Vehicle control method and device, vehicle and storage medium

Abstract

The invention provides a vehicle control method and device, a vehicle and a storage medium, and the method comprises the steps: obtaining the current electric quantity of a battery of the vehicle under the condition of determining that the vehicle is in a direct drive mode; determining a target mode of the battery based on the current electric quantity, and determining a target torque of the engine corresponding to the target mode; obtaining a driver demand torque and a charging compensation torque corresponding to the target mode; determining a load point transfer torque of the engine based on the target torque, the driver demand torque and the charging compensation torque; wherein the load point transfer torque is used for adjusting torque distribution between the engine and a motor of the vehicle; and according to the load point transfer torque, controlling the motor to assist the engine or controlling the motor to generate power. According to the method, torque distribution between the engine and the motor of the vehicle can be reasonably adjusted according to the electric quantity state of the battery, energy is better distributed, and the energy utilization efficiency of the vehicle is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more specifically, to a vehicle control method, a device, a vehicle and a storage medium in the field of vehicles. Background Art

[0002] At present, the driving modes of hybrid vehicles mainly include pure electric mode, series mode and direct drive mode. Usually, the appropriate driving mode can be selected according to the driving state of the vehicle. When the vehicle is in direct drive mode, the vehicle is directly driven by the vehicle engine, and the motor serves as an auxiliary power source.

[0003] However, the existing direct-drive engine torque setting considerations are relatively simple and do not take into account the different operating conditions that occur during vehicle operation, which is not conducive to vehicle drivability and energy consumption requirements. Summary of the invention

[0004] The present application provides a vehicle control method, device, vehicle and storage medium. The method can reasonably adjust the torque distribution between the engine and the vehicle's motor according to the battery power state, better distribute energy, and improve the energy utilization efficiency of the vehicle.

[0005] In a first aspect, a vehicle control method is provided, the method comprising: when determining that the vehicle is in a direct drive mode, obtaining a current charge of a battery of the vehicle; based on the current charge, determining a target mode of the battery, and determining a target torque of the engine corresponding to the target mode; obtaining a driver demand torque and a charging compensation torque corresponding to the target mode; based on the target torque, the driver demand torque and the charging compensation torque, determining a load point transfer torque of the engine; wherein the load point transfer torque is used to adjust the torque distribution between the engine and a motor of the vehicle; and according to the load point transfer torque, controlling the motor to assist the engine or controlling the motor to generate electricity.

[0006] The above technical solution, when determining that the vehicle is in direct drive mode, obtains the current power of the vehicle's battery, and determines the target mode of the battery based on the current power, thereby determining the target torque of the engine corresponding to the target mode. By determining different engine torques through different modes, the battery and the engine can be better controlled to work together, so that the torque output of the engine can be dynamically adjusted according to the power state of the battery, thereby improving energy utilization. By obtaining the driver's required torque, the driver's required torque can be fully considered in the process of determining the load point transfer torque of the engine, thereby ensuring that regardless of the battery power, the vehicle can provide corresponding power according to the driver's expectations. By obtaining the charging compensation torque corresponding to the target mode, the charging demand of the vehicle's battery can be fully considered in the process of determining the load point transfer torque of the engine, so that the engine can allocate an additional part of the torque to charge the battery on the basis of meeting the vehicle's power demand, thereby extending the battery's cruising range. The determined load point transfer torque can be used to adjust the torque distribution between the engine and the vehicle's motor, which can better distribute energy and improve the vehicle's energy utilization efficiency. Based on the load point transfer torque, the motor is controlled to assist the engine, which can improve the vehicle's drivability; based on the load point transfer torque, the motor is controlled to generate electricity, thereby charging the battery, realizing energy recovery and reuse, and further improving the vehicle's energy utilization efficiency.

[0007] In combination with the first aspect, in certain implementations of the first aspect, the target mode of the battery is determined based on the current power, including: if the current power is within a first preset range, the discharge mode is determined as the target mode; wherein the discharge mode is a mode in which the battery consumes power to assist the engine; if the current power is within a second preset range, the maintenance mode is determined as the target mode; wherein the maintenance mode is a mode in which the battery maintains power balance; the upper limit value of the second preset range is less than the lower limit value of the first preset range; if the current power is within a third preset range, the charging mode is determined as the target mode; wherein the charging mode is a mode in which the battery is charged by the engine; the upper limit value of the third preset range is less than the lower limit value of the second preset range.

[0008] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, the target torque of the engine corresponding to the target mode is determined, including: when it is determined that the target mode is a power generation mode or a charging mode, obtaining the first target demand torque of the engine corresponding to the target mode, and determining the first target demand torque as the target torque; wherein the first target demand torque is: the torque that the engine needs to provide to meet the basic power demand under the target mode; when it is determined that the target mode is a maintenance mode, obtaining the first target demand torque and the mode compensation torque of the engine corresponding to the target mode, and determining the torque sum between the first target demand torque and the mode compensation torque as the target torque; wherein the mode compensation torque is: the torque that the engine needs to provide in addition to the first target demand torque when smoothing the torque change.

[0009] The above technical solution, when determined to be in power generation mode or charging mode, can accurately meet the basic power demand in this mode by obtaining the first target demand torque of the corresponding engine as the target torque. This means that the torque output by the engine can just adapt to the power conditions required for power generation or charging, avoiding the situation where insufficient torque leads to low power generation or charging efficiency, and also preventing energy waste caused by excessive torque output. For the maintenance mode, not only the first target demand torque that meets the basic power demand is considered, but also the mode compensation torque is introduced. The mode compensation torque can provide additional torque to smooth torque changes, so that the vehicle can maintain the current state more smoothly, improving driving comfort and stability. By setting the mode compensation torque in the maintenance mode to smooth torque changes, the torque output by the engine can achieve a smoother transition between different working conditions.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, when it is determined that the target mode is the maintenance mode, the first target required torque and the mode compensation torque of the engine corresponding to the target mode are obtained, including: when it is determined that the target mode is the maintenance mode, the first target required torque of the engine corresponding to the maintenance mode, the second target required torque of the engine corresponding to the charging mode to be entered by the battery from the maintenance mode, and the torque compensation coefficient are obtained; wherein the torque compensation coefficient is used to smooth the torque of the engine; the second target required torque is: the torque that the engine needs to provide to meet the basic power demand under the charging mode; the torque difference between the first target required torque and the second target required torque is calculated; and the product of the torque difference and the torque compensation coefficient is determined as the mode compensation torque.

[0011] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, obtaining the first target required torque of the engine corresponding to the target mode includes: obtaining the current power system parameters of the vehicle; determining a first target correspondence corresponding to the target mode; wherein the first target correspondence is a correspondence between the power system parameters and the required torque of the engine under the target mode; based on the first target correspondence, determining the first target required torque corresponding to the current power system parameters.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, the second target required torque is determined by: obtaining the current power system parameters of the vehicle; determining a second target correspondence corresponding to the charging mode; wherein the second target correspondence is a correspondence between the power system parameters and the required torque of the engine under the charging mode; based on the second target correspondence, determining the second target required torque corresponding to the current power system parameters.

[0013] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, the torque compensation coefficient is determined by: obtaining the current power and the target power of the battery, and calculating the power difference between the current power and the target power; wherein the target power is the power that the battery is expected to reach in the maintenance mode; obtaining the current engine speed of the vehicle, the ambient temperature of the vehicle, the current speed of the vehicle and the throttle opening of the vehicle; and determining the torque compensation coefficient based on the power difference, the current engine speed, the ambient temperature of the vehicle, the current speed of the vehicle and the throttle opening of the vehicle.

[0014] The above technical solution, by obtaining the current power and target power of the battery and calculating the power difference, can clearly understand the specific situation of the battery's distance from the expected power in the maintenance mode. This allows subsequent operations to be adjusted based on this accurate power difference information to ensure that the battery power can reasonably change towards the expected target power. The current speed of the engine affects the output power and torque characteristics of the engine. The ability and efficiency of the engine to provide torque are different at different speeds; the ambient temperature may affect the performance of the engine, the charging and discharging efficiency of the battery, etc.; the current vehicle speed determines the power required for the vehicle to travel and the energy consumption; the throttle opening directly reflects the driver's demand for vehicle power. Combining these factors, the appropriate torque compensation coefficient can be determined more accurately.

[0015] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, obtaining the charging compensation torque corresponding to the target mode includes: when it is determined that the target mode is a non-charging mode, determining that the charging compensation torque is zero; when it is determined that the target mode is a charging mode, obtaining a compensation parameter related to the charging compensation torque; wherein, the charging mode is a mode in which the battery is charged by the engine; the compensation parameter is a parameter that affects the output power of the engine; based on the compensation parameter, determining the charging compensation power of the engine; obtaining the power generation efficiency of the engine and the wheel speed of the vehicle; determining the charging compensation torque based on the charging compensation power of the engine, the power generation efficiency of the engine and the wheel speed of the vehicle.

[0016] In the above technical solution, in the non-charging mode, the battery does not need to be charged by the engine, and no additional charging compensation torque is required. Through such a setting, complex torque calculations and adjustments are avoided in unnecessary situations, the system computing burden is reduced, and the system operation efficiency is improved. When the target mode is determined to be the charging mode, the compensation parameters related to the charging compensation torque are obtained in a targeted manner. In the charging mode, various factors that affect the engine output power can be fully considered, thereby laying the foundation for accurately determining the charging compensation torque. The differentiated processing method according to different modes allows the system to more finely regulate the engine output in the charging mode to meet the battery charging needs.

[0017] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, the load point transfer torque of the engine is determined based on the target torque, the driver demand torque and the charging compensation torque, including: based on the target torque, determining the target wheel-end torque of the engine; wherein the target wheel-end torque is the torque transmitted to the wheels by the engine through the transmission system; obtaining the current torque of the engine; based on the target wheel-end torque of the engine and the current torque, determining the target change gradient of the torque of the engine under the target mode; based on the target change gradient, smoothing the target wheel-end torque to obtain the smoothed target wheel-end torque; based on the smoothed target wheel-end torque, the driver demand torque and the charging compensation torque, determining the load point transfer torque of the engine.

[0018] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, the load point transfer torque of the engine is determined based on the smoothed target wheel-end torque, the driver demand torque and the charging compensation torque, including: calculating the torque sum between the charging compensation torque and the smoothed target wheel-end torque; calculating the torque difference obtained by subtracting the torque sum from the driver demand torque; and determining the torque difference as the load point transfer torque of the engine.

