Control method and device of hybrid vehicle engine

Abstract

The application discloses a control method and device for a hybrid vehicle engine and belongs to the technical field of automobile battery system control. The method is applied to a vehicle controller and comprises the following steps: determining a road surface condition according to a vehicle driving state signal; acquiring a target power supply mode model corresponding to the road surface condition based on the road surface condition; and sending a target rotating speed range and a target torque range to an engine based on the target power supply mode model. The method can avoid the problem that the power battery capacity of a vehicle greatly decreases when the vehicle passes through a long distance of an inclined mountain road and a long distance of a bumpy road at a low speed, and can avoid the power battery of the vehicle from being in a power shortage state.

Description

Technical Field

[0001] This application relates to the field of automotive battery system control technology, and in particular to a control method and device for a hybrid vehicle engine. Background Technology

[0002] With the development of the new energy vehicle industry, hybrid vehicles, compared to pure electric vehicles with shorter driving ranges, offer more flexible energy replenishment methods and longer driving ranges, thus gaining increasing popularity among users. Hybrid vehicles typically use an engine to charge the battery, which then powers the electric motor, ultimately driving the vehicle.

[0003] In related technologies, the charging power of the engine is determined by the current speed of the hybrid vehicle. However, when a hybrid vehicle travels at low speed over long distances on inclined or bumpy roads, the battery consumes a significant amount of power, while the engine, limited by the low speed, cannot provide sufficient charging power. This leads to a substantial decrease in the battery's charge level, and may even result in a complete battery depletion. Summary of the Invention

[0004] In view of this, this application provides a control method and device for a hybrid vehicle engine, which can avoid the problem of a significant drop in power battery charge when the vehicle travels at low speed over long-distance inclined mountain roads and long-distance bumpy roads, thereby preventing the vehicle's power battery from being depleted.

[0005] Specifically, the following technical solutions are included:

[0006] On one hand, embodiments of this application provide a control method for a hybrid vehicle engine, applied to a vehicle controller, the method comprising:

[0007] Determine road conditions based on vehicle driving status signals;

[0008] Based on the road surface conditions, obtain the target power supply mode model corresponding to the road surface conditions;

[0009] Based on the target power supply mode model, the target speed range and target torque range are sent to the engine.

[0010] In some embodiments, the vehicle driving status signal includes an acceleration signal, a speed signal, a steering angle signal, and a wheel speed difference signal.

[0011] In some embodiments, the road surface conditions include ordinary road surfaces, tank roads, and mountain roads, and obtaining the road surface conditions based on the vehicle driving status signal includes:

[0012] Based on the acceleration signal, the lateral acceleration signal and the longitudinal acceleration signal are obtained;

[0013] Based on the lateral acceleration signal, the longitudinal acceleration signal, and the velocity signal, the ramp angle is obtained;

[0014] Based on the acceleration signal, the velocity signal, and the steering angle signal, the lateral offset is obtained;

[0015] Based on the wheel speed difference signal and the acceleration signal, the vehicle body stability offset is obtained;

[0016] The road surface condition is determined based on the slope angle, the lateral offset, and the vehicle stability offset.

[0017] In some embodiments, determining the road surface condition based on the ramp angle, the lateral offset, and the vehicle stability offset includes:

[0018] In response to the lateral offset being greater than and / or equal to a lateral offset threshold, and the vehicle stability offset being greater than and / or equal to a stability offset threshold, the road surface condition is determined to be a tank road surface.

[0019] In response to the slope angle being greater than and / or equal to an angle threshold, and the lateral offset being greater than and / or equal to the lateral offset threshold, the road surface condition is determined to be a mountain road surface.

[0020] In response to the slope angle being greater than and / or equal to the angle threshold, and the lateral offset being greater than and / or equal to the lateral offset threshold, and the vehicle stability offset being greater than and / or equal to the stability offset threshold, the road surface condition is determined to be the mountain road surface.

[0021] In response to the lateral offset being less than the lateral offset threshold, and / or the vehicle stability offset being less than the stability offset threshold, and / or the ramp angle being less than the angle threshold, the road surface condition is determined to be a normal road surface.

