Engine control methods, devices, equipment, storage media and program products

Abstract

This application relates to an engine control method, apparatus, device, storage medium, and program product, and pertains to the field of electric vehicle technology. The method includes: acquiring first reference information when the vehicle is stationary and the vehicle's power battery meets battery setting conditions; the first reference information includes at least fuel level and accelerator pedal opening; controlling the engine to enter a parking power generation mode when the first reference information meets the first setting conditions; the first setting conditions include at least fuel level meeting fuel level setting conditions and accelerator pedal opening meeting accelerator pedal setting conditions; in the parking power generation mode, the engine is running and charging the power battery; acquiring second reference information while the engine is in the parking power generation mode; and controlling the engine to exit the parking power generation mode when the second reference information meets the second setting conditions. This application enables the engine to charge the power battery when the power battery charge is low.

Description

Technical Field

[0001] This application relates to the field of electric vehicle technology, and in particular to an engine control method, device, equipment, storage medium, and program product. Background Technology

[0002] Plug-in hybrid electric vehicles have two driving modes: EV mode and HEV mode. In EV mode, the battery powers the vehicle; in HEV mode, the engine powers the vehicle.

[0003] In related technologies, plug-in hybrid electric vehicles are typically in EV mode in order to reduce emissions and noise when using an engine as a power source.

[0004] However, when the battery is low, the vehicle can usually only switch to HEV mode and use the engine as the power source to drive the vehicle. Summary of the Invention

[0005] This application provides an engine control method, device, equipment, storage medium, and program product, which allows the user to actively trigger the engine to charge the power battery when the battery charge is low, even while the vehicle is parked. The technical solution is as follows:

[0006] According to one aspect of this application, an engine control method is provided, the method being executed by a vehicle control system, the vehicle being a hybrid electric vehicle, the method comprising:

[0007] When the vehicle is stationary and the vehicle's power battery meets the battery setting conditions, first reference information is acquired; the first reference information includes at least the fuel level and the accelerator pedal opening.

[0008] When the first reference information meets the first set condition, the engine is controlled to enter the parking power generation mode; the first set condition includes at least the fuel level meeting the fuel level setting condition and the accelerator pedal opening meeting the accelerator setting condition; in the parking power generation mode, the engine is running and charging the power battery;

[0009] When the engine is in the parking power generation mode, second reference information is acquired;

[0010] When the second reference information meets the second set conditions, the engine is controlled to exit the parking power generation mode.

[0011] According to one aspect of this application, an engine control device is provided, the device comprising:

[0012] The first acquisition module is used to acquire first reference information when the vehicle is stationary and the vehicle's power battery meets the battery setting conditions; the first reference information includes at least the fuel level and the accelerator pedal opening.

[0013] A first control module is configured to control the engine to enter a parking power generation mode when the first reference information meets a first set condition; the first set condition includes at least the fuel level meeting a fuel level setting condition and the accelerator pedal opening meeting a throttle setting condition; in the parking power generation mode, the engine is running and charging the power battery.

[0014] The second acquisition module is used to acquire second reference information when the engine is in the parking power generation mode;

[0015] The second control module is used to control the engine to exit the parking power generation mode when the second reference information meets the second set conditions.

[0016] In some embodiments, the first reference information further includes: charging gun status, power system status, drive mode, brake pedal status, engine coolant temperature, and power battery temperature;

[0017] The first setting conditions also include: the charging gun is not powered on, the power system status meets the set conditions, the driving mode is HEV mode, the brake pedal is not used, the engine coolant temperature meets the coolant temperature setting conditions, and the power battery temperature meets the temperature setting conditions.

[0018] The second reference information includes at least one of the following: the power battery charge, the fuel level, the charging gun status, the power system status, the drive mode, the brake pedal status, the engine coolant temperature, and the power battery temperature;

[0019] The second setting condition includes at least one of the following: the power battery charge reaches the target charge, the oil level is lower than a specified threshold, the charging gun is energized, the power system status does not meet the setting condition, the driving mode is EV mode, the brake pedal is in use, the engine coolant temperature does not meet the coolant temperature setting condition, and the power battery temperature does not meet the temperature setting condition.

[0020] In some embodiments, the first control module is configured to obtain charging power based on the accelerator pedal opening when the first reference information satisfies a first set condition;

[0021] The first control module is used to control the engine to enter the parking power generation mode according to the charging power.

[0022] In some embodiments, the charging power is inversely related to the state of charge (SOC) of the power battery.

[0023] In some embodiments, the device further includes: a third acquisition module, configured to acquire the accelerator pedal opening when the engine enters the parking power generation mode;

[0024] The third acquisition module is used to control the engine to maintain the parking power generation mode according to the minimum charging power when the accelerator pedal opening is at its minimum opening.

[0025] In some embodiments, the control system includes a vehicle controller (HCU) management unit and an instrument controller (ICM) management unit connected to the HCU management unit;

[0026] The device further includes: a first feedback module, used to send a first feedback signal to the ICM management unit through the HCU management unit when the engine enters the parking power generation mode;

[0027] The first feedback module is configured to display a first reminder message through the ICM management unit when the ICM management unit receives the first feedback signal; the first reminder message is used to indicate to the user that the engine is charging the power battery;

[0028] The device further includes: a second feedback module, used to send a second feedback signal to the ICM management unit through the HCU management unit when the engine exits the parking power generation mode;

[0029] The second feedback module is used to display a second reminder message through the ICM management unit when the ICM management unit receives the second feedback signal; the second reminder message is used to instruct the user to stop the engine from charging the power battery.

[0030] According to another aspect of this application, a computer device is provided, the computer device including a processor and a memory, the memory storing at least one computer instruction, the at least one computer instruction being loaded and executed by the processor to implement the engine control method as described above.

[0031] According to another aspect of this application, a computer-readable storage medium is provided, wherein at least one computer instruction is stored therein, the at least one computer instruction being loaded and executed by a processor to implement the engine control method as described above.

[0032] According to another aspect of this application, a computer program product is provided, the computer program product including computer instructions stored in a computer-readable storage medium, wherein a processor reads from the computer-readable storage medium and executes the computer instructions to implement the engine control method described above.

[0033] The technical solutions provided in this application embodiment may have the following beneficial effects:

[0034] For vehicles with low battery levels that urgently need charging, the user can actively trigger the engine to enter parking power generation mode to charge the battery when the vehicle is stopped and the engine's parking power generation conditions are met (i.e., the aforementioned first reference information meets the first set condition). Correspondingly, when the engine is in parking power generation mode and the exit conditions are met (i.e., the aforementioned second reference information meets the second set condition), the engine can be controlled to exit parking power generation mode. This solution allows the user to actively trigger the engine to charge the battery when its battery level is low, and it can also exit parking power generation mode when the battery reaches the target charging effect or when the engine's parking power generation capability is no longer available. This expands the scenarios for charging the battery while saving engine fuel, ensuring the battery's charge level. Attached Figure Description

[0035] 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.

