Method and device for adjusting running mode of vehicle

Abstract

The invention discloses a vehicle operation mode adjusting method and device, and relates to the technical field of vehicle control. The method comprises the steps of obtaining a first SOC value of a vehicle in response to the fact that a current operation mode of the vehicle is a forced pure electric mode; determining a target operation mode of the vehicle according to the first SOC value and a first SOC threshold value set for the use scene of the vehicle; and when it is determined that the target operation mode is not the forced pure electric mode, the current operation mode of the vehicle is adjusted according to the target operation mode. According to the technical scheme, the running mode of the vehicle can be flexibly adjusted to meet the driving requirement when the vehicle is in the forced pure electric mode.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a method and device for adjusting an operating mode of a vehicle. Background Art

[0002] At present, new energy vehicles (such as extended-range vehicles) usually have four operating modes: pure electric priority mode, fuel priority mode, intelligent adjustment mode (for example, automatically selecting pure electric priority mode or fuel priority mode according to the vehicle's driving conditions) and forced pure electric mode (or forced EV mode).

[0003] Among them, the forced pure electric mode means that the vehicle relies mainly on batteries for power, rather than relying on fuel or other energy sources, and the range extender or other auxiliary power source will not be started until the battery is exhausted.

[0004] That is, if the user (or driver) does not switch the forced existence mode to other operating modes, the vehicle will always use pure electric drive without considering the current state of charge (SOC) of the battery, so as to maximize the pure electric driving mileage, reduce fuel consumption, and thus improve environmental protection.

[0005] However, if the vehicle continues to use the above-mentioned forced pure electric mode, the power output of the power battery will be limited when the battery SOC is extremely low, resulting in limited power, which will cause the vehicle to accelerate slowly and the maximum speed can only be maintained at a very low value, which may lead to a situation that cannot meet normal driving requirements.

[0006] In view of this, when the vehicle is in forced pure electric mode, how to flexibly adjust the vehicle's operating mode to meet driving needs is an urgent problem that needs to be solved. Summary of the invention

[0007] In view of the above problems, the present application provides a method and device for adjusting the operating mode of a vehicle, which is used to solve the problem in the prior art that the operating mode of the vehicle cannot be flexibly adjusted to meet driving needs when the vehicle is in a forced pure electric mode.

[0008] According to one aspect of an embodiment of the present application, a method for adjusting an operating mode of a vehicle is provided, and the method may include: in response to a current operating mode of the vehicle being a forced pure electric mode, obtaining a first SOC value of the vehicle; determining a target operating mode of the vehicle based on the first SOC value and a first SOC threshold set for a usage scenario of the vehicle; and when it is determined that the target operating mode is not the forced pure electric mode, adjusting the current operating mode of the vehicle according to the target operating mode.

[0009] In an optional manner, before the response to the vehicle's current operating mode being the forced pure electric mode, it further includes: if the vehicle is in a non-navigation mode, the vehicle is switched from a default operating mode to the forced pure electric mode based on the vehicle's historical driving record and initial use start time; if the vehicle is in a navigation mode, the vehicle is switched from a default operating mode to the forced pure electric mode based on the driving requirements of the vehicle from an initial position to a driving destination.

[0010] In an optional manner, switching the vehicle from the default operating mode to the forced pure electric mode based on the historical driving record and the initial use start time of the vehicle further includes: determining the target driving trajectory of the vehicle based on the historical driving record and the initial use start time; when the SOC consumption value corresponding to the target driving trajectory is greater than a first consumption threshold and less than or equal to a second consumption threshold, switching the vehicle from the default operating mode to the forced pure electric mode; wherein the first consumption threshold is determined based on the second SOC value of the vehicle at the initial use start time and the second SOC threshold set for the pure electric priority mode, and the second consumption threshold is determined based on the second SOC value and the third SOC threshold set for the vehicle's pure electric driving.

[0011] In an optional manner, after switching the vehicle from the default operating mode to the forced pure electric mode, the method further includes: recording an actual SOC consumption value of the vehicle traveling within a set time; when the difference between the actual SOC consumption value and a historical SOC consumption value of the vehicle traveling on the target driving trajectory within the set time is less than a preset difference threshold, determining that the target driving trajectory is the actual driving trajectory of the vehicle.

[0012] In an optional manner, switching the vehicle from the default operating mode to the forced pure electric mode based on the driving demand of the vehicle from an initial position to a destination further includes: when the SOC consumption value determined based on the driving demand is greater than a first consumption threshold and less than or equal to a second consumption threshold, switching the vehicle from the default operating mode to the forced pure electric mode; wherein the first consumption threshold is determined based on a second SOC value of the vehicle at the initial use start time and a second SOC threshold set for a pure electric priority mode, and the second consumption threshold is determined based on the second SOC value and a third SOC threshold set for the vehicle's pure electric driving.

[0013] In an optional manner, after switching the vehicle from the default operating mode to the forced pure electric mode, it further includes: determining the remaining SOC value and the remaining mileage of the vehicle from the initial position to the first position; wherein, the first position is any position from the initial position to the destination where the vehicle travels; when the remaining SOC value satisfies the condition for the vehicle to travel in pure electric mode from the first position to the destination, determining that the vehicle maintains the forced pure electric mode.

[0014] In an optional manner, the method may further include: determining a driving destination of the vehicle in the non-navigation mode or the navigation mode; and determining a mode switching time for the vehicle to switch from the default operating mode to the forced pure electric mode based on energy replenishment information associated with the driving destination.

[0015] In an optional manner, obtaining the state of charge (SOC) value of the vehicle further includes: obtaining environmental information of the vehicle's current environment and / or current driving information of the vehicle; and obtaining the SOC value of the vehicle when determining the usage scenario of the vehicle based on the environmental information and / or the driving information.

[0016] In an optional manner, the target operating mode of the vehicle is determined based on the first SOC value and a first SOC threshold set for the usage scenario of the vehicle, further including: if the first SOC value is less than or equal to the first SOC threshold, the target operating mode is determined to be the fuel priority mode; if the first SOC value is greater than the first SOC threshold, the target operating mode is determined to be the forced pure electric mode.

[0017] In an optional manner, adjusting the current operating mode of the vehicle according to the target operating mode further includes: when the first SOC value is less than or equal to the first SOC threshold and greater than or equal to the second SOC threshold set for the usage scenario, presenting a first display interface; the first display interface is used to prompt the user whether to choose to adjust the vehicle from the forced pure electric mode to the target operating mode within a set time period; if the user initiates a mode selection operation on the first display interface within the set time period, adjusting the current operating mode of the vehicle according to the mode selection operation; if the user does not initiate the mode selection operation within the set time period, determining that the vehicle still maintains the forced pure electric mode; presenting a second display interface; the second display interface is used to display the operating mode of the vehicle after adjustment according to the target operating mode.

