A hybrid vehicle on-board operation control method, device, vehicle and storage medium

Abstract

The application relates to the technical field of vehicles and particularly discloses a loading operation control method and device for a hybrid vehicle, a vehicle and a storage medium. The loading operation control method comprises the following steps: receiving a loading request, starting a motor, obtaining a current rotating speed of a loading execution member and a current torque of the loading execution member, determining a driving power of the loading execution member based on the current rotating speed of the loading execution member and the current torque of the loading execution member, comparing the difference between the optimal rotating speed and the current rotating speed with a set difference value, and starting an engine and combining a clutch when the difference is smaller than the set difference value, so that the motor and the engine jointly provide the power required by the loading execution member, the rotating speed of the loading execution member can be increased and be close to the optimal rotating speed, and the reliability of the loading execution member is ensured.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a control method and device for loading operation on a hybrid vehicle, a vehicle and a storage medium. BACKGROUND

[0002] The loading operation mode of a cement pump truck or other hybrid vehicle includes an engine driving mode, a motor driving mode and a hybrid mode. The motor driving mode and the engine driving mode are respectively driven by the motor and the engine in response to the power demand of the loading implement, and the hybrid mode is driven by the motor and the engine. During the formal loading operation, the vehicle is generally in a static state. Since the engine consumes fuel and generates noise during operation, the motor is relatively quiet and the power cost is relatively low compared with fuel. Therefore, the pure electric mode is preferred.

[0003] When the pure electric mode is used, there are many constraints. For example, in the prior art, the SOC of the battery is used to determine whether the power of the battery is sufficient. When the battery power is insufficient, the engine is involved and the hybrid mode is started. However, in addition to the battery power, there are many other factors. For example, when the motor cannot bear the power demand of the loading implement, or when the temperature of the motor is too high to affect the reliability of the motor, the engine needs to be involved to switch the mode to the hybrid mode. However, the prior art does not provide a solution for how to determine that the motor cannot bear the power demand of the loading implement and needs to be switched to the hybrid mode, and how to determine that the motor can bear the power demand of the current loading implement and needs to be switched back to the motor driving mode after switching to the hybrid mode. In addition, the prior art does not provide a solution for how to determine that the motor needs to be switched to the hybrid mode due to high temperature, and how to determine that the temperature of the motor has decreased to a safe range and can be switched back to the motor driving mode after switching to the hybrid mode. SUMMARY

[0004] The present application aims to provide a control method and device for loading operation on a hybrid vehicle, a vehicle and a storage medium, to solve the problem that the prior art does not provide a solution for how to determine that the motor cannot bear the power demand of the loading implement and needs to be switched to the hybrid mode.

[0005] In a first aspect, the present application provides a control method for loading operation on a hybrid vehicle. The vehicle includes a battery, a charging interface, a power takeoff, an oil pump, a loading implement, and an engine, a clutch, a motor and a gearbox connected in sequence. The battery is electrically connected to the motor and the charging interface, respectively. The charging interface is used to connect a charging gun. The power takeoff is drivingly connected to the gearbox, and the power takeoff and the oil pump are drivingly connected. The oil pump is used to be drivingly connected to the loading implement. The control method comprises:

[0006] receiving the loading request and starting the motor;

[0007] obtaining the current rotating speed of the loading implement and the current torque of the loading implement;

[0008] determining the driving power of the loading implement based on the current rotating speed of the loading implement and the current torque of the loading implement;

[0009] determining the optimal rotating speed of the loading implement based on the driving power of the loading implement;

[0010] comparing the difference between the optimal rotating speed and the current rotating speed with a set difference value;

[0011] if the difference is less than the set difference value, returning to the step of obtaining the current rotating speed of the loading implement and the current torque of the loading implement; if the difference is not less than the set difference value, performing power adjustment, which comprises starting the motor and combining the clutch.

[0012] As a preferred technical solution of the loading operation control method of the hybrid vehicle, the performing power adjustment further comprises, after the step of starting the motor and combining the clutch: performing torque distribution between the engine and the motor;

[0013] The performing torque distribution between the engine and the motor comprises the following steps:

[0014] determining the required rotating speed of the engine based on the optimal rotating speed;

[0015] the engine outputs the required rotating speed;

[0016] determining the optimal power of the engine based on the required rotating speed of the engine, wherein the fuel consumption of the engine when the engine outputs the optimal power is less than the fuel consumption of the engine when the engine outputs other power than the optimal power under the condition that the engine operates at the required rotating speed;

[0017] obtaining the correspondence between the optimal torque of the engine, the required rotating speed of the engine and the optimal power;

[0018] determining the optimal torque of the engine based on the required rotating speed of the engine, the optimal power and the correspondence;

[0019] obtaining the current engine torque of the engine;

[0020] determining the adjustment torque output by the motor based on the difference between the current engine torque and the optimal torque of the engine and the SOC of the battery;

[0021] the motor outputs the adjustment torque.

[0022] As a preferred technical solution of the method for controlling the loading operation on the hybrid vehicle, the method further comprises the following steps after the step of power adjustment:

[0023] Obtaining the maximum output power of the motor;

[0024] Determining the first effective output power of the motor based on the SOC of the battery and the maximum output power of the motor;

[0025] Determining the total demand power based on the sum of the current engine torque and the adjusted torque and the demand rotating speed;

[0026] Judging whether the total demand power is less than the first effective output power;

[0027] If yes, turning off the engine and separating the clutch.

[0028] As a preferred technical solution of the method for controlling the loading operation on the hybrid vehicle, the method further comprises the following steps executed synchronously with the steps of obtaining the current rotating speed of the loading implement and the current torque of the loading implement:

[0029] Obtaining the first current temperature of the motor;

[0030] Comparing the first current temperature with a first set temperature;

[0031] If the first current temperature exceeds the first set temperature, temperature adjustment is performed, which comprises starting the engine and combining the clutch; torque distribution is performed between the engine and the motor.

[0032] As a preferred technical solution of the method for controlling the loading operation on the hybrid vehicle, the method further comprises the following steps after the step of temperature adjustment:

[0033] Obtaining the second current temperature of the motor and the maximum output power of the motor;

[0034] Determining the second effective output power of the motor based on the second current temperature and the maximum output power;

[0035] Obtaining the current engine rotating speed and the current engine torque of the engine;

[0036] Obtaining the current motor torque of the motor;

[0037] Determining the total demand power based on the sum of the current motor torque and the current engine torque and the current engine rotating speed;

[0038] determining whether the total demand power is less than the second effective output power;

[0039] if yes, comparing the second current temperature with a second set temperature, the second set temperature being less than the first set temperature;

[0040] if the second current temperature is lower than the second set temperature, turning off the engine and disconnecting the clutch.

[0041] As a preferred technical solution of the on-vehicle working device control method, the on-vehicle working device control method further comprises the following steps executed synchronously with the acquisition of the current rotating speed of the on-vehicle working device and the current torque of the on-vehicle working device:

[0042] determining whether the charging interface is connected with the charging gun;

[0043] if yes, comparing the SOC of the battery with a first set SOC; if no, comparing the SOC of the battery with a second set SOC, the first set SOC being less than the second set SOC;

[0044] when the SOC of the battery is less than the first set SOC, or the SOC of the battery is less than the second set SOC, performing SOC adjustment, the SOC adjustment comprising: starting the engine and connecting the clutch; and performing torque distribution between the engine and the motor.