[0019] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, the motor is controlled to assist the engine or to generate electricity according to the load point transfer torque, including: when it is determined that the load point transfer torque is a positive value, the motor is controlled to assist the engine based on the load point transfer torque; when it is determined that the load point transfer torque is a negative value, the motor is controlled to generate electricity based on the load point transfer torque.

[0020] The above technical solution calculates the sum of the charging compensation torque and the smoothed target wheel-end torque, and then subtracts this sum from the driver's required torque to obtain the load point transfer torque, thereby achieving an accurate division of the vehicle's overall power demand. And according to the positive and negative conditions of the load point transfer torque, the motor is controlled to perform corresponding power assist or power generation operations, thereby achieving efficient use of energy. When the load point transfer torque is positive, the motor assists the engine. At this time, the motor can supplement the lack of engine power, avoiding energy waste caused by the engine bearing too high a load alone. When the load point transfer torque is negative, the motor can generate electricity, further improving the energy recovery and utilization efficiency of the entire vehicle system.

[0021] In a second aspect, a vehicle control device is provided, which includes: a first acquisition module, for acquiring a current charge of a battery of the vehicle when it is determined that the vehicle is in a direct drive mode; a first determination module, for determining a target mode of the battery based on the current charge, and determining a target torque of the engine corresponding to the target mode; a second acquisition module, for acquiring a driver demand torque and a charging compensation torque corresponding to the target mode; a second determination module, for determining a load point transfer torque of the engine based on the target torque, the driver demand torque and the charging compensation torque; wherein the load point transfer torque is used to adjust the torque distribution between the engine and the motor of the vehicle; and a control module, for controlling the motor to assist the engine or to generate electricity according to the load point transfer torque.

[0022] In combination with the second aspect, in certain implementations of the second aspect, the first determination module is specifically used to: if the current power level is within a first preset range, determine the discharge mode as the target mode; wherein the discharge mode is a mode in which the battery consumes power to assist the engine; if the current power level is within a second preset range, determine the maintenance mode as the target mode; wherein the maintenance mode is a mode in which the battery maintains power balance; the upper limit value of the second preset range is less than the lower limit value of the first preset range; if the current power level is within a third preset range, determine the charging mode as the target mode; wherein the charging mode is a mode in which the battery is charged by the engine; the upper limit value of the third preset range is less than the lower limit value of the second preset range.

[0023] In combination with the second aspect and the above-mentioned implementation methods, in certain implementation methods of the second aspect, the first determination module is also specifically used to: when it is determined that the target mode is a power generation mode or a charging mode, obtain the first target demand torque of the engine corresponding to the target mode, and determine the first target demand torque as the target torque; wherein, the first target demand torque is: the torque that the engine needs to provide to meet the basic power demand under the target mode; when it is determined that the target mode is a maintenance mode, obtain the first target demand torque and the mode compensation torque of the engine corresponding to the target mode, and determine the torque sum between the first target demand torque and the mode compensation torque as the target torque; wherein, the mode compensation torque is: the torque that the engine needs to provide in addition to the first target demand torque when smoothing the torque change.

[0024] In combination with the second aspect and the above-mentioned implementation methods, in certain implementation methods of the second aspect, the first determination module includes a first acquisition unit, which is specifically used to: when determining that the target mode is the maintenance mode, obtain the first target required torque of the engine corresponding to the maintenance mode, the second target required torque of the engine corresponding to the charging mode that the battery is to enter from the maintenance mode, and the torque compensation coefficient; wherein the torque compensation coefficient is used to smooth the torque of the engine; the second target required torque is: the torque that the engine needs to provide to meet the basic power demand under the charging mode; calculate the torque difference between the first target required torque and the second target required torque; and determine the product of the torque difference and the torque compensation coefficient as the mode compensation torque.

[0025] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the first determination module also includes a second determination unit, which is specifically used to: obtain the current power system parameters of the vehicle; determine a first target correspondence corresponding to the target mode; wherein the first target correspondence is a correspondence between the power system parameters and the required torque of the engine under the target mode; based on the first target correspondence, determine the first target required torque corresponding to the current power system parameters.

[0026] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the first determination unit includes a second target demand torque determination subunit, and the second target demand torque determination subunit is specifically used to: obtain the current power system parameters of the vehicle; determine a second target correspondence corresponding to the charging mode; wherein the second target correspondence is a correspondence between the power system parameters and the required torque of the engine under the charging mode; based on the second target correspondence, determine the second target demand torque corresponding to the current power system parameters.

[0027] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the first determination unit includes a torque compensation coefficient determination subunit, which is specifically used to: obtain the current power and target power of the battery, and calculate the power difference between the current power and the target power; wherein the target power is the power that the battery is expected to reach in the maintenance mode; obtain the current engine speed of the vehicle, the ambient temperature of the vehicle, the current speed of the vehicle and the throttle opening of the vehicle; determine the torque compensation coefficient based on the power difference, the current engine speed, the ambient temperature of the vehicle, the current speed of the vehicle and the throttle opening of the vehicle.

[0028] In combination with the second aspect and the above-mentioned implementation methods, in certain implementation methods of the second aspect, the second acquisition module is specifically used to: when it is determined that the target mode is a non-charging mode, determine that the charging compensation torque is zero; when it is determined that the target mode is a charging mode, obtain compensation parameters related to the charging compensation torque; wherein, the charging mode is a mode in which the battery is charged by the engine; the compensation parameter is a parameter that affects the output power of the engine; based on the compensation parameter, determine the charging compensation power of the engine; obtain the power generation efficiency of the engine and the wheel speed of the vehicle; determine the charging compensation torque based on the charging compensation power of the engine, the power generation efficiency of the engine and the wheel speed of the vehicle.

[0029] In combination with the second aspect and the above-mentioned implementation methods, in certain implementation methods of the second aspect, the second determination module is specifically used to: determine the target wheel-end torque of the engine based on the target torque; wherein the target wheel-end torque is the torque transmitted to the wheels by the engine through the transmission system; obtain the current torque of the engine; determine the target change gradient of the torque of the engine under the target mode based on the target wheel-end torque of the engine and the current torque; smooth the target wheel-end torque based on the target change gradient to obtain the smoothed target wheel-end torque; determine the load point transfer torque of the engine based on the smoothed target wheel-end torque, the driver demand torque and the charging compensation torque.

[0030] In combination with the second aspect and the above-mentioned implementation methods, in certain implementation methods of the second aspect, the second determination module is specifically used to: calculate the torque sum between the charging compensation torque and the smoothed target wheel-end torque; calculate the torque difference obtained by subtracting the torque sum from the driver's required torque; and determine the torque difference as the load point transfer torque of the engine.

[0031] In combination with the second aspect and the above-mentioned implementation methods, in certain implementation methods of the second aspect, the control module is specifically used to: when it is determined that the load point transfer torque is a positive value, control the motor to assist the engine based on the load point transfer torque; when it is determined that the load point transfer torque is a negative value, control the motor to generate electricity based on the load point transfer torque.

[0032] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the vehicle control method in the first aspect and any possible implementation of the first aspect.

[0033] In a fourth aspect, a computer program product is provided, which includes: a computer program code, when the computer program code is run on a computer, the computer executes the vehicle control method in the above-mentioned first aspect and any possible implementation of the first aspect.

[0034] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the vehicle control method in the above-mentioned first aspect and any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 is a schematic flow chart of a vehicle control method provided in an embodiment of the present application;

[0036] Figure 2 This is a schematic diagram of a battery mode division provided in an embodiment of the present application;

[0037] Figure 3 is a control logic diagram of a target torque determination process provided by an embodiment of the present application;

[0038] Figure 4 is a control logic diagram of a load point transfer torque determination process provided by an embodiment of the present application;

[0039] Figure 5 is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application;

[0040] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0041] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0042] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0043] At present, the driving modes of hybrid vehicles mainly include pure electric mode, series mode and direct drive mode. Usually, the appropriate driving mode can be selected according to the driving state of the vehicle. When the vehicle is in direct drive mode, the vehicle is directly driven by the vehicle engine, and the motor serves as an auxiliary power source.

[0044] However, the existing direct-drive engine torque setting considerations are relatively simple and do not take into account the different operating conditions that occur during vehicle operation, which is not conducive to vehicle drivability and energy consumption requirements.

[0045] For example, when the vehicle is in direct drive mode, the engine may need to output different torques under different working conditions to achieve smooth acceleration, deceleration, starting, climbing and other operations. If the differences in different working conditions are not taken into account when setting the torque, the vehicle may not run smoothly, with a sense of frustration, insufficient or excessive power, etc. In addition, the resistance that the vehicle needs to overcome under different working conditions is different, and the required optimal torque is also different. If the differences in different working conditions are not taken into account when setting the torque, the engine may output too much torque in some cases, causing energy waste, or the engine may output insufficient torque, affecting the normal driving efficiency of the vehicle, thereby increasing energy consumption.

[0046] In order to solve the above technical problems, an embodiment of the present application provides a vehicle control method, and the executor of the method is a vehicle, specifically a controller in the vehicle.

[0047] Figure 1 It is a schematic flow chart of a vehicle control method provided in an embodiment of the present application.

[0048] For example, Figure 1 As shown, the method 100 includes:

[0049] S101, when it is determined that the vehicle is in a direct drive mode, obtaining a current power level of a battery of the vehicle.

[0050] S102, determining a target mode of the battery based on the current power level, and determining a target torque of the engine corresponding to the target mode.

[0051] S103, obtaining the driver's required torque and the charging compensation torque corresponding to the target mode.

[0052] S104 , determining the load point transfer torque of the engine based on the target torque, the driver demand torque and the charging compensation torque.

[0053] The load point transfer torque is used to adjust the torque distribution between the engine and the motor of the vehicle.

[0054] S105, controlling the motor to assist the engine or controlling the motor to generate electricity according to the load point transfer torque.

[0055] In the embodiment of the present application, when it is determined that the vehicle is in direct drive mode, the current power of the battery of the vehicle is obtained, and the target mode of the battery is determined based on the current power, so as to determine the target torque of the engine corresponding to the target mode. By determining different engine torques through different modes, the battery and the engine can be better controlled to work together, so that the torque output of the engine can be dynamically adjusted according to the power state of the battery, thereby improving energy utilization. By obtaining the driver's demand torque, the driver's demand torque can be fully considered in the process of determining the load point transfer torque of the engine, thereby ensuring that the vehicle can provide corresponding power according to the driver's expectations regardless of the battery's power level. By obtaining the charging compensation torque corresponding to the target mode, the charging demand of the battery of the vehicle can be fully considered in the process of determining the load point transfer torque of the engine, so that the engine can allocate an additional part of the torque to charge the battery on the basis of meeting the power demand of the vehicle, thereby extending the battery's cruising range. The determined load point transfer torque can be used to adjust the torque distribution between the engine and the motor of the vehicle, which can better distribute energy and improve the energy utilization efficiency of the vehicle. Based on the load point transfer torque, the motor is controlled to assist the engine, which can improve the vehicle's drivability; based on the load point transfer torque, the motor is controlled to generate electricity, thereby charging the battery, realizing energy recovery and reuse, and further improving the vehicle's energy utilization efficiency.