[0018] In an optional embodiment, the method may also include: when the first SOC value is less than the second SOC threshold, adjusting the vehicle from the forced pure electric mode to the target operating mode; presenting a third display interface; the third display interface is used to indicate that the vehicle has been adjusted from the forced pure electric mode to the target operating mode.

[0019] According to another aspect of an embodiment of the present application, a vehicle operating mode adjustment device is provided, the device comprising: an acquisition module for acquiring a first SOC value of the vehicle in response to the current operating mode of the vehicle being a forced pure electric mode; a determination module for determining a target operating mode of the vehicle based on the first SOC value and a first SOC threshold set for a usage scenario of the vehicle; and an adjustment module for adjusting the current operating mode of the vehicle according to the target operating mode when it is determined that the target operating mode is not the forced pure electric mode.

[0020] According to another aspect of an embodiment of the present application, an electronic device is also provided, including: a controller; and a memory for storing one or more programs, which, when the one or more programs are executed by the controller, execute the above-mentioned vehicle operating mode adjustment method.

[0021] According to another aspect of the embodiment of the present application, a computer-readable storage medium is provided, on which computer-readable instructions are stored. When the computer-readable instructions are executed by a processor of a computer, the computer executes the above-mentioned vehicle operating mode adjustment method.

[0022] According to another aspect of the embodiment of the present application, a computer program product or a computer program is also provided, the computer program product or the computer program includes computer instructions, and the computer instructions are stored in a computer-readable storage medium. The processor of the computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the above-mentioned vehicle operation mode adjustment method.

[0023] The beneficial effects of this application are as follows:

[0024] In the vehicle operation mode adjustment method provided in the embodiment of the present application, in response to the current operation mode of the vehicle being the forced pure electric mode, the first SOC value of the vehicle is obtained; then, the target operation mode of the vehicle can be determined according to the first SOC value and the first SOC threshold value set for the vehicle's usage scenario; finally, when it is determined that the target operation mode is not the forced pure electric mode, the current operation mode of the vehicle is adjusted according to the target operation mode. In this way, when the vehicle is in the forced pure electric mode, the operation mode of the vehicle can be flexibly adjusted to meet driving needs according to the SOC value of the vehicle and the first SOC threshold value set for the vehicle's usage scenario.

[0025] The above description is only an overview of the technical solution of the embodiment of the present application. In order to more clearly understand the technical means of the embodiment of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the embodiment of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The accompanying drawings are only used to illustrate the embodiments and are not to be considered as limiting the present application. In addition, the same reference symbols are used to represent the same components throughout the accompanying drawings. In the accompanying drawings:

[0027] Figure 1 An optional schematic diagram showing an application scenario to which the present application is applicable;

[0028] Figure 2 A schematic diagram of the structure of a server provided by the present application is shown;

[0029] Figure 3 A schematic flow chart of a method for adjusting an operating mode of a vehicle provided by the present application is shown;

[0030] Figure 4 A schematic diagram showing a usage scenario of a vehicle provided by the present application;

[0031] Figure 5 A schematic diagram showing a specific scenario of adjusting the operating mode of a vehicle provided by the present application is shown;

[0032] Figure 6 A schematic flow chart of another method for adjusting the operating mode of a vehicle provided by the present application is shown;

[0033] Figure 7 A logical schematic diagram of storing daily use information of a vehicle provided by the present application is shown;

[0034] Figure 8 A schematic structural diagram of a vehicle operation mode adjustment device provided by the present application is shown;

[0035] Fig. 9 A schematic diagram of the structure of a computer system of an electronic device provided by the present application is shown. DETAILED DESCRIPTION

[0036] Here, exemplary embodiments will be described in detail, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are only examples of devices and methods consistent with some aspects of the present application as detailed in the attached claims.

[0037] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities may be implemented in software form, or in one or more hardware modules or integrated circuits, or in different networks and / or processor devices and / or microcontroller devices.

[0038] The flowcharts shown in the accompanying drawings are only exemplary and do not necessarily include all the contents and operations / steps, nor must they be executed in the order described. For example, some operations / steps can be decomposed, and some operations / steps can be combined or partially combined, so the actual execution order may change according to actual conditions.

[0039] The term "multiple" as used in this application refers to two or more than two. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. The character " / " generally indicates that the related objects are in an "or" relationship.

[0040] At present, new energy vehicles (such as extended-range vehicles) usually have four operating modes: pure electric priority mode, fuel priority mode, intelligent adjustment mode (for example, automatically selecting pure electric priority mode or fuel priority mode according to the vehicle's driving conditions) and forced pure electric mode (or forced EV mode).

[0041] When the vehicle is in the mandatory pure electric mode, if the user (or driver) does not switch the vehicle from the mandatory pure electric mode to other modes (such as fuel priority mode), the vehicle will always maintain pure electric drive without considering the current SOC. At the same time, there is only a too rigid setting mode for the current driving mode, which does not consider the user's actual vehicle usage scenario and only supports users to manually switch the vehicle's operating mode. There is a lack of user perception and intelligent adjustment of the vehicle's operating mode.

[0042] For example, if the vehicle has been using the above-mentioned forced pure electric mode, then when the battery SOC is extremely low, the power output of the power battery is limited, resulting in limited power, which causes the vehicle to accelerate slowly and the maximum speed can only be maintained at a very low value, resulting in poor power performance, and may even fail to meet normal driving requirements.

[0043] Based on this, in order to switch the vehicle's operating mode according to the real-time status of the vehicle, to intelligently match the user scenario (that is, the vehicle's usage scenario), and to solve the problems of noise, vibration, and harshness (NVH) deterioration and power deterioration caused by low SOC. The present application proposes a method for adjusting the vehicle's operating mode, which may specifically include: in response to the vehicle's current operating mode being a forced pure electric mode, obtaining a first SOC value of the vehicle; then, determining the vehicle's target operating mode according to the first SOC value and a first SOC threshold set for the vehicle's usage scenario; finally, when it is determined that the target operating mode is not a forced pure electric mode, for example, the aforementioned target operating mode is a fuel priority mode, adjusting the vehicle's current operating mode according to the target operating mode. In this way, according to the vehicle's SOC value and the first SOC threshold set for the vehicle's usage scenario, the vehicle's operating mode can be flexibly adjusted to meet driving needs when the vehicle is in a forced pure electric mode.

[0044] In particular, the preferred embodiments of the present application are described below in conjunction with the drawings in the specification. It should be understood that the preferred embodiments described herein are only used to illustrate and explain the present application, and are not used to limit the present application, and the embodiments of the present application and the features in the embodiments may be combined with each other if there is no conflict.

[0045] See also Figure 1 As shown, it is a schematic diagram of an application scenario provided by an embodiment of the present application. The application scenario may include: two terminal devices 110 and a server 120. Each terminal device 110 and the server 120 may exchange information through a communication network, wherein the communication mode adopted by the communication network may include: a wireless communication mode and a wired communication mode.