[0036] Figure 1 This is a schematic diagram of the powertrain system of a BEV provided in an exemplary embodiment of this application;

[0037] Figure 2 This is a schematic diagram of the powertrain system of an HEV provided in an exemplary embodiment of this application;

[0038] Figure 3 This is a schematic diagram of the powertrain system of a PHEV provided in an exemplary embodiment of this application;

[0039] Figure 4 This is a schematic diagram of the implementation environment of an engine control method provided in an exemplary embodiment of this application;

[0040] Figure 5 This is a schematic diagram of a control system provided in an exemplary embodiment of this application;

[0041] Figure 6This is a flowchart of an exemplary embodiment of the engine control method provided in this application;

[0042] Figure 7 This is a flowchart of a hybrid vehicle forced parking power generation method provided in an exemplary embodiment of this application;

[0043] Figure 8 This is a block diagram illustrating an engine control device in an exemplary embodiment of this application;

[0044] Figure 9 This is a structural block diagram of a control system provided in an exemplary embodiment of this application.

[0045] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. Detailed Implementation

[0046] 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.

[0047] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0048] The terminology used in this disclosure is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. The singular forms “a,” “the,” and “the” as used in this disclosure and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0049] In this application embodiment, the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of related data must comply with the relevant laws, regulations and standards of relevant countries and regions.

[0050] It should be understood that although the terms first, second, etc., may be used in this disclosure to describe various information, such information should not be limited to these terms. These terms are only used to distinguish information of the same type from one another. For example, a first parameter may also be referred to as a second parameter without departing from the scope of this disclosure, and similarly, a second parameter may also be referred to as a first parameter. Depending on the context, the word "if" as used herein may be interpreted as "when," "when," or "in response to determination."

[0051] The following is a definition of some terms used in this application:

[0052] 1) Battery Electric Vehicles (BEVs): Also known as pure electric vehicles, these are powered solely by batteries and driven only by an electric motor. These vehicles can achieve zero emissions during operation. BEVs can be equipped with large-capacity batteries and offer both AC slow charging and DC fast charging interfaces. Because these vehicles rely solely on batteries for energy, and given the current state of battery performance and charging infrastructure, pure electric vehicles can cause significant range anxiety for users.

[0053] Please refer to Figure 1 This illustrates a schematic diagram of the powertrain system of a BEV provided in an exemplary embodiment of this application. Figure 1 As shown, the power system of a pure electric vehicle consists of a power battery 11, an electric motor 12, and a controller. The power battery 11 stores electrical energy, the electric motor 12 converts electrical energy into mechanical energy to drive the wheels 13, and the controller adjusts the output of the electric motor 12 according to the user's operation. The power battery 11 is the only energy storage device in a BEV and can be charged through external charging facilities, such as household sockets or public charging stations.

[0054] 2) Hybrid Electric Vehicles (HEVs): These vehicles are powered by both gasoline and batteries, with both an engine and an electric motor providing power. HEVs typically have smaller batteries and do not have charging ports; the batteries are recharged through energy recovery during operation. The electric motors in these vehicles have lower power outputs, assisting the engine in starting and acceleration. The electric motor's high torque improves overall efficiency during start-up and acceleration, reducing overall fuel consumption. Because they rely on gasoline for energy, HEVs do not have the range anxiety associated with pure electric vehicles. By optimizing the coordination between the engine and electric motor, HEVs can improve fuel efficiency and reduce emissions.

[0055] Please refer to Figure 2 This illustrates a schematic diagram of the powertrain system of an HEV provided in an exemplary embodiment of this application. Figure 2 As shown, the power system of a hybrid electric vehicle consists of an engine 21 (i.e., an internal combustion engine), an electric motor 22, a power battery 23, an energy recovery unit, and a power control unit. The engine 21 is one of the main power sources, responsible for driving the wheels 25 or, under certain conditions, charging the power battery 23. The engine 21 provides power to the wheels 25 by burning fuel (such as gasoline or diesel) in the fuel tank 24. The engine 21 can operate within its efficient operating range, reducing the energy consumption of the HEV. The electric motor 22 can assist the engine 21 in driving the wheels 25, providing additional power (especially during acceleration or hill climbing), or it can independently drive the wheels 25 at low speeds or under light loads, achieving zero-emission driving. The power battery 23 stores electrical energy for use by the electric motor 22. The battery pack of the power battery 23 is typically small and relies on the energy recovery unit for charging, rather than being designed for external plug-in charging. The energy recovery unit: During vehicle braking or coasting, the electric motor 22 reverses its direction to act as a generator 26, converting the vehicle's kinetic energy into electrical energy, which is then stored in the power battery 23. This process is also known as regenerative braking. Power control unit: Through complex algorithms and sensors, it monitors the vehicle status in real time (such as vehicle speed, load, battery charge, etc.) and automatically adjusts the power distribution between engine 21 and electric motor 22 to ensure the efficient operation of the power system.

[0056] 3) Plug-in Hybrid Electric Vehicle (PHEV): This is a new energy vehicle that falls between pure electric vehicles and gasoline vehicles. It has the engine, transmission, drive system, fuel line, and fuel tank of a traditional car, as well as the battery, electric motor, and control circuit of a pure electric vehicle. Moreover, the battery capacity is relatively large and there is a charging interface. PHEV combines the advantages of pure electric vehicles and hybrid vehicles, which can achieve pure electric, zero-emission driving, and can also increase the vehicle's driving range through hybrid mode.

[0057] Please refer to Figure 3 This illustrates a schematic diagram of the powertrain system of a PHEV provided in an exemplary embodiment of this application. Figure 3 As shown, a plug-in hybrid electric vehicle (PHEV) is equipped with two power systems. One power system includes a conventional engine 31, which powers the wheels 33 by burning fuel (such as gasoline or diesel) from the fuel tank 32. The other power system is an electric drive system, including a battery 34 and an electric motor 35. Unlike HEVs, PHEVs have a larger battery capacity in their battery 34, which can be charged by an external power source (such as a household outlet or charging station), rather than relying solely on energy recovery during vehicle operation. By prioritizing the use of electricity under appropriate conditions, PHEVs reduce their dependence on fuel, lower emissions, and are also more economical due to the relatively low cost of electricity.

[0058] PHEVs include two driving modes: Electric Vehicle (EV) and HEV. When the battery 34 has a sufficient charge, the PHEV can operate entirely in EV mode, driven by the electric motor 35, achieving zero-emission pure electric driving. This generally meets daily short-distance travel needs, with a driving range varying depending on the model, typically between 30 and 100 kilometers. When the battery 34 has a low charge, the vehicle automatically switches to HEV mode. In this mode, the engine 31 starts, providing driving force and charging the battery 34 via the generator 36, ensuring the continuous operation of the electric motor 35 and replenishing the battery 34's charge. During braking or deceleration, the PHEV can convert some of the vehicle's kinetic energy into electrical energy through an energy recovery system, storing it back in the battery 34 to improve energy efficiency. PHEVs are typically equipped with an advanced power management system that can automatically or manually switch power modes based on road conditions, driving habits, and user selection to achieve optimal energy efficiency and driving experience.

