Engine power generation control method, device, storage medium and vehicle

Abstract

The application discloses an engine power generation control method and device, a storage medium and a vehicle. The method comprises the following steps: obtaining a current driving mode of the vehicle and a current power supply battery power of the vehicle during driving of the vehicle, wherein the current driving mode is used to indicate whether the vehicle is in an engine power generation state; adjusting an initial power supply battery power interval of the power supply battery based on the current driving mode to obtain a target power supply battery power interval, wherein the initial power supply battery power interval is used to indicate an available interval of the power supply battery power; and controlling the engine in the vehicle to generate power based on the current power supply battery power and the target power supply battery power interval. The application solves the technical problem of low charging efficiency of the engine on the power supply battery in the engine power generation mode of the hybrid electric vehicle in the related art.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicles, and in particular to an engine power generation control method, device, storage medium and vehicle. Background Art

[0002] Compared with traditional vehicles, hybrid vehicles have more abundant sources of driving energy due to the addition of drive motors and power batteries. Through the development of hybrid system control strategies, better vehicle power and economy can be achieved to meet the requirements of national policies and fuel consumption regulations.

[0003] At present, there are still some key issues that need to be resolved in the control field of hybrid vehicles. When hybrid vehicles are in engine power generation mode, it is necessary to ensure that the engine operates in the optimal fuel economy curve (Brake Specific Fuel Consumption, abbreviated as BSFC) as much as possible. At the same time, in low temperature environments, when the power battery and engine need to be warmed up, the power generation efficiency of the engine in related technologies is low, and thus the engine's charging efficiency of the power battery is low.

[0004] To address the above-mentioned problems, no effective solutions have been proposed so far. Summary of the Invention

[0005] Embodiments of the present invention provide an engine power generation control method, device, storage medium, and vehicle to at least solve the technical problem in the related art that the engine has low charging efficiency for the power battery in the engine power generation mode of a hybrid vehicle.

[0006] According to one aspect of an embodiment of the present invention, a method for controlling engine power generation is provided, comprising: obtaining a current driving mode of the vehicle and a current charge level of a power battery in the vehicle during driving of the vehicle, wherein the current driving mode is used to indicate whether the vehicle is in an engine power generation state; adjusting an initial charge range of the power battery based on the current driving mode to obtain a target charge range of the power battery, wherein the initial charge range is used to indicate an available range of charge in the power battery; and controlling the engine in the vehicle to generate power based on the current charge level and the target charge range.

[0007] Optionally, the initial power range of the power battery is adjusted based on the current driving mode to obtain the target power range of the power battery, including: in response to the current driving mode being used to indicate that the vehicle is not in the engine power generation state, determining the initial power range as the target power range, wherein the initial power range includes: a first maximum limit value and a first minimum limit value, the first maximum limit value is the maximum value of the initial power range, and the first minimum limit value is the minimum value of the initial power range; in response to the current driving mode being used to indicate that the vehicle is in the engine power generation state, adjusting the initial power range according to the warm-up state of the vehicle to obtain the target power range, wherein the warm-up state is used to indicate whether to increase the temperature of the engine or the power battery.

[0008] Optionally, the initial power range is adjusted according to the warm-up status of the vehicle to obtain a target power range, including: in response to the warm-up status not increasing the temperature of the engine and not increasing the temperature of the power battery, the initial power range is adjusted based on the first limit offset to obtain the target power range; in response to the warm-up status increasing the temperature of the power battery and not increasing the temperature of the engine, the initial power range is adjusted based on the second limit offset to obtain the target power range; in response to the warm-up status increasing the temperature of the engine, the initial power range is adjusted based on the third limit offset to obtain the target power range.

[0009] Optionally, the first maximum limit and the first minimum limit of the initial power interval are adjusted based on the first limit offset to obtain a target power interval, including: determining a second maximum limit based on the sum of the first limit offset and the target value, wherein the target value is used to represent the power value expected to be reached by the power battery; determining a second minimum limit based on the sum of the first limit offset and the first minimum limit; adjusting the first maximum limit of the initial power interval to the second maximum limit, and adjusting the first minimum limit to the second minimum limit to obtain the target power interval.

[0010] Optionally, the initial power interval is adjusted based on the second limit offset to obtain a target power interval, including: determining a third maximum limit based on the sum of the second limit offset and the second maximum limit; determining a third minimum limit based on the sum of the second limit offset and the second minimum limit; adjusting the first maximum limit of the initial power interval to the third maximum limit, and adjusting the first minimum limit to the third minimum limit to obtain the target power interval.

[0011] Optionally, the initial power interval is adjusted based on the third limit offset to obtain a target power interval, including: determining a fourth maximum limit based on the sum of the third limit offset and the second maximum limit; determining a fourth minimum limit based on the sum of the third limit offset and the second minimum limit; adjusting the first maximum limit of the initial power interval to the fourth maximum limit, and adjusting the first minimum limit to the fourth minimum limit to obtain the target power interval.

[0012] Optionally, the engine is controlled to generate electricity based on the current power and the target power interval, including: in response to the current power being greater than the maximum value of the target power interval, controlling the engine to generate electricity based on a first preset power; in response to the current power being in the target power interval, controlling the engine to generate electricity based on a preset function curve, wherein the preset function curve is used to represent a curve of change in the generated power; in response to the current power being less than the minimum value of the target power interval, controlling the engine to generate electricity based on a second preset power, wherein the second preset power may be the maximum generated power in the preset function curve, and the first preset power is used to represent the minimum generated power in the preset function curve.

[0013] According to another aspect of an embodiment of the present invention, an engine power generation control device is also provided, including: an acquisition module for acquiring the current driving mode of the vehicle and the current power level of the power battery in the vehicle during driving of the vehicle, wherein the current driving mode is used to indicate whether the vehicle is in an engine power generation state; a determination module for adjusting the initial power range based on the current driving mode to obtain a target power range of the power battery, wherein the target power range is used to indicate the available range of power in the power battery; and a control module for controlling the engine in the vehicle to generate power based on the current power level and the target power range.

[0014] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is further provided. The computer-readable storage medium includes a stored program, wherein when the program is run, the processor of the device where the program is located is controlled to execute the above-mentioned engine power generation control method.

[0015] According to another aspect of an embodiment of the present invention, a vehicle, one or more processors; a storage device for storing one or more programs; when the one or more programs are executed by one or more processors, the one or more processors execute the above-mentioned engine power generation control method.

[0016] In an embodiment of the present invention, during the driving of a vehicle, the current driving mode of the vehicle and the current power level of the power battery in the vehicle are obtained, wherein the current driving mode is used to indicate whether the vehicle is in an engine power generation state; based on the current driving mode, the initial power level range of the power battery is adjusted to obtain a target power level range of the power battery, wherein the initial power level range is used to indicate an available range of power in the power battery; based on the current power level and the target power level range, the engine in the vehicle is controlled to generate power, thereby realizing the charging control of the power battery by the engine of the hybrid vehicle in the engine power generation mode; it is easy to notice that according to the available range of the battery power level of the power battery in the engine power generation mode of the hybrid vehicle, the available range is adjusted, and the power generation efficiency of the engine is controlled according to the target power level range of the power battery obtained by the adjustment, thereby improving the charging efficiency of the power battery by the engine of the hybrid vehicle in the engine power generation mode, thereby solving the technical problem of low charging efficiency of the power battery by the engine of the hybrid vehicle in the engine power generation mode in the related art. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0018] Figure 1 is a flow chart of a method for controlling power generation of an engine according to an embodiment of the present invention;

[0019] Figure 2 is a schematic diagram of a hybrid vehicle power system configuration according to an embodiment of the present invention;

