A power mode control method, device, HCU and storage medium

Abstract

The present invention discloses a power mode control method, device, HCU and storage medium. The method includes: predicting a first preset SOC value consumed under congested conditions based on the vehicle running state and road condition information under congested conditions; and predicting a second preset SOC value consumed under to-be-charged conditions based on the vehicle running state and road condition information under to-be-charged conditions; detecting the SOC value during the vehicle journey; wherein the vehicle journey process includes normal conditions, congested conditions and to-be-charged conditions; obtaining the vehicle speed during the vehicle journey in real time; when the SOC value changes from 100% to the preset SOC value, and the actual vehicle speed is less than or equal to the preset speed, the power mode is switched from pure electric mode to holding mode; wherein the preset SOC value is the sum of the first preset SOC value and the second preset SOC value; when the rate of change of the vehicle speed increases, the power mode is switched from holding mode back to pure electric mode. This solution realizes reasonable switching and control of power modes, saving the fuel consumption of the vehicle.

Description

Technical Field

[0001] The embodiments of the present invention relate to power switching mode technology, and more particularly to a power mode control method, device, HCU and storage medium. Background Art

[0002] With the continuous improvement of the national strategic position of energy, low carbon and environmental protection, the research and development of new energy hybrid vehicles has attracted more and more attention and promotion from automobile manufacturers. Hybrid vehicles are vehicles that obtain power from at least two types of on-board energy storage, including fuel or rechargeable electrical energy storage devices (such as power batteries). For the power system of traditional vehicles, since its main power source is the engine, its operating mode is relatively simple. However, since hybrid vehicles have two power sources, the engine and the motor, the operating mode of hybrid vehicles is more diverse than that of traditional vehicles. By designing different power system operating modes, the driver's driving pleasure can be improved and the comprehensive fuel consumption of the vehicle can be reduced.

[0003] In the prior art, the design and development are mainly based on the hybrid power system mode, such as pure electric mode, series mode, parallel mode, etc., but the method for switching the hybrid vehicle system operation mode is not disclosed; if the switching control of the hybrid vehicle operation mode cannot be effectively performed, and the driver is allowed to switch the operation mode at will, it will affect the vehicle's drivability and economic performance. Summary of the invention

[0004] The present invention provides a power mode control method, device, HCU and storage medium to realize intelligent and effective calculation of vehicle operation modes, thereby realizing reasonable switching and control, saving vehicle fuel consumption, and ultimately achieving the goal of energy conservation and emission reduction.

[0005] In a first aspect, an embodiment of the present invention provides a power mode control method, the method comprising:

[0006] Predicting a first preset SOC value consumed under a congested condition based on the vehicle running state and the road condition information under a congested condition; and predicting a second preset SOC value consumed under a waiting-to-charge condition based on the vehicle running state and the road condition information under a waiting-to-charge condition;

[0007] Detecting the SOC value during the vehicle journey; wherein the vehicle journey includes a normal operating condition, the congested operating condition, and the waiting-to-charge operating condition;

[0008] Obtain the vehicle speed during the vehicle journey in real time;

[0009] When the SOC value changes from 100% to a preset SOC value, and the actual vehicle speed is equal to the preset vehicle speed, the power mode is switched from the pure electric mode to the holding mode; wherein the preset SOC value is the sum of the first preset SOC value and the second preset SOC value;

[0010] When the rate of change of the vehicle speed increases, the power mode is switched from the holding mode back to the pure electric mode.

[0011] Optionally, when the rate of change of the vehicle speed increases, the power mode is switched from the holding mode back to the pure electric mode, including:

[0012] When the rate of change of the vehicle speed becomes larger, the vehicle begins to enter the congested condition, and the power mode is switched from the holding mode back to the pure electric mode.

[0013] Optionally, the method further includes: sending the power mode to an instrument system.

[0014] Optionally, the preset vehicle speed is the initial operating speed under the congested operating condition with standard minimum fuel consumption.