[0022] In some embodiments, the power supply mode model includes a first power supply mode model, a second power supply mode model, and a third power supply mode model. Each of the first, second, and third power supply mode models includes the engine's speed range and torque range. The engine's speed range and torque range differ in each of the different power supply mode models. Obtaining the target power supply mode model corresponding to the road surface condition based on the road surface condition includes:

[0023] Based on the road surface condition being the ordinary road surface, the target power supply mode model is determined to be the first power supply mode model;

[0024] Based on the road surface condition being the mountain road surface, the target power supply mode model is determined to be the second power supply mode model;

[0025] Based on the road surface condition being the tank road surface, the target power supply mode model is determined to be the third power supply mode model.

[0026] In some embodiments, the first power supply mode model includes a first target speed range and a first target torque range, the second power supply mode model includes a second target speed range and a second target torque range, and the third power supply mode model includes a third target speed range and a third target torque range. Sending the target speed range and target torque range to the engine based on the target power supply mode model includes:

[0027] Based on the first power supply mode model, the first target speed range and the first target torque range are sent to the engine;

[0028] Based on the second power supply mode model, the second target speed range and the second target torque range are sent to the engine;

[0029] Based on the third power supply mode model, the third target speed range and the third target torque range are sent to the engine.

[0030] In some embodiments, before determining the road surface condition based on the vehicle driving state signal, the method further includes:

[0031] In response to the acceleration signal value being greater than the acceleration threshold, the engine speed and torque are controlled to remain constant.

[0032] On the other hand, embodiments of this application also provide a control device for a hybrid vehicle engine, the device comprising:

[0033] The determination module is used to determine the road conditions based on vehicle driving status signals;

[0034] The acquisition module is used to acquire the target power supply mode model corresponding to the road surface condition based on the road surface condition.

[0035] The transmitting module is used to transmit the target speed range and the target torque range to the engine based on the target power supply mode model.

[0036] In some embodiments, the vehicle driving status signal includes acceleration signal, speed signal, steering angle signal, and wheel speed difference signal.

[0037] In some embodiments, the road surface condition includes ordinary road surface, tank road surface, and mountain road surface, and the determining module includes:

[0038] The first obtaining submodule is used to obtain a lateral acceleration signal and a longitudinal acceleration signal based on the acceleration signal;

[0039] The second submodule is used to obtain the ramp angle based on the lateral acceleration signal, the longitudinal acceleration signal, and the velocity signal;

[0040] The third submodule is used to obtain the lateral offset based on the acceleration signal, the velocity signal, and the steering angle signal;

[0041] The fourth submodule is used to obtain the vehicle body stability offset based on the wheel speed difference signal and the acceleration signal;

[0042] The first determining submodule is used to determine the road surface condition based on the slope angle, the lateral offset, and the vehicle stability offset.

[0043] The beneficial effects of the technical solutions provided in this application include at least the following:

[0044] The hybrid vehicle engine control method provided in this application determines the road conditions of the current road surface based on the acquired vehicle driving state signal. Then, it obtains a target power supply mode model corresponding to the road conditions, and sends a target speed range and a target torque range to the engine based on this model. This allows for the determination of engine speed and torque according to different road conditions, thereby determining the engine's charging power and achieving reasonable control of the engine's charging power under different road conditions. This method replaces the method in related technologies that determines the engine charging power based on the vehicle's current speed, avoiding the problem of a significant drop in battery charge when the vehicle travels at low speeds over long distances of steep mountain roads or bumpy roads, thus preventing the vehicle's battery from becoming depleted. Attached Figure Description

[0045] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0046] Figure 1 A flowchart illustrating a control method for a hybrid vehicle engine provided in this application embodiment;

[0047] Figure 2 A flowchart illustrating another control method for a hybrid vehicle engine provided in this application embodiment;

[0048] Figure 3 A flowchart illustrating a method for determining road conditions based on vehicle driving status signals in a control method for a hybrid vehicle engine provided in this application embodiment;

[0049] Figure 4 A flowchart illustrating a method for obtaining a target power supply mode model based on road conditions in a control method for a hybrid vehicle engine provided in this application embodiment;

[0050] Figure 5 A flowchart illustrating a method for sending a target speed range and a target torque range to an engine based on a target power supply mode model, as provided in an embodiment of this application;

[0051] Figure 6 This is a schematic diagram of the structure of a control device for a hybrid vehicle engine provided in an embodiment of this application.

[0052] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0053] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0054] Unless otherwise defined, all technical terms used in the embodiments of this application have the same meaning as commonly understood by one of ordinary skill in the art.