[0020] Figure 3 is a schematic diagram of an SOC usable range of a power battery according to an embodiment of the present invention;

[0021] Figure 4 2 is a schematic diagram of a method for calculating a lower limit value of the SOC of a power battery in an engine power generation mode according to an embodiment of the present invention;

[0022] Figure 5 is a schematic diagram of a method for calculating an upper limit value of the SOC of a power battery in an engine power generation mode according to an embodiment of the present invention;

[0023] Figure 6 is a schematic diagram of an engine power generation power limit control curve in an engine power generation mode according to an embodiment of the present invention;

[0024] Figure 72 is a schematic diagram of a method for calculating the upper limit of the power battery SOC in the engine generation mode with the power battery warmed up according to an embodiment of the present invention;

[0025] Figure 8 2 is a schematic diagram of a method for calculating a lower limit value of the power battery SOC in an engine generation mode with the power battery warmed up according to an embodiment of the present invention;

[0026] Figure 9 2 is a schematic diagram of a method for calculating the upper limit of the power battery SOC in the engine generating mode with the engine warmed up according to an embodiment of the present invention;

[0027] Figure 10 2 is a schematic diagram of a method for calculating a lower limit value of the power battery SOC in an engine generating mode with the engine warmed up according to an embodiment of the present invention;

[0028] Figure 11 1 is a schematic diagram of an engine power generation power limit control curve in an engine generation mode with a power battery warm-up according to an embodiment of the present invention;

[0029] Figure 12 is a schematic diagram of an engine power generation limit control curve in an engine generation mode with an engine warm-up according to an embodiment of the present invention;

[0030] Figure 13 This is a schematic diagram of an engine power generation control device according to an embodiment of the present application. DETAILED DESCRIPTION

[0031] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0032] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0033] Example 1

[0034] According to an embodiment of the present invention, an embodiment of a method for controlling power generation of an engine is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0035] Figure 1 FIG. 1 is a flow chart of a method for controlling power generation of an engine according to an embodiment of the present invention. Figure 1 As shown, the method includes the following steps:

[0036] Step S102 , while the vehicle is traveling, obtain the current driving mode of the vehicle and the current power level of the power battery in the vehicle.

[0037] The current driving mode is used to indicate whether the vehicle is in an engine power generation state.

[0038] The above-mentioned vehicle may refer to a hybrid vehicle, which can be driven by the engine and the drive motor separately or simultaneously to provide higher fuel economy and lower emissions. Hybrid vehicles usually use power batteries to store electrical energy and provide auxiliary power through the drive motor to reduce the load on the engine, thereby reducing fuel consumption and emissions.

[0039] The above-mentioned driving mode may refer to the driving power mode of a hybrid vehicle, which may include but is not limited to pure electric mode, hybrid power mode, engine power generation mode, brake energy recovery mode, hybrid power locking mode, etc., wherein, in pure electric mode, the car engine is in a turned-off state, relying only on the electric motor for power and the battery for supply; in hybrid power mode, the car uses both the engine and the electric motor for power; in engine power generation mode, the engine is mainly used to generate electricity and charge the battery, and the electric motor does not provide power; in brake energy recovery mode, the electric motor converts kinetic energy into electrical energy by recovering braking energy and stores it in the battery; in hybrid power locking mode, the engine and the electric motor provide power at the same time, but the vehicle mainly relies on the engine.

[0040] The above-mentioned power battery may refer to a battery assembly used to store and provide energy to an electric motor-driven vehicle, which may be managed and controlled by a battery management system (BMS) to monitor the battery charge, temperature, and status to ensure battery safety and performance.

[0041] In an optional embodiment, after the vehicle is started, the vehicle's hybrid control unit (HCU) can call corresponding sensors to obtain the vehicle's current driving mode in real time, and determine whether the vehicle's current driving mode is in engine power generation mode; the battery management system can monitor the power level of the vehicle's power battery in real time, wherein the vehicle controller can be a key electronic control unit that can collect and control relevant data and operations by calling sensors and actuators, and is used to manage and coordinate various components in the hybrid system to achieve optimal energy conversion and vehicle performance.

[0042] In an optional embodiment, Figure 2 FIG. 1 is a schematic diagram of a hybrid vehicle power system configuration according to an embodiment of the present invention. Figure 2As shown, the powertrain primarily consists of components such as the engine 2010, drive motor 2020, power battery 2030, transmission 2040, and clutch 2050. The drive motor is connected to the engine on one side via a clutch, and to the transmission on the other. The powertrain also includes controllers corresponding to each component, including an engine management system (EMS) 2060, a vehicle controller 2070, a motor control unit (MCU) 2080, a battery management system 2090, a transmission control unit (TCU) 2100, and wheels 2110 and 2120. These controllers communicate with each other via the Controller Area Network (CAN) bus.

[0043] Through step S102 , the current driving mode of the vehicle and the current power level of the power battery are acquired, providing a data basis for subsequently adjusting the initial power level range of the power battery according to the current driving mode of the vehicle.

[0044] Step S104 : adjusting the initial power range of the power battery based on the current driving mode to obtain a target power range of the power battery.

[0045] The initial power range is used to indicate the available power range of the power battery.

[0046] The aforementioned initial power range may refer to the available range of the State of Charge (SOC) of the power battery of a hybrid vehicle, i.e., the range of the power battery's state of charge. Generally speaking, the available SOC range of a hybrid vehicle's power battery is between 20% and 80%. A hybrid vehicle's power battery SOC available range is typically charged and discharged between 20% and 80% to ensure battery performance and life. The available SOC range of a hybrid vehicle's power battery may also be set to other ranges, which are not limited herein.

[0047] The above-mentioned target power range may refer to the power battery SOC available range set for a hybrid vehicle in the engine power generation mode. In different driving modes of a hybrid vehicle, the power battery performs different functions, and thus the usage of the power battery is different. In the engine power generation mode, the initial power range of the power battery is adjusted to obtain a target power range of the power battery suitable for the engine power generation mode. Optionally, the upper and lower limits of the initial power range can be adjusted so that the obtained target power range can be better applied in the engine power generation mode, thereby ensuring that the power battery can operate normally and extending the performance and life of the power battery.

[0048] In an optional embodiment, the initial power range includes the SOC upper limit value and the SOC lower limit value of the power battery. The initial power range can be adjusted by increasing or decreasing the SOC upper limit value or the SOC lower limit value in the initial power range to obtain the target power range. Through the target power range, the engine operating condition can be kept on the minimum effective fuel consumption rate curve as much as possible. During driving, excess power can be stored in the power battery pack, so that when the SOC of the power battery is too low, the SOC can be adjusted to a reasonable range as soon as possible.

[0049] In an optional embodiment, hybrid vehicles require that the power battery SOC be controlled within a usable range, ensuring that the battery operates within a specified range and ensuring battery life. Furthermore, the battery SOC is controlled within this usable range to accommodate unpredictable driving conditions. Under different driving modes of the hybrid vehicle, the SOC usable range can be appropriately expanded without compromising battery life to ensure better driving performance, such as improved power or reduced fuel consumption for improved economy.

[0050] In an optional embodiment, under normal vehicle driving conditions, the characteristics of the power battery determine its usable SOC range (i.e., the battery SOC usable range). Assuming the SOC usable range is a% to b%, frequent SOC violations will affect the power battery life. Based on the upper and lower limits of the SOC usable range, the battery usable range can be defined according to battery characteristics when developing a control strategy.

