Engine control method, device, vehicle and storage medium of hybrid vehicle
By acquiring vehicle speed, SOC, and road surface type in hybrid vehicles, the charging coefficient is determined, and the engine is controlled to operate within the economic zone, solving the problem of a wide engine operating range and improving the overall vehicle economy.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- CHERY AUTOMOBILE CO LTD
- Filing Date
- 2023-12-29
- Publication Date
- 2026-08-04
AI Technical Summary
Hybrid vehicles have a wide operating speed and torque range for their engines, resulting in non-economic operating areas that affect the overall vehicle economy.
By acquiring the vehicle speed, current SOC, target SOC, and road type of the hybrid vehicle, the charging coefficient is determined, the engine is controlled to operate within the economic zone, the charging coefficient is used to determine whether the engine needs to charge, and the engine is used to charge in range-extending mode to ensure that the power generation is higher than the power required by the driver.
It improves the economy of hybrid vehicles, ensures that the engine operates in the high-efficiency range, and improves the overall fuel efficiency of the vehicle.
Smart Images
Figure CN117864096B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle technology, and in particular to an engine control method, device, vehicle, and storage medium for a hybrid vehicle. Background Technology
[0002] The advantages of hybrid vehicles are mainly reflected in their economy and power. However, the engine's operating speed and torque ranges are very wide, including non-economical operating areas. Therefore, how to ensure that the engine always operates in the most efficient and economical range to guarantee the overall vehicle's economy has become a pressing technical problem that needs to be solved. Summary of the Invention
[0003] This application provides an engine control method, device, vehicle, and storage medium for hybrid vehicles, which controls the engine within the economic zone, improving the fuel economy of the hybrid vehicle. The technical solution is as follows:
[0004] On the one hand, a method for controlling the engine of a hybrid vehicle is provided, the method comprising:
[0005] The vehicle speed, current SOC, target SOC, and road type of the hybrid vehicle are obtained, including flat road, uphill road, and downhill road.
[0006] Based on the vehicle speed, current SOC, target SOC, and road surface type of the hybrid vehicle, a charging coefficient is determined. The charging coefficient is used to indicate whether charging is performed by the engine and the charging speed when charging by the engine is required.
[0007] When the charging coefficient indicates that charging is performed through the engine and the speed of the hybrid vehicle is not greater than a first threshold, the range-extending mode is entered. Based on the charging coefficient, a first correspondence is obtained. The first correspondence is used to represent the correspondence between the driver's power demand and the engine's power generation. In the first correspondence, the driver's power demand is less than the power generation corresponding to the driver's power demand. In the range-extending mode, the hybrid vehicle is driven by the electric motor and charged through the engine.
[0008] Based on the vehicle speed and pedal torque of the hybrid vehicle, the driver's required power for the hybrid vehicle is determined.
[0009] Based on the first correspondence and the determined driver power demand, the power generation power corresponding to the driver power demand is determined;
[0010] Based on the power generation, the engine speed and torque within the economic zone are determined, and the engine is controlled to charge the hybrid vehicle according to the engine speed and torque.
[0011] In one possible implementation, the process of obtaining the target SOC of the hybrid vehicle includes:
[0012] Obtain the preset target SOC;
[0013] Based on the vehicle speed of the hybrid vehicle, the preset target SOC is corrected to obtain the corrected target SOC, wherein the vehicle speed is positively correlated with the target SOC.
[0014] In one possible implementation, obtaining the preset target SOC includes:
[0015] Determine the driving mode of the hybrid vehicle;
[0016] Obtain the target SOC corresponding to the driving mode.
[0017] In one possible implementation, determining the charging coefficient based on the hybrid vehicle's speed, current SOC, target SOC, and the road surface type includes:
[0018] Obtain a second correspondence, which includes at least one of the following: the correspondence between the vehicle speed of the hybrid vehicle and the charging coefficient, the correspondence between the current SOC and the target SOC of the hybrid vehicle and the charging coefficient, the correspondence between the current SOC of the hybrid vehicle and the charging coefficient, and the correspondence between the road surface type of the hybrid vehicle and the charging coefficient.
[0019] Based on the second correspondence and the hybrid vehicle's speed, current SOC, target SOC, and road surface type, multiple charging coefficients are determined.
[0020] A coefficient optimization algorithm is used to optimize the multiple charging coefficients to obtain the target charging coefficient.
[0021] In one possible implementation, the method further includes:
[0022] When the road surface where the hybrid vehicle is located is a downhill road, if the engine is running, the engine is turned off, and the hybrid vehicle is charged through the wheel ends using the vehicle's regenerative braking capability.
[0023] In one possible implementation, the greater the charging speed represented by the charging coefficient, the greater the difference between the driver's required power and the power generation corresponding to the driver's required power in the first correspondence of the charging coefficient.
[0024] In one possible implementation, the first correspondence includes a negative driver demand power and the power generation power corresponding to the negative driver demand power; when the hybrid vehicle releases the accelerator, the driver demand power of the hybrid vehicle is a negative driver demand power.
[0025] On the other hand, an engine control device for a hybrid vehicle is provided, the device comprising:
[0026] The first acquisition module is used to acquire the vehicle speed, current SOC, target SOC and road type of the hybrid vehicle, wherein the road type includes flat road, uphill road and downhill road.
[0027] The first determining module is used to determine the charging coefficient based on the vehicle speed, current SOC, target SOC and road surface type of the hybrid vehicle. The charging coefficient is used to indicate whether charging is performed by the engine and the charging speed when charging by the engine is required.
[0028] The second acquisition module is used to enter the range-extending mode when the charging coefficient indicates that charging is performed through the engine and the speed of the hybrid vehicle is not greater than a first threshold. Based on the charging coefficient, the module acquires a first correspondence relationship, which represents the correspondence between the driver's power demand and the engine's power generation. In the first correspondence relationship, the driver's power demand is less than the power generation corresponding to the driver's power demand. In the range-extending mode, the hybrid vehicle is driven by the electric motor and charged through the engine.
[0029] The second determining module is used to determine the driver's required power of the hybrid vehicle based on the vehicle speed and pedal torque of the hybrid vehicle.
[0030] The third determining module is used to determine the power generation power corresponding to the driver's power demand based on the first correspondence and the determined driver's power demand.
