Hybrid control method of vehicle and terminal equipment

Abstract

The invention belongs to the technical field of automobiles, and provides a hybrid control method of a vehicle and terminal equipment. Working parameters of a vehicle are obtained, wherein the working parameters at least comprise the actual charge state and the charge state storage value of a vehicle-mounted battery; under the condition that the vehicle runs in the hybrid mode, if the actual charge state and the charge state storage value meet a first preset condition or a second preset condition, the virtual target charge state of the vehicle is lowered by a first preset value, so that an engine is stopped; and in the stop state of the engine, if the actual charge state and the charge state storage value meet a third preset condition, starting the engine, and storing the charge state of a vehicle-mounted battery to obtain the charge state storage value. According to the method, the virtual target charge state in the hybrid mode can be controlled more reasonably, the start and stop states of the engine are made to meet the requirement for oil-electricity double-drop better, and the good oil-electricity double-drop effect is achieved.

Description

Technical Field

[0001] The present application belongs to the field of automobile technology, and in particular, relates to a hybrid control method and terminal device for a vehicle. Background Art

[0002] In the design and operation of hybrid electric vehicles (HEV or PHEV), the key to achieving energy conservation and emission reduction and improving comprehensive driving range is to reasonably adjust the oil-electric ratio according to actual road conditions. In this process, factors such as fuel consumption, power consumption, comprehensive driving range and operating costs need to be comprehensively considered to optimize system efficiency and strive to achieve lower energy consumption and longer driving range.

[0003] Giving priority to the appropriate power source under different working conditions is an effective means to optimize the performance of hybrid vehicles, but existing hybrid vehicles are unable to more reasonably control the internal combustion engine and electric motor, and the dual reduction effect of oil and electricity is poor. Summary of the invention

[0004] In view of this, an embodiment of the present application provides a hybrid control method and a terminal device for a vehicle to solve the problem that the hybrid control strategy of existing hybrid vehicles cannot achieve a better reduction in both oil and electricity.

[0005] A first aspect of an embodiment of the present application provides a hybrid control method, including:

[0006] Acquiring operating parameters of the vehicle, the operating parameters at least including an actual state of charge and a stored state of charge value of an on-board battery;

[0007] When the vehicle is running in a hybrid mode, if the actual state of charge and the state of charge storage value satisfy a first preset condition or a second preset condition, lowering the virtual target state of charge of the vehicle by a first preset value to stop the engine;

[0008] When the engine is stopped, if the actual state of charge and the state of charge storage value satisfy a third preset condition, the engine is started, and the state of charge of the vehicle battery is stored to obtain the state of charge storage value.

[0009] The second aspect of an embodiment of the present application provides a terminal device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, the steps of the hybrid control method provided in the first aspect of the embodiment of the present application are implemented.

[0010] The hybrid control method provided by the first aspect of the embodiment of the present application obtains the working parameters of the vehicle, wherein the working parameters at least include the actual state of charge and the state of charge storage value of the vehicle battery; when the vehicle is running in the hybrid mode, if the actual state of charge and the state of charge storage value meet the first preset condition or the second preset condition, the virtual target state of charge of the vehicle is lowered to the first preset value to stop the engine; when the engine is stopped, if the actual state of charge and the state of charge storage value meet the third preset condition, the engine is started, and the state of charge of the vehicle battery is stored to obtain the state of charge storage value. The virtual target state of charge in the hybrid mode can be controlled more reasonably, and the start and stop state of the engine can be more in line with the requirements of oil and electricity dual reduction, thereby achieving a better oil and electricity dual reduction effect.

[0011] It can be understood that the beneficial effects of the second to fourth aspects mentioned above can be found in the relevant description of the first aspect mentioned above, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0013] Figure 1 is a flow chart of a hybrid control method provided by an embodiment of the present application;

[0014] Figure 2 is a flow chart of a hybrid control method provided by another embodiment of the present application;

[0015] Figure 3 is a structural schematic diagram of a hybrid control device provided in an embodiment of the present application;

[0016] Figure 4 It is a schematic diagram of the structure of the terminal device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0017] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0018] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of described features, wholes, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, components and / or combinations thereof.

[0019] It should also be understood that the term “and / or” used in the specification and appended claims refers to any and all possible combinations of one or more of the associated listed items, and includes these combinations.

