A method and device for warming up a hybrid vehicle, a vehicle, and a storage medium

Abstract

The application discloses a warm-up control method and device of a hybrid vehicle, the vehicle and a storage medium. The warm-up control method comprises the following steps: when the vehicle is in a warm-up mode, starting the engine of the vehicle at a first power; and increasing the running power of the engine to a target power within a preset time period after the engine is started, wherein the first power is less than the target power, and the difference between the target power and the first power is greater than or equal to a preset power difference. According to the technical scheme in the application, when the engine is started in a cold state, there is no large power mutation, the generation of pollutants in a starting transient state can be reduced, pollutant emission can be reduced, and environmental pollution can be reduced.

Description

TECHNICAL FIELD

[0001] Embodiments of the present application relate to the technical field of automobile control, and in particular to a warm-up control method and device for a hybrid vehicle, a vehicle, and a storage medium. BACKGROUND

[0002] The emission control of the engine in a cold state is an important part of the whole emission control strategy of a vehicle, and how to reduce energy consumption while ensuring that the emission meets the regulatory requirements is a continuous research topic in the field of vehicle control. In a hybrid vehicle, the engine usually enters a series mode when starting at a low vehicle speed, that is, the engine drives the generator to generate electricity, and the motor drives the vehicle forward. Currently, for a hybrid vehicle, the engine may have the phenomenon of excessive emission when starting for the first time in a cold state. SUMMARY

[0003] Therefore, embodiments of the present application provide a warm-up control method and device for a hybrid vehicle, a vehicle, and a storage medium to reduce pollutant emissions when the vehicle starts in a cold state and reduce environmental pollution.

[0004] In a first aspect, embodiments of the present application provide a warm-up control method for a hybrid vehicle, comprising:

[0005] starting the engine of the vehicle at a first power when the vehicle is in a warm-up mode;

[0006] increasing the operating power of the engine to a target power within a preset time period after the engine is started; wherein the first power is less than the target power, and the difference between the target power and the first power is greater than or equal to a preset power difference.

[0007] In a second aspect, embodiments of the present application also provide a warm-up control device for a hybrid vehicle, comprising:

[0008] a starting control module configured to start the engine of the vehicle at a first power when the vehicle is in a warm-up mode;

[0009] a power adjustment module configured to increase the operating power of the engine to a target power within a preset time period after the engine is started; wherein the first power is less than the target power, and the difference between the target power and the first power is greater than or equal to a preset power difference.

[0010] In a third aspect, embodiments of the present application also provide a hybrid vehicle, comprising:

[0011] one or more processors;

[0012] a storage device configured to store one or more programs;

[0013] The one or more programs are executed by the one or more processors, so that the one or more processors implement the warm-up control method of the hybrid vehicle provided by the embodiments of the present application.

[0014] In a fourth aspect, the embodiments of the present application further provide a computer readable storage medium, which has stored thereon a computer program, and the computer program is executed by a processor to implement the warm-up control method of the hybrid vehicle provided by the embodiments of the present application.

[0015] The warm-up control method of the hybrid vehicle provided by the embodiments of the present application firstly controls the vehicle engine to start at a first power when the vehicle is in a warm-up mode; and then controls the running power of the engine to increase to a target power within a preset time period after the engine starts, wherein the first power is less than the target power, and the difference between the target power and the first power is greater than or equal to a preset power difference. Through the above technical solution, when the engine is cold-started, there is no large degree of power mutation, which can reduce the generation of pollutants under the starting transient working condition, reduce the emission of pollutants, and reduce environmental pollution. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 FIG. 1 is a flowchart of a warm-up control method of a hybrid vehicle according to an embodiment of the present application;

[0017] Figure 2 FIG. 2 is a schematic diagram of the change of the running power of an engine according to an embodiment of the present application;

[0018] Figure 3 FIG. 3 is a flowchart of a warm-up control method of a hybrid vehicle according to another embodiment of the present application;

[0019] Figure 4 FIG. 4 is a flowchart of a warm-up control method of a hybrid vehicle according to a third embodiment of the present application;

