Control Method, Device, Vehicle and Medium of Hybrid Electric Vehicle

Abstract

The present invention discloses a control method, device, vehicle and medium for a hybrid vehicle. The method includes: obtaining the driver's required torque, and obtaining the value of a preset non-driving flag bit according to the driver's required torque; then, obtaining the engine state, and obtaining the required torque of the drive motor, the required speed of the generator and the required torque of the engine according to the value of the preset non-driving flag bit, the engine state and the driver's required torque; finally, performing vehicle control according to the required torque of the drive motor, the required speed of the generator and the required torque of the engine. The technical solution of this embodiment can effectively control the power battery's power by obtaining the corresponding required torque of the drive motor, the required speed of the generator and the required torque of the engine according to different values of the preset non-driving flag bit, the engine state and the driver's required torque, can avoid the power battery's power exceeding the safety threshold, and can improve the service life of the power battery.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile manufacturing, and particularly to a control method, device, automobile and medium for hybrid electric vehicles. Background Art

[0002] The hybrid power system can decouple the driver's required power from the engine power, thereby achieving a good fuel-saving effect.

[0003] Currently, for the control method of a dual-motor hybrid power system, generally, the engine-generator system provides the driver's required power, and the power battery "shaves the peak and fills the valley" for the driver's required power, that is, makes up for the deficiency of the engine-generator system for the large required power of the driver, and undertakes the excess power of the engine-generator system when the driver's required power is small.

[0004] However, for a dual-motor hybrid system with a series-parallel configuration, since the generator does not limit the power of the generator when adjusting the engine operating point, or there are errors in the calculation and correction of the state of charge of the power battery and the calculation of the power consumption of each component during energy recovery (coasting or braking energy recovery), it may lead to the situation that the state of charge of the power battery exceeds the set upper limit, thus affecting the service life of the power battery. Summary of the Invention

[0005] The present invention provides a control method, device, automobile and medium for hybrid electric vehicles, which can effectively control the power of the power battery in the hybrid power system, avoid the power of the power battery exceeding the safety threshold, and improve the service life of the power battery.

[0006] According to one aspect of the present invention, there is provided a control method for a hybrid electric vehicle, which is executed by a hybrid control unit and includes:

[0007] Obtain the driver's required torque, and according to the driver's required torque, obtain the value of a preset non-driving flag bit;

[0008] Obtain the engine state, and according to the value of the preset non-driving flag bit, the engine state and the driver's required torque, obtain the required torque of the drive motor, the required speed of the generator and the required torque of the engine;

[0009] Generate a vehicle control command according to the required torque of the drive motor, the required speed of the generator and the required torque of the engine, and perform vehicle control according to the vehicle control command.

[0010] According to another aspect of the present invention, there is provided a control device for a hybrid electric vehicle, which is applied to a hybrid control unit and includes:

[0011] A driver demand torque acquisition module, configured to acquire a driver demand torque and, based on the driver demand torque, acquire a value of a preset non-driving flag bit;

[0012] A demand torque acquisition module, configured to acquire an engine state and, based on the value of the preset non-driving flag bit, the engine state, and the driver demand torque, acquire a driving motor demand torque, a generator demand speed, and an engine demand torque;

[0013] A vehicle control instruction generation module, configured to generate a vehicle control instruction based on the driving motor demand torque, the generator demand speed, and the engine demand torque, and perform vehicle control according to the vehicle control instruction.

[0014] According to another aspect of the present invention, there is provided a vehicle, comprising:

[0015] A hybrid control unit, comprising at least one processor and a memory communicatively connected to the at least one processor;

[0016] The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor to enable the at least one processor to execute the control method of the hybrid vehicle according to any embodiment of the present invention.

[0017] According to another aspect of the present invention, there is provided a computer-readable storage medium storing computer instructions for causing a processor to implement the control method of the hybrid vehicle according to any embodiment of the present invention when executed.

[0018] The technical solution of the embodiment of the present invention is to acquire a driver demand torque and, based on the driver demand torque, acquire a value of a preset non-driving flag bit; then, acquire an engine state and, based on the value of the preset non-driving flag bit, the engine state, and the driver demand torque, acquire a driving motor demand torque, a generator demand speed, and an engine demand torque; finally, generate a vehicle control instruction based on the driving motor demand torque, the generator demand speed, and the engine demand torque, and perform vehicle control according to the vehicle control instruction. By acquiring corresponding driving motor demand torque, generator demand speed, and engine demand torque according to different values of the preset non-driving flag bit, engine state, and driver demand torque, effective control of the power battery's power can be achieved, the power of the power battery exceeding the safety threshold can be avoided, and the service life of the power battery can be improved.