[0020] As used in the specification and appended claims of this application, the term "if" can be interpreted as "when" or "uponce" or "in response to determining" or "in response to detecting", depending on the context. Similarly, the phrase "if it is determined" or "if [described condition or event] is detected" can be interpreted as meaning "uponce it is determined" or "in response to determining" or "uponce [described condition or event] is detected" or "in response to detecting [described condition or event]", depending on the context.

[0021] In addition, in the description of the present application specification and the appended claims, the terms "first", "second", "third", etc. are only used to distinguish the descriptions and cannot be understood as indicating or implying relative importance.

[0022] References to "one embodiment" or "some embodiments" etc. described in the specification of this application mean that one or more embodiments of the present application include specific features, structures or characteristics described in conjunction with the embodiment. Therefore, the statements "in one embodiment", "in some embodiments", "in some other embodiments", "in some other embodiments", etc. that appear in different places in this specification do not necessarily refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in other ways. The terms "including", "comprising", "having" and their variations all mean "including but not limited to", unless otherwise specifically emphasized in other ways.

[0023] The hybrid control method provided in the embodiment of the present application can be executed by the processor of the terminal device when running a computer program with corresponding functions, by obtaining the working parameters of the vehicle, the working parameters at least include the actual state of charge and the state of charge storage value of the vehicle battery; when the vehicle is running in hybrid mode, if the actual state of charge and the state of charge storage value meet the first preset condition or the second preset condition, the virtual target state of charge of the vehicle is lowered to the first preset value to stop the engine; when the engine is stopped, if the actual state of charge and the state of charge storage value meet the third preset condition, the engine is started, and the state of charge of the vehicle battery is stored to obtain the state of charge storage value. The virtual target state of charge can be controlled more reasonably, and the start and stop state of the engine can be more in line with the requirements of oil and electricity dual reduction, achieving a better oil and electricity dual reduction effect.

[0024] In the application, the terminal device can be an electronic control unit (ECU-Electronic Control Unit), a motor controller (Motor Controller), a battery management system (BMS-Battery Management System) and other controllers on the vehicle. The embodiments of the present application do not impose any restrictions on the specific type of the terminal device.

[0025] like Figure 1 As shown, the hybrid control method provided in the embodiment of the present application includes the following steps S101 to S103:

[0026] Step S101: Acquire operating parameters of the vehicle, where the operating parameters at least include an actual state of charge and a stored state of charge value of the vehicle battery.

[0027] In the application, the actual state of charge of the vehicle battery can be obtained through the vehicle's battery management system (BMS). The state of charge storage value is the state of charge that the vehicle has stored before the current moment. The state of charge storage value can be obtained by storing the state of charge of the vehicle battery at a set frequency, or by storing the state of charge of the vehicle battery when the vehicle meets a preset condition.

[0028] Step S102: When the vehicle is running in the hybrid mode, if the actual state of charge and the state of charge storage value meet the first preset condition or the second preset condition, the virtual target state of charge of the vehicle is lowered to the first preset value to stop the engine.

[0029] In the application, the vehicle can be configured with pure electric mode (EV Mode) and hybrid mode (Hybrid Mode). Among them, in pure electric mode, the vehicle is driven only by the electric motor, and the internal combustion engine does not work. In hybrid mode, the vehicle can automatically switch to use the internal combustion engine or electric motor according to actual needs, or both work together. The system will intelligently allocate power sources based on factors such as vehicle speed, acceleration, and battery charge state.

[0030] In the application, by comparing the actual state of charge with the state of charge storage value, it can be determined whether the actual state of charge is in an increasing or decreasing state, so that the vehicle can automatically select the most suitable operating mode under different driving conditions. The first preset condition and the second preset condition are pre-set judgment conditions. In the first preset condition and the second preset condition, the actual state of charge and the state of charge storage value have different size relationships to adapt to different operating conditions of the vehicle. In addition to the first preset condition and the second preset condition, other conditions can also be set to trigger the engine shutdown under some special operating conditions, so as to better balance the use of battery power and fuel, and ensure the best energy efficiency under different driving conditions.

[0031] In the application, the first preset value can be set to any value between 3% and 6%, such as 3%, 4%, 5%, and 6%. When the virtual target state of charge is lowered to the first preset value, the system considers that the battery power is insufficient to support the continuous operation of the motor due to the decrease in the virtual target SOC. In order to protect the battery and save power, the system will stop using the motor, causing the engine to shut down.