[0055] To make the technical solutions and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0056] With the development of the new energy vehicle industry, hybrid vehicles, compared to pure electric vehicles which have shorter driving ranges and slower refueling times, offer more flexible refueling options and longer driving ranges, thus gaining increasing popularity among users. Hybrid vehicles typically use an engine to charge the battery, which then powers the electric motor, ultimately driving the vehicle.

[0057] In related technologies, the charging power of the engine is determined by the current speed of the hybrid vehicle. However, when a hybrid vehicle travels at low speeds over long, steep mountain roads or bumpy terrain, the battery consumes a significant amount of power. The engine, limited by the low speed, cannot provide sufficient charging power to the battery. Simultaneously, the battery needs to supply more power to the motor to ensure the hybrid vehicle can successfully traverse these challenging terrains. This results in a substantial drop in the battery's charge level, potentially leading to a complete depletion of the battery.

[0058] In order to solve the technical problems existing in the related technologies, this application provides a control method for a hybrid vehicle engine, which can avoid the problem of a significant drop in power battery charge when the vehicle travels at low speed over long-distance inclined mountain roads and long-distance bumpy roads, thus preventing the vehicle's power battery from being depleted.

[0059] Figure 1 A flowchart illustrating a control method for a hybrid vehicle engine provided in an embodiment of this application. See also... Figure 1 This method is applied to the vehicle controller and includes the following steps:

[0060] Step 101: Determine the road conditions based on the vehicle driving status signal.

[0061] Step 102: Based on the road surface conditions, obtain the target power supply mode model corresponding to the road surface conditions.

[0062] Step 103: Based on the target power supply mode model, send the target speed range and target torque range to the engine.

[0063] Therefore, the hybrid vehicle engine control method provided in this application determines the road conditions of the current road surface based on the acquired vehicle driving state signal. Then, it obtains a target power supply mode model corresponding to the road conditions, and further sends a target speed range and a target torque range to the engine based on this target power supply mode model. This allows for the determination of engine speed and torque according to different road conditions, thereby determining the engine's charging power and achieving reasonable control of the engine's charging power under different road conditions. This method replaces the method in related technologies that determines the engine charging power based on the vehicle's current speed, avoiding the problem of a significant drop in battery charge when the vehicle travels at low speeds over long distances of steep mountain roads or bumpy roads, thus preventing the vehicle's battery from becoming depleted.

[0064] In some embodiments, the vehicle driving status signal includes acceleration signal, speed signal, steering angle signal, and wheel speed difference signal.

[0065] In some embodiments, road conditions include ordinary roads, tank roads, and mountain roads. Based on vehicle driving status signals, the road conditions include:

[0066] Based on the acceleration signals, the lateral acceleration signal and the longitudinal acceleration signal are obtained;

[0067] The ramp angle is obtained based on the lateral acceleration signal, longitudinal acceleration signal, and velocity signal.

[0068] The lateral offset is obtained based on the acceleration signal, velocity signal, and steering angle signal.

[0069] The vehicle body stability offset is obtained based on the wheel speed difference signal and acceleration signal;

[0070] The road surface conditions are determined based on the slope angle, lateral offset, and vehicle stability offset.

[0071] In some embodiments, determining road conditions based on ramp angle, lateral offset, and vehicle stability offset includes:

[0072] In response to a lateral offset greater than and / or equal to a lateral offset threshold, and a vehicle stability offset greater than and / or equal to a stability offset threshold, the road surface condition is determined to be a tank road surface.

[0073] In response to a slope angle greater than and / or equal to an angle threshold, and a lateral offset greater than and / or equal to a lateral offset threshold, the road surface condition is determined to be a mountain road surface.

[0074] In response to a slope angle greater than and / or equal to an angle threshold, a lateral offset greater than and / or equal to a lateral offset threshold, and a vehicle stability offset greater than and / or equal to a stability offset threshold, the road surface condition is determined to be a mountain road surface.

[0075] In response to the lateral offset being less than the lateral offset threshold, and / or the vehicle stability offset being less than the stability offset threshold, and / or the slope angle being less than the angle threshold, the road condition is determined to be a normal road surface.

[0076] In some embodiments, the power supply mode model includes a first power supply mode model, a second power supply mode model, and a third power supply mode model. Each of the first, second, and third power supply mode models includes the engine's speed range and torque range. The engine's speed range and torque range differ in each of the different power supply mode models. Based on road conditions, obtaining the target power supply mode model corresponding to the road conditions includes:

[0077] Based on the road surface condition being a normal road surface, the target power supply mode model is determined to be the first power supply mode model.