[0046] Exemplarily, the terminal device 110 can access the network through cellular mobile communication technology and communicate with the server 120, wherein the cellular mobile communication technology, for example, includes the fifth generation mobile communication (5th generation mobile networks, 5G) technology or the next generation mobile communication technology.

[0047] Optionally, the terminal device 110 may access the network and communicate with the server 120 via short-range wireless communication, wherein the short-range wireless communication method, for example, includes wireless fidelity (Wi-Fi) technology.

[0048] The embodiment of the present application does not impose any restriction on the number of communication devices involved in the above application scenario. For example, there may be more terminal devices 110, or only one terminal device 110, or other network devices such as Figure 1 As shown, only two terminal devices 110 and a server 120 are used as an example for description, and the above communication devices and their respective functions are briefly introduced below.

[0049] The terminal device 110 is a device that can provide voice and / or data connectivity to the user, and can be a device that supports wired and / or wireless connection.

[0050] In an embodiment of the present application, the terminal device 110 may include, but is not limited to: a mobile phone, a tablet computer, a laptop computer, a PDA, a mobile Internet device (MID), a wearable device, a virtual reality (VR) device, an augmented reality (AR) device, a wireless terminal device in industrial control, a wireless terminal device in unmanned driving, a wireless terminal device in a smart grid, a wireless terminal device in transportation safety, a wireless terminal device in a smart city, or a wireless terminal device in a smart home, etc.

[0051] In addition, the terminal device 110 may be installed with a client related to the adjustment of the vehicle's operating mode, which may be software, such as an application (Application, APP), a browser, a short video software, etc., or a web page, a small program, etc.; the server 120 is a background server corresponding to the software or web page, small program, etc., or a server specifically used for task scheduling, which is not specifically limited in this application. Exemplarily, in an embodiment of the present application, the terminal device 110 may enable the above-mentioned client related to the adjustment of the vehicle's operating mode to send a control request / operation for switching the vehicle's operating mode to the server 120, so as to perform subsequent method steps such as the adjustment of the vehicle's operating mode.

[0052] Specifically, the server 120 may be an independent physical server, or a server cluster or distributed system composed of multiple physical servers, or a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communications, middleware services, domain name services, security services, content delivery networks (CDNs), and big data and artificial intelligence platforms. Figure 2As shown, the server 120 may be a server of the vehicle 130, and the server 120 may include a vehicle control unit (VCU) 121 and an in-vehicle infotainment system (IVI) 122. Of course, the server 120 may also include other modules or units, which are not limited in the embodiment of the present application. Among them, the VCU 121 and the IVI 122 are electrically connected, that is, the VCU 121 and the IVI 122 can exchange information.

[0053] For example, when the value of the vehicle's SOC is greater than or equal to threshold 1 and less than or equal to threshold 2, VCU 121 may send a prompt message to IVI 122 to force the pure electric mode to switch to the fuel priority mode. After IVI 122 receives the prompt message from VCU 121 to force the pure electric mode to switch to the fuel priority mode, IVI 122 may pop up a box on the screen to prompt the user to switch the vehicle's operating mode and enter a time countdown (for example, a countdown of t seconds). If the user confirms the mode switch within the t-second countdown, IVI 122 may send a fuel priority mode switch request to VCU 121. VCU 121 responds to the fuel priority mode request sent by IVI 122 and feeds back the vehicle's current operating mode to IVI 122. If the user chooses to cancel or not select within the t-second countdown, the default vehicle still maintains the forced pure electric mode and continues to drive. For another example, when the SOC value of the vehicle is less than a threshold value 1, the VCU 121 may directly switch the operation mode of the vehicle from the forced pure electric mode to the fuel priority mode, and feed back the current operation mode of the vehicle to the IVI 122 .

[0054] In an embodiment of the present application, server 120 can be used to obtain a first SOC value of the vehicle in response to the current operating mode of the vehicle being a forced pure electric mode, thereby determining the target operating mode of the vehicle based on the first SOC value and a first SOC threshold set for the vehicle's usage scenario, and when it is determined that the target operating mode is not the forced pure electric mode, adjust the current operating mode of the vehicle according to the target operating mode.

[0055] The following describes the vehicle operating mode adjustment method provided by the exemplary embodiment of the present application in combination with the above-mentioned application scenarios and with reference to the accompanying drawings. It should be noted that the above-mentioned application scenarios are only shown to facilitate understanding of the spirit and principles of the present application, and the implementation methods of the present application are not limited in this respect.

[0056] See also Figure 3 As shown in FIG. 1 , a flow chart of a method for adjusting the operating mode of a vehicle provided in an embodiment of the present application is shown. In the following introduction, for the convenience of description and understanding, the method for adjusting the operating mode of the vehicle is applied to the following example. Figure 1 or Figure 2 The server shown in the figure is used as an example. Figure 3 As shown, the specific implementation process of this method is as follows:

[0057] Step 310, in response to the current operating mode of the vehicle being a forced pure electric mode, obtain the first SOC value of the vehicle. Among them, the aforementioned current operating mode can be a fuel priority mode, an intelligent adjustment mode, a pure electric priority mode or a forced pure electric mode. Of course, the aforementioned current operating mode can also be an operating mode of other vehicles, which is not limited to the embodiments of the present application. Specifically, after determining that the current operating mode is a forced pure electric mode, the server can obtain the SOC value (i.e., the first SOC value) of the vehicle's (power) battery, thereby determining whether the vehicle subsequently maintains or exits the forced pure electric mode based on the first SOC value, thereby flexibly adjusting the vehicle's operating mode when the vehicle is in the forced pure electric mode to meet driving needs.

[0058] In an optional implementation, when executing step 310, the server may obtain environmental information of the vehicle's current environment and / or the vehicle's current driving information, so as to obtain the vehicle's SOC value when determining the vehicle's usage scenario based on the aforementioned environmental information and / or the aforementioned driving information. In this way, by sensing the user's actual vehicle usage scenario (i.e., the vehicle's usage scenario), the application of the forced pure electric mode (e.g., forced EV function exit and forced EV function intervention) can be intelligently implemented, thereby avoiding the problem that the fixed vehicle operation mode cannot meet the current user's needs.

[0059] For example, see Figure 4 As shown, taking the four vehicle usage scenarios of low-temperature driving scenario, high-speed driving scenario, mountain road climbing scenario and low-battery traffic jam scenario as examples, the server can determine the vehicle usage scenario based on the environmental information of the vehicle's current environment and / or the vehicle's current driving information, that is, determine the vehicle usage scenario. Optionally, the determination method of the above four vehicle usage scenarios is as follows:

[0060] A. Low-temperature driving scenario: In this case, the above-mentioned environmental information may be the ambient temperature of the vehicle.