[0059] In other words, plug-in hybrid electric vehicles offer an environmentally friendly and practical driving solution by combining the advantages of two power sources.

[0060] With the increase in hybrid vehicles, the competitive pressure in the hybrid market is increasing day by day. Users' requirements for hybrid technology and functions are becoming more and more diversified. During the vehicle development process, when there are situations with low battery and high liquid level, if the HEV mode is not switched at this time, the instrument will display a message that the battery is too low and please charge it immediately. If this continues, it will cause the battery to be depleted.

[0061] Therefore, the solution shown in the following embodiments of this application can be adopted to realize vehicle-mounted power generation. This application can be used as a special scenario or emergency scenario in user scenarios. After vehicle-mounted power generation, and when the power supply meets the demand, the driver can drive the vehicle to the nearest charging station for emergency charging.

[0062] Please refer to Figure 4 This diagram illustrates an implementation environment for an engine control method provided in an exemplary embodiment of this application. Figure 4 As shown, the implementation environment may include a terminal device 110 and a server 120. The terminal device 110 and the server 120 may be directly or indirectly connected via wired or wireless communication (communication network), and this application does not impose any restrictions on this connection.

[0063] Optionally, the terminal device 110 may be a control system for a plug-in hybrid electric vehicle, but is not limited thereto. A client application running a target application may be installed in the terminal device 110. This target application may be an application with information acquisition and engine control functions, such as a vehicle controller. This application does not limit the form of the target application.

[0064] Please refer to Figure 5 This illustration shows a schematic diagram of a control system provided in an exemplary embodiment of this application. The computer system can be implemented as an architecture for a configuration system of an engine control method. Figure 5 As shown, the control system may include: a Hybrid Control Unit (HCU) management unit 501, an Instrument Cluster Module (ICM) management unit 502, a Body Control Module (BCM) management unit 503, an Infotainment Host Unit (IHU) management unit 504, and an Engine Management System (EMS) management unit 505. The HCU management unit 501 communicates with the ICM management unit 502, BCM management unit 503, IHU management unit 504, and EMS management unit 505 via an internal vehicle communication network (such as a CAN bus).

[0065] The HCU management unit 501 is the main controller of the plug-in hybrid electric vehicle. It determines the torque distribution between the engine and electric motor, the opening and closing of high-voltage circuits, engine start / stop, and accessory activation based on user intent, vehicle driving status, and the operating status of various components (including the engine, transmission, motor, and battery). The ICM management unit 502 controls various displays on the instrument panel, including the speedometer, tachometer, and warning lights, providing real-time vehicle status information to the user. The ICM management unit 502 receives data from the BCM management unit 503 and the EMS management unit 505, processes the data, and displays it intuitively on the instrument panel. The BCM management unit 503 manages the vehicle's non-power system electronic equipment, such as lights, windows, door locks, and wipers. The BCM management unit 503 communicates with the HCU management unit 501 and other electronic control units via the Controller Area Network (CAN) bus, receiving input signals and sending control commands to ensure the automation and convenience of vehicle functions. The IHU (Information Hub) management unit 504 manages the vehicle's infotainment system, including audio playback, navigation, Bluetooth connectivity, and multimedia interfaces. The IHU management unit 504 is a central processing unit integrating various entertainment and information functions, interacting with the user through a user interface. The EMS (Electronic Management System) management unit 505 is an electronic control system used to manage and optimize engine operation. The EMS management unit 505 achieves precise control of engine operation by integrating various sensors, actuators, and electronic control units (ECUs).

[0066] Optionally, server 120 can be a standalone physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing basic cloud computing services such as cloud servers, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content delivery networks (CDNs), and big data and artificial intelligence platforms. Among these, the cloud server for big data and artificial intelligence platforms can provide artificial intelligence cloud services. Server 120 can be a backend server for the aforementioned target application, used to provide backend services to the clients of the target application.

[0067] For example, when the vehicle is stationary and the vehicle's power battery meets the battery setting conditions, the terminal device 110 can acquire first reference information, which includes at least the fuel level and the accelerator pedal opening. The terminal device 110 determines whether the first reference information meets the first setting conditions. If the first reference information meets the first setting conditions, the terminal device 110 controls the engine to enter the parking power generation mode. The first setting conditions include at least the fuel level meeting the fuel level setting condition and the accelerator pedal opening meeting the accelerator pedal setting condition. In the parking power generation mode, the engine is running and charging the power battery. When the engine is in the parking power generation mode, the terminal device 110 can acquire second reference information. The terminal device 110 determines whether the second reference information meets the second setting conditions. If the second reference information meets the second setting conditions, the terminal device 110 controls the engine to exit the parking power generation mode.

[0068] Optionally, the terminal device 110 may also send the first reference information to the server 120. The server 120 determines whether the first reference information meets the first set condition and sends the determination result to the terminal device 110. If the first reference information meets the first set condition, the terminal device 110 controls the engine to enter the parking power generation mode. The first set condition includes at least the fuel level meeting the fuel level setting condition and the accelerator pedal opening meeting the accelerator pedal setting condition. In the parking power generation mode, the engine is running and charging the power battery. When the engine is in the parking power generation mode, the terminal device 110 can obtain the second reference information. Accordingly, the terminal device 110 can send the second reference information to the server 120. The server 120 determines whether the second reference information meets the second set condition and sends the determination result to the terminal device 110. If the second reference information meets the second set condition, the terminal device 110 controls the engine to exit the parking power generation mode.

[0069] Please refer to Figure 6 The diagram illustrates a flowchart of an engine control method provided in an exemplary embodiment of this application. This method is executed by the vehicle's control system. The vehicle is a hybrid electric vehicle, such as... Figure 6 As shown, the method may include steps 610, 620, 630 and 640.

[0070] Step 610: When the vehicle is stationary and the vehicle's power battery meets the battery setting conditions, obtain first reference information; the first reference information includes at least the fuel level and the accelerator pedal opening.

[0071] The vehicle being stationary refers to the vehicle currently being parked; the vehicle's power battery meets the battery setting conditions, which could be that the high-voltage battery SOC is below threshold A (e.g., threshold A is 80%). At this time, the vehicle's HCU management unit can obtain the first reference information and send it to the server.

[0072] The aforementioned first reference information can be used to indicate the current status of the vehicle.

[0073] Fuel quantity can include fuel level, i.e., the amount of fuel remaining in the vehicle's fuel tank. For example, the vehicle's HCU management unit can obtain the fuel quantity through the ICM management unit.

[0074] Accelerator pedal opening refers to the distance or angle at which a driver presses the accelerator pedal. For example, electronic sensors can detect accelerator pedal opening and convert it into an electrical signal, which is then transmitted to the electronic control unit (ECU). The ECU controls the fuel injection quantity based on the electrical signal to achieve precise control of engine power.