[0015] In a second aspect, an embodiment of the present invention further provides a power mode control device, the device comprising:

[0016] A prediction module, configured to predict a first preset SOC value consumed under a congested condition based on the vehicle running state and the road condition information under the congested condition; and to predict a second preset SOC value consumed under a to-be-charged condition based on the vehicle running state and the road condition information under the to-be-charged condition;

[0017] A detection module, used to detect the SOC value during the vehicle travel process; wherein the vehicle travel process includes a normal operating condition, the congested operating condition and the waiting-to-charge operating condition;

[0018] The vehicle speed acquisition module is used to obtain the vehicle speed during the vehicle journey in real time;

[0019] A first switching module, configured to switch the power mode from the pure electric mode to the holding mode when the SOC value changes from 100% to a preset SOC value and the actual vehicle speed is less than or equal to the preset vehicle speed; wherein the preset SOC value is the sum of the first preset SOC value and the second preset SOC value;

[0020] The second switching module is used to switch the power mode from the holding mode back to the pure electric mode when the rate of change of the vehicle speed becomes larger.

[0021] Optionally, the second switching module is specifically configured to:

[0022] When the rate of change of the vehicle speed becomes larger, the vehicle begins to enter the congested condition, and the power mode is switched from the holding mode back to the pure electric mode.

[0023] Optionally, it also includes: a display module, used to send the power mode to an instrument system.

[0024] In a third aspect, an embodiment of the present invention further provides a computer device, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the power mode control method as described in the first aspect is implemented.

[0025] In a fourth aspect, an embodiment of the present invention further provides a storage medium comprising computer executable instructions, wherein the computer executable instructions, when executed by a computer processor, are used to execute the power mode control method as described in any one of the first aspects.

[0026] In an embodiment of the present invention, a first preset SOC value consumed under congested conditions is predicted based on the vehicle running state and road condition information under congested conditions; and a second preset SOC value consumed under to-be-charged conditions is predicted based on the vehicle running state and road condition information under to-be-charged conditions; the SOC value during the vehicle journey is detected; wherein the vehicle journey includes normal conditions, the congested conditions and the to-be-charged conditions; and the vehicle speed during the vehicle journey is acquired in real time; when the SOC value changes from 100% to the preset SOC value, if the vehicle speed is less than or equal to the preset speed, the power mode is switched from the pure electric mode to the holding mode; wherein the preset SOC value is the sum of the first preset SOC value and the second preset SOC value; when the rate of change of the vehicle speed increases, the power mode is switched from the holding mode back to the pure electric mode, thereby realizing intelligent and effective calculation of the vehicle operation mode, thereby realizing reasonable switching and control, saving the vehicle's fuel consumption, and ultimately achieving the goal of energy conservation and emission reduction. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 is a flow chart of a power mode control method provided by an embodiment of the present invention;

[0028] Figure 2 is a curve process diagram for determining a preset power mode switching method for a preset vehicle speed;

[0029] Figure 3 is a schematic diagram of the power system structure of a hybrid power system provided by an embodiment of the present invention;

[0030] Figure 4 is a curve process diagram of the power mode switching method provided by an embodiment of the present invention;

[0031] Figure 5 is a flow chart of another power mode control method provided by an embodiment of the present invention;

[0032] Figure 6 is a structural schematic diagram of a power mode control device provided by an embodiment of the present invention;

[0033] Figure 7 It is a structural schematic diagram of an HCU provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0034] The present invention will be further described in detail below in conjunction with the accompanying drawings and embodiments. It is to be understood that the specific embodiments described herein are only used to explain the present invention, rather than to limit the present invention. It should also be noted that, for ease of description, only parts related to the present invention, rather than all structures, are shown in the accompanying drawings.

[0035] Figure 1 This is a flow chart of a power mode control method provided by an embodiment of the present invention. This embodiment can be applied to the switching of different power system operation modes in a hybrid electric vehicle, wherein different power system operation modes include pure electric mode (EV Mode) and power holding mode (Hold Mode). In pure electric mode, the main purpose is to allow the hybrid vehicle to be driven entirely by electric energy, and the control strategy is to reduce the use of fuel; in power holding mode, the design intention is mainly to allow the hybrid vehicle to maintain the current power battery SOC, and the control strategy is to maintain sufficient power for future pure electric drive or high-power driving. The method can be executed by a power mode control device, and specifically includes the following steps:

[0036] S110, predicting a first preset SOC value consumed under congested conditions based on the vehicle running state and road condition information under congested conditions; and predicting a second preset SOC value consumed under to-be-charged conditions based on the vehicle running state and road condition information under to-be-charged conditions.

