Vehicle control method and device, vehicle and storage medium

Abstract

The embodiment of the invention discloses a vehicle control method and device, a vehicle and a storage medium, and the method comprises the steps: determining a charging demand power according to a driver demand power and a difference value between a current SOC value and a target SOC value; determining a first rotating speed and a first torque according to the charging demand power and the current vehicle speed; and according to a second temperature and the first rotating speed, correcting the first torque and determining a second torque, so that the charging power corresponding to the second torque is matched with the charging demand power. It can be understood that the vehicle can adjust the engine output torque in time according to the temperature change, so that the engine output torque is the lowest fuel consumption torque at the current temperature, and the problem that the engine output torque is not the lowest fuel consumption torque at the current temperature due to the mechanical characteristic change of the engine output torque caused by the temperature change is avoided; and therefore, oil consumption waste is avoided to a certain extent.

Description

Technical Field

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

[0002] An extended-range hybrid vehicle is a new energy vehicle that uses an electric motor to directly provide driving force and an engine to power the electric motor or charge the battery to indirectly provide driving force for the vehicle. With the popularity of extended-range hybrid vehicles, engine fuel consumption has become a concern for users. As the external environment of the vehicle changes, such as changes in road conditions (such as cities, highways, slopes, etc.) and natural environment (such as temperature, air pressure, etc.), the impact on engine fuel consumption will also change.

[0003] In the related art, the control parameters of the engine output, such as the target SOC, the forced power conservation SOC threshold, etc., are usually determined according to the road conditions of the vehicle to control the start and stop and output of the engine. When the engine output torque is within a certain range, the fuel economy is good. This torque range can be called the fuel economy zone. Further, the torque that makes the engine fuel economy the best in the economic fuel consumption zone can be called the minimum fuel consumption torque. However, the mechanical characteristics of the engine output torque will change due to temperature, causing the fuel economy zone to change, thereby causing the minimum fuel consumption torque to change. For example, at normal temperature and pressure, if the economic fuel consumption zone is [85, 100], the output torque value of the engine with the best fuel economy is 90N·m, and the fuel consumption per 100 kilometers may be 5 liters; if it is under high temperature and low pressure, the economic fuel consumption zone may become [65, 80], but the output torque of the vehicle still maintains an output torque of 90N·m, and the fuel consumption per 100 kilometers may be 6 liters, resulting in fuel waste.

[0004] It should be pointed out that the information disclosed in the background technology section of this application is only intended to deepen the understanding of the general background technology of this application, and should not be regarded as an admission or suggestion in any form that the information constitutes prior art already known to those skilled in the art. Summary of the invention

[0005] In view of this, the present application provides a vehicle control method, device, vehicle and storage medium, so as to solve the problem that the mechanical characteristics of the engine output torque are changed due to changes in temperature and air pressure, resulting in the fuel consumption economy zone of the engine output torque being shifted, so that the actual output torque of the engine is not in the fuel consumption economy zone, thereby causing vehicle fuel waste.

[0006] In a first aspect, an embodiment of the present application provides a vehicle control method, the method comprising:

[0007] Determine the charging demand power according to the driver demand power and the difference between the current SOC value and the target SOC value, wherein the driver demand power is used to represent the user's expected demand power, and the target SOC value is used to represent the user's expected SOC value of the power battery;

[0008] Determine a first speed and a first torque according to the required charging power and the current vehicle speed, wherein the first speed is an output speed of the engine at a first temperature that matches the required charging power, the first torque is an output torque of the engine at the first temperature that matches the required charging power, and the first temperature is a preset intake air temperature in an intake manifold of the engine;

[0009] According to the second temperature and the first speed, the first torque is corrected and the second torque is determined so that the charging power corresponding to the second torque matches the charging demand power, wherein the second temperature is the actual intake temperature in the engine intake manifold, and the second torque is the output torque of the engine at the second temperature.

[0010] In a possible implementation, determining the first speed and the first torque according to the required charging power and the current vehicle speed includes:

[0011] Determining a first speed according to the required charging power and the current vehicle speed;

[0012] A first torque is determined according to the required charging power and the first rotational speed.