[0031] The first control module is used to determine the speed and torque within the economic zone based on the power generation, and control the engine to charge the hybrid vehicle according to the speed and torque.
[0032] In one possible implementation, the first acquisition module includes:
[0033] The acquisition unit is used to acquire the preset target SOC;
[0034] The correction unit is used to correct the preset target SOC based on the vehicle speed of the hybrid vehicle to obtain the corrected target SOC, wherein the vehicle speed is positively correlated with the target SOC.
[0035] In one possible implementation, the acquisition unit is used to determine the driving mode of the hybrid vehicle and acquire the target SOC corresponding to the driving mode.
[0036] In one possible implementation, the first determining module is used to obtain a second correspondence, which includes at least one of the following: the correspondence between the hybrid vehicle's speed and the charging coefficient; the correspondence between the hybrid vehicle's current SOC and target SOC and the charging coefficient; the correspondence between the hybrid vehicle's current SOC and the charging coefficient; and the correspondence between the hybrid vehicle's road surface type and the charging coefficient. Based on the second correspondence and the hybrid vehicle's speed, current SOC, target SOC, and road surface type, multiple charging coefficients are determined. A coefficient optimization algorithm is then used to optimize the multiple charging coefficients to obtain a target charging coefficient.
[0037] In one possible implementation, the device further includes:
[0038] The second control module is used to shut down the engine when the road surface where the hybrid vehicle is located is a downhill road surface, and the engine is in the starting state. The hybrid vehicle is then charged through the wheel ends using the vehicle's regenerative braking capability.
[0039] In one possible implementation, the greater the charging speed represented by the charging coefficient, the greater the difference between the driver's required power and the power generation corresponding to the driver's required power in the first correspondence of the charging coefficient.
[0040] In one possible implementation, the first correspondence includes a negative driver demand power and the power generation power corresponding to the negative driver demand power; when the hybrid vehicle releases the accelerator, the driver demand power of the hybrid vehicle is a negative driver demand power.
[0041] On the other hand, a hybrid vehicle is provided, the hybrid vehicle including a processor and a memory, the memory storing at least one piece of program code, the at least one piece of program code being loaded and executed by the processor to implement the engine control method of the hybrid vehicle as described in any of the above implementations.
[0042] On the other hand, a computer-readable storage medium is provided, wherein at least one piece of program code is stored in the computer-readable storage medium, the at least one piece of program code being loaded and executed by a processor to implement the engine control method for a hybrid vehicle as described in any of the above implementations.
[0043] On the other hand, a computer program product is provided, the computer program product including at least one piece of program code, the at least one piece of program code being loaded and executed by a processor to implement the engine control method for a hybrid vehicle as described in any of the above implementations.
[0044] The beneficial effects of the technical solutions provided in this application include at least the following:
[0045] This application provides an engine control method for hybrid vehicles. Based on the vehicle speed, current SOC, target SOC, and road surface type, a reasonable control strategy is established. When the hybrid vehicle is driven by the electric motor, it can accurately determine whether the engine needs to be charged. When the engine is being charged, it controls the engine to operate at a higher power output than required by driving, so that the engine has a higher power output and can be kept within the economic zone, thereby improving the economy of the hybrid vehicle. Attached Figure Description
[0046] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0047] Figure 1 This is a flowchart of an engine control method for a hybrid vehicle provided in an embodiment of this application;
[0048] Figure 2 This is a flowchart of an engine control method for a hybrid vehicle provided in an embodiment of this application;
[0049] Figure 3 This is a flowchart of an engine control method for a hybrid vehicle provided in an embodiment of this application;
[0050] Figure 4 This is a schematic diagram of the structure of an engine control device for a hybrid vehicle provided in an embodiment of this application;
[0051] Figure 5 This is a structural schematic diagram of a hybrid vehicle provided in an embodiment of this application.
[0052] The accompanying drawings have illustrated specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to specific embodiments. Detailed Implementation
[0053] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.
[0054] The terms "first," "second," "third," and "fourth," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or apparatuses.
[0055] This application provides an engine control method for a hybrid vehicle, executed by the hybrid vehicle. In some embodiments, the hybrid vehicle is an HEV (Hybrid Electric Vehicle). In some embodiments, the hybrid vehicle is a PHEV (Plug-in Hybrid Electric Vehicle).
[0056] In some embodiments, the hybrid vehicle has three driving modes: pure electric mode, range-extended mode, and direct drive mode. In pure electric mode, the engine remains off, and the hybrid vehicle is driven solely by the electric motor. In range-extended mode, both the engine and the electric motor work together to drive the hybrid vehicle. In direct drive mode, the hybrid vehicle is driven solely by the engine. Of course, during this process, the engine can also charge the hybrid vehicle.
[0057] In some embodiments, when the vehicle is traveling at low speeds, if the battery charge is sufficient, a pure electric mode can be selected; if the battery charge is insufficient, a range-extended mode can be selected. When the vehicle is traveling at high speeds, a direct-drive mode can be selected. If the battery charge is sufficient, the engine may not need to charge the hybrid vehicle; if the battery charge is insufficient, the engine can still charge the hybrid vehicle. In other words, when the hybrid vehicle requires lower power output, it is typically driven by the electric motor; when the hybrid vehicle requires higher power output, it is typically driven by the engine, in order to improve the fuel economy of the hybrid vehicle.
[0058] In some embodiments, the hybrid vehicle determines a charging coefficient based on factors such as current vehicle speed, current State of Charge (SOC), target SOC, and road surface conditions. This charging coefficient indicates whether charging is performed via the engine and the charging speed when engine charging is required. Accordingly, when the charging coefficient indicates that charging via the engine is not required, it can be assumed that the engine does not need to be started; when the charging coefficient indicates that charging via the engine is required, it can be assumed that the engine needs to be started. Therefore, the charging coefficient can also be considered as the engine start-up point. The hybrid vehicle can decide whether to trigger pure electric mode, range-extended mode, or direct-drive mode based on the charging coefficient. When the charging coefficient indicates that charging via the engine is not required, if the vehicle speed is low, pure electric mode can be triggered; if the vehicle speed is high, direct-drive mode can be triggered. When the charging coefficient indicates that charging via the engine is required, range-extended mode can be triggered.