[0075] Step 620: When the first reference information meets the first set conditions, control the engine to enter the parking power generation mode; the first set conditions include at least the fuel quantity meeting the fuel quantity setting conditions and the accelerator pedal opening meeting the throttle setting conditions; in the parking power generation mode, the engine is running and charging the power battery.

[0076] The aforementioned parking power generation mode is a mode in which the control system controls the engine to charge the power battery, provided that the first reference information meets the first set conditions. In parking power generation mode, the engine can maintain a stable operating state and charge the power battery at a set charging power.

[0077] For example, the first setting condition mentioned above can be a condition pre-set by the developers to determine whether the vehicle can enter the parking power generation mode. Specifically, the fuel level meeting the fuel level setting condition means that the remaining fuel in the vehicle's fuel tank reaches a specified level; the accelerator pedal opening meeting the throttle setting condition means that the accelerator pedal opening is greater than a threshold B and lasts for at least C seconds (e.g., B is 25%, C is 3 seconds). At this time, the vehicle's HCU management unit can send an engine start command to the EMS management unit. After receiving the engine start command, the EMS management unit controls the engine to ignite and start, and charges the power battery.

[0078] In this context, the engine being operational and charging the battery refers to the engine transferring the mechanical energy generated by burning fuel to a generator (such as an alternator); the generator then converts the mechanical energy into electrical energy. This regulated electrical energy can then be supplied to the battery for charging.

[0079] In one possible implementation, the aforementioned first reference information may further include vehicle location information and target charging station location information, wherein the target charging station includes the charging station with the shortest distance to the vehicle's current location. Then, the vehicle's control system can obtain the target amount of electricity consumed by the vehicle traveling from its current location to the target charging station based on the vehicle's location information and the target charging station's location information, and thus obtain the target amount of fuel required for the parking power generation mode. Accordingly, the fuel quantity setting condition can be met if the remaining fuel in the vehicle's fuel tank is greater than the target fuel quantity. In other words, the aforementioned fuel quantity setting condition can be related to the location information of the target charging station.

[0080] Step 630: Obtain second reference information while the engine is in parking generator mode.

[0081] The aforementioned second reference information can be vehicle status information, which can be used to indicate that the vehicle is in parking power generation mode; for example, the second reference information can be the vehicle's fuel level or the accelerator pedal opening.

[0082] Step 640: If the second reference information meets the second set conditions, control the engine to exit the parking power generation mode.

[0083] For example, the second setting condition mentioned above can be a condition pre-set by the developers to determine whether the parking power generation mode can be exited. For instance, the second setting condition could be that the vehicle's power battery has reached the target charge level, or that the current vehicle state does not meet the conditions for parking power generation. In this case, the vehicle's HCU management unit can send an engine stop command to the EMS management unit. After receiving the engine stop command, the EMS management unit controls the engine to stop working.

[0084] In summary, the solution presented in this application, for vehicles with low power battery charge and urgent need for charging, allows the user to actively trigger the engine to enter parking power generation mode via the accelerator pedal when the vehicle is stopped and the engine's parking power generation conditions are met (i.e., the aforementioned first reference information meets the first set condition), thereby charging the power battery. Correspondingly, when the engine is in parking power generation mode and the exit conditions are met (i.e., the aforementioned second reference information meets the second set condition), the user can actively trigger the engine to exit parking power generation mode via the accelerator pedal. This solution can charge the power battery via the engine when the power battery charge is low, and it can also exit parking power generation mode when the power battery reaches the target charging effect or when the engine's parking power generation capability is no longer available. This expands the scenarios for charging the power battery while saving engine fuel, ensuring the power battery's charge level.

[0085] Based on the above Figure 2In one possible implementation of the scheme shown in the embodiments, the first reference information further includes: charging gun status, power system status, drive mode, brake pedal status, engine coolant temperature, and power battery temperature.

[0086] The first set conditions also include: the charging gun is not powered on, the power system status meets the set conditions, the drive mode is HEV mode, the brake pedal is not used, the engine coolant temperature meets the coolant temperature set conditions, and the power battery temperature meets the temperature set conditions.

[0087] The second reference information includes at least one of the following: power battery status, fuel level, charging gun status, power system status, drive mode, brake pedal status, engine coolant temperature, and power battery temperature.

[0088] The second setting condition includes at least one of the following: the power battery charge reaches the target charge, the fuel level is lower than the specified threshold, the charging gun is energized, the power system status does not meet the setting condition, the drive mode is EV mode, the brake pedal is in use, the engine coolant temperature does not meet the coolant temperature setting condition, and the power battery temperature does not meet the temperature setting condition.

[0089] The charging gun status mentioned above indicates whether the charging gun is energized. Specifically, a non-energized charging gun indicates that the vehicle is not charging at a charging station, while an energized charging gun indicates that the vehicle is currently charging at a charging station.

[0090] The aforementioned powertrain status can be used to indicate whether the vehicle's powertrain is ready. For example, the powertrain status can indicate whether the vehicle is in a PT-Ready state. Accordingly, if the powertrain status meets the set condition, the vehicle is in a PT-Ready state; if the powertrain status does not meet the set condition, the vehicle is not in a PT-Ready state. Specifically, "PT-Ready" in the PT-Ready state refers to Powertrain Ready. A PT-Ready state means that the vehicle's powertrain has completed all self-check processes, confirming that all subsystems (such as the electric motor, transmission, and battery management system) are functioning normally. Once this state is reached, the user (such as the driver) can engage gears and press the accelerator pedal.

[0091] The aforementioned driving mode can be used to indicate which driving mode the vehicle is in, i.e., whether the vehicle is in EV mode or HEV mode.

[0092] The aforementioned brake pedal status can be used to indicate the brake pedal depth, i.e., whether the driver is using the brake pedal.

[0093] The engine coolant temperature mentioned above can be used to indicate the temperature of the coolant in the engine cooling system. Accordingly, the coolant temperature setting conditions can be preset by the developers. For example, the engine coolant temperature meeting the setting conditions means that the engine coolant temperature is below a specified temperature threshold, which can be 120°C. Specifically, when the engine coolant temperature exceeds the suitable operating temperature (e.g., the coolant temperature is above the specified temperature threshold), it indicates a problem with the cooling system, such as insufficient coolant, radiator blockage, thermostat malfunction, radiator fan failure, or water pump failure. This may accelerate the wear of internal engine components, leading to seal failure, cylinder head gasket damage, or even serious engine damage.

[0094] The aforementioned battery temperature can be used to indicate the operating temperature of the battery. Correspondingly, the temperature setting conditions can be preset by the developers. For example, the battery temperature meeting the temperature setting conditions could mean the battery temperature is below a specified temperature threshold, which could be 70°C. Specifically, when the battery temperature exceeds the suitable operating temperature (e.g., the battery temperature is above the specified temperature threshold), the internal chemical reactions of the battery accelerate, potentially generating more heat and increasing the risk of thermal runaway. Thermal runaway can lead to battery damage, fire, or even explosion. Prolonged operation in high-temperature environments accelerates the decomposition of the battery's internal chemical components, reduces the number of charge-discharge cycles, and thus shortens the overall lifespan of the battery.

