Vehicle control method, device, equipment and storage medium

Abstract

The present application discloses a vehicle control method, device, equipment and storage medium, which relates to the field of hybrid vehicle technology. The vehicle control method includes: when the current driving position is the first pure electric position, determining the target available torque and acceleration gain torque of the target vehicle; when the target available torque is less than the acceleration gain torque, controlling the current driving position of the target vehicle to switch from the first pure electric position to the second pure electric position; when the current driving position is the second pure electric position, determining the driving demand torque; when the driving demand torque and the target available torque meet the engine start conditions, controlling the engine to start. Through the above method, it is achieved that before the situation of unacceptable acceleration deterioration is approaching, the pure electric driving position is switched with power priority, and at the same time, under high throttle or full throttle, before the situation of unacceptable acceleration deterioration is approaching, the engine is started to meet the power demand, taking into account both the customer's sensory experience and power demand.

Description

Technical Field

[0001] The present application relates to the technical field of hybrid vehicles, and in particular to vehicle control methods, devices, equipment, and storage media. Background Art

[0002] As the market share of new energy vehicles continues to rise, the trend toward transmission electrification is becoming increasingly pronounced. Dedicated hybrid transmissions are newly developed based on the power and torque characteristics of the engine and motor. The transition from EV (Electric Vehicle) mode to ECVT (Electronically Controlled Variable Transmission) mode, and then from engine restart to engine delivery, takes 2-3 seconds. During this process, wheel-end torque is solely provided by the P3 within the available torque range. Under normal conditions, with a high battery state of charge (SOC) and suitable temperatures, this can meet customer power requirements. However, as the high-voltage battery pack SOC decreases, or in low or high temperatures, the battery's allowable discharge power decreases, reducing the available torque of the P3 motor. This persistent power loss becomes increasingly pronounced at medium to high speeds and under heavy acceleration, leading to complaints.

[0003] The above content is only used to assist in understanding the technical solution of this application and does not constitute an admission that the above content is prior art. Summary of the Invention

[0004] The main purpose of this application is to provide a vehicle control method, device, equipment and storage medium, aiming to solve the technical problem in the existing technology that the multi-mode hybrid powertrain cannot take into account the smoothness of gear shift control, inductive experience and the user's high power demand during driving.

[0005] To achieve the above objectives, the present application proposes a vehicle control method, which includes:

[0006] When the current driving position is the first pure electric position, determining a target available torque and an acceleration gain torque of the target vehicle;

[0007] When the target available torque is less than the acceleration gain torque, controlling the current driving position of the target vehicle to switch from the first pure electric position to a second pure electric position;

[0008] When the current driving position is the second pure electric position, determining a driving demand torque of the target vehicle;

[0009] When the driving demand torque and the target available torque satisfy an engine start condition, the engine of the target vehicle is controlled to start.

[0010] In one embodiment, the step of determining the target available torque and acceleration gain torque of the target vehicle includes:

[0011] Determining the current driving speed and battery discharge power of the target vehicle according to the current operating information of the target vehicle;

[0012] determining an acceleration gain torque of the target vehicle according to the current vehicle speed and a first transfer coefficient;

[0013] The target available torque of the target vehicle is determined according to the battery discharge power and the current driving speed.

[0014] In one embodiment, the step of determining the acceleration gain torque of the target vehicle according to the current vehicle speed and the first transfer coefficient includes:

[0015] Searching the acceleration gain mapping relationship for the target acceleration gain corresponding to the current vehicle speed;

[0016] performing torque calculation according to the target acceleration gain and the vehicle configuration parameters of the target vehicle to determine the wheel side required torque of the target vehicle;

[0017] Torque calculation is performed based on the wheel-side required torque and the first transfer coefficient to determine the acceleration gain torque of the target vehicle.

[0018] In one embodiment, the step of determining the target available torque of the target vehicle according to the battery discharge power and the current driving speed includes:

[0019] Calculating the difference between the reserved discharge power of the target vehicle and the battery discharge power to determine the target discharge power;

[0020] Comparing the target discharge power with the peak power of the motor, and determining the available power of the motor according to the comparison result;

[0021] performing torque calculation according to the available power of the motor, the current vehicle speed, and a second transmission coefficient to determine a target comparative torque;

[0022] The target comparative torque is compared with the peak torque of the motor, and the target available torque of the target vehicle is determined according to the comparison result.

[0023] In one embodiment, when the driving demand torque and the target available torque satisfy an engine start condition, the step of controlling the engine start of the target vehicle includes:

[0024] Perform torque calculation based on the target available torque and the target capacity coefficient to determine the target control torque;

[0025] When the target control torque is less than the driving demand torque, the engine of the target vehicle is controlled to start.