[0032] Step S103: When the engine is stopped, if the actual state of charge and the state of charge storage value meet a third preset condition, the engine is started and the state of charge of the vehicle battery is stored to obtain the state of charge storage value.

[0033] In the application, the third preset condition can be set to that the actual state of charge is lower than the state of charge storage value by a certain value, which is used as a basis for over-discharge of the vehicle battery or low battery power. When the third preset condition is met, starting the engine can reduce the consumption of the vehicle battery and charge the vehicle battery to ensure the vehicle's continuous operation capability.

[0034] In the application, when the engine is stopped, if the actual state of charge and the stored state of charge meet certain conditions, the state of charge storage value is also updated. The updated state of charge storage value can be used to compare with the actual state of charge later to determine the trend of the actual state of charge, so that the engine can be shut down again by lowering the virtual target state of charge at an appropriate time. Since the excess energy generated by the internal combustion engine is converted into electrical energy by the generator and stored back in the battery, there is a certain energy conversion loss, which reduces the overall efficiency of the system. Frequent charging and discharging operations will cause cycle loss to the battery and affect the service life of the battery. Especially under high-speed conditions, if such situations occur frequently, it will aggravate the aging of the battery. In addition, differences in road conditions will also lead to differences in signals such as rolling resistance coefficient, wind resistance coefficient, and slope, which will lead to differences in rolling resistance, air resistance, and slope resistance, so that the battery may continue to discharge under high resistance conditions, resulting in a continuous decrease in the power of the vehicle battery.

[0035] The embodiment of the present application compares the actual state of charge with the state of charge storage value, and when certain conditions are met, the virtual target state of charge (VTSoC) is lowered by a certain value, and the engine shutdown is triggered accordingly, which is of great significance for the energy efficiency of hybrid vehicles, improving fuel economy, and reducing emissions. For example, when the battery state of charge is high, the vehicle has sufficient power reserves and does not need the support of the internal combustion engine temporarily. By lowering the virtual target state of charge and triggering the engine shutdown, the use of fuel can be reduced. During the engine shutdown period, the vehicle no longer produces exhaust emissions, which also helps to reduce environmental pollution. For another example, by adjusting the virtual target state of charge, the system can better balance the use of battery power and fuel, ensuring the best energy efficiency under different driving conditions, thereby ensuring a better oil-electric dual-reduction effect, and can also avoid excessive discharge of the battery, which helps to extend the service life of the battery. Among them, setting the first preset value of the virtual target state of charge downgrade between 3% and 6% can not only balance battery use and fuel economy, avoid affecting the driving experience while improving fuel efficiency, but also protect battery life and prevent over-discharge to extend cycle life; in addition, the downgrade value within this range provides a moderate response speed, which can quickly adapt to changes in the battery state of charge without being too sensitive to cause frequent engine start and stop, thereby reducing system complexity and wear, and at the same time has sufficient flexibility to cope with the needs under different driving conditions, and achieve optimal energy utilization efficiency while ensuring that vehicle performance is not affected; and because there is energy conversion loss when the internal combustion engine is started to charge the battery, a smaller downgrade value helps to reduce unnecessary energy waste, and the internal combustion engine is only started when it is really needed; such a setting makes the hybrid system more intelligent, automatically selects the most effective operating mode, takes advantage of the battery while avoiding its disadvantages, improves overall efficiency, and also ensures user satisfaction, because the adjustment process is smooth and gradual, and the driver can enjoy better fuel economy and lower emissions.

[0036] In one embodiment, the first predetermined condition includes the actual state of charge exceeding the state of charge storage value to reach a first threshold.

[0037] In the application, the value of the first threshold can be reasonably set to trigger the engine shutdown at an appropriate time to avoid unnecessary charging and reduce fuel consumption. For example, the value of the first threshold can be set to any value between 0.5% and 1.5%, such as 0.5%, 1%, 1.5%, etc.

[0038] The embodiment of the present application sets the first threshold value between 0.5% and 1.5%, which can ensure that when the actual state of charge exceeds the state of charge storage value to reach this smaller range, the system can respond promptly and appropriately, triggering the engine to shut down to avoid unnecessary charging process, thereby effectively reducing fuel consumption; such a setting is neither too sensitive to cause frequent starting or stopping of the engine, nor will it miss the opportunity to save fuel due to slow response, which realizes the fine management of battery power while ensuring the overall efficiency of the hybrid system and the smoothness of the driving experience.