[0013] In a possible implementation, determining the first speed according to the required charging power and the current vehicle speed includes:

[0014] A first rotation speed is determined according to the required charging power, the current vehicle speed and a first relationship table, wherein the first relationship table is used to characterize the corresponding relationship among the required charging power, the vehicle speed and the engine output rotation speed.

[0015] In a possible implementation, determining the first torque according to the required charging power and the first speed includes:

[0016] A first torque is determined according to the required charging power, the first speed and a second relationship table, wherein the second relationship table is used to characterize the correspondence between the required charging power, the engine output speed and the engine output torque.

[0017] In a possible implementation, the correcting the first torque and determining the second torque according to the second temperature and the first speed includes:

[0018] determining a torque correction coefficient according to a second temperature and the first speed, the torque correction coefficient being a ratio of the output torque of the engine at the first temperature to the second temperature;

[0019] A second torque is determined according to the first torque and the torque correction coefficient.

[0020] In a possible implementation manner, after correcting the first torque and determining the second torque according to the second temperature and the first speed, the method further includes:

[0021] A target speed is determined according to the current vehicle speed, the required charging power, and the second temperature.

[0022] In a possible implementation, the first speed is an output speed of the engine that matches the charging demand power under a first atmospheric pressure, and the first atmospheric pressure is a preset atmospheric pressure;

[0023] The determining the target speed according to the current vehicle speed, the required charging power and the second temperature includes:

[0024] determining a second speed according to the current vehicle speed, the required charging power, and the second temperature, wherein the second speed is an output speed of the engine that matches the required charging power at the second temperature;

[0025] determining a rotation speed correction coefficient according to a second atmospheric pressure and the second temperature, wherein the second atmospheric pressure is an actual atmospheric pressure;

[0026] A target speed is determined according to the speed correction coefficient, the second speed, and the first speed.

[0027] In a possible implementation manner, determining the target speed according to the speed correction coefficient, the second speed, and the first speed includes:

[0028] determining whether the current SOC value is less than a preset SOC threshold, and whether the first torque is greater than a maximum allowable output torque of the engine corresponding to the second temperature;

[0029] When the current SOC value is greater than or equal to the preset SOC threshold, or the first torque is less than or equal to the maximum allowable output torque of the engine corresponding to the second temperature, the target speed is determined according to the speed correction coefficient, the second speed and the first speed.

[0030] In a possible implementation manner, determining the target speed according to the speed correction coefficient, the second speed, and the first speed further includes:

[0031] When the current SOC value is less than a preset SOC threshold value and the first torque is greater than the maximum allowable output torque of the engine corresponding to the second temperature, a third speed is determined according to the speed correction coefficient, the second speed and the first speed, wherein the third speed is an output speed of the engine that matches the charging demand power at the second temperature and the second atmospheric pressure;

[0032] determining a fourth speed according to the first torque, the first speed, and the maximum allowable output torque of the engine corresponding to the second temperature;

[0033] The third rotation speed and the fourth rotation speed are calculated to determine the target rotation speed.

[0034] In a possible implementation, before determining the charging required power according to the driver required power and the difference between the current SOC value and the target SOC value, the method further includes:

[0035] The target SOC value is determined based on the ambient temperature, second atmospheric pressure, current vehicle speed and road slope.

[0036] In a possible implementation, determining the target SOC value according to the ambient temperature, the second atmospheric pressure, the current vehicle speed and the road slope includes:

[0037] Determining a first SOC value according to the ambient temperature and the second atmospheric pressure;

[0038] Determining a second SOC value according to the current vehicle speed and the road slope;

[0039] The first SOC value and the second SOC value are calculated to determine a target SOC value.

[0040] In a possible implementation manner, after correcting the first torque and determining the second torque according to the second temperature and the first speed, the method further includes:

[0041] The engine is controlled to output the second torque so that the charging power output by the engine matches the charging demand power.

[0042] In a possible implementation manner, after correcting the first torque and determining the second torque according to the second temperature and the first speed, the method further includes:

[0043] Determining whether the current engine state matches the engine start state, the engine state including: an engine stop state and an engine start state;

[0044] When the current engine state matches the engine start state, the engine is controlled to output the second torque.