[0056] Below Figure 1 The implementation method of each step in the embodiment shown is specifically described:

[0057] As for the above S101, it can be understood that the current driving mode of the vehicle is monitored by the vehicle control system. The above direct drive mode is a working mode in a hybrid vehicle. In the direct drive mode, the engine of the vehicle directly drives the vehicle to travel, and the motor serves as an auxiliary power source.

[0058] Furthermore, the current power of the battery can be obtained through a battery management system in the vehicle. The current power of the battery (State of Charge, SOC) refers to the current remaining power percentage of the battery, for example, 70% SOC means that the battery still has 70% power.

[0059] As mentioned above, in order to make the torque distribution between the engine and the motor more reasonable, the working condition of the vehicle can be determined, so as to determine the torque distribution strategy between the engine and the motor according to the working condition of the vehicle. By obtaining the current power of the battery of the vehicle, the power of the battery is determined, so as to determine whether the vehicle is currently in a low power condition.

[0060] As for the above S102, it can be understood that the working mode of the battery can be determined based on the current power level of the battery.

[0061] For example, the working modes of the battery can be divided into a charging mode, a maintenance mode and a discharge mode. In the charging mode, the battery needs to be charged; in the maintenance mode, the battery can maintain the current power; in the discharge mode, the battery can be discharged.

[0062] In one possible implementation, based on the current power level, the target mode of the battery is determined, including: if the current power level is within a first preset range, the discharge mode is determined as the target mode; wherein the discharge mode is a mode in which the battery consumes power to assist the engine; if the current power level is within a second preset range, the maintenance mode is determined as the target mode; wherein the maintenance mode is a mode in which the battery maintains power balance; the upper limit value of the second preset range is less than the lower limit value of the first preset range; if the current power level is within a third preset range, the charging mode is determined as the target mode; wherein the charging mode is a mode in which the battery is charged by the engine; the upper limit value of the third preset range is less than the lower limit value of the second preset range.

[0063] It can be understood that the above-mentioned first preset range can be set according to actual needs.

[0064] Specifically, when the battery is in discharge mode, it means that the current charge of the battery is high and the power can be consumed to assist the engine.

[0065] Exemplarily, the lower limit of the first preset range can be set relatively high, for example, the lower limit of the first preset range can be set to 30%, and no upper limit is set, that is, the first preset range is [30%, +∞). Similarly, the second preset range and the third preset range can also be set according to actual needs.

[0066] Specifically, when the battery is in the maintenance mode, it means that the current power of the battery is moderate and can be maintained. When the battery is in the charging mode, it means that the current power of the battery is low and needs to be charged by the engine.

[0067] Exemplarily, it can be set according to the actual situation of the battery. For example, when the battery power is lower than 10%, it may be out of power. In this case, the upper limit value of the third preset range can be set to 10%, and no lower limit value is set, that is, the third preset range is (-∞, 10%].

[0068] Furthermore, the second preset range may be set according to the first preset range and the third preset range, and the second preset range may be between the first preset range and the third preset range.

[0069] Exemplarily, the upper limit value of the second preset range can be set lower than the lower limit value of the first preset range, for example, the upper limit value of the second preset range can be set to 20%; the lower limit value of the second preset range can be set higher than the upper limit value of the third preset range, for example, the lower limit value of the second preset range can be set to 15%, that is, the second preset range is [15%, 20%].

[0070] Furthermore, after the current power level of the battery is acquired, it may be determined within which of the above-mentioned intervals the current power level is located, thereby determining the target mode of the battery.

[0071] For example, if the current power level of the battery is 18%, it can be determined that the current power level of the battery is within the second preset range, and it can be determined that the target mode of the battery is the maintenance mode.

[0072] In order to more accurately divide the battery's operating mode and thus perform more sophisticated energy management on the vehicle, the battery's operating mode can be further divided.

[0073] Exemplarily, the above discharge mode can be further divided into an active discharge mode and a passive discharge mode, wherein the battery power in the active discharge mode is higher than the battery power in the passive discharge mode.

[0074] The above charging modes can also be further divided into efficiency charging mode, high-efficiency charging mode and strong charging mode. Among them, the battery power in the efficiency charging mode is higher than the battery power in the high-efficiency charging mode; the battery power in the high-efficiency charging mode is higher than the battery power in the strong charging mode.

[0075] In some embodiments, the battery operating mode can be divided into active discharge mode (i.e., mode 1), passive discharge mode (i.e., mode 2), maintenance mode (i.e., mode 3), efficiency charging mode (i.e., mode 4), high-efficiency charging mode (i.e., mode 5) and strong charging mode (i.e., mode 6) according to the current charge level of the battery.

[0076] It can be understood that the current charge of the battery is the highest in the above-mentioned active discharge mode, and the battery can actively discharge to provide assistance to the engine.

[0077] In the above passive discharge mode, the current charge of the battery is high and does not need to be charged immediately. The battery can also be discharged to provide assistance to the engine.

[0078] The above-mentioned maintenance mode is the maintenance mode mentioned above. In the maintenance mode, the current power of the battery is moderate, and the battery maintains the current power, which can ensure that the battery works within a reasonable range.

[0079] In the above efficiency charging mode, the current power of the battery is low and can be charged moderately to keep the battery working within a reasonable power range.

[0080] The current charge of the battery in the high-efficiency charging mode is lower than that in the efficiency charging mode, and the battery charge needs to be increased quickly to avoid battery exhaustion, but overcharging needs to be avoided.

[0081] In the above-mentioned strong charging mode, the current power of the battery is the lowest, and the battery needs to be charged forcibly to avoid battery power loss.

[0082] Furthermore, the entry conditions of the above-mentioned different modes can be set according to the target power value of the battery under an ideal state and the power threshold when the battery is at risk of being out of power.

[0083] Exemplarily, the lower limit of the battery power range in mode 1 may be set relatively high, for example, the lower limit of the battery power range in mode 1 may be set to 85%, that is, the power range corresponding to mode 1 is [85%, +∞).

[0084] The upper limit of the battery power range in mode 2 can be set lower than the lower limit of the battery power range in mode 1, for example, the upper limit of the power range corresponding to mode 2 can be set to 80%. The lower limit of the power range corresponding to mode 2 can be set higher than the target power value under the ideal state of the battery, for example, if the target power value is 16%, the lower limit of the power range corresponding to mode 2 can be set to 22%, that is, the power range corresponding to mode 2 is [22%, 80%].

[0085] The upper limit of the battery power range in mode 3 can be set slightly higher than the target power value in the ideal state of the battery, for example, the upper limit of the power range corresponding to mode 3 is set to 19.5%. The lower limit of the power range corresponding to mode 3 can be set slightly lower than or equal to the target power value in the ideal state of the battery, for example, the lower limit of the power range corresponding to mode 3 is set to 15%, that is, the power range corresponding to mode 3 is [15%, 19.5%].

[0086] If the battery power is likely to be low when it is lower than a certain power threshold, the upper limit of the power range corresponding to mode 6 can be set according to the power threshold. For example, the battery power is likely to be low when it is lower than 8.5%, so the upper limit of the power range corresponding to mode 6 can be set to 8.5%, that is, the power range corresponding to mode 6 is (-∞, 8.5%].

[0087] Furthermore, the upper limit of the battery power range in mode 4 can be set lower than the target power value in the ideal state of the battery, for example, the upper limit of the power range corresponding to mode 4 can be set to 12.5%. The lower limit of the power range corresponding to mode 4 can be set lower, but higher than the upper limit of the power range corresponding to mode 6, for example, the lower limit of the power range corresponding to mode 4 can be set to 10.5%, that is, the power range corresponding to mode 4 is [10.5%, 12.5%].

[0088] The upper limit of the battery power range in mode 5 can be set slightly lower than the lower limit of the power range corresponding to mode 4, for example, the upper limit of the power range corresponding to mode 5 can be set to 9.5%. The lower limit of the power range corresponding to mode 5 can be set lower, but slightly higher than the upper limit of the power range corresponding to mode 6, for example, the lower limit of the power range corresponding to mode 5 can be set to 9%, that is, the power range corresponding to mode 5 is [9%, 9.5%].

[0089] It is understandable that in order to avoid repeated changes in the working mode of the battery, the power ranges corresponding to the above-mentioned different modes can be set with non-overlapping boundary values.

[0090] The power range corresponding to each of the above modes can be set according to actual needs. The upper and lower limits of the power range corresponding to each mode in the above embodiments are only used as examples, and the embodiments of the present application do not limit the upper and lower limits of the power range.

[0091] Furthermore, the current power level of the battery may be acquired in real time, and when the current power level of the battery changes, it may be determined whether the working mode of the battery has changed.

[0092] For example, Figure 2As shown, it is assumed that the target SOC of the battery in mode 3 is 16%, that is, the target SOC that the battery is expected to achieve in the ideal state in mode 3 is 16%.

[0093] When the current working mode of the battery is mode 1, if the current power level of the battery drops to 80%, it is determined that the working mode of the battery is changed from mode 1 to mode 2.

[0094] When the battery's current operating mode is mode 2, if the battery's current charge rises to 85%, it is determined that the battery's operating mode changes from mode 2 to mode 1; if the battery's current charge drops to the target SOC+3.5%, that is, the battery's current charge drops to 19.5%, it is determined that the battery's operating mode changes from mode 2 to mode 3.

[0095] When the battery's current operating mode is mode 3, if the battery's current charge rises to 22%, it is determined that the battery's operating mode changes from mode 3 to mode 2; if the battery's current charge drops to the target SOC-4.5%, that is, the battery's current charge drops to 11.5%, it is determined that the battery's operating mode changes from mode 3 to mode 4.

[0096] When the battery's current operating mode is mode 4, if the battery's current power level rises to 15%, the battery's operating mode is determined to change from mode 4 to mode 3; if the battery's current power level drops to 9.5%, the battery's operating mode is determined to change from mode 4 to mode 5.

[0097] When the battery's current operating mode is mode 5, if the battery's current power level rises to 10.5%, the battery's operating mode is determined to change from mode 5 to mode 4; if the battery's current power level drops to 8.5%, the battery's operating mode is determined to change from mode 5 to mode 6.

