Control method, device and electronic equipment of hybrid vehicle

Abstract

The application relates to the technical field of vehicle control, and provides a control method and device of a hybrid vehicle and electronic equipment. The method comprises the following steps: in the case that other vehicles exist within a preset range of a target vehicle, determining a collision prediction time between the target vehicle and the other vehicles; in the case that the collision prediction time is less than a first preset collision time and greater than a second preset collision time, determining a target working mode of the target vehicle, and controlling the working state of at least one component in a powertrain system of the target vehicle to be adjusted to a first target working state; in the case that the collision prediction time is not greater than the second preset collision time and greater than zero, based on a current working mode of the target vehicle, the working state of the at least one component in the powertrain system is controlled to be adjusted to a second target working state; the method provided by the application can improve the safety of driving the target vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a control method, device and electronic equipment for a hybrid vehicle. Background Technology

[0002] Vehicle collisions occur frequently in daily traffic. Most traditional fuel vehicles or hybrid vehicles will experience fuel line rupture, oil leakage, and abnormal voltage rise in the motor controller after a collision, which may lead to vehicle fire and explosion, causing accidents such as injuries and deaths.

[0003] In existing technologies, during a vehicle collision, the vehicle's hardware switches operating modes through various controllers. However, the switching process is relatively delayed, especially in high-speed collision scenarios, which can lead to vehicle fires and explosions or trigger hardware malfunctions, creating significant safety hazards. Summary of the Invention

[0004] In view of this, embodiments of this application provide a control method, device, and electronic device for hybrid vehicles to solve the problem that in the prior art, a vehicle collision can easily lead to a fire or explosion or trigger a hardware failure.

[0005] A first aspect of this application provides a control method for a hybrid vehicle, comprising:

[0006] If other vehicles are present within a preset range of the target vehicle, determine the predicted collision time between the target vehicle and other vehicles;

[0007] If the collision prediction time is less than the first preset collision time but greater than the second preset collision time, the target operating mode of the target vehicle is determined, and the operating state of at least one component in the powertrain system of the target vehicle is adjusted to the first target operating state in order to reduce the total output power value of the powertrain system. The target operating mode is either series mode or pure electric mode.

[0008] If the collision prediction time is no greater than the second preset collision time and is greater than zero, based on the current operating mode of the target vehicle, control the operating state of at least one component in the powertrain system to adjust to the second target operating state in order to reduce the total output power value of the powertrain system.

[0009] The reduction in total output power corresponding to the second target operating state is greater than the reduction in total output power corresponding to the first target operating state.

[0010] A second aspect of this application provides a control device for a hybrid vehicle, comprising:

[0011] The prediction module is configured to determine the collision prediction time between the target vehicle and other vehicles if other vehicles are present within a preset range of the target vehicle.

[0012] The first processing module is configured to determine the target operating mode of the target vehicle when the collision prediction time is less than the first preset collision time and greater than the second preset collision time, and control the operating state of at least one component in the powertrain system of the target vehicle to adjust to the first target operating state in the target operating mode, so as to reduce the total output power value of the powertrain system. The target operating mode is either series mode or pure electric mode.

[0013] The second processing module is configured to, when the collision prediction time is not greater than the second preset collision time and is greater than zero, control the working state of at least one component in the powertrain system to adjust to the second target working state based on the current working mode of the target vehicle, so as to reduce the total output power value of the powertrain system.

[0014] The reduction in total output power corresponding to the second target operating state is greater than the reduction in total output power corresponding to the first target operating state.

[0015] A third aspect of this application provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the above-described method.

[0016] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the above-described method.

[0017] The beneficial effects of this application embodiment compared with the prior art are as follows: when there are other vehicles within a preset range of the target vehicle, the collision prediction time between the target vehicle and other vehicles is determined; when the collision prediction time is less than a first preset collision time but greater than a second preset collision time, the target operating mode of the target vehicle is determined, and in the target operating mode, the operating state of at least one component in the powertrain system of the target vehicle is adjusted to the first target operating state, thereby reducing the total output power value of the powertrain system; when the collision prediction time is not greater than the second preset collision time but greater than zero, according to the current operating mode of the target vehicle, the operating state of at least one component in the powertrain system is adjusted to the second target operating state, thereby reducing the total output power value of the powertrain system; the total output power reduction value corresponding to the second target operating state is greater than the total output power reduction value corresponding to the first target operating state. It enables the control of vehicle operating modes and the execution of emergency collision warnings by the powertrain system through collision prediction time without adding parts. This reduces the total output power of the powertrain system, thereby avoiding problems such as engine oil leakage, fire or explosion during a collision. It can also prevent excessive voltage on the controller bus caused by excessive speed or torque of components in the powertrain system, which could lead to hardware failure, thus improving the safety of vehicle driving. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic flowchart of a control method for a hybrid vehicle provided in an embodiment of this application;

[0020] Figure 2 This is a flowchart illustrating the situation where the collision prediction time is not greater than the second preset collision time and is greater than zero, as provided in the embodiments of this application.

[0021] Figure 3 This is a schematic diagram of a control device for a hybrid vehicle provided in an embodiment of this application;

[0022] Figure 4 This is a schematic diagram of the electronic device provided in the embodiments of this application. Detailed Implementation

[0023] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0024] The following describes in detail, with reference to the accompanying drawings, a control method and apparatus for a hybrid vehicle according to an embodiment of this application.

[0025] In the prior art, during a vehicle collision, the Controller Area Network (CAN) bus sends a collision signal and a collision validity signal. Upon receiving the relevant CAN signal, the engine controller immediately executes a fuel cut-off operation, while the generator switches its operating mode.

[0026] The process from a collision to engine shutdown takes a relatively long time, especially when the collision occurs at high speeds. The delay is even greater due to the high engine speed, and if an engine continues to ignite while there is an oil leak, it can easily lead to a fire or explosion. Furthermore, at high speeds, the engine speed is high when fuel is cut off. At this time, the generator, mechanically connected to the engine flywheel, may have just switched to high-voltage standby mode. The high-speed rotation of the generator generates back electromotive force, which can easily cause excessive voltage on the generator controller bus, triggering a hardware failure in the generator controller.