[0020] Figure 5 FIG. 5 is a schematic diagram of the correspondence between a second temperature threshold and the driving mileage of a vehicle according to the third embodiment of the present application;

[0021] Figure 6 FIG. 6 is a structural schematic diagram of a warm-up control device of a hybrid vehicle according to a fourth embodiment of the present application. DETAILED DESCRIPTION

[0022] The present application will be further described below in conjunction with the drawings and embodiments. It can be understood that the specific embodiments described herein are only used to explain the present application, but not to limit the present application. In addition, it should be noted that, for the convenience of description, only the parts related to the present application are shown in the drawings, but not all the structures.

[0023] Before any embodiments of the application are explained in detail, it is to be understood that the example embodiments are described in relation to a process or method which is depicted as a flow diagram. Although the operations (or steps) of the process are depicted in a sequential order, many of the operations can be performed in parallel, concurrently or in any order practical. In addition, the order of the operations can be re-arranged. A process is terminated when its operations are completed, but could also terminate in the case of a failure of one of the operations. A process can correspond to a method, a function, a procedure, a subroutine, a subprogram, etc. While a process is being executed, one or more steps or operations of the process can be interrupted, due to, for example, an interrupt instruction, a system failure, or power failure. If interrupted the process operation(s) that were interrupted can be resumed where they left off, when interrupted. The process operations will resume, automatically in response to the process operations being called again, or a user instructing the process operations to resume. The process operations will resume where they left off, when interrupted. The process can correspond to a method, a function, a procedure, a subroutine, a subprogram, etc. In addition, embodiments and features of the present application can be combined with each other as mutually inclusive throughout the disclosure.

[0024] The term "comprising", used in the specification, includes the meaning of "consisting only of" and "consisting essentially of". The term "based on" is "based at least in part on". The term "one embodiment" means "at least one embodiment".

[0025] It should be noted that the terms "first", "second" and the like in the description and in the claims, are used only to distinguish one identifiable element from another, and do not imply a qualitative or sequential preference or relation of importance.

[0026] It should be noted that the terms "one", "multiple" in the present application are illustrative and not restrictive, and those skilled in the art should understand that "one or more" should be understood unless otherwise explicitly indicated in the context.

[0027] Embodiment one

[0028] Figure 1 A flowchart of a warm-up control method of a hybrid vehicle is provided for embodiment one of the present application. The method can be applied to control the working condition when the hybrid vehicle (i.e. a hybrid electric vehicle) is started at cold state. The method can be executed by a warm-up control device of the hybrid vehicle, which can be realized by software and / or hardware and is generally integrated on the hybrid vehicle. In the present embodiment, the hybrid vehicle includes but is not limited to a range-extender hybrid vehicle.

[0029] As shown in Figure 1 A warm-up control method of a hybrid vehicle is provided for embodiment one of the present application, which includes the following steps:

[0030] S110, controlling the vehicle engine to start at a first power when the vehicle is in a warm-up mode.

[0031] The warm-up mode can refer to a working condition mode in which the vehicle starts from a cold state. As described in the background and related art, when the engine of a hybrid vehicle starts at a low speed in a cold state, the engine enters a series mode. In this case, the power of the engine at the start is usually equal to the sum of the power required by the driver, the power required for charging the battery, and the power consumed by the vehicle accessories. When the engine operates at the above-mentioned start power in a cold state, there is a risk that the engine emissions will exceed the standard.

[0032] Therefore, in the embodiment, in the warm-up mode, the engine is first controlled to start at a first power which is relatively low, and it can also be understood that the first power is less than the sum of the power required by the driver, the power required for charging the battery, and the power consumed by the vehicle accessories. In the warm-up mode, the vehicle has not yet started to run, and appropriately reducing the start power of the engine will not affect the subsequent normal running of the vehicle.

[0033] In the embodiment, the specific value of the first power is not limited, and a person skilled in the art can set it according to actual needs.

[0034] S120, controlling the running power of the engine to increase to a target power within a preset time period after the engine starts.

[0035] The first power is less than the target power, and the difference between the target power and the first power is greater than or equal to a preset power difference.