[0059] In range-extended mode, the vehicle typically operates at low speeds, requiring lower power output for the hybrid vehicle. In this scenario, if the engine were to drive the hybrid vehicle, it would usually operate outside the economic zone. This application, however, utilizes the engine for charging, and the engine's power output exceeds the driver's power requirements, resulting in higher engine power output. This not only charges the electric motor but also allows the engine to operate within the economic zone, improving the overall vehicle's fuel economy.
[0060] Figure 1 This is a flowchart of an engine control method for a hybrid vehicle provided in an embodiment of this application, such as... Figure 1 As shown, the method includes:
[0061] 101. Hybrid vehicles obtain their own speed, current SOC, target SOC, and the road type of the road they are on, which includes flat roads, uphill roads, and downhill roads.
[0062] The current SOC (State of Charge) indicates the remaining charge level of the battery, which powers the electric motor in the hybrid vehicle. The target SOC indicates when the hybrid vehicle needs to be charged if its remaining charge level falls below that target SOC.
[0063] It should be noted that the embodiments of this application are only examples of road surface types including flat road surface, uphill road surface and downhill road surface, to illustrate the road surface types. In another embodiment, the road surface types may also include bumpy road surface, winding road surface, etc. The embodiments of this disclosure do not limit the road surface types.
[0064] 102. The hybrid vehicle determines the charging coefficient based on its own speed, current SOC, target SOC and road surface type. The charging coefficient is used to indicate whether to charge through the engine and the charging speed when the engine is needed to charge.
[0065] When a hybrid vehicle is driven by its electric motor, if the vehicle has sufficient battery power, it does not need to be charged by the engine; if the battery power is insufficient, it needs to be charged by the engine. If the hybrid vehicle has insufficient battery power and its speed is high, it can be charged by the engine at a faster rate; if the hybrid vehicle has insufficient battery power and its speed is low, it can be charged by the engine at a slower rate. The sufficiency of the hybrid vehicle's battery power can be determined by the current State of Charge (SOC) and the target SOC.
[0066] When a hybrid vehicle is driven by its engine, if the driver's power demand is low and the hybrid vehicle's battery level has not reached the charging stop threshold, the engine can generate electricity while driving; if the driver's power demand is high, or if the hybrid vehicle's battery level has reached the charging stop threshold, the engine will only drive the vehicle without generating electricity.
[0067] When a hybrid vehicle is going downhill, it can utilize its regenerative braking system to charge the vehicle through its wheels, eliminating the need for engine charging. When the hybrid vehicle is traveling on a flat road, the system can determine whether engine charging is required and, if so, the charging speed based on vehicle speed, current SOC, and target SOC. When the hybrid vehicle is going uphill, it consumes more power, and if engine charging is needed, it can be charged at a faster rate.
[0068] It is evident that the vehicle's own speed, current SOC, target SOC, and road surface type all affect whether charging is performed via the engine and the charging speed. Therefore, this embodiment of the application determines the charging coefficient by comprehensively considering the vehicle's own speed, current SOC, target SOC, and road surface type.
[0069] 103. When the charging coefficient indicates that charging is done through the engine and the speed of the hybrid vehicle is not greater than the first threshold, the hybrid vehicle enters the range-extending mode. Based on the charging coefficient, a first correspondence is obtained. The first correspondence is used to represent the correspondence between the driver's required power and the engine's power generation. In the first correspondence, the driver's required power is less than the power generation corresponding to the driver's required power. In the range-extending mode, the hybrid vehicle is driven by the electric motor and charged through the engine.
[0070] When the hybrid vehicle is traveling at low speed, it is driven by the electric motor; when traveling at high speed, it is driven by the engine to ensure the engine operates within its economic zone. This application embodiment uses a first threshold to distinguish between low and high speeds. When the vehicle speed is not greater than the first threshold, the hybrid vehicle is considered to be traveling at low speed; when the vehicle speed is greater than the first threshold, the hybrid vehicle is considered to be traveling at high speed. The first threshold can be any value; this application embodiment does not limit the first threshold, for example, it can be 60 km / h, 70 km / h, etc.
[0071] In this embodiment of the application, the power demanded by the driver in the first correspondence is less than the power generation power corresponding to the power demanded by the driver. Therefore, the power consumption of the motor to the battery is less than the charging amount of the engine to the battery. As the engine charges the battery, the remaining power of the battery increases.
[0072] Since the charging coefficient is also used to indicate the charging speed, this application embodiment also obtains a first correspondence based on the charging coefficient. The faster the charging speed indicated by the charging coefficient, the greater the power generation power corresponding to the driver's required power in the first correspondence.
[0073] It should be noted that when the charging coefficient indication does not require charging through the engine, steps 103 to 106 do not need to be performed.
[0074] 104. Based on the vehicle speed and pedal torque, determine the driver's required power for the hybrid vehicle.
[0075] In this embodiment, the pedal torque is either the torque of the accelerator pedal or the torque of the brake pedal. When the pedal torque is the torque of the accelerator pedal, the pedal torque is determined by the opening degree of the accelerator pedal. When the pedal torque is the torque of the brake pedal, the pedal torque is determined by the opening degree of the brake pedal.
[0076] Driver demand power is the power required to meet the driving needs of a hybrid vehicle. When the pedal torque is 0, driver demand power indicates the driving power required to propel the hybrid vehicle at that speed. When the pedal torque is not 0, driver demand power indicates the driving power required to propel the hybrid vehicle at the acceleration or deceleration indicated by the pedal torque.
[0077] In some embodiments, the hybrid vehicle determines the driver's required power based on the vehicle speed, pedal torque, and first relational data, wherein the first relational data represents the relationship between the vehicle speed, pedal torque, and driver's required power.
[0078] 105. Based on the first correspondence and the determined driver power demand, the hybrid vehicle determines the power generation power corresponding to the driver power demand.
[0079] 106. Based on the power generation capacity, the hybrid vehicle determines the speed and torque within the economic zone, and controls the engine to charge the hybrid vehicle according to the speed and torque.
[0080] The hybrid vehicle engine control method provided in this application establishes a reasonable control strategy based on the vehicle speed, current SOC, target SOC, and road surface type. When the hybrid vehicle is driven by the electric motor, it can accurately determine whether the engine needs to be charged. When the engine is being charged, it controls the engine to operate with a higher power output than required by driving, so that the engine has a higher power output and can be kept within the economic zone, thereby improving the economy of the hybrid vehicle.