[0027] To address the aforementioned issues, the hybrid vehicle control method provided in this application can monitor the vehicle status information of other vehicles within a preset range of the target vehicle in real time via onboard millimeter-wave radar during the target vehicle's operation. This allows for collision warning judgment, and based on the collision warning judgment, the target vehicle's target operating mode is controlled in advance to be either series mode or pure electric mode. Furthermore, the powertrain system's total output power is reduced in advance, i.e., the powertrain components are controlled in advance to perform operations such as clutch disengagement, engine fuel cut-off, and generator operating state switching. This optimizes issues such as vehicle fire and hardware failures caused by motor controller overload during a collision, thereby improving driving safety.

[0028] Figure 1 This is a schematic flowchart of a control method for a hybrid vehicle provided in an embodiment of this application. Figure 1 The control method for hybrid vehicles can be executed by terminal equipment, a controller on the target vehicle, the cloud, or a server. For example... Figure 1 As shown, the control method for this hybrid vehicle includes the following steps:

[0029] S101, if there are other vehicles within a preset range of the target vehicle, determine the predicted collision time between the target vehicle and other vehicles.

[0030] Specifically, determining whether there are other vehicles within a preset range of the target vehicle can be achieved by monitoring the target vehicle's sensor system, which includes millimeter-wave radar, lidar, cameras, etc.

[0031] The preset range can be determined based on the safe distance between vehicles. That is, if the target vehicle is traveling at high speed (speed exceeding 100 kilometers per hour), the safe distance between the target vehicle and the vehicles in front and behind is greater than 100 meters, then the preset range between the target vehicle and the vehicles in front and behind can be 100 meters; if the target vehicle is traveling at low speed (speed less than 100 kilometers per hour), the safe distance between the target vehicle and the vehicles in front and behind must not be less than 50 meters, then the preset range between the target vehicle and the vehicles in front and behind can be 50 meters. At the same time, the preset range in the left and right directions of the target vehicle can be set to a maximum of 2 meters.

[0032] When determining the predicted collision time between the target vehicle and other vehicles, it can be calculated based on the speed, acceleration, and real-time distance between the target vehicle and other vehicles.

[0033] Furthermore, when there are multiple other vehicles within the preset range of the target vehicle, the minimum collision prediction time between each other vehicle and the target vehicle is selected as the collision prediction time in this embodiment for determining the target operating mode, powertrain system control, and subsequent operations.

[0034] Based on the predicted collision time between the target vehicle and other vehicles, a clear collision warning can be issued, and support can be provided for subsequent updates to the target vehicle's operating mode, thereby maximizing the avoidance of collisions or minimizing losses after a collision occurs.

[0035] S102, if the collision prediction time is less than the first preset collision time but greater than the second preset collision time, determine the target operating mode of the target vehicle, and control at least one component in the powertrain system of the target vehicle to adjust its operating state to the first target operating state in the target operating mode, so as to reduce the total output power value of the powertrain system.

[0036] The target operating mode is either series mode or pure electric mode.

[0037] Specifically, by comparing the collision prediction time with the first preset collision time and the second preset collision time, if the collision prediction time is less than the first preset collision time but greater than the second preset collision time, it indicates that the target vehicle has a potential collision risk with other vehicles, but there is a relatively ample time to implement mitigation measures.

[0038] The first preset collision time can be set to 2.7 seconds, and the second preset collision time can be initially set to 1.2 seconds. The second preset collision time is updated according to the driving conditions of the target vehicle.

[0039] In addition, in series mode, the internal combustion engine of the target vehicle directly drives the generator through a transmission with a fixed ratio. The electrical energy generated by the generator is stored in the battery and used to propel the car through the electric motor. The internal combustion engine runs continuously, while the electric motor provides auxiliary acceleration or serves as the main driving force when needed. In parallel mode, the internal combustion engine and electric motor of the target vehicle can work independently or drive the car together. The energy generated by the internal combustion engine can be used directly for driving or converted into electrical energy and stored in the battery. In pure electric mode, the target vehicle is powered solely by the battery pack and driven by the electric motor.

[0040] Under certain conditions of collision prediction time, the target vehicle's operating mode is determined to be either series mode or pure electric mode. This enables intelligent control of the vehicle's operating mode using collision warning, and reduces the target vehicle's power output in the event of a collision risk, thus preventing problems such as engine oil leakage and fire during the collision process.

[0041] Furthermore, in the target operating mode, the operating state of at least one component in the powertrain system of the target vehicle is adjusted to the first target operating state, thereby reducing the total output power value of the powertrain system, wherein the powertrain system includes an engine, a generator, a drive motor, and a clutch.

[0042] The powertrain system refers to the system in a vehicle responsible for generating and transmitting power, converting energy into mechanical energy to propel the vehicle forward. The total output power of the powertrain system refers to the total energy that the system can output per unit time, which determines key performance indicators such as the vehicle's maximum speed and acceleration performance. It is usually obtained by measuring and summing the power output of each component of the powertrain system.

[0043] Furthermore, if the collision prediction time is greater than the first preset collision time, it indicates that the relative distance between the target vehicle and other vehicles is within a safe range. In this case, the current working mode of the target vehicle is maintained without switching, and the powertrain system is also maintained in the current working state.

[0044] Under certain conditions of collision prediction time, the working state of at least one component in the powertrain system of the target vehicle is adjusted to the first target working state to reduce the total output power of the powertrain system. This can, to some extent, avoid excessive controller bus voltage caused by excessively high or large torque during the collision, thus preventing hardware failure of the controller.

[0045] S103, when the collision prediction time is not greater than the second preset collision time and is greater than zero, based on the current working mode of the target vehicle, control the working state of at least one component in the powertrain system to be adjusted to the second target working state, so as to reduce the total output power value of the powertrain system.

[0046] The reduction in total output power corresponding to the second target operating state is greater than the reduction in total output power corresponding to the first target operating state.

[0047] Specifically, if the collision prediction time is no greater than the second preset collision time and is greater than zero, it indicates that the current collision risk is relatively high and emergency avoidance measures need to be taken.

[0048] Based on the current operating mode of the target vehicle, a control strategy for the powertrain system is determined. This strategy requires adjusting the operating state of at least one component in the powertrain system to a second target operating state. Compared to the first target operating state, the second target operating state can achieve a greater reduction in total output power, thereby more quickly slowing down the vehicle and preventing accidents such as engine oil leaks, fires, and explosions during a collision. It can also prevent controller hardware failures and avoid a series of accidents caused by a collision to the target vehicle.