[0045] In a possible implementation, when the current engine state matches the engine start state, controlling the engine to output the second torque includes:

[0046] When the current engine state matches the engine start state, determining a shutdown power threshold according to the current vehicle speed and a difference between the current SOC value and the target SOC value;

[0047] Determining whether the driver's required power is less than the shutdown power threshold;

[0048] When the driver's required power is greater than or equal to the shutdown power threshold, the engine is controlled to output the second torque.

[0049] In a possible implementation, when the current engine state matches the engine start state, controlling the engine to output the second torque further includes:

[0050] When the driver's required power is less than the shutdown power threshold, the engine is controlled to shut down.

[0051] In a possible implementation, the determining whether the driver's required power is less than the shutdown power threshold includes:

[0052] Determining a shutdown delay time according to the current vehicle speed and a difference between the current SOC value and the target SOC value; determining whether the driver's required power is less than the shutdown power threshold, and whether a first accumulated time is greater than the shutdown delay time, wherein the first accumulated time is a duration during which the driver's required power is less than the shutdown power threshold;

[0053] When the driver's required power is greater than or equal to the shutdown power threshold, controlling the engine to output the second torque includes:

[0054] When the driver demand power is greater than or equal to the shutdown power threshold, or the first accumulated time is less than or equal to the shutdown delay time, the engine is controlled to output the second torque.

[0055] In a possible implementation, the determining whether the driver's required power is less than the shutdown power threshold further includes:

[0056] When the driver's required power is less than the shutdown power threshold and the first accumulated time is greater than the shutdown delay time, the engine is controlled to shut down.

[0057] In a possible implementation, the determining whether the current engine state matches the engine start state, the engine state including: an engine stop state and an engine start state, further includes:

[0058] When the current engine state matches the engine stop state, the engine is started and controlled to output the second torque.

[0059] In a possible implementation, when the current engine state matches the engine shutdown state, starting the engine and controlling the engine to output the second torque includes:

[0060] When the current engine state matches the engine shutdown state, determining a forced power conservation SOC value according to a second atmospheric pressure, a current vehicle speed, and an ambient temperature;

[0061] Determine whether the current SOC value is less than the forced power conservation SOC value;

[0062] When the current SOC value is less than the forced power conservation SOC value, the engine is started and controlled to output the second torque.

[0063] In a possible implementation, when the current engine state matches the engine shutdown state, starting the engine and controlling the engine to output the second torque includes:

[0064] When the current engine state matches the engine shutdown state, determining an engine starting power threshold according to the current vehicle speed and ambient temperature;

[0065] determining whether the driver's required power is greater than the engine starting power threshold;

[0066] When the driver demand power is greater than the engine start power threshold, the engine is started and controlled to output the second torque.

[0067] In a possible implementation, the determining whether the driver demand power is greater than the engine starting power threshold includes: determining a starting delay time according to the current vehicle speed and the driver demand power; determining whether the driver demand power is greater than the engine starting power threshold and whether a second accumulated time is greater than the starting delay time, wherein the second accumulated time is a duration during which the driver demand power is greater than the engine starting power threshold;

[0068] When the driver's required power is greater than the engine starting power threshold, starting the engine and controlling the engine to output the second torque includes: when the driver's required power is greater than the engine starting power threshold and the second accumulated time is greater than the start delay time, starting the engine and controlling the engine to output the second torque.

[0069] In a second aspect, an embodiment of the present application provides a vehicle control device, including:

[0070] A charging demand power determination module, used to determine the charging demand power according to the driver's demand power and the difference between the current SOC value and the target SOC value, wherein the driver's demand power is used to represent the user's expected demand power, and the target SOC value is used to represent the user's expected SOC value of the power battery;

[0071] a reference environment output determination module, configured to determine a first speed and a first torque according to the required charging power and a current vehicle speed, wherein the first speed is an output speed of the engine at a first temperature that matches the required charging power, the first torque is an output torque of the engine at the first temperature that matches the required charging power, and the first temperature is a preset intake air temperature in an intake manifold of the engine;

[0072] an output torque determination module, for correcting the first torque and determining a second torque according to a second temperature and the first speed, so that a charging power corresponding to the second torque matches the charging demand power, wherein the second temperature is an actual intake air temperature in an intake manifold of the engine, and the second torque is an output torque of the engine at the second temperature.