[0061] For example, the server can detect the ambient temperature of the vehicle in real time through an ambient temperature sensor (onboard). When the ambient temperature of the vehicle is less than or equal to a set temperature threshold (e.g., T e ≤T y , T e is the ambient temperature, T y To set the temperature threshold, for example, T y =T℃), it can be determined that the vehicle's usage scenario is a low-temperature driving scenario.

[0062] B. High-speed driving scenario: At this time, the driving information may include the current instantaneous speed of the vehicle, the average speed of the vehicle, and the driving time of the vehicle.

[0063] For example, the server can detect the vehicle speed in real time through a vehicle speed sensor (onboard). When the vehicle's current instantaneous speed is greater than or equal to a set instantaneous speed threshold (for example, it can be expressed as v i ≥v y , v i is the current instantaneous speed of the vehicle, v y To set the instantaneous speed threshold, for example, v y = m Km / h), the average speed of the vehicle is greater than or equal to the first set average speed threshold (for example, it can be expressed as is the average speed of the vehicle, Set the average speed threshold for the first, for example, ), and the driving time corresponding to the above average speed is greater than or equal to the set driving time (for example, it can be expressed as t s ≥t y , t s is the average speed The corresponding driving time, t y To set the driving time, for example, t y =t min), it can be determined that the vehicle's usage scenario is a high-speed driving scenario. The aforementioned setting of the instantaneous speed threshold is also the starting condition for determining that the vehicle is in a high-speed driving scenario.

[0064] Furthermore, the server can identify the mileage or driving time of the vehicle in the subsequent high-speed driving scene through the vehicle's navigation information. When the mileage is ≥ a set mileage threshold (e.g., a Km) or the driving time is ≥ a set driving time threshold (e.g., b min), the SOC value of the vehicle is obtained.

[0065] C. Mountain road climbing scene: At this time, the above environmental information may include the slope value and altitude, etc., and the above driving information may include the current instantaneous speed of the vehicle and the driving time of the vehicle, etc.

[0066] For example, the server can detect the slope value of the vehicle's driving condition in real time through a (vehicle-mounted) slope sensor (such as a gyroscope) or an electronic stability program (ESP), detect the altitude of the vehicle in real time through a (vehicle-mounted) atmospheric pressure sensor, and detect the speed of the vehicle in real time through a (vehicle-mounted) vehicle speed sensor. When the vehicle's current instantaneous speed is greater than or equal to a set instantaneous speed threshold (for example, which can be expressed as v i ≥v y , vi is the current instantaneous speed of the vehicle, v y To set the instantaneous speed threshold, for example, v y =c Km / h)), the slope value of the driving road condition is greater than or equal to a set slope value threshold (for example, it can be expressed as i≥e%), and the altitude difference of the vehicle within a set driving time (for example, a set driving time≥d min) is greater than or equal to a set sea wave difference threshold (for example, it can be expressed as ΔA≥fm), it can be determined that the vehicle's usage scenario is a mountain road climbing scenario.

[0067] Similarly, the server can identify the mileage or driving time of the vehicle in the subsequent mountain climbing scene through the vehicle's navigation information. When the mileage ≥ the set mileage threshold (for example, a Km) or the driving time ≥ the set driving time threshold (for example, b min), the SOC value of the vehicle is obtained.

[0068] D. Low battery traffic jam scenario: At this time, the driving information may include the average speed of the vehicle and the cumulative frequency of braking.

[0069] For example, the server can detect the vehicle speed in real time through a vehicle speed sensor (onboard), and accumulate the braking frequency over a period of time through the brake signal. is the average speed of the vehicle, Set the average speed threshold for the second, for example, ), and the cumulative frequency of braking is ≥ the set cumulative frequency threshold (for example, h times), it can be determined that the vehicle's usage scenario is a low-battery traffic jam scenario.

[0070] Similarly, the server can identify the congestion mileage and congestion time of the vehicle in the low-battery traffic jam scenario through the vehicle navigation information. When the congestion mileage ≥ the set congestion mileage threshold (e.g., I Km), or the congestion time is greater than or equal to the set congestion time threshold (e.g., j min), the SOC value of the vehicle is obtained.

[0071] Step 320 , determining a target operating mode of the vehicle according to the first SOC value and a first SOC threshold value set for a usage scenario of the vehicle.

[0072] In an optional implementation, when executing step 320, if the first SOC value is less than or equal to the first SOC threshold, the server can determine that the target operating mode is the fuel priority mode; if the first SOC value is greater than the first SOC threshold, the server can determine that the target operating mode is the forced pure electric mode. For example, assuming that the first SOC threshold is threshold A, when the first SOC value SOC i≤A, the server can determine that the target operating mode is the fuel priority mode. i >A, the server can determine that the target operating mode is the forced pure electric mode.

[0073] Step 330 , when it is determined that the target operating mode is not the forced pure electric mode, adjusting the current operating mode of the vehicle according to the target operating mode.

[0074] Specifically, when executing step 330, when the server determines that the target operating mode is not a forced pure electric mode (that is, the current operating mode is inconsistent with the target operating mode), the server can adjust the current operating mode of the vehicle according to the target operating mode. Optionally, when the aforementioned first SOC value is less than or equal to the aforementioned first SOC threshold value, and greater than or equal to the second SOC threshold value set for the usage scenario, a first display interface is presented. Among them, the first display interface is used to prompt the user whether to choose to adjust the vehicle from the forced pure electric mode to the target operating mode within a set time period. If the user initiates a mode selection operation on the first display interface within the set time period, the current operating mode of the vehicle is adjusted according to the mode selection operation. If the user does not initiate a mode selection operation within the set time period, it is determined that the vehicle still maintains the forced pure electric mode. Further, after the server adjusts the current operating mode of the vehicle according to the target operating mode, a second interface can be presented. Among them, the second display interface is used to display the operating mode of the vehicle after adjustment according to the target operating mode.

[0075] For example, see Figure 5 As shown in (a), it is assumed that the first SOC value is SOC i , the first SOC threshold is threshold A, the second SOC threshold is threshold B, and the set time is t seconds. When threshold B ≤ SOC i ≤ threshold A, the first display interface may be presented, and the first display interface is used to prompt the user whether to switch the operating mode (i.e., the SOC of the power battery is low, whether to switch to the fuel priority mode). If the user confirms to switch to the fuel priority mode within the t-second countdown, the vehicle will be switched from the forced pure electric mode to the fuel priority mode, and the adjusted operating mode of the vehicle will be presented on the second display interface as the fuel priority mode. If the user chooses to cancel or does not choose within the t-second countdown, the vehicle will continue to drive in the forced pure electric mode by default, and the second display interface will show that the adjusted operating mode of the vehicle is still the forced pure electric mode.