[0049] For example, if a target vehicle is traveling and a sudden deceleration of another vehicle ahead is detected, and the calculated collision prediction time is less than a first preset collision time but greater than a second preset collision time, the target vehicle's operating mode is switched to series mode, and the operating states of the engine and electric motor are adjusted to the first target operating state, reducing the total output power of the powertrain system to slow the vehicle down and avoid a collision. If the collision prediction time is further shortened to no greater than the second preset collision time, the operating state of the powertrain system is further adjusted to the second target operating state, further reducing the total output power of the powertrain system to ensure driving safety.

[0050] Furthermore, the collision hazard level can be determined according to the collision prediction time. When the collision prediction time is greater than or equal to the first preset collision time, the collision hazard level is determined to be Level 3; when the collision prediction time is less than the first preset collision time but greater than the second preset collision time, the collision hazard level is determined to be Level 2; when the collision prediction time is not greater than the second preset collision time but greater than zero, the collision hazard level is determined to be Level 1. The order of collision hazard level from low to high is: Level 3, Level 2, and Level 1.

[0051] According to the technical solution provided in the embodiments of this application, by reducing power output in advance with reference to the collision prediction time, the risk of potential collisions is reduced and the energy efficiency management level is improved. The vehicle working mode is controlled according to the collision prediction time of different urgency levels and the working state of the powertrain system is flexibly adjusted. Under the premise of ensuring safety, the target vehicle can be kept running smoothly as much as possible. This solves the problem of hardware failure caused by excessively high generator controller bus voltage during engine fuel cut-off shutdown in high-speed collision scenarios of hybrid vehicles.

[0052] In some embodiments, when determining the collision prediction time between the target vehicle and other vehicles, the speeds and accelerations of the target vehicle and other vehicles, as well as the relative distances between the target vehicle and other vehicles, can be obtained. Then, based on these speeds, accelerations, and relative distances, the collision prediction time between the target vehicle and other vehicles can be predicted. Specifically, the collision prediction time can be determined using the following formula:

[0053]

[0054] Where t represents the collision prediction time, v1 represents the speed of other vehicles, v2 represents the speed of the target vehicle, a1 represents the acceleration of other vehicles, a2 represents the acceleration of the target vehicle, and d represents the relative distance.

[0055] The collision prediction time between the target vehicle and other vehicles is calculated using the above parameters, ensuring the accuracy of the collision prediction time calculation.

[0056] In some embodiments, determining the target operating mode of the target vehicle includes:

[0057] If the target vehicle's current operating mode is parallel mode, determine that the target operating mode is series mode, and control the clutch to disengage and switch the current operating mode to series mode.

[0058] If the current operating mode is series mode, determine the target operating mode as series mode and control to maintain series mode;

[0059] Given that the current operating mode is pure electric mode, determine the target operating mode as pure electric mode and control to maintain pure electric mode.

[0060] Specifically, the target vehicle's operating mode determines its power source, energy distribution, and overall performance. When the target vehicle's current operating mode is parallel mode, meaning the engine and electric motor jointly provide power, if the collision prediction time is no greater than the second preset collision time and greater than zero, the target operating mode is set to series mode. This means the target vehicle is switched from parallel mode to series mode, and the controller sends a clutch disengagement command to control the clutch to disconnect and cut off the direct connection between the generator and the wheels, reducing power output and avoiding motor controller malfunction during the collision.

[0061] When the target vehicle is currently operating in series mode, if the collision prediction time is not greater than the second preset collision time and is greater than zero, the current operating mode is maintained. This can maintain the stability and performance of the target vehicle, while avoiding energy loss and component wear caused by unnecessary mode switching.

[0062] When the target vehicle is currently operating in pure electric mode, if the collision prediction time is not greater than the second preset collision time and is greater than zero, the current operating mode is maintained. Maintaining the current operating mode can maintain a small amount of power output, thereby avoiding hardware failure problems of the motor controller.

[0063] The pure electric mode is driven by an electric motor and does not rely on an engine.

[0064] According to the technical solution provided in the embodiments of this application, the target working mode can be determined based on the current working mode of the target vehicle, and the target working mode can be switched to make the working mode of the target vehicle a series mode or a pure electric mode, thereby reducing the power output of the vehicle and avoiding the problem of motor controller failure during a collision.

[0065] In some embodiments, the powertrain system includes an engine, a generator, a drive motor, and a clutch;

[0066] In the target operating mode, controlling at least one component in the powertrain system of the target vehicle to adjust its operating state to a first target operating state includes:

[0067] When the target working mode is series mode, the current remaining power of the target vehicle and the power generation power of the powertrain system are obtained; if the current remaining power is lower than the preset remaining threshold and the power generation power is greater than the preset power generation power, the generator's power generation level is reduced to the lowest power generation level, the engine torque is reduced to the preset torque, the generator speed is reduced to the preset speed, and the drive motor power is reduced to the first preset low power.

[0068] When the target operating mode is pure electric mode, the power of the drive motor is reduced to the first preset low power.

[0069] Specifically, the powertrain system integrates multiple key components such as the engine, generator, drive motor, and clutch, which work together to meet the vehicle's power requirements under different operating conditions. The powertrain system can flexibly switch between multiple operating modes through corresponding control strategies, such as parallel mode, series mode, and pure electric mode.

[0070] When the target operating mode is series mode, the current remaining battery power and power generation capacity of the powertrain of the target vehicle are obtained. The method of obtaining this information can be by directly reading data from the corresponding sensors.

[0071] Furthermore, when the target vehicle's remaining battery power is detected to be lower than a preset threshold, indicating insufficient battery power, and the generator power is higher than a preset threshold (i.e., the current generator power is high but may exceed actual needs), the generator's power output is adjusted to the lowest level, such as zero-level generator power, to reduce energy output. Simultaneously, the engine torque and generator speed are reduced to a preset level, and the drive motor power is controlled to a first preset low power. This achieves pre-collision control of reducing generator power output, lowering generator speed, and reducing engine torque, optimizing motor controller hardware malfunctions, and preventing engine oil leaks, fires, and explosions during a collision.

[0072] During the adjustment process, in addition to the generator's power generation level, the engine torque, generator speed, and drive motor power can be adjusted in a gradient reduction manner. For example, the engine torque, generator speed, and drive motor power can be reduced by 15%. The preset torque can be 15 Nm, the preset speed can be 1000 rpm, and the first preset power can be 80 kW. The preset torque, preset speed, and first preset power can be calibrated based on the conclusions obtained from multiple tests, and the lowest power generation level, preset torque, preset speed, and first preset power are the first target operating states of the corresponding components in the powertrain system.