[0098] When the current working mode of the battery is mode 6, if the current power level of the battery rises to 9%, it is determined that the working mode of the battery is changed from mode 6 to mode 5.

[0099] Furthermore, when the battery is in different operating modes, the engine can output different torques according to the actual driving needs of the vehicle, that is, the target torque of the engine corresponding to the target mode can be determined.

[0100] In one possible implementation, the target torque of the engine corresponding to the target mode is determined, including: when it is determined that the target mode is a power generation mode or a charging mode, obtaining a first target demand torque of the engine corresponding to the target mode, and determining the first target demand torque as the target torque; wherein the first target demand torque is: the torque that the engine needs to provide to meet the basic power demand under the target mode; when it is determined that the target mode is a maintenance mode, obtaining the first target demand torque and the mode compensation torque of the engine corresponding to the target mode, and determining the torque sum between the first target demand torque and the mode compensation torque as the target torque; wherein the mode compensation torque is: the torque that the engine needs to provide in addition to the first target demand torque when smoothing torque changes.

[0101] It is understandable that the first target demand torque refers to the torque that the engine needs to provide in order to meet the basic power demand in the target mode, wherein the basic power demand is the driving demand of the vehicle.

[0102] If the target mode is the power generation mode or the charging mode, it is only necessary to ensure that the torque output by the engine can meet the basic power demand and ensure the normal driving of the vehicle. The first target demand torque can be directly determined as the target torque of the engine.

[0103] In one possible implementation, obtaining the first target required torque of the engine corresponding to the target mode includes: obtaining the current power system parameters of the vehicle; determining a first target correspondence corresponding to the target mode; wherein the first target correspondence is a correspondence between the power system parameters and the required torque of the engine under the target mode; based on the first target correspondence, determining the first target required torque corresponding to the current power system parameters.

[0104] It is understandable that, as mentioned above, the first target required torque refers to the torque that the engine needs to provide in order to meet the basic power demand in the target mode. Based on this, the current power system parameters of the vehicle can be obtained, and the first target required torque can be determined based on the power system parameters.

[0105] Furthermore, in order to facilitate the calculation of the first target required torque, a correspondence between the power system parameters and the engine required torque in the target mode may be generated in advance.

[0106] For example, the basic required torque of the engine may be calculated according to the engine speed and the front axle torque request value through multiple experiments, or through a mathematical model or a control algorithm.

[0107] Furthermore, different modes have different corresponding relationships between power system parameters and engine required torque. For example, different corresponding relationships between power system parameters and engine required torque exist in discharge mode, maintenance mode and charging mode. It can be understood that there are three sets of corresponding relationships between power system parameters and engine required torque.

[0108] Based on this, after the current power system parameters are acquired, a first target correspondence relationship corresponding to the target mode may be determined first, and then based on the first target correspondence relationship, a first target required torque corresponding to the current power system parameters may be determined.

[0109] For example, the above power system parameters may include but are not limited to the engine speed and the front axle torque request value.

[0110] The engine speed can usually be obtained through a speed sensor installed on the engine crankshaft; the engine speed indicates the number of times the engine rotates per minute, in revolutions per minute (RPM). The front axle torque request value can be calculated based on the throttle opening; the front axle torque request value indicates the torque value required by the driver or the vehicle controller to be provided by the front axle, reflecting the current driving force demand of the vehicle, and the unit is usually Newton meter (N m).

[0111] Taking the power system parameters including the engine speed and the front axle torque request value as an example, the first target correspondence between the power system parameters and the engine demand torque in the above target mode can be shown in the following Table 1:

[0112] Table 1

[0113] Engine speed (RPM) Front axle torque request value (N·m) Engine required torque (N·m) 1500 150 180 1500 200 220 2000 150 200 2000 200 250

[0114] As shown in Table 1, when the front axle torque request value remains unchanged, as the engine speed increases, the engine demand torque also increases; when the engine speed remains unchanged, as the front axle torque request value increases, the engine demand torque also increases.

[0115] Exemplarily, after determining the first target correspondence corresponding to the target mode, if the current engine speed is obtained to be 1500RPM and the front axle torque request value is 200N·m, then in the above-mentioned first target correspondence, the engine demand torque corresponding to the current engine speed and the front axle torque request value is determined to be 220N·m, that is, the first target demand torque is determined to be 220N·m.

[0116] Furthermore, the above maintenance mode refers to a mode for maintaining battery power balance. By maintaining battery power balance, it is possible to ensure that the battery operates within an optimal operating range, which is beneficial to extending the battery life.

[0117] If the target mode is the maintenance mode, as the battery power is consumed, the battery may enter the charging mode from the maintenance mode, and the battery entering the charging mode often means that the engine needs to output more torque. In other words, when the battery is in the maintenance mode, there may be a sudden change in torque due to mode switching. In order to prevent the engine torque from suddenly changing when switching between different modes, causing the vehicle to feel frustrated or impacted, the mode compensation torque can be used to smooth the torque change, reduce this impact, and improve driving comfort.

[0118] In one possible implementation, when it is determined that the target mode is a maintenance mode, the first target required torque and the mode compensation torque of the engine corresponding to the target mode are obtained, including: when it is determined that the target mode is a maintenance mode, the first target required torque of the engine corresponding to the maintenance mode, the second target required torque of the engine corresponding to the charging mode that the battery is to enter from the maintenance mode, and a torque compensation coefficient are obtained; wherein the torque compensation coefficient is used to smooth the torque of the engine; the second target required torque is: the torque that the engine needs to provide to meet the basic power demand under the charging mode; the torque difference between the first target required torque and the second target required torque is calculated; and the product of the torque difference and the torque compensation coefficient is determined as the mode compensation torque.

[0119] It is understandable that when the target mode is the maintenance mode, as the battery power is consumed, the battery may enter the charging mode from the maintenance mode. Based on this, the second target required torque of the engine in the charging mode can be determined. The second target required torque refers to the torque that the engine needs to provide to meet the basic power demand in the charging mode. Similarly, the second target required torque of the engine in the charging mode can be determined based on the parameters of the vehicle's power system.

[0120] In one possible implementation, the second target required torque is determined by: acquiring the current power system parameters of the vehicle; determining a second target correspondence corresponding to the charging mode to be entered; wherein the second target correspondence is a correspondence between the power system parameters and the required torque of the engine in the charging mode to be entered; based on the second target correspondence, determining the second target required torque corresponding to the current power system parameters.

[0121] It can be understood that, similar to the above, in order to facilitate the calculation of the second target required torque, the corresponding relationship between the power system parameters and the engine required torque in the charging mode can be generated in advance.

[0122] Furthermore, after the current power system parameters are acquired, a second target correspondence relationship corresponding to the charging mode may be determined first, and then based on the second target correspondence relationship, a second target required torque corresponding to the current power system parameters may be determined.

[0123] For example, the power system parameters may include, but are not limited to, the engine speed and the front axle torque request value. Taking the power system parameters including the engine speed and the front axle torque request value as an example, the second target correspondence between the power system parameters and the engine required torque in the charging mode may be as shown in Table 2 below:

[0124] Table 2

[0125] Engine speed (RPM) Front axle torque request value (N·m) Engine required torque (N·m) 1500 150 200 1500 200 240 2000 150 220 2000 200 270

[0126] As shown in Table 2, when the front axle torque request value remains unchanged, as the engine speed increases, the engine demand torque also increases; when the engine speed remains unchanged, as the front axle torque request value increases, the engine demand torque also increases.

[0127] And after the battery enters the charging mode from the maintenance mode, the engine's required torque will gradually increase, that is, compared with Table 1, when the engine speed and the front axle torque request value are the same, the engine's required torque in the charging mode is greater than the engine's required torque in the target mode.

[0128] For example, after determining the second target correspondence corresponding to the charging mode, if the current engine speed is obtained to be 1500RPM and the front axle torque request value is 200N·m, then in the above-mentioned second target correspondence, the engine demand torque corresponding to the current engine speed and the front axle torque request value is determined to be 240N·m, that is, the second target demand torque is determined to be 240N·m.

[0129] It is understandable that in order to prevent the engine's torque from changing suddenly when switching between different modes, causing the vehicle to jerk or shock, the mode compensation torque can be used to smooth the torque changes, reduce such shocks, and improve driving comfort.

[0130] Based on this, the torque difference between the first target required torque of the engine in the target mode and the second target torque of the engine in the charging mode can be calculated, and a compensation coefficient can be obtained, and then the mode compensation torque can be determined based on the compensation coefficient and the torque difference.

[0131] The torque difference between the first target required torque and the second target torque may be between 0 N·m and 100 N·m.

[0132] It is understandable that the above compensation coefficient is usually affected by some operating parameters in the vehicle and external environmental parameters. Based on this, the torque compensation coefficient can be determined according to the operating parameters in the vehicle and the external environmental parameters.

[0133] In one possible implementation, the torque compensation coefficient is determined in the following manner: obtaining the current power and target power of the battery, and calculating the power difference between the current power and the target power; wherein the target power is the power that the battery is expected to reach in the maintenance mode; obtaining the current engine speed of the vehicle, the ambient temperature of the vehicle, the current speed of the vehicle and the throttle opening of the vehicle; and determining the torque compensation coefficient based on the power difference, the current engine speed, the ambient temperature of the vehicle, the current speed of the vehicle and the throttle opening of the vehicle.

[0134] It is understandable that the difference between the current power of the battery and the target power, the current engine speed, the ambient temperature of the vehicle, the current speed of the vehicle and the throttle opening of the vehicle will all affect the torque compensation coefficient.

[0135] Specifically, changes in battery charge will directly affect the engine's torque demand; the engine speed will directly affect the engine's torque output capacity; the ambient temperature will have a significant impact on the performance of the battery and engine; the vehicle speed will affect the vehicle's driving state and energy demand; and the accelerator pedal opening usually reflects the driver's acceleration demand.

[0136] Taking into account the above-mentioned factors affecting the torque compensation coefficient, the compensation coefficient can be adjusted more accurately to reduce the impact generated when the mode is switched.

[0137] In some embodiments, the torque compensation coefficient can be divided into three parts, including a first compensation coefficient, a second compensation coefficient and a third compensation coefficient. The first compensation coefficient can be determined based on the above-calculated power difference and the current engine speed; the second compensation coefficient can be determined based on the above-calculated power difference and the ambient temperature; the third compensation coefficient can be set based on the current vehicle speed and the throttle opening of the vehicle.