[0076] In yet another alternative implementation, when the foregoing first SOC value is less than the foregoing second SOC threshold, the server may adjust the vehicle from the forced pure-electric mode to a target operation mode (e.g., fuel priority mode) and present a third display interface. The third display interface is used to indicate that the vehicle has been adjusted from the forced pure-electric mode to the target operation mode. In this way, when it is determined that the SOC value of the vehicle is small, the vehicle can be directly switched from the forced pure-electric mode to the fuel priority mode, thereby ensuring sufficient power of the vehicle.

[0077] Exemplarily, as shown in (b) of Figure 5 , when SOC i < threshold B, the server can directly switch the vehicle from the forced pure-electric mode to the fuel priority mode, and present on the third display interface that the current SOC of the vehicle is extremely low and the operation mode of the vehicle has been switched to the fuel priority mode to ensure normal driving of the vehicle.

[0078] Based on the method steps described in the foregoing steps 310 to 330, still taking the first SOC value as SOC i , the first SOC threshold as threshold A, and the second SOC threshold as threshold B as an example, as shown in Figure 6 , the server can execute the following method steps for adjusting the operation mode of the vehicle, specifically as follows:

[0079] Step 610, the vehicle is in the forced pure-electric mode.

[0080] Step 620, determine whether the vehicle usage scenario. If not, go to step 610; if so, go to S630.

[0081] Step 630, B ≤ SOC i ≤ A. If not, go to step 610; if so, go to step 640.

[0082] Step 640, prompt the user to switch the operation mode of the vehicle from the forced pure-electric mode to the fuel priority mode.

[0083] Step 650, whether the user selects to switch. If so, go to step 660; if not, go to step 670.

[0084] Step 660, switch the operation mode of the vehicle to the fuel priority mode.

[0085] Step 670, the vehicle continues to drive in the forced pure-electric mode.

[0086] Step 680, SOC i < B. If not, go to step 670; if so, go to step 690.

[0087] Step 690, forcibly switching the vehicle's operating mode to the fuel priority mode.

[0088] In an optional implementation, before executing step 310, the server may determine how the vehicle switches from the default operating mode to the forced pure electric mode by using two forced pure electric mode intervention methods corresponding to two situations, respectively, according to whether the vehicle is in the navigation mode, as follows:

[0089] A: If the vehicle is in non-navigation mode, the server can switch the vehicle from the default operating mode to the forced pure electric mode based on the vehicle's historical driving records and initial use start time.

[0090] The above historical driving records may include: historical driving tracks corresponding to at least one historical use start time of the vehicle, and of course may also include historical driving information of other vehicles, such as vehicle driving time, vehicle driving power consumption, vehicle mileage, etc. In addition, the above historical driving records may also be referred to as daily use information, and of course may have other names, which are not limited in the embodiments of the present application.

[0091] For example, see Figure 7 As shown, the server can collect vehicle power consumption, vehicle mileage, and vehicle driving time, and make statistics on the above information through the data storage and comparison system, store and classify different power consumption, mileage, and driving start time, and count the data with deviations within a set range (for example, 5%) as the same category. For example, the working conditions of departure and return in the morning within the same time are counted as a marked working condition, which is the vehicle commuting working condition.

[0092] For example, assume that a total of three vehicle driving conditions are recorded or collected, which are Condition 1: mileage 20 km, driving power consumption 18 Kwh / 100 km, driving time 40 min; Condition 2: mileage 20.5 km, driving power consumption 17.6 Kwh / 100 km, driving time 42 min; Condition 3: mileage 25 km, driving power consumption 19 Kwh / 100 km, driving time 25 min. Then, it can be determined that the above conditions 1 and 2 are the same group of conditions, and condition 3 is another group of conditions. Therefore, conditions 1 and 2 can be counted as category 1, and condition 3 can be counted as category 2.

[0093] For another example, based on the identification and statistics of the user's car usage habits, the main focus is on the charging habits of the vehicle during commuting. For example, the user's car usage habits are counted, the vehicle charging time is between 0:00 and 8:00 in the morning, whether the vehicle has been scheduled for charging, the SOC of the vehicle before charging, and the vehicle charging time range is from 8:00 to 17:00 in the evening, and it is determined that the vehicle is charged at the company's charging pile for a long time. The relevant information is fed back to Figure 7The forced pure electric module is used to indicate whether the subsequent vehicle automatically intervenes in the forced pure electric mode.

[0094] In an optional implementation, when executing the forced pure electric mode intervention method in A, the server can determine the target driving trajectory of the vehicle based on the above-mentioned historical driving records and the above-mentioned initial use start time. When the SOC consumption value corresponding to the target driving trajectory is greater than the first consumption threshold and less than or equal to the second consumption threshold, the vehicle is switched from the default operating mode (such as the pure electric priority mode or the intelligent adjustment mode) to the forced pure electric mode. Exemplarily, the aforementioned default operating module can be pre-set by the user, and the embodiments of the present application are not limited to this.

[0095] The first consumption threshold may be determined based on the second SOC value of the vehicle at the start of initial use and the second SOC threshold set for the pure electric priority mode, and the second consumption threshold may be determined based on the second SOC value and the third SOC threshold set for the pure electric driving of the vehicle. The third SOC threshold is a safety limit for ensuring safe driving of the vehicle.

[0096] Exemplarily, assuming that the second SOC value is 30%, the second SOC threshold is 20%, and the third SOC threshold is 3%, then the aforementioned first consumption threshold is 10%, and the second consumption threshold is 17%. First, by comparing the daily itinerary (i.e., historical driving trajectory or daily use information), confirm whether the vehicle has entered the daily return mode by the initial use start time. If it is confirmed that the vehicle has entered the daily return mode and it is confirmed that the 10% SOC corresponding to the first consumption threshold does not meet the return conditions, calculations and comparisons can be started. If it is confirmed that the vehicle's 17% SOC corresponding to the second consumption threshold can meet the trip. At this point, the vehicle can switch from the default operating mode to the forced pure electric mode.

[0097] Furthermore, after determining to switch the vehicle from the default operating mode to the forced pure electric mode, the server may also record the actual SOC consumption value of the vehicle during the set time, and when it is determined that the difference between the actual SOC consumption value and the historical SOC consumption value of the vehicle during the set time on the target driving trajectory is less than a preset difference threshold, the target driving trajectory is determined to be the actual driving trajectory of the vehicle. Otherwise, the vehicle may be instructed to exit the forced pure electric mode.