[0081] Figure 2 This is a flowchart of an engine control method for a hybrid vehicle provided in an embodiment of this application, such as... Figure 2 As shown, the method includes:
[0082] 201. The hybrid vehicle determines the current driving mode and obtains the target SOC corresponding to that driving mode.
[0083] In some embodiments, the driving modes of a hybrid vehicle include at least one of Eco mode, Normal mode, and Sport mode. Different driving modes present different driving needs; therefore, different driving modes correspond to different target State of Charge (SOC).
[0084] In some embodiments, the hybrid vehicle obtains the target SOC corresponding to the driving mode, including: the hybrid vehicle obtains the target SOC corresponding to the current driving mode in the third correspondence relationship based on the current driving mode and the third correspondence relationship. The third correspondence relationship is used to represent the correspondence between driving modes and target SOC. Optionally, the third correspondence relationship is obtained by a technician through testing the hybrid vehicle in multiple driving modes; this application embodiment does not limit the third correspondence relationship.
[0085] It should be noted that this embodiment only uses step 201 above as an example to illustrate the process of "obtaining a preset target SOC". In another embodiment, the preset target SOC is a fixed value and is not affected by the driving mode. Optionally, the preset target SOC is a user-set target SOC. For example, the screen of the hybrid vehicle or the management terminal equipped with the hybrid vehicle displays a target SOC setting interface. This target SOC setting interface is used to obtain the user-set target SOC, which is then used as the preset target SOC.
[0086] Optionally, the preset target SOC is the target SOC set by default for hybrid vehicles. In some embodiments, the target SOC is an optimal target SOC set based on the performance of the battery and / or the motor. In some embodiments, the target SOC is the target SOC set at the time of manufacture of the hybrid vehicle. This application does not limit the target SOC.
[0087] 202. The hybrid vehicle obtains its current speed and, based on this speed, corrects the target SOC to obtain the corrected target SOC, wherein the vehicle speed is positively correlated with the target SOC.
[0088] When the current SOC of the hybrid vehicle is less than the target SOC, the engine needs to be started to charge the hybrid vehicle. In order to reduce the number of engine start-stop cycles and provide users with a quiet and smooth driving experience, the target SOC will also be corrected based on the vehicle speed in this embodiment.
[0089] Among these, vehicle speed is positively correlated with the target SOC; that is, the lower the vehicle speed, the lower the target SOC, and the higher the vehicle speed, the higher the target SOC. The lower the vehicle speed, the lower the power demand of the driver, and the longer the remaining battery life. Therefore, the hybrid vehicle can be charged later. Conversely, the higher the vehicle speed, the higher the power demand of the driver, and the shorter the remaining battery life. Therefore, the hybrid vehicle needs to be charged earlier.
[0090] In some embodiments, the hybrid vehicle corrects the target SOC based on the vehicle speed to obtain a corrected target SOC, including: the hybrid vehicle acquiring the difference between the vehicle speed and the target vehicle speed; obtaining a corrected value for the target SOC based on second relational data and the difference; and correcting the target SOC based on the corrected value to obtain the corrected target SOC. The second relational data represents the relationship between the difference between the vehicle speed and the target vehicle speed and the corrected value for the target SOC.
[0091] For example, the target SOC is 30%, and the target speed is 60 km / h. When the speed is 10 km / h, based on the second relation data and the difference of 50, the target SOC is corrected to 10, resulting in a target SOC correction of 20%. When the speed is 40 km / h, based on the second relation data and the difference of 20, the target SOC is corrected to 5, resulting in a target SOC correction of 25%. When the speed is 60 km / h, no correction is needed for the target SOC, which remains at 30%.
[0092] In some embodiments, the hybrid vehicle corrects the target SOC based on the vehicle speed to obtain a corrected target SOC, including: the hybrid vehicle obtaining the difference between the vehicle speed and the target vehicle speed, multiplying the difference by a first coefficient as a correction value for the target SOC; and correcting the target SOC based on the correction value to obtain the corrected target SOC.
[0093] The first coefficient can be any value, and this application does not limit the first coefficient in its embodiments. In some embodiments, the first coefficient is an empirical value.
[0094] In some embodiments, the hybrid vehicle corrects the target SOC based on the vehicle speed to obtain a corrected target SOC, including: the hybrid vehicle obtains a correction value corresponding to the vehicle speed based on the vehicle speed and a fourth correspondence, and corrects the target SOC based on the correction value to obtain a corrected target SOC.
[0095] The fourth correspondence is used to represent the correspondence between vehicle speed and correction value. Optionally, in the fourth correspondence, one vehicle speed corresponds to one correction value. Optionally, in the fourth correspondence, one vehicle speed range corresponds to one correction value. This application embodiment does not limit the fourth correspondence.
[0096] It should be noted that the embodiments in this application are merely illustrative of correcting the target SOC based on vehicle speed, and do not limit the method of correcting the target SOC based on vehicle speed.
[0097] Another point to note is that the embodiments in this application are merely examples of obtaining the target SOC of a hybrid vehicle by modifying the target SOC based on vehicle speed, taking the target SOC corresponding to the driving mode as an example. In another embodiment, the process of obtaining the target SOC of a hybrid vehicle includes: obtaining a fifth correspondence relationship, which represents the correspondence between vehicle speed and target SOC; and obtaining the target SOC corresponding to the current vehicle speed from the fifth correspondence relationship based on the current vehicle speed of the hybrid vehicle.
[0098] The fifth correspondence can be a table, a relational function, etc., and the embodiments of this application do not limit the fifth correspondence.
[0099] 203. The hybrid vehicle obtains a second correspondence relationship, which includes at least one of the following: the correspondence relationship between the hybrid vehicle speed and the charging coefficient, the correspondence relationship between the hybrid vehicle's current SOC and target SOC and the charging coefficient, the correspondence relationship between the hybrid vehicle's current SOC and the charging coefficient, and the correspondence relationship between the hybrid vehicle's road surface type and the charging coefficient.
[0100] In this embodiment of the application, the second correspondence includes at least one of the following:
[0101] (1) The relationship between the vehicle speed and the charging coefficient of hybrid vehicles.