[0095] The aforementioned battery status indicates whether the battery has reached a target charge level. This target charge level can be preset by the driver, representing the desired charge level achieved through parking-based battery generation. In other words, when the battery reaches the target charge level, it signifies that the battery has met the driver's charging needs. At this point, the vehicle's HCU (Hydraulic Control Unit) can send an engine stop command to the EMS (Electronic Management System) unit. Upon receiving the command, the EMS unit controls the engine to stop operating.

[0096] The aforementioned fuel level can be used to indicate whether the engine has enough fuel to meet the minimum requirements for engine parking power generation; correspondingly, the specified fuel level threshold can be preset by the developers. When the fuel level is high (e.g., greater than the specified fuel level threshold), it means that the engine has enough fuel to meet the requirements for engine parking power generation, and at this time, the engine can charge the power battery; when the fuel level is low (e.g., below the specified fuel level threshold), it means that the engine does not have enough fuel to meet the requirements for engine parking power generation, and at this time, the engine does not have the conditions to charge the power battery.

[0097] In this embodiment of the application, the first setting condition mentioned above must be met simultaneously, and the control system can control the engine to enter the parking power generation mode; correspondingly, when any one of the second setting conditions mentioned above is met, the control system should control the engine to exit the parking power generation mode.

[0098] Based on the above embodiments, this embodiment illustrates the specific contents that the first reference information, the first setting condition, the second reference information, and the second setting condition may include, providing further limiting conditions for the engine to enter or exit the parking power generation mode. Specifically, when the vehicle's state is insufficient to allow the engine to charge the power battery, the engine is not controlled to generate electricity in the parking mode; when the power battery's charge reaches the target charge, the engine is controlled to exit the parking power generation mode. This embodiment can meet the needs of parking power generation while ensuring vehicle safety.

[0099] Based on the solutions in the above embodiments, in one possible implementation, step 620 can be implemented as follows:

[0100] When the first reference information meets the first set conditions, the charging power is obtained according to the accelerator pedal opening; and the engine is controlled to enter the parking power generation mode according to the charging power.

[0101] Optionally, in parking power generation mode, the charging power can be adjusted according to the accelerator pedal opening.

[0102] The accelerator pedal opening can measure the driver's demand for parking-based power generation. The greater the accelerator pedal opening, the higher the driver's demand for parking-based power generation, and correspondingly, the greater the charging power can be.

[0103] For example, developers can pre-set a first lookup table for charging power, which indicates the mapping relationship between accelerator pedal opening and charging power. Accordingly, obtaining charging power based on accelerator pedal opening can be implemented as follows: querying the first lookup table for charging power based on accelerator pedal opening to obtain the charging power. For example, charging power can be positively correlated with accelerator pedal opening; specifically, the first lookup table for charging power can be as shown in Table 1.

[0104] Table 1

[0105] Accelerator pedal opening 25％ 30％ 60％ 80％ …… Charging power (W) 1400 1600 2000 2500 ……

[0106] After determining the charging power, the vehicle's HCU management unit can send an engine start command to the EMS management unit (to instruct the engine to start). Upon receiving the engine start command, the EMS management unit can adjust the engine speed and load according to the charging power, allowing the engine to operate within its high-efficiency range to generate the necessary electrical energy to charge the power battery. At this time, the engine acts as a generator, delivering the generated electrical energy to the power battery through the onboard charging system. This method utilizes vehicle downtime to replenish the power battery's charge, improving overall energy efficiency.

[0107] Based on the above embodiments, this embodiment shows a feasible solution for controlling the engine to enter the parking power generation mode. Specifically, it can include: controlling the engine to enter the parking power generation mode to generate electricity for the power battery according to the charging power corresponding to the accelerator pedal opening of the vehicle; this solution can automatically match the reasonable charging power of the engine according to the driver's demand for parking power generation, thereby improving the human-vehicle interaction efficiency between the driver and the vehicle.

[0108] Based on the solutions in the above embodiments, in one possible implementation, the charging power is inversely correlated with the state of charge (SOC) of the power battery.

[0109] In this embodiment, the State of Charge (SOC) of the battery can measure the health of the power battery. The lower the SOC, the lower the battery's charge level. In this case, it is necessary to quickly charge the power battery using a parking generator, meaning a higher charging power can be used.

[0110] For example, charging power can be related to both the accelerator pedal opening and the state of charge (SOC) of the battery. In other words, the charging power is jointly determined by the accelerator pedal opening and the SOC of the battery. The above-mentioned method of obtaining charging power based on accelerator pedal opening can mean that each accelerator pedal opening corresponds to a range of charging power values. With the same accelerator pedal opening, vehicles with lower SOCs have higher charging power, and vehicles with higher SOCs have lower charging power. For instance, if vehicle 1 has a battery SOC of 50% and vehicle 2 has a battery SOC of 40%, the corresponding charging power range is 1700 to 1800. Accordingly, the charging power for vehicle 1 can be 1700, and the charging power for vehicle 2 can be 1800.

[0111] Based on the above embodiments, this embodiment shows a feasible solution related to the charging power and the battery state of charge (SOC). Specifically, it may include: the lower the battery SOC, the higher the charging power; the higher the battery SOC, the lower the charging power. This solution can automatically match a reasonable charging power according to the battery SOC of the vehicle's power battery, so as to quickly charge the power battery when the power battery is low, thereby improving the working efficiency of the parking generator.

[0112] Based on the solutions in the above embodiments, in one possible implementation, the engine control method further includes:

[0113] When the engine is in parking power generation mode, the accelerator pedal opening is obtained; when the accelerator pedal opening is at its minimum, the engine is controlled to remain in parking power generation mode based on the minimum charging power.

[0114] The engine entering parking generator mode means that the engine is charging the battery. In this mode, the vehicle's control system can adjust the engine's charging power based on the accelerator pedal opening; the greater the accelerator pedal opening, the greater the engine's charging power.

[0115] The minimum opening can be a minimum value of the accelerator pedal opening preset by the developers; for example, the minimum opening can be 0 or 10%. The minimum charging power can be a fixed value (such as a small number) of charging power preset by the developers; for example, the minimum charging power can be 500W or 400W.

[0116] In other words, when the minimum opening is 0, this solution allows the driver to completely release the accelerator pedal after the engine enters the parking power generation mode. At this time, the engine charges the battery at its minimum charging power, meaning the driver does not need to continuously apply pressure to the accelerator pedal to achieve the purpose of parking power generation. Correspondingly, when the minimum opening is a smaller value (non-zero), the driver can lightly press the accelerator pedal to allow the engine to charge the battery at its minimum charging power.