[0051] In an optional embodiment, the battery's SOC median value needs to be set in advance. The initial SOC median value is the target value for the vehicle's battery balance, which is used to indicate a battery charge state that the driver expects the vehicle to reach during driving. The SOC median value is a setting for the vehicle's battery balance target value. When the vehicle's SOC charge is higher than the SOC median value, the vehicle control will prioritize electricity consumption when allocating power / torque to the power system to reduce fuel consumption. When the vehicle's SOC charge is lower than the SOC median value, the vehicle control will prioritize using a portion of the power for power generation to increase the battery charge when allocating power / torque to the power system to ensure the vehicle's subsequent power needs.

[0052] In an optional embodiment, if the SOC usable range of the power battery of the present invention is 30% to 80%, that is, the SOC lower limit a=30%, the SOC upper limit b=80%, and the SOC median m=50%, Figure 3 Schematic diagram of the SOC available range of a power battery according to an embodiment of the present invention, such as Figure 3 As shown, Figure 3 The horizontal axis represents the SOC power of the power battery, the upper half of the vertical axis represents the driving power of the power battery, and the lower half of the vertical axis represents the discharge power of the power battery. Here, a represents the first minimum limit of the SOC available range, b represents the first maximum limit of the SOC available range, and m represents the target value mentioned above.

[0053] In an optional embodiment, the battery charge control method for engine power generation mode aims to maintain the engine operating conditions on the minimum BSFC curve as much as possible, allowing excess power to be stored in the power battery pack during driving. When vehicle conditions meet the requirements to enter driving power generation mode, the entire vehicle control needs to switch to the control strategy / method of driving power generation mode.

[0054] In an optional embodiment, to ensure that the power battery SOC operates within the permitted window while the vehicle is in motion, thereby extending battery life, the control system must ensure that when the power battery SOC is too low, it is quickly adjusted to a reasonable range. The power battery SOC management function must be set to the power battery SOC limit in engine power generation mode that meets the vehicle's economic requirements.

[0055] Through step S104, when the vehicle is in the engine power generation mode, by determining the SOC limit of the power battery in the engine power generation mode, the hybrid vehicle can adjust the power battery SOC available range to the power battery SOC available range in the engine power generation mode, so that when the power battery SOC is too low, the SOC can be adjusted to a reasonable range as soon as possible, thereby ensuring the performance and life of the power battery of the hybrid vehicle.

[0056] Step S106 : controlling the engine in the vehicle to generate electricity based on the current power level and the target power level range.

[0057] In an optional embodiment, when the current power level of the power battery is less than the target power level range, that is, the SOC of the power battery is too low, the engine can be controlled to charge the power battery to restore the power level of the power battery as soon as possible.

[0058] In an optional embodiment, when the current power level of the power battery is greater than the target power level range, that is, the SOC of the power battery is too high, the engine can be controlled to stop or the power battery can be charged with a smaller power generation power so as to adjust the power battery SOC to a reasonable range and avoid damage to the power battery caused by the excessive power battery SOC.

[0059] Through step S106, when the vehicle is in the engine power generation mode, the engine power generation in the vehicle is adjusted, so that the hybrid vehicle can control the engine power generation in the engine power generation mode, and the power battery SOC is controlled within a reasonable range, thereby ensuring the driving performance of the hybrid vehicle while ensuring the life of the power battery.

[0060] In an embodiment of the present invention, during the driving of a vehicle, the current driving mode of the vehicle and the current power level of the power battery in the vehicle are obtained, wherein the current driving mode is used to indicate whether the vehicle is in an engine power generation state; the initial power level range of the power battery is adjusted based on the current driving mode to obtain a target power level range of the power battery, wherein the initial power level range is used to indicate an available power level range in the power battery; based on the current power level and the target power level range, the engine in the vehicle is controlled to generate power, thereby realizing the charging control of the power battery by the engine of the hybrid vehicle in the engine power generation mode; it is easy to notice that since the engine of the hybrid vehicle is used to charge the power battery in the engine power generation mode, the available power level range of the power battery is adjusted according to the power level range of the power battery in the engine power generation mode, and the power generation power of the engine is controlled according to the target power level range of the power battery obtained by the adjustment, thereby realizing precise control of the power generation power of the engine according to the target power level range of the power battery, thereby improving the charging efficiency of the power battery by the engine of the hybrid vehicle in the engine power generation mode, thereby solving the technical problem of low charging efficiency of the power battery by the engine of the hybrid vehicle in the engine power generation mode in the related art.

[0061] Optionally, the initial power range of the power battery is adjusted based on the current driving mode to obtain the target power range of the power battery, including: in response to the current driving mode being used to indicate that the vehicle is not in the engine power generation state, determining the initial power range as the target power range, wherein the initial power range includes: a first maximum limit value and a first minimum limit value, the first maximum limit value is the maximum value of the initial power range, and the first minimum limit value is the minimum value of the initial power range; in response to the current driving mode being used to indicate that the vehicle is in the engine power generation state, adjusting the initial power range according to the warm-up state of the vehicle to obtain the target power range, wherein the warm-up state is used to indicate whether to increase the temperature of the engine or the power battery.

[0062] The aforementioned first maximum limit may refer to the maximum value of the hybrid vehicle's power battery SOC usable range, typically set at 80%. When the power battery's current charge level is greater than the first maximum limit, the battery level is high. A charge state exceeding 80% shortens the battery life. Therefore, the hybrid vehicle's charge management system typically controls charging to approximately 80% to extend the battery's service life. The value of the first maximum limit can be set as needed and is not limited herein.

[0063] The aforementioned first minimum limit may refer to the minimum value of the hybrid vehicle's power battery SOC usable range, generally set at 20%. When the power battery's current charge level is less than the first minimum limit, the battery capacity is low and insufficient, affecting the vehicle's performance and range. In this case, the battery needs to be charged to provide sufficient power. The value of the first minimum limit can be set as needed and is not limited here.

[0064] The above-mentioned warm-up state may refer to the engine warm-up state and / or the battery warm-up state, which can improve the vehicle's starting performance and fuel economy. Among them, engine warm-up refers to starting the engine and letting it run for a period of time in a low-temperature environment so that the engine's coolant and lubricating oil reach a suitable operating temperature, thereby improving the engine's starting performance and reducing fuel consumption; battery warm-up refers to heating the battery pack in a low-temperature environment to increase the battery's operating temperature, thereby increasing the battery's output power and extending the battery's life.

[0065] The above-mentioned warm-up state can be divided into a state without engine warm-up and power battery warm-up, a state without engine warm-up and power battery warm-up, a state with engine warm-up and no power battery warm-up, etc.

[0066] In an optional embodiment, when the current driving mode is that the vehicle is not in the engine power generation state, the initial power range can be determined as the target power range, that is, if the driving mode of the hybrid vehicle is the engine power generation state, the power battery SOC upper limit value in the engine power generation mode is equal to the first maximum limit value, and the power battery SOC lower limit value in the engine power generation mode is equal to the first minimum limit value, and the target power range is between the power battery SOC upper limit value and lower limit value in the set engine power generation mode, thereby realizing the determination of the initial power range as the target power range.

[0067] In an optional embodiment, when the current driving mode is that the vehicle is in the engine power generation state, when the vehicle is in a low temperature environment, if the vehicle has a power battery warm-up requirement, the SOC upper limit value of the power battery can be increased to achieve more charging of the power battery. The power battery can help to increase the temperature of the power battery body as soon as possible through more charging, which helps to improve the warm-up efficiency of the vehicle's power battery. When the vehicle has a power battery warm-up requirement, the initial power range of the power battery is adjusted to obtain a power battery target power range suitable for the power battery warm-up state. Optionally, the upper and lower limits of the initial power range can be adjusted so that the obtained target power range can be better applied in the power battery warm-up state, thereby ensuring that the power battery can improve the warm-up efficiency of the vehicle's power battery on the basis of normal operation.