[0102] When the hybrid vehicle's speed is below a first threshold, the hybrid vehicle is driven by the electric motor. The higher the vehicle speed, the greater the charging speed represented by the charging coefficient at that speed. When the hybrid vehicle's speed is above the first threshold, the hybrid vehicle is driven by the engine. The charging coefficient corresponding to that speed indicates that charging through the engine is not required. Alternatively, the higher the vehicle speed, the smaller the charging speed represented by the charging coefficient at that speed. When the charging coefficient represents a charging speed of 0, it can be considered that charging through the engine is not required.
[0103] In some embodiments, the correspondence between the vehicle speed and the charging coefficient of a hybrid vehicle can be a MAP (map) table. The MAP table includes a one-to-one correspondence between the vehicle speed and the charging coefficient of the hybrid vehicle, and the corresponding charging coefficient can be queried from the MAP table based on the vehicle speed of the hybrid vehicle.
[0104] In some embodiments, the relationship between the vehicle speed and the charging coefficient of a hybrid vehicle is a functional relationship. By processing the vehicle speed of the hybrid vehicle through this functional relationship, the charging coefficient corresponding to that vehicle speed can be obtained.
[0105] It should be noted that the embodiments in this application are merely illustrative of the correspondence between the vehicle speed and the charging coefficient of a hybrid vehicle, and do not limit the correspondence between the vehicle speed and the charging coefficient of a hybrid vehicle.
[0106] (2) Correspondence between the current SOC and target SOC of hybrid vehicles and the charging coefficient.
[0107] In some embodiments, if the current SOC is less than the target SOC, the larger the difference between the current SOC and the target SOC, the faster the charging speed represented by the corresponding charging coefficient. If the current SOC is greater than the target SOC, the smaller the difference between the current SOC and the target SOC, the slower the charging speed represented by the corresponding charging coefficient. If the current SOC reaches the stop charging threshold, the corresponding charging coefficient indicates that charging through the engine is not required.
[0108] In other embodiments, there are two correspondences between the current SOC and target SOC of the hybrid vehicle and the charging coefficient. When the hybrid vehicle's engine is not running, the first correspondence is used to determine the charging coefficient; after the hybrid vehicle's engine starts, the second correspondence is used to determine the charging coefficient.
[0109] In the first type of correspondence, if the current SOC is less than or equal to the target SOC, the greater the difference between the current SOC and the target SOC, the greater the charging speed represented by the corresponding charging coefficient. If the current SOC is greater than the target SOC, the corresponding charging coefficient indicates that charging through the engine is not required.
[0110] In the second correspondence, if the current SOC is less than the target SOC, the larger the difference between the current SOC and the target SOC, the faster the charging speed represented by the corresponding charging coefficient. If the current SOC is greater than the target SOC, the smaller the difference between the current SOC and the target SOC, the slower the charging speed represented by the corresponding charging coefficient. If the current SOC reaches the stop charging threshold, the corresponding charging coefficient indicates that charging through the engine is not required.
[0111] In some embodiments, the correspondence between the current SOC and target SOC of the hybrid vehicle and the charging coefficient can be a MAP (map) table, which includes a one-to-one correspondence between the current SOC and target SOC of the hybrid vehicle and the charging coefficient, or the MAP table includes a one-to-one correspondence between the difference between the current SOC and target SOC of the hybrid vehicle and the charging coefficient.
[0112] In some embodiments, the correspondence between the current SOC and target SOC of a hybrid vehicle and the charging coefficient is a functional relationship. By processing the current SOC and target SOC of the hybrid vehicle through this functional relationship, the charging coefficient corresponding to the current SOC and target SOC can be obtained.
[0113] It should be noted that the embodiments in this application are merely illustrative examples of the correspondence between the current SOC and target SOC of a hybrid vehicle and the charging coefficient, and do not limit the correspondence between the current SOC and target SOC of a hybrid vehicle and the charging coefficient.
[0114] (3) The relationship between the current SOC and the charging coefficient of hybrid vehicles.
[0115] The higher the current State of Charge (SOC) of a hybrid vehicle, the faster the charging speed represented by the charging coefficient. In other words, the current SOC of a hybrid vehicle is negatively correlated with the charging speed represented by the charging coefficient.
[0116] In some embodiments, the correspondence between the current SOC of a hybrid vehicle and the charging coefficient can be a MAP (map) table, which includes a one-to-one correspondence between the current SOC of the hybrid vehicle and the charging coefficient.
[0117] In some embodiments, the relationship between the current SOC of a hybrid vehicle and the charging coefficient is a functional relationship. By processing the current SOC of the hybrid vehicle through this functional relationship, the charging coefficient corresponding to the current SOC can be obtained.
[0118] It should be noted that the embodiments in this application are merely illustrative of the correspondence between the current SOC and the charging coefficient of a hybrid vehicle, and do not limit the correspondence between the current SOC and the charging coefficient of a hybrid vehicle.
[0119] (4) The relationship between the road surface type and the charging coefficient of the road where the hybrid vehicle is located.
[0120] When the hybrid vehicle is on an uphill road, it consumes more electricity, resulting in a higher charging speed (represented by the charging coefficient). When the hybrid vehicle is on a downhill road, it does not require electric motor drive and therefore does not need to be charged via an engine.
[0121] In some embodiments, the correspondence between the road surface type and the charging coefficient of the hybrid vehicle can be a MAP (Mapping Table), which includes a one-to-one correspondence between road surface type and charging coefficient. The road surface type includes at least uphill, flat, and downhill roads.
[0122] It should be noted that the embodiments of this application are merely illustrative of the second correspondence relationship, and the second correspondence relationship may also include more or fewer correspondence relationships. The embodiments of this application do not limit the second correspondence relationship. In some other embodiments, the second correspondence relationship also includes the correspondence between the ambient temperature of the external environment where the hybrid vehicle is located and the charging coefficient.
[0123] When the ambient temperature is high or low, drivers usually turn on the air conditioning to cool or heat. At this time, the hybrid vehicle consumes more electricity. If it is charged through the engine, it needs to be charged at a faster charging speed.
[0124] Therefore, the greater the difference between the ambient temperature and the target temperature of the hybrid vehicle, the greater the charging speed represented by the charging coefficient. In other words, the difference between the ambient temperature and the target temperature of the hybrid vehicle is positively correlated with the charging coefficient. The target temperature can be considered as the temperature at which the hybrid vehicle does not require cooling or heating; however, this application does not limit the target temperature.