[0039] In one embodiment, the working parameter further includes a continuous driving mileage value, and the second preset condition includes:

[0040] The actual state of charge does not exceed the state of charge storage value to reach the first threshold value, and the mileage reaches the preset mileage; or

[0041] The actual state of charge does not fall below the state of charge storage value to reach a second threshold, and the mileage reaches a preset mileage.

[0042] In applications, the value of the second threshold can be set to any value within the range of 1.6% to 2.5%, such as 1.6%, 2%, 2.5%, and the like.

[0043] In the application, in addition to using the actual state of charge exceeding the state of charge storage value to reach the first threshold as the trigger condition for engine shutdown, the mileage value is also used as one of the trigger conditions for engine shutdown. When the actual state of charge does not rise significantly (that is, the actual state of charge does not exceed the state of charge storage value to reach the first threshold) or decrease significantly (the actual state of charge does not fall below the state of charge storage value to reach the second threshold), if the mileage reaches a certain value, the engine shutdown is also triggered.

[0044] The embodiment of the present application can reduce the process of charging the battery with excess energy generated by the internal combustion engine by limiting the running time of the engine, especially when the battery SOC does not change significantly, thereby reducing the loss in energy conversion. By setting the mileage threshold to control the start and stop of the engine, it can be ensured to a certain extent that the internal combustion engine is started only when necessary, so that it can work more in the high-efficiency range and improve fuel efficiency. In addition, shutting down when no additional charging is required can avoid the internal combustion engine from running in an inefficient state, further improving fuel economy. Among them, setting the second threshold between 1.6% and 2.5% can ensure that when the actual state of charge is not lower than the state of charge storage value to reach this range, the system can trigger the engine shutdown in time in combination with the mileage value while ensuring that the battery is not over-discharged, thereby more finely managing the battery power and fuel use, and achieving better overall energy utilization efficiency.

[0045] In one embodiment, Figure 2 As shown, the following step S201 is also included:

[0046] Step S201: When the engine is stopped, if the actual state of charge and the state of charge storage value meet a third preset condition, the mileage is reset.

[0047] In the application, when the mileage value is used as one of the factors of the engine shutdown trigger condition, in order to ensure the accuracy of the mileage value, the mileage should be reset to zero at an appropriate time to avoid the last count value from affecting the current judgment. In the embodiment of the present application, when the actual state of charge and the state of charge storage value meet the third preset condition, the engine start will be triggered. At this time, the state of charge is stored to obtain the state of charge storage to be used for the next judgment, and the mileage is also reset to re-record the distance traveled after the engine is started, thereby avoiding the previous engine mileage value from affecting the judgment result.

[0048] In one embodiment, the third preset condition includes that the actual state of charge is lower than the state of charge storage value and reaches a third threshold.

[0049] In the application, the third threshold value can be set to 2.5% to 3%, for example, 2.5%, 2.8%, or 3%. The specific value can be set according to different vehicle models with the goal of optimizing the oil-electric ratio.

[0050] The third preset condition of the embodiment of the present application includes that the actual state of charge is lower than the state of charge storage value and reaches the third threshold. When the actual state of charge is lower than the state of charge storage value and reaches the third threshold, the mileage is triggered to be cleared, which can avoid the influence of the last count value on the current judgment. Among them, the third threshold is set between 2.5% and 3%, and the engine is triggered to start when the actual state of charge is lower than the state of charge storage value to reach this range, and the mileage is cleared at the same time, which can ensure that the battery power is replenished in time when it drops to a certain level, prevent the battery from over-discharging, and thus extend the service life of the battery; secondly, by clearing the mileage at the same time as the engine starts, the independence of each engine operation cycle can be guaranteed, avoiding the influence of historical data on the current judgment, so that the system can make more accurate and timely decisions based on the latest driving conditions; in addition, this mechanism helps to optimize the oil-electric ratio, prompting the internal combustion engine to work in the high-efficiency range when needed, and improve fuel efficiency and overall energy utilization efficiency; finally, by re-recording the mileage, the system can better adapt to different driving conditions and habits, achieve more refined power management, and thus improve the overall performance and user experience of the vehicle.

[0051] In one embodiment, the following step S301 is also included:

[0052] Step S301: When the engine is stopped, if the actual state of charge exceeds the state of charge storage value and reaches a fourth threshold, the state of charge of the vehicle battery is stored.

