medium. The firmware corresponding to the storage medium is provided by the supplier. The firmware corresponding to different storage media may be the same or different, which is not limited here. After the electronic device obtains the firmware corresponding to the storage medium, the firmware corresponding to the storage medium may be written into the storage medium, specifically, the firmware corresponding to the storage medium may be burned into the storage medium. The process of burning the firmware into the storage medium may be implemented using existing technology, which will not be described in detail in the embodiment of the present invention.

The electronic device can also obtain a reset command corresponding to the storage medium. The reset command corresponding to the storage medium is provided by the supplier. The reset commands corresponding to different storage media may be the same or different, and are not limited here.

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

The embodiment of the present invention further discloses a hybrid vehicle, which specifically includes:

An electronic device for implementing a hybrid vehicle control method;

a processor, the processor running a program, and when the program is running, executing steps of a hybrid vehicle control method for data output from the electronic device;

The storage medium is used to store a program, and when the program is run, the steps of the hybrid vehicle control method are executed for the data output from the electronic device.

The words "include" or "comprising" mentioned in the specification and claims are open-ended terms, and should be understood as "including but not limited to". The preferred embodiments of the present invention will be described below, but the description is for the purpose of the general principles of the specification and is not intended to limit the scope of the present invention. The scope of protection of the present invention shall be based on the definition of the claims attached thereto.

Those skilled in the art will understand that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as those generally understood by those skilled in the art in the field to which the present invention belongs. It should also be understood that terms such as those defined in general dictionaries should be understood to have meanings consistent with the meanings in the context of the prior art, and will not be interpreted with idealized or overly formal meanings unless specifically defined.

It should be noted that certain words are used in this specification and claims to refer to specific components. Those skilled in the art should understand that different manufacturers and producers may use different terms to refer to the same component. This specification and claims do not use the difference in terms as a way to distinguish components, but use the difference in the functions of the components as the criterion for distinction.

In the description of this specification, the description with reference to the terms "one embodiment", "example", "specific example", etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

In addition, the technical solutions between the various embodiments of the present invention can be combined with each other, but it must be based on the fact that ordinary technicians in the field can implement it. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

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

Those skilled in the art will appreciate that the modules in the device of the embodiment can be adaptively changed and set in one or more devices different from the embodiment. The modules or units or components in the embodiment can be combined into one module or unit or component, and furthermore they can be divided into multiple sub-modules or sub-units or sub-components. Except that at least some of such features and/or processes or units are mutually exclusive, any combination of the present invention can be adopted. All features disclosed in this specification (including corresponding claims, abstract and drawings) and all processes or units of any method or device disclosed in this manner are combined. Unless otherwise explicitly stated, each feature disclosed in this specification (including corresponding claims, abstract and drawings) may be replaced by an alternative feature that provides the same, equivalent or similar purpose.

In addition, those skilled in the art will appreciate that, although some embodiments described herein include certain features included in other embodiments but not other features, the combination of features of different embodiments is meant to be within the scope of the present invention and form different embodiments. For example, in the following claims, any one of the claimed embodiments may be used in any combination.

The technical features of the above embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

It should be noted that the above embodiments illustrate the present invention rather than limit it, and that those skilled in the art may design alternative embodiments without departing from the scope of the appended claims. In the claims, any reference symbol between brackets should not be constructed as a limitation to the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "one" or "an" preceding an element does not exclude the presence of multiple such elements. The present invention can be implemented by means of hardware including several different elements and by means of appropriately programmed computers. In a unit claim that lists several devices, several of these devices may be embodied by the same hardware item. The use of the words first, second, and third, etc. does not indicate any order, and these words may be interpreted as names.

Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein by equivalents. However, these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims (8)

A hybrid vehicle control method, characterized by comprising: Determine the target SOC of the power battery, and correct the target SOC of the power battery according to the vehicle speed, road slope and altitude, specifically: The target SOC of the power battery is corrected according to the vehicle speed. As the vehicle speed increases, the target SOC of the power battery decreases. On the basis of the target SOC correction by vehicle speed, the target SOC of the power battery is corrected according to the road slope. As the slope increases, the target SOC of the power battery increases. The target SOC of the power battery is corrected according to the altitude on the basis of the target SOC correction of the road slope. As the altitude increases, the target SOC of the power battery increases. According to the type of hybrid vehicle, select the initial value of the power battery target SOC or the SOC value for entering the power retention mode; According to the deviation between the target SOC and the actual SOC of the power battery, combined with the relationship between the vehicle power demand and the vehicle speed, the engine start and stop are controlled; According to the difference between the actual SOC of the power battery and the target SOC, the target operating condition and/or transitional operating condition of the engine is calculated to obtain the target charging torque and the motor request torque, which are specifically: According to the universal characteristic curve of the engine, determine the best economic line for engine operation; Based on the engine's best economy line, the charging engine efficiency at each engine speed is obtained; According to the charging engine efficiency, the calculated engine torque is used to obtain the maximum charging torque and the minimum charging torque; According to the relationship between the actual SOC and the target SOC of the power battery, different charging torque lines are set to control the engine to run at the corresponding target charging torque for charging; According to the relationship between the actual SOC and the target SOC of the power battery, different charging torque lines are set to control the engine to run at the corresponding target charging torque for charging, specifically: When the actual SOC of the power battery is not less than the target SOC, the engine runs on the minimum charging torque line for charging; When the actual SOC of the power battery is between the target SOC and the minimum SOC, the target charging torque is calculated according to the following formula, and the engine is charged at the target charging torque:
Trq _target = (Trq _max - Trq _min )*X + Trq _min In the formula, Trq _target is the target charging torque, Trq _max is the maximum charging torque, Trq _min is the minimum charging torque, and X is the charging calculation coefficient, which is the difference between the actual SOC of the power battery and the target SOC. The hybrid vehicle control method according to claim 1 is characterized in that the power battery target SOC is determined by correcting the power battery target SOC according to the vehicle speed, road slope and altitude, specifically: According to the physical characteristics of the power battery, determine the maximum and minimum values available for the power battery; According to the type of hybrid vehicle, select the initial value of the power battery target SOC or the SOC value for entering the power retention mode; The power battery target SOC is corrected according to the vehicle speed, and the power SOC is corrected according to the vehicle speed, road slope and altitude. The hybrid vehicle control method according to claim 2 is characterized in that, according to different types of hybrid vehicles, specifically: For non-plug-in hybrid vehicles, the initial value of the power battery target SOC is the average of the sum of the maximum and minimum values; For plug-in hybrid vehicles, the initial value of the power battery target SOC is the SOC when the vehicle enters the charge retention mode. The hybrid vehicle control method according to claim 1 is characterized in that the engine start and stop is controlled based on the deviation between the target SOC and the actual SOC of the power battery and the relationship between the vehicle power demand and the vehicle speed, specifically: The vehicle's required power, the deviation between the actual SOC of the power battery and the target SOC, and the vehicle speed are compared to form an information correlation relationship, and the limit value of the engine starting power is determined based on the information correlation relationship. The hybrid vehicle control method according to claim 1 is characterized in that: Calculate the transient operating conditions of the engine, specifically: In the transient condition, the deviation between the actual engine torque and the vehicle required torque is used as the motor's requested torque. The calculation formula for the motor's requested torque is:
Trq _TM = Trq _Drv - Trq _Eng In the formula: Trq _TM is the motor request torque; Trq _Drv is the driver request torque; Trq _Eng is the engine actual torque. An electronic device, characterized in that it includes: a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other through the communication bus; a computer program is stored in the memory, and when the computer program is executed by the processor, the processor executes the steps of the method described in any one of claims 1 to 5. A computer-readable storage medium, characterized in that it stores a computer program executable by an electronic device, and when the computer program runs on the electronic device, the electronic device executes the steps of the method described in any one of claims 1 to 5. A hybrid vehicle, characterized by comprising: An electronic device, configured to implement the method according to any one of claims 1 to 5; A processor, wherein the processor runs a program, and when the program runs, the processor performs the steps of the method according to any one of claims 1 to 5 on the data output from the electronic device; A storage medium for storing a program, wherein when the program is run, the program executes the steps of the method according to any one of claims 1 to 5 for data output from an electronic device.