Engine electric balance control method, device and equipment and storage medium

Abstract

The invention discloses an engine electric balance control method, device and equipment and a storage medium, relates to the technical field of engine control, and discloses an engine electric balance control method which comprises the steps that the starting charge state, the balance charge state and the shutdown charge state of a battery pack are obtained; the current charge state of the battery pack is obtained, when the current charge state is smaller than or equal to the starting charge state, an engine is started, and the engine is used for charging the battery pack; the driving working condition and environment state data of a target vehicle are obtained, and when the engine is started, the target charging power and the target operation rotating speed of the engine are determined based on the current charge state, the balance charge state, the driving working condition and the environment state data; and the engine is operated based on the target charging power and the target operation rotating speed until the current charge state is larger than or equal to the shutdown charge state, so that the operation state of the engine is accurately controlled during electric balance control of the engine, and the charge state of the battery pack is stabilized.

Description

Technical Field

[0001] The present application relates to the field of engine control technology, and in particular to an engine electric balance control method, device, equipment and storage medium. Background Art

[0002] With the changes in the automotive industry, REEV (Range-Extended Electric Vehicle) has developed rapidly. For REEV, there are two driving conditions: one is pure electric driving condition, where the drive motor drives the wheels, and the energy consumed by the vehicle comes entirely from the battery pack, and the engine is not running; the other is series driving condition: the drive motor drives the wheels, the engine is running, but the output power of the engine is only used to charge the battery pack.

[0003] Therefore, for REEV, in order to stabilize the battery pack SOC (State of Charge), a strategy needs to be set to accurately control the operating conditions after the engine is started.

[0004] The above contents are only used to assist in understanding the technical solution of the present application and do not constitute an admission that the above contents are prior art. Summary of the invention

[0005] The main purpose of this application is to provide an engine electric balance control method, device, equipment and storage medium, aiming to solve the technical problem of how to accurately control the engine operating state to stabilize the charge state of the battery pack.

[0006] To achieve the above objectives, the present application proposes an engine electric balance control method, the method comprising:

[0007] Obtain the starting state of charge, balanced state of charge and shutdown state of charge of the battery pack;

[0008] Acquire the current state of charge of the battery pack, and when the current state of charge is less than or equal to the starting state of charge, start the engine, the engine being used to charge the battery pack;

[0009] Acquire driving condition and environmental state data of the target vehicle, and when starting the engine, determine a target charging power and a target operating speed of the engine based on the current state of charge, the equilibrium state of charge, the driving condition, and the environmental state data;

[0010] The engine is operated based on the target charging power and the target operating speed until the current state of charge is greater than or equal to the shutdown state of charge, so as to complete the engine electrical balance control.

[0011] In one embodiment, the step of obtaining the starting state of charge, the balanced state of charge, and the shutdown state of charge of the battery pack includes:

[0012] Acquiring a vehicle speed and an ambient temperature of a target vehicle, and determining a balanced state of charge of a battery pack based on the vehicle speed and the ambient temperature;

[0013] The engine start-stop hysteresis data of the target vehicle is acquired, and a start state of charge and a stop state of charge are determined based on the engine start-stop hysteresis data and the balanced state of charge.

[0014] In one embodiment, when starting the engine, the step of determining the target charging power and the target operating speed of the engine based on the current state of charge, the equilibrium state of charge, the driving condition, and the environmental state data includes:

[0015] When starting the engine, obtaining a charge difference between the current state of charge and the equilibrium state of charge and a driver's required power;

[0016] determining a target charging power of the engine based on at least two of the driving condition, the charge difference, and the driver's required power;

[0017] A target operating speed of the engine is determined based on the environmental status data, the charge difference, and the driver demand power.

[0018] In one embodiment, the step of determining the target charging power of the engine based on at least two of the driving condition, the charge difference and the driver's required power includes:

[0019] When the driving condition is a driving condition, obtaining a driving mode of the target vehicle, and determining a target charging power of the engine based on the driving mode, the charge difference, and the driver's required power;

[0020] When the driving condition is a parking condition, a target charging power of the engine is determined based on the charge difference.

[0021] In one embodiment, the step of determining the target charging power of the engine based on the driving mode, the charge difference and the driver's required power includes:

[0022] determining a basic charging power of the engine based on the charge difference and the driver's required power;

[0023] When the driving mode is a first target mode, determining a compensation charging power based on the first target mode, and determining a target charging power of the engine based on the basic charging power and the compensation charging power;

[0024] When the driving mode is a second target mode, the basic charging power is used as the target charging power of the engine.

[0025] In one embodiment, the environmental status data includes engine water temperature and environmental pressure;

[0026] The step of determining the target operating speed of the engine based on the environmental state data, the charge difference and the driver's required power includes:

[0027] Determining a basic operating speed of the engine based on the engine water temperature, the charge difference and the driver's required power;

[0028] determining a compensated operating speed of the engine based on the ambient pressure;

[0029] A target operating speed of the engine is determined based on the basic operating speed and the compensated operating speed.

[0030] In one embodiment, the step of operating the engine based on the target charging power and the target operating speed until the current state of charge is greater than or equal to the shutdown state of charge to complete the engine electrical balance control includes:

[0031] determining a target operating torque of the engine based on the target charging power and the target operating speed;

[0032] The engine is operated based on the target operating speed and the target operating torque until the current state of charge is greater than or equal to the shutdown state of charge, so as to complete engine electrical balance control.

[0033] In addition, to achieve the above-mentioned purpose, the present application also proposes an engine electric balance control device, the engine electric balance control device comprising:

[0034] A state of charge acquisition module, used to acquire the starting state of charge, balanced state of charge and shutdown state of charge of the battery pack;

[0035] an engine starting module, used to obtain the current state of charge of the battery pack, and start the engine when the current state of charge is less than or equal to the starting state of charge, the engine being used to charge the battery pack;

[0036] an operating parameter determination module, configured to obtain driving condition and environmental state data of a target vehicle, and determine a target charging power and a target operating speed of the engine based on the current state of charge, the equilibrium state of charge, the driving condition, and the environmental state data when starting the engine;

[0037] The engine control module is used to operate the engine based on the target charging power and the target operating speed until the current state of charge is greater than or equal to the shutdown state of charge, so as to complete the engine electrical balance control.