[0073] In a third aspect, an embodiment of the present application provides a vehicle, including:

[0074] A controller, wherein the controller is configured to execute the method according to any one of claims 1 to 21.

[0075] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium includes a stored program, wherein when the program is running, the device where the computer-readable storage medium is located is controlled to execute any one of the methods described in the first aspect.

[0076] In an embodiment of the present application, when the temperature of the vehicle's environment changes, the engine's output torque can be adjusted in time according to the current temperature, so that the engine's output torque is in the economic fuel consumption zone corresponding to the current temperature, and the engine's output torque is the lowest fuel consumption torque at the current temperature. BRIEF DESCRIPTION OF THE DRAWINGS

[0077] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0078] Figure 1 A schematic diagram of an application scenario provided for an embodiment of the present application.

[0079] Figure 2 A flow chart of a vehicle control method provided in an embodiment of the present application.

[0080] Figure 3 A flowchart of another vehicle control method provided in an embodiment of the present application.

[0081] Figure 4 A flowchart of another vehicle control method provided in an embodiment of the present application.

[0082] Figure 5 A flowchart of another vehicle control method provided in an embodiment of the present application.

[0083] Figure 6 A flowchart of another vehicle control method provided in an embodiment of the present application.

[0084] Figure 7 A flowchart of another vehicle control method provided in an embodiment of the present application.

[0085] Figure 8 A flowchart of another vehicle control method provided in an embodiment of the present application.

[0086] Fig. 9 A flowchart of another vehicle control method provided in an embodiment of the present application.

[0087] Fig.10 A schematic diagram of the structure of a vehicle control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0088] In order to better understand the technical solution of the present application, the embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0089] It should be clear that the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without creative work are within the scope of protection of the present application.

[0090] The terms used in the embodiments of the present application are only for the purpose of describing specific embodiments, and are not intended to limit the present application. The singular forms "a", "said" and "the" used in the embodiments of the present application and the appended claims are also intended to include plural forms, unless the context clearly indicates other meanings.

[0091] It should be understood that the term "and / or" used in this article is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship.

[0092] To facilitate understanding, the concepts involved in the embodiments of the present application are first briefly described below.

[0093] The fuel consumption economy zone refers to a range of engine output torque. Within this torque range, the engine has good fuel consumption economy.

[0094] The minimum fuel consumption torque refers to the torque that makes the engine fuel economy best within the fuel consumption economy zone.

[0095] Driver demand power refers to the power demand that the driver expects for the vehicle's power output as expressed by the accelerator and brake pedals.

[0096] The target SOC value refers to the SOC value of the power battery expected by the user. Normally, if the actual SOC value of the power battery is lower than the target SOC value, it is recommended to charge the power battery.

[0097] The SOC difference refers to the difference between the current SOC value and the target SOC value when the current SOC value of the vehicle is smaller than the target SOC value.

[0098] The first temperature refers to the preset temperature value within the normal temperature range, which is 25°C by default. The normal temperature range is 15°C to 25°C.

[0099] The second temperature refers to the temperature inside the engine intake manifold after the engine has been running for a preset period of time.

[0100] The first speed refers to the speed at which the engine fuel consumption is lowest when the temperature of the engine intake manifold is the first temperature.

[0101] The first torque refers to the torque that minimizes the fuel consumption of the engine when the temperature of the engine intake manifold is the first temperature.

[0102] The first relationship table refers to a correspondence table between different charging demand powers, current vehicle speeds and first rotation speeds when the engine intake manifold temperature is a first temperature.

[0103] The second relationship table refers to a correspondence table of different charging demand powers, first speeds, and first torques when the engine intake manifold temperature is the first temperature.

[0104] The second speed refers to the speed at which the engine fuel consumption is lowest when the temperature of the engine intake manifold is the second temperature.