[0019] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present invention, nor is it used to limit the scope of the present invention. Other features of the present invention will become readily understood through the following description. Description of the Drawings

[0020] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0021] Figure 1A is a flowchart of a control method for a hybrid vehicle provided according to Embodiment 1 of the present invention;

[0022] Figure 1B is a schematic structural diagram of a dual-motor series-parallel hybrid system provided according to Embodiment 1 of the present invention;

[0023] Figure 2 is a flowchart of a control method for a hybrid vehicle provided according to Embodiment 2 of the present invention;

[0024] Figure 3 is a schematic structural diagram of a control device for a hybrid vehicle provided according to Embodiment 3 of the present invention;

[0025] Figure 4 is a schematic structural diagram of a vehicle that implements the control method of the hybrid vehicle in the embodiments of the present invention. Detailed Embodiments

[0026] In order to enable those skilled in the art to better understand the solution of the present invention, the following clearly and completely describes the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, rather than all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0027] It should be noted that the terms "first", "second", "target", etc. in the description, claims and above-mentioned drawings of the present invention are used to distinguish similar objects, and do not necessarily describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances, so that the embodiments of the present invention described here can be implemented in an order other than those illustrated or described here. In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device comprising a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0028] Embodiment 1

[0029] Figure 1A The present invention provides a flowchart of a control method for a hybrid vehicle in Embodiment 1. This embodiment is applicable to the situation of reasonably controlling the power battery power in a hybrid system. This method can be applied to a hybrid control unit and is executed by a control device of a hybrid vehicle. The control device of the hybrid vehicle can be implemented in the form of hardware and / or software, and the control device of the hybrid vehicle can be configured in a vehicle. As Figure 1A shown, the method includes:

[0030] S110. Obtain the driver's required torque, and obtain the value of a preset non-driving flag bit according to the driver's required torque.

[0031] In this embodiment, the hybrid vehicle can be based on a hybrid system of dual-motor series-parallel connection; in the hybrid system of dual-motor series-parallel connection, the drive motor is directly coupled to the reduction mechanism through a gear, the generator is meshed with the engine through a gear, and the engine flywheel end is power-connected and interrupted with the rear-end reduction mechanism through a clutch.

[0032] Typically, the topological structure of the hybrid system of dual-motor series-parallel connection can be as Figure 1B shown, where the hybrid system can include three working modes: pure electric mode, series mode and parallel mode. In the pure electric mode, the engine Engine stops, the coupling clutch opens, and the drive motor Motor drives alone; in the series mode, the engine Engine runs to drive the generator Generator to generate electricity, the clutch opens, and the drive motor drives alone; in the parallel mode, the engine drives, the clutch engages, the generator generates electricity or follows, and the drive motor assists or follows.

[0033] In this embodiment, the driver demand torque can be obtained by looking up a pre-established torque table based on the opening value of the accelerator pedal and the current vehicle speed. The pre-established torque table can include the mapping relationship among the opening value of the accelerator pedal, the vehicle speed, and the demand torque. It should be noted that when the driver steps on the pedal, the driver demand torque is positive; when the driver releases the pedal, the driver demand torque is negative. Alternatively, the driver demand torque can be calculated based on the opening value of the accelerator pedal, the current vehicle speed, and the current gear position.

[0034] Specifically, after obtaining the driver demand torque, the driver demand power Pdriver can be calculated based on the formula Pdriver = Tdriver × TMSpd / 9550, where Tdriver represents the driver demand torque and TMSpd represents the drive motor speed. Further, the value of the preset non-driving flag bit is calculated based on the driver demand power. For example, if the driver demand power Pdriver is less than 0, the value of the preset non-driving flag bit NoDrvFlg can be obtained as the first preset value; if the driver demand power Pdriver is greater than or equal to 0, the value of the preset non-driving flag bit NoDrvFlg can be obtained as the second preset value.

[0035] The preset non-driving flag bit can be a pre-set numerical bit used to indicate whether driving is not required. Typically, the first preset value can be 1 and the second preset value can be 0. When the value of the preset non-driving flag bit is the first preset value, it indicates that driving is not required; when the value of the preset non-driving flag bit is the second preset value, it indicates that driving is required.

[0036] S120. Obtain the engine state, and based on the value of the preset non-driving flag bit, the engine state, and the driver demand torque, obtain the drive motor demand torque, the generator demand speed, and the engine demand torque.

[0037] The engine state can include a starting state and a non-starting state. In this embodiment, the engine state can be obtained by determining whether the engine is running.

[0038] In a specific example, if the value of the preset non-driving flag bit is the second preset value and the engine state is the non-starting state, the driver demand torque can be used as the drive motor demand torque, and at the same time, the engine demand speed can be determined to be 0 and the engine demand torque can be 0. At this time, the engine is not started and is driven solely by the drive motor.

[0039] S130. Generate a vehicle control instruction based on the required torque of the drive motor, the required speed of the generator, and the required torque of the engine, and perform vehicle control according to the vehicle control instruction.

[0040] Among them, the vehicle control instruction may include a control instruction for the drive motor, a control instruction for the generator, and a control instruction for the engine.

[0041] In this embodiment, after obtaining the required torque of the drive motor, the required speed of the generator, and the required torque of the engine, control instructions for the drive motor, the generator, and the engine can be generated respectively according to the required torque of the drive motor, the required speed of the generator, and the required torque of the engine, so as to control the vehicle to travel in different power modes.

[0042] The technical solution of the embodiment of the present invention obtains the required torque of the driver, and according to the required torque of the driver, obtains the value of the preset non-driving flag bit; then, obtains the engine state, and according to the value of the preset non-driving flag bit, the engine state, and the required torque of the driver, obtains the required torque of the drive motor, the required speed of the generator, and the required torque of the engine; finally, generates a vehicle control instruction according to the required torque of the drive motor, the required speed of the generator, and the required torque of the engine, and performs vehicle control according to the vehicle control instruction. By obtaining the corresponding required torque of the drive motor, the required speed of the generator, and the required torque of the engine according to different values of the preset non-driving flag bit, the engine state, and the required torque of the driver, effective control of the power battery power can be achieved, the power battery power exceeding the safety threshold can be avoided, and the service life of the power battery can be improved.

