A control method, control device and equipment of a vehicle hybrid power system

Abstract

The application provides a control method, a control device and equipment of a vehicle hybrid power system, and relates to the technical field of vehicle control. The method comprises the following steps: acquiring a current vehicle demand power calibration value according to a current battery power difference of a vehicle battery power system and a target battery power, and acquiring a boundary power of starting an engine power system according to the current vehicle demand power calibration value and a preset power hysteresis threshold; when it is determined that an actual value of the vehicle demand power is less than the current vehicle demand power calibration value, if the actual value of the vehicle demand power is greater than or equal to the boundary power of starting the engine power system, then a corresponding operation request is sent to the engine power system according to a previous operation state of the engine power system. The application associates the power difference of the vehicle battery power system with the starting of the engine, ensures flexible response to low-power demand of the vehicle, and solves the problems of unstable power output and poor driving experience caused by frequent start-stop.

Description

Technical Field

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

[0002] With increasing environmental awareness and a worsening energy crisis, energy conservation and emission reduction have become crucial issues. As an indispensable part of human life, automobiles have also attracted widespread attention due to their energy consumption and emissions. Consequently, major automakers have begun researching and producing small-displacement cars, electric vehicles, and hybrid vehicles. Among these, hybrid vehicles, with their unique operating principles and superior performance, have secured a place in the market. The most significant characteristic of hybrid vehicles is their multiple power systems, including an engine power system (hereinafter referred to as the engine) and a battery power system (hereinafter referred to as the battery). The engine generates power by burning gasoline or diesel fuel. The battery, through an electric motor, converts electrical energy into mechanical energy to drive the vehicle. These two power sources can operate independently or simultaneously to provide optimal power output and fuel economy.

[0003] Hybrid electric vehicles (HEVs) offer diverse power output modes, providing them with exceptional flexibility to deliver optimal performance under varying driving conditions. For example, a vehicle can rely entirely on the battery for power, achieving energy conservation and emission reduction; or it can utilize the combined efforts of the engine and battery for excellent fuel economy; or it can primarily rely on the engine to meet higher power demands. These power output modes can be switched by controlling the engine's start and stop. During these power transitions, the driver will experience a noticeable change in power. For instance, when the car switches from relying entirely on the battery to utilizing both the engine and battery (at which point the engine starts), the driver may feel a surge in power. This sudden change in power can be uncomfortable for the driver. Furthermore, if the transition is not smooth (e.g., a sudden engine start or stop), it can cause brief fluctuations in the vehicle's driving dynamics, which can also affect the driver's experience.

[0004] Since starting and stopping the engine is crucial for switching between these operating modes, controlling the engine's start and stop in the vehicle's powertrain will alter the driver's driving experience. Therefore, determining the appropriate conditions for starting or stopping the engine to achieve a smoother power output transition and provide a better driving experience is a pressing issue that needs to be addressed. Summary of the Invention

[0005] This application provides a control method, control device, and equipment for a vehicle hybrid power system to solve the problems of uneven power output switching and poor driving experience.

[0006] In a first aspect, this application provides a control method for a vehicle hybrid power system, comprising:

[0007] Based on the difference between the current battery charge and the target battery charge of the vehicle battery power system, the current vehicle power demand calibration value corresponding to the charge difference is obtained, and based on the current vehicle power demand calibration value and the preset power hysteresis threshold, the boundary power of the engine power system is obtained.

[0008] The system monitors the actual power demand of the vehicle in real time. When it is determined that the actual power demand of the vehicle is less than the current calibrated power demand of the vehicle, it determines whether the actual power demand of the vehicle is greater than or equal to the boundary power for starting the engine power system.

[0009] If the actual power demand of the vehicle is greater than or equal to the boundary power for starting the engine power system, then according to the previous operating state of the engine power system, a corresponding operating request is sent to the engine power system to complete the setting of the current operating state of the engine power system and realize the control of the vehicle power system.

[0010] In one possible design, the method further includes:

[0011] If the actual value of the vehicle's required power is less than the boundary power for starting the engine power system, then the running time of the engine power system is obtained, and when the engine running time meets the preset minimum running time threshold, a shutdown running request is sent to the engine power system to realize the shutdown of the engine power system according to the preset shutdown de-vibration time.

[0012] The shutdown request is the current running request.

[0013] In one possible design, the method further includes:

[0014] The system monitors the actual power demand of the vehicle in real time. When the actual power demand is greater than or equal to the current power demand calibration value, it sends a start-up request to the engine power system to complete the start-up of the engine power system according to the preset start-up de-vibration time.

[0015] The startup request is the current running request.

[0016] In one possible design, the method further includes:

[0017] When it is determined that the previous operation request sent to the engine power system is inconsistent with the current operation request, the request timestamp carried by the previous operation request is obtained, and it is determined whether the time difference between the request timestamp and the current time meets the preset time threshold.

[0018] The real-time monitoring of the actual power demand of the vehicle, and when determining that the actual power demand is greater than or equal to the current calibrated power demand, sending a start-up request to the engine power system, including:

[0019] The system monitors the actual power demand of the vehicle in real time. When it is determined that the actual power demand of the vehicle is greater than or equal to the current power demand calibration value of the vehicle, and the time difference between the request timestamp and the current time meets the time threshold, a start-up request is sent to the engine power system.

[0020] or,

[0021] The system monitors the actual power demand of the vehicle in real time. When it is determined that the actual power demand of the vehicle is greater than or equal to the current power demand calibration value of the vehicle, and the time difference between the request timestamp and the current time does not meet the time threshold, the system stops sending start-up requests to the engine power system.

[0022] If the actual power demand of the vehicle is less than the boundary power for starting the engine power system, then the running time of the engine power system is obtained, and when the engine running time meets a preset minimum running time threshold, a shutdown request is sent to the engine power system, including:

[0023] If the actual power demand of the vehicle is less than the boundary power for starting the engine power system, the running time of the engine power system is obtained. When the engine running time meets the preset minimum running time threshold and the time difference between the request timestamp and the current time meets the time threshold, a shutdown running request is sent to the engine power system.

[0024] or,

[0025] If the actual power demand of the vehicle is less than the boundary power for starting the engine power system, the running time of the engine power system is obtained. If the engine running time meets the preset minimum running time threshold, but the time difference between the requested timestamp and the current time does not meet the time threshold, the shutdown running request to the engine power system is stopped.