[0038] In addition, to achieve the above-mentioned purpose, the present application also proposes an engine electric balance control device, which includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the engine electric balance control method as described above.

[0039] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, which is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by the processor, the steps of the engine electric balance control method as described above are implemented.

[0040] In addition, to achieve the above-mentioned purpose, the present application also provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, the steps of the engine electric balance control method as described above are implemented.

[0041] One or more technical solutions proposed in this application have at least the following technical effects:

[0042] By acquiring the starting state of charge, balanced state of charge and shutdown state of charge of the battery pack; acquiring the current state of charge of the battery pack, and when the current state of charge is less than or equal to the starting state of charge, starting the engine, the engine is used to charge the battery pack; acquiring the driving condition and environmental status data of the target vehicle, and when starting the engine, determining the target charging power and target operating speed of the engine based on the current state of charge, balanced state of charge, driving condition and environmental status data; running the engine based on the target charging power and target operating speed until the current state of charge is greater than or equal to the shutdown state of charge, accurately controlling when the engine starts, under what conditions the engine runs after starting, and when the engine stops when performing engine electrical balance control, while stabilizing the battery pack state of charge, the energy flow between the battery pack and the engine is effectively managed, which can not only improve energy utilization efficiency but also extend battery life. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] 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.

[0044] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0045] Figure 1 A flow chart of the first embodiment of the engine electric balance control method of the present application;

[0046] Figure 2 A schematic diagram of the electric balance point set for a certain vehicle type provided in Example 1 of the engine electric balance control method of the present application;

[0047] Figure 3 A schematic diagram of start-stop hysteresis data set for a certain vehicle type provided in Example 1 of the engine electric balance control method of this application;

[0048] Figure 4 A schematic diagram of the basic charging power set for a certain vehicle type provided in Example 1 of the engine electric balance control method of this application;

[0049] Figure 5 A schematic diagram of the compensation charging power of the air conditioning mode set for a certain vehicle model provided in the first embodiment of the engine electric balance control method of the present application;

[0050] Figure 6 A schematic diagram of charging power compensation for a driving mode set for a certain vehicle type provided in Example 1 of the engine electric balance control method of the present application;

[0051] Figure 7 A schematic diagram of parking charging power set for a certain vehicle type provided in Example 1 of the engine electric balance control method of this application;

[0052] Figure 8 The engine basic operating speed diagram when the engine water temperature is low and set for a certain vehicle model provided in the first embodiment of the engine electric balance control method of the present application;

[0053] Fig. 9 The engine basic operating speed diagram when the engine water temperature is high and set for a certain vehicle model provided in the first embodiment of the engine electric balance control method of the present application;

[0054] Fig.10 An engine compensation operating speed diagram set for a certain vehicle type provided in the first embodiment of the engine electric balance control method of the present application;

[0055] Fig.11 An engine starting logic diagram provided for the first embodiment of the engine electric balance control method of the present application;

[0056] Fig.12A flow chart of the second embodiment of the engine electric balance control method of the present application;

[0057] Fig.13 This is a practical effect diagram of the engine starting strategy provided in Example 2 of the engine electric balance control method of this application;

[0058] Fig.14 The actual effect diagram of the electric balance provided in the second embodiment of the engine electric balance control method of the present application;

[0059] Fig.15 This is a schematic diagram of the module structure of the engine electric balance control device according to an embodiment of the present application;

[0060] Fig.16 Schematic diagram of the equipment structure of the hardware operating environment involved in the engine electric balance control method in the embodiment of the present application.

[0061] The purpose, features and advantages of this application will be further described in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0062] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0063] 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.

[0064] The main solution of the embodiment of the present application is: obtaining the starting state of charge, balanced state of charge and shutdown state of charge of the battery pack; obtaining the current state of charge of the battery pack, and when the current state of charge is less than or equal to the starting state of charge, starting the engine, the engine is used to charge the battery pack; obtaining the driving condition and environmental status data of the target vehicle, and when starting the engine, determining the target charging power and target operating speed of the engine based on the current state of charge, the balanced state of charge, the driving condition and the environmental status data; running the engine based on the target charging power and the target operating speed until the current state of charge is greater than or equal to the shutdown state of charge, so as to complete the engine electrical balance control.

[0065] In this embodiment, for the convenience of description, the following description is made by taking the identification of the engine electric balance control device as the execution subject.

[0066] The present application provides a solution that can accurately control the engine operating state to stabilize the charge state of the battery pack.

[0067] It should be noted that the execution subject of this embodiment may be a computing service device with data processing, network communication and program running functions, such as a tablet computer, a personal computer, a mobile phone, etc., or an electronic device capable of realizing the above functions, an engine electric balance control device, etc. The following takes the engine electric balance control device as an example to illustrate this embodiment and the following embodiments.

[0068] Based on this, the embodiment of the present application provides an engine electric balance control method, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the engine electric balance control method of the present application.

[0069] In this embodiment, the engine electric balance control method includes steps S10 to S40:

[0070] Step S10, obtaining the starting state of charge, the balanced state of charge and the shutdown state of charge of the battery pack;

[0071] It should be understood that for extended-range hybrid vehicles, when the SOC of the battery pack is high enough, the battery pack can provide sufficient output power to the motor, and there is no need to start the engine; when the SOC of the battery pack is low, the output power of the battery pack will also decrease accordingly. At the same time, in order to prevent the battery pack from over-discharging and protect the battery pack, the engine needs to be started to charge the battery pack.

[0072] To this end, this application proposes an electric balance control method for extended-range hybrid vehicles, which accurately controls when the engine starts and under what operating conditions after the engine starts to stabilize the battery pack SOC by setting a strategy, thereby optimizing the performance, efficiency and battery life of the entire vehicle. The strategy sets an SOC, that is, a balanced state of charge, which is called the electric balance point (SOC_Target). When the engine battery pack SOC is lower than the electric balance point within a certain range, the engine will start to charge the battery pack until the battery pack SOC is higher than the electric balance point and the engine is turned off; when the battery pack SOC is lower than the electric balance point within a certain range again, the engine will start again... Repeat the above process, and the battery pack SOC can be controlled near the electric balance point.