[0068] In an optional embodiment, when the current driving mode is that the vehicle is in the engine power generation state, when the vehicle is in a low temperature environment, if the vehicle has an engine warm-up requirement, the SOC upper limit value of the power battery can be increased, and the engine can be controlled to output more power for power generation while driving the vehicle to achieve the purpose of increasing the engine body temperature as soon as possible, thereby achieving rapid engine warm-up. When the vehicle has an engine warm-up requirement, the initial power range of the power battery is adjusted to obtain a target power range of the power battery suitable for the engine warm-up state. Optionally, the upper and lower limits of the initial power range can be adjusted so that the target power range obtained can be better applied in the engine warm-up state, thereby ensuring that the power battery can improve the warm-up efficiency of the vehicle engine on the basis of normal operation.

[0069] Optionally, the initial power range is adjusted according to the warm-up status of the vehicle to obtain a target power range, including: in response to the warm-up status not increasing the temperature of the engine and not increasing the temperature of the power battery, the initial power range is adjusted based on the first limit offset to obtain the target power range; in response to the warm-up status increasing the temperature of the power battery and not increasing the temperature of the engine, the initial power range is adjusted based on the second limit offset to obtain the target power range; in response to the warm-up status increasing the temperature of the engine, the initial power range is adjusted based on the third limit offset to obtain the target power range.

[0070] The aforementioned first limit offsets may be the power battery SOC lower limit offsets and upper limit offsets set for the hybrid vehicle in engine generation mode, without engine and power battery warm-up. These offsets are used to adjust the power battery's initial charge range to obtain a target charge range. When the hybrid vehicle is operating without engine and power battery warm-up, the power battery SOC lower limit offset and upper limit offset can be set as needed. These offsets can be different and are not limited herein.

[0071] The aforementioned second limit offset can be the power battery SOC upper and lower limit offsets set for a hybrid vehicle in engine generation mode, with the power battery warmed up but not the engine, and is used to adjust the power battery's initial charge range to achieve a target charge range. The upper limit SOC offset can be set as needed for hybrid vehicles with or without engine warm-up, and is not limited here. The lower limit SOC offset can be the same as the upper limit SOC offset.

[0072] The aforementioned third limit offset can be the power battery SOC upper and lower limit offsets set for the hybrid vehicle in engine generation mode, with the engine warmed up but not the power battery warmed up. This offset is used to adjust the power battery's initial charge range to achieve a target charge range. When the hybrid vehicle is operating with the engine warmed up but not the power battery warmed up, the upper limit SOC offset can be set as needed, without limitation. The lower limit SOC offset can be the same as the upper limit SOC offset.

[0073] In an optional embodiment, which may be a hybrid vehicle without engine warm-up and power battery warm-up, first, the SOC lower limit value of the power battery in normal mode is adjusted based on the lower limit offset in the first limit offset to obtain the SOC lower limit value of the power battery in engine power generation mode; then, the SOC median value of the power battery in normal mode is adjusted based on the upper limit offset in the first limit offset to obtain the SOC upper limit value of the power battery in engine power generation mode; finally, the target power range of the power battery can be obtained according to the SOC lower limit value and the SOC upper limit value of the power battery in engine power generation mode.

[0074] The above-mentioned lower limit value of the SOC of the power battery in the normal mode may be the minimum value of the available SOC range of the power battery of the hybrid vehicle in the default driving mode.

[0075] The SOC median value of the power battery in the above-mentioned normal mode can be the SOC median value of the power battery of the hybrid vehicle in the default driving mode set in advance. The SOC median value can be the target value of the vehicle's power balance, which is used to indicate a battery power state that the driver expects the entire vehicle to achieve during driving. The SOC median value is a setting for the vehicle's power balance target value.

[0076] In an optional embodiment, when a hybrid vehicle is warming up its power battery but not its engine, first, the upper limit SOC value of the power battery of the hybrid vehicle in the engine power generation mode is adjusted based on the upper limit offset in the second limit offset to obtain the upper limit SOC value of the power battery in the engine power generation mode; then, the lower limit SOC value of the power battery of the hybrid vehicle in the engine power generation mode is adjusted based on the lower limit offset in the second limit offset to obtain the lower limit SOC value of the power battery in the engine power generation mode; finally, the target power range of the power battery can be obtained according to the lower limit SOC value and the upper limit SOC value of the power battery in the engine power generation mode.

[0077] In an optional embodiment, in response to the warm-up state to increase the temperature of the engine, the initial power range is adjusted based on the third limit offset to obtain a target power range. It can be a hybrid vehicle with engine warm-up but no power battery warm-up. First, based on the upper limit offset in the third limit offset, the upper limit value of the power battery SOC in the engine power generation mode of the hybrid vehicle is adjusted to obtain the upper limit value of the power battery SOC in the engine power generation mode; then, based on the lower limit offset in the third limit offset, the lower limit value of the power battery SOC in the engine power generation mode of the hybrid vehicle is adjusted to obtain the lower limit value of the power battery SOC in the engine power generation mode; finally, the target power range of the power battery can be obtained according to the lower limit value and upper limit value of the power battery SOC in the engine power generation mode.

[0078] Optionally, the first maximum limit value and the first minimum limit value of the initial electric quantity interval are adjusted based on the first limit value offset to obtain a target electric quantity interval, including: determining the second maximum limit value based on a sum of the first limit value offset and a target value, wherein the target value is used to represent an electric quantity value that the power battery is expected to reach; determining the second minimum limit value based on a sum of the first limit value offset and the first minimum limit value; adjusting the first maximum limit value of the initial electric quantity interval to the second maximum limit value, and adjusting the first minimum limit value to the second minimum limit value to obtain the target electric quantity interval.

[0079] The target value can be a SOC median value of the power battery in the normal mode, and the SOC median value can be a target value of vehicle electric quantity balance, used to represent a kind of battery electric quantity state that the driver expects the whole vehicle to reach in the driving process, and the SOC median value is a setting of the target value of vehicle electric quantity balance. When the vehicle SOC electric quantity is higher than the SOC median value, the power / torque distribution of the power system is preferentially considered for use when the vehicle control is performed, and the fuel consumption is reduced. When the vehicle SOC electric quantity is lower than the SOC median value, a part of the power is preferentially considered for power generation to make the battery electric quantity rise when the power / torque distribution of the power system is performed by the vehicle control, and the subsequent power demand of the vehicle is ensured.

[0080] The second maximum limit value can be an upper limit value of the power battery SOC in the engine power generation mode of the hybrid vehicle without engine warming and without power battery warming.

[0081] The second minimum limit value can be a lower limit value of the power battery SOC in the engine power generation mode of the hybrid vehicle without engine warming and without power battery warming.

[0082] In an optional embodiment, when the hybrid vehicle is without engine warming and without power battery warming, the second maximum limit value determined based on a sum of the first limit value offset and the target value can be a sum of an upper limit offset in the first limit value offset and the SOC median value of the power battery in the normal mode, and the second minimum limit value determined based on a sum of the first limit value offset and the first minimum limit value can be a sum of a lower limit offset in the first limit value offset and a lower limit value of the power battery in the normal mode, and the obtained second maximum limit value and the second minimum limit value are respectively an upper limit value and a lower limit value of the target electric quantity interval of the power battery.

[0083] In an optional embodiment, when the hybrid vehicle is without engine warming and without power battery warming, the power battery SOC available interval in the engine power generation mode needs to be adaptively adjusted to facilitate better vehicle economic performance, and the control needs to set the SOC lower limit value and the SOC upper limit value of the power battery in the engine power generation mode.