[0078] Based on the road surface condition of a mountain road, the target power supply mode model is determined to be the second power supply mode model.

[0079] Based on the road surface condition being a tank road, the target power supply mode model is determined to be the third power supply mode model.

[0080] In some embodiments, a first power supply mode model includes a first target speed range and a first target torque range, a second power supply mode model includes a second target speed range and a second target torque range, and a third power supply mode model includes a third target speed range and a third target torque range. Based on the target power supply mode model, sending the target speed range and target torque range to the engine includes:

[0081] Based on the first power supply mode model, a first target speed range and a first target torque range are sent to the engine;

[0082] Based on the second power supply mode model, a second target speed range and a second target torque range are sent to the engine;

[0083] Based on the third power supply mode model, a third target speed range and a third target torque range are sent to the engine.

[0084] In some embodiments, before determining the road surface conditions based on vehicle driving status signals, the method further includes:

[0085] When the acceleration signal value is greater than the acceleration threshold, the engine speed and torque are kept constant.

[0086] Figure 2 A flowchart illustrating another control method for a hybrid vehicle engine provided in an embodiment of this application.

[0087] See Figure 2 This method is applied to the vehicle controller and includes the following steps:

[0088] Step 201: Obtain vehicle driving status signals, which include acceleration signals, speed signals, steering angle signals, and wheel speed difference signals.

[0089] By acquiring vehicle acceleration signals, speed signals, steering angle signals, and wheel speed difference signals, it is possible to determine road conditions.

[0090] In some embodiments, the vehicle's driving status signal is measured by an airbag sensor. The airbag sensor includes an acceleration sensor, which begins operation after the vehicle enters the PtReady state.

[0091] Step 202: In response to the acceleration signal value being greater than the acceleration threshold, the engine speed and torque are kept constant.

[0092] When a hybrid vehicle accelerates too much, the driving status signal measured by the airbag sensor is not accurate, and the vehicle itself maintains a large acceleration for a very short time. Therefore, in this case, not adjusting the engine speed and torque will not cause a significant reduction in the power battery charge.

[0093] Step 203: Determine the road conditions based on the vehicle driving status signal.

[0094] In other words, it is necessary to determine the road surface condition of the road being traversed by the vehicle based on the vehicle's driving status signals.

[0095] In some embodiments, road conditions include ordinary road surfaces, tank roads, and mountain roads.

[0096] Ordinary roads mainly include roads with a slight incline and relatively flat surfaces; tank roads mainly include roads with a very severe bumpy ride; mountain roads mainly include roads with a large incline and many winding sections.

[0097] In some embodiments, step 203 is implemented using the state flow module in MATLAB.

[0098] The following section will provide a detailed description of how to determine road conditions based on vehicle driving status signals.

[0099] In some embodiments, see Figure 3 Step 203 includes the following sub-steps:

[0100] Step 2031: Based on the acceleration signal, obtain the lateral acceleration signal and the longitudinal acceleration signal.

[0101] Step 2032: Based on the lateral acceleration signal, longitudinal acceleration signal, and velocity signal, the ramp angle is obtained.

[0102] Step 2033: Based on the acceleration signal, velocity signal, and steering angle signal, obtain the lateral offset.

[0103] Step 2034: Based on the wheel speed difference signal and acceleration signal, obtain the vehicle body stability offset.

[0104] Step 2035: Determine the road surface conditions based on the slope angle, lateral offset, and vehicle stability offset.

[0105] In other words, the state flow module processes the acceleration, speed, steering angle, and wheel speed difference signals obtained from the airbag sensors to obtain the slope angle, lateral offset, and vehicle stability offset.

[0106] In some embodiments, step 2035 includes the following sub-steps:

[0107] Step 1: In response to the lateral offset being greater than and / or equal to the lateral offset threshold, and the vehicle stability offset being greater than and / or equal to the stability offset threshold, the road surface condition is determined to be a tank road surface.

[0108] Step 2: In response to a slope angle greater than and / or equal to an angle threshold, and a lateral offset greater than and / or equal to a lateral offset threshold, the road surface condition is determined to be a mountain road surface.