[0125] It should be noted that the embodiments in this application are merely examples illustrating the process of controlling engine charging in a hybrid vehicle, using the example of "obtaining a second correspondence, determining a charging coefficient based on the second correspondence, the vehicle speed, current SOC, target SOC, and road surface type of the hybrid vehicle, and this charging coefficient is used to indicate whether charging is performed through the engine and the charging speed when engine charging is required." In another embodiment, when the engine is not started, it can be determined whether to start the engine based on the current SOC and target SOC. That is, if the current SOC is not greater than the target SOC, the engine is started for charging; if the current SOC is greater than the target SOC, the engine is not started. After starting the engine, the second correspondence is obtained, and a charging coefficient is determined based on the second correspondence, the vehicle speed, current SOC, target SOC, and road surface type of the hybrid vehicle. This charging coefficient is used to indicate whether charging is performed through the engine.
[0126] 204. Based on the second correspondence and its own speed, current SOC, target SOC and road type, the hybrid vehicle determines multiple charging coefficients.
[0127] The hybrid vehicle obtains a charging coefficient based on its own speed from the mapping relationship between vehicle speed and charging coefficient included in the second mapping relationship. Based on its current State of Charge (SOC) and target SOC, the hybrid vehicle obtains the charging coefficient corresponding to its current and target SOC from the mapping relationship between current and target SOC included in the second mapping relationship. Based on its current SOC, the hybrid vehicle obtains the charging coefficient corresponding to its current SOC from the mapping relationship between current and charging coefficient included in the second mapping relationship. Based on the road surface type, the hybrid vehicle obtains the charging coefficient corresponding to its road surface type from the mapping relationship between road surface type and charging coefficient included in the second mapping relationship. Therefore, the hybrid vehicle determines multiple charging coefficients based on its own speed, current SOC, target SOC, and road surface type from the second mapping relationship.
[0128] 205. Hybrid vehicles employ a coefficient optimization algorithm to optimize multiple charging coefficients and obtain the target charging coefficient.
[0129] Hybrid vehicles employ a coefficient optimization algorithm to optimize multiple charging coefficients to obtain a target charging coefficient. This involves finding a charging coefficient that is globally optimal based on the global impact of different factors. In other words, the multiple charging coefficients obtained based on vehicle speed, current SOC, target SIC, and road surface type may be different, and these factors have varying impacts on the overall performance. The coefficient optimization algorithm finds a suitable charging coefficient that achieves global optimality. This coefficient optimization algorithm can be any type of optimization algorithm; this application does not limit the specific coefficient optimization algorithm used in its embodiments.
[0130] It should be noted that the embodiments in this application are merely illustrative examples of the process for determining the charging coefficient using a coefficient optimization algorithm. In another embodiment, after the hybrid vehicle determines multiple charging coefficients based on the second correspondence, the vehicle speed, current SOC, target SOC, and road surface type, the multiple charging coefficients are processed based on the weight of each charging coefficient to obtain the target charging coefficient.
[0131] In this embodiment of the application, when controlling the engine to charge based on the charging coefficient, the charging coefficient can be updated in real time, thereby updating the power generation in real time, so that the engine control is more in line with the current actual situation of the hybrid vehicle.
[0132] 206. When the target charging coefficient indicates charging through the engine and the hybrid vehicle speed is not greater than the first threshold, the hybrid vehicle enters the range-extending mode. Based on the charging coefficient, a first correspondence is obtained. This first correspondence is used to represent the correspondence between the driver's required power and the engine's power generation. In the first correspondence, the driver's required power is less than the power generation corresponding to the driver's required power. In the range-extending mode, the hybrid vehicle is driven by the electric motor and charged through the engine.
[0133] When the hybrid vehicle is traveling at low speed, it is driven by the electric motor; when the hybrid vehicle is traveling at high speed, it is driven by the engine to ensure the engine operates within its economic zone. This application embodiment uses a first threshold to distinguish between low and high speeds. When the vehicle speed is not greater than the first threshold, the hybrid vehicle is considered to be traveling at low speed; when the vehicle speed is greater than the first threshold, the hybrid vehicle is considered to be traveling at high speed.
[0134] In this embodiment of the application, the power demanded by the driver in the first correspondence is less than the power generation power corresponding to the power demanded by the driver. Therefore, the power consumption of the motor to the battery is less than the charging amount of the engine to the battery. As the engine charges the battery, the remaining power of the battery increases.
[0135] In some embodiments, since the charging coefficient is also used to indicate the charging speed, the embodiments of this application also obtain a first correspondence based on the charging coefficient. The larger the charging speed represented by the charging coefficient, the larger the difference between the driver's required power and the power generation power corresponding to the driver's required power in the first correspondence corresponding to the charging coefficient.
[0136] In some embodiments, the first correspondence includes a negative driver power demand and the corresponding power generation capacity. Specifically, when the accelerator is released in a hybrid vehicle, the driver power demand is negative. To prevent the engine from stopping charging, this embodiment adds a negative driver power demand and the corresponding power generation capacity to the first correspondence. This not only avoids multiple engine start-stop cycles but also ensures stable charging.
[0137] In some embodiments, the charging coefficient is a value within a first range. Multiple first correspondences are pre-set in the hybrid vehicle, and different first correspondences correspond to different charging coefficients.
[0138] In some embodiments, the first correspondence is obtained by technicians through experiments on hybrid vehicles in uphill, downhill, and flat road conditions, which enables the hybrid vehicle's engine to always be in an economical state under various road conditions.
[0139] 207. Based on its own speed and pedal torque, the hybrid vehicle determines the driver's required power.
[0140] In this embodiment, the pedal torque is either the torque of the accelerator pedal or the torque of the brake pedal. When the pedal torque is the torque of the accelerator pedal, the pedal torque is determined by the opening degree of the accelerator pedal. When the pedal torque is the torque of the brake pedal, the pedal torque is determined by the opening degree of the brake pedal.
[0141] Driver demand power is the power required to meet the driving needs of a hybrid vehicle. When the pedal torque is 0, driver demand power indicates the driving power required to propel the hybrid vehicle at that speed. When the pedal torque is not 0, driver demand power indicates the driving power required to propel the hybrid vehicle at the acceleration or deceleration indicated by the pedal torque.