[0138] For example, a first mapping relationship between two influencing factors, namely, the power difference and the engine speed, and the first compensation coefficient may be predefined through experiments. The first mapping relationship may be as shown in Table 3 below:

[0139] Table 3

[0140] Power difference (%) Engine speed (RPM) The first compensation coefficient 10 1500 0.6 10 2000 0.8 20 1500 0.8 20 2000 1.0

[0141] As shown in Table 3, when the difference in charge remains unchanged, as the engine speed increases, the first compensation coefficient increases; when the engine speed remains unchanged, as the difference in charge increases, the first compensation coefficient increases.

[0142] Similarly, a second mapping relationship between the two influencing factors of the power difference and the ambient temperature and the second compensation coefficient may be predefined through experiments. The second mapping relationship may be as shown in Table 4 below:

[0143] Table 4

[0144] Power difference (%) Ambient temperature (℃) The second compensation coefficient 10 25 0.9 10 30 1.0 20 25 1.0 20 30 1.1

[0145] As shown in Table 4, when the power difference remains unchanged, as the ambient temperature increases, the second compensation coefficient increases; when the ambient temperature remains unchanged, as the power difference increases, the second compensation coefficient increases.

[0146] It is also possible to predefine a third mapping relationship between the two influencing factors of vehicle speed and throttle opening and the third compensation coefficient through experiments. The third mapping relationship may be as shown in the following Table 5:

[0147] Table 5

[0148] Vehicle speed (km / h) Throttle opening (%) The third compensation coefficient 80 50 1.2 80 70 1.5 100 50 1.4 100 70 1.7

[0149] As shown in Table 5, when the vehicle speed remains unchanged, as the throttle opening increases, the third compensation coefficient increases; when the throttle opening remains unchanged, as the vehicle speed increases, the third compensation coefficient increases.

[0150] It can be understood that after obtaining the power difference, the current engine speed, the ambient temperature of the vehicle, the current vehicle speed and the throttle opening of the vehicle, the first compensation coefficient, the second compensation coefficient and the third compensation coefficient can be determined based on these acquired parameters, the above-mentioned first mapping relationship, the second mapping relationship and the third mapping relationship.

[0151] For example, if the current battery charge is 50%, the target charge is 60%, the charge difference is determined to be 10%, the current engine speed is 1500RPM, the current ambient temperature is 25°C, the vehicle speed is 80km / h, and the throttle opening is 50%, based on the above-mentioned first mapping relationship, second mapping relationship and third mapping relationship, it can be determined that the first compensation coefficient is 0.6, the second compensation coefficient is 0.9 and the third compensation coefficient is 1.2.

[0152] Furthermore, after the first compensation coefficient, the second compensation coefficient and the third compensation coefficient are determined, the compensation coefficients of the three parts may be weighted averaged to determine the final torque compensation coefficient.

[0153] It can be understood that the final torque compensation coefficient can be between 0 and 1.

[0154] Exemplarily, the weights of the first compensation coefficient, the second compensation coefficient and the third compensation coefficient can be set respectively. If the weight of the first compensation coefficient is 0.4, the weight of the second compensation coefficient is 0.3 and the weight of the third compensation coefficient is 0.3, the final torque compensation coefficient is calculated to be 0.4*0.6+0.3*0.9+0.3*1.2=0.87.

[0155] The above method can clearly understand the specific situation of the battery's distance from the expected power in the maintenance mode by obtaining the current power and target power of the battery and calculating the power difference. This allows subsequent operations to be adjusted based on this accurate power difference information to ensure that the battery power can reasonably change towards the expected target power. The current speed of the engine affects the output power and torque characteristics of the engine. The ability and efficiency of the engine to provide torque are different at different speeds; the ambient temperature may affect the performance of the engine, the charging and discharging efficiency of the battery, etc.; the current vehicle speed determines the power required for the vehicle to travel and the energy consumption; the throttle opening directly reflects the driver's demand for vehicle power. Combining these factors, the appropriate torque compensation coefficient can be determined more accurately.

[0156] Further, after determining the first target demand torque, the second target demand torque and the torque compensation coefficient, the torque difference between the first target demand torque and the second target demand torque may be calculated, and the product of the torque difference and the torque compensation coefficient may be determined as the mode compensation torque.

[0157] For example, if the first target demand torque is determined to be 220 N·m and the second target demand torque is determined to be 240 N·m, the torque difference between the first target demand torque and the second target demand torque is calculated to be 20 N·m, the torque compensation coefficient is determined to be 0.87, and the torque difference and the torque compensation coefficient are multiplied to obtain a final mode compensation torque of 17.4 N·m.

[0158] Further, when the target mode is determined to be the maintaining mode, the torque sum of the first target demand torque and the mode compensation torque is determined as the target torque. For example, if the first target demand torque is 220 N·m and the mode compensation torque is 17.4 N·m, the torque sum of the first target demand torque and the mode compensation torque, 237.4 N·m, is determined as the target torque.

[0159] In some embodiments, the target torque determination process can be performed by Figure 3 The control logic diagram shown is implemented.

[0160] For example, Figure 3As shown, after obtaining the current engine speed and the front axle torque request value, the target correspondence corresponding to the target mode can be determined based on the target mode of the battery, that is, the engine demand torque map in the figure.

[0161] For example, if the battery is in Mode 1, then based on the engine demand torque map Figure 1 , determine the engine demand torque corresponding to the current speed and the front axle torque request value.

[0162] It is determined whether the battery mode is mode 3. If it is determined that the battery is not in mode 3 (maintenance mode), a logic value of "0" is output, and the above-determined engine demand torque is directly determined as the target torque of the engine.

[0163] If it is determined that the battery is in mode 3 (maintaining mode), a logical value "1" is output, and the torque sum of the engine demand torque and the mode compensation torque is determined as the target torque of the engine.

[0164] Furthermore, the mode compensation torque can be determined based on the torque difference between the engine demand torque in the target mode (i.e., the engine demand torque corresponding to mode 3) and the engine demand torque in the charging mode to be entered (i.e., the engine demand torque corresponding to mode 4) and the torque compensation coefficient.

[0165] After the torque difference is calculated, the torque difference can be processed according to the preset torque difference limit to ensure that the torque difference does not exceed the range corresponding to the limit. Figure 3 The minimum value of the torque difference is set to 0N·m, and the maximum value of the torque difference is set to 100N·m, that is, the output torque difference is limited to the range of [0,100]. After the torque difference is calculated, in order to ensure that the output torque difference is within the range of [0,100], the maximum value between the torque difference and 0N·m can be output by comparing the torque difference with 0N·m, and then the maximum value output is compared with 100N·m, and then the minimum value between the maximum value and 100N·m is output, and finally the minimum value output is determined as the final torque difference.

[0166] The torque compensation coefficient may be specifically the sum of torque compensation coefficient 1, torque compensation coefficient 2 and torque compensation coefficient 3. The torque compensation coefficient 1 may be determined based on the difference between the actual SOC of the battery and the target SOC and the engine speed; the torque compensation coefficient 2 may be determined based on the difference between the actual SOC of the battery and the target SOC and the ambient temperature; and the torque compensation coefficient 3 may be determined based on the vehicle speed and the throttle opening.

[0167] After calculating the sum of the torque compensation coefficient 1, the torque compensation coefficient 2 and the torque compensation coefficient 3, similarly, the sum of the coefficients can be processed according to the preset limit value of the torque compensation coefficient to ensure that the sum of the coefficients does not exceed the range corresponding to the limit value. Figure 3 The minimum value of the coefficient sum is set to 0 and the maximum value is set to 1, that is, the output coefficient sum is limited to the range of [0,1]. After the coefficient sum is calculated, in order to ensure that the output coefficient sum is within the range of [0,1], the maximum value between the coefficient sum and 0 can be compared, the maximum value output can be compared with 1, and the minimum value between the maximum value and 1 can be output, and the minimum value output can be determined as the final torque compensation coefficient.

[0168] Further, the product of the finally determined torque difference and the torque compensation coefficient is determined as the mode compensation torque, and the sum of the mode compensation torque and the determined engine demand torque is determined as the target torque of the engine.

[0169] The above method, when determined to be in power generation mode or charging mode, can accurately meet the basic power demand in this mode by obtaining the first target demand torque of the corresponding engine as the target torque. This means that the torque output by the engine can just adapt to the power conditions required for power generation or charging, avoiding the situation where insufficient torque leads to low power generation or charging efficiency, and also preventing excessive torque output from causing energy waste. For the maintenance mode, not only the first target demand torque that meets the basic power demand is considered, but also the mode compensation torque is introduced. The mode compensation torque can provide additional torque to smooth torque changes, so that the vehicle can maintain the current state more smoothly, improving driving comfort and stability. By setting the mode compensation torque in the maintenance mode to smooth torque changes, the torque output by the engine can achieve a smoother transition between different working conditions.

[0170] After the target torque is determined, the driver demand torque and the charging compensation torque corresponding to the target mode may be acquired, so as to determine the load point transfer torque of the engine based on the target torque, the driver demand torque and the charging compensation torque.

[0171] Regarding the above S103 and S104 , it can be understood that the above driver demand torque refers to the demand torque input by the driver through the accelerator pedal, reflecting the driver's demand for vehicle acceleration or speed maintenance.

[0172] The throttle opening can usually be monitored in real time through the accelerator pedal position sensor, and the driver's required torque can be calculated based on the current vehicle status (such as speed and gear).

[0173] The above-mentioned charging compensation torque refers to the additional torque that the engine needs to provide in order to meet the charging requirements of the battery.

[0174] In one possible implementation, the charging compensation torque corresponding to the target mode is obtained, including: when it is determined that the target mode is a non-charging mode, determining that the charging compensation torque is zero; when it is determined that the target mode is a charging mode, obtaining a compensation parameter related to the charging compensation torque; wherein the charging mode is a mode in which the battery is charged by the engine; the compensation parameter is a parameter that affects the output power of the engine; based on the compensation parameter, determining the charging compensation power of the engine; obtaining the power generation efficiency of the engine and the wheel speed of the vehicle; and determining the charging compensation torque based on the charging compensation power of the engine, the power generation efficiency of the engine and the wheel speed of the vehicle.

[0175] It is understood that the non-charging mode refers to a mode in which the battery is not charged by the engine, such as the maintenance mode and the discharge mode mentioned above. Since no additional torque is required to charge the battery in the non-charging mode, the charging compensation torque is zero.

[0176] The above charging mode refers to a mode in which the battery is charged by the engine. In the charging mode, the engine is required to provide sufficient torque to meet the charging demand of the battery, and the charging compensation torque can be determined based on the compensation parameters related to the charging compensation torque.