[0105] The second torque refers to the torque that minimizes engine fuel consumption at the current temperature of the vehicle, and is also the engine output torque.

[0106] The torque correction coefficient refers to the ratio of the engine's output torque at normal temperature to the current temperature.

[0107] The target speed refers to the final output speed of the engine.

[0108] The shutdown power threshold refers to the power critical value that controls the engine shutdown. When the driver's required power is less than the shutdown power threshold, the engine is controlled to shut down.

[0109] The starting power threshold refers to the critical power value for controlling the engine start. When the power required by the driver is greater than the starting power threshold, the engine is controlled to start.

[0110] The forced power-maintaining SOC value refers to the SOC critical value for controlling the engine start. When the current SOC value is less than or equal to the forced power-maintaining SOC value, the engine is controlled to start.

[0111] For ease of understanding, specific application scenarios are further illustrated below.

[0112] See also Figure 1 , which provides a schematic diagram of an application scenario for the embodiment of the present application. Figure 1 As shown, the vehicle 101 includes: a controller 102 and an engine 103. Specifically, the vehicle 101 can control the start, stop and output of the engine 103 through the controller 102.

[0113] The vehicle 101 is a range-extended hybrid vehicle, which has two power sources: an engine and an electric motor. The electric motor is its direct power source, and the engine can indirectly provide power to the vehicle by charging a power battery or supplying power to the electric motor. The vehicle 101 can control the start, stop and output of the engine 103 through the controller 102.

[0114] The controller 102 can control the engine 103 to be turned on or off, and can also control the output torque and output speed of the engine 103 .

[0115] The engine 103 can receive a control signal from the controller 102 to be turned on or off, and output corresponding torque, speed, etc. The engine 103 can be a diesel engine, a gasoline engine, a hybrid engine, etc.

[0116] in addition, Figure 1 The vehicle structure shown in the figure is merely an exemplary description and should not be regarded as limiting the scope of protection of the present application.

[0117] In the related art, the control parameters of the engine output, such as the target SOC, the forced power conservation SOC threshold, etc., are usually determined according to the road conditions of the vehicle to control the start and stop and output of the engine. When the engine output torque is within a certain range, the fuel economy is good. This torque range can be called the fuel economy zone. Further, the torque that makes the engine fuel economy the best in the economic fuel consumption zone can be called the minimum fuel consumption torque. However, the mechanical characteristics of the engine output torque will change due to temperature, causing the fuel economy zone to change, thereby causing the minimum fuel consumption torque to change. For example, at normal temperature and pressure, if the economic fuel consumption zone is [85, 100], the output torque value of the engine with the best fuel economy is 90N·m, and the fuel consumption per 100 kilometers may be 5 liters; if it is under high temperature and low pressure, the economic fuel consumption zone may become [65, 80], but the output torque of the vehicle still maintains an output torque of 90N·m, and the fuel consumption per 100 kilometers may be 6 liters, resulting in fuel waste.

[0118] In view of the above problems, in the embodiment of the present application, the charging demand power is first determined according to the driver's demand power and the difference between the current SOC value and the target SOC value, wherein the driver's demand power is used to characterize the user's expected demand power, and the target SOC value is used to characterize the user's expected SOC value of the power battery; secondly, according to the charging demand power and the current vehicle speed, the first speed and the first torque are determined, the first speed is the output speed of the engine matching the charging demand power at the first temperature, the first torque is the output torque of the engine matching the charging demand power at the first temperature, and the first temperature is the preset intake air temperature in the engine intake manifold; then, according to the second temperature and the first speed, the first torque is corrected and the second torque is determined, so that the charging power corresponding to the second torque matches the charging demand power, wherein the second temperature is the actual intake air temperature in the engine intake manifold, and the second torque is the output torque of the engine at the second temperature. Since the engine output torque can be adjusted in time according to the temperature change, the engine output torque is in the fuel consumption economic zone, and the engine output torque is the minimum fuel consumption torque, thereby avoiding the problem that the fuel consumption economic zone is offset due to temperature change, so that the engine output torque is not the minimum fuel consumption torque at the current temperature, thereby avoiding the fuel consumption waste of the vehicle to a certain extent.