[0026] In one embodiment, before the step of calculating the torque based on the target available torque and the target capacity coefficient to determine the target control torque, the method further includes:

[0027] sorting the target capacity torques of the target vehicle in each driving mode, and determining a target specific torque according to the sorting results;

[0028] Calculating a capacity coefficient based on the target ratio torque and the acceleration gain torque to determine an extreme capacity coefficient;

[0029] A target capability coefficient is determined according to the extreme capability coefficient.

[0030] In one embodiment, the step of determining the driving demand torque of the target vehicle includes:

[0031] Obtaining the accelerator pedal position of the target vehicle;

[0032] The torque is calculated according to the accelerator pedal position and the current vehicle speed to determine the driving demand torque of the target vehicle.

[0033] In addition, to achieve the above-mentioned object, the present application further proposes a vehicle control device, the vehicle control device comprising: a processing module for determining a target available torque and an acceleration gain torque of a target vehicle when the current driving position is the first pure electric position;

[0034] a control module, configured to control the current driving position of the target vehicle to switch from the first pure electric position to a second pure electric position when the target available torque is less than the acceleration gain torque;

[0035] The processing module is further configured to determine a required driving torque of the target vehicle when the current driving position is the second pure electric position;

[0036] The control module is further configured to control the engine start of the target vehicle when the driving demand torque and the target available torque satisfy an engine start condition.

[0037] In addition, to achieve the above-mentioned purpose, the present application also proposes a vehicle control device, which includes: a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein the computer program is configured to implement the steps of the vehicle control method described above.

[0038] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, which is a computer-readable storage medium. A computer program is stored on the storage medium, and when the computer program is executed by the processor, the steps of the vehicle control method described above are implemented.

[0039] The present application provides a vehicle control method, which determines the target available torque and acceleration gain torque of a target vehicle when the current driving position is the first pure electric position; when the target available torque is less than the acceleration gain torque, controls the current driving position of the target vehicle to switch from the first pure electric position to the second pure electric position; when the current driving position is the second pure electric position, determines the driving requirement torque of the target vehicle; and when the driving requirement torque and the target available torque meet the engine start condition, controls the engine start of the target vehicle. Through the above method, when the current driving position is the first pure electric position and the target available torque is less than the acceleration gain torque, the vehicle is controlled to switch the driving position; when the current driving position is the second pure electric position and the driving demand torque and the target available torque meet the engine start conditions, the vehicle's engine is controlled to start, thereby achieving the switching of the pure electric driving position with power priority before the situation of unacceptable acceleration deterioration is approaching, ensuring the smoothness of the gear shift control, and at the same time, under large throttle or full throttle conditions, before the situation of unacceptable acceleration deterioration is approaching, the engine is started to meet the power demand, taking into account both the customer's inductive experience and power demand. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0041] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0042] Figure 1 A flow chart of the first embodiment of the vehicle control method of the present application is provided;

[0043] Figure 2 A schematic diagram of an acceptable maximum throttle acceleration gain for the vehicle control method provided in Example 1 of the present application;

[0044] Figure 3 A schematic diagram of the P3 available torque and acceleration gain P3 torque curve of the vehicle control method provided in Example 1 of the present application;

[0045] Figure 4 A flow chart of the second embodiment of the vehicle control method of the present application is provided;

[0046] Figure 5 A schematic diagram of the ratio of the minimum acceleration gain torque to the maximum driving demand torque of the vehicle control method provided in the second embodiment of the present application;

[0047] Figure 6 A schematic diagram of a simplified flow chart of a vehicle control method provided in Example 2 of the present application;

[0048] Figure 7 This is a schematic diagram of the module structure of the vehicle control device according to an embodiment of the present application;

[0049] Figure 8 This is a schematic diagram of the device structure of the hardware operating environment involved in the vehicle control method in the embodiment of the present application.

[0050] The purpose, features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0051] It should be understood that the specific embodiments described herein are merely used to explain the technical solutions of the present application and are not intended to limit the present application.

[0052] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0053] The main solution of the embodiment of the present application is: when the current driving position is the first pure electric position, the target available torque and acceleration gain torque of the target vehicle are determined; when the target available torque is less than the acceleration gain torque, the current driving position of the target vehicle is controlled to switch from the first pure electric position to the second pure electric position; when the current driving position is the second pure electric position, the driving requirement torque of the target vehicle is determined; when the driving requirement torque and the target available torque meet the engine start conditions, the engine start of the target vehicle is controlled.