[0045] As a preferred technical solution of the on-vehicle working device control method, when determining whether the charging interface is connected with the charging gun, the on-vehicle working device control method further comprises, after the SOC adjustment:

[0046] comparing the SOC of the battery with a third set SOC in real time, the third set SOC being greater than the second set SOC;

[0047] when the SOC of the battery exceeds the third set SOC, turning off the engine and disconnecting the clutch.

[0048] In a second aspect, the present application provides an on-vehicle working device control device for a hybrid vehicle, the vehicle comprising a battery, a charging interface, a power take-off, an oil pump, an on-vehicle working device, and an engine, a clutch, a motor and a gearbox connected in sequence, the battery being electrically connected with the motor and the charging interface respectively, the charging interface being used for connecting a charging gun, the power take-off being drivingly connected with the gearbox, and the power take-off being drivingly connected with the oil pump, the oil pump being used for drivingly connecting with the on-vehicle working device, the on-vehicle working device control device comprising:

[0049] a starting module, configured to receive an on-vehicle working device request and start the motor;

[0050] An acquisition module is configured to acquire a current rotating speed of the upper-attachment actuator and a current engine torque of the upper-attachment actuator.

[0051] A driving power determination module is configured to determine a driving power of the upper-attachment actuator based on the current rotating speed of the upper-attachment actuator and the current engine torque of the upper-attachment actuator.

[0052] An optimal rotating speed determination module is configured to determine an optimal rotating speed of the upper-attachment actuator based on the driving power of the upper-attachment actuator.

[0053] A comparison module is configured to compare a difference between the optimal rotating speed and the current rotating speed with a set difference.

[0054] A power adjustment module is configured to perform power adjustment when the difference is not less than the set difference, and the power adjustment includes starting the engine and combining the clutch.

[0055] In a third aspect, the present application provides a vehicle, comprising:

[0056] One or more processors;

[0057] A storage device configured to store one or more programs;

[0058] When the one or more programs are executed by the one or more processors, the one or more processors control the vehicle to implement the hybrid vehicle upper-attachment operation control method as described in any of the above aspects.

[0059] In a fourth aspect, the present application provides a storage medium having a computer program stored thereon, which, when executed by a processor, causes a vehicle to implement the hybrid vehicle upper-attachment operation control method as described in any of the above aspects.

[0060] The present application has the following beneficial effects:

[0061] The present application provides a hybrid vehicle upper-attachment operation control method, device, vehicle and storage medium. The hybrid vehicle upper-attachment operation control method receives an upper-attachment request, starts an electric motor, acquires a current rotating speed of an upper-attachment actuator and a current torque of the upper-attachment actuator, determines a driving power of the upper-attachment actuator based on the current rotating speed of the upper-attachment actuator and the current torque of the upper-attachment actuator, compares a difference between an optimal rotating speed and the current rotating speed with a set difference, and when the difference is less than the set difference, it indicates that the power supplied by the electric motor to the upper-attachment actuator is insufficient, resulting in a significant decrease in the rotating speed of the upper-attachment actuator, poor NVH performance, and damage to the service life of the upper-attachment actuator. At this time, the engine is started and the clutch is combined, and the power required by the upper-attachment actuator is provided by the engine and the electric motor together, so that the rotating speed of the upper-attachment actuator can rise and approach its optimal rotating speed, thereby ensuring the reliability of the operation of the upper-attachment actuator. BRIEF DESCRIPTION OF DRAWINGS

[0062] Figure 1 Fig. 1 is a structural schematic diagram of a vehicle in an embodiment of the present application;

[0063] Figure 2 Fig. 2 is a flowchart of a method for controlling a bodywork operation of a hybrid vehicle in an embodiment of the present application; Figure 1 ;

[0064] Figure 3 Fig. 3 is a flowchart of a process for power adjustment in the method for controlling the bodywork operation of the hybrid vehicle in an embodiment of the present application;

[0065] Figure 4 Fig. 4 is a flowchart of a process for determining an adjustment torque of a motor output based on a difference between a current engine torque and an optimal torque and a state of charge (SOC) of a battery in the method for controlling the bodywork operation of the hybrid vehicle in an embodiment of the present application;

[0066] Figure 5 Fig. 5 is a flowchart of a method for controlling a bodywork operation of a hybrid vehicle in an embodiment of the present application; Figure 2 ;

[0067] Figure 6 Fig. 6 is a flowchart of a method for controlling a bodywork operation of a hybrid vehicle in an embodiment of the present application; Figure 3 ;

[0068] Figure 7 Fig. 7 is a structural schematic diagram of a device for controlling a bodywork operation of a hybrid vehicle in an embodiment of the present application;

[0069] Figure 8 Fig. 8 is a structural schematic diagram of a control system of a vehicle provided in an embodiment of the present application.

[0070] In the drawings:

[0071] 1, engine; 2, motor; 3, gearbox; 4, power take-off; 5, drive axle; 6, oil pump; 7, hydraulic motor; 8, bodywork execution member; 9, clutch; 10, battery; 11, charging interface;

[0072] 21, starting receiving module; 22, obtaining module; 23, driving power determining module; 24, optimal speed determining module; 25, comparing module; 26, power adjusting module;

[0073] 100, terminal device; 110, processor; 120, ROM; 130, RAM; 140, bus; 150, I / O interface; 160, input unit; 170, output unit; 180, storage unit; 190, communication unit. DETAILED DESCRIPTION

[0074] The technical solutions of the present application will be described clearly and completely in connection with the drawings. Obviously, the described embodiments are part of the embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0075] In the description of the present application, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer" and the like indicate the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application. In addition, the terms "first", "second", are only for the purpose of description, and cannot be understood as indicating or implying relative importance. Among them, the terms "first position" and "second position" are two different positions, and moreover, the "above", "above" and "above" of the first feature on the second feature include the first feature above and obliquely above the second feature, or only indicate that the first feature is higher than the second feature in horizontal height. The "below", "below" and "below" of the first feature on the second feature include the first feature below and obliquely below the second feature, or only indicate that the first feature is lower than the second feature in horizontal height.

[0076] In the description of the present application, it should be noted that unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connection" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0077] The embodiments of the present application will be described in detail below, and the examples of the embodiments are shown in the drawings, wherein the same or similar reference numerals represent the same or similar elements or elements with the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary and are only used to explain the present application, and cannot be understood as a limitation on the present application.

[0078] As Figure 1As shown, the vehicle comprises a battery 10, a charging interface 11, a power take-off 4, an oil pump 6, an upper-mounted actuator 8, and an engine 1, a clutch 9, an electric machine 2 and a gearbox 3 connected in sequence, the battery 10 is electrically connected with the electric machine 2 and the charging interface 11 respectively, the charging interface 11 is used for connecting a charging gun, the charging gun is used for connecting a commercial power supply and charging the battery 10, the battery 10 is used for supplying power to the electric machine 2 or storing the electric energy generated by the electric machine 2, the power take-off 4 is in transmission connection with the gearbox 3, and the power take-off 4 and the oil pump 6 are in transmission connection, the oil pump 6 is used for being in transmission connection with the upper-mounted actuator 8, such as a cable winding drum. Specifically, the gearbox 3 comprises an input shaft, an intermediate shaft and an output shaft connected in sequence, the electric machine 2 is in transmission connection with the input shaft, the intermediate shaft is in transmission connection with the power take-off 4, and the intermediate shaft is in transmission connection with the output shaft, the output shaft is used for being in transmission connection with a drive axle 5, after the torque provided by the engine 1 and / or the electric machine 2 is transmitted to the gearbox 3, part of the power is transmitted to the wheel end in sequence through the output shaft of the gearbox 3 and the drive axle 5, so as to drive the vehicle to move forward or backward; the other part of the power is transmitted to the oil pump 6 through the power take-off 4, and then transmitted to the upper-mounted actuator 8 through the oil pump 6, so as to drive the upper-mounted actuator 8 to work.