[0053] In the application, the fourth threshold can be set to a value greater than the first threshold and the third threshold to reflect a state where the power level increases significantly. For example, the fourth threshold can be set to any value between 3.1% and 4%, such as 3.1%, 3.5%, 4%, etc.

[0054] In applications, for some special working conditions, the vehicle triggers regenerative braking for energy recovery with high efficiency, resulting in a rapid increase in the battery charge, such as a long downhill slope. For this condition, due to the obvious increase in charge, the state of charge value stored last time is quite different from the current moment. If the stored state of charge value is not updated, the accuracy of the next judgment will be affected. However, the traditional state of charge storage strategy may not be able to update the stored SOC value in time, which will also affect the accuracy of subsequent judgments. Therefore, an independent storage mechanism needs to be set up, that is, when the engine is stopped, if the actual state of charge exceeds the state of charge storage value and reaches the fourth threshold, the state of charge value is actively stored.

[0055] The embodiment of the present application sets a larger fourth threshold value, for example, the fourth threshold value is greater than the first threshold value, and when the actual state of charge exceeds the state of charge storage value to reach the fourth threshold value, the state of charge at this time is actively stored. This method enables the vehicle to update the state of charge storage value in a timely manner when the power level increases significantly, avoiding errors caused by long periods of non-updates. This helps to improve the accuracy of subsequent judgments, especially under rapidly changing working conditions. And by updating the stored SOC value in a timely manner, the system can better avoid the risk of overcharging the battery, which helps to extend the service life of the battery.

[0056] The embodiment of the present application sets the fourth threshold value between 3.1% and 4%, and when the engine is stopped, the state of charge of the vehicle battery is stored when the actual state of charge exceeds the state of charge storage value to reach this range. Such a mechanism can improve the accuracy of judgment and ensure that the system makes decisions based on the latest data, which is particularly suitable for fast charging caused by regenerative braking under special conditions such as long downhill slopes; it enhances the system's adaptability to rapidly changing conditions, avoids long-term non-update errors that may be caused by traditional storage strategies, helps prevent overcharging of the battery and extends its service life; at the same time, by accurately grasping the battery status, the system can more reasonably adjust the power mode and energy recovery intensity, optimize overall energy management, improve fuel economy, and provide users with a smoother and more comfortable driving experience, thereby achieving optimal performance in different driving environments.

[0057] In one embodiment, the following step S401 is also included:

[0058] Step S401: When the engine is started, if the actual state of charge is lower than the state of charge storage value and reaches a fifth threshold, the state of charge of the vehicle battery is stored.

[0059] In applications, for some special working conditions, the battery power of the vehicle will drop rapidly even when the engine is started. For example, when the vehicle is climbing a slope, dragging a heavy object, or encountering a large resistance, the engine and the electric motor are needed to drive the vehicle together. At this time, the battery needs to provide additional energy support, causing the battery power to drop rapidly. If the stored state of charge value is not updated in time, the system may make decisions based on the wrong state of charge, affecting subsequent energy management. Therefore, a reasonable storage mechanism needs to be set up to achieve the timed update of the stored state of charge value.

[0060] In the application, the fifth threshold value can be set to a value greater than the first threshold value and the third threshold value to reflect a state where the power consumption is significantly reduced. The fifth threshold value can be set to any value between 3.1% and 4%, such as 3.1%, 3.5%, 4%, etc. The fifth threshold value can be equal to the fourth threshold value or not.

[0061] The embodiment of the present application sets a larger fifth threshold value, for example, the fifth threshold value is greater than the first threshold value, and when the actual state of charge is lower than the state of charge storage value and reaches the fifth threshold value, the state of charge at this time is actively stored, which can ensure the accuracy of subsequent judgments. For example, if the fifth threshold value is set to 3.5%, then when the actual state of charge is 3.5% lower than the state of charge storage value, the system will actively store the state of charge at this time to update the state of charge storage value.

[0062] The embodiment of the present application sets the fifth threshold value between 3.1% and 4%, and when the engine is started, the state of charge of the vehicle battery is stored when the actual state of charge is lower than the state of charge storage value and reaches this range. Such a mechanism can ensure that when the vehicle encounters special operating conditions such as climbing a slope, towing a heavy object or a large resistance, which causes the battery power to drop rapidly, the system can update the stored state of charge value in time to avoid making decisions based on erroneous data, thereby improving the accuracy of subsequent energy management; by setting a larger fifth threshold value, the system can respond more sensitively to significant changes in battery power, ensuring the real-time and reliability of battery status information under high energy consumption conditions, helping to optimize power distribution and energy utilization, and improving overall driving performance and user experience.