[0073] In addition, when the target operating mode is pure electric mode, the power of the drive motor can be reduced to the first preset low power to reduce the power output of the powertrain system, thereby avoiding accidents such as fire and explosion caused by collisions between the target vehicle and other vehicles.

[0074] For example, in one instance, the target vehicle is driving in series mode and detects that the current remaining battery power is 20% (lower than the preset 30% remaining threshold), while the power generation is 80kW (greater than the preset 60kW power generation threshold). At this time, the generator's power generation level is adjusted to the lowest level, the engine torque is reduced to 200 Nm (preset torque), the speed is reduced to 1500 rpm (preset speed), and the drive motor power is controlled to be reduced to 50 kW (first preset low power).

[0075] According to the technical solution provided in the embodiments of this application, when a collision between the target vehicle and other vehicles is predicted, the output energy of the generator, engine and drive motor is reduced in series mode or pure electric mode. This reduces the operating power of the engine and generator, reduces the risk of fire, explosion and other accidents caused by mechanical failure or overheating, and improves the safety of the vehicle and passengers.

[0076] In some embodiments, the powertrain system includes an engine, a generator, a drive motor, and a clutch;

[0077] Based on the current operating mode of the target vehicle, the operating mode of at least one component in the powertrain system is adjusted to a second target operating state, including:

[0078] When the current working mode is parallel mode, the clutch is disengaged, the engine fuel is cut off and stopped, the drive motor runs at the second preset low power, and the engine fuel injection and ignition are prohibited.

[0079] When the current working mode is series mode, the engine is controlled to cut off fuel and stop, the drive motor runs at the second preset low power, and the engine is prohibited from injecting fuel and igniting.

[0080] When the target vehicle is in pure electric mode, the drive motor is controlled to operate at a second preset low power.

[0081] When the target vehicle is in different operating modes, the components of its powertrain system also need to be adjusted accordingly.

[0082] Based on the current operating mode of the target vehicle, the following strategies can be adopted to adjust the operating state of at least one component in the powertrain system to a second target operating state:

[0083] Parallel Mode: When the collision prediction time is no greater than the second preset collision time and greater than zero, indicating an impending collision for the target vehicle, and the target vehicle is in parallel mode, the clutch is disengaged to cut off the direct connection between the engine and the drive system. Simultaneously, the engine is shut down and fuel is cut off to prevent potential risks from continued power output. At this time, the drive motor operates in the second preset low-power mode to allow the target vehicle to decelerate or stop slowly and smoothly. Furthermore, engine fuel injection and ignition are prohibited to prevent accidental starting.

[0084] Typically, the collision prediction time for the target vehicle is switched from a processing stage that is longer than the second preset collision time to a processing stage that is no longer than the second preset collision time. However, there may be other vehicles with excessive speed or acceleration, resulting in a very short duration between the second preset collision time and the first preset collision time. In such cases, the powertrain system components are directly controlled according to the stage that is no longer than the second preset collision time.

[0085] Series mode: When the collision prediction time is no greater than the second preset collision time and is greater than zero, that is, when the target vehicle is about to collide, and the target vehicle is in series mode, the engine fuel is cut off and the engine stops. The drive motor runs in the second preset low power mode. Similar to the parallel mode, the engine fuel injection and ignition operations are prohibited.

[0086] Pure electric mode: When the collision prediction time is no greater than the second preset collision time and greater than zero, that is, when the target vehicle is about to collide, and the target vehicle is in pure electric mode, since the vehicle is already in battery power, the drive motor is directly controlled to run in the second preset low power mode to reduce the vehicle's speed and kinetic energy, thereby reducing the impact force during the collision.

[0087] The second preset low power can be 15 kilowatts. The second preset low power can be calibrated by itself or by data obtained from multiple tests.

[0088] Furthermore, the second preset low power can be lower than the first preset low power.

[0089] According to the technical solution provided in the embodiments of this application, the output power of the powertrain system can be reduced, so that the engine and generator of the target vehicle work less. This can minimize the hardware failure of the controller caused by excessive controller bus voltage during the collision between the target vehicle and other vehicles, and can also avoid accidents such as engine oil leakage, fire and explosion during the collision, thereby reducing casualties, improving driving safety and enhancing the driving experience of driving the target vehicle.

[0090] In some embodiments, after adjusting the operating state of at least one component in the powertrain system of the target vehicle to a first target operating state in the target operating mode, the method further includes:

[0091] Upon receiving a collision status signal from the CAN bus indicating that a collision has occurred, and if the validity signal is valid, the controller adjusts the operating status of the generator and drive motor to the low-voltage standby state in the order of high-voltage standby, depressurization, and low-voltage standby.

[0092] If a collision status signal indicating that no collision has occurred is received from the CAN bus and the validity signal is valid, the duration of the collision status signal indicating that no collision has occurred is determined. The duration is the time from the time the first collision warning signal is received to the current time. The first collision warning signal is issued when the collision prediction time is detected to be less than the first preset collision time.

[0093] If the duration of the collision is greater than the preset collision release time threshold or the collision prediction time is updated to be greater than or equal to the first preset collision time, the working state of each component in the powertrain system is restored to the working state before the first collision warning signal was received. If the target vehicle meets the conditions for parallel mode, the clutch is controlled to engage and the working mode of the target vehicle is controlled to switch to parallel mode.

[0094] Specifically, when the collision prediction time is less than the first preset collision time, the working state of the powertrain components can be intelligently controlled based on the collision status signal fed back by the CAN bus and the first target working state, or based on the collision status signal fed back by the CAN bus and the second target working state.

[0095] Specifically, when the CAN bus receives data from various vehicle sensors and determines that a collision has occurred, it sends a collision status signal. If the validity signal corresponding to the collision status signal is valid, it indicates that a collision has indeed occurred, and the corresponding control strategy is activated. That is, the operating states of the generator and drive motor are adjusted in the order of high-voltage standby, depressurization, and low-voltage standby, so that they enter the low-voltage standby state.

[0096] Among them, the high-voltage standby state is used to ensure that the power can be quickly cut off in an emergency, the pressure relief state is used to release the pressure that may exist in the generator and drive motor, and the low-voltage standby state is used to reduce secondary damage caused by power failure. The generator is switched to the high-voltage standby, pressure relief, and low-voltage standby states in sequence by speed control, and the drive motor is switched to the high-voltage standby, pressure relief, and low-voltage standby states in sequence by torque control, which improves the safety of the generator and drive motor.