[0036] Further, the running power of the engine is increased to the target power after a preset time after the engine starts at the first power. The target power can be the sum of the above-mentioned powers, that is, the target power is a power value greater than the first power.

[0037] In addition, in the embodiment, the difference between the target power and the first power is greater than or equal to the preset power difference, which means that there is a large difference between the target power and the first power. In other words, compared with the target power, the first power is a power value closer to 0. The specific value of the preset power difference can be set by a person skilled in the art according to actual needs. It should be noted that the first power that meets the preset power difference relationship with the target power should be able to ensure the normal start of the engine.

[0038] In the embodiment, when the engine starts in a cold state, the start power at the start moment of the engine is controlled to be a very small power value, and then the running power of the engine is gradually controlled to increase to the target power. Since the first power is very small, when the engine starts in a cold state, there is no large degree of power mutation, which can reduce the generation of pollutants in the start transient working condition, reduce the emission of pollutants, and reduce environmental pollution.

[0039] Optionally, the specific setting values of the first power, the target power, and the preset time period required for increasing the first power to the target power are not limited in the embodiments of the present application, and can be set according to actual requirements by those skilled in the art. For example, the target power can be set to 6-8 KW, the first power can be set to 1-2 KW, the preset power can be 3-7 KW, and the preset time period can be 10-40 s, but is not limited thereto.

[0040] The warm-up control method of the hybrid vehicle provided by the embodiments of the present application first controls the vehicle engine to start at a first power when the vehicle is in a warm-up mode, and then controls the running power of the engine to increase to a target power within a preset time period after the engine starts, wherein the first power is less than the target power, and the difference between the target power and the first power is greater than or equal to a preset power difference. By using the above method, when the engine starts in a cold state, there is no large degree of power mutation, which can reduce the generation of pollutants in the starting transient state, reduce pollutant emissions, and reduce environmental pollution.

[0041] Optionally, as a refinement of the first embodiment, in possible embodiments, the preset time period can include an intermediate time and a target time. The above S120, controlling the running power of the engine to increase to the target power within the preset time period after the engine starts, can be further refined as follows: from the start of the engine to the intermediate time, the running power of the engine is controlled to maintain at the first power; from the intermediate time to the target time, the running power of the engine is gradually increased from the first power to the target power.

[0042] Specifically, the target time is the time when the running power of the engine reaches the target power, that is, the preset time after the engine starts at the first power in the above embodiments. The intermediate time refers to any time between the instant when the engine starts at the first power and the target time.

[0043] Further, in the present embodiment, the engine can be controlled to run at the first power for a first time, and the first time is the time interval between the instant when the engine starts and the intermediate time. After reaching the intermediate time, the running power of the engine is controlled to gradually increase, and at the target time, the running power increases to the target power.

[0044] In this setting mode, the engine can be stably operated at the first power within a certain time after starting, further reducing the generation of emissions during starting; and subsequently controlling the running power of the engine to gradually increase to the target power can also make the catalyst light off quickly and ensure that the exhaust gas is discharged in time. The catalyst refers to a purification device installed in the exhaust system of the vehicle, which can convert harmful gases discharged during engine operation into harmless substances through oxidation and reduction and discharge them.

[0045] The intermediate time point can be set as a time point close to the starting time point, so that the first power maintaining time is short, and the engine is started as required.

[0046] Exemplarily, Figure 2 A schematic diagram of engine operation power change is provided for the embodiment one of the present application, Figure 2 In the embodiment one, the intermediate time point is the second second after the starting is completed, and the target time point is the tenth second after the starting is completed, and the actual setting value is not limited thereto. In this setting mode, within the second second after the starting, the engine is controlled to maintain the first power operation, and within the second to tenth second after the starting, the engine operation power is gradually increased from the first power to the target power. In this embodiment one, Figure 2 The values shown in the embodiment one are only examples, and are not limited to the time and starting power values.

[0047] Further optionally, as a refinement scheme of the above embodiment, the change rate of the engine operation power can be gradually reduced from the intermediate time point to the target time point.