[0026] In one possible design, sending a corresponding operation request to the engine power system based on its previous operating state includes:

[0027] If the previous operating state of the engine power system was the start-up mode, then a start-up operation request is sent to the engine power system;

[0028] or,

[0029] If the previous operating state of the engine power system was shutdown mode, a shutdown operation request is sent to the engine power system.

[0030] In one possible design, the step of querying and obtaining the current vehicle power demand calibration value corresponding to the power difference between the current battery capacity and the target battery capacity of the vehicle battery power system includes:

[0031] The current battery level of the vehicle's battery power system is read and obtained in real time, and the difference between the current battery level and the preset target battery level is calculated to obtain the difference between the current battery level and the target battery level.

[0032] Based on the difference between the current battery level and the target battery level, a preset vehicle power calibration table is queried to obtain the current vehicle power requirement calibration value corresponding to the battery level difference.

[0033] In one possible design, the step of querying a preset vehicle power calibration table based on the power difference between the current battery level and the target battery level to obtain the current vehicle power requirement calibration value corresponding to the power difference includes:

[0034] If the difference between the current battery charge and the target battery charge is within the range of 0.21 to 1.00, then the current vehicle power requirement is calibrated to be 260kW.

[0035] If the difference between the current battery charge and the target battery charge is within the range of 0.16 to 0.20, then the current vehicle power requirement is calibrated to be 100kW.

[0036] If the difference between the current battery charge and the target battery charge is within the range of -0.15 to 0.15, then the current vehicle power requirement is 74kW.

[0037] If the difference between the current battery charge and the target battery charge is within the range of -0.16 to -0.30, then the current vehicle power requirement is calibrated to be 50kW.

[0038] If the difference between the current battery charge and the target battery charge is within the range of -0.31 to -1.00, then the current vehicle power requirement calibration value is 0kW.

[0039] In one possible design, the method further includes:

[0040] Based on the actual power demand of the vehicle and the maximum discharge power of the battery power system, the power demand of the engine power system is obtained.

[0041] When the engine power system is in a stopped state, if the power demand of the engine power system is greater than or equal to the starting power threshold of the engine power system, the engine power system is forcibly started.

[0042] In one possible design, the method further includes:

[0043] The brake cylinder pressure is monitored in real time, and when the brake cylinder pressure is confirmed to be lower than a preset pressure threshold, the engine power system is forcibly started and the brake cylinder is pressurized.

[0044] Secondly, this application provides a control device for a vehicle hybrid power system, comprising:

[0045] The threshold calculation module is used to query and obtain the current vehicle power demand calibration value corresponding to the power difference between the current battery power and the target battery power of the vehicle battery power system, and obtain the boundary power to start the engine power system based on the current vehicle power demand calibration value and the preset power hysteresis threshold.

[0046] The execution judgment module is used to monitor the actual value of the vehicle's total power demand in real time. When it is determined that the actual value of the vehicle's total power demand is less than the current vehicle power demand calibration value, it determines whether the actual value of the vehicle's total power demand is greater than or equal to the boundary power for starting the engine power system.

[0047] The operation request sending module is used to send a corresponding operation request to the engine power system based on the previous operation state of the engine power system if the actual value of the vehicle's required power is greater than or equal to the boundary power for starting the engine power system, so as to complete the setting of the current operation state of the engine power system and realize the control of the vehicle power system.

[0048] Thirdly, this application provides an electronic device, including: a processor, and a memory communicatively connected to the processor;

[0049] The memory stores computer-executed instructions;

[0050] The processor executes computer execution instructions stored in the memory to implement a control method for a vehicle hybrid power system.

[0051] Fourthly, this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement a control method for a vehicle hybrid power system.

[0052] This application provides a control method, control device, and equipment for a vehicle hybrid power system. The method dynamically tracks the vehicle's power demand by acquiring the actual power demand in real time, ensuring timely engine start-stop decisions to adapt to actual power requirements under different driving scenarios. By logically determining whether the actual power demand is less than a set vehicle power demand calibration value and comparing its relationship with the boundary power of the engine-driven power system, it correlates the difference in battery power with engine start-up, ensuring flexible response to low power demands and avoiding mechanical wear caused by frequent start-stop cycles, thus improving engine lifespan. Simultaneously, by considering the previous operating state of the engine-driven power system, corresponding operating requests are sent to the system, allowing for flexible adjustment of the system's operating state based on actual conditions, maximizing vehicle performance and fuel economy. By sending operating requests appropriate to the current situation and setting the current operating state, the method effectively addresses power demands under different driving scenarios, improving vehicle performance under various driving conditions. Attached Figure Description

[0053] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0054] Figure 1 This application provides a schematic flowchart of a control method for a vehicle hybrid power system.

[0055] Figure 2 A flowchart illustrating a method for sending a corresponding running request based on the previous running state, provided as an embodiment of this application;

[0056] Figure 3 This is a flowchart illustrating a method for sending a run request based on a preset time threshold, as provided in one embodiment of this application.

[0057] Figure 4 A schematic flowchart illustrating a method for sending a start-up request to the engine power system based on the actual power demand of the vehicle, as provided in one embodiment of this application;

[0058] Figure 5 A schematic flowchart illustrating a method for sending a shutdown operation request to the engine power system based on the actual power demand of the vehicle, as provided in one embodiment of this application;

[0059] Figure 6 This is a flowchart illustrating a method for querying and obtaining the current vehicle power demand calibration value corresponding to the battery difference, as provided in one embodiment of this application.

[0060] Figure 7 This is a flowchart illustrating a method for obtaining the current vehicle power requirement calibration value based on a specific power difference, as provided in one embodiment of this application.

[0061] Figure 8 This is a schematic flowchart of a method for forcibly starting an engine power system according to an embodiment of this application;

[0062] Figure 9 The control device for a vehicle hybrid power system provided in the embodiments of this application;

[0063] Figure 10 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0064] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without inventive effort are within the scope of protection of this invention.