[0037] Among them, in the actual scenario where the driver drives the vehicle from normal conditions in the suburbs to congested conditions, and then enters the waiting-to-charge condition (going home condition or charging condition at a charging place) under the congested condition, the background server can predict in advance the first preset SOC value consumed under the congested condition based on the vehicle operating status and road condition information under the congested condition, where the vehicle operating status refers to information such as the vehicle operating speed under daily congested conditions; and predict the second preset SOC value consumed under the waiting-to-charge condition based on the vehicle operating status and road condition information under the waiting-to-charge condition; where the vehicle operating status refers to information such as the vehicle operating speed under daily waiting-to-charge conditions.

[0038] S120, detecting the SOC value during the vehicle travel process; wherein the vehicle travel process includes a normal operating condition, a congested operating condition, and a charging waiting condition.

[0039] S130: Acquire the vehicle speed during the vehicle travel process in real time.

[0040] Among them, in the actual scenario where the driver drives the vehicle from normal conditions in the suburbs into congested conditions, and then into the charging condition (return home condition or charging condition at a charging place) after the congested condition, the actual consumed SOC value and the vehicle speed under each condition are detected in real time.

[0041] S140: When the SOC value changes from 100% to a preset SOC value, and the vehicle speed is less than or equal to the preset speed, the power mode is switched from the pure electric mode to the holding mode.

[0042] S150: When the rate of change of the vehicle speed increases, the power mode is switched from the holding mode to the pure electric mode.

[0043] Among them, the preset SOC value is the sum of the first preset SOC value and the second preset SOC value; the preset vehicle speed is the initial operating speed under congested conditions with standard maximum fuel consumption. Figure 2 is a curve process diagram for determining a preset power mode switching method for a preset vehicle speed; Figure 2 As shown, the preset power mode switching method is that when the SOC value drops to the second preset SOC value, the power mode switches from the pure electric mode to the holding mode; the holding mode is maintained until the end of the vehicle journey (that is, when the waiting to be charged condition ends). In order to facilitate the calculation of the actual amount of fuel consumed by the engine in the preset power mode switching method, the preset power switching process is divided into four stages, the first stage T1 is the first stage of normal conditions, the second stage T2 is the second stage of normal conditions, the third stage T3 is the normal condition about to enter the congested condition, and the fourth stage T4 is the congested condition and the waiting to be charged condition; at the same time, it is assumed that ENG eff22 The average operating efficiency of the T3 engine in the third stage during the switching process of the preset power mode; EM eff22 The average driving efficiency of the drive motor in the third stage T3 during the switching process of the preset power mode; ENG eff23 The average operating efficiency of the engine in the fourth stage T4 during the preset power mode switching process; ISG eff23 is the average power generation efficiency of the ISG motor in the fourth stage T4 during the switching process of the preset power mode; it should be noted here that Figure 3 is a schematic diagram of the power system structure of a hybrid power system provided by an embodiment of the present invention, such as Figure 3As shown, the actual power system of a hybrid vehicle includes a drive motor (EM motor), an engine, an integrated starter and generator motor (ISG motor), a power battery, a coupling structure and a clutch; it can be understood that when the power mode is in pure electric mode, the power battery provides energy to the EM motor to drive the wheels, and the engine does not work; when the power mode is in power retention mode, when the clutch is closed, the power system operates in parallel operation. On the one hand, the engine transmits torque through the clutch to drive the wheels; on the other hand, when the power battery is insufficient, the engine drives the ISG motor to work, and the ISG motor provides energy to the power battery by generating electricity, and the drive motor works to drive the wheels; in particular, on the other hand, when the power battery is sufficient, the engine does not drive the ISG motor to work, and the ISG motor does not need to generate electricity to provide energy to the power battery, and the power battery directly provides driving energy to the EM motor to drive the wheels.