[0177] Furthermore, the compensation parameters related to the charging compensation torque are usually parameters that affect the charging power of the engine, which can be monitored and obtained in real time by sensors and controllers in the vehicle. The compensation parameters may include the current battery power, throttle opening, current vehicle speed, power consumption of high-voltage accessories, and the road slope on which the vehicle is located.

[0178] In some embodiments, if the charging mode includes an efficiency charging mode (mode 4), a high-efficiency charging mode (mode 5), and a strong charging mode (mode 6), the charging compensation torque corresponding to the mode can be determined according to the specific charging mode.

[0179] It is understandable that the above compensation parameters usually affect the charging power of the engine, and further affect the charging compensation torque of the engine.

[0180] Among them, vehicle speed will affect the total energy demand of the vehicle. When the vehicle is traveling at high speed, more energy is needed to maintain the speed, and the charging power of the engine needs to be reduced; the power consumption of high-voltage accessories will affect the available power of the engine. When the power consumption of the high-voltage accessories is high, the available power of the engine will decrease, and the charging power of the engine will also decrease; when the road slope is large, the engine needs to output more torque to overcome the slope resistance, and the charging power of the engine needs to be reduced; when the current battery power is too low, it needs to be charged as soon as possible, and the charging power of the engine needs to be increased; the throttle opening reflects the driver's acceleration demand. When the throttle opening increases, the engine needs to output more torque to increase the vehicle speed, and the charging power of the engine needs to be reduced.

[0181] In some embodiments, in order to more accurately determine the charging compensation power of the engine, a mapping relationship between the charging compensation power and the compensation parameters can be established in advance. After the compensation parameters are obtained, the charging compensation power can be determined based on the mapping relationship between the charging compensation power and the compensation parameters.

[0182] Exemplarily, a first power mapping relationship can be established between the two compensation parameters of vehicle speed and power consumption of high-voltage accessories and the charging compensation power, a second power mapping relationship can be established between the two compensation parameters of vehicle speed and road slope and the charging compensation power, a third power mapping relationship can be established between the current power of the battery and the charging compensation power, and a fourth power mapping relationship can be established between the two compensation parameters of accelerator pedal opening and vehicle speed and the charging compensation power.

[0183] Among them, the change trend reflected in the above-mentioned first power mapping relationship is: when the vehicle speed remains unchanged, as the power consumption of the high-voltage accessories increases, the charging compensation power decreases; when the power consumption of the high-voltage accessories remains unchanged, as the vehicle speed increases, the charging compensation power decreases.

[0184] The variation trend reflected in the second power mapping relationship is: when the vehicle speed remains unchanged, as the road slope increases, the charging compensation power decreases; when the road slope remains unchanged, as the vehicle speed increases, the charging compensation power decreases.

[0185] The change trend reflected in the third power mapping relationship is that as the current power level of the battery decreases, the charging compensation power increases.

[0186] The change trend reflected in the fourth power mapping relationship is: when the vehicle speed remains unchanged, as the throttle opening increases, the charging compensation power decreases; when the throttle opening remains unchanged, as the vehicle speed increases, the charging compensation power decreases.

[0187] Furthermore, under normal circumstances, the efficiency charging mode, high-efficiency charging mode and strong charging mode will have the impact of vehicle speed, power consumption of high-voltage accessories and road slope on the charging compensation torque. Since the strong charging mode will be entered when the battery power is too low, the impact of battery power and throttle opening on the charging compensation torque also needs to be considered in the strong charging mode.

[0188] Based on this, when it is determined that the vehicle is in efficiency charging mode or high-efficiency charging mode, three compensation parameters can be obtained, namely, the current speed of the vehicle, the power consumption of the high-voltage accessories, and the road slope of the road on which the vehicle is located. Based on the three compensation parameters obtained, the first power mapping relationship and the second power mapping relationship mentioned above, the charging compensation power in the efficiency charging mode or the high-efficiency charging mode can be determined.

[0189] Specifically, the first charging power can be determined based on the current vehicle speed, the power consumption of the high-voltage accessories, and the first power mapping relationship; the second charging power can be determined based on the current vehicle speed, the road slope, and the second power mapping relationship. Then, the power sum of the first charging power and the second charging power is determined as the final charging compensation power.

[0190] Furthermore, when it is determined that the vehicle is in the strong charging mode, in addition to obtaining the three compensation parameters of the vehicle's current speed, the power consumption of the high-voltage accessories and the road slope, it is also necessary to obtain the current battery charge and the vehicle's throttle opening, and determine the charging compensation power in the strong charging mode based on the five compensation parameters obtained, the first power mapping relationship, the second power mapping relationship, the third power mapping relationship and the fourth power mapping relationship.

[0191] Specifically, the first charging power can be determined based on the current vehicle speed, the power consumption of the high-voltage accessories, and the first power mapping relationship; the second charging power can be determined based on the current vehicle speed, the road slope, and the second power mapping relationship; the third charging power can be determined based on the current battery power and the third power mapping relationship; the fourth charging power can be determined based on the current vehicle speed, the throttle opening, and the fourth power mapping relationship. Then the power sum of the first charging power, the second charging power, the third charging power, and the fourth charging power is determined as the final charging compensation power.

[0192] Further, after the charging compensation power of the engine is determined, the power generation efficiency of the engine and the wheel speed of the vehicle can be obtained, and the charging compensation torque of the engine can be determined based on the charging compensation power, the power generation efficiency of the engine and the wheel speed of the vehicle.

[0193] For example, the relationship between power and torque can be expressed by the following formula: P = T × ω, where P refers to power in watts (W) or kilowatts (kW); T refers to torque in newton meters (N·m); and ω is angular velocity in radians per second (rad / s).

[0194] The relationship between angular velocity and rotational speed can be expressed by the following formula: ω = 2πn / 60. Where n is the rotational speed in revolutions per minute (RPM). Combining the above two formulas, we get: P = T × 2πn / 60. Rearranging the formula, we get the formula for calculating torque: T = P × 60 / 2πn.

[0195] Furthermore, in order to simplify the calculation, the above constant 60 / 2π can be approximated to 9.55, and the torque calculation formula is: T = P × 9.55 / n. For the kilowatt (KW) unit, the constant needs to be multiplied by 1000, and the torque calculation formula is: T = P × 9550 / n.

[0196] Taking into account the engine's power generation efficiency η, the final torque calculation formula is: T = P × 9550 / (η × n).

[0197] For example, if the calculated charging compensation power of the engine is 15KW, the power generation efficiency of the engine is 80%, and the wheel speed of the vehicle is 800RPM, the above parameters are substituted into the engine torque calculation formula, and the charging compensation torque can be obtained to be approximately 224N·m.

[0198] In the above method, in the non-charging mode, the battery does not need to be charged by the engine, and no additional charging compensation torque is required. Through such a setting, complex torque calculations and adjustments are avoided in unnecessary situations, the system computing burden is reduced, and the system operation efficiency is improved. When the target mode is determined to be the charging mode, the compensation parameters related to the charging compensation torque are obtained in a targeted manner. In the charging mode, various factors affecting the engine output power can be fully considered, thereby laying the foundation for accurately determining the charging compensation torque. The differentiated processing method according to different modes allows the system to more finely regulate the engine output in the charging mode to meet the battery charging needs.

[0199] Furthermore, in order to avoid vehicle shaking caused by torque mutation when the engine outputs the above-mentioned target torque, resulting in a poor riding experience, the target torque can be smoothed after the target torque of the engine is determined so that the engine outputs smoother torque.

[0200] In one possible implementation, the load point transfer torque of the engine is determined based on the target torque, the driver demand torque and the charging compensation torque, including: determining the target wheel-end torque of the engine based on the target torque; wherein the target wheel-end torque is the torque transmitted from the engine to the wheels through the transmission system; obtaining the current torque of the engine; determining the target change gradient of the torque of the engine under the target mode based on the target wheel-end torque of the engine and the current torque; smoothing the target wheel-end torque based on the target change gradient to obtain the smoothed target wheel-end torque; determining the load point transfer torque of the engine based on the smoothed target wheel-end torque, the driver demand torque and the charging compensation torque.

[0201] It can be understood that the above-mentioned target wheel-end torque refers to the torque transmitted from the engine to the wheels through the transmission system.

[0202] The smoothed target wheel-end torque refers to the torque that the engine needs to output to the wheels of the vehicle in order to maintain the basic power demand of the vehicle.

[0203] As mentioned above, the driver demand torque refers to the demand torque input by the driver through the accelerator pedal, which reflects the driver's demand for vehicle acceleration or speed maintenance.

[0204] The charging compensation torque refers to the torque that the engine needs to output to charge the battery in addition to maintaining the basic power demand of the vehicle.

[0205] In the process of engine output torque, the output torque may be lost due to factors such as friction, gear meshing, bearing loss, etc. By calculating the target wheel end torque, the loss in the transmission system can be compensated, thereby obtaining the torque output from the engine to the vehicle's wheels.

[0206] In some embodiments, a turbine speed ratio of the engine may be acquired, and the product of the turbine speed ratio and the target torque may be determined as the target wheel end torque.

[0207] It is understood that the turbine speed ratio of the engine is the ratio between the speed of the turbocharger and the speed of the engine. By calculating the product of the turbine speed ratio and the target torque, the torque transmitted to the wheels of the vehicle by the target torque, i.e., the target wheel end torque, can be obtained.

[0208] Further, a target change gradient of the engine torque in the target mode may be determined based on the current torque of the engine and the calculated target wheel end torque.

[0209] It is understood that the target change gradient refers to the change rate of the smooth transition from the current torque to the target wheel end torque. For example, the target change gradient may be that the engine torque changes from the current torque to the target wheel end torque at a change rate of 10 N·m per second.

[0210] In some embodiments, the target change gradient may be determined based on the torque difference between the current torque of the engine and the target wheel-end torque. As the current torque of the engine changes, the target change gradient may also change continuously.

[0211] For example, if the torque difference between the current torque of the engine and the target wheel-end torque is small, the smaller torque change gradient can be determined as the target change gradient; if the torque difference between the current torque of the engine and the target wheel-end torque is large, the larger torque change gradient can be determined as the target change gradient.

[0212] In order to determine the target change gradient more accurately, a mapping relationship between the torque difference and the torque change gradient can be established in advance. After calculating the torque difference between the current torque of the engine and the target wheel-end torque, the target change gradient of the torque corresponding to the torque difference can be determined based on the mapping relationship established in advance.