[0063] In one embodiment, the following step S501 is also included:

[0064] Step S501: If the actual state of charge is greater than a sixth threshold, the vehicle is controlled to run in a pure electric mode, and the actual state of charge is assigned to a virtual target state of charge.

[0065] In the application, the sixth threshold is set to a value close to the full power, such as any value between 80% and 95%, for example, 80%, 85%, and 90%. This threshold is selected to ensure that the corresponding action is triggered only when the battery power is relatively sufficient. When the actual state of charge is greater than the sixth threshold, it can be judged that the power of the vehicle battery is high. At this time, the vehicle is controlled to operate in pure electric mode, and the power of the vehicle battery is used for driving first. For example, if the sixth threshold is set to 90%, then when the actual state of charge reaches more than 90%, the system will switch to pure electric mode.

[0066] In the embodiment of the present application, when the actual state of charge is greater than the sixth threshold, the vehicle is controlled to operate in pure electric mode, and the battery is used first to supply power, which can reduce the frequency of use of the internal combustion engine, thereby saving fuel and improving fuel economy. Assigning the actual state of charge to the virtual target state of charge can simplify the energy management process, avoid complex charging and discharging operations when the battery is fully charged, and improve the efficiency of the system and the service life of the battery.

[0067] In the embodiment of the present application, when the actual state of charge is greater than the sixth threshold value (such as any value between 80% and 95%), the vehicle is controlled to operate in pure electric mode and the actual state of charge is assigned to the virtual target state of charge. Such a mechanism can give priority to the use of battery power when the battery power is relatively sufficient, reduce the frequency of use of the internal combustion engine, thereby saving fuel and improving fuel economy; at the same time, directly assigning the actual state of charge to the virtual target state of charge simplifies the energy management process and avoids complex charging and discharging operations under high power conditions, which not only improves the efficiency of the system, but also extends the service life of the battery.

[0068] In one embodiment, the maximum value of the virtual target state of charge does not exceed a sixth threshold value, and the minimum value is within a state of charge balance range;

[0069] The state of charge balance value is the state of charge when the on-board battery is not charged or discharged while the vehicle is driving.

[0070] In application, the power of the on-board battery is maintained within a certain range while the vehicle is driving. The vehicle is neither charged nor discharged, and the power of the on-board battery tends to be stable. This range is the charge state balance range.

[0071] In the embodiment of the present application, the maximum value of the virtual target state of charge does not exceed the sixth threshold value, and the minimum value is within the balance range of the state of charge. The charging and discharging of the battery is controlled based on the virtual target state of charge, which can avoid overcharging or over-discharging of the battery and extend the service life of the battery.

[0072] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0073] The embodiment of the present application also provides a hybrid control device, which is used to execute the steps in the above hybrid control method embodiment. The hybrid control device can be a virtual appliance in a terminal device, which is run by a processor of the terminal device, or it can be the terminal device itself.

[0074] like Figure 3 As shown, the hybrid control device 100 provided in the embodiment of the present application includes:

[0075] A data acquisition unit 101 is used to acquire operating parameters of the vehicle, where the operating parameters at least include an actual state of charge and a stored state of charge value of the vehicle battery;

[0076] A first hybrid control unit 102, configured to, when the vehicle is running in a hybrid mode, if the actual state of charge and the state of charge storage value satisfy a first preset condition or a second preset condition, lower the virtual target state of charge of the vehicle by a first preset value to stop the engine;

[0077] The second hybrid control unit 103 is used to start the engine and store the state of charge of the vehicle battery to obtain the state of charge storage value when the actual state of charge and the state of charge storage value meet a third preset condition when the engine is stopped.

[0078] The embodiment of the present application compares the actual state of charge with the state of charge storage value, and when certain conditions are met, the virtual target state of charge (VTSoC) is lowered by a certain value, and the engine shutdown is triggered accordingly, which is of great significance for the energy efficiency of hybrid vehicles, improving fuel economy, and reducing emissions. For example, when the battery state of charge is high, the vehicle has sufficient power reserves and does not need the support of the internal combustion engine temporarily. By lowering the virtual target state of charge and triggering the engine shutdown, the use of fuel can be reduced. During the engine shutdown period, the vehicle no longer produces exhaust emissions, which also helps to reduce environmental pollution. For another example, by adjusting the virtual target state of charge, the system can better balance the use of battery power and fuel, ensuring the best energy efficiency under different driving conditions, thereby ensuring a better oil-electric dual-reduction effect, and can also avoid excessive discharge of the battery, which helps to extend the service life of the battery.