[0084] In an optional embodiment, the lower limit of the SOC of the power battery in the engine power generation mode is offset upward by a certain value based on the first minimum limit through a calibration method (this value is set as DrvC1, i.e., the lower limit offset of the SOC in the engine power generation mode, which is a calibrable quantity, such as DrvC1 = 8%). Figure 4 FIG. 1 is a schematic diagram of a method for calculating a lower limit value of the power battery SOC in an engine power generation mode according to an embodiment of the present invention. Figure 4 As shown, the normal mode battery SOC lower limit can be summed with the driving power generation mode SOC lower limit offset to obtain the driving power generation mode SOC lower limit. Driving power generation mode is also referred to as engine power generation mode. In this case, the engine power generation mode SOC lower limit is set to DrvSOCL1. DrvSOCL1 is the second minimum limit mentioned above, and DrvC1 is the lower limit offset of the first limit offset mentioned above.

[0085] The calculation algorithm is: DrvSOCL1=a+DrvC1

[0086] In an optional embodiment, the upper limit of the SOC of the power battery in the engine power generation mode is offset upward by a certain value based on the target value through a calibration method (assuming that this value is DrvC2, i.e., the upper limit offset of the SOC of the power battery in the engine power generation mode, which is a calibrable quantity, such as DrvC2 = 10%). Figure 5 FIG. 1 is a schematic diagram of a method for calculating the upper limit value of the power battery SOC in an engine power generation mode according to an embodiment of the present invention. Figure 5 As shown in the figure, the driving power generation mode SOC upper limit value can be obtained by summing the normal mode battery SOC median value and the driving power generation mode SOC upper limit offset. In this case, the driving power generation mode SOC upper limit value is set to DrvSOCL2. DrvSOCL2 is the second maximum limit value mentioned above, and DrvC2 is the upper limit offset value of the first limit offset mentioned above.

[0087] The calculation algorithm is: DrvSOCL2=m+DrvC2

[0088] In an optional embodiment, when the power battery SOC is greater than DrvSOCL2, the engine power generation mode function is prohibited from being triggered because the SOC is sufficient at this time and the engine power generation limit is 0;

[0089] In an optional embodiment, when the SOC is less than DrvSOCL1, if the engine power generation mode function is triggered, because the power battery SOC is not very high at this time, the engine power generation limit can be maximized, for example, the power generation limit can be equal to the maximum power generation value of the engine.

[0090] In an optional embodiment, Figure 6 FIG. 1 is a schematic diagram of an optional control curve of an engine power limit value of a hybrid vehicle in an engine power generation mode according to an embodiment of the present invention. Figure 6 As shown in the figure, the horizontal axis is the SOC of the power battery, the upper half of the vertical axis is the driving power of the power battery, and the lower half of the vertical axis is the power generation power of the engine. When the SOC is between (DrvSOCL1, DrvSOCL2), if the driving power generation mode function is triggered, power generation should be carried out according to the specified function curve (such as Figure 6 As shown in the curve X in FIG, when the SOC value is DrvSOCL1, the maximum power generation is used for power generation. As the SOC gradually increases, the power generation power of the engine gradually decreases to 0.

[0091] In an optional embodiment, the data points of DrvSOCL1 and DrvSOCL2 and the function curve are plotted to obtain the following: Figure 6 The results shown. Figure 6 It can be seen that the driving power generation curve is a function curve that changes with the SOC. The lower the SOC, the greater the power generation. For different vehicles, the function can be calibrated accordingly.

[0092] Optionally, the initial power interval is adjusted based on the second limit offset to obtain a target power interval, including: determining a third maximum limit based on the sum of the second limit offset and the second maximum limit; determining a third minimum limit based on the sum of the second limit offset and the second minimum limit; adjusting the first maximum limit of the initial power interval to the third maximum limit, and adjusting the first minimum limit to the third minimum limit to obtain the target power interval.

[0093] The third maximum limit mentioned above may be an upper limit of the SOC of the power battery of the hybrid vehicle in the engine generation mode when the engine is warmed up but the power battery is warmed up.

[0094] The third minimum limit mentioned above may be the lower limit of the power battery SOC in the engine generation mode of the hybrid vehicle when the engine is warmed up but the power battery is warmed up.

[0095] In an optional embodiment, when the hybrid vehicle is in a state of power battery warm-up but without engine warm-up, the third maximum limit is determined based on the sum of the second limit offset and the second maximum limit. The sum of the upper limit offset in the second limit offset and the second maximum limit can be determined as the third maximum limit. It should be noted that if the sum of the upper limit offset in the second limit offset and the second maximum limit is greater than the first maximum limit, the third maximum limit is determined as the first maximum limit, that is, the maximum value of the available range of the power battery SOC of the hybrid vehicle.

[0096] In an optional embodiment, the third minimum limit is determined based on the sum of the second limit offset and the second minimum limit, and the sum of the lower limit offset in the second limit offset and the second minimum limit is determined as the third minimum limit.

[0097] In an optional embodiment, when the hybrid vehicle is in the condition of no engine warm-up but with power battery warm-up, the first maximum limit of the initial power range is adjusted to the third maximum limit, and the first minimum limit is adjusted to the third minimum limit to obtain the target power range. The obtained third maximum limit and third minimum limit are respectively the upper limit and lower limit of the target power range of the power battery.

[0098] In an optional embodiment, when a hybrid vehicle is operating in a low-temperature environment and the power battery needs to be warmed up, but the engine is not warming up, the upper limit of the power battery SOC in engine-generating mode will be further increased through calibration to assist in warming up the power battery. In this case, controlling the power battery's charge to promote battery warming is necessary, as charging the power battery more quickly helps to increase the battery's temperature.

[0099] In an optional embodiment, during the power battery warm-up process, to ensure vehicle fuel economy, the upper limit of the SOC in driving power generation mode needs to be increased and shifted to ensure that the battery warm-up is completed as quickly as possible, thereby optimizing the vehicle's fuel economy. The upward expansion value of the power battery SOC in engine power generation mode can be calibrated, but the shift of the upper limit of the driving power generation mode SOC cannot exceed the upper limit of the battery's usable range (for example, the upper limit of the battery's usable range b = 80% in this invention).

[0100] In an optional embodiment, when the battery needs to be warmed up, the SOC upper limit of the driving power generation mode is offset by a certain value (set as DrvC3, i.e., the SOC offset of the driving power generation mode when the battery is in the warm-up state, which is a calibrable quantity, such as DrvC3 = 8%). Figure 7 : is a schematic diagram of a method for calculating the upper limit of the power battery SOC in the engine generation mode with the power battery warmed up according to an embodiment of the present invention, as follows Figure 7 As shown, the upper limit of the driving power generation mode SOC is calculated by summing the upper limit of the battery warm-up SOC and the upper limit offset of the battery warm-up SOC. In this case, the upper limit of the SOC is set to DrvSOCL3, while the initial upper limit of the driving power generation mode SOC is DrvSOCL2. Furthermore, the upper limit of the driving power generation SOC cannot exceed the usable limit of the battery's main SOC. DrvSOCL3 is the third maximum limit mentioned above, and DrvC3 is the upper limit offset of the second limit offset.

[0101] The calculation algorithm is: DrvSOCL3 = mix (DrvSOCL2 + DrvC3, b)

[0102] In an optional embodiment, Figure 8 FIG. 1 is a schematic diagram of a method for calculating the lower limit of the power battery SOC in the engine generation mode with the power battery warmed up according to an embodiment of the present invention. Figure 8 As shown, Figure 8 The horizontal axis represents the battery's SOC, the upper half of the vertical axis represents the battery's drive power, and the lower half represents the engine's power generation. Shifting the power vs. SOC curve X to the right yields curve Y, which allows the control system to overcharge the battery, facilitating rapid warm-up. Consequently, the lower and median SOC limits also shift.