[0142] In some embodiments, the hybrid vehicle determines the driver's required power based on the vehicle speed, pedal torque, and first relational data, wherein the first relational data represents the relationship between the vehicle speed, pedal torque, and driver's required power.
[0143] 208. Based on the first correspondence and the determined driver's power demand, the hybrid vehicle determines the power generation power corresponding to the driver's power demand.
[0144] Based on the determined power demand of the driver, the hybrid vehicle obtains the power generation power corresponding to the driver's power demand from the first correspondence.
[0145] 209. Based on the power generation capacity, the hybrid vehicle determines the speed and torque within the economic zone, and controls the engine to charge the hybrid vehicle according to the speed and torque.
[0146] In some embodiments, the hybrid vehicle determines the speed and torque within the economic zone based on the power generation, including: the hybrid vehicle determines the speed within the economic zone based on the power generation and a sixth correspondence, the sixth correspondence including the correspondence between engine power and engine economic speed; the hybrid vehicle determines the engine torque based on the engine's power generation and economic speed.
[0147] In hybrid vehicles, when determining the engine torque based on the engine's power generation capacity and economical operating speed, it can be determined according to the functional relationship between engine power, speed, and torque. Optionally, this functional relationship can be expressed as P = n * T / 9550, where P is the engine power, n is the engine speed, and T is the engine torque.
[0148] In other embodiments, the hybrid vehicle determines the speed and torque within the economic zone based on the generated power, including: the hybrid vehicle determines the speed and torque within the economic zone based on the generated power and a seventh correspondence, the seventh correspondence including the correspondence between the engine power and the speed and torque within the economic zone that achieves that power.
[0149] In some embodiments, the hybrid vehicle determines the speed and torque within the economic zone based on a determined power generation capacity, and controls the engine to charge the hybrid vehicle according to the determined speed and torque. When the current SOC of the hybrid vehicle reaches the stop charging threshold, the engine is shut off.
[0150] In some embodiments, the method further includes: when the road surface where the hybrid vehicle is located is a downhill road, if the engine is running, turning off the engine and using the hybrid vehicle's regenerative braking capability to charge the hybrid vehicle through the wheel ends. This fully utilizes the hybrid vehicle's gravitational potential energy, reducing its energy consumption.
[0151] It should be noted that the embodiments in this application are merely illustrative examples of hybrid vehicles in range-extended mode. In another embodiment, when the hybrid vehicle is in direct-drive mode, if the driver's power demand is high, the engine can only drive the vehicle. If the driver's power demand is low, the engine can generate electricity while driving, so that the engine can maintain operation within the economic zone. Figure 3 As shown.
[0152] The hybrid vehicle engine control method provided in this application establishes a reasonable control strategy based on the vehicle speed, current SOC, target SOC, and road surface type. When the hybrid vehicle is driven by the electric motor, it can accurately determine whether the engine needs to be charged. When the engine is being charged, it controls the engine to operate with a higher power output than required by driving, so that the engine has a higher power output and can be kept within the economic zone, thereby improving the economy of the hybrid vehicle.
[0153] Figure 4 This application provides an embodiment of an engine control device for a hybrid vehicle, such as... Figure 4 As shown, the device includes:
[0154] The first acquisition module 401 is used to acquire the vehicle speed, current SOC, target SOC and road type of the hybrid vehicle, including flat road, uphill road and downhill road.
[0155] The first determining module 402 is used to determine the charging coefficient based on the vehicle speed, current SOC, target SOC and road surface type of the hybrid vehicle. The charging coefficient is used to indicate whether charging is performed by the engine and the charging speed when charging by the engine is required.
[0156] The second acquisition module 403 is used to enter the range-extending mode when the charging coefficient indicates that the vehicle is being charged through the engine and the vehicle speed of the hybrid vehicle is not greater than the first threshold. Based on the charging coefficient, the module acquires the first correspondence relationship, which is used to represent the correspondence between the driver's required power and the engine's power generation. In the first correspondence relationship, the driver's required power is less than the power generation corresponding to the driver's required power. In the range-extending mode, the hybrid vehicle is driven by the electric motor and charged through the engine.
[0157] The second determining module 404 is used to determine the driver's required power of the hybrid vehicle based on the vehicle speed and pedal torque of the hybrid vehicle.
[0158] The third determining module 405 is used to determine the power generation power corresponding to the driver's power demand based on the first correspondence and the determined driver's power demand.
[0159] The first control module 406 is used to determine the speed and torque within the economic zone based on the power generation, and control the engine to charge the hybrid vehicle according to the speed and torque.
[0160] In one possible implementation, the first acquisition module 401 includes:
[0161] The acquisition unit is used to acquire the preset target SOC;
[0162] The correction unit is used to correct the preset target SOC based on the vehicle speed of the hybrid vehicle to obtain the corrected target SOC, wherein the vehicle speed is positively correlated with the target SOC.
[0163] In one possible implementation, an acquisition unit is used to determine the driving mode of the hybrid vehicle and acquire the target SOC corresponding to the driving mode.
[0164] In one possible implementation, the first determining module 402 is used to obtain a second correspondence, which includes at least one of the following: the correspondence between the hybrid vehicle speed and the charging coefficient; the correspondence between the hybrid vehicle's current SOC and target SOC and the charging coefficient; the correspondence between the hybrid vehicle's current SOC and the charging coefficient; and the correspondence between the hybrid vehicle's road surface type and the charging coefficient. Based on the second correspondence and the hybrid vehicle speed, current SOC, target SOC, and road surface type, multiple charging coefficients are determined. A coefficient optimization algorithm is then used to optimize the multiple charging coefficients to obtain the target charging coefficient.
[0165] In one possible implementation, the device further includes:
[0166] The second control module is used to shut off the engine when the road surface where the hybrid vehicle is located is a downhill road, and the engine is running. The hybrid vehicle's regenerative braking capability is then used to charge the hybrid vehicle through the wheel ends.
[0167] In one possible implementation, the greater the charging speed represented by the charging coefficient, the greater the difference between the driver's required power and the power generation corresponding to the driver's required power in the first correspondence of the charging coefficient.
[0168] In one possible implementation, the first correspondence includes a negative driver demand power and the power generation power corresponding to the negative driver demand power; when the hybrid vehicle releases the accelerator, the driver demand power of the hybrid vehicle is a negative driver demand power.