[0079] The vehicle further comprises a hydraulic motor 7, the oil pump 6 and the hydraulic motor 7 constitute a circulation loop, the hydraulic motor 7 is coaxially connected with the upper-mounted actuator 8, and the hydraulic motor 7 drives the upper-mounted actuator 8 to rotate, so as to realize the transmission connection between the oil pump 6 and the upper-mounted actuator 8.

[0080] In this embodiment, the vehicle has an engine driving mode, an electric machine driving mode and a hybrid driving mode. Specifically, when the vehicle is in the engine driving mode, the clutch 9 is engaged, the battery 10 does not supply power to the electric machine 2, only the engine 1 is in transmission connection with the gearbox 3, and the power output by the engine 1 can be transmitted to the power take-off 4 through the rotor shaft of the electric machine 2 and the gearbox 3. When the vehicle is in the electric machine driving mode, the clutch 9 is separated, the battery 10 supplies power to the electric machine 2, only the electric machine 2 is in transmission connection with the gearbox 3, and the power output by the electric machine 2 can be transmitted to the power take-off 4 through the gearbox 3. When the vehicle is in the hybrid driving mode, the clutch 9 is engaged, the engine 1 and the electric machine 2 are both in transmission connection with the gearbox 3, and the battery 10 can supply power to the electric machine 2 or not, when the battery 10 supplies power to the electric machine 2, the electric machine 2 provides assist torque, at this time, the power is provided by the engine 1 and the electric machine 2 together, when the battery 10 does not supply power to the electric machine 2, the electric machine 2 provides charging torque, at this time, the engine 1 drives the electric machine 2 to generate electricity and store it into the battery 10.

[0081] When the vehicle is in the engine driving mode, the stator winding of the motor 2 is not energized, at this time the rotor of the motor 2 idles, the motor 2 does not generate electricity, and further does not charge the battery 10. When the vehicle is in the hybrid driving mode, the stator winding of the motor 2 is energized, at this time the rotor of the motor 2 cuts the magnetic induction lines, the motor 2 can generate electricity, and is used to charge the battery 10, when the motor 2 charges the battery 10, the motor 2 outputs a charging torque, which is a resistance for the engine 1, and the engine 1 needs to consume part of its output torque to overcome the resistance.

[0082] In addition, when the vehicle is in the hybrid mode, the engine 1 and the motor 2 jointly provide the torque required for the rotation of the upper attachment 8 and the rotation of the wheel-end wheels under the current working condition, at this time the total torque output by the engine 1 and the motor 2 is constant, and the torque output by the engine 1 can be inversely adjusted by adjusting the torque output by the motor 2.

[0083] In the embodiment, a plurality of gear pairs are arranged between the input shaft and the intermediate shaft of the gearbox 3, and between the intermediate shaft and the output shaft, and the gear pairs can be selected and changed by the gear selection mechanism, so that the gear shifting can be realized.

[0084] When the vehicle is working on the upper attachment, the vehicle is generally in a static state, of course, there are also cases of working in motion. The upper attachment work is generally divided into pre-work before pumping, formal upper attachment work during pumping, and post-work after pumping. The pre-work, for example, the telescopic arm used for pouring concrete is unfolded, the outriggers of the vehicle are opened and supported on the ground, etc.; the formal upper attachment work, for example, pouring concrete; the post-work, for example, the telescopic arm used for pouring concrete is folded, the outriggers of the vehicle are folded, etc.

[0085] Among them, when the pre-work and the post-work are performed, the power of the load is small, the motor driving mode can be preferentially used, and if there is an abnormal situation that causes the motor to be unable to be used, the engine driving mode can be used instead of the motor driving mode. This is because the cost of electricity is much lower than the cost of fuel, and the NVH (Noise, Vibration, Harshness) performance of the motor 2 when working is better than that of the engine 1, therefore, the economic benefit of the motor driving mode is higher, and should be preferentially used. Among them, the abnormal situation includes: the temperature of the motor 2 is too high, the motor 2 and / or the high-voltage electrical system for supplying power to the motor 2 fails, the SOC of the battery 10 is too low, the motor 2 cannot bear the power demand of the load, etc.

[0086] Specifically, when the motor drive mode is enabled, if the vehicle is parked and plugged in for charging, when the SOC of the battery 10 is lower than the first threshold, switch to the engine drive mode, at this time, the upper implement 8 can be driven to run by the engine 1, but it should be avoided that the motor 2 generates electricity by the engine 1; when the SOC of the battery 10 recovers to above the second threshold, switch back to the motor drive mode, the second threshold is greater than the first threshold.

[0087] When the motor drive mode is enabled, if the vehicle is parked and not plugged in for charging, when the SOC of the battery 10 is lower than the third threshold, switch to the engine drive mode, the third threshold is greater than the first threshold and less than the second threshold, at this time, the upper implement 8 can be driven to run by the engine 1.

[0088] The power demand of formal upper implement operation is large, if the above abnormal situation does not occur, the motor drive mode is still preferred; if the above abnormal situation occurs, and the abnormal situation is one of the temperature of the motor 2 being too high, the SOC of the battery 10 being too low, and the motor 2 being unable to bear the power demand of the load, the engine 1 needs to be enabled and the hybrid mode is entered. However, the prior art only considers the influence of the SOC of the battery on the motor and gives how to enter the hybrid mode when the SOC of the battery is too low, but ignores the influence of power and temperature on the motor, and the prior art does not give how to define that the motor cannot bear the power demand of the upper implement and needs to be switched to the hybrid mode, and how to define that the motor has been able to bear the power demand of the current upper implement alone and needs to be switched back to the motor drive mode after switching to the hybrid mode; in addition, the prior art does not give how to define that the motor needs to be switched to the hybrid mode due to the temperature being too high, and how to define that the temperature of the motor has been reduced to a safe range and can be switched back to the motor drive mode after switching to the hybrid mode.

[0089] To this end, the present embodiment provides a hybrid vehicle upper implement operation control method to solve the above problems. The hybrid vehicle upper implement operation control method can be applied to the case that the working mode is automatically switched when the hybrid vehicle performs upper implement operation, and the hybrid vehicle upper implement operation control method can be executed by a vehicle upper implement operation control device, which can be realized by software and / or hardware and integrated in the vehicle.

[0090] Specifically, please refer to Figure 2 The hybrid vehicle upper implement operation control method comprises the following steps:

[0091] S100: receive the upper implement request and start the motor.

[0092] Specifically, the upper equipment request is generally triggered after the driver presses a control button for upper equipment operation, and can be obtained by interacting with a vehicle controller. After the motor starts, the motor outputs power according to a preset power size and drives the upper equipment actuator to operate.

[0093] S110: Obtain a current rotating speed of the upper equipment actuator and a current torque of the upper equipment actuator.

[0094] Specifically, the current rotating speed of the upper equipment actuator can be detected by a rotating speed sensor, and the current torque of the upper equipment actuator can be detected by a torque sensor.

[0095] S120: Determine a driving power of the upper equipment actuator based on the current rotating speed of the upper equipment actuator and the current torque of the upper equipment actuator.