[0065] In existing technologies, the power system of a hybrid electric vehicle includes a battery power system and an engine power system. During operation, the power output of a hybrid electric vehicle can rely on either one power system or both. Switching between power output modes can be achieved by controlling the start and stop of the engine power system. During this power output transition, the driver will experience a noticeable change in power. For example, when starting the engine power system, the driver may feel an increase in power as the engine output power meets the vehicle's needs. This sudden change in power can cause discomfort to the driver. Furthermore, if the transition in power output is not smooth enough, the vehicle's driving state may experience brief fluctuations, which can also affect the driver's driving experience.

[0066] Based on the aforementioned problems, the inventive concept of this application lies in: how to control the start-up or shutdown of the engine power system to achieve a smoother switching of output power and provide the driver with a better driving experience. The vehicle's power demand directly determines whether the engine power system needs to be started. If the vehicle's power demand exceeds the output capacity of the battery power system, then the engine power system needs to be started to provide additional power. It is also important to note that in hybrid vehicles, the engine power system and the battery power system need to work together to provide optimal power output and energy utilization efficiency. Therefore, when considering the start-up and shutdown of the engine power system, it is necessary to consider not only the overall vehicle power demand but also the state of the battery power system. The state of the battery power system includes its remaining charge and output capacity. Determining whether the battery power system's state meets the charge requirements for the subsequent automatic start-stop function avoids unnecessary or delayed engine start-up, thereby solving the problem of unstable power output caused by poor engine power system response in hybrid vehicles.

[0067] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0068] Figure 1 This is a schematic flowchart illustrating a control method for a vehicle hybrid power system provided in an embodiment of this application. Figure 1 As shown, steps S11-S13 are included:

[0069] S11. Based on the difference between the current battery charge and the target battery charge of the vehicle battery power system, query and obtain the current vehicle power demand calibration value corresponding to the charge difference, and obtain the boundary power of the starting engine power system based on the current vehicle power demand calibration value and the preset power hysteresis threshold.

[0070] In this embodiment, the current battery charge and target battery charge of the vehicle's battery power system are obtained. The charge difference between the current and target battery charges is a key indicator for measuring the battery's state, reflecting the vehicle's overall power reserve. Accurate acquisition of this charge difference provides a basis for decision-making in subsequent steps. Then, using the obtained charge difference, a pre-set current vehicle power demand calibration value corresponding to that charge difference is queried. This current vehicle power demand calibration value is derived from in-depth technical analysis and performance testing, and measures the power required by the vehicle under different charge differences in the battery power system. At this point, a direct correlation is established between the charge difference and the vehicle power demand calibration value.

[0071] After determining the current vehicle power demand calibration value, a preset power hysteresis threshold is obtained. The power hysteresis threshold is introduced to control power fluctuations during engine operation. By setting the power hysteresis threshold, frequent start-stop operations of the engine power system can be effectively prevented when there is a difference between the actual vehicle power demand value and the current vehicle power demand calibration value. This helps maintain engine operating stability, reduces mechanical wear caused by frequent start-stop operations, and improves engine lifespan. Next, by obtaining the current vehicle power demand calibration value and the preset power hysteresis threshold, the boundary power for starting the engine power system is determined. Specifically, the difference between the current vehicle power demand calibration value and the preset power hysteresis threshold is used as the boundary power for starting the engine power system.

[0072] S12 monitors the actual value of the vehicle's total power demand in real time. When it is determined that the actual value of the vehicle's total power demand is less than the current calibrated value of the vehicle's total power demand, it determines whether the actual value of the vehicle's total power demand is greater than or equal to the boundary power of the engine power system.

[0073] In this embodiment, real-time monitoring of the vehicle's actual power demand aims to dynamically track the vehicle's power requirements, enabling timely decisions on starting or stopping the engine powertrain to ensure optimal power output across various operating modes. Specifically, real-time monitoring of the vehicle's actual power demand is achieved through continuous monitoring of multiple sensors within the vehicle system. These sensors collect real-time data on the vehicle's current power demand, including but not limited to parameters such as vehicle speed, acceleration, and battery charge. This real-time data collection accurately reveals the vehicle's current operating status, providing a basis for subsequent engine powertrain start-stop decisions. After obtaining the actual power demand, it's necessary to determine if it's less than the current calibrated power demand. This aims to comprehensively consider vehicle performance and ensure good power balance under different operating conditions. If the actual power demand is determined to be less than the calibrated power demand, it's further compared to the boundary power required to start the engine powertrain to determine if engine startup is necessary to meet current demands. This not only ensures flexible response to low power demands but also helps optimize the engine powertrain's operating efficiency. Adjust the engine's operating status flexibly according to actual conditions to maximize vehicle performance and fuel economy.

[0074] S13, if the actual power demand of the vehicle is greater than or equal to the boundary power of the engine power system, then according to the previous operating state of the engine power system, a corresponding operating request is sent to the engine power system to complete the setting of the current operating state of the engine power system and realize the control of the vehicle power system.

[0075] In this embodiment, when the actual power demand of the vehicle is greater than or equal to the boundary power of the engine power system, corresponding measures are taken based on the previous operating state of the engine power system. This aims to meet the vehicle's power demand while considering the previous operating state of the engine power system to improve performance. Analyzing the previous operating state provides a better understanding of the engine's current operating status, laying the foundation for subsequent operating requests. After confirming the previous operating state of the engine power system, a corresponding operating request is sent to the engine power system. This request is dynamically generated based on the relationship between the actual power demand of the vehicle and the boundary power, and according to the previous operating state of the engine power system. Then, based on the operating request, the current operating state of the engine power system is set. This step includes adjusting the engine's operating parameters to ensure that it maintains a highly efficient and stable operating state under the corresponding power demand. Overall, by dynamically adjusting the engine's operating state to meet power demands in different scenarios, the performance, fuel economy, and reliability of hybrid vehicles can be improved, enabling the vehicle to perform excellently under various driving conditions.

[0076] This application dynamically tracks the vehicle's power demand by acquiring the actual power demand in real time, ensuring timely engine start-stop decisions to adapt to the actual power requirements under different driving scenarios. By logically determining whether the actual power demand is less than the set calibrated power demand and comparing its relationship with the boundary power of the engine starting system, it correlates the difference in battery power with engine start-up, ensuring flexible response to low power demands and avoiding mechanical wear caused by frequent start-stop cycles, thus extending engine life. Simultaneously, by considering the engine system's previous operating state, it sends corresponding operating requests to the engine system, flexibly adjusting its operating state according to actual conditions to maximize vehicle performance and fuel economy. By sending operating requests appropriate to the current situation and setting the current operating state, it effectively addresses power demands under different driving scenarios, improving the vehicle's performance under various driving conditions.