[0098] For example, after the vehicle has been on the journey for a period of time, it confirms the journey again. By decomposing and analyzing the journey data, when the energy consumption deviation (i.e., the above-mentioned difference) is less than 2% (i.e., the above-mentioned preset difference threshold), it proves that the section is a return section, and the remaining power or remaining SOC can meet the vehicle's pure electric return. At this time, the forced pure electric mode is maintained; otherwise, the forced pure electric mode is exited to restore the pure electric priority state (or mode). In this way, the aforementioned vehicle entering the forced pure electric mode can be understood as forced pure electric entering the pre-determination stage_READY state, that is, based on whether the subsequent energy consumption deviation (i.e., the above-mentioned difference) is less than 2% (i.e., the above-mentioned preset difference threshold), that is, whether the remaining power or remaining SOC can meet the vehicle's pure electric return, it is determined whether the vehicle is involved in the real forced pure electric mode from the aforementioned READY state, or whether it is restored to the pure electric priority state (or mode) from the aforementioned READY state.

[0099] B: If the vehicle is in navigation mode, the server can switch the vehicle from the default operating mode to the forced pure electric mode based on the driving needs of the vehicle from the initial position to the driving destination.

[0100] In an optional implementation, when executing the forced pure electric mode intervention method in B, the server can switch the vehicle from the default operating mode to the forced pure electric mode when the SOC consumption value determined based on driving demand is greater than the first consumption threshold and less than or equal to the second consumption threshold; wherein the first consumption threshold can be determined based on the second SOC value of the vehicle at the initial use start time and the second SOC threshold set for the pure electric priority mode, and the second consumption threshold can be determined based on the second SOC value and the third SOC threshold set for the vehicle's pure electric driving. In this way, the server can confirm the driving destination through navigation information interaction, that is, determine whether the vehicle enters the forced pure electric mode based on the travel demand.

[0101] Still taking the above-mentioned second SOC value of 30%, the second SOC threshold of 20%, and the third SOC threshold of 3%, the aforementioned first consumption threshold of 10% and the second consumption threshold of 17% as an example. When the vehicle uses navigation to a certain driving destination, by comparing the current vehicle SOC (i.e., the second SOC value) and the current mileage power consumption estimate, it is confirmed whether the vehicle can travel to the destination in a pure electric form after 20% and before 3%, that is, it is determined whether the vehicle can travel to the driving destination in a pure electric form within the second consumption threshold of 17%. Optionally, the server can estimate the current trip power consumption (i.e., the current mileage power consumption) based on the aforementioned current mileage, that is, the current trip power consumption = power consumption per 100 kilometers × kilometers. Furthermore, the current trip power consumption is compared with the remaining power or SOC. If the aforementioned remaining power or SOC-3%> the estimated current trip power consumption, the forced pure electric mode can be directly pushed in the trip.

[0102] Furthermore, after determining that the vehicle should be switched from the default operating mode to the forced pure electric mode, the server can also determine the remaining SOC value and remaining mileage of the vehicle from the initial position to the first position; wherein the first position can be any position from the initial position to the destination of the vehicle; then, when it is determined that the remaining SOC value meets the conditions for the vehicle to travel in pure electric mode from the first position to the destination, it is determined that the vehicle maintains or maintains the forced pure electric mode.

[0103] Exemplarily, the vehicle travels a certain distance and then counts the vehicle's travel power consumption. For example, after a certain distance starts, from point A (i.e., the initial position) to point C (i.e., the destination), the vehicle's power consumption is counted during the journey, and when the vehicle reaches point B (i.e., the first position), the vehicle's energy consumption is calculated. Optionally, the following two energy consumption calculation methods can be used:

[0104] Energy consumption calculation method 1: Convert based on the displayed power consumption to calculate the real-time power consumption.

[0105] For example, if the displayed power consumption is 18Kwh / 100Km, then the power required to complete 20KM is: 18×20 / 100Kwh, that is, the power required for 20KM is 3.6 degrees.

[0106] Energy consumption calculation method 2: Integrate each energy-consuming component in real time, and calculate the energy consumption value of the current time node using the sum of the energy-consuming components.

[0107] That is, the better situation is calculated based on the real-time power corresponding to the battery voltage and the time integral. Among them, the real-time power corresponding to the battery voltage is: battery voltage × battery power / 1000 / 3600.

[0108] By comparing the energy consumption value from point A to point B (i.e., SOC consumption value) with the current remaining energy consumption value (i.e., remaining SOC value), the estimated energy consumption value from point B to point C is calculated. Optionally, the energy consumption value from point B to point C can be estimated in the following three ways:

[0109] Method 1: Calculate based on the current remaining mileage and daily energy consumption.

[0110] The daily energy consumption value represents: the historical energy consumption value required for the vehicle to travel the current remaining mileage. In other words, the energy consumption estimate from point B to point C can be determined based on the average energy consumption required for daily driving of the vehicle and the current remaining mileage.

[0111] Method 2: Calculate based on the real-time energy consumption in the current stage.

[0112] That is, the energy consumption of the journey from point A to point B is used to estimate the energy consumption of the subsequent journey from point B to point C. In this way, based on the current driving behavior (or driving style), the subsequent energy consumption of the vehicle can be estimated more accurately. However, the uncertainty of subsequent road conditions may not be taken into account.

[0113] Method 3: Estimation based on past traffic information.

[0114] That is, the energy consumption of this section is estimated based on the historical driving conditions from point B to point C. In this way, based on the information collection of the actual commonly used routes, the power consumption of the section is confirmed, and the actual information collection can feedback the power consumption based on the pure circuit section.

[0115] In order to ensure the accuracy of the comparison between the remaining power information (i.e. the current remaining energy consumption value or the remaining SOC value) and the remaining road section energy consumption value (i.e. the aforementioned estimated energy consumption value from point B to point C), the aforementioned estimated energy consumption value from point B to point C can be the maximum value of the estimated energy consumption values ​​calculated by the above three methods. In this way, when the aforementioned remaining power information is compared with the aforementioned remaining road section energy consumption value, if the aforementioned remaining power information satisfies the vehicle's return to the destination (i.e. meets the travel requirements), the vehicle can automatically trigger the forced pure electric mode. If the pure electric mileage does not meet the travel requirements, the vehicle can start the range extender when the battery's SOC value is 20% to ensure the vehicle's power.

[0116] In an optional implementation, when the server determines the driving destination of the vehicle in non-navigation mode or navigation mode, it can determine the mode switching time for the vehicle to switch from the default operating mode to the forced pure electric mode according to the energy replenishment information associated with the driving destination. In this way, the vehicle's operating mode can be switched more flexibly according to the energy replenishment information associated with the vehicle from the initial position to the driving destination. In other words, the energy replenishment situation of the parking point can be confirmed according to the navigation driving destination-charging pile information (i.e., energy replenishment information), or the common path parking point mode, and the vehicle's operating mode can be intelligently selected.

[0117] Based on the above method, the vehicle can confirm when the vehicle enters forced pure electric mode or maintains the current power status and use the range extender to generate electricity to maintain the vehicle's power performance during the process of driving from the initial position to the driving destination (such as a shopping place or other place to do business) when the SOC value is low.