[0048] That is, in the time dimension, the increasing trend of the engine operation power can be gradually slowed down, for example, Figure 2 In the embodiment one, within the second to fifth second after the starting is completed, the engine operation power is increased from 1.5 KW to 6 KW, and the change rate is 1.5 KW / s, and within the fifth to tenth second after the starting is completed, the engine operation power is increased from 6 KW to 8 KW, and the change rate is 0.4 KW / s.

[0049] The operation power is first controlled to be increased at a large rate, so that the temperature inside the catalyst can be quickly increased, and the catalyst is quickly ignited; and then the operation power is controlled to be increased at a small rate, so that the engine operation power can be smoothly increased to the target power, and the operation power control accuracy is improved.

[0050] On the basis of the above embodiment, a variant embodiment of the above embodiment is provided, and it should be noted that, in order to make the description brief, only the differences from the above embodiment are described in the variant embodiment.

[0051] Embodiment two

[0052] Figure 3 A flowchart of a warm-up control method of a hybrid vehicle is provided for the embodiment two of the present application, and the embodiment two is optimized on the basis of the above embodiments. In the embodiment, before the step S110 in the embodiment one, when the vehicle is in the warm-up mode, the following steps can also be performed: S201, obtaining the initial temperature of the engine and the required total power of the engine; and S202, when the initial temperature is in the warm-up required temperature range and the required total power is lower than the discharging power limit value of the power battery, the vehicle is controlled to enter the warm-up mode.

[0053] As Figure 3 shown, the second embodiment of the application provides a warm-up control method of a hybrid vehicle, comprising the following steps:

[0054] S201, obtaining an initial temperature of an engine and a demand total power of the engine.

[0055] Those skilled in the art can understand that the engine warm-up mode is proposed for the cold state, therefore, in the embodiment, it can be determined whether the engine is in the cold state just after starting, and when it is determined that the engine is in the cold state, the warm-up control method in the above embodiment is executed.

[0056] The cold state judgment condition can at least include whether the initial temperature of the engine is in a warm-up demand temperature range and whether the demand total power of the engine is lower than a discharge power limit value of the power battery, but is not limited thereto. It can be understood that in the cold state, the engine temperature should be in a lower temperature range, and after the engine runs for a period of time, the temperature should rise to a higher temperature range, therefore, in the embodiment, the initial temperature of the engine can be used as a condition to judge whether to enter the warm-up mode. In addition, the demand power of the engine refers to the power required for the normal operation of the engine, and the power battery supplies power to the engine, when the discharge power of the power battery is greater than or equal to the demand total power of the engine, the engine can be normally started and run, therefore, in the embodiment, the demand total power of the engine can be used as another condition to judge whether to enter the warm-up mode.

[0057] S202, when the initial temperature is in the warm-up demand temperature range and the demand total power is lower than the discharge power limit value of the power battery, the vehicle is controlled to enter the warm-up mode.

[0058] Further, the discharge power limit value can be understood as the minimum discharge power of the power battery in the cold state. When the initial temperature is in the warm-up demand temperature range and the demand total power of the engine is less than the discharge power limit value of the battery, it can be judged that the vehicle (or the engine) is in the cold state, at this time, the vehicle can be controlled to enter the warm-up mode.

[0059] The warm-up demand temperature range and the discharge power limit value can be set by those skilled in the art according to actual needs, and the embodiments of the application do not limit this, for example, the warm-up demand temperature range can be set to 20-30℃, only when the initial temperature of the engine is in 20-30℃, the warm-up mode can be entered; the discharge power limit value can be set to 5-30KW, but is not limited thereto.

[0060] S210, when the vehicle is in the warm-up mode, the engine of the vehicle is controlled to start at a first power.

[0061] S220, controlling the running power of the engine to increase to a target power within a preset time period after the engine is started; wherein the first power is less than the target power, and a difference between the target power and the first power is greater than or equal to a preset power difference.

[0062] The specific implementation of S210 and S220 can refer to the above-mentioned embodiments, and will not be repeated here. The details of the present embodiment are also referred to in Embodiment One.