[0079] In one embodiment, a third hybrid control unit is further included, which is used to reset the mileage to zero if a third preset condition is satisfied between the actual state of charge and the state of charge storage value when the engine is stopped.

[0080] In the embodiment of the present application, when the third preset condition is met between the actual state of charge and the state of charge storage value, the engine start will be triggered. At this time, the state of charge is stored and the state of charge is stored for the next judgment. The mileage is also reset to re-record the distance traveled after the engine is started, thereby avoiding the previous engine mileage value from affecting the judgment result.

[0081] In one embodiment, a fourth hybrid control unit is further included, which is used to store the state of charge of the vehicle battery if the actual state of charge exceeds the state of charge storage value and reaches a fourth threshold value when the engine is stopped.

[0082] The embodiment of the present application sets a fourth threshold value, and when the engine is stopped, the state of charge of the vehicle battery is stored when the actual state of charge exceeds the state of charge storage value and reaches the fourth threshold value. Such a mechanism can improve the accuracy of judgment and ensure that the system makes decisions based on the latest data, which is particularly suitable for fast charging caused by regenerative braking under special conditions such as long downhill slopes; it enhances the system's adaptability to rapidly changing conditions, avoids long-term non-update errors that may be caused by traditional storage strategies, helps prevent overcharging of the battery and extends its service life; at the same time, by accurately grasping the battery status, the system can more reasonably adjust the power mode and energy recovery intensity, optimize overall energy management, improve fuel economy, and provide users with a smoother and more comfortable driving experience, thereby achieving optimal performance in different driving environments.

[0083] In one embodiment, a fifth hybrid control unit is further included, which is used to store the state of charge of the vehicle battery if the actual state of charge is lower than the state of charge storage value and reaches a fifth threshold value when the engine is started.

[0084] In the embodiment of the present application, when the engine is started, the state of charge of the vehicle battery is stored when the actual state of charge is lower than the state of charge storage value and reaches the fifth threshold. Such a mechanism can ensure that when the vehicle encounters special operating conditions such as climbing a slope, towing a heavy object or a large resistance, which causes the battery power to drop rapidly, the system can update the stored state of charge value in time to avoid making decisions based on erroneous data, thereby improving the accuracy of subsequent energy management; by setting a larger fifth threshold, the system can respond more sensitively to significant changes in battery power, ensuring the real-time and reliability of battery status information under high energy consumption conditions, helping to optimize power distribution and energy utilization, and improving overall driving performance and user experience.

[0085] In one embodiment, a sixth hybrid control unit is further included, which is used to control the vehicle to operate in a pure electric mode if the actual state of charge is greater than a sixth threshold value, and assign the actual state of charge to the virtual target state of charge.

[0086] In the embodiment of the present application, when the actual state of charge is greater than the sixth threshold value, the vehicle is controlled to operate in pure electric mode and the actual state of charge is assigned to the virtual target state of charge. Such a mechanism can give priority to the use of battery power when the battery power is relatively sufficient, reduce the frequency of use of the internal combustion engine, thereby saving fuel and improving fuel economy; at the same time, directly assigning the actual state of charge to the virtual target state of charge simplifies the energy management process and avoids complex charging and discharging operations under high power conditions, which not only improves the efficiency of the system, but also extends the battery life.

[0087] In application, each module in the hybrid control device may be a software program module, or may be implemented by different logic circuits integrated in a processor, or may be implemented by multiple distributed processors.

[0088] like Figure 4 As shown, the embodiment of the present application further provides a terminal device 200, including: at least one processor 201 ( Figure 4 Only one processor is shown in the figure), a memory 202, and a computer program 203 stored in the memory 202 and executable on at least one processor 201, wherein the processor 201 implements the steps in the above-mentioned various method embodiments when executing the computer program 203.

[0089] In the application, the terminal device may include, but is not limited to, a processor and a memory. Those skilled in the art will understand that Figure 4 It is only an example of a terminal device and does not constitute a limitation on the terminal device. The terminal device may include more or fewer components than shown in the figure, or a combination of certain components, or different components.

[0090] In applications, the processor may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or the processor may be any conventional processor, etc.