[0044] In the power holding mode, when the clutch is disconnected, the engine, ISG motor, power battery and EM motor form a series power system, and the power system operates in series mode. At this time, the engine drives the ISG motor to work, and the ISG motor provides energy to the power battery through power generation, driving the motor to work and drive the wheels to run; the fuel consumption during the entire process of switching the preset power mode is calculated based on the power system operation mode:

[0045] In the first stage, the vehicle is driven in EV mode and the engine fuel consumption is 0;

[0046] In the second stage: the vehicle is driven in EV mode and the engine fuel consumption is 0;

[0047] In the third stage: the vehicle is driven in Hold mode. At this time, the power battery is fully charged. The ISG motor does not need to generate electricity to provide energy to the power battery. The power battery directly provides the EM motor with driving energy to drive the wheels. In this way, the vehicle driving energy E Veh22 and engine fuel consumption E eng22 The calculation method is as follows:

[0048] Vehicle driving energy E Veh22 Calculated as:

[0049] E veh22 =(ΔSOC×E Batt )×EM eff22

[0050] Where, ΔSOC×E Batt E is the power reserve of the third stage power battery; Batt is the total energy of the power battery;

[0051] Engine fuel consumption Eeng22 Calculated as:

[0052]

[0053] In the fourth stage: the vehicle is driven in Hold mode. In congested conditions, the vehicle speed is low, and the vehicle hybrid system will always be in series mode. In series mode, the engine operates at the optimal operating efficiency. That is, at this time, the engine drives the ISG motor to work, and the ISG motor provides energy to the power battery through power generation, driving the motor to work and drive the wheels; at this time, the power generation is mainly generated by the ISG motor, and the engine fuel consumption E eng23 The calculation method is as follows:

[0054] Engine fuel consumption E eng23 Calculated as:

[0055]

[0056] Where, ΔSOC×E Batt E is the power reserve of the fourth stage power battery; Batt is the total energy of the power battery;

[0057] The fuel consumption during the switching process of the preset power mode is E eng-con2 , the calculation method is as follows:

[0058]

[0059] Compared with the preset power mode switching mode, Figure 4 is a curve process diagram of the power mode switching method provided by an embodiment of the present invention, such as Figure 4 As shown, the power mode switching method of this scheme is that when the SOC drops to the preset SOC value, the power mode is switched from the pure electric mode to the holding mode; and when the rate of change of the vehicle speed becomes larger, that is, when the vehicle enters the congested condition from the normal condition, the power mode is switched from the holding mode back to the pure electric mode. Similarly, in order to facilitate the calculation of the actual fuel consumption in the preset power mode switching method, the power switching process of this scheme is divided into four stages, the first stage T1 is the first stage of the normal condition (SOC value drops to the preset SOC value), the second stage T2 is the second stage of the normal condition (preset SOC value holding stage), the third stage T3 is the third stage of the normal condition (preset SOC value holding stage), and the fourth stage T4 is the congested condition and the condition to be charged; ENG eff11 is the average operating efficiency of the second stage T2 during the switching process of the preset power mode; EM eff11 is the average driving efficiency of the EM motor in the second stage T2 during the switching process of the preset power mode; ENG eff12 The average operating efficiency of the engine in the third stage T3 during the preset power mode switching process; EMeff12 is the average power generation efficiency of the EM motor in the third stage T3 during the preset power mode switching process; the fuel consumption during the power mode switching process of this scheme is calculated as:

[0060] In the first stage, the vehicle is driven in EV mode and the engine fuel consumption is 0;

[0061] In the second stage, the vehicle is driven in Hold mode. At this time, the power battery is fully charged. The ISG motor does not need to generate electricity to provide energy to the power battery. The power battery directly provides the EM motor with driving energy to drive the wheels. In this way, the vehicle driving energy E Veh11 and engine fuel consumption E eng11 The calculation method of is as follows.