[0043] In an alternative implementation manner of this embodiment, obtaining the required torque of the driver may include: obtaining the opening value of the accelerator pedal and the vehicle speed, and obtaining the required torque of the driver according to the opening value of the accelerator pedal and the vehicle speed.

[0044] In this embodiment, a mapping relationship table between the opening value of the accelerator pedal, the vehicle speed, and the required torque of the driver can be preset. Thus, according to the current opening value of the accelerator pedal and the vehicle speed, the matching required torque of the driver can be found from the preset mapping relationship table. Among them, when the vehicle speed is greater than the set speed and the opening value of the accelerator pedal is greater than the set value (indicating that the driver steps on the pedal), the required torque of the driver is positive (indicating driving torque); and when the vehicle speed is greater than the set speed and the opening value of the accelerator pedal is less than or equal to the set value (indicating that the driver releases the pedal), the required torque of the driver is negative (indicating regenerative braking torque).

[0045] In another alternative implementation manner of this embodiment, obtaining the engine state may include:

[0046] Obtain the current state of charge (SOC) value of the power battery, and based on the current SOC value, obtain the value of a preset engine active discharge flag bit and the value of a preset battery active discharge flag bit;

[0047] Based on the value of the preset engine active discharge flag bit and the value of the preset battery active discharge flag bit, obtain the value of a preset battery high SOC starting flag bit;

[0048] If it is detected that the value of the preset battery high SOC starting flag bit is a first preset value, obtain that the engine state is the starting state.

[0049] Among them, the current SOC value of the power battery can be the ratio between the current remaining power of the power battery and the available power. In this embodiment, the Hybrid Control Unit (HCU) can obtain the current SOC value of the power battery through the Battery Management System (BMS).

[0050] Secondly, the upper limit of the charging performance of the power battery can be preset. For example, the upper limit of the charging performance of the power battery SOC1 can be obtained based on the formula SOC1 = SOCLifUp - SOCDiff - Δa0; where SOCLifUp represents the upper limit of battery life, SOCDiff represents the SOC estimation deviation, and Δa0 represents a preset value.

[0051] Among them, the preset engine active discharge flag bit can be a numerical bit preset for indicating whether the engine has an active discharge behavior; the preset battery active discharge flag bit can be a numerical bit preset for indicating whether the power battery has an active discharge behavior.

[0052] In this embodiment, when it is detected that the current SOC > SOC1, the preset engine active discharge flag EngDischrg can be set, that is, the value of EngDischrg is obtained as the first preset value (for example, EngDischrg = 1); when it is detected that the current SOC < SOC1 - Δa1, the preset engine active discharge flag EngDischrg can be reset, that is, the value of EngDischrg is obtained as the second preset value (for example, EngDischrg = 0). In addition, when it is detected that the current SOC > SOC1 + Δa2, the preset battery active discharge flag BatActiveDischrg can be set, that is, the value of BatActiveDischrg is obtained as the first preset value (for example, BatActiveDischrg = 1); and when it is detected that the current SOC < SOC1, the preset battery active discharge flag BatActiveDischrg can be reset, that is, the value of BatActiveDischrg is obtained as the second preset value (for example, BatActiveDischrg = 0).

[0053] In addition, when the value of BatActiveDischrg is the first preset value, the battery active discharge power BatActiveDischrgPwr can be obtained as the set discharge power (for example, BatActiveDischrgPwr = P1); and when the value of BatActiveDischrg is the second preset value, the battery active discharge power can be obtained as 0. Optionally, the median value SOC2 of the state of charge of the power battery can be preset, where SOC2 is less than SOC1. In this embodiment, when SOC > SOC2, the SOC balanced charging power SOCBlcPwr can be obtained as 0, and when SOC < SOC2 - Δa3, the SOC balanced charging power SOCBlcPwr can be obtained based on the formula SOCBlcPwr = Lookup(SOC - SOC2). Here, Lookup(i) means retrieving according to i, and Δa1, Δa2, and Δa3 represent different preset values.

[0054] In this embodiment, a mapping relationship table between SOC - SOC2 and SOCBlcPwr can be established in advance, and thus, based on the current SOC - SOC2, the matching SOCBlcPwr can be retrieved. It should be noted that the smaller the SOC is than SOC2, the larger the value of SOCBlcPwr is.

[0055] In this embodiment, by setting a preset engine active discharge flag bit and a preset battery active discharge flag bit, it is possible to determine whether the current state of charge value of the power battery exceeds its charging performance upper limit according to the value of the flag bit, so as to determine whether to adopt a power control strategy to actively consume the battery power to reduce the SOC of the power battery below the safety threshold, and the situation where the power battery power exceeds the safety threshold can be avoided.

[0056] Further, after obtaining the values of the preset engine active discharge flag bit and the preset battery active discharge flag bit, if it is detected that the value of the preset engine active discharge flag bit is the first preset value, and at the same time the current high-voltage power-on is completed and the vehicle speed is greater than the vehicle speed corresponding to the set generator speed, then it can be determined that the value of the preset battery high-power start flag bit is the first preset value; or, if it is detected that the value of the preset battery active discharge flag bit is the first preset value and the high-voltage power-on is completed at the same time, then it can be determined that the value of the preset battery high-power start flag bit is the first preset value.