[0109] Step 3: In response to the slope angle being greater than and / or equal to the angle threshold, the lateral offset being greater than and / or equal to the lateral offset threshold, and the vehicle stability offset being greater than and / or equal to the stability offset threshold, the road surface condition is determined to be a mountain road surface.

[0110] Step 4: In response to the lateral offset being less than the lateral offset threshold, and / or the vehicle stability offset being less than the stability offset threshold, and / or the ramp angle being less than the angle threshold, determine the road surface condition as a normal road surface.

[0111] Understandably, the slope angle reflects the inclination of the road surface, the lateral offset reflects the curvature of the road section the vehicle passes through during driving, and the vehicle stability offset reflects the bumpiness of the road surface.

[0112] In other words, through the sub-steps of step 2035 above, the goal of obtaining the road conditions based on the slope angle, lateral offset, and vehicle stability offset is achieved, so as to control the engine charging power according to the road conditions in the future.

[0113] In some embodiments, the angle threshold can be 6°.

[0114] Step 204: Based on the road surface conditions, obtain the target power supply mode model corresponding to the road surface conditions.

[0115] Based on the previously obtained road surface conditions, a target power supply mode model corresponding to those road surface conditions is obtained.

[0116] In some embodiments, the power supply mode model includes a first power supply mode model, a second power supply mode model, and a third power supply mode model. The first power supply mode model, the second power supply mode model, and the third power supply mode model all include the engine speed range and the engine torque range. The engine speed range and the engine torque range are different in different power supply mode models.

[0117] In some embodiments, see Figure 4 Step 204 includes the following sub-steps:

[0118] Step 2041: Based on the road surface condition being a normal road surface, the target power supply mode model is determined to be the first power supply mode model.

[0119] Step 2042: Based on the road surface condition of a mountain road, the target power supply mode model is determined to be the second power supply mode model.

[0120] Step 2043: Based on the road surface condition of a tank road, the target power supply mode model is determined to be the third power supply mode model.

[0121] Step 205: Based on the target power supply mode model, send the target speed range and target torque range to the engine.

[0122] Based on the previously determined target power supply mode model corresponding to the road conditions in which the vehicle is driving, the target speed range and target torque range contained in the target power supply mode model are sent to the engine, thereby realizing the control of the engine charging power.

[0123] By adjusting the engine speed and torque, the engine charging power can be changed. While maintaining the stable electrical balance of the hybrid vehicle's power battery, the torque can be kept within the engine's "sweet spot" to optimize engine efficiency and economy. Therefore, the hybrid vehicle engine control method provided in this application avoids the problem of a significant drop in power battery charge when the vehicle travels at low speeds over long distances of steep mountain roads or bumpy surfaces, thus preventing the vehicle's power battery from becoming depleted.

[0124] In some embodiments, the first power supply mode model includes a first target speed range and a first target torque range, the second power supply mode model includes a second target speed range and a second target torque range, and the third power supply mode model includes a third target speed range and a third target torque range.

[0125] In some embodiments, see Figure 5 Step 205 includes the following sub-steps:

[0126] Step 2051: Based on the first power supply mode model, send the first target speed range and the first target torque range to the engine.

[0127] For example, the first target speed range can be below 4000 rpm, and the first target torque range can be 30% to 80%.

[0128] Step 2052: Based on the second power supply mode model, send the second target speed range and the second target torque range to the engine.

[0129] For example, the second target speed range can be below 4500 rpm, and the second target torque range can be 40% to 80%.

[0130] Step 2053: Based on the third power supply mode model, send the third target speed range and the third target torque range to the engine.

[0131] For example, the third target speed range can be below 3000 rpm, and the third target torque range can be 30% to 50%.

[0132] Figure 6 This is a schematic diagram of a control device for a hybrid vehicle engine provided in an embodiment of this application. The device 600 includes:

[0133] The determination module 601 is used to determine the road conditions based on the vehicle driving status signal;

[0134] The acquisition module 602 is used to acquire the target power supply mode model corresponding to the road surface condition based on the road surface condition;

[0135] The transmitting module 603 is used to transmit the target speed range and the target torque range to the engine based on the target power supply mode model.

[0136] In some embodiments, the vehicle driving status signal includes acceleration signal, speed signal, steering angle signal, and wheel speed difference signal.

[0137] In some embodiments, road conditions include ordinary road surfaces, tank roads, and mountain roads, and the determining module 601 includes:

[0138] The first submodule is used to obtain the lateral acceleration signal and the longitudinal acceleration signal based on the acceleration signal;

[0139] The second submodule is used to obtain the ramp angle based on the lateral acceleration signal, longitudinal acceleration signal, and velocity signal.