[0117] Based on the above embodiments, this embodiment shows that after the engine enters the parking power generation mode, when the accelerator pedal opening is at its minimum, the engine can charge the power battery with a fixed minimum charging power. This solution can reduce the manual operation process and improve the automation level of parking power generation while maintaining parking power generation.

[0118] Based on the solutions in the above embodiments, in one possible implementation, the control system includes a vehicle control unit (HCU) and an instrument cluster controller (ICM) connected to the HCU. The above engine control method further includes:

[0119] When the engine enters the parking power generation mode, the first feedback signal is sent to the ICM management unit through the HCU management unit.

[0120] Upon receiving the first feedback signal, the ICM management unit displays a first reminder message; the first reminder message is used to indicate to the user that the engine is charging the power battery.

[0121] When the engine exits the parking power generation mode, a second feedback signal is sent from the HCU management unit to the ICM management unit.

[0122] Upon receiving the second feedback signal, the ICM management unit displays a second reminder message; the second reminder message is used to instruct the user to stop the engine from charging the power battery.

[0123] Please refer to the above for a description of the control system architecture. Figure 5 The corresponding descriptions will not be repeated here.

[0124] In this embodiment, the control system can integrate and manage data from different management units through the HCU management unit to achieve comprehensive monitoring and control of the vehicle. The control system can collect and display real-time vehicle information, including fuel level, cumulative mileage, and vehicle speed, through the ICM management unit. This information can be provided to the ICM management unit by the vehicle's sensors, such as the vehicle's wheel speed sensors, which can measure the vehicle speed. Subsequently, the ICM management unit can send this information to the HCU management unit.

[0125] The first feedback signal is used to indicate to the ICM management unit that the engine has entered parking power generation mode and is charging the power battery. Accordingly, upon receiving the first feedback signal, the ICM management unit can display a pre-set first text message or first icon message on the instrument panel for a limited time. The pre-set first text message can be either "Engine has entered parking power generation mode" or "Engine is charging the power battery," to inform the user that the engine is in parking power generation mode. The pre-set first text message automatically disappears after 5 seconds of display.

[0126] The second feedback signal is used to instruct the ICM management unit that the engine has exited the parking generator mode and stopped charging the power battery. Accordingly, upon receiving the second feedback signal, the ICM management unit can display a pre-set second text message or second icon message on the instrument panel for a limited time. The pre-set second text message can be either "Engine has exited parking generator mode" or "Engine has stopped charging the power battery," to inform the user that the engine is not in parking generator mode. The pre-set second text message will automatically disappear after 5 seconds.

[0127] In one possible implementation, the engine control method further includes: when the engine exits the parking generator mode, the ICM management unit displays fuel consumption information.

[0128] The aforementioned fuel consumption information can be used to indicate the amount of fuel consumed in the engine's parking power generation mode. For example, when the engine enters parking power generation mode, the ICM management unit can send a first fuel quantity signal to the HCU management unit, which then obtains the first fuel quantity based on this signal. After the engine exits parking power generation mode, the ICM management unit can send a second fuel quantity signal to the HCU management unit, which then obtains the second fuel quantity. The HCU management unit calculates the amount of fuel consumed by the engine in this parking power generation operation (i.e., the aforementioned fuel consumption information) based on the difference between the first and second fuel quantities. Accordingly, the HCU management unit sends a fuel consumption signal to the ICM management unit; upon receiving the fuel consumption signal, the ICM management unit displays the fuel consumption information.

[0129] Based on the above embodiments, the HCU management unit can send a feedback signal to the ICM management unit when controlling the engine to enter the parking power generation mode. The ICM management unit can then display a reminder message indicating that the engine has entered the parking power generation mode. Correspondingly, when controlling the engine to exit the parking power generation mode, the HCU management unit sends another feedback signal to the ICM management unit. The ICM management unit can then display a reminder message indicating that the engine has exited the parking power generation mode. This embodiment allows users to understand the vehicle status in a timely manner, improves information transparency and safety during vehicle use, and enhances the human-machine interaction experience.

[0130] Based on the solutions shown in the above embodiments, in one possible implementation, the engine control method further includes: acquiring the battery state of charge (SOC) when the engine exits the parking generator mode; and controlling the vehicle to switch to EV mode when the SOC meets set conditions.

[0131] In this embodiment, controlling the engine to generate electricity while in parking mode is to meet the need to charge the power battery via the engine. Therefore, after the engine exits the parking power generation mode, the control system can monitor the battery's state of charge (SOC). If the SOC meets the set conditions, such as being higher than a preset threshold, the HCU management unit can automatically switch the vehicle to EV mode without requiring the driver to manually switch to EV mode.

[0132] When a vehicle is in EV mode, it is primarily driven by an electric motor powered by the battery, without directly using the engine. This mode is suitable for short-distance, low-speed driving or when the battery is fully charged, in order to achieve zero emissions and high efficiency.

[0133] For example, based on any one or more of the above embodiments, this application proposes a method for forced parking and power generation in hybrid vehicles. This method is applicable to application scenarios where the vehicle's battery is low, the user urgently needs to quickly increase the battery level, and there are no available charging stations. This method utilizes the engine to generate electricity through the forced parking and power generation function, rapidly increasing the battery level to meet the user's needs. Simultaneously, it adds the function of forced parking and power generation even when the vehicle enters a fault state or limp mode, maintaining consistency with normal parking and power generation. This allows the large battery to be charged even with low SOC and a fuel tank, enabling the user to drive the vehicle to the nearest charging station, meeting their emergency needs. The optimized strategy improves robustness and reduces aftermarket complaints.

[0134] Please refer to Figure 7 This illustrates a flowchart of a hybrid vehicle forced parking power generation method provided in an exemplary embodiment of this application. Figure 7 As shown, firstly, the HCU management unit 701 makes a judgment based on the information collected by each sensor. When the following conditions are met simultaneously, it enters the forced parking power generation state:

[0135] 1) High-voltage battery SOC is below 80%; 2) Charging gun is not plugged in; 3) Vehicle is in P gear; 4) Vehicle is in PT-Ready state; 5) Vehicle is in HEV mode; 6) Brake pedal is not depressed; 7) Accelerator pedal opening is greater than 25% for more than 3 seconds; 8) Engine coolant temperature is below 120℃; 9) Power battery temperature is below 70℃.

[0136] Secondly, when entering the forced parking and power generation state, the charging power can be obtained by looking up the table related to the accelerator pedal opening. At the same time, the correction with SOC should be taken into account. When the SOC is low, the charging power can be increased.

[0137] Specifically, the engine speed corresponding to the charging power can be obtained by adjusting the accelerator pedal opening, thus adjusting the generator speed. In other words, the engine's generator speed varies with different accelerator pedal openings, resulting in different charging power. Furthermore, the charging power is limited by different accelerator pedal openings and State of Charge (SOC); the lower the SOC, the higher the charging power. For example, the correspondence between accelerator pedal opening, SOC, and charging power is shown in Table 2. Here, X corresponds to SOC, Y corresponds to accelerator pedal opening, and the target value corresponds to the charging power.