[0057] Among them, the preset battery high-power start flag bit can be a numerical bit preset to indicate whether the engine needs to be started because the power of the power battery is greater than the set power; when its value is the first preset value, it means that the engine needs to be started because the power of the power battery is greater than the set power; and when its value is the second preset value, it means that the engine does not need to be started.

[0058] Therefore, after obtaining the value of the preset battery high-power start flag bit, if it is detected that the value is the first preset value, it can be determined that the current engine state is the start state. At this time, the generator operates in the electric mode, drags the engine to the operating speed, and then the engine injects fuel and ignites to complete the start.

[0059] In this embodiment, when it is detected that the state of charge value of the power battery exceeds the set upper limit (for example, 70%), the generator is used to drag the engine to start to consume the excess power, so that when the SOC of the power battery exceeds its usage upper limit, the SOC can be quickly pulled back to its normal range, thereby avoiding affecting the battery service life.

[0060] In another optional implementation manner of this embodiment, obtaining the drive motor demand torque, the generator demand speed, and the engine demand torque according to the value of the preset non-drive flag bit, the engine state, and the driver demand torque may include:

[0061] When it is detected that the value of the preset non-driving flag bit is the second preset value and the engine state is the starting state, obtain the driver demand power according to the driver demand torque; according to the driver demand torque and the driver demand power, obtain the driving motor demand torque, the generator demand speed and the engine demand torque.

[0062] In a specific example, if it is detected that the value of the preset non-driving flag bit is the second preset value, that is, NoDrvFlg = 0, and the engine state is the starting state, then the driver demand power Pdriver can be calculated based on the formula Pdriver = Tdriver × TMSpd / 9550 according to the driver demand torque Tdriver. Then, the driver demand torque can be determined as the driving motor demand torque, and based on the formula Gspd = LookUp(Pdriver + P_DCDC + P_AC + SOCBlcPwr), the generator speed Gspd can be calculated, where P_DCDC represents the power consumed by the direct current / direct current (DCDC) converter, P_AC represents the power consumed by the air conditioner, and SOCBlcPwr represents the SOC balanced charging power. In this embodiment, a mapping table between the sum value of Pdriver, P_DCDC, P_AC and SOCBlcPwr and Gspd can be established in advance, so that the matching generator speed can be obtained by looking up the table according to the current sum value.

[0063] In addition, the engine demand torque can be calculated based on the formula: engine demand torque = (Pdriver + P_DCDC + P_AC + SOCBlcPwr) × 9550 / Gspd.

[0064] Embodiment 2

[0065] Figure 2 The flowchart of a control method for a hybrid vehicle provided in Embodiment 2 of the present invention. This embodiment further refines the above technical solution, and the technical solution in this embodiment can be combined with one or more of the above embodiments. As Figure 2 shown, the method includes:

[0066] S210. Obtain the driver demand torque, and according to the driver demand torque, obtain the value of the preset non-driving flag bit.

[0067] S220. Obtain the engine state. When it is detected that the value of the preset non-driving flag bit is the first preset value, obtain the value of the preset braking energy recovery flag bit.

[0068] In this embodiment, after determining that the value of the preset non-driving flag bit is the first preset value, the hybrid control unit can obtain the value of the preset braking energy recovery flag bit through the Cooperative Regenerative Brake Systems (CRBS). Among them, the preset braking energy recovery flag bit can be a numerically set bit used to indicate whether braking energy recovery is required. Typically, when the value of the preset braking energy recovery flag bit is the first preset value, it can indicate that braking energy recovery is required currently; while when the value of the preset braking energy recovery flag bit is the second preset value, it can indicate that braking energy recovery is not required currently.

[0069] S230. If it is detected that the value of the preset braking energy recovery flag bit is the second preset value and the engine state is the unstarted state, then obtain the driving motor demand torque, the generator demand speed, and the engine demand torque according to the driver demand torque.

[0070] Among them, if it is detected that the value of the preset braking energy recovery flag bit is the second preset value and the engine state is the unstarted state, that is, NoDrvFlg = 1, CRBSFlg = 0, and the engine is in the unstarted state, then the driver demand torque can be used as the driving motor demand torque, and the generator demand speed can be determined to be 0, and the engine demand torque can be determined to be 0.

[0071] S240. Generate a vehicle control command according to the driving motor demand torque, the generator demand speed, and the engine demand torque, and perform vehicle control according to the vehicle control command.

[0072] The technical solution of the embodiment of the present invention obtains the driver demand torque, and according to the driver demand torque, obtains the value of the preset non-driving flag bit. After that, the engine state is obtained. When it is detected that the value of the preset non-driving flag bit is the first preset value, the value of the preset braking energy recovery flag bit is obtained; if it is detected that the value of the preset braking energy recovery flag bit is the second preset value and the engine state is the unstarted state, then according to the driver demand torque, obtain the driving motor demand torque, the generator demand speed, and the engine demand torque, generate a vehicle control command according to the driving motor demand torque, the generator demand speed, and the engine demand torque, and perform vehicle control according to the vehicle control command; by obtaining the corresponding driving motor demand torque, generator demand speed, and engine demand torque according to the value of the preset non-driving flag bit, the value of the preset braking energy recovery flag bit, and the engine state, effective control of the power battery's power can be achieved, the power of the power battery exceeding the set threshold can be avoided, and the service life of the power battery can be improved.