[0140] The third submodule is used to obtain the lateral offset based on the acceleration signal, velocity signal, and steering angle signal;

[0141] The fourth submodule is used to obtain the vehicle body stability offset based on the wheel speed difference signal and acceleration signal;

[0142] The first determination submodule is used to determine the road surface conditions based on the slope angle, lateral offset, and vehicle stability offset.

[0143] In some embodiments, the first determining submodule includes:

[0144] The second determination submodule is used to determine the road surface condition as a tank road surface in response to the lateral offset being greater than and / or equal to a lateral offset threshold and the vehicle stability offset being greater than and / or equal to a stability offset threshold.

[0145] The third determination submodule is used to determine the road surface condition as a mountain road surface in response to the slope angle being greater than and / or equal to the angle threshold and the lateral offset being greater than and / or equal to the lateral offset threshold.

[0146] The fourth determination submodule is used to determine the road surface condition as a mountain road surface in response to the slope angle being greater than and / or equal to the angle threshold, the lateral offset being greater than and / or equal to the lateral offset threshold, and the vehicle stability offset being greater than and / or equal to the stability offset threshold.

[0147] The fifth determination submodule is used to determine the road surface condition as ordinary road surface in response to the lateral offset being less than the lateral offset threshold, and / or the vehicle stability offset being less than the stability offset threshold, and / or the slope angle being less than the angle threshold.

[0148] In some embodiments, the power supply mode model includes a first power supply mode model, a second power supply mode model, and a third power supply mode model. Each of the first, second, and third power supply mode models includes the engine's speed range and torque range. The engine's speed range and torque range differ in each of the different power supply mode models. The acquisition module 602 includes:

[0149] The sixth determination submodule is used to determine the target power supply mode model as the first power supply mode model based on the road surface condition of ordinary road surface;

[0150] The seventh determination submodule is used to determine the target power supply mode model as the second power supply mode model based on the road surface condition of a mountain road.

[0151] The eighth determination submodule is used to determine the target power supply mode model as the third power supply mode model based on the road surface condition of a tank road.

[0152] In some embodiments, the first power supply mode model includes a first target speed range and a first target torque range, the second power supply mode model includes a second target speed range and a second target torque range, and the third power supply mode model includes a third target speed range and a third target torque range. The transmitting module 603 includes:

[0153] The first transmitting submodule is used to transmit a first target speed range and a first target torque range to the engine based on a first power supply mode model.

[0154] The second transmitting submodule is used to transmit the second target speed range and the second target torque range to the engine based on the second power supply mode model.

[0155] The third transmitting submodule is used to transmit the third target speed range and the third target torque range to the engine based on the third power supply mode model.

[0156] In some embodiments, the device 600 further includes:

[0157] The control module is used to control the engine speed and torque to remain constant in response to an acceleration signal value that is greater than an acceleration threshold.

[0158] Therefore, the hybrid vehicle engine control device provided in this application determines the road conditions of the current road surface based on the acquired vehicle driving status signal. Then, it obtains a target power supply mode model corresponding to the road conditions, and sends a target speed range and a target torque range to the engine based on this model. This allows for the determination of engine speed and torque according to different road conditions, thereby determining the engine's charging power and achieving reasonable control of the engine's charging power under different road conditions. This method replaces the method in related technologies that determines the engine charging power based on the vehicle's current speed, avoiding the problem of a significant drop in battery charge when the vehicle travels at low speeds over long distances of steep mountain roads or bumpy roads, thus preventing the vehicle's battery from becoming depleted.

[0159] In this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The term "multiple" refers to two or more unless otherwise expressly defined.

[0160] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the application disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only.

[0161] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A control method for a hybrid vehicle engine, characterized in that, Applied to vehicle controllers, the methods include: The acceleration signal, speed signal, steering angle signal, and wheel speed difference signal are processed to obtain the slope angle, lateral offset, and vehicle stability offset. If the lateral offset is greater than or equal to the lateral offset threshold, and the vehicle stability offset is greater than or equal to the stability offset threshold, the road surface condition is determined to be a tank road surface. If the slope angle is greater than or equal to the angle threshold and the lateral offset is greater than or equal to the lateral offset threshold, the road surface condition is determined to be a mountain road surface. If the slope angle is greater than or equal to the angle threshold, the lateral offset is greater than or equal to the lateral offset threshold, and the vehicle stability offset is greater than or equal to the stability offset threshold, the road surface condition is determined to be a mountain road surface. If the lateral offset is less than the lateral offset threshold, or the vehicle stability offset is less than the stability offset threshold, or the slope angle is less than the angle threshold, the road surface condition is determined to be a normal road surface. Obtain the target power supply mode model corresponding to the road surface conditions; Based on the target power supply mode model, the target speed range and target torque range are sent to the engine.