[0063] In the present embodiment, by setting the cold engine state judgment condition, it can be ensured that the warming-up function is activated when the vehicle is started in a cold engine state, thereby ensuring that the purpose of reducing emissions is achieved.

[0064] Embodiment Three

[0065] Figure 4 A flowchart of a warming-up control method of a hybrid vehicle provided in Embodiment Three of the present application is shown. Embodiment Three is optimized on the basis of the above-mentioned embodiments. In the present embodiment, after S120 in Embodiment One, controlling the running power of the engine to increase to a target power within a preset time period after the engine is started, the following step can also be performed: S330, when the vehicle meets at least one of the warming-up end conditions, exiting the warming-up mode and controlling the engine to run at the target power.

[0066] As shown in Figure 4 A warming-up control method of a hybrid vehicle provided in Embodiment Three of the present application includes the following steps:

[0067] S310, when the vehicle is in a warming-up mode, controlling the vehicle engine to start at a first power.

[0068] S320, controlling the running power of the engine to increase to a target power within a preset time period after the engine is started.

[0069] Wherein the first power is less than the target power, and a difference between the target power and the first power is greater than or equal to a preset power difference.

[0070] The specific implementation of S310 and S320 is the same as in the above-mentioned embodiments, and will not be repeated here.

[0071] S330, when the vehicle meets at least one of the warming-up end conditions, exiting the warming-up mode and controlling the engine to run at the target power.

[0072] Wherein the warming-up end conditions include: the current temperature of the engine reaching a first temperature threshold, the internal temperature of the vehicle catalyst reaching a second temperature threshold, and the running time of the engine reaching a running time threshold.

[0073] Specifically, the current temperature of the engine, i.e., the real-time temperature of the engine after starting, the internal temperature of the vehicle catalyst, i.e., the real-time temperature of the catalyst after activation, and the engine running time, i.e., the total length of time from starting to the current time. In the embodiment, in the warm-up mode, the current temperature of the engine, the internal temperature of the catalyst, and the engine running time can be monitored in real time, and then whether the current temperature of the engine, the internal temperature of the catalyst, and the engine running time meet the warm-up end condition.

[0074] In the warm-up process, if the current temperature of the engine is greater than or equal to the first temperature threshold and / or the internal temperature of the vehicle catalyst is greater than or equal to the second temperature threshold, it can be indicated that the engine is no longer in the cold state, at which time the warm-up can be ended, and the engine is controlled to maintain the target power operation.

[0075] In addition, under normal circumstances, the engine can complete the catalyst light-off after working for a certain period of time. In the embodiment, the warm-up is also controlled to end when the engine running time reaches the running time threshold. The purpose of this setting is to avoid the engine being in the warm-up mode all the time when the catalyst cannot be normally lighted off due to catalyst damage and / or engine failure, resulting in fuel waste.

[0076] The real-time temperature of the engine can be obtained by detecting the engine water temperature, and the internal temperature of the catalyst can be provided by a model temperature in the engine control unit or a temperature sensor pre-prepared in the catalyst. The above temperature obtaining methods can be implemented by any existing technology by those skilled in the art, which will not be described in detail here.

[0077] In addition, the specific values of the first temperature threshold, the second temperature threshold, and the running time limit can be set by those skilled in the art according to actual needs, and the embodiment of the present application is not limited. For example, the first temperature threshold can be 60°C, and the running time limit can be 10-60s, but is not limited thereto.

[0078] Optionally, as a specific refinement scheme of embodiment three, in an optional embodiment, the second temperature threshold and the vehicle mileage meet the following preset corresponding relationship: with the increase of the vehicle mileage, the second temperature threshold first decreases and then increases. Before the vehicle meets at least one of the warm-up end conditions, the following step can be performed before the warm-up mode is exited and the engine is controlled to operate at the target power: determining the second temperature threshold according to the current vehicle mileage.