[0096] The first mapping relationship between the current rotating speed, the current torque and the driving power of the upper equipment actuator is pre-stored in the storage device, and the driving power of the upper equipment actuator can be determined by the current rotating speed, the current torque and the first mapping relationship. The first mapping relationship can be obtained by a large number of experiments in advance.

[0097] S130: Determine an optimal rotating speed of the upper equipment actuator based on the driving power of the upper equipment actuator.

[0098] Specifically, the second mapping relationship between the driving power of the upper equipment actuator and the optimal rotating speed of the upper equipment actuator is pre-stored in the storage device, and the optimal rotating speed of the upper equipment actuator can be determined by the driving power of the upper equipment actuator and the second mapping relationship. The second mapping relationship can be obtained by a large number of experiments in advance. When the upper equipment actuator operates at the optimal rotating speed, the NVH performance is optimal, and the service life is prolonged. The optimal rotating speed can be a point value or an interval value, which can be determined according to actual conditions.

[0099] S140: Compare the difference between the optimal rotating speed and the current rotating speed with a set difference.

[0100] If the difference is less than the set difference, return to step S110; if the difference is not less than the set difference, execute S150.

[0101] The set difference value can be set according to actual needs. In this embodiment, the specific value of the set difference value is relatively small. When the difference between the optimal rotating speed and the current rotating speed is less than the set difference value, it indicates that the current rotating speed is close to the optimal rotating speed, and the upper-mounted executing member can work normally, and the current state can be maintained. When the difference between the optimal rotating speed and the current rotating speed is greater than the set difference value, it indicates that the current rotating speed is less than the optimal rotating speed, and the difference between the current rotating speed and the optimal rotating speed is large, and the upper-mounted executing member needs to output a large torque to match the demand of the load, indicating that the power supplied to the upper-mounted executing member by the motor is insufficient at this time, resulting in a large decrease in the rotating speed of the upper-mounted executing member, poor NVH performance, and damage to the service life of the upper-mounted executing member. At this time, adjustment needs to be performed.

[0102] S150: power adjustment is performed.

[0103] The step S150 includes the following steps:

[0104] S1501: the engine is started and the clutch is combined.

[0105] By starting the engine, the engine and the motor jointly provide the power required by the upper-mounted executing member, so that the rotating speed of the upper-mounted executing member can rise and approach the optimal rotating speed, thereby ensuring the reliability of the operation of the upper-mounted executing member.

[0106] The upper-mounted operation control method of the hybrid vehicle provided in this embodiment receives the upper-mounted request, starts the motor, obtains the current rotating speed of the upper-mounted executing member and the current torque of the upper-mounted executing member, determines the driving power of the upper-mounted executing member based on the current rotating speed of the upper-mounted executing member and the current torque of the upper-mounted executing member, compares the difference between the optimal rotating speed and the current rotating speed with the set difference value, and when the difference is less than the set difference value, it indicates that the power supplied to the upper-mounted executing member by the motor is insufficient, resulting in a large decrease in the rotating speed of the upper-mounted executing member, poor NVH performance, and damage to the service life of the upper-mounted executing member. At this time, the engine is started and the clutch is combined, and the engine and the motor jointly provide the power required by the upper-mounted executing member, so that the rotating speed of the upper-mounted executing member can rise and approach the optimal rotating speed, thereby ensuring the reliability of the operation of the upper-mounted executing member.

[0107] Optionally, referring to Figure 3 , the step S150 further includes a step S1502 after the step S1501.

[0108] S1502: torque distribution is performed between the engine and the motor.

[0109] When the engine is started, the torque required by the load is reasonably distributed between the motor and the engine, which can ensure good economy of the engine during operation.

[0110] Specifically, the step S1502 includes the following steps:

[0111] S15021: determining the required speed of the engine based on the optimal speed.

[0112] Specifically, the required speed of the engine can be determined by the transmission ratio between the gearbox and the upper-mounted implement, and the optimal speed. Alternatively, a third mapping relationship between the optimal speed and the required speed can be pre-stored in the storage device, and the required speed can be determined by the optimal speed and the third mapping relationship. The third mapping relationship can be determined by a large number of preliminary tests.

[0113] S15022: outputting the required speed of the engine.

[0114] When the required speed of the engine is outputted, the upper-mounted implement can be ensured to operate at the optimal speed, thereby ensuring the reliability of the operation of the upper-mounted implement.

[0115] S15023: determining the optimal power of the engine based on the required speed of the engine.

[0116] The fuel consumption of the engine when outputting the optimal power is less than the fuel consumption of the engine when outputting other powers under the premise that the engine operates at the required speed.

[0117] Specifically, the storage device pre-stores a relationship diagram of the required speed of the engine, the optimal power of the engine, and the fuel consumption. Based on the required speed of the engine, the power corresponding to the lowest fuel consumption is selected as the optimal power of the engine. The optimal power of the engine can be a point value or a range value. When the optimal power of the engine is a range value, the fuel consumption corresponding to each power in the range is less than the fuel consumption corresponding to other powers outside the range under the premise that the engine operates at the required speed.

[0118] The relationship diagram can be an optimal working curve of the engine. The optimal working curve of the engine is a curve formed by connecting points at which the fuel consumption is the smallest at the same power under different speeds of the engine. Generally, the optimal working curve of the engine is set when the engine is manufactured. Of course, the relationship diagram can also be determined by a large number of tests.

[0119] S15024: obtaining a corresponding relationship between the optimal torque of the engine and the required speed and the optimal power of the engine.

[0120] The corresponding relationship can be obtained by a large number of preliminary tests and pre-stored in the storage device.

[0121] S15025: determining the optimal torque of the engine based on the required speed of the engine, the optimal power, and the corresponding relationship.

[0122] Wherein, during the process that the engine runs at the demand speed of the engine, when the engine outputs the optimal torque, the fuel consumption of the engine is the lowest, and the NVH performance of the engine is the optimal.

[0123] S15026: Obtain the current engine torque of the engine.

[0124] The current engine torque of the engine can be detected by a torque sensor arranged on the engine.

[0125] S15027: Determine the adjustment torque output by the motor based on the difference between the current engine torque and the optimal torque and the SOC of the battery.

[0126] Through step S15027, the current engine torque of the engine can be adjusted towards the direction of the optimal torque, so as to ensure the reliable operation of the engine and the economy of fuel consumption.

[0127] S15028: The motor outputs the adjustment torque.

[0128] Through steps S15021 to S15028, the total torque required by the upper-mounted implement can be reasonably distributed between the motor and the engine, and the economy and reliability of the engine operation can be ensured, and the NVH performance of the engine can be improved.

[0129] Specifically, as shown in Figure 4 S15027 includes the following steps:

[0130] S1: Determine whether the charging interface is connected with the charging gun.

[0131] If yes, execute S2; if no, execute S5.

[0132] The current flowing through the cable can be detected by a current sensor arranged on the cable of the charging interface, and when current flows through the cable, it indicates that the charging interface is connected with the charging gun.

[0133] S2: Compare the current engine torque with the optimal torque.

[0134] If the current engine torque is greater than the optimal torque, execute S3; if the current engine torque is not greater than the optimal torque, execute S4.

[0135] S3: Determine the first adjustment torque output by the motor based on the difference between the current engine torque and the optimal torque and the SOC of the battery.

[0136] The first adjustment torque is the adjustment torque output by the motor in step S15027, and the first adjustment torque is used for assisting. The first adjustment torque output by the motor based on the difference between the current engine torque and the optimal torque and the SOC of the battery can be realized by a deep learning model or other mathematical model.