[0073] In addition, it should be understood that the starting state of charge is a specific threshold for controlling when the engine starts. When the battery pack SOC is less than or equal to the starting state of charge, the engine is requested to start so as to replenish the battery in time when the battery is low and avoid excessive discharge of the battery; the shutdown state of charge is a specific threshold for controlling when the engine stops. When the battery pack SOC is greater than or equal to the shutdown state of charge, the engine is requested to stop.

[0074] In a feasible implementation, step S10 may include steps S11 to S12:

[0075] Step S11, obtaining the vehicle speed and ambient temperature of the target vehicle, and determining the balanced state of charge of the battery pack based on the vehicle speed and the ambient temperature;

[0076] It should be noted that in low temperature environments, the capacity of the battery pack decays significantly, and in order to avoid limiting the output power of the battery pack, the engine should be started earlier to charge the battery pack compared to normal temperature conditions. Under high-speed conditions, the battery pack consumes power quickly, and in order to avoid limiting the output power of the battery pack, the engine should be started earlier to charge the battery pack compared to low-speed conditions. Taking into account the vehicle speed and ambient temperature, the balanced state of charge, that is, the electrical balance point, cannot be a constant value, but should be determined based on the current vehicle speed and ambient temperature. SOC_Target needs to be set by the OEM based on actual conditions and its own needs.

[0077] For example, please refer to Figure 2 , Figure 2 This is a schematic diagram of the electric balance point set for a certain vehicle model provided in the first embodiment of the engine electric balance control method of this application. Figure 2 As shown in the figure, SOC_Target is a MAP diagram. For the target vehicle, a corresponding electric balance point SOC_Target can be uniquely determined according to its vehicle speed and ambient temperature. At the same vehicle speed, the lower the ambient temperature, the higher the electric balance point should be, which can start the engine earlier; at the same ambient temperature, the higher the vehicle speed, the higher the balance point should be, which can start the engine earlier.

[0078] Step S12, acquiring engine start-stop hysteresis data of the target vehicle, and determining a start state of charge and a stop state of charge based on the engine start-stop hysteresis data and the balanced state of charge.

[0079] It should be noted that the target vehicle is a range-extended hybrid electric vehicle. In order to determine the starting state of charge and the stopping state of charge of the target vehicle, it is necessary to obtain the engine start-stop hysteresis data of the vehicle. The engine start-stop hysteresis data includes two parameters: engine start hysteresis (SOC_Start_Hys) and engine stop hysteresis (SOC_Stop_Hys). SOC_Start_Hys and SOC_Stop_Hys are calibrated quantities. The purpose of setting SOC_Start_Hys and SOC_Stop_Hys is to avoid frequent engine starting and stopping. Among them, SOC_Start_Hys and SOC_Stop_Hys need to be set by the OEM according to the actual situation and its own needs. In general, SOC_Start_Hys is set to a negative number and SOC_Stop_Hys is set to a positive number.

[0080] For example, please refer to Figure 3 , Figure 3 A schematic diagram of the start-stop hysteresis data set for a certain vehicle type provided in Example 1 of the engine electric balance control method of the present application.

[0081] It should be understood that starting state of charge = electric balance point (SOC_Target) + engine start hysteresis (SOC_Start_Hys); stop state of charge = electric balance point (SOC_Target) + engine stop hysteresis (SOC_Stop_Hys). This embodiment determines the starting state of charge and the stop state of charge by setting the balance state of charge according to the vehicle characteristics and the engine start-stop hysteresis data, and determines when to start and stop the engine by comparing the current state of charge with the starting state of charge and the stop state of charge, thereby avoiding frequent engine starting and stopping, which can improve the vehicle's operating efficiency and fuel economy while improving driving comfort and reducing wear on key vehicle components, thereby optimizing the performance of the extended-range hybrid vehicle.

[0082] Step S20, obtaining the current state of charge of the battery pack, and when the current state of charge is less than or equal to the starting state of charge, starting the engine, the engine being used to charge the battery pack;

[0083] It should be understood that the current state of charge refers to the actual SOC of the battery pack at a certain moment, which is collected in real time. By comparing the current state of charge with the starting state of charge, it can be determined when to start the engine. Specifically, when SOC ≤ electric balance point (SOC_Target) + engine start hysteresis (SOC_Start_Hys), the HCU (Hybrid Control Unit) will request the engine to start to charge the battery pack.

[0084] Step S30, obtaining driving condition and environmental state data of the target vehicle, and determining a target charging power and a target operating speed of the engine based on the current state of charge, the equilibrium state of charge, the driving condition, and the environmental state data when starting the engine;

[0085] It should be noted that driving conditions refer to the driving state of the target vehicle, including driving conditions and parking conditions. Different driving conditions have different power requirements. Environmental status data refers to data reflecting the environmental factors of the target vehicle, such as temperature, humidity, altitude, etc., which will affect the performance of the battery and the efficiency of the engine.

[0086] In addition, it should be noted that the target charging power and target operating speed are used to guide how the engine should run after starting, so as to ensure that the SOC of the battery pack can reach or maintain a balanced state of charge as soon as possible, and it will be adjusted according to the efficiency of the engine and the current driving needs. The target charging power refers to the power used to charge the battery pack after the engine is started, and the target operating speed refers to the speed at which the engine needs to run in order to achieve the target charging power.

[0087] In a feasible implementation manner, in step S30, when starting the engine, the step of determining the target charging power and the target operating speed of the engine based on the current state of charge, the balanced state of charge, the driving condition, and the environmental state data may include steps S31 to S33:

[0088] Step S31, when starting the engine, obtaining a charge difference between the current state of charge and the equilibrium state of charge and a driver's required power;

[0089] It should be noted that when starting the engine, in order to determine the target charging power ChargePower and target operating speed ChargeSpeed ​​of the engine, it is necessary to first calculate the charge difference SOC_Diff (unit: %) and the driver requested power DriverRequestedPower (unit: kw) between the current state of charge SOC and the equilibrium state of charge SOC_Target. Among them, the driver requested power DriverRequestedP ower can be calculated based on the accelerator pedal opening. The charge difference SOC_Diff represents the difference between the current battery power and the ideal power, which is used to evaluate how much additional power is needed.