[0073] In an alternative implementation of this embodiment, after obtaining the value of the preset braking energy recovery flag bit, the following steps may further be included:

[0074] If it is detected that the value of the preset braking energy recovery flag bit is the second preset value and the engine state is the starting state, then it is determined whether the value of the preset high battery charge engine starting flag bit is the first preset value; if so, the driving motor demand torque is obtained according to the driver demand torque, and the generator demand speed and the engine demand torque are obtained according to the preset speed value.

[0075] The preset speed value may be a preset fixed speed value, and may include a first preset speed value and a second preset speed value, and the second preset speed value is greater than the first preset speed value; for example, the first preset speed value may be 1500 revolutions per minute, and the second preset speed value may be 3000 revolutions per minute.

[0076] In a specific example, when the value of the preset non-driving flag bit is the first preset value and the value of the preset braking energy recovery flag bit is the second preset value, if the engine state is the starting state and the value of the preset high battery charge engine starting flag bit is the first preset value, that is, NoDrvFlg = 1 and CRBSFlg = 0, and at the same time the engine starts and BatHiEngStrt = 1, at this time, the driver demand torque may be used as the driving motor demand torque. Further, when it is detected that the value of the current preset engine active discharge flag bit is the first preset value, the first preset speed value may be determined as the generator demand speed; then, the torque loss corresponding to the engine speed corresponding to the first preset speed value may be calculated, and the negative value of the torque loss may be used as the engine demand torque. For example, if the first preset speed value is Spd1, the generator demand speed Gspd may be obtained based on the formula Gspd = Spd1, and the engine demand torque EngTrq may be obtained based on the formula EngTrq = -EngTrqLoss1; where EngTrqLoss1 is the torque loss corresponding to Spd1.

[0077] In addition, after using the driver demand torque as the driving motor demand torque, if it is detected that the value of the preset battery active discharge flag bit is the first preset value, the second preset speed value may be determined as the generator demand speed; then, the torque loss corresponding to the engine speed corresponding to the second preset speed value may be calculated, and the negative value of the torque loss may be used as the engine demand torque. For example, if the second preset speed value is Spd2, the generator demand speed Gspd may be obtained based on the formula Gspd = Spd2, and the engine demand torque EngTrq may be obtained based on the formula EngTrq = -EngTrqLoss2; where EngTrqLoss2 is the torque loss corresponding to Spd2.

[0078] In addition, for the power battery SOC > SOC1 under low-speed conditions, the engine start is not controlled at this time. Since there is no energy recovery under low-speed conditions, the power battery SOC at this time can be consumed by accessories (such as DCDC, air conditioner, etc.) below the safety threshold.

[0079] Optionally, when the value of the preset non-driving flag bit is the first preset value and the value of the preset braking energy recovery flag bit is the second preset value, if the engine state is the unstarted state, the driver demand torque can be directly determined as the driving motor demand torque, and it can be determined that the generator demand speed and the engine demand torque are both 0.

[0080] In addition, after detecting that the value of the preset non-driving flag bit is the first preset value and the value of the preset braking energy recovery flag bit is the second preset value, if the engine state is the started state and the value of the preset battery high-power engine start flag bit is the second preset value, the driver demand torque can be determined as the driving motor demand torque. At the same time, based on the formula Gspd = LookUp(Pdriver + P_DCDC + P_AC + SOCBlcPwr), the generator demand speed Gspd can be calculated according to the driver demand power Pdriver, and it can be determined that the engine demand torque is 0.

[0081] In another optional implementation manner of this embodiment, after obtaining the value of the preset braking energy recovery flag bit, it may further include:

[0082] If it is detected that the value of the preset braking energy recovery flag bit is the first preset value and the engine state is the started state, then when it is detected that the value of the preset battery high-power engine start flag bit is the first preset value, obtain the braking energy recovery torque; obtain the driving motor demand torque according to the braking energy recovery torque, and obtain the generator demand speed and the engine demand torque according to the preset speed value.

[0083] In a specific example, when the value of the preset non-driving flag bit is the first preset value and the value of the preset braking energy recovery flag bit is the first preset value, if the engine state is the started state and the value of the preset battery high-power engine start flag bit is the first preset value, that is, NoDrvFlg = 1, CRBSFlg = 1, the engine starts and BatHiEngStrt = 1, the braking energy recovery torque can be obtained through the CRBS system, and this braking energy recovery torque can be used as the driving motor demand torque.

[0084] Further, it is determined whether the value of the preset engine active discharge flag bit is the first preset value. If so, the first preset speed value can be determined as the generator demand speed. Then, the torque loss corresponding to the engine speed corresponding to the first preset speed value can be calculated, and the negative value of the torque loss can be used as the engine demand torque. For example, if the first preset speed value is Spd1, the generator demand speed Gspd can be obtained based on the formula Gspd = Spd1, and the engine demand torque EngTrq can be obtained based on the formula EngTrq = -EngTrqLoss1. Where EngTrqLoss1 is the torque loss corresponding to Spd1.

[0085] It should be noted that the maximum recovery power TMRcupPwr of the drive motor can be calculated based on the formula TMRcupPwr = P_DCDC + P_AC + P_BatChrg according to the consumption of high-voltage accessories and the charging capacity of the battery, and the maximum recovery power TMRcupPwr can be converted into the maximum recovery torque based on the formula TMRcupTrq = TMRcupPwr × 9550 / TMSpd. Where P_BatChrg represents the charging capacity of the power battery, and it gradually drops to 0 when the battery SOC is close to SOC1. Therefore, the obtained braking energy recovery torque needs to be less than the maximum recovery torque to limit the regenerative braking ability.