[0137] For example, in this embodiment, determining the first adjustment torque output by the motor based on the difference between the current engine torque and the optimal torque and the SOC of the battery includes the following steps:

[0138] The first proportional factor is determined based on the SOC of the battery, and the first proportional factor is not greater than 1.

[0139] The first adjustment torque = the difference x the first proportional factor.

[0140] The first proportional factor is determined based on the SOC of the battery, including: obtaining a first correspondence relationship between the SOC of the battery and the first proportional factor, and querying the corresponding first proportional factor from the first correspondence relationship according to the SOC of the battery.

[0141] For example, the first correspondence relationship is as follows: when the SOC of the battery is less than 30%, the battery has low power at this time, and the battery power should be reserved in non-essential working conditions to be used in essential working conditions, such as when the fuel is consumed, at this time the first proportional factor can be set to 0; when the SOC of the battery is more than 30% and less than 70%, the battery has partial excess power, which can supply the motor to participate in assisting to a certain extent, at this time the first proportional factor increases in proportion to the increase of the SOC of the battery, but the first proportional factor is less than 1; when the SOC of the battery is more than 70%, it indicates that the battery has sufficient power at this time, and the first proportional factor can be equal to 1, at this time the first adjustment torque provided by the motor is maximum, and is equal to the difference, which can make the current engine torque of the engine be adjusted to the optimal torque.

[0142] Through step S3, the SOC of the battery can be considered in the case that the engine is running at the required speed, and the first adjustment torque is provided by the motor to adjust the current engine torque of the engine to the direction close to the optimal torque, thereby guaranteeing the fuel economy and NVH performance of the engine.

[0143] S4: The torque output by the motor is zero, and the motor is idling without generating electricity under the driving of the engine.

[0144] When the current engine torque is not greater than the optimal torque, if the motor outputs the first adjusting torque, the torque output by the engine will be further reduced under the premise that the torque demand of the load is unchanged, and the current engine torque of the engine will further deviate from the optimal torque, so that the fuel economy and NVH performance of the engine are further reduced. Therefore, at this time, the motor is required not to output the first adjusting torque. In addition, the economy of charging the battery through the mains is obviously higher than that of charging the battery through the engine consuming fuel to drive the motor to operate, so even if the current engine torque of the engine does not reach the optimal torque, the motor is not required to generate electricity at this time to pursue the maximum economic benefit.

[0145] S5: Calculate the absolute value of the difference between the current engine torque and the optimal torque.

[0146] S6: Compare the absolute value with the preset value.

[0147] If the absolute value is not greater than the preset value, S4 is executed; if the absolute value is greater than the preset value, S7 is executed.

[0148] The preset value can be set according to the specific model of the engine. When the absolute value is not greater than the preset value, it indicates that the current engine torque and the optimal torque are not greatly different at this time, and the torque of the engine does not need to be adjusted, so that the engine has good fuel economy and NVH performance. Therefore, the torque output by the motor is maintained at zero, and the motor is idled and does not generate electricity under the driving of the engine.

[0149] S7: Compare the current engine torque with the optimal torque.

[0150] If the current engine torque is greater than the optimal torque, S3 is executed; if the current engine torque is not greater than the optimal torque, S8 is executed.

[0151] When the absolute value is greater than the preset value, the current engine torque can be greater than the optimal torque, can be equal to the optimal torque, or can be less than the optimal torque. When the current engine torque is less than the optimal torque, the motor needs to provide resistance, that is, the adjusting torque output by the motor in step S15027 is used for power generation to increase the output torque of the engine to the optimal torque. When the current engine torque is greater than the optimal torque, the motor needs to provide assistance, that is, the adjusting torque output by the motor in step S15027 is used for assistance to reduce the output torque of the engine to the optimal torque.

[0152] S8: Determine the second adjusting torque output by the motor based on the difference between the optimal torque and the current engine torque, and the SOC of the battery.

[0153] Specifically, the second adjustment torque output by the motor based on the difference between the optimal torque and the current engine torque and the SOC of the battery can be implemented by a deep learning model or other mathematical model. The second adjustment torque is the adjustment torque output by the motor in step S15027.

[0154] Specifically, in the embodiment, determining the second adjustment torque output by the motor based on the difference between the optimal torque and the current engine torque and the SOC of the battery includes the following steps:

[0155] determining a second proportional factor based on the SOC of the battery, the second proportional factor being not greater than 1;

[0156] the second adjustment torque = the difference between the optimal torque and the current engine torque x the second proportional factor.

[0157] The second proportional factor is determined based on the SOC of the battery, including: obtaining a second correspondence relationship between the SOC of the battery and the second proportional factor, and querying the corresponding second proportional factor from the second correspondence relationship according to the SOC of the battery.

[0158] For example, when the SOC of the battery is greater than 90%, the battery has a high power at this time, and it is not suitable to continue charging the battery at this time. The second proportional factor can be set to 0. When the SOC of the battery is less than 90% and greater than 30%, the battery has the ability to accommodate more power, and the battery can be charged to a certain extent by the motor at this time. At this time, the second proportional factor decreases in proportion to the increase of the SOC of the battery, but the second proportional factor is less than 1. When the SOC of the battery is less than 30%, it indicates that the battery has insufficient power at this time, and can be charged at the maximum power. The motor can provide resistance completely, and the second proportional factor can be equal to 1. At this time, the second adjustment torque provided by the motor is maximum, and is equal to the difference, which can make the current engine torque of the engine be adjusted to the optimal torque.

[0159] Through step S8, the actual situation of the SOC of the battery can be considered when the engine is running at the required speed. The second adjustment torque is provided by the motor, which can increase the current engine torque of the engine to the direction close to the optimal torque, thereby ensuring the fuel economy and NVH performance of the engine.

[0160] Optionally, please continue to refer to Figure 2 The hybrid vehicle operation control method further includes the following steps after step S150:

[0161] S160: obtaining the maximum output power of the motor.

[0162] The maximum output power of the motor is pre-stored in the storage device.

[0163] S170: determining the first effective output power of the motor based on the SOC of the battery and the maximum output power of the motor.

[0164] The first effective output power is the maximum demand power of the upper-mounted implement that the motor can independently bear at present. In the embodiment, the influence of the SOC of the battery is fully considered when the first effective output power is determined, so that the determined first effective output power has high reliability.

[0165] Specifically, a fourth mapping relationship of the SOC of the battery, the maximum output power of the motor and the first effective output power of the motor at present is pre-stored in the storage device, and the first effective output power of the motor at present can be determined through the SOC of the battery, the maximum output power of the motor and the fourth mapping relationship. The fourth mapping relationship can be obtained through a large number of experiments in advance.

[0166] The first effective output power can be positively correlated with the SOC of the battery, that is, the first effective output power increases with the increase of the SOC of the battery, and decreases with the decrease of the SOC of the battery; or the first effective output power can also be piecewise correlated with the SOC of the battery, for example, when the SOC of the battery is less than 30%, the first effective output power is 0; when the SOC of the battery is more than 30% and less than 70%, the first effective output power increases at a constant ratio with the increase of the SOC of the battery; when the SOC of the battery is more than 70%, the first effective output power is maximum, which can be set as X times of the maximum output power, X is less than or equal to 1, such as 0.9, 0.8, etc.

[0167] S180: determining the total demand power based on the sum of the current engine torque and the adjustment torque and the demand speed.