[0054] Based on the current multi-mode hybrid dedicated transmission hardware system structural characteristics, the workstation series, EV and ECVT modes can all achieve pure electric driving. However, during pure electric driving, in ECVT mode, the planetary carrier mechanism is in no-load operation, and the overall drag torque is slightly larger than the series workstation and EV workstation decoupled from the wheel end. Therefore, the energy consumption of pure electric driving in ECVT mode will be slightly higher. In addition, considering that only sequential shifting is supported during the shifting process, at high vehicle speeds, after series starting, it is impossible to quickly switch to a high direct drive gear. At the same time, the vehicle speed may be too high to exceed the maximum engine speed in 1st gear direct drive and shifting may be impossible. Therefore, the EV workstation is usually set as the pure electric driving workstation in control. When the engine is started, the gear is shifted to the adjacent ECVT workstation, and the engine is started by the positive torque of the P1 generator with the wheel end as the fulcrum. The process from the EV (Electric Vehicle) station to the ECVT (Electronically Controlled Variable Transmission) station, and then starting the engine until the engine can provide power torque, takes 2-3 seconds. During this process, the wheel-end power torque can only be provided by P3 within the available torque range. Under normal circumstances, that is, when the battery SOC (State of Charge) is high and the temperature is suitable, it can meet customers' power needs. However, as the SOC of the high-voltage battery pack decreases, or under low and high temperature conditions, the battery's allowable discharge power will decrease, and the available torque of the P3 motor will decrease. At medium and high vehicle speeds and large throttle acceleration, the continuous weak power will become more prominent and cause complaints.

[0055] The present application controls the vehicle to switch the driving position when the current driving position is the first pure electric position and the target available torque is less than the acceleration gain torque, and controls the vehicle's engine to start when the current driving position is the second pure electric position and the driving demand torque and the target available torque meet the engine start conditions. This achieves the switching of the pure electric driving position with power priority before the situation of unacceptable acceleration deterioration is imminent, ensures the smoothness of the gear shift control, and at the same time, under high throttle or full throttle, before the situation of unacceptable acceleration deterioration is imminent, starts the engine to meet the power demand, taking into account both the customer's inductive experience and power demand.

[0056] It should be noted that the execution subject of this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, mobile phone, etc., or an electronic device or vehicle control device capable of implementing the above functions. The following uses a vehicle control device as an example to illustrate this embodiment and the following embodiments.

[0057] Based on this, the embodiment of the present application provides a vehicle control method, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the vehicle control method of the present application.

[0058] In this embodiment, the vehicle control method includes steps S10 to S40:

[0059] Step S10: When the current driving position is the first pure electric position, the target available torque and acceleration gain torque of the target vehicle are determined.

[0060] It should be noted that the first pure electric position refers to the EV position, and the target available torque refers to the P3 available power P3 of the target vehicle. _avail Corresponding available torque T P3_avail In this embodiment, the P3 available torque / power is the maximum torque / power that the P3 drive motor can use, which is mainly limited by the battery's allowable discharge power and the P3 peak power. The acceleration gain torque refers to the P3 torque T that meets the acceleration gain requirement at the current vehicle speed. P3_a .

[0061] In a feasible implementation, step S10 may include steps A11 to A13:

[0062] Step A11: Determine the current driving speed and battery discharge power of the target vehicle according to the current operating information of the target vehicle.

[0063] It should be noted that the current operating information includes but is not limited to the current speed of the target vehicle, the battery discharge power, and the accelerator pedal position. Bms Refers to the battery's allowable discharge power, which varies with SOC and battery pack temperature. The battery's allowable discharge power is also the maximum power allowed for discharge by the high-voltage battery pack, usually using the maximum discharge power of 10s.

[0064] Step A12: determining the acceleration gain torque of the target vehicle according to the current driving speed and the first transfer coefficient.

[0065] It should be noted that the first transfer coefficient K2 refers to the transfer coefficient of the P3 motor torque to the wheel-end torque. The corresponding acceleration gain can be determined by the current vehicle speed. Based on the acceleration gain, the wheel-end torque requirement of the target vehicle can be calculated. The torque calculation can be performed based on the wheel-end torque requirement and the first transfer coefficient to determine the acceleration gain torque T of the target vehicle. P3_a .

[0066] Step A13: determining the target available torque of the target vehicle according to the battery discharge power and the current driving speed.

[0067] It should be noted that the battery discharge power P Bms , the current vehicle speed V combined with the available power P3 _avail The target available torque T of the target vehicle can be calculated P3_avail .

[0068] In a feasible implementation, step A12 may include steps B11 to B13:

[0069] Step B11: searching the acceleration gain mapping relationship for the target acceleration gain corresponding to the current vehicle speed.

[0070] It should be noted that during the vehicle drivability development process, for the target vehicle, the acceleration gain target required at different throttle pedal openings is formulated through testing. Based on the above premise, the minimum acceptable large throttle acceleration gain requirement for users is added as follows: Figure 2 As shown, the minimum acceptable acceleration gain requirement for a large throttle at different vehicle speeds in different modes can be formulated, thereby obtaining an acceleration gain mapping relationship. In this embodiment, the acceleration gain mapping relationship is used to represent the minimum acceptable acceleration gain for a large throttle at different vehicle speeds in different modes.