[0077] In one specific embodiment, Figure 2 This is a flowchart illustrating a method for sending a corresponding run request based on the previous run state, as provided in one embodiment of this application. It explains the specific implementation of step S13 above, where the corresponding run request is sent based on the previous run state. Figure 2 As shown, steps S21-S22 are included:

[0078] S21, if the previous operating state of the engine power system was the start-up mode, then send a start-up operation request to the engine power system.

[0079] S22, if the previous operating state of the engine power system was shutdown mode, then a shutdown operation request is sent to the engine power system.

[0080] In this embodiment, the decision to send a start-up request or a stop-down request is based on the previous operating state of the engine power system. This method of determining whether to send a start-up request or a stop-down request based on the previous operating state of the engine power system can avoid frequent start-stop operations. Frequent start-stop operations not only increase fuel consumption and exhaust emissions but also affect engine performance and lifespan. By extending the previous operating state of the engine power system to the current operating state, the power performance and energy efficiency of the hybrid vehicle can be improved, while also enhancing driving comfort.

[0081] On the one hand, if the engine power system was in start-up mode in the previous operation, a start-up request is sent to the engine power system. The previous operation mode being start-up mode indicates that the engine is in a stable operating state. At this time, the engine power system continues to operate, which can quickly respond to the power demand of the vehicle.

[0082] Regarding sending a start-up request, based on step S21 and combined with the filtering and judgment in steps S12 and S13 above, further explanation is provided here.

[0083] When the actual value of the vehicle's required power is determined to be less than the current calibrated value of the vehicle's required power, it is determined that the actual value of the vehicle's required power is greater than or equal to the boundary power of starting the engine power system; then the previous operating state of the engine power system is obtained; if the previous operating state of the engine power system is the starting mode, a start-up request is sent to the engine power system.

[0084] In this embodiment, if the actual power demand of the vehicle is determined to be less than the current calibrated power demand value, the engine power system is not directly stopped. Instead, it is determined whether the actual power demand of the vehicle is greater than or equal to the boundary power required to start the engine power system, to determine whether the engine power system needs to be started. A boundary power is introduced here; the engine power system is only considered for starting when the actual power demand of the vehicle reaches a certain threshold. Next, if the actual power demand of the vehicle is greater than or equal to the boundary power required to start the engine power system, the previous operating state of the engine power system needs to be obtained. The purpose of this step is to understand the current operating mode of the engine (since engine operation is continuous, the previous operating state also represents the current operating mode), i.e., whether it is in start mode or stop mode. Based on the obtained previous operating state, if the previous operating state of the engine power system was in start mode, a start-up request will be sent to the engine power system. This indicates that the engine was already in a start state during the last vehicle operation. When the engine is already started, this state needs to be maintained to minimize the impact of engine start-stop on vehicle performance and fuel efficiency.

[0085] On the other hand, if the engine powertrain was previously in shutdown mode, a shutdown request is sent to the engine powertrain to reduce unnecessary engine powertrain operation and avoid wasting fuel when the vehicle does not require additional power support. A shutdown status indicates that the engine has already stopped operating.

[0086] Regarding the sending of a shutdown request, based on step S22 and combined with the screening and judgment in steps S12 and S13 above, further explanation is provided here.

[0087] When the actual value of the vehicle's required power is determined to be less than the current calibrated value of the vehicle's required power, and the actual value of the vehicle's required power is determined to be greater than or equal to the boundary power of starting the engine power system, then the previous operating state of the engine power system is obtained. If the previous operating state of the engine power system was a shutdown mode, then a shutdown operation request is sent to the engine power system.

[0088] In this embodiment, the difference from the above-described embodiment of sending a start-up request is that if the engine power system's previous operating state was a shutdown mode, a shutdown request is sent to the engine power system. Since the judgment process is the same as before, it will not be repeated here. Sending a shutdown request to the engine power system means that during the previous driving process, the engine was in a shutdown state, and at the same time, the actual power demand of the vehicle was less than the current rated power demand. Therefore, the engine power system can be left running, i.e., the vehicle can be switched to pure electric mode or other low-power mode to reduce fuel consumption and exhaust emissions. In summary, this achieves flexible start-stop of the engine power system under different driving scenarios, and through reasonable switching, maximizes fuel efficiency while providing sufficient power. The advantage of this control strategy is that it balances vehicle performance and fuel economy, providing the driver with a more comfortable and efficient driving experience, while also meeting the requirements of environmental protection and sustainable development.

[0089] In one embodiment, a further addition is made to another case in step S13 above. Based on the above embodiment, step S50 is included:

[0090] S50: If the actual power demand of the whole vehicle is less than the boundary power of starting the engine power system, the running time of the engine power system is obtained, and when the engine running time meets the preset minimum running time threshold, a shutdown running request is sent to the engine power system to realize the shutdown of the engine power system according to the preset shutdown de-vibration time; wherein, the shutdown running request is the current running request.

[0091] This embodiment primarily describes how to control the start-stop of the engine power system when the actual power demand of the vehicle is less than the boundary power of the engine power system. First, the running time of the engine power system is monitored and recorded to obtain the engine's operating time. Understanding the engine's current operating status and usage provides a basis for subsequent shutdown decisions. The running time is obtained through timestamps or other timing methods. Then, the obtained engine running time is checked to see if it meets a preset minimum running time threshold. This minimum running time threshold is set to prevent frequent start-stop operations, reduce the number of engine start-stop cycles in a short period, thereby reducing mechanical wear on the engine and improving its performance and lifespan. If the engine running time reaches the minimum running time threshold, a shutdown request is sent to the engine power system to notify it to prepare for shutdown and begin shutdown preparations. The shutdown request is sent through communication with the engine control unit.

[0092] Next, based on the preset shutdown and vibration reduction time, the engine shutdown and vibration reduction operation is performed. This operation involves waiting for a certain period after the shutdown request is sent to ensure that the engine decelerates smoothly during the shutdown process, avoiding mechanical shock and unstable operation caused by excessively rapid shutdown. Shutdown and vibration reduction are achieved by delaying the processing of the shutdown request, thus achieving a smooth shutdown effect. By setting minimum running time and shutdown and vibration reduction time, the frequency of engine start-stop is effectively reduced, improving the reliability and stability of the entire vehicle's powertrain. This shutdown control helps reduce engine mechanical wear, extend its service life, and improve the vehicle's fuel economy.