[0086] In addition, after the braking energy recovery torque is used as the drive motor demand torque, if it is detected that the value of the preset battery active discharge flag bit is the first preset value, the second preset speed value can be determined as the generator demand speed. Then, the torque loss corresponding to the engine speed corresponding to the second preset speed value can be calculated, and the negative value of the torque loss can be used as the engine demand torque. For example, if the second preset speed value is Spd2, the generator demand speed Gspd can be obtained based on the formula Gspd = Spd2, and the engine demand torque EngTrq can be obtained based on the formula EngTrq = -EngTrqLoss2. Where EngTrqLoss2 is the torque loss corresponding to Spd2.

[0087] In addition, optionally, when the value of the preset non-drive flag bit is the first preset value and the value of the preset braking energy recovery flag bit is the first preset value, if the engine state is the start state and the value of the preset battery high-power start flag bit is the second preset value, at this time, the braking energy recovery torque can be obtained and the braking energy recovery torque can be determined as the drive motor demand torque. Then, the generator demand speed Gspd can be calculated based on the formula Gspd = LookUp(Pdriver + P_DCDC + P_AC + SOCBlcPwr), and the engine demand torque can be determined to be 0.

[0088] Optionally, after detecting that the value of the preset non-driving flag bit is the first preset value and the value of the preset braking energy recovery flag bit is the first preset value, if it is determined that the engine state is the unstarted state, the braking energy recovery torque can be determined as the driving motor demand torque, and it can be determined that both the generator demand speed and the engine demand torque are 0.

[0089] In this embodiment, when it is detected that the value of the preset engine active discharge flag bit is the first preset value, it means that the power battery SOC > SOC1, that is, the power battery SOC exceeds the first threshold. At this time, the engine is started, and the generator is controlled to drive the engine to work at the first step speed, that is, the first preset speed value, for the first stage of active discharge. At the same time, the regenerative braking ability of the power battery is cleared, and the regenerative braking torque of CRBS is limited to the high-voltage accessory ability. When it is detected that the value of the preset battery active discharge flag bit is the first preset value, it means that the power battery SOC > SOC1 + Δa 2, that is, the power battery SOC exceeds the second threshold. At this time, the engine is started, and the generator is controlled to drive the engine to work at the second step speed, that is, the second preset speed value, to actively discharge the power battery.

[0090] The advantages of the above settings are that it can avoid the power battery SOC exceeding the set threshold due to the component power calculation error during energy recovery (coasting energy recovery or braking energy recovery), can effectively control the power battery power, and can reduce the control difficulty.

[0091] Embodiment III

[0092] Figure 3 It is a schematic structural diagram of a control device for a hybrid vehicle provided in Embodiment III of the present invention. As Figure 3 shown, the device is applied to a hybrid control unit, and includes: a driver demand torque acquisition module 310, a demand torque acquisition module 320, and a vehicle control instruction generation module 330; wherein,

[0093] The driver demand torque acquisition module 310 is configured to acquire the driver demand torque and, according to the driver demand torque, acquire the value of the preset non-driving flag bit;

[0094] The demand torque acquisition module 320 is configured to acquire the engine state and, according to the value of the preset non-driving flag bit, the engine state, and the driver demand torque, acquire the driving motor demand torque, the generator demand speed, and the engine demand torque;

[0095] A vehicle control instruction generation module 330 is configured to generate a vehicle control instruction based on the required torque of the drive motor, the required speed of the generator, and the required torque of the engine, and perform vehicle control according to the vehicle control instruction.

[0096] In the technical solution of the embodiment of the present invention, by obtaining the driver's required torque and, based on the driver's required torque, obtaining the value of a preset non-driving flag bit; then, obtaining the engine state, and based on the value of the preset non-driving flag bit, the engine state, and the driver's required torque, obtaining the required torque of the drive motor, the required speed of the generator, and the required torque of the engine; finally, generating a vehicle control instruction based on the required torque of the drive motor, the required speed of the generator, and the required torque of the engine, and performing vehicle control according to the vehicle control instruction, by obtaining the corresponding required torque of the drive motor, the required speed of the generator, and the required torque of the engine according to different values of the preset non-driving flag bit, the engine state, and the driver's required torque, effective control of the power battery's power can be achieved, the power of the power battery exceeding the safety threshold can be avoided, and the service life of the power battery can be improved.

[0097] Optionally, the driver required torque acquisition module 310 is specifically configured to obtain the opening value of the accelerator pedal and the vehicle speed, and obtain the driver required torque according to the opening value of the accelerator pedal and the vehicle speed.

[0098] Optionally, the required torque acquisition module 320 includes:

[0099] A state of charge value acquisition unit is configured to obtain the current state of charge value of the power battery, and obtain the value of a preset engine active discharge flag bit and the value of a preset battery active discharge flag bit according to the current state of charge value;

[0100] A first value acquisition unit is configured to obtain the value of a preset battery high state of charge starting flag bit according to the value of the preset engine active discharge flag bit and the value of the preset battery active discharge flag bit;

[0101] A starting state acquisition unit is configured to, if it is detected that the value of the preset battery high state of charge starting flag bit is a first preset value, obtain that the engine state is the starting state.

[0102] Optionally, the required torque acquisition module 320 includes:

[0103] A required power acquisition unit is configured to, when it is detected that the value of the preset non-driving flag bit is a second preset value and the engine state is the starting state, obtain the driver required power according to the driver required torque;

[0104] A required torque acquisition unit, configured to acquire a driving motor required torque, a generator required speed, and an engine required torque according to the driver required torque and the driver required power.