[0071] It is understood that the minimum acceptable acceleration gain requirement for a large throttle corresponding to the current vehicle speed in the first pure electric position is searched in the acceleration gain mapping relationship. In this embodiment, the target acceleration gain refers to the minimum acceptable acceleration gain requirement for a large throttle corresponding to the current vehicle speed in the first pure electric position.

[0072] Step B12: performing torque calculation based on the target acceleration gain and the vehicle configuration parameters of the target vehicle to determine the wheel-side required torque of the target vehicle.

[0073] It should be noted that the vehicle configuration parameters include but are not limited to the target vehicle's vehicle mass m, tire radius r, and other parameters. Based on the target acceleration gain a, vehicle command m, tire radius r, and gravity acceleration g, the target vehicle's wheel side required torque T can be calculated. wheel =m×g×a×r. In this embodiment, the acceleration due to gravity g is 9.8m / s2.

[0074] Step B13: performing torque calculation based on the wheel-side required torque and the first transfer coefficient to determine the acceleration gain torque of the target vehicle.

[0075] It should be noted that according to the wheel side demand torque T wheel And the first transfer coefficient K2, the acceleration gain torque T of the target vehicle can be calculated P3_a =T wheel / K2.

[0076] In a feasible implementation, step A13 may include steps C11 to C14:

[0077] Step C11 , performing a difference calculation based on the reserved discharge power of the target vehicle and the battery discharge power to determine a target discharge power.

[0078] It should be noted that the reserved discharge power P reserved Refers to the reserved discharge power, which can be set according to user needs. In this embodiment, the reserved discharge power P reserved It can be used to start the engine and control electric power for gear shifting.

[0079] It is understandable that the reserved discharge power P is calculated reserved and battery discharge power P Bms The difference between the two is used to obtain the target discharge power P Bms -P reserved .

[0080] Step C12: comparing the target discharge power with the peak power of the motor, and determining the available power of the motor according to the comparison result.

[0081] It should be noted that the peak power of the motor refers to the peak power P of the P3 drive motor. P3 In this embodiment, the peak power of the motor is related to the motor characteristics and generally does not change with the environment. Bms -P reserved and the motor peak power P P3 Compare and take the minimum value of the two to get the available power P3 _avail =Min(P P3 , P Bms -P reserved In this embodiment, the motor available power refers to P3 available power P3 avail .

[0082] Step C13 , performing torque calculation based on the available power of the motor, the current vehicle speed, and the second transfer coefficient to determine a target comparative torque.

[0083] It should be noted that the second transfer coefficient K1 refers to the transfer coefficient of the wheel end vehicle speed to the P3 motor wheel speed. The P3 motor is coupled to the wheel end and converts with a fixed transfer coefficient. _avail , the current vehicle speed V and the second transfer coefficient are used to calculate the torque K1, and the target comparative torque P3_avail×9550 / V / K1 can be obtained.

[0084] Step C14: comparing the target comparative torque with the motor peak torque, and determining the target available torque of the target vehicle according to the comparison result.

[0085] It should be noted that the target comparison torque P3_avail×9550 / V / K1 and the peak torque T of the P3 drive motor are P3 Compare and take the minimum value of the two to get the target available torque TP3_avail=MIN(P3_avail×9550 / V / K1, T P3 ).

[0086] Step S20: When the target available torque is less than the acceleration gain torque, the current driving position of the target vehicle is controlled to switch from the first pure electric position to the second pure electric position.

[0087] It should be noted that when the target available torque is less than the acceleration gain torque, it means that the target available torque cannot meet the acceleration gain torque. At this time, in order to ensure that the user will not suffer from long-term weak power due to gear shifting when starting the engine with a large throttle, the current driving position of the target vehicle is controlled to switch from the first pure electric position to the second pure electric position. In this embodiment, the second pure electric position refers to the ECVT position. Figure 3 As shown, the target available torque and the acceleration gain torque are compared to determine the available torque T corresponding to different P3 available powers P3_avail P3_avail After a certain vehicle speed, the minimum acceptable acceleration gain cannot be met.

[0088] Step S30 , when the current driving position is the second pure electric position, determining the driving demand torque of the target vehicle.

[0089] It should be noted that when the current driving position is the second pure electric position, the driving demand torque T of the target vehicle is determined. drive In this embodiment, the driving demand torque of the target vehicle and the accelerator pedal position and vehicle speed of the target vehicle are jointly determined.

[0090] In a feasible implementation, step S30 may include steps D11 to D12:

[0091] Step D11: Acquire the accelerator pedal position of the target vehicle.

[0092] Step D12: performing torque calculation based on the accelerator pedal position and the current vehicle speed to determine the driving demand torque of the target vehicle.

[0093] It should be noted that the target vehicle's required driving torque is determined by using a sensor to obtain the accelerator pedal position, combining it with the current vehicle speed, road conditions, battery status, and motor capacity to calculate torque. In this embodiment, deeper pedal position generally results in higher required torque. At the same pedal position, varying vehicle speeds may require different torques to maintain or change speed.