[0168] The current engine torque and the adjustment torque are both real-time data. In the embodiment, the total demand power is equal to the product of the sum of the current engine torque and the adjustment torque and the demand speed.

[0169] S190: judging whether the total demand power is less than the first effective output power.

[0170] If yes, S200 is executed; if no, the step S170 is returned.

[0171] S200: turning off the engine and separating the clutch.

[0172] When the total demand power is less than the first effective output power, it indicates that the motor can independently bear the power demand of the upper-mounted implement at present, and the mode can be switched to the motor driving mode at this time. If the total demand power is not less than the first effective output power, it indicates that the motor cannot independently bear the power demand of the upper-mounted implement at present.

[0173] Through steps S160 to S200, the current hybrid mode can be automatically switched to the motor drive mode when the motor can independently bear the power demand of the upper attachment.

[0174] Embodiment Two

[0175] The embodiment provides a hybrid vehicle upper attachment operation control method, which is further specific on the basis of the hybrid vehicle upper attachment operation control method provided in Embodiment One.

[0176] As shown in Figure 5 The hybrid vehicle upper attachment operation control method comprises the following steps which are executed synchronously with step S110 in the hybrid vehicle upper attachment operation control method in Embodiment One:

[0177] S210: Obtain a first current temperature of the motor.

[0178] The first current temperature of the motor can be detected by a temperature sensor.

[0179] S220: Compare the first current temperature with a first set temperature.

[0180] If the first current temperature exceeds the first set temperature, S230 is executed; if the first current temperature does not exceed the first set temperature, return to step S210.

[0181] The first set temperature can be set as needed. When the temperature of the motor reaches the first set temperature, the reliability of the motor will be reduced, and the service life of the motor will be affected.

[0182] S230: Perform temperature adjustment.

[0183] Specifically, step S230 comprises the following steps:

[0184] S2301: Start the engine and combine the clutch.

[0185] S2302: Perform torque distribution between the engine and the motor.

[0186] Step S2302 is the same as step S1502 in Embodiment One, and will not be described here.

[0187] When the first current temperature of the motor exceeds the first set temperature, the engine is intervened to switch the mode to the hybrid mode by performing temperature adjustment, so that the engine bears part of the power output, reduces the load of the motor, and further helps to reduce the temperature of the motor, and further helps to prolong the service life of the motor.

[0188] Optionally, the hybrid vehicle upper attachment operation control method further comprises the following step after step S230:

[0189] S240: obtaining a second current temperature of the motor and a maximum output power of the motor.

[0190] S250: determining a second effective output power of the motor at present based on the second current temperature and the maximum output power.

[0191] Specifically, a fifth mapping relationship of the second current temperature, the maximum output power and the second effective output power of the motor at present is pre-stored in the storage device, and the second effective output power of the motor at present can be determined by the second current temperature, the maximum output power and the fifth mapping relationship, and the fifth mapping relationship can be obtained by a large number of experiments in advance.

[0192] The second effective output power and the first effective output power have the same property, and both are the maximum power that the motor at present can independently bear for the normal work of the upper-mounted executing member. When determining the second effective output power, the SOC of the battery is also considered on the basis of the maximum output power of the motor, so that the second effective output power has high reliability. In addition, the second effective output power can also be positively correlated with the SOC of the battery, or be piecewise correlated with the SOC of the battery, which will not be described here.

[0193] S260: obtaining a current engine speed of the engine and a current engine torque.

[0194] S270: obtaining a current motor torque of the motor.

[0195] The current motor torque is also the adjusted torque of the motor.

[0196] S280: determining a total demand power based on the sum of the current motor torque and the current engine torque and the current engine speed.

[0197] The method for determining the total demand power in step S280 is the same as that in step S180 of the first embodiment, which will not be described here.

[0198] S290: determining whether the total demand power is less than the second effective output power.

[0199] If yes, S300 is executed; if no, returning to step S240.

[0200] When the total demand power is less than the second effective output power, it indicates that the motor at present can independently bear the power demand of the upper-mounted executing member, and the mode can be switched to the motor driving mode at this time. If the total demand power is not less than the second effective output power, it indicates that the motor at present cannot independently bear the power demand of the upper-mounted executing member.

[0201] S300: comparing the second current temperature with a second set temperature.

[0202] If the second current temperature is lower than the second set temperature, S310 is performed; if the second current temperature is not lower than the second set temperature, return to step S240.

[0203] The second set temperature is less than the first set temperature. When the second current temperature of the motor is less than the second set temperature, it indicates that the performance of the motor is reliable at this time and can work normally.

[0204] S310: turn off the engine and separate the clutch.

[0205] Through steps S240 to S310, the engine can be turned off and the mode can be switched back to the motor driving mode to ensure that the second effective output power of the motor can independently bear the power demand of the upper-mounted implement and ensure that the second current temperature of the motor is less than the second set temperature.

[0206] Embodiment three

[0207] The embodiment provides a hybrid vehicle upper-mounted implement operation control method, which is further specific on the basis of the hybrid vehicle upper-mounted implement operation control method provided in the above-mentioned embodiment one and embodiment two.

[0208] As shown in Figure 6 The hybrid vehicle upper-mounted implement operation control method comprises the following steps which are synchronously performed with step S110 in the hybrid vehicle upper-mounted implement operation control method in the embodiment one:

[0209] S410: judge whether the charging interface is connected with a charging gun.

[0210] If yes, S420 is performed; if no, S460 is performed.

[0211] S420: compare the SOC of the battery with the first set SOC.

[0212] If the SOC of the battery is less than the first set SOC, S430 is performed; if the SOC of the battery is not less than the first set SOC, return to S410.

[0213] When the SOC of the battery is less than the first set SOC, it indicates that the battery power is too low at this time and cannot continue to bear the normal power output of the motor for a long time; when the SOC of the battery is not less than the first set SOC, it indicates that the battery can continue to bear the normal power output of the motor for a long time.

[0214] S430: perform SOC adjustment.

[0215] Specifically, S430 comprises:

[0216] S4301: start the engine and combine the clutch.

[0217] S4302: Torque distribution between the engine and the motor.

[0218] Wherein, step S4302 is the same as step S1502 in the first embodiment, and will not be repeated here.

[0219] When the SOC of the battery is less than the first set SOC, the engine is intervened to switch the mode to the hybrid mode through SOC adjustment, so that the engine bears part of the power output, reduces the load of the battery, and further slows down the consumption of the battery, and over time, the battery can be charged through the charging gun to restore the power, ensuring the normal operation of the upper operation.

[0220] Optionally, the hybrid vehicle upper operation control method further comprises the following steps after S430:

[0221] S440: Real-time comparison between the SOC of the battery and the third set SOC.

[0222] If the SOC of the battery exceeds the third set SOC, step S450 is performed; if the SOC of the battery does not exceed the third set SOC, step S440 is returned.

[0223] Wherein, the third set SOC is greater than the first set SOC. When the battery power reaches the third set SOC, it indicates that the battery power is relatively sufficient at this time, and the motor driving mode can be switched back.

[0224] S450: Turn off the engine and separate the clutch.

[0225] When the battery power is restored to sufficient, the engine can be turned off, and the mode is switched to the motor driving mode to preferentially use the motor to output power and ensure the economy of the vehicle.

[0226] S460: Compare the SOC of the battery with the second set SOC.

[0227] If the SOC of the battery is less than the second set SOC, return to S430, and if the SOC of the battery is not less than the second set SOC, return to S460.