[0097] On the other hand, if the CAN bus receives a collision status signal indicating that no collision has occurred, and the validity signal of the signal is also valid, then another processing flow is entered, namely, determining the duration of the no-collision signal. The duration is the time from the time the first collision warning signal is received (i.e., the signal issued when the collision prediction time is detected to be less than the first preset collision time) to the current time.

[0098] In addition, when the above-mentioned maintenance time exceeds the preset collision cancellation time threshold, or the collision prediction time is updated to be greater than or equal to the first preset collision time, or the collision prediction time is updated to be less than zero, indicating that the collision risk has been eliminated, the working state of each component in the powertrain system is restored to the state before the first collision warning signal was received, so that the target vehicle can be restored to the normal driving state as soon as possible, reducing the performance loss caused by false alarms or temporary risks.

[0099] Restoring the state to that before receiving the first collision warning signal could involve resuming engine fuel injection or removing generator power limitation.

[0100] Furthermore, if the target vehicle meets the conditions for parallel mode at some point in the future or at present (e.g., the battery is fully charged, the engine and motor are both in good working condition), the clutch is engaged and the operating mode of the target vehicle is switched to parallel mode. In parallel mode, the engine and motor can provide power to the vehicle simultaneously, thereby improving the acceleration performance and fuel efficiency of the target vehicle.

[0101] According to the technical solution provided in the embodiments of this application, when a collision occurs, by adjusting the working state of the generator and drive motor to low-voltage standby, secondary damage caused by power failure can be reduced, protecting the safety of passengers and vehicles. For collision warnings that have not occurred, by determining the maintenance time and updating the collision prediction time, the working state of the powertrain system can be restored as soon as possible. Furthermore, after the collision risk is eliminated and the conditions for parallel mode are met, the system can automatically switch to parallel mode, thereby improving the vehicle's acceleration performance and fuel efficiency, and providing users with a better driving experience.

[0102] In some embodiments, such as Figure 2 As shown, when the collision prediction time is no greater than the second preset collision time and is greater than zero, it also includes:

[0103] S201: Upon receiving a collision status signal from the CAN bus indicating that a collision has occurred, obtain the collision time difference between the triggering of the second collision warning signal and the occurrence of the collision, and obtain the relative speed, relative acceleration, and relative distance between the target vehicle and the collided vehicle when the second collision warning signal is triggered. The second collision warning signal is issued when the collision prediction time is detected to be no greater than the second preset collision time.

[0104] S202: Determine the correction coefficient of the second preset collision time based on the collision time difference, associate the correction coefficient with relative velocity, relative acceleration and relative distance, and update the second preset collision time based on the correction coefficient.

[0105] Specifically, when the collision prediction time is no greater than the second preset collision time and is greater than zero, that is, when the warning module reports a level 1 collision hazard level, the second collision warning time can be corrected based on the collision status signal generated by the CAN bus.

[0106] If the collision prediction time is not greater than the second preset collision time and is greater than zero, and a collision status signal indicating that a collision has occurred is received from the CAN bus, the collision time difference between the second collision warning signal and the occurrence of the collision is obtained.

[0107] The second collision warning signal is issued when the collision prediction time is not greater than the second preset collision time.

[0108] It should be noted that when the second collision warning signal is triggered, the self-learning module timing module is activated. If the collision status signal is set to 1, the collision time difference Δt between the triggering of the second collision warning signal and the occurrence of the collision is accumulated and stored. If the collision status signal is not set to 1, the timing module is cleared and reset after a certain period of time to accumulate the collision time difference Δt.

[0109] Simultaneously, the relative speed, relative acceleration, and relative distance between the target and the collided vehicle are acquired when the second collision warning signal is triggered. The relative speed reflects the approach speed between the target vehicle and the collided vehicle, the relative acceleration reflects the information on the acceleration change between the target vehicle and the collided vehicle, and the relative distance reflects the distance information between the target vehicle and the collided vehicle.

[0110] In addition, a correction coefficient for the second preset collision time is determined based on the collision time difference, and the correction coefficient is correlated with relative velocity, relative acceleration, and relative distance. The second preset collision time is updated based on the correction coefficient. The correction coefficient can reflect the difference between the prediction and the actual collision situation. The second preset collision time updated based on the correction coefficient can improve the accuracy of future predictions.

[0111] According to the technical solution provided in this application, a correction coefficient can be determined by acquiring data such as collision time difference, relative speed, relative acceleration, and relative distance. This correction coefficient is then correlated with relative speed, relative acceleration, and relative distance. The second preset collision time is updated based on the correction coefficient to achieve targeted dynamic adjustment and optimization of the target vehicle's control strategy. This allows for more accurate prediction of future collision risks, enabling the implementation of appropriate control strategies in advance to mitigate the severity of collisions and protect passenger safety. Simultaneously, updating the second preset collision time based on the collision coefficient adapts to different driving environments and conditions, improving overall performance and reliability, thereby enhancing the safety and reliability of the target vehicle.

[0112] In some embodiments, determining a correction coefficient for a second preset collision time based on the collision time difference, and associating the correction coefficient with relative velocity, relative acceleration, and relative distance, includes:

[0113] Determine the predicted difference between the preset safe reaction time and the collision time, and determine the quotient between the predicted difference and the preset safe reaction time to obtain the correction coefficient corresponding to the current second preset collision time;

[0114] Relative velocity, relative acceleration, and relative distance are respectively mapped to the target relative velocity interval in the preset relative velocity interval set, the target relative acceleration interval in the preset relative acceleration interval set, and the target relative distance interval in the preset relative distance interval set; the preset relative velocity interval set, the preset relative acceleration interval set, and the preset relative distance interval set are obtained by dividing the preset relative velocity range, the preset relative acceleration range, and the preset relative distance range according to the corresponding preset step size;

[0115] The target relative velocity range, target relative acceleration range, target relative distance range, and correction coefficient are stored together.

[0116] The difference between the preset safety reaction time and the collision time is defined as the predicted difference. The predicted difference is used to characterize the time difference between the preset safety reaction time and the time from the triggering of the second collision warning signal to the occurrence of the collision. The preset safety reaction time can be set to 1.2 seconds.