[0090] Step S32, determining a target charging power of the engine based on at least two of the driving condition, the charge difference, and the driver's required power;

[0091] It should be understood that when determining the target charging power ChargePower of the engine, it is necessary to first determine the driving condition of the target vehicle. Driving conditions include driving conditions and parking conditions. According to the driving conditions of the target vehicle, the data required to calculate the target charging power can be determined. Regardless of whether the target vehicle is in a driving condition or a parking condition, the charge difference SOC_Diff is required to calculate the target charging power ChargePower. Among them, the target charging power ChargePower calculated under driving conditions is ChargePower = ChargePower_Driving; the target charging power ChargePower calculated under parking conditions is ChargePower = ChargePower_Driving.

[0092] In a feasible implementation, step S32 may include steps A11 to A12:

[0093] Step A11, when the driving condition is a driving condition, obtaining a driving mode of the target vehicle, and determining a target charging power of the engine based on the driving mode, the charge difference and the driver's required power;

[0094] It should be noted that when the target vehicle is in driving condition, the driving mode of the vehicle needs to be determined first. The driving mode includes air conditioning mode and driving mode, wherein the air conditioning mode includes cold air conditioning mode, hot air conditioning mode and air conditioning off mode; the driving mode includes standard (Normal) mode, economic (ECO) mode and sports (SPORT) mode. For the same vehicle in different driving modes, the target charging power determined by the same charge difference and driver demand power is different.

[0095] In a feasible implementation, the step of determining the target charging power of the engine based on the driving mode, the charge difference and the driver's required power in step A11 may include: determining the basic charging power of the engine based on the charge difference and the driver's required power; when the driving mode is the first target mode, determining the compensation charging power based on the first target mode, and determining the target charging power of the engine based on the basic charging power and the compensation charging power; when the driving mode is the second target mode, using the basic charging power as the target charging power of the engine.

[0096] It should be noted that the driving mode being the first target mode refers to when the air conditioning mode is the cold air conditioning mode, or when the driving mode is the SPORT mode. The driving mode being the second target mode refers to when the air conditioning mode is not the cold air conditioning mode (i.e., the air conditioning mode is the hot air conditioning mode or the air conditioning off mode), and when the driving mode is not the SPORT mode (i.e., the driving mode is the Normal mode or the ECO mode).

[0097] It should be understood that in the cold air conditioning mode, since the cold air conditioning consumes electricity to drive the compressor when working, it directly obtains electricity from the battery pack, and the battery pack needs to provide higher output power to support the operation of the cold air conditioning. In SPORT mode, the vehicle will provide more aggressive power response and performance to meet the needs of aggressive driving, and the battery pack needs to provide higher output power to support stronger acceleration performance and higher power requirements.

[0098] Therefore, under driving conditions, when the driving mode is the first target mode, since the output power of the battery pack will increase, the target charging power ChargePower_Driving of the engine also needs to be increased accordingly. In order to distinguish the target charging power of the engine in the first target mode and the second target mode, the target charging power consists of two parts: basic charging power and compensation charging power. The basic charging power ChargePower_SeriesMod_MAP is the target charging power of the engine of the target vehicle under normal circumstances (that is, the driving mode is the second target mode). The compensation charging power is the charging power that needs to be compensated for the basic charging power when the cold air conditioner is turned on or the SPORT mode is turned on (that is, the driving mode is the first target mode). The compensation charging power includes the air conditioning mode compensation charging power ChargePower_SeriesMod_AC and the driving mode compensation charging power ChargePower_SeriesMod_SPORT.

[0099] In addition, it should be noted that, considering the difference between the driver requested power DriverRequestedPower and the charge difference SOC_Diff, the basic charging power ChargePower_SeriesMod_MAP of the engine cannot be a constant value.

[0100] For example, please refer to Figure 4 , Figure 4 This is a schematic diagram of the basic charging power set for a certain vehicle model provided in the first embodiment of the engine electric balance control method of this application. Figure 4 As shown in the figure, ChargePower_SeriesMod_MAP is a MAP map. For the target vehicle, a corresponding basic charging power ChargePower_SeriesMod_MAP can be uniquely determined according to its driver required power DriverRequestedPower and charge difference SOC_Diff. ChargePower_SeriesMod_MAP needs to be set comprehensively according to the charging speed, NVH (Noise, Vibration and Harshness), fuel consumption and other conditions of the target vehicle, so as to make the engine run in the best economic operation range. Figure 4The horizontal axis in the middle is the driver's required power DriverRequestedPower, the vertical axis is the charge difference SOC_Diff between the current state of charge SOC and the equilibrium state of charge SOC_Target, and the Z axis is the basic charging power ChargePower_SeriesMod_MAP. Under the same driver's required power DriverRequestedPower, the lower the charge difference SOC_Diff, the greater the engine's charging power in order to quickly replenish the battery pack SOC to the vicinity of the balance point; under the same charge difference SOC_Diff, the greater the driver's required power DriverRequestedPower, if the engine charging power is not increased, the SOC will drop rapidly, so the engine's charging power is greater.

[0101] In addition, it should be understood that when the driving mode is the first target mode, determining the compensation charging power based on the first target mode means: when the air-conditioning mode is the cold air-conditioning mode, determining the compensation charging power as the air-conditioning mode compensation charging power ChargePower_SeriesMod_AC; when the driving mode is the SPORT mode, determining the compensation charging power as the driving mode compensation charging power ChargePower_SeriesMod_SPORT. The compensation charging power needs to be determined based on the driver's required power DriverRequestedP ower and the charge difference SOC_Diff.