[0093] In one embodiment, a further explanation is provided for another scenario in step S12 described above. Based on the above embodiment, step S40 is included:

[0094] S40 monitors the actual power demand of the vehicle in real time. When it is determined that the actual power demand is greater than or equal to the current power demand calibration value, it sends a start-up request to the engine power system to start the engine power system according to the preset start-up de-vibration time. The start-up request is the current operation request.

[0095] In this embodiment, based on real-time monitoring of the actual power demand of the vehicle, it is determined whether the actual power demand is greater than or equal to the current rated power demand. This ensures that the engine can start promptly to meet the vehicle's performance requirements when high power demand is present. If the actual power demand is greater than or equal to the rated power demand, a start-up request is sent to the engine power system. The engine power system is notified to prepare for start-up and begin start-up preparations. Next, according to a preset start-up de-vibration time, engine start-up de-vibration is performed. This operation involves waiting for a certain period after the start-up request is sent to ensure that the engine smoothly reaches its operating state during start-up, avoiding mechanical shock and unstable operation caused by excessively rapid start-up, thus achieving a smooth start-up effect. The start-up de-vibration time is shorter than the stop-start de-vibration time to quickly meet the vehicle's power demand. By setting the start-up de-vibration time, the engine start-up shock is effectively reduced, improving the reliability and stability of the vehicle power system. This helps protect the engine's mechanical structure, extending its service life, while ensuring that the vehicle can respond quickly when high power demand is present, thus improving the overall vehicle performance.

[0096] In one embodiment, Figure 3 This is a flowchart illustrating a method for sending a run request based on a preset time threshold, as provided in one embodiment of this application. Based on the above embodiment, as... Figure 3 As shown, steps S31-S33 are included:

[0097] S31, when it is determined that the previous operation request sent to the engine power system is inconsistent with the current operation request, the request timestamp carried by the previous operation request is obtained, and it is determined whether the time difference between the request timestamp and the current time meets the preset time threshold.

[0098] S32, if the time difference between the requested timestamp and the current time meets the preset time threshold, then send a start-up request to the engine power system;

[0099] S33, if the time difference between the requested timestamp and the current time does not meet the preset time threshold, then stop sending the start-up request to the engine power system.

[0100] In this embodiment, when it is found that the previous operation request sent to the engine power system is inconsistent with the current operation request, the specific time information of the previous request is obtained by acquiring the request timestamp carried in the previous operation request. This timestamp records the time when the previous operation request was sent, providing a benchmark for subsequent time difference calculation. Subsequently, the time difference between the timestamp of the previous operation request and the current time is judged to check whether it meets a preset time threshold. If the operation request changes frequently within a short period of time, the operation request remains unchanged. The purpose is to avoid the discomfort caused to the driver by frequent start-stop of the engine power system. At the same time, reducing frequent operation of the engine helps to reduce mechanical wear, extend the engine's service life, and improve the reliability and economy of the entire vehicle.

[0101] Furthermore, Figure 4 This is a schematic flowchart illustrating a method for sending a start-up request to the engine power system based on the actual power demand of the vehicle, according to one embodiment of this application. It combines steps S40 and S31-S33 to further explain how to send a start-up request to the engine power system based on the actual power demand of the vehicle. Figure 4 As shown, based on the above embodiment, steps S41-S42 are included:

[0102] S41, monitors the actual value of the vehicle's total power demand in real time, and sends a start-up request to the engine power system when it is determined that the actual value of the vehicle's total power demand is greater than or equal to the current vehicle power demand calibration value, and the time difference between the requested timestamp and the current time meets the time threshold.

[0103] S42 monitors the actual value of the vehicle's total power demand in real time. When it is determined that the actual value of the vehicle's total power demand is greater than or equal to the current vehicle power demand calibration value, and the time difference between the requested timestamp and the current time does not meet the time threshold, it stops sending start-up requests to the engine power system.

[0104] In this embodiment, the actual value of the vehicle's total power demand is monitored in real time, and it is determined whether the actual value is greater than or equal to the current calibrated value. If the actual value is greater than or equal to the calibrated value, it is further determined whether the time difference between the requested timestamp and the current time meets a preset time threshold. When the time difference meets the time threshold, a start-up request is sent to the engine power system. When the time difference does not meet the time threshold, the start-up request is stopped from being sent to the engine power system.

[0105] By setting time thresholds, frequent start and stop requests to the engine within a short period can be avoided, preventing increased engine wear and reducing unnecessary fuel consumption. A start / stop request is only sent to the engine powertrain when the time difference between the request timestamp and the current time meets the time threshold. Frequent engine start-stops can cause unstable vehicle operation and affect driving comfort. Therefore, setting time thresholds ensures smoother engine start-stop operations, thereby improving driving comfort. Simultaneously, by judging the timestamp, unreasonable start requests to the engine powertrain can be avoided, reducing the possibility of misoperation.

[0106] Similarly, Figure 5 This is a schematic flowchart illustrating a method for sending a shutdown operation request to the engine power system based on the actual power demand of the vehicle, according to one embodiment of this application. It combines steps S50 and S31-S33 to further explain how to send a shutdown operation request to the engine power system based on the actual power demand of the vehicle. Figure 5 As shown, based on the above embodiment, steps S51-S52 are included:

[0107] S51, if the actual power demand of the whole vehicle is less than the boundary power of starting the engine power system, the running time of the engine power system is obtained. When the engine running time meets the preset minimum running time threshold and the time difference between the requested timestamp and the current time meets the time threshold, a shutdown running request is sent to the engine power system.

[0108] S52, if the actual power demand of the whole vehicle is less than the boundary power of starting the engine power system, the running time of the engine power system is obtained. If the engine running time meets the preset minimum running time threshold, but the time difference between the requested timestamp and the current time does not meet the time threshold, the shutdown running request to the engine power system is stopped.