[0062] Vehicle driving energy calculation:

[0063] E veh11 =(ΔSOC×E Batt )×EM eff11

[0064] Where, ΔSOC×E Batt E is the power battery power retention in the second stage under the power switching mode of this solution; Batt is the total energy of the power battery;

[0065] Engine fuel consumption calculation:

[0066]

[0067] In the third stage: the vehicle is driven in Hold mode. At this time, the power battery is fully charged. The ISG motor does not need to generate electricity to provide energy to the power battery. The power battery directly provides the EM motor with driving energy to drive the wheels. In this way, the vehicle driving energy E Veh12 and engine fuel consumption E eng12 The calculation method of is as follows.

[0068] Vehicle driving energy calculation:

[0069] E veh12 =(ΔSOC×E Batt )×EM eff12

[0070] Engine fuel consumption calculation:

[0071]

[0072] In the fourth stage: the driver switches to EV mode, the vehicle is driven in EV mode, and the engine fuel consumption is 0.

[0073] In this way, the fuel consumption during the power switching mode of this scheme is E eng-con1 as follows:

[0074]

[0075] E during the mode switching process with the preset power eng-con2 In comparison,

[0076]

[0077] Since the vehicles are driven in Hold mode in the third stage of this scheme and the third stage of the preset power switching mode, the vehicles are driven to maintain the balance of the power battery SOC target value. The change of the power battery SOC is the same, and the process of the power system controlling the vehicle driving is similar. The driving resistance for the same vehicle is also the same. Therefore, the fuel consumption in the third stage of this scheme and the third stage of the preset power switching mode is basically the same, and the following formula can be obtained:

[0078]

[0079] By offsetting the same parts, the ratio of the fuel consumption of this scheme to the fuel consumption during the preset power switching mode is set to R;

[0080]

[0081] Further deduction leads to:

[0082]

[0083] Since the efficiency of EM motor and ISG motor is less than 100% (the efficiency of general motor is about 90%), it can be concluded that:

[0084] EM eff11 <1, ISG eff23 <1

[0085] Further deduction leads to:

[0086] EM eff11 ×ISG eff23 <1

[0087] In the fourth stage of the preset power switching mode, since the hybrid system adopts a series mode, the series engine adopts the optimal operating efficiency, so the ENG eff23 ≥ENG eff11 , at this time R<1, then the preset power control switching process fuel consumption E eng-con2 The standard maximum fuel consumption is the average operating efficiency of the engine in the fourth stage during the preset power control switching process.eff23 Determine the initial operating speed of the vehicle under congestion conditions. In this scheme, when the SOC value changes from 100% to the preset SOC value, and the actual vehicle speed is less than or equal to the preset speed, the power mode switches from pure electric mode to holding mode. When the rate of change of the vehicle speed increases, the power mode switches from holding mode back to pure electric mode. The fuel consumption is low during the entire power mode switching process, which saves the vehicle's fuel consumption and ultimately achieves the goal of energy conservation and emission reduction.

[0088] Based on the above scheme, further optimization is carried out. Figure 5 is a flow chart of a power mode control method provided by an embodiment of the present invention. Figure 5 As shown, the method comprises the following steps:

[0089] S210, predicting a first preset SOC value consumed under congested conditions based on the vehicle running state and road condition information under congested conditions; and predicting a second preset SOC value consumed under to-be-charged conditions based on the vehicle running state and road condition information under to-be-charged conditions.

[0090] S220, detecting the SOC value during the vehicle travel process; wherein the vehicle travel process includes normal operating conditions, congested operating conditions and charging waiting conditions.

[0091] S230: Acquire the vehicle speed during the vehicle travel process in real time.

[0092] S240: When the SOC value changes from 100% to a preset SOC value, and the vehicle speed is less than or equal to the preset speed, the power mode is switched from the pure electric mode to the holding mode.

[0093] S250: When the rate of change of the vehicle speed increases, the power mode switches from the holding mode to the pure electric mode.

[0094] S260. Send the power mode to the instrument system.

[0095] Among them, based on the above scheme, this scheme further reminds the driver of the mode switching method through the instrument system to ensure that the driver switches the power mode in time to achieve lower fuel consumption and improve the economic performance of the vehicle.