[0094] Step S40 : When the driving demand torque and the target available torque satisfy an engine start condition, controlling the engine of the target vehicle to start.

[0095] It should be noted that when the driving demand torque exceeds the target available torque to a certain extent, it indicates that the driving demand torque and the target available torque meet the engine start condition, and at this time, the engine of the target vehicle is controlled to start.

[0096] The present embodiment provides a vehicle control method, which determines the target available torque and acceleration gain torque of a target vehicle when the current driving position is the first pure electric position; controls the current driving position of the target vehicle to switch from the first pure electric position to the second pure electric position when the target available torque is less than the acceleration gain torque; determines the driving requirement torque of the target vehicle when the current driving position is the second pure electric position; and controls the engine start of the target vehicle when the driving requirement torque and the target available torque meet the engine start condition. Through the above method, when the current driving position is the first pure electric position and the target available torque is less than the acceleration gain torque, the vehicle is controlled to switch the driving position; when the current driving position is the second pure electric position and the driving demand torque and the target available torque meet the engine start conditions, the vehicle's engine is controlled to start, thereby achieving the switching of the pure electric driving position with power priority before the situation of unacceptable acceleration deterioration is approaching, ensuring the smoothness of the gear shift control, and at the same time, under large throttle or full throttle conditions, before the situation of unacceptable acceleration deterioration is approaching, the engine is started to meet the power demand, taking into account both the customer's inductive experience and power demand.

[0097] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above embodiment 1 can be referred to the above introduction and will not be described in detail later. Figure 4 In step S40, the vehicle control method further includes steps S41 to S42:

[0098] Step S41 : performing torque calculation according to the target available torque and the target capacity coefficient to determine the target control torque.

[0099] It should be noted that the target capacity coefficient is used to reflect the degree to which the driving demand torque exceeds a certain available torque.level . According to the target available torque and target capacity coefficient, the torque is calculated to determine the target control torque T P3_avail ×K level .

[0100] In a feasible implementation manner, before step S41, the vehicle control method further includes steps E11 to E13:

[0101] Step E11 : sorting the target capacity torques of the target vehicle in each driving mode, and determining the target specific torque according to the sorting results.

[0102] It should be noted that the target vehicle's maximum torque capacity transmitted to the P3 motor end at full throttle in each driving mode is obtained. In this embodiment, the target capacity torque in each driving mode refers to the maximum torque capacity transmitted to the P3 motor end at full throttle in each driving mode. The target capacity torque in each driving mode includes but is not limited to the target capacity torque in EV mode, ECVT mode, 1st gear, 2nd gear, 3rd gear, and 4th gear direct drive modes, which are T EV , T ecvt , T 1st , T 2nd , T 3rd , T 4th , sort the target capacity torques in each driving mode and take the minimum value as the target ratio torque T max =Min(T EV , T ecvt , T 1st , T 2nd , T 3rd , T 4th In this embodiment, the target ratio torque is also reflected as the maximum driving demand torque.

[0103] Step E12: Calculate the capacity coefficient based on the target ratio torque and the acceleration gain torque to determine the extreme capacity coefficient.

[0104] It should be noted that, according to the target ratio torque T max and minimum acceleration gain torque T P3_a Calculate the capacity coefficient and determine the extreme capacity coefficient K max =T max / T P3_a .

[0105] Step E13: determining a target capacity coefficient according to the extreme capacity coefficient.

[0106] It should be noted that the target capability coefficient K is set according to the user's setting requirements. level , but the target capability coefficient K levelIt must be smaller than the extreme capacity coefficient; or ΔK can be subtracted from the extreme capacity coefficient to obtain the target capacity coefficient.

[0107] Step S42 : When the target control torque is less than the driving demand torque, controlling the engine of the target vehicle to start.

[0108] It should be noted that, when the target control torque T P3_avail ×K level Less than the driving demand torque T drive When the target vehicle's engine is started, the target vehicle's engine is controlled to start. Otherwise, the engine is not started.

[0109] It is understandable that, usually, the driving demand torque T drive Exceeds P3 available torque capacity T P3_avail When the engine starts, it needs to start to meet the power demand. However, considering the user experience, in order to avoid complaints caused by frequent or easy engine starts, the engine is started only when the driving demand torque exceeds the P3 available torque to a certain extent, which is determined by the lowest acceleration gain acceptable to the customer. That is, the driving demand torque and P3 available torque capacity ratio K = T drive / T P3_avail , greater than a certain degree K level Start the engine. Figure 5 As shown, under different battery discharge power conditions, combined with Figure 3 , we can decide to formulate the speed boundary line of the pure electric switching position under full throttle conditions. Under full throttle pure electric driving conditions, the engine must be started before the pure electric driving available torque cannot meet the minimum acceleration gain, and the engine torque must be provided to meet the minimum acceleration gain torque requirement of the wheel end. Therefore, under a certain battery available allowable discharge power P Bms In this case, K level Must be less than the corresponding K max , that is, at least under full throttle, before the minimum acceleration gain can be met, the engine needs to start to provide power, K level Smaller means easier starting the engine.