[0079] Those skilled in the art will understand that when the vehicle's mileage is 0, the catalytic converter is not yet activated, and a higher temperature is required for ignition. As the vehicle's mileage increases, the catalytic converter is fully activated, and ignition can occur at a lower temperature. As the vehicle's mileage further increases, the catalytic converter's conversion efficiency gradually decreases, requiring an even higher temperature for ignition. Therefore, in this embodiment, the second temperature threshold is not a specific value, but rather a value that changes with the vehicle's mileage.

[0080] Figure 5 This is a schematic diagram illustrating the correspondence between a second temperature threshold and vehicle mileage provided in Embodiment 3 of the present invention, as shown below. Figure 5 As shown, the second temperature threshold initially decreases and then increases with increasing vehicle mileage. Replacing a fixed second temperature threshold with a mileage-varying second temperature threshold can significantly reduce fuel consumption while still minimizing pollutant emissions.

[0081] Another point that needs to be made is that, Figure 2 and Figure 5 The examples provided illustrate several parameter values. In actual design processes, the correspondence between these parameters can include any other arbitrary values, or... Figure 2 and Figure 5 The parameter values ​​not shown can be obtained by interpolation based on the existing parameter values, which will not be described in detail in this embodiment.

[0082] The current mileage refers to the total mileage traveled from the vehicle's first start to the current moment. Before determining whether the vehicle meets the warm-up end conditions, a second temperature threshold corresponding to the current mileage can be obtained first, and then used as the internal temperature limit of the catalytic converter. For example, if the current mileage is 5000 km, the corresponding second temperature threshold should be 400℃.

[0083] Optionally, as a further refinement of Embodiment 3, in an optional embodiment, after S330, the following steps may also be performed: when the current temperature of the engine drops to a third temperature threshold and / or the internal temperature of the catalyst drops to a fourth temperature threshold, the vehicle is controlled to enter the warm-up mode again; wherein, the third temperature threshold is less than the first temperature threshold and the fourth temperature threshold is less than the second temperature threshold.

[0084] Specifically, when the engine first warms up, the engine exits the warm-up function, and then the engine operates according to the target power or stops. When the engine stops for a long time, the temperature inside the catalyst and / or the engine temperature decreases, and then the engine (vehicle) can be controlled to enter the warm-up mode again. The conditions for determining whether to enter the warm-up mode again can at least include that the current temperature (real-time temperature) of the engine decreases to below a third temperature threshold, and / or the temperature inside the catalyst decreases to below a fourth temperature threshold. When the engine temperature and the temperature inside the catalyst meet the above conditions, the warm-up mode can be entered again, and the control method in the warm-up mode in the above embodiments can be performed.

[0085] In the embodiments of the present application, the specific values of the third temperature threshold and the fourth temperature threshold are not limited, and a person skilled in the art can set them according to actual needs, as long as the third temperature threshold is lower than the first temperature threshold and the fourth temperature threshold is lower than the second temperature threshold. For example, the third temperature threshold can be 35℃, and the fourth temperature threshold can be 200℃, but the present application is not limited thereto.

[0086] Embodiment Four

[0087] Figure 6 A structural schematic diagram of a warm-up control device for a hybrid vehicle is provided in Embodiment Four of the present application. The device can be used to control the working condition of the hybrid vehicle when it is started in a cold state. The device can be realized by software and / or hardware, and is generally integrated on the hybrid vehicle.

[0088] As shown in Figure 6 , the device includes:

[0089] A start control module 100 is configured to control the engine of the vehicle to start at a first power when the vehicle is in a warm-up mode.

[0090] A power adjustment module 200 is configured to control the running power of the engine to increase to a target power within a preset time period after the engine starts. The first power is less than the target power, and the difference between the target power and the first power is greater than or equal to a preset power difference.

[0091] The warm-up control device for a hybrid vehicle provided in the embodiments of the present application can reduce the sudden change in power when the engine is started in a cold state, reduce the generation of pollutants in the starting transient working condition, reduce the emission of pollutants, and reduce environmental pollution.

[0092] Further, in a possible implementation, the preset time period can include an intermediate time and a target time, and the power adjustment module can include a power maintaining unit and a power increasing unit. The power maintaining unit can be configured to control the running power of the engine to maintain at the first power from the start of the engine to the intermediate time; and the power increasing unit can be configured to control the running power of the engine to gradually increase from the first power to the target power from the intermediate time to the target time.