[0109] In this embodiment, when the actual power demand of the vehicle is less than the boundary power required to start the engine power system, two different processes are performed, depending on whether the time difference between the requested timestamp and the current time meets a time threshold. On one hand, if the time difference meets the time threshold, a shutdown request is sent to the engine power system. This aims to ensure that the engine does not frequently start and stop under low power demand, thus avoiding unnecessary mechanical wear and fuel consumption. By judging the time difference between the running duration and the requested timestamp, adaptive control of the engine shutdown request is achieved, improving the stability and lifespan of the vehicle power system. On the other hand, if the time difference does not meet the time threshold, the shutdown request is not sent to the engine power system. This aims to effectively control the operation of the engine power system under low power demand, reducing the number of start-stop cycles, improving fuel economy, and reducing engine wear, thus making vehicle operation more reliable and economical.

[0110] In one embodiment, Figure 6 This is a flowchart illustrating a method for querying and obtaining the current vehicle power demand calibration value corresponding to the battery difference, provided in one embodiment of this application. It specifically explains one implementation of obtaining the current vehicle power demand calibration value in step S11 above. Figure 6 As shown, based on the above embodiment, steps S61-S62 are included:

[0111] S61, read and obtain the current battery power of the vehicle battery power system in real time, and calculate the difference between the current battery power and the preset target battery power to obtain the power difference between the current battery power and the target battery power;

[0112] S62, based on the difference between the current battery charge and the target battery charge, queries the preset vehicle power calibration table to obtain the current vehicle power requirement calibration value corresponding to the charge difference.

[0113] In this embodiment, to achieve reasonable management of the vehicle battery power system, it is necessary to read and acquire the current battery charge information in real time. This can be done using a dedicated sensor. This reading process is continuous, ensuring that the dynamic changes in the battery power system's charge level are understood. Next, the current battery charge level is subtracted from a preset target battery charge level to calculate the charge difference. This charge difference reflects the current state of the battery power system. For example, the charge difference can also be set to correspond to the battery power system's operating mode. That is, the charge difference reflects different operating modes of the battery power system. For instance, as the charge difference decreases, the five battery operating modes are, in order, forced discharge mode, discharge mode, high-efficiency mode, optimal mode, and forced charging mode. After obtaining the charge difference, a pre-set vehicle power calibration table is consulted. This power calibration table contains the vehicle's required power calibration values ​​corresponding to different charge differences. By consulting this table, the vehicle's required power calibration value under the current battery state can be accurately determined.

[0114] In one specific embodiment, Figure 7 This is a flowchart illustrating a method for obtaining the current vehicle power demand calibration value based on a specific power difference, as provided in one embodiment of this application. It is a detailed explanation of the vehicle power demand calibration table in the above embodiment, as shown below. Figure 7 As shown, steps S71-S75 are included:

[0115] S71, if the difference between the current battery charge and the target battery charge is in the range of 0.21 to 1.00, then the current vehicle power requirement is calibrated to be 260kW.

[0116] S72, if the difference between the current battery charge and the target battery charge is in the range of 0.16 to 0.20, then the current vehicle power requirement is calibrated to be 100kW.

[0117] S73, if the difference between the current battery charge and the target battery charge is within the range of -0.15 to 0.15, then the current vehicle power requirement is 74kW.

[0118] S74, if the difference between the current battery charge and the target battery charge is within the range of -0.16 to -0.30, then the current vehicle power requirement is calibrated to be 50kW.

[0119] S75, if the difference between the current battery charge and the target battery charge is within the range of -0.31 to -1.00, then the current vehicle power requirement is 0kW.

[0120] In this embodiment, when the difference between the current battery state of charge (SOC) and the target battery state of charge is between 0.21 and 1.00 (i.e., the current battery SOC is 0.21 to 1.00 higher than the target battery SOC), the current vehicle power demand is read as 260kW, and the battery power system is in forced discharge mode. When the difference between the current battery state of charge and the target battery state of charge is between 0.16 and 0.20 (i.e., the current battery SOC is 0.16 to 0.20 higher than the target battery SOC), the current vehicle power demand is read as 100kW, and the battery power system is in discharge mode. If the difference between the current battery charge and the target battery charge is within the range of -0.15 to 0.15 (i.e., the current battery SOC is 0.15 lower than the target battery SOC to 0.15 higher than the target battery SOC), the current vehicle power demand is 74kW, and the battery power system is in high-efficiency mode. If the difference is within the range of -0.16 to -0.30 (i.e., the current battery SOC is 0.16 to 0.30 lower than the target battery SOC), the current vehicle power demand is 50kW, and the battery power system is in optimal mode. If the difference is within the range of -0.31 to -1.00 (i.e., the current battery SOC is 0.31 to 1.00 lower than the target battery SOC), the current vehicle power demand is 0kW, and the battery power system is in forced charging mode. It should be noted that this embodiment is an exemplary description of the battery difference and the current vehicle power requirement calibration value, and is not intended to limit this application. The battery difference and the current vehicle power calibration value can be flexibly adjusted according to actual experiments or the actual situation of the current vehicle to adapt to actual needs.

[0121] In one specific embodiment Figure 8 This is a schematic flowchart illustrating a method for forcibly starting an engine power system according to one embodiment of this application. Based on the above embodiment, as... Figure 8 As shown, steps S81-S82 are included:

[0122] S81 obtains the required power of the engine power system based on the actual value of the vehicle's total power demand and the maximum discharge power of the battery power system.

[0123] S82: When the engine power system is in a stopped state, if the power demand of the engine power system is greater than or equal to the starting power threshold of the engine power system, the engine power system shall be forcibly started.

[0124] In this embodiment, the actual power demand of the vehicle refers to the overall power level required by the vehicle at the current time. This value is affected by various factors, including the driver's driving behavior, the vehicle's load, and the driving environment. The maximum discharge power of the battery power system refers to the maximum power that the battery can release per unit time. This value is usually affected by battery technology and design and is an important parameter of battery system performance. When the engine power system is off, it is necessary to determine whether to forcibly start the engine based on the vehicle's power demand and the maximum discharge power of the battery power system. This is to ensure that sufficient power support can be quickly provided in high-power demand scenarios, ensuring that the vehicle can operate safely and efficiently under various driving conditions. In addition, a starting power threshold for the engine power system is set. Forced engine start will only be triggered when the power demand for the engine power system is greater than or equal to this threshold. This avoids starting the engine power system under low power demand, thereby reducing unnecessary fuel consumption and emissions. The vehicle's rapid response and power support in high-power demand scenarios improve the quality of the driving experience, balancing performance and energy efficiency in different driving scenarios, ensuring that the driver obtains a more comfortable and efficient driving experience.