[0102] For example, please refer to Figure 5 , Figure 5 This is a schematic diagram of the compensation charging power of the air conditioning mode set for a certain vehicle model provided in the first embodiment of the engine electric balance control method of this application. Figure 5 As shown, ChargePower_SeriesMod_AC is a MAP diagram, which shares the horizontal and vertical coordinates with ChargePower_SeriesMod_MAP. ChargePower_SeriesMod_AC needs to be set by the OEM according to actual conditions.

[0103] For example, please refer to Figure 6 , Figure 6 This is a schematic diagram of the charging power compensation for a certain vehicle model provided in the first embodiment of the engine electric balance control method of this application. Figure 6 As shown, ChargePower_SeriesMod_SPORT is a MAP chart, which shares the horizontal and vertical coordinates with ChargePower_SeriesMod_MAP. ChargePower_SeriesMod_SPORT needs to be set by the OEM according to actual conditions.

[0104] Step A12, when the driving condition is a parking condition, determining the target charging power of the engine based on the charge difference.

[0105] It should be understood that since the vehicle is not moving in the parking condition, there is no driver demand for power, so the target charging power ChargePower_Park of the engine in the parking condition is only related to the charge difference SOC_Diff. The lower the charge difference SOC_Diff, the greater the charging power is required to quickly replenish the SOC of the BMS (Battery Management System).

[0106] For example, please refer to Figure 7 , Figure 7 This is a schematic diagram of the parking charging power set for a certain vehicle type provided in the first embodiment of the engine electric balance control method of this application. Figure 7 As shown in FIG. 1 , the target charging power of the engine under parking condition is ChargePower_SeriesMod_Curve, which is a curve and needs to be set according to the actual situation. Its horizontal coordinate is SOC_Diff and its vertical coordinate is the parking charging power, which is the target charging power ChargePower_Park of the engine under parking condition.

[0107] It should be understood that, combining steps A11 to A12, four situations of determining the target charging power ChargePower of the engine can be obtained, wherein, when the target vehicle is in a driving condition, the target charging power ChargePower of the engine is ChargePower=ChargePower_Driving; when the target vehicle is in a parking condition, the target charging power ChargePower of the engine is ChargePower=ChargePower_Park:

[0108] (1) For driving conditions, under normal circumstances (with the air conditioner turned off and the SPORT mode turned off): the target charging power of the engine ChargePower_Driving = ChargePower_SeriesMod_MAP;

[0109] (2) For driving conditions, the air conditioning mode is the cold air conditioning mode: the target charging power of the engine ChargePower_Driving = ChargePower_SeriesMod_MAP + ChargePower_SeriesMod_AC;

[0110] (3) For driving conditions, the driving mode is SPORT mode: the target charging power of the engine ChargePower_Driving = ChargePower_SeriesMod_MAP + ChargePower_SeriesMod_SPORT;

[0111] (4) For the parking condition, the target charging power of the engine ChargePower_Park = ChargePower_SeriesMod_Curve.

[0112] Step S33: determining the target operating speed of the engine based on the environmental status data, the charge difference and the driver's required power.

[0113] It should be understood that the environmental status data includes engine water temperature and ambient pressure. Based on the engine water temperature and ambient pressure collected by the sensor, as well as the charge difference SOC_Diff and the driver requested power DriverRequestedPower calculated in the above steps, the unique corresponding engine target operating speed ChargeSpeed ​​can be determined.

[0114] In a feasible implementation, step S33 may include: determining the basic operating speed of the engine based on the engine water temperature, the charge difference and the driver's required power; determining the compensated operating speed of the engine based on the ambient pressure; and determining the target operating speed of the engine based on the basic operating speed and the compensated operating speed.

[0115] It should be noted that the target operating speed of the engine cannot be a constant value. Considering that the air is thin under plateau conditions, the engine air intake will be reduced. At this time, there is a risk of large fluctuations in the engine speed, and an additional plateau compensation coefficient needs to be added. In this regard, this solution divides the target operating speed into two parts: the basic operating speed and the compensating operating speed. Among them, the compensating operating speed is used to compensate for the impact of the plateau environment on the target operating speed. The basic operating speed of the engine can be controlled by using a MAP diagram, and the compensating operating speed of the engine can be controlled by using a curve. The target operating speed is equal to the sum of the basic operating speed and the compensating operating speed.

[0116] In addition, it should be noted that the horizontal coordinate of the MAP diagram corresponding to the basic operating speed is the driver's required power DriverRequestedPower, the vertical coordinate is the charge difference SOC_Diff between the current state of charge SOC and the electric balance point SOC_Target, and the Z coordinate is the basic operating speed of the engine. Taking into account the influence of the engine water temperature, when the engine water temperature is high, it is necessary to increase the engine speed to reduce the engine's output torque to achieve the effect of reducing the engine water temperature. Therefore, when the engine water temperature is low and when the engine water temperature is high, different MAP diagrams need to be used to control the engine speed. Specifically, a temperature threshold ChargeSpeedTemp can be set according to the characteristics of the engine. When the engine water temperature is ≤ChargeSpeedTemp, it means that the engine water temperature is low; when the engine water temperature is >ChargeSpeedTemp, it means that the engine water temperature is high. ChargeSpeedTemp can generally be set to 100℃-105℃.

[0117] It should be understood that the MAP corresponding to the basic operating speed includes the engine basic operating speed map ChargeSpeed_LowTemp_MAP when the engine water temperature is low and the engine basic operating speed map ChargeSpeed_HighTemp_MAP when the engine water temperature is high. ChargeSpeed_LowTemp_MAP and ChargeSpeed_HighTemp_MAP need to be set based on NVH, fuel consumption and other conditions, and try to make the engine speed run within the optimal fuel consumption range based on the universal characteristics of the engine.

[0118] For example, please refer to Figure 8 , Figure 8 The engine basic operating speed diagram for a certain vehicle model when the engine water temperature is low is provided in the first embodiment of the engine electric balance control method of this application. Figure 8 As shown, ChargeSpeed_LowTemp_MAP is the basic operating speed of the engine when the engine water temperature is low, that is, the value corresponding to the Z coordinate.