[0118] It should be noted that the combination of navigation and automated valet parking (AVP) functions can also confirm whether the driving destination is the target location (i.e. the vehicle parking point). In addition, when the vehicle is in navigation mode, if the navigation setting location has AVP modeling, it can be confirmed that the trip is a common route, thereby triggering the intelligent selection or flexible switching of the vehicle operation mode.

[0119] Optionally, the server can also confirm the parking point of the vehicle through the daily use information of the owner (i.e., historical driving records), and record the charging habits of the vehicle through the daily use information record when the navigation is not used. For example, the following three schemes can be used to record the charging habits of the vehicle:

[0120] Solution 1: Automatic recording. The vehicle location will be recorded when the vehicle is charging. When the same location appears twice for charging at a certain location, it is determined that the location is a common charging location other than home.

[0121] Option 2: The main screen prompts, in addition to the home charging location, when the vehicle starts charging, the main screen pushes information to indicate whether it is a common charging location.

[0122] Solution 3: Through the AVP modeling information, if the parking spot has AVP modeling information, it is determined that the location is a common charging location.

[0123] Based on the above method, when the vehicle enters the same place again for recharging, it can be determined that the place is a common entry point for the vehicle, and the travel information of the section (such as time and vehicle travel power consumption) can be counted, or a prompt message can be triggered and set as a common location. For example, the vehicle enters a certain place without navigation information, and recharges at the place and records the location of the vehicle when recharging. If the vehicle repeatedly appears at this point, the travel information is recorded, and the vehicle SOC is evaluated if the vehicle has this trip next time.

[0124] In an optional implementation, the server can also switch the vehicle's operating mode according to the long-distance control strategy. For example, if the vehicle setting mode (i.e., the default operating mode) is the pure electric priority mode, and the trip set according to the high-speed navigation exceeds 100KM, the vehicle's operating mode can be immediately switched from the pure electric priority mode to the fuel priority mode.

[0125] For another example, based on the actual mileage, for example, judgment method 1: the vehicle is fully charged, the mileage is greater than 30KM, and the average speed is greater than 60km / h, then it can intelligently switch to the fuel priority mode; judgment method 2: the vehicle is not fully charged, the vehicle mileage is greater than 30km, and the average speed is greater than 60km / h, the vehicle exits the forced pure electric mode, adapts the appropriate drive SOC according to the current SOC, and maintains optimal performance.

[0126] In summary, in the vehicle operation mode adjustment method provided in the embodiment of the present application, in response to the current operation mode of the vehicle being the forced pure electric mode, the first SOC value of the vehicle is obtained; then, the target operation mode of the vehicle can be determined according to the first SOC value and the first SOC threshold value set for the vehicle's usage scenario; finally, when it is determined that the target operation mode is not the forced pure electric mode, the current operation mode of the vehicle is adjusted according to the target operation mode. In this way, when the vehicle is in the forced pure electric mode, the operation mode of the vehicle can be flexibly adjusted to meet driving needs according to the SOC value of the vehicle and the first SOC threshold value set for the vehicle's usage scenario.

[0127] Another aspect of the present application also provides a vehicle operation mode adjustment device, see Figure 8 As shown, it is a schematic diagram of the structure of a vehicle operation mode adjustment device provided in an embodiment of the present application. The vehicle operation mode adjustment device 800 includes: an acquisition module 810, a determination module 820, and an adjustment module 830;

[0128] An acquisition module 810 is configured to acquire a first SOC value of the vehicle in response to the current operation mode of the vehicle being a forced pure electric mode;

[0129] A determination module 820, configured to determine a target operation mode of the vehicle according to the first SOC value and a first SOC threshold value set for a usage scenario of the vehicle;

[0130] The adjustment module 830 is used to adjust the current operation mode of the vehicle according to the target operation mode when it is determined that the target operation mode is not the forced pure electric mode.

[0131] It should be noted that the vehicle operating mode adjustment device provided in the above embodiment and the vehicle operating mode adjustment method provided in the above embodiment belong to the same concept, and the specific manner in which each module and unit performs the operation has been described in detail in the method embodiment and will not be repeated here.

[0132] Another aspect of the present application also provides an electronic device. Fig. 9 As shown, it shows a schematic diagram of the structure of a computer system suitable for implementing an electronic device of an embodiment of the present application. The specific embodiment of the present application does not limit the specific implementation of the electronic device.

[0133] See also Fig. 9 As shown, the electronic device includes: a controller; a memory for storing one or more programs, and when the one or more programs are executed by the controller, the above-mentioned vehicle operation mode adjustment method is executed. Fig. 9As shown, the computer system 900 of the electronic device includes a central processing unit (CPU) 901, which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM) 902 or the program loaded from the storage part 908 to the random access memory (RAM) 903, such as executing the method in the above embodiment. In RAM 903, various programs and data required for system operation are also stored. CPU 901, ROM 902 and RAM 903 are connected to each other through bus 904. Input / output (I / O) interface 905 is also connected to bus 904.

[0134] In particular, according to an embodiment of the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present application includes a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a computer program for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through the communication part 909, and / or installed from a removable medium 911. When the computer program is executed by the CPU 901, various functions defined in the system of the present application are executed.

[0135] Another aspect of the present application further provides a computer-readable storage medium on which a computer program is stored, and when the computer program is executed by a processor, the vehicle operation mode adjustment method as described above is implemented. The computer-readable storage medium may be included in the electronic device described in the above embodiment, or may exist independently without being assembled into the electronic device.

[0136] Another aspect of the present application also provides a computer program product or a computer program, which includes at least one executable instruction. When the executable instruction is run on a vehicle's operating mode adjustment device or an electronic device, the vehicle's operating mode adjustment device or the electronic device executes the vehicle's operating mode adjustment method as described above.

[0137] It should be noted that the computer-readable medium shown in the embodiment of the present application may be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium may be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, RAM, ROM, an erasable programmable read only memory (EPROM), a flash memory, an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, a computer-readable storage medium may be any tangible medium containing or storing a program, which may be used by an instruction execution system, device or device or used in combination with it. In the present application, a computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, in which a computer-readable computer program is carried. This propagated data signal may take a variety of forms, including but not limited to an electromagnetic signal, an optical signal, or any suitable combination of the above. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium, which may send, propagate or transmit a program for use by or in conjunction with an instruction execution system, apparatus or device. A computer program contained on a computer-readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wired, etc., or any suitable combination of the above.

[0138] The flowchart and block diagram in the accompanying drawings illustrate the possible architecture, functions and operations of the system, method and computer program product according to various embodiments of the present application. Wherein, each box in the flowchart or block diagram can represent a module, a program segment, or a part of the code, and the above-mentioned module, program segment, or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order than the order marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, and the combination of boxes in the block diagram or flowchart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0139] The units involved in the embodiments described in this application may be implemented by software or hardware, and the units described may also be set in a processor. The names of these units do not, in some cases, constitute limitations on the units themselves.