[0110] This embodiment provides a vehicle control method. This method determines a target control torque by calculating torque based on a target available torque and a target capacity coefficient. When the target control torque is less than the required driving torque, the engine of the target vehicle is started. This method allows the engine to be started promptly to meet power requirements, balancing user experience and power requirements.

[0111] For example, in order to help understand the implementation process of the vehicle control method obtained by combining this embodiment with the above embodiment 1, please refer to Figure 6 , Figure 6A brief flow chart of a vehicle control method is provided, specifically:

[0112] The vehicle control method of this embodiment, the pure electric initial position decision, according to different battery discharge power P Bms, The P3 available torque corresponding to pure electric driving is compared with the P3 required torque corresponding to the wheel-side acceleration gain to determine the demarcation point for meeting the acceleration gain requirement. When the P3 capability is exceeded, the driving demand torque T drive Exceeds P3 available torque capacity T P3_avail When the engine starts, it needs to start to meet the power demand. However, considering the user experience, in order to avoid complaints caused by frequent or easy engine starts, the engine is started only when the driving demand torque exceeds the P3 available torque to a certain extent, which is determined by the lowest acceleration gain acceptable to the customer. That is, the driving demand torque and P3 available torque capacity ratio K = T drive / T P3_avail , greater than a certain degree K level Start the engine.

[0113] This embodiment's method is based on acceptable acceleration gain indicators for high-throttle demands at various vehicle speeds, as determined by the customer's driving characteristics. Based on the available torque / power of the P3 motor, the system prioritizes power performance and switches from the pure electric driving EV position to the ECVT position before unacceptable acceleration deteriorates. Simultaneously, an appropriate coefficient is calculated based on the available power of the P3 motor and vehicle speed. Under high-throttle or full-throttle conditions, the engine is started to meet power requirements before unacceptable acceleration deteriorates, balancing the customer's inductive experience and power needs. This solves the following problem: as the high-voltage battery pack's SOC decreases, or in low or high temperature conditions, the battery's allowable discharge power decreases, and the available P3 torque decreases. At medium and high speeds and high-throttle acceleration, persistent power loss becomes increasingly prominent, leading to complaints.

[0114] It should be noted that the above examples are only used to understand the present application and do not constitute a limitation on the vehicle control method of the present application. More simple transformations based on this technical concept are all within the scope of protection of the present application.

[0115] This application also provides a vehicle control device, please refer to Figure 7 , the vehicle control device includes:

[0116] The processing module 10 is configured to determine a target available torque and an acceleration gain torque of the target vehicle when the current driving position is the first pure electric position.

[0117] The control module 20 is configured to control the current driving position of the target vehicle to switch from the first pure electric position to the second pure electric position when the target available torque is less than the acceleration gain torque.

[0118] The processing module 10 is further configured to determine the required driving torque of the target vehicle when the current driving position is the second pure electric position.

[0119] The control module 20 is further configured to control the engine start of the target vehicle when the driving demand torque and the target available torque meet an engine start condition.

[0120] Optionally, the processing module 10 is further configured to:

[0121] The current driving speed and battery discharge power of the target vehicle are determined based on the current operating information of the target vehicle; the acceleration gain torque of the target vehicle is determined based on the current driving speed and a first transfer coefficient; and the target available torque of the target vehicle is determined based on the battery discharge power and the current driving speed.

[0122] Optionally, the processing module 10 is further configured to:

[0123] The target acceleration gain corresponding to the current driving speed is searched in the acceleration gain mapping relationship; torque calculation is performed based on the target acceleration gain and the vehicle configuration parameters of the target vehicle to determine the wheel-side required torque of the target vehicle; torque calculation is performed based on the wheel-side required torque and the first transfer coefficient to determine the acceleration gain torque of the target vehicle.

[0124] Optionally, the processing module 10 is further configured to:

[0125] The target discharge power is determined by calculating the difference between the reserved discharge power of the target vehicle and the battery discharge power; the target discharge power is compared with the peak power of the motor, and the available power of the motor is determined according to the comparison result; the torque is calculated according to the available power of the motor, the current driving speed and the second transfer coefficient to determine the target comparative torque; the target comparative torque is compared with the peak torque of the motor, and the target available torque of the target vehicle is determined according to the comparison result.

[0126] Optionally, the control module 20 is further configured to:

[0127] Torque calculation is performed based on the target available torque and the target capacity coefficient to determine a target control torque; when the target control torque is less than the driving demand torque, the engine of the target vehicle is controlled to start.