[0228] The first set SOC is less than the second set SOC, and the second set SOC is less than the third set SOC. When the SOC of the battery is less than the second set SOC, it indicates that the battery has too low power to continue to bear the normal power output of the motor for a long time. When the SOC of the battery is not less than the second set SOC, it indicates that the battery can continue to bear the normal power output of the motor for a long time. Since there is no charging gun to charge the battery in step S460, the power of the battery cannot be replenished in time, and therefore, the value of the second set SOC is set to be higher than the first set SOC to ensure that the battery has relatively more power to support consumption in the hybrid mode.

[0229] It should be noted that when there is no charging gun to charge the battery, if the hybrid mode is switched after the motor driving mode, the motor driving mode is no longer switched back.

[0230] Embodiment Four

[0231] The embodiment provides an on-board working control device of a hybrid vehicle, which is used to implement the on-board working control method in any of the above embodiments.

[0232] As shown in Figure 7 The on-board working control device of the hybrid vehicle includes a receiving starting module 21, an obtaining module 22, a driving power determining module 23, an optimal speed determining module 24, a comparing module 25, and a power adjusting module 26. The receiving starting module 21 is used to receive an on-board request and start the motor. The obtaining module 22 is used to obtain the current speed of the on-board implement and the current engine torque of the on-board implement. The driving power determining module 23 is used to determine the driving power of the on-board implement based on the current speed of the on-board implement and the current engine torque of the on-board implement. The optimal speed determining module 24 is used to determine the optimal speed of the on-board implement based on the driving power of the on-board implement. The comparing module 25 is used to compare the difference between the optimal speed and the current speed with a set difference. When the difference is not less than the set difference, the power adjusting module 26 is used to perform power adjustment. The power adjustment includes starting the engine and combining the clutch.

[0233] The hoisting operation control device on the hybrid vehicle receives the hoisting request through the starting module 21 and starts the motor, obtains the current rotating speed of the hoisting executor and the current engine torque of the hoisting executor through the obtaining module 22, determines the driving power of the hoisting executor based on the current rotating speed of the hoisting executor and the current engine torque of the hoisting executor through the driving power determination module 23, determines the optimal rotating speed of the hoisting executor based on the driving power of the hoisting executor through the optimal rotating speed determination module 24, compares the difference between the optimal rotating speed and the current rotating speed with the set difference value through the comparison module 25, and when the difference is not less than the set difference value, it indicates that the power supplied to the hoisting executor by the motor is insufficient, resulting in a significant decrease in the rotating speed of the hoisting executor, poor NVH performance, and damage to the service life of the hoisting executor, at this time, the power adjustment module 26 starts the engine and combines the clutch, so that the engine and the motor jointly provide the power required by the hoisting executor, and then the rotating speed of the hoisting executor can be increased and close to the optimal rotating speed, thereby ensuring the reliability of the hoisting executor operation.

[0234] The gear shifting control device of the vehicle provided in the fourth embodiment of the present application can be used to execute the gear shifting control method of the vehicle provided in the above-mentioned embodiments, and has the corresponding functions and beneficial effects.

[0235] Embodiment five

[0236] Figure 8 is a structural schematic diagram of a vehicle control system provided by an embodiment of the present application. The vehicle (or terminal device) is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The terminal device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smart phones, wearable devices (such as helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions, are merely examples, and are not intended to limit the implementation of the present application described and / or claimed herein.

[0237] As Figure 8As shown, the terminal device 100 includes one or more processors 110, and storage devices, such as a ROM 120, a random access memory (RAM) 130, and the like, which are communicatively connected to the processor 110. The storage devices store computer programs that are executable by the one or more processors. The processor 110 can perform various appropriate actions and processes according to the computer programs stored in the ROM 120 or loaded from the storage unit 180 into the RAM 130. Various programs and data required for the operation of the terminal device 100 can also be stored in the RAM 130. The processor 110, the ROM 120, and the RAM 130 are connected to each other through a bus 140. An I / O interface 150 is also connected to the bus 140.

[0238] Various components in the terminal device 100 are connected to the I / O interface 150, including an input unit 160, such as a keyboard, a mouse, and the like, an output unit 170, such as various types of displays, speakers, and the like, a storage unit 180, such as a magnetic disk, an optical disk, and the like, and a communication unit 190, such as a network card, a modem, a wireless communication transceiver, and the like. The communication unit 190 allows the terminal device 100 to exchange information / data with other devices through a computer network, such as the Internet, and / or various telecommunication networks.

[0239] The processor 110 can be various general and / or special purpose processing components having processing and computing capabilities. Some examples of the processor 110 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, and the like. The processor 110 performs various methods and processes described above, such as the shift control method of a vehicle.

[0240] In some embodiments, the shift control method of a vehicle can be implemented as a computer program tangibly embodied in a computer readable storage medium, such as the storage unit 180. In some embodiments, part or all of the computer program can be loaded and / or installed onto the terminal device 100 via the ROM 120 and / or the communication unit 190. When the computer program is loaded onto the RAM 130 and executed by the processor 110, one or more steps of the shift control method of a vehicle described above can be performed. Alternatively, in other embodiments, the processor 110 can be configured to perform the shift control method of a vehicle by any other appropriate means, such as by means of firmware.

[0241] The various embodiments of the systems and techniques described above can be implemented in digital electronic circuitry, integrated circuitry, a field programmable gate array (FPGA), an application specific integrated circuit (ASIC), a system on a chip (SOC), a load programmable logic device (CPLD), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include implementation in one or more computer programs that are executable and / or interpretable on a programmable system including at least one programmable processor, which can be special or general purpose, coupled to receive data and instructions from, and to transmit data and instructions to, a storage system, at least one input device, and at least one output device.

[0242] Computer programs used to implement the processes of the application can be written in any combination of one or more programming languages. These computer programs can be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the computer program, when executed, can cause instructions defined in the flow charts and / or block diagrams to be implemented. The computer program can be executed entirely on a machine, partially on a machine, partially on a machine as a standalone software package and partially on a remote machine or entirely on a remote machine or server.

[0243] In the context of the present application, a computer-readable storage medium can be a tangible medium that can contain or store computer programs for use by or in connection with an instruction execution system, apparatus, or device. Computer-readable storage media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium can be a machine-readable signal medium. More specific examples of the machine-readable storage medium will include one or more lines of electrical connections, portable computer disks, hard disk drives, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or Flash memory), optical fibers, portable compact disc read-only memories (CD-ROMs), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0244] To provide for interaction with a user, the systems and techniques described here can be implemented on a terminal device having a display, e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor, for displaying information to the user and a keyboard and a pointing device, e.g., a mouse or a trackball, by which the user can provide input to the terminal device. Other kinds of devices can be used to provide for interaction with a user as well; for example, feedback provided to the user can be any form of sensory feedback, e.g., visual feedback, auditory feedback, or tactile feedback; and input from the user can be received in any form, including acoustic, speech, or tactile input.

[0245] The systems and techniques described here can be implemented in a computing system that includes a back end component, e.g., as a data server, or that includes a middleware component, e.g., an application server, or that includes a front end component, e.g., a user computer having a graphical user interface or a Web browser through which a user can interact with an implementation of the systems and techniques described here, or any combination of such back end, middleware, or front end components. The components of the system can be interconnected by any form or medium of digital data communication, e.g., a communication network. Examples of communication networks include a local area network (LAN), a wide area network (WAN), a blockchain network, and the Internet.