[0105] Optionally, the required torque acquisition module 320 includes:

[0106] A second value acquisition unit, configured to acquire a value of a preset braking energy recovery flag bit when it is detected that the value of the preset non-driving flag bit is a first preset value;

[0107] The required torque acquisition unit is further configured to, if it is detected that the value of the preset braking energy recovery flag bit is a second preset value and the engine state is an unstarted state, acquire a driving motor required torque, a generator required speed, and an engine required torque according to the driver required torque.

[0108] Optionally, the required torque acquisition module 320 includes:

[0109] A value judgment unit, configured to, if it is detected that the value of the preset braking energy recovery flag bit is a second preset value and the engine state is a started state, judge whether the value of the preset battery high power start flag bit is a first preset value;

[0110] The required torque acquisition unit is further configured to, if so, acquire a driving motor required torque according to the driver required torque, and acquire a generator required speed and an engine required torque according to a preset speed value.

[0111] Optionally, the required torque acquisition module 320 further includes:

[0112] A recovery torque acquisition unit, configured to, if it is detected that the value of the preset braking energy recovery flag bit is a first preset value and the engine state is a started state, acquire a braking energy recovery torque when it is detected that the value of the preset battery high power start flag bit is a first preset value;

[0113] The required torque acquisition unit is further configured to acquire a driving motor required torque according to the braking energy recovery torque, and acquire a generator required speed and an engine required torque according to a preset speed value.

[0114] The control device of the hybrid vehicle provided by the embodiment of the present invention can execute the control method of the hybrid vehicle provided by any embodiment of the present invention, and has corresponding functional modules and beneficial effects for executing the method.

[0115] Embodiment 4

[0116] Figure 4The structural schematic diagram of an automobile 400 that can be used to implement the embodiments of the present invention is shown. The automobile 400 may include a hybrid control unit 410.

[0117] The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present invention described and / or claimed herein.

[0118] As Figure 4 shown, the hybrid control unit 410 includes at least one processor 411 and a memory communicatively connected to the at least one processor 411, such as a read-only memory (ROM) 412, a random access memory (RAM) 413, etc. The memory stores a computer program executable by the at least one processor. The processor 411 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 412 or the computer program loaded from the storage unit 418 into the random access memory (RAM) 413. Various programs and data required for the operation of the hybrid control unit 410 can also be stored in the RAM 413. The processor 411, the ROM 412, and the RAM 413 are connected to each other via a bus 414. An input / output (I / O) interface 415 is also connected to the bus 414.

[0119] Multiple components in the hybrid control unit 410 are connected to the I / O interface 415, including: an input unit 416; an output unit 417, such as various types of displays, speakers, etc.; a storage unit 418, such as a disk, an optical disc, etc.; and a communication unit 419, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 419 allows the hybrid control unit 410 to exchange information / data with other devices via a computer network such as the Internet and / or various telecommunication networks.

[0120] The processor 411 can be various general and / or special processing components with processing and computing capabilities. Some examples of the processor 411 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The processor 411 executes the various methods and processes described above, such as the control method of a hybrid electric vehicle.

[0121] In some embodiments, the control method of a hybrid vehicle may be implemented as a computer program tangibly embodied in a computer-readable storage medium, such as storage unit 418. In some embodiments, part or all of the computer program may be loaded and / or installed onto the hybrid control unit 410 via ROM 412 and / or communication unit 419. When the computer program is loaded into RAM 413 and executed by the processor 411, one or more steps of the control method of the hybrid vehicle described above may be executed. Alternatively, in other embodiments, the processor 411 may be configured to execute the control method of the hybrid vehicle by any other suitable means (e.g., by means of firmware).

[0122] The various embodiments of the systems and techniques described above in this document can be implemented in digital electronic circuitry, integrated circuit systems, field-programmable gate arrays (FPGA), application-specific integrated circuits (ASIC), application-specific standard products (ASSP), systems-on-chip (SOC), complex programmable logic devices (CPLD), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include: implemented in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which can be a dedicated or general-purpose programmable processor that receives data and instructions from a storage system, at least one input device, and at least one output device, and transmits the data and instructions to the storage system, the at least one input device, and the at least one output device.

[0123] The computer programs for implementing the methods of the present invention can be written in any combination of one or more programming languages. These computer programs can be provided to a processor of a general-purpose computer, a dedicated computer, or other programmable data processing device, such that when the computer programs are executed by the processor, the functions / operations specified in the flowchart and / or block diagram are implemented. The computer programs can be executed entirely on the machine, partially on the machine, as a stand-alone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0124] In the context of the present invention, a computer-readable storage medium may be a tangible medium that can contain or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. The computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. Alternatively, the computer-readable storage medium may be a machine-readable signal medium. More specific examples of the machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0125] It should be understood that various forms of the processes shown above may be used, with steps reordered, added, or deleted. For example, the steps recited in the present invention may be executed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of the present invention can be achieved, and no limitation is imposed herein.