[0119] Specifically, a detailed description is given below in conjunction with the accompanying drawings and specific embodiments.

[0120] See also Figure 2 , which is a flow chart of a vehicle control method provided in an embodiment of the present application. The method can be applied to Figure 1 In the application scenario shown, Figure 2 As shown, it mainly includes the following steps.

[0121] Step S201: The controller determines the charging required power according to the driver's required power and the difference between the current SOC value and the target SOC value.

[0122] Specifically, the controller calculates the driver's required power according to the driver's operation of the accelerator pedal or the brake pedal. The controller reads the current SOC value of the power battery, determines the target SOC value, and calculates the difference between the current SOC value and the target SOC value, which can be called the SOC difference.

[0123] In a possible implementation, the controller calculates the current vehicle charging power requirement through the driver's required power and the SOC difference. The charging power requirement is used for subsequent engine start and stop, engine output torque and engine output speed adjustment.

[0124] The controller determines the required charging power by calculation, which requires a lot of calculation but has high accuracy, making the subsequent calculation of engine start and stop control, engine output torque and engine output speed more accurate.

[0125] In one possible implementation, the controller may determine the required charging power by looking up a table based on the driver's required power and the SOC difference.

[0126] Specifically, the controller can read the charging requirement power directly from the table according to the driver's required power and the SOC difference through the driver's required power, SOC difference table and the charging requirement power correspondence table.

[0127] Exemplarily, Table 1 provides a corresponding relationship between the driver's required power, the SOC difference and the charging required power for an embodiment of the present application.

[0128] Table 1:

[0129]

[0130] It should be pointed out that Table 1 is only an exemplary description of the correspondence between the driver's required power, SOC difference and the charging required power. In actual applications, those skilled in the art can obtain the correspondence with the charging required power based on the actual driver's required power and SOC difference through calculation or testing.

[0131] The charging power requirement can be determined by the corresponding relationship between the driver's required power, SOC difference and charging power requirement. For example, if the driver's required power is 60kW and the SOC difference is 5, the controller can determine that the charging power requirement is 65kW. From the corresponding relationship between the driver's required power, SOC difference and charging power requirement, it can be seen that the greater the driver's required power, the greater the charging power requirement; the greater the SOC difference, the greater the charging power requirement.

[0132] The controller determines the required charging power by looking up a table, which reduces the amount of calculation, shortens the response time of the controller, and makes vehicle control more agile.

[0133] Step S202: The controller determines a first rotation speed and a first torque according to the required charging power and the current vehicle speed.

[0134] In a possible implementation, the controller calculates the first rotational speed according to the required charging power and the current vehicle speed, and calculates the first torque according to the required charging power and the first rotational speed.

[0135] By calculating and determining the first rotational speed and the first torque, the result can be highly accurate, so that the controller can more accurately control the output of the engine rotational speed and torque.

[0136] In a possible implementation, the first rotation speed is determined according to the required charging power, the current vehicle speed, and the first relationship table.

[0137] Exemplarily, the first relationship table is shown in Table 2.

[0138] Table 2:

[0139]

[0140] It should be pointed out that Table 2 is only an exemplary description of the corresponding relationship between the charging demand power, the current vehicle speed and the first speed. In actual applications, those skilled in the art can obtain the corresponding relationship with the first speed through calculation or testing based on the actual charging demand power and the current vehicle speed.

[0141] The first speed can be determined through the first relationship table. For example, if the charging demand power is 60kW and the current vehicle speed is 20km / h, the controller can determine the first speed to be 2200rmp. As shown in Table 2, the greater the charging demand power, the greater the first speed; the faster the current vehicle speed, the greater the first speed.

[0142] In a possible implementation, the first torque is determined according to the charging demand power, the first rotation speed, and the second relationship table.

[0143] Exemplarily, the second relationship table is shown in Table 3.