[0117] Dividing the predicted difference by the preset safe reaction time yields the correction coefficient. The correction coefficient reflects the comparison between the current situation and the ideal state (i.e., the preset safe reaction time), indicating the degree to which the target vehicle needs to execute the corresponding command faster or slower. If the predicted difference is small, it indicates that the correction coefficient is large, so as to shorten the second preset collision time; conversely, if the predicted difference is large, it indicates that the correction coefficient is small, so as to increase the second preset collision time.

[0118] The correction factor can be determined using the following formula:

[0119]

[0120] Where, k i Δt represents the correction coefficient, Δt represents the prediction difference, and T represents the preset safety response time.

[0121] In addition, in order to determine the second preset collision time of the target vehicle under different driving conditions more precisely and quickly, the relative speed, relative acceleration and relative distance can be mapped to the target relative speed interval in the preset relative speed interval set, the target relative acceleration interval in the preset relative acceleration interval set and the target relative distance interval in the preset relative distance interval set, respectively, so as to establish correlation.

[0122] Among them, the preset relative velocity interval set is obtained by dividing the preset relative velocity range according to a preset step size, the preset relative acceleration interval set is obtained by dividing the preset relative acceleration range according to a preset step size, and the preset relative distance interval set is obtained by dividing the preset relative distance range according to a preset step size.

[0123] For example, in one example, the preset relative velocity interval set and the preset relative distance interval set may include (-∞, -100], (-100, -75], (-75, -50], (-50, -25], (-25, 0], (0, 25], (25, 50], (50, 75], (75, 100], (100, +∞]; the preset relative acceleration interval set may include (-∞, -6], (-6, -4], (-4, -2], (-2, 0], (0, 2], (2, 4], (4, 6], (6, +∞).

[0124] In addition, the target relative speed range, target relative acceleration range, target relative distance range, and correction coefficient are associated and stored, so that the warning and response strategies can be dynamically adjusted according to the current driving environment.

[0125] For example, if the current relative speed is 5 m / s, the relative acceleration is -2 m / s², and the relative distance is 100 m, then the interval corresponding to the current relative speed is (0, 25], the interval corresponding to the relative acceleration is (-4, -2], and the interval corresponding to the relative distance is (75, 100).

[0126] Furthermore, as the amount of relevant data for collision warning (including relative speed, relative distance, relative acceleration, collision time difference, etc.) increases, each interval can be regarded as a table, and the correction coefficient corresponding to the second preset collision time can be quickly located based on the table.

[0127] According to the technical solution provided in the embodiments of this application, the correction coefficient of the corresponding second preset collision time can be determined based on the changes in relative speed, relative acceleration and relative distance under different driving environments, so as to correct the second preset collision time, thereby improving the adaptability, comfort and stability to different road conditions and driving behaviors, and providing users with timely and accurate warning information, which enhances users' trust in the target vehicle.

[0128] In some embodiments, updating the second preset collision time based on a correction coefficient includes:

[0129] Determine at least two correction factors corresponding to relative velocity, relative acceleration, and relative distance;

[0130] The product of the average of at least two correction coefficients and the preset safety reaction time is determined as the correction time, and the sum of the current second preset collision time and the correction time is determined as the updated second preset collision time.

[0131] Specifically, determine whether the relative velocity, relative acceleration, and relative distance correspond to at least two correction coefficients. If they do, determine the average value of all correction coefficients and use it as the correction average value. The correction average value can more comprehensively reflect the safety requirements under the current circumstances.

[0132] In addition, the product of the average of at least two correction coefficients and the preset safety reaction time is determined, and the product is determined as the correction time. The second preset collision time and the correction time are added together to obtain the updated second preset collision time. The second preset collision time is the second preset collision time corresponding to the relative speed, relative acceleration and relative distance. The updated second preset collision time can more accurately assess the current driving risk and facilitate the implementation of corresponding safety measures.

[0133] Furthermore, the second preset collision time can be updated using the following formula:

[0134] T′2=t2+k i *T;

[0135] Where t′2 is the updated second preset collision time, t2 is the second preset collision time, and k i T is the correction factor, and T is the preset safety response time.

[0136] According to the technical solution provided in the embodiments of this application, the accuracy of the target vehicle collision warning can be optimized by comprehensively considering multiple factors, self-learning correction coefficients, and updating the second preset collision time. This facilitates issuing early warnings or taking safety measures in advance, thereby reducing the probability of accidents, improving driving safety performance and user experience, and enhancing the power and safety performance of the target vehicle.

[0137] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0138] All of the above-mentioned optional technical solutions can be combined in any way to form the optional embodiments of this application, and will not be described in detail here.

[0139] The following are embodiments of the apparatus described in this application, which can be used to execute the embodiments of the method described in this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the method described in this application.

[0140] Figure 3 This is a schematic diagram of a control device for a hybrid vehicle provided in an embodiment of this application. Figure 3 As shown, the control device for the hybrid vehicle includes: a prediction module 301, a first processing module 302, and a second processing module 303, wherein:

[0141] The prediction module 301 is configured to determine the collision prediction time between the target vehicle and other vehicles when there are other vehicles within a preset range of the target vehicle.

[0142] The first processing module 302 is configured to determine the target operating mode of the target vehicle when the collision prediction time is less than the first preset collision time and greater than the second preset collision time, and control the operating state of at least one component in the powertrain system of the target vehicle to adjust to the first target operating state in the target operating mode, so as to reduce the total output power value of the powertrain system. The target operating mode is a series mode or a pure electric mode.

[0143] The second processing module 303 is configured to, when the collision prediction time is not greater than the second preset collision time and is greater than zero, control the working state of at least one component in the powertrain system to adjust to the second target working state based on the current working mode of the target vehicle, so as to reduce the total output power value of the powertrain system.

[0144] The reduction in total output power corresponding to the second target operating state is greater than the reduction in total output power corresponding to the first target operating state.

[0145] In some embodiments, the prediction module 301 is configured to:

[0146] If the target vehicle's current operating mode is parallel mode, determine that the target operating mode is series mode, and control the clutch to disengage and switch the current operating mode to series mode.

[0147] If the current operating mode is series mode, determine the target operating mode as series mode and control to maintain series mode;

[0148] Given that the current operating mode is pure electric mode, determine the target operating mode as pure electric mode and control to maintain pure electric mode.

[0149] In some embodiments, the powertrain system includes an engine, a generator, a drive motor, and a clutch;

[0150] The first processing module 302 is configured as follows:

[0151] When the target working mode is series mode, the current remaining power of the target vehicle and the power generation power of the powertrain system are obtained; if the current remaining power is lower than the preset remaining threshold and the power generation power is greater than the preset power generation power, the generator's power generation level is reduced to the lowest power generation level, the engine torque is reduced to the preset torque, the generator speed is reduced to the preset speed, and the drive motor power is reduced to the first preset low power.