2. The control method for a hybrid vehicle engine according to claim 1, characterized in that, The processing of acceleration signals, speed signals, steering angle signals, and wheel speed difference signals to obtain slope angle, lateral offset, and vehicle stability offset includes: Based on the acceleration signal, the lateral acceleration signal and the longitudinal acceleration signal are obtained; Based on the lateral acceleration signal, the longitudinal acceleration signal, and the velocity signal, the ramp angle is obtained; Based on the acceleration signal, the velocity signal, and the steering angle signal, the lateral offset is obtained; Based on the wheel speed difference signal and the acceleration signal, the vehicle body stability offset is obtained.

3. The control method for a hybrid vehicle engine according to claim 1, characterized in that, The power supply mode model includes a first power supply mode model, a second power supply mode model, and a third power supply mode model. Each of these models includes the engine's speed range and torque range. The engine's speed range and torque range differ across the different power supply mode models. The step of obtaining the target power supply mode model corresponding to the road conditions includes: Based on the road surface condition being the ordinary road surface, the target power supply mode model is determined to be the first power supply mode model; Based on the road surface condition being the mountain road surface, the target power supply mode model is determined to be the second power supply mode model; Based on the road surface condition being the tank road surface, the target power supply mode model is determined to be the third power supply mode model.

4. The control method for a hybrid vehicle engine according to claim 3, characterized in that, The first power supply mode model includes a first target speed range and a first target torque range; the second power supply mode model includes a second target speed range and a second target torque range; and the third power supply mode model includes a third target speed range and a third target torque range. Sending the target speed range and target torque range to the engine based on the target power supply mode model includes: Based on the first power supply mode model, the first target speed range and the first target torque range are sent to the engine; Based on the second power supply mode model, the second target speed range and the second target torque range are sent to the engine; Based on the third power supply mode model, the third target speed range and the third target torque range are sent to the engine.

5. The control method for a hybrid vehicle engine according to claim 1, characterized in that, Before determining the road surface conditions, the method further includes: In response to the acceleration signal value being greater than the acceleration threshold, the engine speed and torque are controlled to remain constant.

6. A control device for a hybrid vehicle engine, characterized in that, The device includes: The determination module processes acceleration signals, speed signals, steering angle signals, and wheel speed difference signals to obtain slope angle, lateral offset, and vehicle stability offset. If the lateral offset is greater than or equal to a lateral offset threshold and the vehicle stability offset is greater than or equal to a stability offset threshold, the road condition is determined to be a tank road. If the slope angle is greater than or equal to an angle threshold and the lateral offset is greater than or equal to a lateral offset threshold, the road condition is determined to be a mountain road. If the slope angle is greater than or equal to an angle threshold, the lateral offset is greater than or equal to a lateral offset threshold and the vehicle stability offset is greater than or equal to a stability offset threshold, the road condition is determined to be a mountain road. If the lateral offset is less than or equal to a lateral offset threshold, or the vehicle stability offset is less than or equal to a stability offset threshold, or the slope angle is less than or equal to an angle threshold, the road condition is determined to be a normal road. The acquisition module is used to acquire the target power supply mode model corresponding to the road surface condition; The transmitting module is used to transmit the target speed range and the target torque range to the engine based on the target power supply mode model.

7. The control device for a hybrid vehicle engine according to claim 6, characterized in that, The determining module includes: The first obtaining submodule is used to obtain a lateral acceleration signal and a longitudinal acceleration signal based on the acceleration signal; The second submodule is used to obtain the ramp angle based on the lateral acceleration signal, the longitudinal acceleration signal, and the velocity signal; The third submodule is used to obtain the lateral offset based on the acceleration signal, the velocity signal, and the steering angle signal; The fourth submodule is used to obtain the vehicle body stability offset based on the wheel speed difference signal and the acceleration signal.

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