[0138] Table 2

[0139]

[0140] Secondly, when entering the forced parking power generation state, the HCU management unit 701 needs to send an "Open Forced Parking Power Generation State" feedback signal to the ICM management unit 702; correspondingly, when exiting the forced parking power generation state, the HCU management unit 701 sends a "Close Forced Parking Power Generation State" feedback signal to the ICM management unit 702. Simultaneously, after receiving the "Open Forced Parking Power Generation State" feedback signal from the HCU management unit 701, the ICM management unit 702 can display a "Forced Parking Power Generation" information prompt on the instrument panel; correspondingly, after receiving the "Close Forced Parking Power Generation State" feedback signal from the HCU management unit 701, the ICM management unit 702 can close the "Forced Parking Power Generation" information prompt.

[0141] In addition, once the forced parking power generation state is entered, the engine can remain in the forced parking power generation state when the driver releases the accelerator pedal, at which time the charging power is executed at a relatively small power value.

[0142] Finally, if any one of the above conditions 1) to 9) is not met, the engine exits the forced parking power generation state.

[0143] In summary, the method described in the above embodiments of this application can meet the emergency charging needs of electric vehicles in certain scenarios. The management units involved in this method include the vehicle hybrid control unit (HCU) and the instrument cluster control unit (ICM). The HCU mainly receives signals from various sensors, including the high-voltage battery SOC signal, the P-gear signal, the charging gun signal and connection status signal, the braking signal, the accelerator pedal signal, the engine coolant temperature signal, and the hybrid mode signal. Through internal signal filtering and smoothing processing within the HCU, the forced parking charging function of the engine is activated when all conditions are met. Conversely, if any one of the following conditions is not met: high-voltage battery SOC signal, P-gear signal, charging gun signal and connection status signal, braking signal, accelerator pedal signal, or engine coolant temperature signal, the forced parking charging function of the engine is deactivated.

[0144] Please refer to Figure 8 The diagram illustrates a block diagram of an engine control device according to an exemplary embodiment of this application, which can be used to perform actions such as... Figure 6 In the method shown, all or part of the steps performed by the vehicle's control system are as follows: Figure 8 As shown, the vehicle is a hybrid electric vehicle, and the device includes:

[0145] The first acquisition module 801 is used to acquire first reference information when the vehicle is stationary and the vehicle's power battery meets the battery setting conditions; the first reference information includes at least the fuel level and the accelerator pedal opening.

[0146] The first control module 802 is used to control the engine to enter the parking power generation mode when the first reference information meets the first set conditions; the first set conditions include at least the fuel quantity meeting the fuel quantity setting conditions and the accelerator pedal opening meeting the throttle setting conditions; in the parking power generation mode, the engine is running and charging the power battery.

[0147] The second acquisition module 803 is used to acquire second reference information when the engine is in parking power generation mode;

[0148] The second control module 804 is used to control the engine to exit the parking power generation mode when the second reference information meets the second set conditions.

[0149] In some embodiments, the first reference information further includes: charging gun status, power system status, drive mode, brake pedal status, engine coolant temperature, and power battery temperature;

[0150] The first set conditions also include: the charging gun is not powered on, the power system status meets the set conditions, the drive mode is HEV mode, the brake pedal is not used, the engine coolant temperature meets the coolant temperature set conditions, and the power battery temperature meets the temperature set conditions.

[0151] The second reference information includes at least one of the following: power battery charge, fuel level, charging gun status, power system status, drive mode, brake pedal status, engine coolant temperature, and power battery temperature.

[0152] The second setting condition includes at least one of the following: the power battery charge reaches the target charge, the fuel level is below the specified threshold, the charging gun is energized, the power system status does not meet the setting condition, the drive mode is EV mode, the brake pedal is in use, the engine coolant temperature does not meet the coolant temperature setting condition, and the power battery temperature does not meet the temperature setting condition.

[0153] In some embodiments, the first control module 802 is used to obtain the charging power according to the accelerator pedal opening when the first reference information meets the first set condition;

[0154] The first control module 802 is used to control the engine to enter the parking power generation mode according to the charging power.

[0155] In some embodiments, the charging power is inversely correlated with the state of charge (SOC) of the power battery.

[0156] In some embodiments, the engine control device further includes: a third acquisition module, used to acquire the accelerator pedal opening when the engine enters the parking power generation mode;

[0157] The third acquisition module is used to control the engine to maintain in parking power generation mode based on the minimum charging power when the accelerator pedal opening is at its minimum.

[0158] In some embodiments, the control system includes a vehicle controller (HCU) management unit and an instrument controller (ICM) management unit connected to the HCU management unit;

[0159] The engine control unit also includes: a first feedback module, used to send a first feedback signal to the ICM management unit through the HCU management unit when the engine enters the parking power generation mode;

[0160] The first feedback module is used to display a first reminder message through the ICM management unit when the ICM management unit receives a first feedback signal; the first reminder message is used to indicate to the user that the engine is charging the power battery.

[0161] The engine control unit also includes: a second feedback module, used to send a second feedback signal to the ICM management unit through the HCU management unit when the engine exits the parking power generation mode;

[0162] The second feedback module is used to display a second reminder message through the ICM management unit when the ICM management unit receives the second feedback signal; the second reminder message is used to instruct the user to stop the engine from charging the power battery.

[0163] It should be noted that the device provided in the above embodiments is only illustrated by the division of the above functional modules when implementing its functions. In actual applications, the above functions can be assigned to different functional modules according to actual needs, that is, the content structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0164] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments of the relevant method; the technical effects achieved by each module performing its operation are the same as the technical effects in the embodiments of the relevant method, and will not be elaborated here.

[0165] Please refer to Figure 9 This diagram illustrates a structural block diagram of a computer device 900 according to an exemplary embodiment of this application. This structural block diagram can also be implemented as a structural block diagram of the control system or server described above in this application. The computer device 900 includes a Central Processing Unit (CPU) 901, a system memory 904 including Random Access Memory (RAM) 902 and Read-Only Memory (ROM) 903, and a system bus 905 connecting the system memory 904 and the CPU 901. The computer device 900 also includes a mass storage device 906 for storing an operating system 909, application programs 910, and other program modules 911.

[0166] The mass storage device 906 is connected to the central processing unit 901 via a mass storage controller (not shown) connected to the system bus 905. The mass storage device 906 and its associated computer-readable media provide non-volatile storage for the computer device 900. That is, the mass storage device 906 may include computer-readable media (not shown) such as a hard disk or a compact disc read-only memory (CD-ROM) drive.

[0167] Without loss of generality, the computer-readable medium may include computer storage media and communication media. Computer storage media include volatile and non-volatile, removable and non-removable media implemented using any method or technology for storing information such as computer-readable instructions, data structures, program modules, or other data. Computer storage media include RAM, ROM, erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other solid-state storage technologies, CD-ROM, digital versatile disc (DVD) or other optical storage, magnetic tape cassettes, magnetic tape, disk storage, or other magnetic storage devices. Of course, those skilled in the art will recognize that the computer storage medium is not limited to the above-mentioned types. The system memory 904 and mass storage device 906 described above can be collectively referred to as memory.