[0128] Optionally, the control module 20 is further configured to:

[0129] The target capacity torques of the target vehicle in each driving mode are sorted, and a target ratio torque is determined according to the sorting result; a capacity coefficient is calculated according to the target ratio torque and the acceleration gain torque to determine an extreme capacity coefficient; and a target capacity coefficient is determined according to the extreme capacity coefficient.

[0130] Optionally, the processing module 10 is further configured to:

[0131] The accelerator pedal position of the target vehicle is obtained; and a torque calculation is performed based on the accelerator pedal position and the current vehicle speed to determine a driving demand torque of the target vehicle.

[0132] The vehicle control device provided in this application, utilizing the vehicle control method described in the aforementioned embodiments, can address the technical issue in prior art multi-mode hybrid powertrains, which struggle to balance shift control smoothness, inductive feel, and the user's high power requirements during driving. Compared to prior art, the beneficial effects of the vehicle control device provided in this application are the same as those of the vehicle control method described in the aforementioned embodiments. Other technical features of the vehicle control device are the same as those disclosed in the aforementioned embodiments and are not further elaborated here.

[0133] The present application provides a vehicle control device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the vehicle control method in the above-mentioned embodiment one.

[0134] Reference below Figure 8 , which shows a schematic diagram of the structure of a vehicle control device suitable for implementing the embodiments of the present application. The vehicle control device in the embodiments of the present application may include, but is not limited to, mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), in-vehicle terminals (such as in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 8 The vehicle control device shown is merely an example and should not limit the functions and scope of use of the embodiments of the present application.

[0135] like Figure 8As shown, the vehicle control device may include a processing device 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes based on programs stored in a read-only memory (ROM) 1002 or programs loaded from a storage device 1003 into a random access memory (RAM) 1004. RAM 1004 also stores various programs and data required for the operation of the vehicle control device. Processing device 1001, ROM 1002, and RAM 1004 are connected to each other via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, a touch screen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage device 1003 including, for example, a magnetic tape, hard disk, etc.; and communication device 1009. The communication device 1009 can allow the vehicle control device to communicate with other devices wirelessly or by wire to exchange data. Although the figure shows a vehicle control device with various systems, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems can be implemented or provided instead.

[0136] In particular, according to the embodiments disclosed in the present application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, the embodiments disclosed in the present application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program comprising program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0137] The vehicle control device provided in this application, utilizing the vehicle control method described in the aforementioned embodiment, addresses the technical issue in prior art multi-mode hybrid powertrains, which struggle to balance shift control smoothness, inductive feel, and the user's high power demands during driving. Compared to prior art, the beneficial effects of the vehicle control device provided in this application are the same as those of the vehicle control method described in the aforementioned embodiment. Other technical features of this vehicle control device are the same as those disclosed in the aforementioned embodiment and are not further elaborated here.

[0138] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0139] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

[0140] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, computer program) stored thereon, and the computer-readable program instructions are used to execute the vehicle control method in the above-mentioned embodiment.

[0141] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems or devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, system or device. The program code contained on the computer-readable storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0142] The computer-readable storage medium may be included in the vehicle control device, or may exist independently without being assembled into the vehicle control device.

[0143] The above-mentioned computer-readable storage medium carries one or more programs. When the above-mentioned one or more programs are executed by the vehicle control device, the vehicle control device: determines the target available torque and acceleration gain torque of the target vehicle when the current driving position is the first pure electric position; controls the current driving position of the target vehicle to switch from the first pure electric position to the second pure electric position when the target available torque is less than the acceleration gain torque; determines the driving requirement torque of the target vehicle when the current driving position is the second pure electric position; and controls the engine start of the target vehicle when the driving requirement torque and the target available torque meet the engine start conditions.

[0144] Computer program code for performing the operations of the present application may be written in one or more programming languages, or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a stand-alone software package, partially on the user's computer and partially on a remote computer, or entirely on the remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., through the Internet using an Internet service provider).

[0145] The flow charts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present application. In this regard, each box in the flow chart or block diagram can represent a module, program segment or a part of code, and the module, program segment or a part of code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order than that marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flow chart, and the combination of the boxes in the block diagram and / or flow chart can be implemented by a dedicated hardware-based system that performs the specified function or operation, or can be implemented by a combination of dedicated hardware and computer instructions.

[0146] The modules described in the embodiments of the present application may be implemented in software or hardware, wherein the name of a module does not necessarily limit the unit itself.

[0147] The computer-readable storage medium provided herein stores computer-readable program instructions (i.e., a computer program) for executing the aforementioned vehicle control method. This computer-readable storage medium addresses the technical issue in prior art multi-mode hybrid powertrains, which struggle to balance shift control smoothness, inductive experience, and the user's high power requirements during driving. Compared to prior art, the beneficial effects of the computer-readable storage medium provided herein are similar to those of the vehicle control method provided in the aforementioned embodiments and are not further elaborated here.