[0246] The computing system can include clients and servers. A client and server are generally remote from each other and typically interact through a communication network. The relationship of client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other. A server can be a cloud server, also known as a cloud computing server or cloud host, which is a host product in the cloud computing service system, to solve the defects of large management difficulty and weak business scalability in traditional physical host and VPS service.

[0247] It should be understood that the various forms of flow shown above can be re-ordered, added to, or deleted from without departing from the scope of the present application. For example, the steps recited in the present application can be executed in parallel, executed in sequence, or executed in a different order, as long as the desired results of the technical solutions of the present application are achieved, and the present application is not limited herein.

[0248] Note that the above merely describes preferred embodiments of the present application and the principles of the technology applied. Those skilled in the art will understand that the present application is not limited to the specific embodiments described herein, and that various obvious changes, modifications and substitutions can be made to the present application without departing from the scope of the present application. Therefore, although the present application has been described in detail through the above embodiments, the present application is not limited to the above embodiments, and can include more other equivalent embodiments without departing from the concept of the present application, and the scope of the present application is determined by the scope of the claims.

Claims

1. A method for controlling an upper attachment operation of a hybrid vehicle, the vehicle comprising a battery, a charging interface, a power take-off, an oil pump, an upper attachment implement, and an engine, a clutch, an electric machine and a gearbox connected in sequence, the battery being electrically connected to the electric machine and the charging interface respectively, the charging interface being used for connecting a charging gun, the power take-off being drivingly connected to the gearbox, and the power take-off and the oil pump being drivingly connected, the oil pump being used for drivingly connecting to the upper attachment implement, characterized in that, The method for controlling the operation of the hybrid vehicle includes: receiving a loading request and starting the motor; obtaining the current speed of the loading implement and the current torque of the loading implement; determining the driving power of the loading implement based on the current speed of the loading implement and the current torque of the loading implement; determining the optimal speed of the loading implement based on the driving power of the loading implement, at which the NVH performance of the loading implement is optimal; comparing the difference between the optimal speed and the current speed with a set difference value; if the difference is less than the set difference value, returning to the step of obtaining the current speed of the loading implement and the current torque of the loading implement; if the difference is not less than the set difference value, performing power adjustment, which includes starting the engine and combining the clutch.

2. The hybrid vehicle upfitter control method of claim 1, wherein, The power adjustment further includes, after the step of starting the engine and combining the clutch, distributing the torque between the engine and the motor. The torque distribution between the engine and the motor includes the following steps: determining the required speed of the engine based on the optimal speed; the engine outputs the required speed; determining the optimal power of the engine based on the required speed of the engine, at which the fuel consumption of the engine is less than that of the engine outputting other power than the optimal power under the condition that the engine operates at the required speed; obtaining the correspondence between the optimal torque of the engine, the required speed of the engine and the optimal power; determining the optimal torque of the engine based on the required speed of the engine, the optimal power and the correspondence; obtaining the current engine torque of the engine; determining the adjustment torque output by the motor based on the difference between the current engine torque and the optimal torque and the SOC of the battery; the motor outputs the adjustment torque.

3. The hybrid vehicle work on board control method according to claim 2, characterized by, The method for controlling the operation of the hybrid vehicle further includes, after the step of power adjustment, the following steps: obtaining the maximum output power of the motor; determining the first effective output power of the motor based on the SOC of the battery and the maximum output power of the motor; determining the total required power based on the sum of the current engine torque and the adjustment torque and the required speed; determining whether the total required power is less than the first effective output power; if yes, turning off the engine and separating the clutch.

4. The hybrid vehicle work on board control method according to claim 2, characterized by, The method for controlling the operation of the hybrid vehicle further includes, synchronously with the steps of obtaining the current speed of the loading implement and the current torque of the loading implement, the following steps: obtaining the first current temperature of the motor; comparing the first current temperature with a first set temperature; if the first current temperature exceeds the first set temperature, performing temperature adjustment, which includes starting the engine and combining the clutch; and distributing the torque between the engine and the motor.

5. The hybrid vehicle upfitter control method of claim 4, wherein, The method for controlling the operation of the hybrid vehicle further includes, after the step of temperature adjustment, the following steps: obtaining the second current temperature of the motor and the maximum output power of the motor; determining a second effective output power of the motor based on the second current temperature and the maximum output power; obtaining a current engine speed and a current engine torque of the engine; obtaining a current motor torque of the motor; determining a total demand power based on a sum of the current motor torque and the current engine torque and the current engine speed; determining whether the total demand power is less than the second effective output power; if yes, comparing the second current temperature with a second set temperature, the second set temperature being less than the first set temperature; if the second current temperature is less than the second set temperature, shutting down the engine and separating the clutch.

6. The hybrid vehicle upfitter control method of claim 2, wherein, The method for controlling the operation of the upper equipment of the hybrid vehicle further comprises the following steps performed synchronously with the obtaining of the current speed of the upper equipment and the current torque of the upper equipment: determining whether the charging interface is connected with the charging gun; if yes, comparing the SOC of the battery with a first set SOC; if no, comparing the SOC of the battery with a second set SOC, the first set SOC being less than the second set SOC; when the SOC of the battery is less than the first set SOC or the SOC of the battery is less than the second set SOC, performing SOC adjustment, the SOC adjustment comprising starting the engine and engaging the clutch; distributing the torque between the engine and the motor.

7. The hybrid vehicle upfitter control method of claim 6, wherein, When determining whether the charging interface is connected with the charging gun, the method for controlling the operation of the upper equipment of the hybrid vehicle further comprises the following steps performed after the SOC adjustment: comparing the SOC of the battery with a third set SOC in real time, the third set SOC being greater than the second set SOC; when the SOC of the battery exceeds the third set SOC, shutting down the engine and separating the clutch.

8. An upper attachment operation control device for a hybrid vehicle, the vehicle comprising a battery, a charging interface, a power take-off, an oil pump, an upper attachment actuator, and an engine, a clutch, an electric motor and a gearbox connected in sequence, the battery being electrically connected to the electric motor and the charging interface respectively, the charging interface being used to connect a charging gun, the power take-off being drivingly connected to the gearbox, and the power take-off being drivingly connected to the oil pump, the oil pump being used to drivingly connect to the upper attachment actuator, characterized in that, The device for controlling the operation of the upper equipment of the hybrid vehicle comprises: a receiving starting module for receiving the request of the upper equipment and starting the motor; an obtaining module for obtaining the current speed of the upper equipment and the current engine torque of the upper equipment; a driving power determining module for determining the driving power of the upper equipment based on the current speed of the upper equipment and the current engine torque of the upper equipment; an optimal speed determining module for determining the optimal speed of the upper equipment based on the driving power of the upper equipment, the NVH performance of the upper equipment being optimal when the upper equipment operates at the optimal speed; a comparing module for comparing the difference between the optimal speed and the current speed with a set difference; a power adjusting module for performing power adjustment when the difference is not less than the set difference, the power adjustment comprising starting the engine and engaging the clutch.

9. A vehicle characterized by comprising: comprise: one or more processors; a storage device for storing one or more programs; when the one or more programs are executed by the one or more processors, the one or more processors control the vehicle to implement the method for controlling the operation of the upper equipment of the hybrid vehicle according to any one of claims 1-7.

10. A storage medium having stored thereon a computer program, characterized in that The program is executed by the processor to enable the vehicle to implement the method for controlling the operation of the upper equipment of the hybrid vehicle according to any one of claims 1-7.

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