[0093] Further, in a refined implementation, the power increasing unit can be further configured to control the change rate of the running power of the engine to gradually decrease from the intermediate time to the target time.

[0094] Further, in a possible implementation, the warm-up control device of the hybrid vehicle can further include a parameter acquisition module and a warm-up mode control module. The parameter acquisition module can be configured to acquire an initial temperature of the engine and a required total power of the engine; and the warm-up mode control module can be configured to control the vehicle to enter the warm-up mode when the initial temperature is within a warm-up required temperature range and the required total power is lower than a discharge power limit of the power battery.

[0095] Further, in a possible implementation, the warm-up mode control module can be further configured to exit the warm-up mode and control the engine to run at the target power when the vehicle satisfies at least one of the warm-up end conditions. The warm-up end conditions include that a current temperature of the engine reaches a first temperature threshold, an internal temperature of a catalyst of the vehicle reaches a second temperature threshold, and a running time of the engine reaches a running time threshold.

[0096] Further, in a refined implementation, the second temperature threshold satisfies a preset corresponding relationship with a driving mileage of the vehicle, that is, the second temperature threshold decreases first and then increases as the driving mileage of the vehicle increases. The warm-up control device of the hybrid vehicle can further include a temperature threshold determination module configured to determine the second temperature threshold according to a current driving mileage of the vehicle.

[0097] The warm-up control device of the hybrid vehicle described above can execute the warm-up control method of the hybrid vehicle provided in any of the embodiments of the present application, and has the corresponding function modules and beneficial effects of the execution method, which will not be described here.

[0098] Embodiment Five

[0099] Embodiment Five of the present application provides a hybrid vehicle. The hybrid vehicle includes one or more processors and a storage device. The processor in the hybrid vehicle can be one or more. The storage device is used to store one or more programs. The one or more programs are executed by the one or more processors, so that the one or more processors implement the warm-up control method of the hybrid vehicle provided in any of the embodiments of the present application.

[0100] The storage device in the hybrid vehicle can be used to store one or more programs as a computer readable storage medium, which can be a software program, a computer executable program and a module, such as the program instructions / module of the warm-up control method of the hybrid vehicle provided in any of the embodiments of the present application. The processor executes the software program, instructions and modules stored in the storage device, thereby performing various functional applications and data processing of the hybrid vehicle, i.e., implementing the warm-up control method of the hybrid vehicle in the above-mentioned method embodiments.

[0101] The storage device can include a program storage area and a data storage area, wherein the program storage area can store an operating system and application programs required by at least one function; and the data storage area can store data created according to the use of the hybrid vehicle, etc. In addition, the storage device can include a high-speed random access memory, and can also include a non-volatile memory, such as at least one magnetic disk storage device, a flash memory device, or other non-volatile solid-state storage device. In some examples, the storage device can further include a memory remotely arranged with respect to the processor, which can be connected to the hybrid vehicle through 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 a combination thereof.

[0102] Embodiment six

[0103] The embodiment six of the present application provides a computer readable storage medium, which stores a computer program, and the program is executed by a processor to perform the warm-up control method of the hybrid vehicle in any of the above-mentioned embodiments.

[0104] The computer storage medium of the embodiment of the present application can adopt any combination of one or more computer readable media. The computer readable medium can be a computer readable signal medium or a computer readable storage medium. The computer readable storage medium may, for example, be but is not limited to an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or apparatus, or any combination of the above. More specific examples (non-exhaustive list) of the computer readable storage medium include an electrical connection having 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), a flash memory, an optical fiber, a portable CD-ROM, an optical storage device, a magnetic storage device, or any suitable combination of the above. The computer readable storage medium can be any tangible medium containing or storing a program that can be used by or in connection with an instruction execution system, apparatus or device.

[0105] A computer readable signal medium can include a propagated data signal with computer readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated signal can take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination thereof. A computer readable signal medium can be any computer readable medium that can be involved in

[0106] The computer readable program code embodied on a computer readable medium can be transmitted using any appropriate medium, including but not limited to wireless, wire line, optical fiber cable, Radio Frequency (RF), etc., or any suitable combination of the foregoing.