[0125] In another specific embodiment, for the forced start of the engine power system, in addition to the situations described in the above embodiments, it also includes:

[0126] The system monitors the brake cylinder pressure in real time, and when it confirms that the brake cylinder pressure is lower than the preset pressure threshold, it forcibly starts the engine power system and pressurizes the brake cylinder.

[0127] In this embodiment, the brake cylinder applies force to the brake to achieve the braking effect. Real-time monitoring of the brake cylinder pressure can promptly detect abnormalities in the braking system, improving control over the braking process. When the brake cylinder pressure is detected to be below a preset pressure threshold, forcibly starting the engine power system is an efficient strategy to quickly increase the pressure in the brake cylinder. The power output of the engine power system can be quickly transmitted to the brake cylinder through the hydraulic system. Forcibly starting the engine power system can quickly provide pressure boost support to the brake cylinder, significantly improving the response speed of the entire vehicle's braking system. Forcibly starting the engine power system ensures that the braking system can obtain sufficient auxiliary force at critical moments. Especially in emergency braking or situations with high braking demand, it ensures that the driver can respond promptly and keep the vehicle within a safe control range. Furthermore, brake cylinder pressure below the preset threshold may be an early signal of braking system failure. By forcibly starting the engine power system, additional braking support can be provided, helping the driver to better control the vehicle and take emergency measures when a failure occurs, minimizing the risk of accidents, reducing the driver's uncertainty about vehicle control, and improving driving safety.

[0128] Building upon the above embodiments, it's important to further explain that even when the battery power system can provide power to the vehicle, the engine power system may still be running. In this case, the engine power system's power output can charge the vehicle battery. Thus, while the battery power system can meet the vehicle's power demands, the engine can also improve energy efficiency by charging the battery. Furthermore, the engine power system's power output can also work in conjunction with the battery power system to provide power to the vehicle. Therefore, when the vehicle's power demand increases, the engine power system can gradually replace the battery power system's output power, achieving a smooth increase in power and thus improving driving comfort.

[0129] Based on the above embodiments, this application achieves adaptive control of the engine start-stop process by setting a start (or stop) time threshold and a de-shutdown time, thereby improving user experience and reducing driver interference. By controlling the operation of the engine power system, unnecessary idling and fuel consumption are reduced, which helps to reduce vehicle emissions and improve environmental performance. At the same time, by avoiding unnecessary engine power system start-stops, engine wear and tear can be reduced, extending engine life and improving overall vehicle reliability. In summary, by comprehensively considering factors such as battery charge, vehicle power demand, and engine status, efficient energy management is achieved, effectively coordinating the operation of the power system and improving energy utilization.

[0130] In this embodiment of the invention, electronic devices or main control devices can be divided into functional modules according to the above method examples. For example, each function can be divided into its own functional modules, or two or more functions can be integrated into one processing unit. The integrated unit can be implemented in hardware or as a software functional module. It should be noted that the module division in this embodiment of the invention is illustrative and only represents one logical functional division; other division methods may be used in actual implementation.

[0131] Figure 9 A control device for a vehicle hybrid power system provided in an embodiment of this application. For example... Figure 9 As shown, the device 90 includes:

[0132] The threshold calculation module 91 is used to query and obtain the current vehicle power demand calibration value corresponding to the power difference between the current battery power and the target battery power of the vehicle battery power system, and obtain the boundary power of the starting engine power system based on the current vehicle power demand calibration value and the preset power hysteresis threshold.

[0133] The execution judgment module 92 is used to monitor the actual value of the vehicle's total power demand in real time. When it is determined that the actual value of the vehicle's total power demand is less than the current vehicle power demand calibration value, it determines whether the actual value of the vehicle's total power demand is greater than or equal to the boundary power of the engine power system.

[0134] The operation request sending module 93 is used to send a corresponding operation request to the engine power system based on the previous operation state of the engine power system if the actual value of the vehicle's required power is greater than or equal to the boundary power of the engine power system. This is to complete the setting of the current operation state of the engine power system and realize the control of the vehicle power system.

[0135] The control device provided in this embodiment can execute the control method of the above embodiment. Its implementation principle and technical effect are similar, and will not be described again here.

[0136] In the aforementioned specific implementation, each module can be implemented as a processor, which can execute computer execution instructions stored in memory, thereby enabling the processor to perform the control method described above.

[0137] Figure 10 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 10 As shown, the electronic device 10 includes at least one processor 101 and a memory 102. The electronic device 10 also includes a communication component 103. The processor 101, memory 102, and communication component 103 are connected via a bus 104.

[0138] In the specific implementation process, at least one processor 101 executes computer execution instructions stored in memory 102, causing at least one processor 101 to execute the control method executed on the electronic device side as described above.

[0139] The specific implementation process of processor 101 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0140] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0141] The memory may include high-speed RAM, and may also include non-volatile storage (NVM), such as at least one disk storage.

[0142] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0143] The above description of the functions implemented by electronic devices and main control devices has introduced the solutions provided by the embodiments of the present invention. It is understood that, in order to implement the above functions, the electronic device or main control device includes hardware structures and / or software modules corresponding to the execution of each function. By combining the units and algorithm steps of the various examples described in the embodiments of the present invention, the embodiments of the present invention can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed by hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the technical solutions of the embodiments of the present invention.

[0144] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the control method described above.

[0145] The aforementioned computer-readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0146] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in an electronic device or a host device.

[0147] This application also provides a computer program product, comprising: a computer program stored in a readable storage medium, wherein at least one processor of an electronic device can read the computer program from the readable storage medium, and the at least one processor executes the computer program to cause the electronic device to perform the scheme provided in any of the above embodiments.