[0091] In applications, the memory may be an internal storage unit of a terminal device in some embodiments, such as a hard disk or memory of the terminal device. In other embodiments, the memory may also be an external storage device of the terminal device, such as a plug-in hard disk, a smart memory card (Smart Media Card, SMC), a secure digital (SecureDigital, SD) card, a flash card (Flash Card), etc. equipped on the terminal device. Further, the memory may also include both an internal storage unit of the terminal device and an external storage device. The memory is used to store an operating system, an application program, a boot loader (BootLoader), data, and other programs, such as program codes of a computer program. The memory may also be used to temporarily store data that has been output or is to be output.

[0092] It should be noted that the information interaction, execution process, etc. between the above-mentioned devices / units are based on the same concept as the method embodiment of the present application. Their specific functions and technical effects can be found in the method embodiment part and will not be repeated here.

[0093] The technicians in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In practical applications, the above-mentioned function allocation can be completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated in a processing unit, or each unit can exist physically separately, or two or more units can be integrated in one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, which will not be repeated here.

[0094] The embodiment of the present application further provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, the steps in the above-mentioned method embodiments can be implemented.

[0095] An embodiment of the present application provides a computer program product. When the computer program product runs on a terminal device, the terminal device can implement the steps in the above-mentioned method embodiments when executing the computer program product.

[0096] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, which can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a computer-readable storage medium. When the computer program is executed by the processor, the steps of the above-mentioned various method embodiments can be implemented. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may at least include: any entity or device that can carry the computer program code to the device / terminal device, a recording medium, a computer memory, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), an electric carrier signal, a telecommunication signal, and a software distribution medium. For example, a USB flash drive, a mobile hard disk, a magnetic disk or an optical disk. In some jurisdictions, according to legislation and patent practice, computer-readable media cannot be electric carrier signals and telecommunication signals.

[0097] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0098] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0099] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0100] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0101] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A hybrid control method for a vehicle, characterized in that: include: Acquiring operating parameters of the vehicle, the operating parameters at least including an actual state of charge and a stored state of charge value of an on-board battery; When the vehicle is running in a hybrid mode, if the actual state of charge and the state of charge storage value satisfy a first preset condition or a second preset condition, lowering the virtual target state of charge of the vehicle by a first preset value to stop the engine; When the engine is stopped, if the actual state of charge and the state of charge storage value satisfy a third preset condition, the engine is started, and the state of charge of the vehicle battery is stored to obtain the state of charge storage value.

2. The hybrid control method according to claim 1, characterized in that: The first preset condition includes that the actual state of charge exceeds the state of charge storage value to reach a first threshold.

3. The hybrid control method according to claim 1, characterized in that: The working parameters also include a continuous driving mileage value, and the second preset condition includes: The actual state of charge does not exceed the state of charge storage value to reach a first threshold value, and the mileage reaches a preset mileage; or The actual state of charge does not fall below the state of charge storage value to reach a second threshold, and the mileage reaches a preset mileage.

4. The hybrid control method according to claim 1, characterized in that: Also includes: When the engine is stopped, if the actual state of charge and the state of charge storage value meet a third preset condition, the mileage is reset.

5. The hybrid control method according to claim 1 or 4, characterized in that: The third preset condition includes that the actual state of charge is lower than the state of charge storage value and reaches a third threshold.

6. The hybrid control method according to any one of claims 1 to 4, characterized in that: Also includes: When the engine is stopped, if the actual state of charge exceeds the state of charge storage value and reaches a fourth threshold, the state of charge of the vehicle battery is stored.

7. The hybrid control method according to any one of claims 1 to 4, characterized in that: Also includes: When the engine is started, if the actual state of charge is lower than the state of charge storage value by a fifth threshold, the state of charge of the vehicle battery is stored.

8. The hybrid control method according to any one of claims 1 to 4, characterized in that: Also includes: If the actual state of charge is greater than a sixth threshold, the vehicle is controlled to run in a pure electric mode, and the actual state of charge is assigned to a virtual target state of charge.

9. The hybrid control method according to claim 8, characterized in that: The maximum value of the virtual target state of charge does not exceed the sixth threshold value, and the minimum value is within the state of charge balance range; The state of charge balance range is the state of charge when the on-board battery is not charged or discharged while the vehicle is traveling.

10. A terminal device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the hybrid control method according to any one of claims 1 to 9 are implemented.

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