[0119] For example, please refer to Fig. 9 , Fig. 9 The engine basic operating speed diagram for a certain vehicle model when the engine water temperature is high is provided in the first embodiment of the engine electric balance control method of this application. Fig. 9 As shown, ChargeSpeed_HighTemp_MAP is the basic operating speed of the engine when the engine water temperature is high, that is, the value corresponding to the Z coordinate.

[0120] In addition, it should be noted that the compensated operating speed is a curve, the horizontal axis is the ambient pressure, and the vertical axis is the compensated operating speed ChargeSpeed_Ambient_Comp_Curve, which represents the plateau compensation coefficient of the engine target operating speed. ChargeSpeed_Ambient_Comp_Curve needs to be set according to the actual performance of the vehicle on plateaus at different altitudes. Please refer to Fig.10 , Fig.10 An engine compensation operating speed diagram set for a certain vehicle type provided in Example 1 of the engine electric balance control method of this application.

[0121] Therefore, when the engine water temperature is low, the target operating speed of the engine ChargeSpeed=ChargeSpeed_LowTemp_MAP+ChargeSpeed_Ambient_Comp_Curve; when the engine water temperature is high, the target operating speed of the engine ChargeSpeed=ChargeSpeed_HighTemp_MAP+ChargeSpeed_Ambient_Comp_Curve.

[0122] Step S40, operating the engine based on the target charging power and the target operating speed until the current state of charge is greater than or equal to the shutdown state of charge, so as to complete the engine electrical balance control.

[0123] It should be understood that after starting the engine and determining the engine's target charging power ChargePower and target operating speed ChargeSpeed, the EMS (Engine Management System) will adjust the engine's operating parameters such as fuel injection amount, ignition timing, and throttle opening according to the target charging power and target operating speed, so that the engine runs according to the predetermined targets.

[0124] In addition, it should be understood that during the operation of the engine, the actual SOC of the battery pack, that is, the current state of charge, will be collected in real time, and the engine shutdown will be determined by comparing the current state of charge with the shutdown state of charge. Specifically, when the current state of charge SOC ≥ the electrical balance point (SOC_Target) + engine shutdown hysteresis (SOC_Stop_Hys), the HCU will request the engine to be shut down to avoid overcharging. The HCU can control the battery pack SOC near the electrical balance point by controlling the engine to start or stop.

[0125] For example, please refer to Fig.11 , Fig.11 This is the engine starting logic diagram provided by the first embodiment of the engine electric balance control method of this application. Fig.11 As shown in the figure, in the process of controlling the electric balance of the engine, the HCU will collect the current state of charge SOC of the battery pack in real time. When the engine is stopped, if the current state of charge SOC ≤ electric balance point (SOC_Target) + engine start hysteresis (SOC_Start_Hys), the HCU will request the engine to start to charge the battery pack. When the engine is in operation, if the current state of charge SOC ≥ electric balance point (SOC_Target) + engine stop hysteresis (SOC_Stop_Hys), the HCU will request the engine to stop. Repeating the above process, the battery pack SOC can be controlled near the electric balance point to complete the engine electric balance control.

[0126] The present embodiment provides an engine electrical balance control method, which obtains the starting state of charge, balanced state of charge and shutdown state of charge of a battery pack; obtains the current state of charge of the battery pack, and when the current state of charge is less than or equal to the starting state of charge, starts the engine, and the engine is used to charge the battery pack; obtains the driving condition and environmental status data of the target vehicle, and when starting the engine, determines the target charging power and target operating speed of the engine based on the current state of charge, balanced state of charge, driving condition and environmental status data; runs the engine based on the target charging power and target operating speed until the current state of charge is greater than or equal to the shutdown state of charge, and accurately controls when the engine starts, under what conditions the engine runs after starting, and when the engine stops when performing engine electrical balance control, and effectively manages the energy flow between the battery pack and the engine while stabilizing the battery pack state of charge, which can not only improve energy utilization efficiency but also extend battery life.

[0127] 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-mentioned embodiment 1 can be referred to the above introduction, and will not be repeated in the following. Fig.12 , step S40 also includes steps S41-S42:

[0128] Step S41, determining a target operating torque of the engine based on the target charging power and the target operating speed;

[0129] It should be noted that the relationship between power, speed and torque is: P = T*N / 9550. Among them, P represents engine power (unit: kW); T represents torque (unit: Nm); N represents speed (unit: rpm); 9550 is a constant used to convert the units of torque and speed into units of power.

[0130] It should be understood that at a certain speed, in order to achieve a specific power output, a corresponding torque, namely the target operating torque, is required. After determining the target charging power ChargePower and the target operating speed ChargeSpeed ​​of the target vehicle, the target operating torque ChargeTorque of the engine can be calculated according to the relationship between power, speed and torque: ChargeTorque = ChargePower*9550 / ChargeSpeed.

[0131] Step S42: operating the engine based on the target operating speed and the target operating torque until the current state of charge is greater than or equal to the shutdown state of charge, so as to complete the engine electrical balance control.

[0132] It should be noted that after determining the target operating torque and target operating speed, the EMS will adjust the engine operating parameters such as intake volume, ignition angle, VVT (Variable Valve Timing), etc. to ensure that the engine runs near the target operating speed and target operating torque after starting, until the current state of charge of the target vehicle is greater than or equal to the shutdown state of charge.

[0133] For example, the engine electric balance control strategy proposed in the present application is written into the ECU (Electronic Control Unit) and the HCU, and then tested on a real vehicle to obtain the actual effect of the engine starting strategy. Fig.13 , Fig.13 This is the actual effect diagram of the engine starting strategy provided in the second embodiment of the engine electric balance control method of this application. Before the test, the battery pack SOC is adjusted to the electric balance point, and then the vehicle runs a WLTC cycle on the rotating hub to obtain the actual effect diagram of the electric balance. Please refer to Fig.14 , Fig.14 This is the actual effect diagram of the electric balance provided in the second embodiment of the engine electric balance control method of this application. Fig.14 As shown, it can be found that the SOC is basically stable near the electrical equilibrium point.