[0148] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0149] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A control method for a vehicle hybrid power system, characterized in that, include: Based on the difference between the current battery charge and the target battery charge of the vehicle battery power system, the current vehicle power demand calibration value corresponding to the charge difference is obtained, and based on the current vehicle power demand calibration value and the preset power hysteresis threshold, the boundary power of the engine power system is obtained. The system monitors the actual power demand of the vehicle in real time. When it is determined that the actual power demand of the vehicle is less than the current calibrated power demand of the vehicle, it determines whether the actual power demand of the vehicle is greater than or equal to the boundary power for starting the engine power system. If the actual power demand of the vehicle is greater than or equal to the boundary power for starting the engine power system, then according to the previous operating state of the engine power system, a corresponding operating request is sent to the engine power system to complete the setting of the current operating state of the engine power system and realize the control of the vehicle power system.

2. The method according to claim 1, characterized in that, The method further includes: If the actual value of the vehicle's required power is less than the boundary power for starting the engine power system, then the running time of the engine power system is obtained, and when the engine running time meets the preset minimum running time threshold, a shutdown running request is sent to the engine power system to realize the shutdown of the engine power system according to the preset shutdown de-vibration time. The shutdown request is the current running request.

3. The method according to claim 1, characterized in that, The method further includes: The system monitors the actual power demand of the vehicle in real time. When the actual power demand is greater than or equal to the current power demand calibration value, it sends a start-up request to the engine power system to complete the start-up of the engine power system according to the preset start-up de-vibration time. The startup request is the current running request.

4. The method according to claim 2 or 3, characterized in that, The method further includes: When it is determined that the previous operation request sent to the engine power system is inconsistent with the current operation request, the request timestamp carried by the previous operation request is obtained, and it is determined whether the time difference between the request timestamp and the current time meets the preset time threshold. The real-time monitoring of the actual power demand of the vehicle, and when determining that the actual power demand is greater than or equal to the current calibrated power demand, sending a start-up request to the engine power system, including: The system monitors the actual power demand of the vehicle in real time. When it is determined that the actual power demand of the vehicle is greater than or equal to the current power demand calibration value of the vehicle, and the time difference between the request timestamp and the current time meets the time threshold, a start-up request is sent to the engine power system. or, The system monitors the actual power demand of the vehicle in real time. When it is determined that the actual power demand of the vehicle is greater than or equal to the current power demand calibration value of the vehicle, and the time difference between the request timestamp and the current time does not meet the time threshold, the system stops sending start-up requests to the engine power system. If the actual power demand of the vehicle is less than the boundary power for starting the engine power system, then the running time of the engine power system is obtained, and when the engine running time meets a preset minimum running time threshold, a shutdown request is sent to the engine power system, including: If the actual power demand of the vehicle is less than the boundary power for starting the engine power system, the running time of the engine power system is obtained. When the engine running time meets the preset minimum running time threshold and the time difference between the request timestamp and the current time meets the time threshold, a shutdown running request is sent to the engine power system. or, If the actual power demand of the vehicle is less than the boundary power for starting the engine power system, the running time of the engine power system is obtained. If the engine running time meets the preset minimum running time threshold, but the time difference between the requested timestamp and the current time does not meet the time threshold, the shutdown running request to the engine power system is stopped.

5. The method according to claim 1, characterized in that, The step of sending a corresponding operation request to the engine power system based on the previous operating state of the engine power system includes: If the previous operating state of the engine power system was the start-up mode, then a start-up operation request is sent to the engine power system; or, If the previous operating state of the engine power system was shutdown mode, a shutdown operation request is sent to the engine power system.

6. The method according to claim 1, characterized in that, The step of querying and obtaining the current vehicle power demand calibration value corresponding to the power difference between the current battery capacity and the target battery capacity of the vehicle battery power system includes: The current battery level of the vehicle's battery power system is read and obtained in real time, and the difference between the current battery level and the preset target battery level is calculated to obtain the difference between the current battery level and the target battery level. Based on the difference between the current battery level and the target battery level, a preset vehicle power calibration table is queried to obtain the current vehicle power requirement calibration value corresponding to the battery level difference.

7. The method according to claim 6, characterized in that, The step of querying a preset vehicle power calibration table based on the power difference between the current battery level and the target battery level to obtain the current vehicle power requirement calibration value corresponding to the power difference includes: If the difference between the current battery charge and the target battery charge is within the range of 0.21 to 1.00, then the current vehicle power requirement is calibrated to be 260kW. If the difference between the current battery charge and the target battery charge is within the range of 0.16 to 0.20, then the current vehicle power requirement is calibrated to be 100kW. If the difference between the current battery charge and the target battery charge is within the range of -0.15 to 0.15, then the current vehicle power requirement is 74kW. If the difference between the current battery charge and the target battery charge is within the range of -0.16 to -0.30, then the current vehicle power requirement is calibrated to be 50kW. If the difference between the current battery charge and the target battery charge is within the range of -0.31 to -1.00, then the current vehicle power requirement calibration value is 0kW.

8. The method according to any one of claims 1-3, characterized in that, The method further includes: Based on the actual power demand of the vehicle and the maximum discharge power of the battery power system, the power demand of the engine power system is obtained. When the engine power system is in a stopped state, if the power demand of the engine power system is greater than or equal to the starting power threshold of the engine power system, the engine power system is forcibly started.

9. The method according to any one of claims 1-3, characterized in that, The method further includes: The brake cylinder pressure is monitored in real time, and when the brake cylinder pressure is confirmed to be lower than a preset pressure threshold, the engine power system is forcibly started and the brake cylinder is pressurized.

10. A control device for a vehicle hybrid power system, characterized in that, include: The threshold calculation module is used to query and obtain the current vehicle power demand calibration value corresponding to the power difference between the current battery power and the target battery power of the vehicle battery power system, and obtain the boundary power of the engine power system based on the current vehicle power demand calibration value and the preset power hysteresis threshold. The execution judgment module is used to monitor the actual value of the vehicle's total power demand in real time. When it is determined that the actual value of the vehicle's total power demand is less than the current vehicle power demand calibration value, it determines whether the actual value of the vehicle's total power demand is greater than or equal to the boundary power for starting the engine power system. The operation request sending module is used to send a corresponding operation request to the engine power system based on the previous operation state of the engine power system if the actual value of the vehicle's required power is greater than or equal to the boundary power for starting the engine power system, so as to complete the setting of the current operation state of the engine power system and realize the control of the vehicle power system.

11. An electronic device, characterized in that, include: A processor, and a memory communicatively connected to the processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory to implement the method as described in any one of claims 1 to 9.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1 to 9.

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