[0107] Computer program code for carrying out operations of the present application can be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code can execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection can be made to an external computer (for example, through the Internet using an Internet Service Provider).

[0108] Note that the foregoing are merely preferred embodiments and the principles of the present application. Those skilled in the art will understand that the present application is not limited to the specific embodiments described herein, and that various obvious changes, modifications and substitutions can be made without departing from the scope of the present application. Therefore, although the present application has been described in detail through the above embodiments, the present application is not limited to the above embodiments, and can include more other equivalent embodiments without departing from the concept of the present application, and the scope of the present application is determined by the scope of the appended claims.

Claims

1. A method of warming-up control of a hybrid vehicle, characterized by, The method comprises: controlling the vehicle engine to start at a first power when the vehicle is in a warm-up mode; controlling the operating power of the engine to increase to a target power within a preset time period after the engine starts; wherein the first power is less than the target power, and the difference between the target power and the first power is greater than or equal to a preset power difference; the preset time period comprises an intermediate time and a target time; controlling the operating power of the engine to increase to a target power within a preset time period after the engine starts, comprising: controlling the operating power of the engine to maintain at the first power from the start of the engine until the intermediate time is reached; controlling the operating power of the engine to gradually increase from the first power to the target power from the intermediate time until the target time is reached; from the intermediate time until the target time is reached, the change rate of the operating power of the engine gradually decreases.

2. The method of claim 1, wherein Before controlling the vehicle engine to start at a first power when the vehicle is in a warm-up mode, the method further comprises: obtaining an initial temperature of the engine and a total demand power of the engine; when the initial temperature is within a warm-up demand temperature range and the total demand power is lower than a power battery discharge power limit, controlling the vehicle to enter the warm-up mode.

3. The method of claim 1, wherein After controlling the operating power of the engine to increase to a target power within a preset time period after the engine starts, the method further comprises: when the vehicle satisfies at least one of the warm-up end conditions, exiting the warm-up mode and controlling the engine to operate at the target power; wherein the warm-up end conditions comprise that the current temperature of the engine reaches a first temperature threshold, the internal temperature of the vehicle catalyst reaches a second temperature threshold, and the operating time of the engine reaches an operating time threshold.

4. The method of claim 3, wherein The second temperature threshold and the vehicle mileage satisfy the following preset corresponding relationship: as the vehicle mileage increases, the second temperature threshold first decreases and then increases; Before when the vehicle satisfies at least one of the warm-up end conditions, exiting the warm-up mode and controlling the engine to operate at the target power, the method further comprises: determining the second temperature threshold according to the current vehicle mileage.

5. The method of claim 3, wherein the engine is warmed up when the engine is started after the engine is stopped. After when the warm-up end conditions are satisfied, exiting the warm-up mode and controlling the engine to operate at the target power, the method further comprises: when the current temperature of the engine drops to a third temperature threshold and / or the internal temperature of the catalyst drops to a fourth temperature threshold, controlling the vehicle to enter the warm-up mode again; wherein the third temperature threshold is less than the first temperature threshold, and the fourth temperature threshold is less than the second temperature threshold.

6. A warming-up control device of a hybrid vehicle for executing the warming-up control method of the hybrid vehicle according to any one of claims 1 to 5, characterized by The method comprises: a start control module for controlling the vehicle engine to start at a first power when the vehicle is in a warm-up mode; a power adjustment module for controlling the operating power of the engine to increase to a target power within a preset time period after the engine starts; the first power is less than the target power, and the difference between the target power and the first power is greater than or equal to a preset power difference.

7. A hybrid vehicle characterized by comprising: The method comprises: one or more processors; a storage device for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the warm-up control method of the hybrid vehicle according to any one of claims 1-5.

8. A computer-readable storage medium having stored thereon a computer program, characterized in that, The program, when executed by a processor, implements the warm-up control method of the hybrid vehicle according to any one of claims 1-5.

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