[0169] It should be noted that the engine control device for hybrid vehicles provided in the above embodiments is only illustrated by the division of the above functional modules when controlling the engine. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the vehicle can be divided into different functional modules to complete all or part of the functions described above. In addition, the engine control device for hybrid vehicles provided in the above embodiments and the engine control method embodiments for hybrid vehicles belong to the same concept, and the specific implementation process is detailed in the method embodiments, which will not be repeated here.
[0170] Figure 5 This is a schematic diagram of the structure of a hybrid vehicle provided in an embodiment of this application. Typically, the hybrid vehicle 500 includes a processor 501.
[0171] Processor 501 may include one or more computer-readable storage media, which may be non-transitory. In some embodiments, the non-transitory computer-readable storage media in processor 501 are used to store at least one piece of program code, which is executed by processor 501 to implement the operations performed by the hybrid vehicle in the engine control method for a hybrid vehicle provided in the method embodiments of this application.
[0172] Those skilled in the art will understand that Figure 5 The structure shown does not constitute a limitation on the hybrid vehicle 500, and may include more or fewer components than shown, or combine certain components, or use different component arrangements.
[0173] This application also provides a computer-readable storage medium storing at least one piece of program code, which is loaded and executed by a processor to implement the engine control method for a hybrid vehicle as described in any of the above implementations.
[0174] This application also provides a computer program product, which includes at least one piece of program code, which is loaded and executed by a processor to implement the engine control method for a hybrid vehicle as described in any of the above implementations.
[0175] In some embodiments, the computer program involved in the present application embodiments may be deployed and executed on a computer device, or executed on multiple computer devices located in one location, or executed on multiple computer devices distributed in multiple locations and interconnected through a communication network. Multiple computer devices distributed in multiple locations and interconnected through a communication network may constitute a blockchain system.
[0176] The above are merely optional embodiments of this application and are not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.
Claims
1. An engine control method of a hybrid vehicle, characterized by, The method includes: The vehicle speed, current SOC, target SOC, and road type of the hybrid vehicle are obtained, including flat road, uphill road, and downhill road. Obtain a second correspondence, which includes at least one of the following: vehicle speed and charging coefficient, current SOC and target SOC and charging coefficient, current SOC and charging coefficient, and road type and charging coefficient; based on the second correspondence, the vehicle speed, current SOC, target SOC and road type, determine the charging coefficient, which is used to indicate whether to charge by the engine and the charging speed when engine charging is required; When the charging coefficient indicates that the vehicle is charging through the engine and the vehicle speed is not greater than a first threshold, the vehicle enters the range-extending mode. Based on the charging coefficient, a first correspondence is obtained. The first correspondence is used to represent the correspondence between the driver's power demand and the engine's power generation. The driver's power demand is less than the corresponding power generation. In the range-extending mode, the hybrid vehicle is driven by the electric motor and charged through the engine. When the hybrid vehicle releases the accelerator, the driver's power demand is negative. Based on the vehicle speed and pedal torque, the driver's required power for the hybrid vehicle is determined. Based on the first correspondence and the driver's power demand, the corresponding power generation capacity is determined; Based on the power generation, the engine speed and torque within the economic zone are determined, and the engine is controlled to charge the hybrid vehicle according to the engine speed and torque.
2. The method of claim 1, wherein, The process of obtaining the target SOC of the hybrid vehicle includes: Obtain the preset target SOC; Based on the vehicle speed of the hybrid vehicle, the preset target SOC is corrected to obtain the corrected target SOC, wherein the vehicle speed is positively correlated with the target SOC.
3. The method of claim 2, wherein, The acquisition of the preset target SOC includes: Determine the driving mode of the hybrid vehicle; Obtain the target SOC corresponding to the driving mode.
4. The method according to claim 1, characterized in that, The step of determining the charging coefficient based on the second correspondence, the vehicle speed, the current SOC, the target SOC, and the road surface type includes: Based on the second correspondence, the hybrid vehicle's speed, current SOC, target SOC, and road surface type, multiple charging coefficients are determined. A coefficient optimization algorithm is used to optimize the multiple charging coefficients to obtain the target charging coefficient.
5. The method of claim 1, wherein, The method further includes: When the road surface where the hybrid vehicle is located is a downhill road, if the engine is running, the engine is turned off, and the hybrid vehicle is charged through the wheel ends using the vehicle's regenerative braking capability.
6. The method of claim 1, wherein, The greater the charging speed represented by the charging coefficient, the greater the difference between the driver's required power and the power generation corresponding to the driver's required power in the first correspondence relationship.
7. An engine control device of a hybrid vehicle, characterized by, The device includes: The first acquisition module is used to acquire the vehicle speed, current SOC, target SOC and road type of the hybrid vehicle, wherein the road type includes flat road, uphill road and downhill road. The first determining module is used to obtain a second correspondence, the second correspondence including at least one of the correspondence between vehicle speed and charging coefficient, current SOC and target SOC and charging coefficient, current SOC and charging coefficient, and road surface type and charging coefficient; and based on the second correspondence, the vehicle speed, current SOC, target SOC and road surface type, to determine the charging coefficient, the charging coefficient being used to indicate whether to charge by the engine and the charging speed when engine charging is required. The second acquisition module is used to enter the range-extending mode when the charging coefficient indicates charging through the engine and the vehicle speed is not greater than a first threshold. Based on the charging coefficient, the module acquires a first correspondence relationship, which represents the correspondence between the driver's power demand and the engine's power generation. The driver's power demand is less than the corresponding power generation. In the range-extending mode, the hybrid vehicle is driven by the electric motor and charged through the engine. When the hybrid vehicle releases the accelerator, the driver's power demand is negative. The second determining module is used to determine the driver's required power of the hybrid vehicle based on the vehicle speed and pedal torque. The third determining module is used to determine the corresponding power generation capacity based on the first correspondence and the driver's power demand. The first control module is used to determine the speed and torque within the economic zone based on the power generation, and control the engine to charge the hybrid vehicle according to the speed and torque.
8. A hybrid vehicle characterized by comprising: The hybrid vehicle includes a processor and a memory, the memory storing at least one piece of program code, which is loaded and executed by the processor to implement the engine control method of the hybrid vehicle as described in any one of claims 1 to 6.
9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores at least one piece of program code, which is loaded and executed by a processor to implement the engine control method for a hybrid vehicle as described in any one of claims 1 to 6.