[0103] Optionally, the initial power interval is adjusted based on the third limit offset to obtain a target power interval, including: determining a fourth maximum limit based on the sum of the third limit offset and the second maximum limit; determining a fourth minimum limit based on the sum of the third limit offset and the second minimum limit; adjusting the first maximum limit of the initial power interval to the fourth maximum limit, and adjusting the first minimum limit to the fourth minimum limit to obtain the target power interval.

[0104] The fourth maximum limit mentioned above may be an upper limit of the SOC of the power battery of the hybrid vehicle in the engine generation mode with the engine warmed up but without the power battery warmed up.

[0105] The fourth minimum limit mentioned above may be the lower limit of the power battery SOC in the engine generation mode of the hybrid vehicle with the engine warmed up but without the power battery warmed up.

[0106] In an optional embodiment, when the hybrid vehicle has the engine warmed up but not the power battery warmed up, the fourth maximum limit is determined based on the sum of the third limit offset and the second maximum limit, and the sum of the upper limit offset in the third limit offset and the second maximum limit can be determined as the fourth maximum limit; it should be noted that if the sum of the upper limit offset in the third limit offset and the second maximum limit is greater than the first maximum limit, the fourth maximum limit is determined as the first maximum limit, that is, the maximum value of the available range of the power battery SOC of the hybrid vehicle.

[0107] In an optional embodiment, the fourth minimum limit is determined based on the sum of the third limit offset and the second minimum limit, and the sum of the lower limit offset in the third limit offset and the second minimum limit is determined as the fourth minimum limit.

[0108] In an optional embodiment, when the hybrid vehicle has the engine warmed up but not the power battery warmed up, the first maximum limit of the initial power range is adjusted to the fourth maximum limit, and the first minimum limit is adjusted to the fourth minimum limit to obtain the target power range. The obtained fourth maximum limit and fourth minimum limit are respectively the upper limit and lower limit of the target power range of the power battery.

[0109] In an optional embodiment, when a hybrid vehicle is warming up its engine but not its power battery, and the vehicle is in a low-temperature environment, and the engine needs to warm up, while the power battery's SOC is relatively low, the upper limit of the SOC in the driving power generation mode is further increased through calibration to assist in engine warm-up. In this case, the engine can be controlled to output more power for power generation while driving the vehicle, thereby quickly raising the engine's temperature and achieving rapid engine warm-up.

[0110] In an optional embodiment, during engine warm-up, the upper limit of the SOC in driving power generation mode may be shifted upward to allow the engine to output additional power for power generation, ensuring rapid completion of engine warm-up. While the upward expansion value of the SOC in engine power generation mode can be calibrated, the shift in the upper limit of the SOC in driving power generation mode cannot exceed the upper limit of the battery's usable range (e.g., upper limit b = 80% in this embodiment).

[0111] In an optional embodiment, when the engine needs to warm up, the SOC upper limit of the original engine power generation mode is offset upward by a certain value (set as DrvC4, i.e., the SOC offset of the engine power generation mode when the engine is in the engine warm-up state, which is a calibrable quantity, such as DrvC4 = 12%). Figure 9 : This is a schematic diagram of a method for calculating the upper limit of the power battery SOC in the engine generation mode with the engine warmed up according to an embodiment of the present invention, as follows Figure 9 As shown, the upper limit of the SOC in driving power generation mode can be calculated by summing the upper limit of the SOC in driving power generation mode and the upper limit offset of the engine warm-up SOC. In this case, the upper limit of the SOC in driving power generation mode is set to DrvSOCL4, while the initial upper limit of the SOC in driving power generation mode is DrvSOCL2. Furthermore, the upper limit of the driving power generation SOC cannot exceed the usable limit of the battery's main SOC. DrvSOCL4 is the fourth maximum limit mentioned above, and DrvC4 is the upper limit offset of the third limit offset mentioned above.

[0112] The calculation algorithm is: DrvSOCL4 = mix (DrvSOCL2 + DrvC4, b)

[0113] In an optional embodiment, Figure 10 FIG. 1 is a schematic diagram of a method for calculating the lower limit of the power battery SOC in the engine power generation mode with the engine warmed up according to an embodiment of the present invention. Figure 10 As shown, Figure 10 The horizontal axis represents the battery's SOC, the upper half of the vertical axis represents the battery's driving power, and the lower half represents the engine's power generation. Shifting the power vs. SOC curve X to the right yields curve Z. This allows the control system to allocate more engine power for power generation, facilitating rapid engine warm-up. Consequently, the lower and median SOC limits also shift.

[0114] Optionally, the engine is controlled to generate electricity based on the current power and the target power interval, including: in response to the current power being greater than the maximum value of the target power interval, controlling the engine to generate electricity based on a first preset power; in response to the current power being in the target power interval, controlling the engine to generate electricity based on a preset function curve, wherein the preset function curve is used to represent a curve of change in the generated power; in response to the current power being less than the minimum value of the target power interval, controlling the engine to generate electricity based on a second preset power, wherein the second preset power may be the maximum generated power in the preset function curve, and the first preset power is used to represent the minimum generated power in the preset function curve.

[0115] The aforementioned preset function curve can be used to represent the change in engine power generation. The engine power generation gradually decreases as the power battery charge increases. The preset function curve can be a linear function curve calibrated according to actual needs, and this is not limited here. The preset function curve can be divided into a curve showing the change in engine power generation with power battery warm-up and without engine warm-up, and a curve showing the change in engine power generation with power battery warm-up and without engine warm-up.

[0116] The above-mentioned first preset power can be the power generation power of the engine when the current power of the power battery is greater than the target power range. The first preset power can be the minimum power generation power in the preset function curve. Optionally, the value of the first preset power can also be 0, indicating that the engine stops generating power. The value of the first preset power can be set according to actual needs and is not limited here.

[0117] The above-mentioned second preset power can be the power generation power of the engine when the current power of the power battery is less than the target power range. At this time, the engine needs to charge the power battery with a larger power generation power to restore the power of the power battery as soon as possible. The second preset power can be the maximum power generation power in the preset function curve. The value of the second preset power can be set according to actual needs and is not limited here, but the set second preset power shall not be greater than the maximum allowable charging power of the power battery.

[0118] In an optional embodiment, in response to the current power being greater than the maximum value of the target power range, the engine is controlled to generate electricity based on a first preset power. This may be when the current power of the power battery is greater than the target power range. At this time, the engine only needs to charge the power battery with a smaller power generation power to maintain the power battery, that is, the engine generates electricity at the first preset power.

[0119] In an optional embodiment, in response to the current power level being in the target power level range, the engine is controlled to generate electricity based on a preset function curve. Since the engine generates electricity to charge the power battery, the power level of the power battery will gradually increase. The engine power generation power needs to gradually decrease as the power level of the power battery increases, that is, the engine generates electricity at the preset function curve power.

[0120] In an optional embodiment, in response to the current power being less than the minimum value of the target power range, the engine is controlled to generate electricity based on a second preset power. This may be when the current power of the power battery is less than the target power range. At this time, the engine is required to charge the power battery with a larger power generation power to restore the power battery as soon as possible, that is, the engine generates electricity at the second preset power.

[0121] In an optional embodiment, during power battery warm-up, while the vehicle is in normal driving, power distribution is used to control the engine to operate along the optimal fuel economy curve (BSFC) to maintain good vehicle fuel economy. The remaining power is provided by the drive motor as torque output. During power source torque distribution, if the vehicle is in a low-temperature environment and the battery requires warm-up (the BMS sends a battery warm-up request signal to the HCU), the HCU controls the powertrain to warm up the battery. At this point, the power limit calculation will change with the aforementioned SOC shift.