[0168] According to various embodiments of this disclosure, the computer device 900 can also be connected to a remote computer on a network, such as the Internet. That is, the computer device 900 can be connected to a network 908 via a network interface unit 907 connected to the system bus 905, or it can use the network interface unit 907 to connect to other types of networks or remote computer systems (not shown).

[0169] The memory also includes at least one computer instruction stored in the memory, and the central processing unit 901 executes the at least one computer instruction to implement all or part of the steps in the methods shown in the above embodiments.

[0170] In an exemplary embodiment, a chip is also provided, the chip including programmable logic circuits and program instructions, which, when the chip is run on a control system, are used to implement the engine control method described above.

[0171] In an exemplary embodiment, a computer program product is also provided, comprising computer instructions stored in a computer-readable storage medium. A processor of the control system reads the computer instructions from the computer-readable storage medium and executes the computer instructions to implement the engine control method provided in the above-described method embodiments.

[0172] In an exemplary embodiment, a computer-readable storage medium is also provided, which stores computer instructions that are loaded and executed by a processor to implement the engine control methods provided in the above-described method embodiments.

[0173] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0174] Those skilled in the art will recognize that the functions described in the embodiments of this application in one or more of the above examples can be implemented using hardware, software, firmware, or any combination thereof. When implemented using software, these functions can be stored in a computer-readable medium or transmitted as one or more instructions or code on a computer-readable medium. Computer-readable media include computer storage media and communication media, wherein communication media include any medium that facilitates the transfer of a computer program from one place to another. Storage media can be any available medium that can be accessed by a general-purpose or special-purpose computer.

[0175] The above description is merely an optional embodiment of this application and is 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 characterized by, The method is executed by a control system of a vehicle, the vehicle is a hybrid electric vehicle, and the method comprises: In a case where the vehicle is in a static state and a power battery of the vehicle meets a battery setting condition, first reference information is acquired; the first reference information at least comprises fuel quantity, accelerator pedal opening degree, charging gun state, power system state, driving mode, brake pedal state, engine water temperature, and power battery temperature; In a case where the first reference information meets a first setting condition, charging power is acquired according to the accelerator pedal opening degree; the first setting condition at least comprises that the fuel quantity meets a fuel quantity setting condition, the accelerator pedal opening degree meets an accelerator setting condition, the charging gun is in a non-powered state, the power system state meets a setting state, the driving mode is an HEV mode, the brake pedal is in a non-use state, the engine water temperature meets a water temperature setting condition, and the power battery temperature meets a temperature setting condition; The engine is controlled to enter a parking power generation mode according to the charging power; in the parking power generation mode, the engine is in an operating state and charges the power battery; In a case where the engine is in the parking power generation mode, second reference information is acquired; the second reference information at least comprises power battery electric quantity, the fuel quantity, the charging gun state, the power system state, the driving mode, the brake pedal state, the engine water temperature, and the power battery temperature; In a case where the second reference information meets a second setting condition, the engine is controlled to exit the parking power generation mode; the second setting condition at least comprises that the power battery electric quantity reaches a target electric quantity, the fuel quantity is lower than a specified threshold, the charging gun is in a powered state, the power system state does not meet the setting state, the driving mode is an EV mode, the brake pedal is in a use state, the engine water temperature does not meet the water temperature setting condition, and the power battery temperature does not meet the temperature setting condition.

2. The method of claim 1, wherein, The charging power is inversely related to a battery state of charge SOC of the power battery.

3. The method of claim 1, wherein, The method further comprises: In a case where the engine enters the parking power generation mode, the accelerator pedal opening degree is acquired; In a case where the accelerator pedal opening degree is a minimum opening degree, the engine is controlled to maintain in the parking power generation mode according to minimum charging power.

4. The method of claim 1, wherein, The control system comprises a whole vehicle controller HCU management unit and an instrument controller ICM management unit connected with the HCU management unit; the method further comprises: In a case where the engine enters the parking power generation mode, a first feedback signal is sent from the HCU management unit to the ICM management unit; In a case where the ICM management unit receives the first feedback signal, first reminding information is displayed by the ICM management unit; the first reminding information is used to indicate to a user that the engine is charging the power battery; In a case where the engine exits the parking power generation mode, a second feedback signal is sent from the HCU management unit to the ICM management unit; In a case where the ICM management unit receives the second feedback signal, second reminding information is displayed by the ICM management unit; the second reminding information is used to indicate to a user that the engine is stopped to charge the power battery.

5. An engine control device characterized by comprising: The device comprises: A first acquisition module is configured to acquire first reference information in a case where a vehicle is in a stationary state and a power battery of the vehicle meets battery setting conditions; the first reference information at least includes fuel quantity, accelerator pedal opening degree, charging gun state, power system state, driving mode, brake pedal state, engine water temperature, and power battery temperature; A first control module is configured to acquire charging power according to the accelerator pedal opening degree in a case where the first reference information meets first setting conditions; control the engine to enter a parking power generation mode according to the charging power; the first setting conditions at least include that the fuel quantity meets fuel quantity setting conditions, the accelerator pedal opening degree meets accelerator setting conditions, the charging gun is in a non-powered state, the power system state meets setting conditions, the driving mode is an HEV mode, the brake pedal is in a non-use state, the engine water temperature meets water temperature setting conditions, and the power battery temperature meets temperature setting conditions; in the parking power generation mode, the engine is in an operating state and charges the power battery; A second acquisition module is configured to acquire second reference information in a case where the engine is in the parking power generation mode; the second reference information at least includes power battery electric quantity, fuel quantity, charging gun state, power system state, driving mode, brake pedal state, engine water temperature, and power battery temperature; A second control module is configured to control the engine to exit the parking power generation mode in a case where the second reference information meets second setting conditions; the second setting conditions at least include that the power battery electric quantity reaches a target electric quantity, the fuel quantity is lower than a specified threshold, the charging gun is in a powered state, the power system state does not meet the setting conditions, the driving mode is an EV mode, the brake pedal is in a use state, the engine water temperature does not meet the water temperature setting conditions, and the power battery temperature does not meet the temperature setting conditions.

6. A computer device, comprising: The computer device comprises a processor and a memory, and the memory stores at least one computer instruction, which is loaded and executed by the processor to implement the engine control method in any one of claims 1 to 4.

7. A computer readable storage medium characterized in that, The computer readable storage medium stores at least one computer instruction, which is loaded and executed by the processor to implement the engine control method in any one of claims 1 to 4.

8. A computer program product, characterised in that, The computer program product comprises computer instructions stored in a computer readable storage medium; the computer instructions are read and executed by the processor of the computer device to implement the engine control method in any one of claims 1 to 4.

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