[0134] This embodiment determines the target operating torque of the engine based on the target charging power and the target operating speed; runs the engine based on the target operating speed and the target operating torque until the current state of charge is greater than or equal to the shutdown state of charge, so as to complete the engine electrical balance control. By accurately calculating and controlling the operating parameters of the engine, effective management of the engine of the extended-range hybrid vehicle is achieved, and the performance and efficiency of the entire vehicle are optimized.

[0135] It should be noted that the above examples are only used to understand the present application and do not constitute a limitation on the engine electric balance control method of the present application. More simple transformations based on this technical concept are all within the protection scope of the present application.

[0136] This application also provides an engine electric balance control device, please refer to Fig.15 , the engine electric balance control device comprises:

[0137] The state of charge acquisition module 10 is used to acquire the starting state of charge, the balanced state of charge and the shutdown state of charge of the battery pack;

[0138] An engine starting module 20, used for obtaining the current state of charge of the battery pack, and starting the engine when the current state of charge is less than or equal to the starting state of charge, the engine being used for charging the battery pack;

[0139] an operating parameter determination module 30, for acquiring driving condition and environmental state data of the target vehicle, and determining a target charging power and a target operating speed of the engine based on the current state of charge, the equilibrium state of charge, the driving condition and the environmental state data when starting the engine;

[0140] The engine control module 40 is used to operate the engine based on the target charging power and the target operating speed until the current state of charge is greater than or equal to the shutdown state of charge, so as to complete the engine electrical balance control.

[0141] The engine electric balance control device provided by the present application adopts the engine electric balance control method in the above embodiment, which can solve the technical problem of how to accurately control the engine operating state to stabilize the charge state of the battery pack. Compared with the prior art, the beneficial effects of the engine electric balance control device provided by the present application are the same as the beneficial effects of the engine electric balance control method provided by the above embodiment, and the other technical features in the engine electric balance control device are the same as the features disclosed in the above embodiment method, which will not be repeated here.

[0142] In one embodiment, the state of charge acquisition module 10 is also used to obtain the vehicle speed and ambient temperature of the target vehicle, and determine the balanced state of charge of the battery pack based on the vehicle speed and the ambient temperature; obtain the engine start-stop hysteresis data of the target vehicle, and determine the starting state of charge and the stopping state of charge based on the engine start-stop hysteresis data and the balanced state of charge.

[0143] In one embodiment, the operating parameter determination module 30 is further used to obtain the charge difference between the current state of charge and the equilibrium state of charge and the driver's required power when starting the engine; determine the target charging power of the engine based on at least two of the driving condition, the charge difference and the driver's required power; and determine the target operating speed of the engine based on the environmental state data, the charge difference and the driver's required power.

[0144] In one embodiment, the operating parameter determination module 30 is also used to obtain the driving mode of the target vehicle when the driving condition is a driving condition, and determine the target charging power of the engine based on the driving mode, the charge difference and the driver's required power; when the driving condition is a parking condition, determine the target charging power of the engine based on the charge difference.

[0145] In one embodiment, the operating parameter determination module 30 is further used to determine the basic charging power of the engine based on the charge difference and the driver's required power; when the driving mode is the first target mode, the compensation charging power is determined based on the first target mode, and the target charging power of the engine is determined based on the basic charging power and the compensation charging power; when the driving mode is the second target mode, the basic charging power is used as the target charging power of the engine.

[0146] In one embodiment, the operating parameter determination module 30 is further used to determine the basic operating speed of the engine based on the engine water temperature, the charge difference and the driver's required power; determine the compensated operating speed of the engine based on the ambient pressure; and determine the target operating speed of the engine based on the basic operating speed and the compensated operating speed.

[0147] In one embodiment, the engine control module 40 is also used to determine the target operating torque of the engine based on the target charging power and the target operating speed; operate the engine based on the target operating speed and the target operating torque until the current state of charge is greater than or equal to the shutdown state of charge, so as to complete the engine electrical balance control.

[0148] The present application provides an engine electric balance control device, which includes: at least one processor; and a memory that is 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 engine electric balance control method in the above-mentioned embodiment one.

[0149] Reference below Fig.16, which shows a schematic diagram of the structure of an engine electric balance control device suitable for implementing the embodiment of the present application. The engine electric balance control device in the embodiment 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), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Fig.16 The engine electric balance control device shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0150] like Fig.16 As shown, the engine electric balance control device may include a processing device 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM: Read Onl y Memory) 1002 or a program loaded from a storage device 1003 to a random access memory (RAM: Random Access Memory) 1004. In the RAM 1004, various programs and data required for the operation of the engine electric balance control device are also stored. The processing device 1001, the ROM 1002, and the 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 may be connected to the I / O interface 1006: input devices 1007 including, for example, a touch screen, a touch pad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; storage devices 1003 including, for example, a magnetic tape, a hard disk, etc.; and communication devices 1009. The communication device 1009 may allow the engine electric balance control device to communicate with other devices wirelessly or by wire to exchange data. Although the figure shows an engine electric balance 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 may be implemented or have instead.

[0151] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a 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 through 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.

[0152] The engine electric balance control device provided by the present application adopts the engine electric balance control method in the above embodiment, which can solve the technical problem of how to accurately control the engine operating state to stabilize the charge state of the battery pack. Compared with the prior art, the beneficial effects of the engine electric balance control device provided by the present application are the same as the beneficial effects of the engine electric balance control method provided by the above embodiment, and the other technical features in the engine electric balance control device are the same as the features disclosed in the method of the previous embodiment, which will not be repeated here.

[0153] It should be understood that the various parts disclosed in this application can be implemented by 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.

[0154] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

[0155] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, computer programs) stored thereon, and the computer-readable program instructions are used to execute the engine electric balance control method in the above-mentioned embodiment.

[0156] The computer-readable storage medium provided in the present 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 of the above. 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 of the above. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination 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 of the above.

[0157] The computer-readable storage medium may be included in the engine electric balance control device; or may exist independently without being assembled into the engine electric balance control device.