[0148] The present application also provides a computer program product, comprising a computer program, which implements the steps of the vehicle control method as described above when the computer program is executed by a processor.

[0149] The computer program product provided in this application addresses the technical issue in existing multi-mode hybrid powertrains, which struggle to balance shift control smoothness, inductive feel, and the user's high power requirements during driving. Compared to existing technologies, the beneficial effects of the computer program product provided in this application are similar to those of the vehicle control method provided in the aforementioned embodiments, and are not further elaborated here.

[0150] The above description is only part of the embodiments of the present application and does not limit the patent scope of the present application. All equivalent structural transformations made by using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect application in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A vehicle control method, characterized in that: The vehicle control method comprises: When the current driving position is the first pure electric position, determining a target available torque and an acceleration gain torque of the target vehicle; When the target available torque is less than the acceleration gain torque, controlling the current driving position of the target vehicle to switch from the first pure electric position to a second pure electric position; When the current driving position is the second pure electric position, determining a driving demand torque of the target vehicle; When the driving demand torque and the target available torque meet an engine start condition, controlling the engine of the target vehicle to start; The step of determining the target available torque and acceleration gain torque of the target vehicle includes: Determining the current driving speed and battery discharge power of the target vehicle according to the current operating information of the target vehicle; determining an acceleration gain torque of the target vehicle according to the current vehicle speed and a first transfer coefficient; The target available torque of the target vehicle is determined according to the battery discharge power and the current driving speed.

2. The method according to claim 1, wherein The step of determining the acceleration gain torque of the target vehicle according to the current driving speed and the first transfer coefficient includes: Searching the acceleration gain mapping relationship for the target acceleration gain corresponding to the current vehicle speed; performing torque calculation according to the target acceleration gain and the vehicle configuration parameters of the target vehicle to determine the wheel side required torque of the target vehicle; Torque calculation is performed based on the wheel-side required torque and the first transfer coefficient to determine the acceleration gain torque of the target vehicle.

3. The method according to claim 1, wherein The step of determining the target available torque of the target vehicle according to the battery discharge power and the current driving speed includes: Calculating the difference between the reserved discharge power of the target vehicle and the battery discharge power to determine the target discharge power; Comparing the target discharge power with the peak power of the motor, and determining the available power of the motor according to the comparison result; performing torque calculation according to the available power of the motor, the current vehicle speed, and a second transmission coefficient to determine a target comparative torque; The target comparative torque is compared with the peak torque of the motor, and the target available torque of the target vehicle is determined according to the comparison result.

4. The method according to claim 1, wherein When the driving demand torque and the target available torque satisfy an engine start condition, the step of controlling the engine start of the target vehicle includes: Perform torque calculation based on the target available torque and the target capacity coefficient to determine the target control torque; When the target control torque is less than the driving demand torque, the engine of the target vehicle is controlled to start.

5. The method according to claim 4, wherein Before the step of calculating the torque according to the target available torque and the target capacity coefficient to determine the target control torque, the method further includes: sorting the target capacity torques of the target vehicle in each driving mode, and determining a target specific torque according to the sorting results; Calculating a capacity coefficient based on the target ratio torque and the acceleration gain torque to determine an extreme capacity coefficient; A target capability coefficient is determined according to the extreme capability coefficient.

6. The method according to any one of claims 1 to 5, characterized in that The step of determining the driving demand torque of the target vehicle includes: Obtaining the accelerator pedal position of the target vehicle; The torque is calculated according to the accelerator pedal position and the current vehicle speed to determine the driving demand torque of the target vehicle.

7. A vehicle control device, characterized in that: The vehicle control device comprises: a processing module, configured to determine a target available torque and an acceleration gain torque of the target vehicle when the current driving position is the first pure electric position; a control module, configured to control the current driving position of the target vehicle to switch from the first pure electric position to a second pure electric position when the target available torque is less than the acceleration gain torque; The processing module is further configured to determine a required driving torque of the target vehicle when the current driving position is the second pure electric position; The control module is further configured to control the engine of the target vehicle to start when the driving demand torque and the target available torque meet an engine start condition; The processing module is further used to determine the current driving speed and battery discharge power of the target vehicle based on the current operating information of the target vehicle; determine the acceleration gain torque of the target vehicle based on the current driving speed and the first transfer coefficient; and determine the target available torque of the target vehicle based on the battery discharge power and the current driving speed.

8. A vehicle control device, characterized in that: The vehicle control device includes: a memory, a processor, and a vehicle control program stored in the memory and executable on the processor, wherein the vehicle control program is configured to implement the vehicle control method according to any one of claims 1 to 6.

9. A storage medium, characterized in that: The storage medium stores a vehicle control program, which, when executed by a processor, implements the vehicle control method according to any one of claims 1 to 6.

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