[0122] In an optional embodiment, Figure 11 FIG. 1 is a schematic diagram of an engine power generation limit control curve in an engine power generation mode with a power battery warm-up according to an embodiment of the present invention. Figure 11 As shown, Figure 11 The horizontal axis is the SOC of the power battery, the upper half of the vertical axis is the driving power of the power battery, and the lower half of the vertical axis is the power generation power of the engine. When the vehicle is in the driving power generation mode with the power battery warming up, if the power battery SOC value is less than DrvSOCY1, in order to meet the engine economic curve operation adjustment function of the vehicle's economic requirements and achieve rapid battery warm-up, the power generation power limit can be calibrated to the maximum allowable power generation of the engine. Figure 11 The Y1 segment of curve Y is shown.

[0123] In an optional embodiment, when the vehicle is in the driving power generation mode with the power battery warmed up, if the power battery SOC value is greater than or equal to DrvSOCY1 and less than DrvSOCL3, in order to meet the economic requirements of the entire vehicle, the power generation limit is gradually reduced from the maximum permitted power generation to 0 as the SOC increases. Figure 11 In the Y2 segment of the curve Y shown, the relationship between the power generation power and the SOC can be a linear function curve (calibrable).

[0124] In an optional embodiment, further, if the power battery SOC value is greater than or equal to DrvSOCL3, it indicates that in the battery warm-up scenario, the battery has also been charged to a relatively high SOC value, and the engine power generation mode can be exited at this time.

[0125] In an optional embodiment, when the engine is warming up, during driving with power source torque distribution, if the vehicle is in a low-temperature environment and the engine needs to be warmed up (the EMS sends an engine warm-up request signal to the HCU), the HCU needs to control the power system to warm up the engine. At this time, the power limit calculation will change with the above-mentioned SOC shift.

[0126] In an optional embodiment, Figure 12 FIG. 1 is a schematic diagram of an engine power limit control curve in an engine power generation mode with an engine warm-up according to an embodiment of the present invention. Figure 12 As shown, Figure 12 The middle horizontal axis is the SOC of the power battery, the upper half of the vertical axis is the driving power of the power battery, and the lower half of the vertical axis is the power generation power of the engine. When the vehicle is in the driving power generation mode with the engine warming up, if the power battery SOC value is less than DrvSOCL1, in order to meet the economic requirements of the vehicle, the engine economic curve operation adjustment function is activated, and the engine is controlled to output more power to achieve rapid warming up. At this time, the power generation power limit can be calibrated to the maximum allowable power generation of the engine. Figure 12 The Z1 segment of curve Z is shown.

[0127] In an optional embodiment, when the vehicle is in the engine power generation mode during engine warm-up, if the power battery SOC value is greater than or equal to DrvSOCL1 and less than DrvSOCL4, the power generation limit is gradually reduced from the maximum permitted power generation to 0 as the SOC increases. Figure 12 In the Z2 segment of the curve Z shown, the relationship between the power generation power and the SOC can be a linear function curve (calibrable).

[0128] In an optional embodiment, further, if the power battery SOC value is greater than or equal to DrvSOCL4, it indicates that the battery has been charged to a relatively high SOC value in the engine warm-up scenario, and the engine power generation mode can be exited at this time.

[0129] At present, the relevant technologies mainly manage the battery SOC in segments, and then control the power battery output according to the power output response relationship; or based on the characteristics of the battery itself, the battery's available SOC range is obtained according to the battery's temperature and internal resistance curve, and then the battery output is controlled within the specified SOC range during vehicle driving. The relevant technologies do not distinguish between the different driving modes of hybrid vehicles. Because the energy management of hybrid vehicles in different driving modes is different, corresponding battery power control methods should be adopted in different modes to achieve maximum economic efficiency. Based on the characteristics of hybrid vehicles, the present invention proposes a more efficient, reliable and accurate battery power management method. By calculating and setting the battery SOC and power output in the driving power generation mode, precise control of the power battery's power and effective energy management are achieved to improve the vehicle's economic performance.

[0130] Example 2

[0131] According to another aspect of an embodiment of the present invention, an engine power generation control device is also provided, which can execute the engine power generation control method of the above embodiment. The specific implementation method and preferred application scenario are the same as the above embodiment and will not be repeated here.

[0132] Figure 13 Schematic diagram of an engine power generation control device according to an embodiment of the present application, such as Figure 13 As shown, the device includes the following: an acquisition module 1302 , a determination module 1304 , and a control module 1306 .

[0133] An acquisition module is used to obtain the current driving mode of the vehicle and the current power level of the power battery in the vehicle during driving, wherein the current driving mode is used to indicate whether the vehicle is in the engine power generation state; a determination module is used to adjust the initial power range based on the current driving mode to obtain the target power range of the power battery, wherein the target power range is used to indicate the available range of power in the power battery; and a control module is used to control the engine in the vehicle to generate electricity based on the current power level and the target power range.

[0134] In the above embodiment of the present application, the determination module includes: a determination unit and an adjustment unit.

[0135] The determining unit is configured to determine the initial electric quantity interval as the target electric quantity interval in response to the current driving mode indicating that the vehicle is not in the engine generating state, wherein the initial electric quantity interval comprises a first maximum limit value and a first minimum limit value, the first maximum limit value being a maximum value of the initial electric quantity interval, and the first minimum limit value being a minimum value of the initial electric quantity interval; and the adjusting unit is configured to adjust the initial electric quantity interval according to a warm-up state of the vehicle to obtain the target electric quantity interval in response to the current driving mode indicating that the vehicle is in the engine generating state, wherein the warm-up state indicates whether the temperature of the engine or the temperature of the power battery is increased.

[0136] In the above embodiments, the first prediction unit comprises a first adjustment subunit, a second adjustment subunit and a third adjustment subunit.

[0137] The first adjustment subunit is configured to adjust the initial electric quantity interval based on a first limit value offset to obtain the target electric quantity interval in response to the warm-up state being that the temperature of the engine is not increased and the temperature of the power battery is not increased; the second adjustment subunit is configured to adjust the initial electric quantity interval based on a second limit value offset to obtain the target electric quantity interval in response to the warm-up state being that the temperature of the power battery is increased and the temperature of the engine is not increased, wherein the second limit value offset is greater than the first limit value offset; and the third adjustment subunit is configured to adjust the initial electric quantity interval based on a third limit value offset to obtain the target electric quantity interval in response to the warm-up state being that the temperature of the engine is increased, wherein the third limit value offset is greater than the second limit value offset.

[0138] The first adjustment subunit is further configured to determine the second maximum limit value based on a sum of the first limit value offset and a target value, wherein the target value indicates an expected electric quantity value of the power battery; determine the second minimum limit value based on a sum of the first limit value offset and the first minimum limit value; adjust the first maximum limit value of the initial electric quantity interval to the second maximum limit value, and adjust the first minimum limit value to the second minimum limit value to obtain the target electric quantity interval.

[0139] The second adjustment subunit is further configured to determine the third maximum limit value based on a sum of the second limit value offset and the target value; determine the third minimum limit value based on a sum of the second limit value offset and the first minimum limit value; adjust the first maximum limit value of the initial electric quantity interval to the third maximum limit value, and adjust the first minimum limit value to the third minimum limit value to obtain the target electric quantity interval.