[0152] When the target operating mode is pure electric mode, the power of the drive motor is reduced to the first preset low power.

[0153] In some embodiments, the powertrain system includes an engine, a generator, a drive motor, and a clutch;

[0154] The second processing module 303 is configured as follows:

[0155] When the current working mode is parallel mode, the clutch is disengaged, the engine fuel is cut off and stopped, the drive motor runs at the second preset low power, and the engine fuel injection and ignition are prohibited.

[0156] When the current working mode is series mode, the engine is controlled to cut off fuel and stop, the drive motor runs at the second preset low power, and the engine is prohibited from injecting fuel and igniting.

[0157] When the target vehicle is in pure electric mode, the drive motor is controlled to operate at a second preset low power.

[0158] In some embodiments, after the first processing module 302 controls the operating state of at least one component in the powertrain system of the target vehicle to adjust to the first target operating state in the target operating mode, it is further configured to:

[0159] Upon receiving a collision status signal from the CAN bus indicating that a collision has occurred, and if the validity signal is valid, the controller adjusts the operating status of the generator and drive motor to the low-voltage standby state in the order of high-voltage standby, depressurization, and low-voltage standby.

[0160] If a collision status signal indicating that no collision has occurred is received from the CAN bus and the validity signal is valid, the duration of the collision status signal indicating that no collision has occurred is determined. The duration is the time from the time the first collision warning signal is received to the current time. The first collision warning signal is issued when the collision prediction time is detected to be less than the first preset collision time.

[0161] If the duration of the collision is greater than the preset collision release time threshold or the collision prediction time is updated to be greater than or equal to the first preset collision time, the working state of each component in the powertrain system is restored to the working state before the first collision warning signal was received. If the target vehicle meets the conditions for parallel mode, the clutch is controlled to engage and the working mode of the target vehicle is controlled to switch to parallel mode.

[0162] In some embodiments, when the collision prediction time is not greater than a second preset collision time and is greater than zero, the second processing module 303 is further configured to:

[0163] Upon receiving a collision status signal from the CAN bus indicating that a collision has occurred, the system acquires the collision time difference between the triggering of the second collision warning signal and the occurrence of the collision, and acquires the relative speed, relative acceleration, and relative distance between the target vehicle and the collided vehicle when the second collision warning signal is triggered. The second collision warning signal is issued when the collision prediction time is detected to be no greater than the second preset collision time.

[0164] The correction coefficient for the second preset collision time is determined based on the collision time difference, and the correction coefficient is correlated with relative velocity, relative acceleration and relative distance. The second preset collision time is then updated based on the correction coefficient.

[0165] In some embodiments, the second processing module 303 is configured to:

[0166] Determine the predicted difference between the preset safe reaction time and the collision time, and determine the quotient between the predicted difference and the preset safe reaction time to obtain the correction coefficient corresponding to the current second preset collision time;

[0167] Relative velocity, relative acceleration, and relative distance are respectively mapped to the target relative velocity interval in the preset relative velocity interval set, the target relative acceleration interval in the preset relative acceleration interval set, and the target relative distance interval in the preset relative distance interval set; the preset relative velocity interval set, the preset relative acceleration interval set, and the preset relative distance interval set are obtained by dividing the preset relative velocity range, the preset relative acceleration range, and the preset relative distance range according to the corresponding preset step size;

[0168] The target relative velocity range, target relative acceleration range, target relative distance range, and correction coefficient are stored together.

[0169] In some embodiments, the second processing module 303 is configured to:

[0170] Determine at least two correction factors corresponding to relative velocity, relative acceleration, and relative distance;

[0171] The product of the average of at least two correction coefficients and the preset safety reaction time is determined as the correction time, and the sum of the current second preset collision time and the correction time is determined as the updated second preset collision time.

[0172] Figure 4 This is a schematic diagram of the electronic device 4 provided in an embodiment of this application. Figure 4 As shown, the electronic device 4 of this embodiment includes: a processor 401, a memory 402, and a computer program 403 stored in the memory 402 and executable on the processor 401. When the processor 401 executes the computer program 403, it implements the steps in the various method embodiments described above. Alternatively, when the processor 401 executes the computer program 403, it implements the functions of each module / unit in the various device embodiments described above.

[0173] Electronic device 4 can be a desktop computer, laptop, handheld computer, cloud server, or other electronic device. Electronic device 4 may include, but is not limited to, processor 401 and memory 402. Those skilled in the art will understand that... Figure 4 This is merely an example of electronic device 4 and does not constitute a limitation on electronic device 4. It may include more or fewer components than shown, or different components.

[0174] The processor 401 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0175] The memory 402 can be an internal storage unit of the electronic device 4, such as a hard disk or RAM of the electronic device 4. The memory 402 can also be an external storage device of the electronic device 4, such as a plug-in hard disk, Smart Media Card (SMC), Secure Digital (SD) card, Flash Card, etc., equipped on the electronic device 4. The memory 402 can also include both internal and external storage units of the electronic device 4. The memory 402 is used to store computer programs and other programs and data required by the electronic device.

[0176] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0177] If integrated modules / units are implemented as software functional units and sold or used as independent products, they can be stored in a readable storage medium (e.g., a computer-readable storage medium). Based on this understanding, all or part of the processes in the methods of the above embodiments can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program may include computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. A computer-readable storage medium may include: any entity or device capable of carrying computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc.

[0178] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A control method for a hybrid vehicle, characterized in that, include: If other vehicles are present within a preset range of the target vehicle, determine the predicted collision time between the target vehicle and the other vehicles; If the collision prediction time is less than the first preset collision time and greater than the second preset collision time, the target operating mode of the target vehicle is determined, and the operating state of at least one component in the powertrain system of the target vehicle is adjusted to the first target operating state in the target operating mode to reduce the total output power value of the powertrain system. The target operating mode is a series mode or a pure electric mode. If the collision prediction time is not greater than the second preset collision time and is greater than zero, based on the current operating mode of the target vehicle, control the operating state of at least one component in the powertrain system to adjust to the second target operating state, so as to reduce the total output power value of the powertrain system. Wherein, the total output power reduction value corresponding to the second target operating state is greater than the total output power reduction value corresponding to the first target operating state; The powertrain system includes an engine, a generator, a drive motor, and a clutch; controlling the operating state of at least one component in the powertrain system of the target vehicle to adjust to a first target operating state in the target operating mode includes: When the target operating mode is series mode, the current remaining battery power of the target vehicle and the power generation power of the powertrain system are obtained; if the current remaining battery power is lower than a preset remaining threshold and the power generation power is greater than a preset power generation power, the power generation level of the generator is reduced to the lowest power generation level, the torque of the engine is reduced to a preset torque, the speed of the generator is reduced to a preset speed, and the power of the drive motor is reduced to a first preset low power. When the target operating mode is pure electric mode, the power of the drive motor is reduced to a first preset low power.