[0096] An embodiment of the present invention further provides a power mode control device. The power mode control device provided by the embodiment of the present invention can execute the power mode control method provided by any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method. Figure 6 is a schematic diagram of the structure of another power mode control device provided by an embodiment of the present invention, such as Figure 6 As shown, the device comprises:

[0097] A prediction module 10 is used to predict a first preset SOC value consumed under a congested condition based on the vehicle running state and the road condition information under the congested condition; and to predict a second preset SOC value consumed under a waiting-to-charge condition based on the vehicle running state and the road condition information under the waiting-to-charge condition;

[0098] The detection module 20 is used to detect the SOC value during the vehicle travel process; wherein the vehicle travel process includes a normal operating condition, a congested operating condition and a charging condition;

[0099] The vehicle speed acquisition module 30 is used to acquire the vehicle speed during the vehicle travel process in real time;

[0100] The first switching module 40 is used to switch the power mode from the pure electric mode to the holding mode when the SOC value changes from 100% to a preset SOC value and the vehicle speed is less than or equal to the preset speed; wherein the preset SOC value is the sum of the first preset SOC value and the second preset SOC value;

[0101] The second switching module 50 is used to switch the power mode from the holding mode to the pure electric mode when the rate of change of the vehicle speed increases.

[0102] Optionally, the second switching module is specifically used to:

[0103] When the rate of change of the vehicle speed becomes larger, the vehicle begins to enter congested conditions, and the power mode switches from holding mode to pure electric mode.

[0104] Optionally, it also includes: a display module, used to send the power mode to the instrument system.

[0105] Figure 7 A schematic diagram of the structure of an HCU provided in an embodiment of the present invention is shown in FIG. Figure 7 As shown, the HCU includes a processor 70, a memory 71, an input device 72 and an output device 73; the number of processors 70 in the HCU can be one or more. Figure 7 A processor 70 is taken as an example; the processor 70, memory 71, input device 72 and output device 73 in the HCU can be connected by a bus or other means. Figure 6 The example of connecting through bus is taken in the following.

[0106] The memory 71 is a computer-readable storage medium that can be used to store software programs, computer executable programs and modules, such as program instructions / modules corresponding to the power mode control method in the embodiment of the present invention. The processor 70 executes various functional applications and data processing of the HCU by running the software programs, instructions and modules stored in the memory 71, that is, implementing the above-mentioned power mode control method.

[0107] The memory 71 may mainly include a program storage area and a data storage area, wherein the program storage area may store an operating system and at least one application required for a function; the data storage area may store data created according to the use of the terminal, etc. In addition, the memory 71 may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one disk storage device, a flash memory device, or other non-volatile solid-state storage device. In some instances, the memory 71 may further include a memory remotely arranged relative to the processor 70, and these remote memories may be connected to the device / terminal / server via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0108] The input device 72 may be used to receive input digital or character information and generate key signal input related to user settings and function control of the device / terminal / server. The output device 73 may include a display device such as a display screen.

[0109] An embodiment of the present invention further provides a storage medium including computer executable instructions, wherein the computer executable instructions are used to execute a power mode control method when executed by a computer processor, the method comprising:

[0110] Predicting a first preset SOC value consumed under a congested condition based on the vehicle running state and the road condition information under a congested condition; and predicting a second preset SOC value consumed under a waiting-to-charge condition based on the vehicle running state and the road condition information under a waiting-to-charge condition;

[0111] Detecting the SOC value during the vehicle journey; wherein the vehicle journey includes a normal operating condition, the congested operating condition, and the waiting-to-charge operating condition;

[0112] Obtain the vehicle speed during the vehicle journey in real time;

[0113] When the SOC value changes from 100% to a preset SOC value, and the vehicle speed is less than or equal to the preset speed, the power mode is switched from the pure electric mode to the holding mode; wherein the preset SOC value is the sum of the first preset SOC value and the second preset SOC value;

[0114] When the rate of change of the vehicle speed increases, the power mode is switched from the holding mode back to the pure electric mode.

[0115] Of course, the computer executable instructions of a storage medium containing computer executable instructions provided in an embodiment of the present invention are not limited to the method operations described above, and can also execute related operations in the power mode control method provided in any embodiment of the present invention.