[0140] The third adjustment subunit is further configured to determine the fourth maximum limit value based on a sum of the third limit value offset and the target value; determine the fourth minimum limit value based on a sum of the third limit value offset and the first minimum limit value; adjust the first maximum limit value of the initial electric quantity interval to the fourth maximum limit value, and adjust the first minimum limit value to the fourth minimum limit value to obtain the target electric quantity interval.

[0141] In the above embodiment of the present application, the determination module includes: a first control unit, a second control unit, and a third control unit.

[0142] Among them, the first control unit is used to control the engine to generate electricity based on a first preset power in response to the current power being greater than the maximum value of the target power range; the second control unit is used to control the engine to generate electricity based on a preset function curve in response to the current power being in the target power range, wherein the preset function curve is used to represent a curve of change in the power generation power; the third control unit is used to control the engine to generate electricity based on a second preset power in response to the current power being less than the minimum value of the target power range, wherein the second preset power can be the maximum power generation power in the preset function curve, and the first preset power is used to represent the minimum power generation power in the preset function curve.

[0143] Example 3

[0144] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is further provided. The computer-readable storage medium includes a stored program, wherein when the program is run, the processor of the device where the program is located is controlled to execute the above-mentioned engine power generation control method.

[0145] The computer storage medium mentioned in the above steps can be a medium used to store discrete physical quantities in a computer memory. Computer storage media primarily include semiconductors, magnetic cores, magnetic drums, magnetic tapes, and laser discs. The stored program included in a computer-readable storage medium can be a set of instructions that a computer can recognize and execute, running on an electronic computer and serving as an information tool to meet certain human needs.

[0146] Example 4

[0147] According to another aspect of an embodiment of the present invention, a vehicle, one or more processors; a storage device for storing one or more programs; when the one or more programs are executed by one or more processors, the one or more processors execute the above-mentioned engine power generation control method.

[0148] The storage device in the above steps can be a type of sequential logic circuit, a memory component used to store data and instructions, etc., mainly used to store programs and data; the processor can be a functional unit that interprets and executes instructions, and it has a unique set of operating commands, which can be called the processor's instruction set, such as storage, loading, etc. are all operations; the storage device stores computer programs, which can be a set of instructions that can be recognized and executed by a computer, running on an electronic computer, and is an information tool that meets certain needs of people.

[0149] In the above embodiments of the present invention, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0150] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only exemplary. For example, the division of the units can be a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0151] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0152] In addition, the functional units in the various embodiments of the present invention may be integrated into a single processing unit, each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0153] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server or network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk, etc. Various media that can store program codes.

[0154] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as within the scope of protection of the present invention.

Claims

1. A method for controlling power generation of an engine, characterized in that: include: During the driving of the vehicle, obtaining the current driving mode of the vehicle and the current power level of the power battery in the vehicle, wherein the current driving mode is used to indicate whether the vehicle is in an engine power generation state; Adjusting an initial power range of the power battery based on the current driving mode to obtain a target power range of the power battery, wherein the initial power range is used to represent an available range of power in the power battery; controlling an engine in the vehicle to generate electricity based on the current power level and the target power level range; The initial power range of the power battery is adjusted based on the current driving mode to obtain the target power range of the power battery, including: in response to the current driving mode being used to indicate that the vehicle is not in the engine power generation state, determining the initial power range as the target power range, wherein the initial power range includes: a first maximum limit value and a first minimum limit value, the first maximum limit value is the maximum value of the initial power range, and the first minimum limit value is the minimum value of the initial power range; in response to the current driving mode being used to indicate that the vehicle is in the engine power generation state, adjusting the initial power range according to the warm-up state of the vehicle to obtain the target power range, wherein the warm-up state is used to indicate whether to increase the temperature of the engine or the power battery.

2. The engine power generation control method according to claim 1, characterized in that: Adjusting the initial power range according to the warm-up state of the vehicle to obtain the target power range includes: In response to the warm-up state not increasing the temperature of the engine and not increasing the temperature of the power battery, adjusting the initial power range based on a first limit offset to obtain the target power range; In response to the warm-up state increasing the temperature of the power battery and not increasing the temperature of the engine, adjusting the initial power range based on a second limit offset to obtain the target power range; In response to the warm-up state being to increase the temperature of the engine, the initial power range is adjusted based on a third limit offset to obtain the target power range.

3. The engine power generation control method according to claim 2, characterized in that: Adjusting the first maximum limit and the first minimum limit of the initial power range based on the first limit offset to obtain the target power range includes: determining a second maximum limit value based on a sum of the first limit value offset and a target value, wherein the target value is used to represent a desired power value of the power battery; determining a second minimum limit value based on a sum of the first limit value offset and the first minimum limit value; The first maximum limit of the initial power range is adjusted to the second maximum limit, and the first minimum limit is adjusted to the second minimum limit, to obtain the target power range.

4. The engine power generation control method according to claim 3, characterized in that: Adjusting the initial power range based on the second limit offset to obtain the target power range includes: determining a third maximum limit value based on a sum of the second limit value offset and the second maximum limit value; determining a third minimum limit value based on the sum of the second limit value offset and the second minimum limit value; The first maximum limit of the initial power range is adjusted to the third maximum limit, and the first minimum limit is adjusted to the third minimum limit, to obtain the target power range.

5. The engine power generation control method according to claim 3, characterized in that: Adjusting the initial power range based on the third limit offset to obtain the target power range includes: determining a fourth maximum limit value based on a sum of the third limit value offset and the second maximum limit value; determining a fourth minimum limit value based on a sum of the third limit value offset and the second minimum limit value; The first maximum limit value of the initial power range is adjusted to the fourth maximum limit value, and the first minimum limit value is adjusted to the fourth minimum limit value, to obtain the target power range.

6. The engine power generation control method according to claim 1, characterized in that: Controlling the engine to generate electricity based on the current power and the target power range includes: In response to the current power being greater than a maximum value of the target power range, controlling the engine to generate power based on a first preset power; In response to the current power level being within the target power level range, controlling the engine to generate power based on a preset function curve, wherein the preset function curve is used to represent a curve of changes in generated power; In response to the current power being less than the minimum value of the target power range, the engine is controlled to generate electricity based on a second preset power, wherein the second preset power can be the maximum power generation power in the preset function curve, and the first preset power is used to represent the minimum power generation power in the preset function curve.

7. An engine power generation control device, characterized in that: include: an acquisition module, configured to acquire a current driving mode of the vehicle and a current charge level of a power battery in the vehicle during driving of the vehicle, wherein the current driving mode is used to indicate whether the vehicle is in an engine power generation state; a determination module, configured to adjust the initial power range based on the current driving mode to obtain a target power range of the power battery, wherein the target power range is used to represent an available range of power in the power battery; a control module, configured to control an engine in the vehicle to generate electricity based on the current power level and the target power level range; The determination module is also used to adjust the initial power range of the power battery based on the current driving mode through the following steps to obtain the target power range of the power battery: in response to the current driving mode being used to indicate that the vehicle is not in the engine power generation state, determining the initial power range as the target power range, wherein the initial power range includes: a first maximum limit value and a first minimum limit value, the first maximum limit value is the maximum value of the initial power range, and the first minimum limit value is the minimum value of the initial power range; in response to the current driving mode being used to indicate that the vehicle is in the engine power generation state, adjusting the initial power range according to the warm-up state of the vehicle to obtain the target power range, wherein the warm-up state is used to indicate whether to increase the temperature of the engine or the power battery.

8. A computer-readable storage medium, characterized in that The computer-readable storage medium includes a stored program, wherein when the program is executed, the power generation control method of the engine according to any one of claims 1 to 6 is executed in a processor of a device where the program is controlled.

9. A vehicle, characterized in that: include: 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 execute the engine power generation control method according to any one of claims 1 to 6.

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