[0144] Table 3:

[0145]

[0146] It should be pointed out that Table 3 is only an exemplary description of the corresponding relationship between the charging demand power, the first speed and the first torque. In actual applications, those skilled in the art can obtain the corresponding relationship with the first torque through calculation or testing based on the actual charging demand power and the first speed.

[0147] The first speed can be determined through the second relationship table. For example, if the charging demand power is 60kW and the first speed is 2000rmp, the controller can determine the first torque to be 286N·m. From the corresponding relationship between the charging demand power, the first speed and the first torque, it can be seen that the greater the charging demand power, the greater the first torque; the greater the first speed, the smaller the first torque.

[0148] The controller determines the first speed and the first torque by looking up a table, which can reduce a large amount of calculations, shorten the response time of the controller, and make the control response speed faster.

[0149] Step S203: The controller corrects the first torque and determines the second torque according to the second temperature and the first rotation speed, so that the charging power corresponding to the second torque matches the charging demand power.

[0150] The second temperature refers to the actual intake air temperature in the engine intake manifold, and the controller obtains the second temperature through a sensor.

[0151] In a possible implementation manner, the first rotational speed is corrected and the second torque is determined according to the second temperature and the first rotational speed.

[0152] The controller first corrects the first speed by looking up the table according to the second temperature, and then uses the corrected speed and the relationship between power, speed and torque as follows:

[0153] P=(T×2π×n) / 60

[0154] Where P represents the charging demand power, T represents the first torque, and n represents the first speed. When the power remains unchanged, the torque correction coefficient is calculated. The first torque is corrected according to the torque correction coefficient to determine the second torque. For example, at a normal temperature of 25°C, the first speed is 2500rmp, the first torque is 180N·m, the current temperature is 35°C, and the corrected speed is 3125rmp, then the torque correction coefficient is 0.8, and the second torque is 144N·m.

[0155] The controller can correct the first speed and the first torque according to the current temperature to obtain the second torque, so that the engine output torque is the torque with the lowest fuel consumption at the current temperature, thereby reducing the fuel consumption of the vehicle to a certain extent.

[0156] In a possible implementation, a torque correction coefficient is determined according to the second temperature and the first rotational speed, and the second torque is determined according to the first torque and the torque correction coefficient.

[0157] Specifically, the controller determines the torque correction coefficient by looking up a table according to the second temperature and the first speed. For example, Table 4 provides a corresponding relationship between the second temperature, the first speed and the torque correction coefficient for an embodiment of the present application.

[0158] Table 4:

[0159]

[0160]

[0161] It should be pointed out that Table 4 is only an exemplary description of the correspondence between the second temperature, the first speed and the torque correction coefficient. In practical applications, those skilled in the art can obtain the correspondence between the second temperature and the first speed and the torque correction coefficient through calculation or testing based on the actual second temperature and the first speed.

[0162] The torque correction coefficient can be determined by the corresponding relationship table of the second temperature, the first speed and the torque correction coefficient. For example, if the first speed is 2000 rpm and the second temperature is 50°C, the controller can determine the torque correction coefficient to be 0.91. If the first torque is 286 N·m, the second torque is 260.6 N·m.

[0163] The controller determines the torque correction coefficient by looking up a table according to the second temperature and the first speed. Firstly, it reduces the calculation amount of the controller, shortens the response time of the controller, and improves the control sensitivity to a certain extent. Secondly, it does not need to directly adjust the speed, thus avoiding the problem of speed changes affecting the vehicle's NVH performance.

[0164] The change in temperature will not only affect the engine output torque, but also the engine output speed. Therefore, after correcting the first torque and determining the second torque, it is also necessary to determine the target speed at the second temperature.

[0165] In a possible implementation, the controller calculates the temperature variation characteristics of the target speed according to the current vehicle speed and the charging demand power, and determines the target speed through calculation according to the second temperature.

[0166] The controller can determine the target speed by calculation. The calculation result of the controller is highly accurate, which can make the control more precise.

[0167] In a possible implementation, the controller determines the target rotation speed corresponding to different vehicle speeds and charging power requirements by looking up a table according to the current vehicle speed, charging power requirement, and the second temperature.