2. The method according to claim 1, characterized in that, Determining the target operating mode of the target vehicle includes: If the current operating mode of the target vehicle is parallel mode, determine that the target operating mode is series mode, and control the clutch to disengage and switch the current operating mode to series mode. When the current operating mode is the serial mode, the target operating mode is determined to be the serial mode, and the serial mode is controlled to be maintained. When the current operating mode is the pure electric mode, the target operating mode is determined to be the pure electric mode, and the pure electric mode is maintained.

3. The method according to claim 1, characterized in that, The step of controlling at least one component in the powertrain system to adjust its operating mode to a second target operating state based on the current operating mode of the target vehicle includes: When the current working mode is parallel mode, the clutch is disengaged, the engine is shut down and fuel is cut off, the drive motor operates at a second preset low power, and the engine is prohibited from injecting fuel and igniting. When the current working mode is series mode, the engine is controlled to cut off fuel and stop, the drive motor operates at a second preset low power, and the engine is prohibited from fuel injection and ignition. When the target vehicle is in pure electric mode, the drive motor is controlled to operate at a second preset low power.

4. The method according to claim 1, characterized in that, After adjusting the operating state of at least one component in the powertrain system of the target vehicle to the first target operating state under the target operating mode, the method further includes: Upon receiving a collision status signal indicating that a collision has occurred from the CAN bus of the controller area network, and if the validity signal is valid, the controller adjusts the operating status of the generator and drive motor to the low-voltage standby state in the order of high-voltage standby, depressurization, and low-voltage standby states. If a collision status signal indicating that no collision has occurred is received from the CAN bus and the validity signal is valid, the duration of the collision status signal indicating that no collision has occurred is determined. The duration is the time from the time the first collision warning signal is received to the current time. The first collision warning signal is issued when the collision prediction time is detected to be less than a first preset collision time. If the duration of the collision is greater than the preset collision release time threshold or the collision prediction time is updated to be greater than or equal to the first preset collision time, the working state of each component in the powertrain system is restored to the working state before the first collision warning signal was received. If the target vehicle meets the conditions for parallel mode, the clutch is controlled to engage and the working mode of the target vehicle is controlled to switch to parallel mode.

5. The method according to claim 1, characterized in that, If the collision prediction time is not greater than the second preset collision time and is greater than zero, the method further includes: Upon receiving a collision status signal indicating that a collision has occurred sent by the CAN bus, the collision time difference between the triggering of the second collision warning signal and the occurrence of the collision is obtained, and the relative speed, relative acceleration, and relative distance between the target vehicle and the collided vehicle are obtained when the second collision warning signal is triggered. The second collision warning signal is issued when the collision prediction time is detected to be no greater than the second preset collision time. A correction coefficient for the second preset collision time is determined based on the collision time difference, and the correction coefficient is associated with the relative velocity, relative acceleration and relative distance, and the second preset collision time is updated based on the correction coefficient.

6. The method according to claim 5, characterized in that, The step of determining a correction coefficient for the second preset collision time based on the collision time difference, and associating the correction coefficient with the relative velocity, relative acceleration, and relative distance, includes: Determine the predicted difference between the preset safe reaction time and the collision time difference, and determine the quotient between the predicted difference and the preset safe reaction time to obtain the correction coefficient corresponding to the current second preset collision time; The relative velocity, relative acceleration, and relative distance are respectively mapped to the target relative velocity interval in the preset relative velocity interval set, the target relative acceleration interval in the preset relative acceleration interval set, and the target relative distance interval in the preset relative distance interval set; the preset relative velocity interval set, the preset relative acceleration interval set, and the preset relative distance interval set are respectively obtained by dividing the preset relative velocity range, the preset relative acceleration range, and the preset relative distance range according to corresponding preset step sizes; The target relative velocity range, the target relative acceleration range, the target relative distance range, and the correction coefficient are associated and stored.

7. The method according to claim 5, characterized in that, The step of updating the second preset collision time based on the correction coefficient includes: Determine at least two correction coefficients corresponding to the relative velocity, relative acceleration, and relative distance; The product of the average of the at least two correction coefficients and the preset safety reaction time is determined as the correction time, and the sum of the current second preset collision time and the correction time is determined as the updated second preset collision time.

8. A control device for a hybrid vehicle, characterized in that, include: The prediction module is configured to determine the collision prediction time between the target vehicle and other vehicles when other vehicles are present within a preset range of the target vehicle. The first processing module is configured to determine the target operating mode of the target vehicle when the collision prediction time is less than a first preset collision time and greater than a second preset collision time, and control at least one component in the powertrain system of the target vehicle to adjust its operating state to the first target operating state in the target operating mode, so as to reduce the total output power value of the powertrain system. The target operating mode is a series mode or a pure electric mode. The second processing module is configured to, when the collision prediction time is not greater than the second preset collision time and is greater than zero, control the working state of at least one component in the powertrain system to adjust to the second target working state based on the current working mode of the target vehicle, so as to reduce the total output power value of the powertrain system. Wherein, the total output power reduction value corresponding to the second target operating state is greater than the total output power reduction value corresponding to the first target operating state; The powertrain system includes an engine, a generator, a drive motor, and a clutch; the first processing module is specifically configured to: when the target operating mode is a series mode, acquire the current remaining battery power of the target vehicle and the power generation power of the powertrain system; if the current remaining battery power is lower than a preset remaining threshold and the power generation power is greater than a preset power generation power, control the generator's power generation level to be reduced to the lowest power generation level, the engine's torque to be reduced to a preset torque, the generator's speed to be reduced to a preset speed, and control the drive motor's power to be reduced to a first preset low power; When the target operating mode is pure electric mode, the power of the drive motor is reduced to a first preset low power.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the steps of the method as claimed in any one of claims 1 to 7.

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