[0213] Furthermore, for different modes of the battery, multiple mapping relationships between the torque difference and the torque change gradient in different modes can be established. After calculating the torque difference between the current torque of the engine and the target wheel-end torque, the mapping relationship in the target mode can be obtained, and then based on the mapping relationship in the target mode, the target change gradient of the torque corresponding to the torque difference can be determined.

[0214] Exemplarily, if it is determined that the torque difference between the current torque of the engine and the target wheel-end torque is 90N·m, and the current target mode of the battery is the charging mode, the mapping relationship in the charging mode is obtained, and then the target change gradient of the torque corresponding to the torque difference of 90N·m is determined. If the target change gradient is determined to be 30N·m / s, the current torque of the engine can be controlled to increase at 30N·m / s. If the torque difference between the current torque of the engine and the target wheel-end torque after the change is 60N·m, the target change gradient of the torque corresponding to the torque difference of 60N·m can be determined. If the target change gradient is determined to be 20N·m / s, the current torque of the engine can be controlled to increase at 20N·m / s. And so on, until the current torque of the engine is equal to the target wheel-end torque.

[0215] Furthermore, after the target wheel end torque is smoothed based on the target change gradient to obtain the smoothed target wheel end torque, the load point transfer torque of the engine can be determined based on the smoothed target wheel end torque.

[0216] In one possible implementation, the load point transfer torque of the engine is determined based on the smoothed target wheel-end torque, the driver demand torque and the charging compensation torque, including: calculating the torque sum between the charging compensation torque and the smoothed target wheel-end torque; calculating the torque difference obtained by subtracting the torque sum from the driver demand torque; and determining the torque difference as the load point transfer torque of the engine.

[0217] It can be understood that the sum of the above-mentioned charging compensation torque and the smoothed target wheel-end torque is the total torque that the vehicle's engine needs to output.

[0218] The torque difference between the driver's required torque and the above torque is calculated to be the load point transfer torque of the engine. The load point transfer torque can be the torque that the engine needs the motor to assist, or the torque that the motor needs to generate electricity.

[0219] Exemplarily, the process of determining the load point transfer torque can be performed by Figure 4 The control logic diagram shown is implemented.

[0220] For example, Figure 4 As shown, after calculating the target torque of the engine, the product of the target torque and the engine turbine speed ratio can be calculated to obtain the target wheel-end torque, and then based on the target wheel-end torque and the current actual torque of the engine, it is determined whether the torque needs to be increased or decreased.

[0221] If it is determined that the current actual torque of the engine needs to be increased, the target change gradient of the engine torque is determined based on the rising slope limit map in the target mode, and then the rising gradient of the engine torque is limited by the changing slope limit module, so that the engine torque can smoothly rise to the target wheel-end torque.

[0222] Similarly, if it is determined that the current actual torque of the engine needs to be reduced, the target change gradient of the engine torque is determined based on the descending slope limit map in the target mode, and then the descending gradient of the engine torque is limited by the change slope limit module, so that the engine torque can smoothly decrease to the target wheel-end torque.

[0223] It can be understood that the output of the above-mentioned change slope limiting module is the smoothed target wheel end torque.

[0224] If it is determined that the target mode of the battery is the non-charging mode, the accelerator pedal demand torque (i.e. the driver requested torque mentioned above) is obtained, and the torque difference obtained by subtracting the smoothed target wheel end torque from the accelerator pedal demand torque is determined as the load point transfer torque of the engine.

[0225] If it is determined that the target mode of the battery is the charging mode, the charging compensation torque of the engine in the charging mode is calculated according to the specific charging mode.

[0226] Specifically, when the charging mode is the efficiency charging mode or the high-efficiency charging mode, the current vehicle speed, the power consumption of the high-voltage accessories, and the road slope of the vehicle are obtained, and the first charging power is determined based on the current vehicle speed, the power consumption of the high-voltage accessories, and the charging compensation power map1 (i.e., the first power mapping relationship described above); the second charging power is determined based on the current vehicle speed, the road slope, and the charging compensation power map2 (i.e., the second power mapping relationship described above). The power sum of the first charging power and the second charging power is determined as the final charging compensation power.

[0227] When the charging mode is the strong charging mode, the current speed of the vehicle, the power consumption of the high-voltage accessories, the road slope of the vehicle, the current battery power and the accelerator pedal opening are obtained, and the first charging power is determined based on the current speed, the power consumption of the high-voltage accessories and the charging compensation power map1 (i.e., the first power mapping relationship described above); the second charging power is determined based on the current speed of the vehicle, the road slope and the charging compensation power map2 (i.e., the second power mapping relationship described above); the third charging power is determined based on the current battery power and the charging compensation power map3 (i.e., the third power mapping relationship described above); the fourth charging power is determined based on the current speed of the vehicle, the throttle opening and the charging compensation power map4 (i.e., the fourth power mapping relationship described above). Then the power sum of the first charging power, the second charging power, the third charging power and the fourth charging power is determined as the final charging compensation power.

[0228] Further, after the charging compensation power is determined, the charging compensation power is multiplied by a preset coefficient of 9550, then divided by the power generation efficiency, and then divided by the wheel speed to obtain the final charging compensation torque.

[0229] The torque sum of the charging compensation torque and the smoothed target wheel end torque is calculated, and then the torque difference between the accelerator pedal demand torque and the torque sum is calculated, and the torque difference is determined as the load point transfer torque of the engine.

[0230] Furthermore, the specific adjustment of the torque distribution between the engine and the motor can be determined based on the positive or negative value of the torque difference obtained by subtracting the above torque from the driver's required torque.

[0231] In one possible implementation, the motor is controlled to assist the engine or to generate electricity based on the load point transfer torque, including: when it is determined that the load point transfer torque is a positive value, the motor is controlled to assist the engine based on the load point transfer torque; when it is determined that the load point transfer torque is a negative value, the motor is controlled to generate electricity based on the load point transfer torque.

[0232] It can be understood that if the load point transfer torque is a positive value, it means that the torque required by the driver is greater than the total torque provided by the engine, which means that the torque provided by the current engine is insufficient, which may cause insufficient output power of the vehicle. In this case, the motor is required to assist the engine based on the load point transfer torque.

[0233] If the load point transfer torque is a negative value, it means that the torque required by the driver is less than the total torque provided by the engine, which means that there is still a surplus of the total torque provided by the engine. In this case, the engine can be controlled to transfer the load point transfer torque to the motor so that the motor generates electricity based on the load point transfer torque, thereby charging the battery.

[0234] In the above embodiment, the direct drive working condition of the vehicle is divided into 6 modes according to the battery power of the whole vehicle. Different engine torques are set in different modes. Different engine torques are determined by different modes, which can better control the coordinated work of the battery and the engine, so that the torque output of the engine can be dynamically adjusted according to the battery power state, thereby improving energy utilization. And when it is determined that the battery is in the maintenance mode, the mode compensation torque is introduced, and the torque sum between the mode compensation torque and the engine's required torque is determined as the target torque of the engine. If the battery is switched from the maintenance mode to the charging mode, the mode compensation torque can achieve a smooth transition between the two modes. It is also possible to determine the charging compensation torque when the battery is in the charging mode, so as to more accurately calculate the load point transfer torque of the engine based on the target torque of the engine, the charging compensation torque and the driver's required torque. By calculating the load point transfer torque of the engine, the engine torque can be set as close to the optimal working range as possible. If it is determined through the calculated engine load point transfer torque that the engine still has excess torque while meeting the basic power requirements of the vehicle, the excess torque can be transferred to the motor for power generation; if it is determined through the calculated engine load point transfer torque that the engine torque cannot meet the basic power requirements of the vehicle, the motor can be used to provide electrical assistance to the engine. This can take different working conditions into full consideration, better adjust the torque distribution between the engine and the vehicle's motor, improve the drivability of the entire vehicle and reduce fuel consumption.

[0235] Figure 5 It is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application.

[0236] For example, Figure 5 As shown, the device 500 includes:

[0237] The first acquisition module 501 is used to acquire the current power level of the battery of the vehicle when it is determined that the vehicle is in the direct drive mode.

[0238] The first determination module 502 is configured to determine a target mode of the battery based on the current power level, and determine a target torque of the engine corresponding to the target mode.

[0239] The second acquisition module 503 is used to acquire the driver's required torque and the charging compensation torque corresponding to the target mode.

[0240] The second determination module 504 is configured to determine a load point transfer torque of the engine based on the target torque, the driver demand torque, and the charging compensation torque.

[0241] The load point transfer torque is used to adjust the torque distribution between the engine and the motor of the vehicle.

[0242] The control module 505 is used to control the motor to assist the engine or control the motor to generate electricity according to the load point transfer torque.

[0243] In one possible implementation, the first determination module is specifically used to: if the current power is within a first preset range, determine the discharge mode as the target mode; wherein the discharge mode is a mode in which the battery consumes power to assist the engine; if the current power is within a second preset range, determine the maintenance mode as the target mode; wherein the maintenance mode is a mode in which the battery maintains power balance; the upper limit value of the second preset range is less than the lower limit value of the first preset range; if the current power is within a third preset range, determine the charging mode as the target mode; wherein the charging mode is a mode in which the battery is charged by the engine; the upper limit value of the third preset range is less than the lower limit value of the second preset range.

[0244] In one possible implementation, the first determination module is also specifically used to: when it is determined that the target mode is a power generation mode or a charging mode, obtain the first target demand torque of the engine corresponding to the target mode, and determine the first target demand torque as the target torque; wherein the first target demand torque is: the torque that the engine needs to provide to meet the basic power demand under the target mode; when it is determined that the target mode is a maintenance mode, obtain the first target demand torque and the mode compensation torque of the engine corresponding to the target mode, and determine the torque sum between the first target demand torque and the mode compensation torque as the target torque; wherein the mode compensation torque is: the torque that the engine needs to provide in addition to the first target demand torque when smoothing the torque change.

[0245] In one possible implementation, the first determination module includes a first acquisition unit, which is specifically used to: when determining that the target mode is the maintenance mode, obtain the first target required torque of the engine corresponding to the maintenance mode, the second target required torque of the engine corresponding to the charging mode that the battery is to enter from the maintenance mode, and a torque compensation coefficient; wherein the torque compensation coefficient is used to smooth the torque of the engine; the second target required torque is: the torque that the engine needs to provide to meet the basic power demand under the charging mode; calculate the torque difference between the first target required torque and the second target required torque; and determine the product of the torque difference and the torque compensation coefficient as the mode compensation torque.