[0158] The above-mentioned computer-readable storage medium carries one or more programs. When the above-mentioned one or more programs are executed by the engine electric balance control device, the engine electric balance control device: obtains the starting charge state, balanced charge state and shutdown charge state of the battery pack; obtains the current charge state of the battery pack, and when the current charge state is less than or equal to the starting charge state, starts the engine, and the engine is used to charge the battery pack; obtains the driving condition and environmental status data of the target vehicle, and when starting the engine, determines the target charging power and target operating speed of the engine based on the current charge state, the balanced charge state, the driving condition and the environmental status data; runs the engine based on the target charging power and the target operating speed until the current charge state is greater than or equal to the shutdown charge state, so as to complete the engine electric balance control.

[0159] 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 separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of 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., via the Internet using an Internet service provider).

[0160] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present application. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the 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 square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square 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 square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0161] The modules involved in the embodiments described in this application may be implemented by software or hardware, wherein the name of the module does not constitute a limitation on the unit itself in some cases.

[0162] The readable storage medium provided in this application is a computer-readable storage medium, which stores computer-readable program instructions (i.e., computer programs) for executing the above-mentioned engine electric balance control method, and can solve the technical problem of how to accurately control the engine operating state to stabilize the charge state of the battery pack. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as the beneficial effects of the engine electric balance control method provided in the above-mentioned embodiment, and will not be repeated here.

[0163] The present application also provides a computer program product, comprising a computer program, wherein when the computer program is executed by a processor, the steps of the above-mentioned engine electric balance control method are implemented.

[0164] The computer program product provided by the present application can solve the technical problem of how to accurately control the engine operating state to stabilize the charge state of the battery pack. Compared with the prior art, the beneficial effects of the computer program product provided by the present application are the same as the beneficial effects of the engine electric balance control method provided by the above embodiment, which will not be repeated here.

[0165] The above descriptions are only some embodiments of the present application, and are not intended to limit the patent scope of the present application. All equivalent structural changes made using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect applications in other related technical fields are included in the patent protection scope of the present application.

Claims

1. An engine electric balance control method, characterized in that: The engine electric balance control method comprises: Obtain the starting state of charge, balanced state of charge and shutdown state of charge of the battery pack; Acquire the current state of charge of the battery pack, and when the current state of charge is less than or equal to the starting state of charge, start the engine, the engine being used to charge the battery pack; Acquire driving condition and environmental state data of the target vehicle, and when starting the engine, determine a target charging power and a target operating speed of the engine based on the current state of charge, the equilibrium state of charge, the driving condition, and the environmental state data; The engine is operated based on the target charging power and the target operating speed until the current state of charge is greater than or equal to the shutdown state of charge, so as to complete the engine electrical balance control.

2. The method according to claim 1, characterized in that The step of obtaining the starting state of charge, the balanced state of charge and the shutdown state of charge of the battery pack includes: Acquiring a vehicle speed and an ambient temperature of a target vehicle, and determining a balanced state of charge of a battery pack based on the vehicle speed and the ambient temperature; The engine start-stop hysteresis data of the target vehicle is acquired, and a start state of charge and a stop state of charge are determined based on the engine start-stop hysteresis data and the balanced state of charge.

3. The method according to claim 1, characterized in that The step of determining the target charging power and the target operating speed of the engine based on the current state of charge, the equilibrium state of charge, the driving condition, and the environmental state data when starting the engine comprises: When starting the engine, obtaining a charge difference between the current state of charge and the equilibrium state of charge and a driver's required power; determining a target charging power of the engine based on at least two of the driving condition, the charge difference, and the driver's required power; A target operating speed of the engine is determined based on the environmental status data, the charge difference, and the driver demand power.

4. The method according to claim 3, characterized in that The step of determining the target charging power of the engine based on at least two of the driving condition, the charge difference and the driver's required power includes: When the driving condition is a driving condition, obtaining a driving mode of the target vehicle, and determining a target charging power of the engine based on the driving mode, the charge difference, and the driver's required power; When the driving condition is a parking condition, a target charging power of the engine is determined based on the charge difference.

5. The method according to claim 4, characterized in that The step of determining the target charging power of the engine based on the driving mode, the charge difference and the driver's required power includes: determining a basic charging power of the engine based on the charge difference and the driver's required power; When the driving mode is a first target mode, determining a compensation charging power based on the first target mode, and determining a target charging power of the engine based on the basic charging power and the compensation charging power; When the driving mode is a second target mode, the basic charging power is used as the target charging power of the engine.

6. The method according to claim 3, characterized in that The environmental status data includes engine water temperature and environmental pressure; The step of determining the target operating speed of the engine based on the environmental state data, the charge difference and the driver's required power includes: Determining a basic operating speed of the engine based on the engine water temperature, the charge difference and the driver's required power; determining a compensated operating speed of the engine based on the ambient pressure; A target operating speed of the engine is determined based on the basic operating speed and the compensated operating speed.

7. The method according to any one of claims 1 to 6, characterized in that The step of operating the engine based on the target charging power and the target operating speed until the current state of charge is greater than or equal to the shutdown state of charge to complete the engine electrical balance control includes: determining a target operating torque of the engine based on the target charging power and the target operating speed; The engine is operated based on the target operating speed and the target operating torque until the current state of charge is greater than or equal to the shutdown state of charge, so as to complete engine electrical balance control.

8. An engine electric balance control device, characterized in that: The device comprises: A state of charge acquisition module, used to acquire the starting state of charge, balanced state of charge and shutdown state of charge of the battery pack; an engine starting module, used to obtain the current state of charge of the battery pack, and start the engine when the current state of charge is less than or equal to the starting state of charge, the engine being used to charge the battery pack; an operating parameter determination module, configured to obtain driving condition and environmental state data of a target vehicle, and determine a target charging power and a target operating speed of the engine based on the current state of charge, the equilibrium state of charge, the driving condition, and the environmental state data when starting the engine; The engine control module is used to operate the engine based on the target charging power and the target operating speed until the current state of charge is greater than or equal to the shutdown state of charge, so as to complete the engine electrical balance control.

9. An engine electric balance control device, characterized in that: The device comprises: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the engine electric balance control method according to any one of claims 1 to 7.

10. A storage medium, characterized in that: The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the engine electric balance control method according to any one of claims 1 to 7 are implemented.

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