[0126] The above specific embodiments do not constitute a limitation on the protection scope of the present invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A control method for a hybrid vehicle, characterized in that, executed by a hybrid control unit, including: Obtain the driver's required torque, and according to the driver's required torque, obtain the value of a preset non-driving flag bit. The preset non-driving flag bit is a value bit pre-set to indicate whether driving is not required; Obtain the current state of charge value of the power battery, and according to the current state of charge value, obtain the value of a preset engine active discharge flag bit and the value of a preset battery active discharge flag bit; According to the value of the preset engine active discharge flag bit and the value of the preset battery active discharge flag bit, obtain the value of a preset battery high-state-of-charge engine start flag bit; If it is detected that the value of the preset battery high-state-of-charge engine start flag bit is a first preset value, then obtain that the engine state is the start state, and according to the value of the preset non-driving flag bit, the engine state and the driver's required torque, obtain the required torque of the drive motor, the required speed of the generator and the required torque of the engine; Generate a vehicle control command according to the required torque of the drive motor, the required speed of the generator and the required torque of the engine, and perform vehicle control according to the vehicle control command; wherein, the preset battery high-state-of-charge engine start flag bit is a value bit pre-set to indicate whether the engine needs to be started because the state of charge of the power battery is greater than a set value; when the value is the first preset value, it means that the engine needs to be started because the state of charge of the power battery is greater than the set value; and when the value is the second preset value, it means that the engine does not need to be started; Therefore, after obtaining the value of the preset battery high-state-of-charge engine start flag bit, if it is detected that the value is the first preset value, then determine that the current engine state is the start state, the generator operates in the electric mode, drags the engine to the operating speed, and then the engine injects fuel and ignites to complete the start.

2. The method according to claim 1, characterized in that, Obtaining the driver's required torque includes: Obtain the opening value of the accelerator pedal and the vehicle speed, and according to the opening value of the accelerator pedal and the vehicle speed, obtain the driver's required torque.

3. The method according to claim 1, characterized in that, According to the value of the preset non-driving flag bit, the engine state and the driver's required torque, obtaining the required torque of the drive motor, the required speed of the generator and the required torque of the engine includes: When it is detected that the value of the preset non-driving flag bit is the second preset value and the engine state is the start state, obtain the driver's required power according to the driver's required torque; According to the driver's required torque and the driver's required power, obtain the required torque of the drive motor, the required speed of the generator and the required torque of the engine.

4. The method according to claim 1, characterized in that, According to the value of the preset non-driving flag bit, the engine state and the driver's required torque, obtaining the required torque of the drive motor, the required speed of the generator and the required torque of the engine includes: When the value of the preset non-driving flag bit is detected as the first preset value, obtain the value of the preset braking energy recovery flag bit; If it is detected that the value of the preset braking energy recovery flag bit is the second preset value and the engine state is the unstarted state, obtain the driving motor demand torque, the generator demand speed, and the engine demand torque according to the driver demand torque.

5. The method according to claim 4, wherein, after obtaining the value of the preset braking energy recovery flag bit, further includes: If it is detected that the value of the preset braking energy recovery flag bit is the second preset value and the engine state is the started state, determine whether the value of the preset battery high charge start-up flag bit is the first preset value; If so, obtain the driving motor demand torque according to the driver demand torque, and obtain the generator demand speed and the engine demand torque according to the preset speed value.

6. The method according to claim 4, wherein, after obtaining the value of the preset braking energy recovery flag bit, further includes: If it is detected that the value of the preset braking energy recovery flag bit is the first preset value and the engine state is the started state, when it is detected that the value of the preset battery high charge start-up flag bit is the first preset value, obtain the braking energy recovery torque; Obtain the driving motor demand torque according to the braking energy recovery torque, and obtain the generator demand speed and the engine demand torque according to the preset speed value.

7. A control device for a hybrid vehicle, wherein, applied to a hybrid control unit, includes: A driver demand torque acquisition module, configured to acquire a driver demand torque, and according to the driver demand torque, acquire the value of a preset non-driving flag bit, and the preset non-driving flag bit is a pre-set value bit for indicating whether driving is not required; A demand torque acquisition module, configured to acquire the current state of charge value of a power battery, and according to the current state of charge value, acquire the value of a preset engine active discharge flag bit and the value of a preset battery active discharge flag bit; According to the value of the preset engine active discharge flag bit and the value of the preset battery active discharge flag bit, acquire the value of a preset battery high charge start-up flag bit; If it is detected that the value of the preset battery high charge start-up flag bit is the first preset value, obtain that the engine state is the started state, and according to the value of the preset non-driving flag bit, the engine state, and the driver demand torque, acquire the driving motor demand torque, the generator demand speed, and the engine demand torque; A vehicle control instruction generation module, configured to generate a vehicle control instruction according to the driving motor demand torque, the generator demand speed, and the engine demand torque, and perform vehicle control according to the vehicle control instruction; The preset high battery start flag is a preset value for indicating whether the engine needs to be started because the power of the power battery is greater than the set power. When the value is a first preset value, it indicates that the engine needs to be started because the power of the power battery is greater than the set power; and when the value is a second preset value, it indicates that the engine does not need to be started. Therefore, after obtaining the value of the preset battery high power start flag, if the value is detected to be the first preset value, it is determined that the current engine state is the start state, the generator works in the electric mode, drags the engine to the working speed, and then the engine injects fuel and ignites to complete the start.

8. A car, It is characterized in that The automobile comprises: A hybrid control unit, comprising at least one processor, and a memory communicatively connected to the at least one processor; The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the control method of the hybrid vehicle according to any one of claims 1 to 6.

9. A computer-readable storage medium, It is characterized in that The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the control method of the hybrid electric vehicle according to any one of claims 1 to 6 when executed.

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