[0116] Through the above description of the implementation methods, the technicians in the relevant field can clearly understand that the present invention can be implemented by means of software and necessary general hardware, and of course it can also be implemented by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as a computer floppy disk, read-only memory (ROM), random access memory (RAM), flash memory (FLASH), hard disk or optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, server, or network device, etc.) to execute the methods described in each embodiment of the present invention.

[0117] It is worth noting that in the embodiment of the above-mentioned search device, the various units and modules included are only divided according to functional logic, but are not limited to the above-mentioned division, as long as the corresponding functions can be achieved; in addition, the specific names of the functional units are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of the present invention.

[0118] Note that the above are only preferred embodiments of the present invention and the technical principles used. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and that various obvious changes, readjustments and substitutions can be made by those skilled in the art without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in more detail through the above embodiments, the present invention is not limited to the above embodiments, and may include more other equivalent embodiments without departing from the concept of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims

1. A power mode control method, characterized in that: include: Predicting a first preset SOC value consumed under congested conditions based on the vehicle operating state and road condition information under congested conditions; And based on the vehicle running state and the road condition information under the waiting-for-charging condition, a second preset SOC value consumed under the waiting-for-charging condition is predicted; wherein the waiting-for-charging condition includes a returning-home condition or a charging condition at a charging location; Detecting the SOC value during the vehicle journey; wherein the vehicle journey includes a normal operating condition, the congested operating condition, and the waiting-to-charge operating condition; Obtain the vehicle speed during the vehicle journey in real time; When the SOC value changes from 100% to the preset SOC value, if the vehicle speed is less than or equal to the preset speed, the power mode is switched from the pure electric mode to the power retention mode; wherein the preset SOC value is the sum of the first preset SOC value and the second preset SOC value; the preset vehicle speed is the initial operating speed under the congested condition with the standard minimum fuel consumption; When the rate of change of the vehicle speed increases, the power mode is switched from the power retention mode back to the pure electric mode.

2. The power mode control method according to claim 1, characterized in that: When the rate of change of the vehicle speed increases, the power mode is switched from the power retention mode to the pure electric mode, including: When the rate of change of the vehicle speed becomes larger, the vehicle enters the congested condition, and the power mode is switched from the power retention mode back to the pure electric mode.

3. The power mode control method according to claim 1, characterized in that: Also includes: The electrical quantity pattern is sent to an instrumentation system.

4. A power mode control device, characterized in that: include: A prediction module, used for predicting a first preset SOC value consumed under congested conditions based on the vehicle running state and road condition information under congested conditions; And predicting a second preset SOC value consumed under the waiting-for-charging condition based on the vehicle running state and the road condition information under the waiting-for-charging condition; A detection module, used to detect the SOC value during the vehicle journey; wherein the vehicle journey includes a normal operating condition, the congested operating condition and the waiting-to-charge operating condition; wherein the waiting-to-charge operating condition includes a returning home operating condition or a charging location charging operating condition; The vehicle speed acquisition module is used to obtain the vehicle speed during the vehicle journey in real time; A first switching module is used for switching the power mode from the pure electric mode to the power retention mode when the SOC value changes from 100% to a preset SOC value and the vehicle speed is less than or equal to the preset speed; wherein the preset SOC value is the sum of the first preset SOC value and the second preset SOC value; and the preset vehicle speed is the initial operating speed under the congested condition with the standard minimum fuel consumption; The second switching module is used to switch the power mode from the power retention mode back to the pure electric mode when the rate of change of the vehicle speed becomes larger.

5. The power mode control device according to claim 4, characterized in that: The second switching module is specifically used to: When the rate of change of the vehicle speed becomes larger, the vehicle begins to enter the congested condition, and the power mode is switched from the power retention mode back to the pure electric mode.

6. The power mode control device according to claim 4, characterized in that: Also includes: The display module is used to send the power mode to the instrument system.

7. A computer device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the program, the power mode control method as described in any one of claims 1-3 is implemented.

8. A storage medium containing computer executable instructions, characterized in that: The computer executable instructions are used to execute the power mode control method as claimed in any one of claims 1 to 3 when executed by a computer processor.

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