[0140] According to one aspect of the embodiment of the present application, a computer system is also provided, including a CPU, which can perform various appropriate actions and processes according to the program stored in the ROM or the program loaded from the storage part into the random access memory RAM, such as executing the method in the above embodiment. Various programs and data required for system operation are also stored in the RAM. The CPU, ROM and RAM are connected to each other through a bus. The I / O interface is also connected to the bus.

[0141] The following components are connected to the I / O interface: an input part including a keyboard, a mouse, etc.; an output part including a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker; a storage part including a hard disk, etc.; and a communication part including a network interface card such as a local area network (LAN) card, a modem, etc. The communication part performs communication processing via a network such as the Internet. A drive is also connected to the I / O interface as needed. Removable media, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., are installed on the drive as needed so that the computer program read therefrom is installed into the storage part as needed.

[0142] The above content is only a preferred exemplary embodiment of the present application and is not intended to limit the implementation scheme of the present application. A person skilled in the art can easily make corresponding changes or modifications based on the main concept and spirit of the present application. Therefore, the scope of protection of the present application shall be based on the scope of protection required by the claims.

Claims

1. A method for adjusting an operating mode of a vehicle, characterized in that: The method comprises: In response to a current operating mode of the vehicle being a forced pure electric mode, obtaining a first SOC value of the vehicle; determining a target operating mode of the vehicle according to the first SOC value and a first SOC threshold value set for a usage scenario of the vehicle; When it is determined that the target operating mode is not the forced pure electric mode, the current operating mode of the vehicle is adjusted according to the target operating mode.

2. The method according to claim 1, characterized in that Before the current operating mode of the vehicle is in the forced pure electric mode, the method further includes: If the vehicle is in a non-navigation mode, switching the vehicle from a default operating mode to the forced pure electric mode according to the historical driving record and the initial use start time of the vehicle; If the vehicle is in the navigation mode, the vehicle is switched from the default operating mode to the forced pure electric mode according to the driving demand of the vehicle from the initial position to the driving destination.

3. The method according to claim 2, characterized in that The step of switching the vehicle from a default operation mode to the forced pure electric mode according to the historical driving record and the initial use start time of the vehicle further includes: Determining a target driving trajectory of the vehicle according to the historical driving record and the initial use start time; When the SOC consumption value corresponding to the target driving trajectory is greater than the first consumption threshold and less than or equal to the second consumption threshold, the vehicle is switched from the default operating mode to the forced pure electric mode; wherein the first consumption threshold is determined based on the second SOC value of the vehicle at the initial use start time and the second SOC threshold set for the pure electric priority mode, and the second consumption threshold is determined based on the second SOC value and the third SOC threshold set for the vehicle's pure electric driving.

4. The method according to claim 3, characterized in that After the vehicle is switched from the default operating mode to the forced pure electric mode, the method further includes: Recording the actual SOC consumption value of the vehicle during the set time; When the difference between the actual SOC consumption value and the historical SOC consumption value of the vehicle traveling on the target driving trajectory within the set time is less than a preset difference threshold, the target driving trajectory is determined to be the actual driving trajectory of the vehicle.

5. The method according to claim 2, characterized in that: The step of switching the vehicle from a default operating mode to the forced pure electric mode according to the driving demand of the vehicle from an initial position to a destination further includes: When the SOC consumption value determined based on the driving demand is greater than a first consumption threshold and less than or equal to a second consumption threshold, the vehicle is switched from the default operating mode to the forced pure electric mode; wherein the first consumption threshold is determined based on a second SOC value of the vehicle at the initial use start time and a second SOC threshold set for a pure electric priority mode, and the second consumption threshold is determined based on the second SOC value and a third SOC threshold set for pure electric driving of the vehicle.

6. The method according to claim 5, characterized in that After the vehicle is switched from the default operating mode to the forced pure electric mode, the method further includes: Determine the remaining SOC value and the remaining mileage of the vehicle from the initial position to a first position; wherein the first position is any position from the initial position to the destination; When the remaining SOC value satisfies a condition for the vehicle to travel in pure electric mode from the first position to the travel destination, it is determined that the vehicle maintains the forced pure electric mode.

7. The method according to claim 2, characterized in that The method further comprises: determining a driving destination of the vehicle in the non-navigation mode or the navigation mode; A mode switching time for the vehicle to switch from the default operating mode to the forced pure electric mode is determined according to the energy replenishment information associated with the driving destination.

8. The method according to any one of claims 1 to 7, characterized in that The obtaining of the state of charge (SOC) value of the vehicle further comprises: Acquiring environmental information of the vehicle's current environment and / or current driving information of the vehicle; When determining the usage scenario of the vehicle according to the environmental information and / or the driving information, the SOC value of the vehicle is obtained.

9. The method according to any one of claims 1 to 7, characterized in that The step of determining a target operating mode of the vehicle according to the first SOC value and a first SOC threshold value set for a usage scenario of the vehicle further includes: If the first SOC value is less than or equal to the first SOC threshold, determining that the target operating mode is a fuel priority mode; If the first SOC value is greater than the first SOC threshold, the target operating mode is determined to be the forced pure electric mode.

10. The method according to any one of claims 1 to 7, characterized in that The adjusting the current operating mode of the vehicle according to the target operating mode further comprises: When the first SOC value is less than or equal to the first SOC threshold value and greater than or equal to the second SOC threshold value set for the usage scenario, presenting a first display interface; the first display interface is used to prompt the user whether to choose to adjust the vehicle from the forced pure electric mode to the target operating mode within a set time period; If the user initiates a mode selection operation on the first display interface within the set time period, adjusting the current operating mode of the vehicle according to the mode selection operation; If the user does not initiate the mode selection operation within the set time period, determining that the vehicle still maintains the forced pure electric mode; A second display interface is presented; the second display interface is used to display the operating mode of the vehicle after being adjusted according to the target operating mode.

11. The method according to claim 10, characterized in that The method further comprises: When the first SOC value is less than the second SOC threshold, adjusting the vehicle from the forced pure electric mode to the target operating mode; A third display interface is presented; the third display interface is used to indicate that the vehicle has been adjusted from the forced pure electric mode to the target operating mode.

12. A vehicle operation mode adjustment device, characterized in that: The device comprises: an acquisition module, configured to acquire a first SOC value of the vehicle in response to a current operation mode of the vehicle being a forced pure electric mode; a determination module, configured to determine a target operating mode of the vehicle according to the first SOC value and a first SOC threshold value set for a usage scenario of the vehicle; An adjustment module is used to adjust the current operation mode of the vehicle according to the target operation mode when it is determined that the target operation mode is not the forced pure electric mode.

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