[0246] In one possible implementation, the first determination module also includes a second determination unit, which is specifically used to: obtain the current power system parameters of the vehicle; determine a first target correspondence corresponding to the target mode; wherein the first target correspondence is a correspondence between the power system parameters and the required torque of the engine under the target mode; based on the first target correspondence, determine the first target required torque corresponding to the current power system parameters.

[0247] In one possible implementation, the first determination unit includes a second target demand torque determination subunit, and the second target demand torque determination subunit is specifically used to: obtain the current power system parameters of the vehicle; determine a second target correspondence corresponding to the charging mode; wherein the second target correspondence is a correspondence between the power system parameters and the required torque of the engine under the charging mode; based on the second target correspondence, determine the second target demand torque corresponding to the current power system parameters.

[0248] In one possible implementation, the first determination unit includes a torque compensation coefficient determination subunit, which is specifically used to: obtain the current power and target power of the battery, and calculate the power difference between the current power and the target power; wherein the target power is the power that the battery is expected to reach in the maintenance mode; obtain the current engine speed of the vehicle, the ambient temperature of the vehicle, the current speed of the vehicle and the throttle opening of the vehicle; and determine the torque compensation coefficient based on the power difference, the current engine speed, the ambient temperature of the vehicle, the current speed of the vehicle and the throttle opening of the vehicle.

[0249] In one possible implementation, the second acquisition module is specifically used to: when it is determined that the target mode is a non-charging mode, determine that the charging compensation torque is zero; when it is determined that the target mode is a charging mode, obtain a compensation parameter related to the charging compensation torque; wherein the charging mode is a mode in which the battery is charged by the engine; the compensation parameter is a parameter that affects the output power of the engine; based on the compensation parameter, determine the charging compensation power of the engine; obtain the power generation efficiency of the engine and the wheel speed of the vehicle; determine the charging compensation torque based on the charging compensation power of the engine, the power generation efficiency of the engine and the wheel speed of the vehicle.

[0250] In one possible implementation, the second determination module is specifically used to: determine the target wheel-end torque of the engine based on the target torque; wherein the target wheel-end torque is the torque transmitted to the wheels by the engine through the transmission system; obtain the current torque of the engine; determine the target change gradient of the torque of the engine under the target mode based on the target wheel-end torque of the engine and the current torque; smooth the target wheel-end torque based on the target change gradient to obtain the smoothed target wheel-end torque; determine the load point transfer torque of the engine based on the smoothed target wheel-end torque, the driver demand torque and the charging compensation torque.

[0251] In one possible implementation, the second determination module is specifically used to: calculate the torque sum between the charging compensation torque and the smoothed target wheel-end torque; calculate the torque difference obtained by subtracting the torque sum from the driver's required torque; and determine the torque difference as the load point transfer torque of the engine.

[0252] In one possible implementation, the control module is specifically used to: when it is determined that the load point transfer torque is a positive value, control the motor to assist the engine based on the load point transfer torque; when it is determined that the load point transfer torque is a negative value, control the motor to generate electricity based on the load point transfer torque.

[0253] Figure 6It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0254] For example, Figure 6 As shown, the vehicle 600 includes: a memory 601 and a processor 602, wherein the memory 601 stores an executable program code 6011, and the processor 602 is used to call and execute the executable program code 6011 to perform a vehicle control method.

[0255] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to execute a vehicle control method provided by an embodiment of the present application.

[0256] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0257] In the case of dividing each functional module according to each function, the device may also include a first acquisition module, a first determination module, a second acquisition module, a second determination module, and a control module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0258] It should be understood that the device provided in this embodiment is used to execute the above-mentioned vehicle control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0259] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing relevant program codes and data.

[0260] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in conjunction with the disclosure of the present application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0261] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component or a module, and the chip may include a connected processor and a memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiments.

[0262] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement a vehicle control method provided by the above-mentioned embodiment.

[0263] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a vehicle control method provided by the above-mentioned embodiment.

[0264] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0265] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0266] 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 device, 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.

[0267] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the 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.

Claims

1. A vehicle control method, characterized in that: The method comprises: When determining that the vehicle is in direct drive mode, obtaining a current power level of a battery of the vehicle; Based on the current power level, determining a target mode of the battery, and determining a target torque of the engine corresponding to the target mode; Acquiring a driver demand torque and a charging compensation torque corresponding to the target mode; Determining a load point transfer torque of the engine based on the target torque, the driver demand torque and the charging compensation torque; wherein the load point transfer torque is used to adjust the torque distribution between the engine and the motor of the vehicle; According to the load point transfer torque, the motor is controlled to assist the engine or to generate electricity.

2. The method according to claim 1, characterized in that The determining, based on the current power level, a target mode of the battery includes: If the current power level is within the first preset range, the discharge mode is determined as the target mode; wherein the discharge mode is a mode in which the battery consumes power to assist the engine; If the current power level is within a second preset range, the maintenance mode is determined as the target mode; wherein the maintenance mode is a mode in which the battery maintains power balance; and the upper limit value of the second preset range is less than the lower limit value of the first preset range; If the current power level is within a third preset range, the charging mode is determined as the target mode; wherein the charging mode is a mode in which the battery is charged by the engine; and the upper limit value of the third preset range is less than the lower limit value of the second preset range.

3. The method according to claim 2, characterized in that The determining the target torque of the engine corresponding to the target mode comprises: When it is determined that the target mode is the power generation mode or the charging mode, a first target required torque of the engine corresponding to the target mode is obtained, and the first target required torque is determined as the target torque; wherein the first target required torque is: the torque that the engine needs to provide to meet the basic power demand in the target mode; When it is determined that the target mode is the maintenance mode, the first target demand torque and the mode compensation torque of the engine corresponding to the target mode are obtained, and the torque sum between the first target demand torque and the mode compensation torque is determined as the target torque; wherein the mode compensation torque is: the torque that the engine needs to provide in addition to the first target demand torque when the torque changes smoothly.

4. The method according to claim 3, characterized in that When determining that the target mode is the maintenance mode, obtaining a first target required torque and a mode compensation torque of the engine corresponding to the target mode includes: When it is determined that the target mode is the maintenance mode, a first target required torque of the engine corresponding to the maintenance mode, a second target required torque of the engine corresponding to the charging mode to be entered by the battery from the maintenance mode, and a torque compensation coefficient are obtained; wherein the torque compensation coefficient is used to smooth the torque of the engine; the second target required torque is: the torque that the engine needs to provide to meet the basic power demand in the charging mode; calculating a torque difference between the first target required torque and the second target required torque; The product of the torque difference value and the torque compensation coefficient is determined as the mode compensation torque.

5. The method according to claim 3 or 4, characterized in that: The obtaining of a first target required torque of the engine corresponding to the target mode includes: Obtaining current power system parameters of the vehicle; Determine a first target corresponding relationship corresponding to the target mode; wherein the first target corresponding relationship is a corresponding relationship between the power system parameter and the required torque of the engine in the target mode; Based on the first target correspondence, the first target required torque corresponding to the current power system parameter is determined.

6. The method according to claim 4, characterized in that The second target required torque is determined by: Obtaining current power system parameters of the vehicle; Determine a second target corresponding relationship corresponding to the charging mode; wherein the second target corresponding relationship is a corresponding relationship between the power system parameter and the required torque of the engine in the charging mode; Based on the second target correspondence, the second target required torque corresponding to the current power system parameter is determined.

7. The method according to claim 4, characterized in that The torque compensation coefficient is determined as follows: Obtaining the current power and target power of the battery, and calculating the power difference between the current power and the target power; wherein the target power is the power that the battery is expected to reach in the maintenance mode; Acquire the current speed of the engine of the vehicle, the ambient temperature of the vehicle, the current speed of the vehicle and the throttle opening of the vehicle; The torque compensation coefficient is determined based on the power difference, the current engine speed, the ambient temperature of the vehicle, the current vehicle speed and the throttle opening of the vehicle.

8. The method according to claim 1, characterized in that The obtaining of the charging compensation torque corresponding to the target mode includes: In a case where it is determined that the target mode is a non-charging mode, determining that the charging compensation torque is zero; When it is determined that the target mode is the charging mode, a compensation parameter related to the charging compensation torque is obtained; wherein the charging mode is a mode in which the battery is charged by the engine; and the compensation parameter is a parameter that affects the output power of the engine; determining a charging compensation power of the engine based on the compensation parameter; obtaining the power generation efficiency of the engine and the wheel speed of the vehicle; The charging compensation torque is determined based on the charging compensation power of the engine, the power generation efficiency of the engine, and the wheel speed of the vehicle.

9. The method according to claim 1, characterized in that: The determining of the load point transfer torque of the engine based on the target torque, the driver demand torque and the charging compensation torque comprises: Based on the target torque, determining a target wheel-end torque of the engine; wherein the target wheel-end torque is the torque transmitted from the engine to the wheels through the transmission system; obtaining a current torque of the engine; determining a target change gradient of the torque of the engine in the target mode based on the target wheel-end torque of the engine and the current torque; Based on the target change gradient, smoothing the target wheel-end torque to obtain a smoothed target wheel-end torque; A load point transfer torque of the engine is determined based on the smoothed target wheel end torque, the driver demand torque, and the charging compensation torque.

10. The method according to claim 9, characterized in that The determining the load point transfer torque of the engine based on the smoothed target wheel end torque, the driver demand torque and the charging compensation torque comprises: calculating a torque sum between the charging compensation torque and the smoothed target wheel end torque; Calculate the torque difference value obtained by subtracting the torque sum from the driver demand torque; The torque difference is determined as a load point transfer torque of the engine.

11. The method according to claim 10, characterized in that The step of controlling the motor to assist the engine or to generate electricity according to the load point transfer torque includes: When it is determined that the load point transfer torque is a positive value, controlling the motor to assist the engine based on the load point transfer torque; When it is determined that the load point transfer torque is a negative value, the motor is controlled to generate electricity based on the load point transfer torque.

12. A vehicle control device, characterized in that: The device comprises: A first acquisition module, configured to acquire a current power level of a battery of the vehicle when determining that the vehicle is in a direct drive mode; A first determination module, configured to determine a target mode of the battery based on the current power level, and determine a target torque of the engine corresponding to the target mode; A second acquisition module, used for acquiring a driver demand torque and a charging compensation torque corresponding to the target mode; a second determination module, configured to determine a load point transfer torque of the engine based on the target torque, the driver demand torque, and the charging compensation torque; wherein the load point transfer torque is used to adjust the torque distribution between the engine and the motor of the vehicle; A control module is used to control the motor to assist the engine or control the motor to generate electricity according to the load point transfer torque.

13. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 11.

14. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 11 is implemented.

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