[0168] Exemplarily, Table 5 provides a corresponding relationship between the current vehicle speed, the required charging power and the target speed when the second temperature is 35° C. for an embodiment of the present application.

[0169] Table 5:

[0170]

[0171]

[0172] Exemplarily, Table 6 provides a corresponding relationship between the current vehicle speed, the charging demand power and the target speed when the second temperature is 50° C. for an embodiment of the present application.

[0173] Table 6:

[0174]

[0175] It should be pointed out that Tables 5 and 6 are only an exemplary description of the correspondence between the current vehicle speed, the required charging power and the target speed at the two temperatures of 35°C and 50°C. In actual applications, those skilled in the art can obtain the correspondence with the target speed through calculation or testing based on the actual second temperature, current vehicle speed and required charging power.

[0176] For example, if the current vehicle speed is 20km / h and the charging power requirement is 60kW, when the second temperature is 35°C, the target speed is 1700rmp according to the current vehicle speed and the charging power requirement through Table 5; when the second temperature is 50°C, the target speed is 2100rmp according to the current vehicle speed and the charging power requirement through Table 6. It can be seen from Tables 5 and 6 that the target speed increases with the increase of the charging power requirement, the target speed increases with the increase of the current vehicle speed, and the target speed increases with the increase of the temperature.

[0177] The controller can determine the target speed of the engine at the corresponding temperature based on the current temperature. This target speed is the speed of the engine with the lowest fuel consumption at the current temperature, thereby saving fuel consumption to a certain extent. In addition, determining the target speed by looking up the table reduces a lot of calculations, shortens the response time of the controller, and makes the controller respond more quickly.

[0178] However, if the engine output speed is directly adjusted according to temperature changes, the NVH performance of the vehicle will be affected. Therefore, in an embodiment of the present application, the control of the engine's target speed is optimized based on the current vehicle speed, charging demand power, atmospheric pressure and the second temperature.

[0179] Reference Figure 3 , provides a flow chart of another vehicle control method for the embodiment of the present application. Figure 3 As shown, in Figure 2 Based on the illustrated embodiment, the following steps are also included.

[0180] Step S301: The controller determines a second rotation speed according to the current vehicle speed, the required charging power and the second temperature.

[0181] After step S203 , the controller determines a second rotation speed.

[0182] The second speed is the engine output speed that can meet the charging demand power at the second temperature. According to the above method, the second speed can be determined. For example, the current vehicle speed is 20km / h, the current charging demand power is 60kW, when the second temperature is 35℃, it can be known from Table 5 that the second speed is 1700rmp; when the second temperature is 50℃, it can be known from Table 6 that the second speed is 2100rmp.

[0183] In actual applications, if the output speed of the engine is adjusted directly according to the second speed, the output speed of the engine will be too high, affecting the NVH performance of the vehicle. In addition, in addition to the influence of temperature on the speed, atmospheric pressure will also have an impact on the speed.

[0184] Step S302: The controller determines a rotation speed correction coefficient according to the second atmospheric pressure and the second temperature.

[0185] The second atmospheric pressure is the actual atmospheric pressure of the environment where the vehicle is located, and the controller obtains the second atmospheric pressure through a sensor.

[0186] In a possible implementation, the controller determines the rotational speed correction coefficient according to the second temperature and the second atmospheric pressure by using a correspondence table of the second temperature, the second atmospheric pressure and the rotational speed correction coefficient.

[0187] Exemplarily, Table 7 provides a correspondence table of the second temperature, the second atmospheric pressure and the rotational speed correction coefficient for an embodiment of the present application.

[0188] Table 7:

[0189]

[0190] It should be pointed out that Table 7 is only an exemplary description of the correspondence between the second temperature, the second atmospheric pressure and the speed correction coefficient. In actual applications, those skilled in the art can obtain the correspondence between the second temperature and the second atmospheric pressure and the speed correction coefficient through calculation or testing based on the actual second temperature and the second atmospheric pressure.

[0191] The speed correction coefficient can be determined through the correspondence table of the second temperature, the second atmospheric pressure and the speed correction coefficient. For example, if the second temperature is 50° C. and the second atmospheric pressure is 1013 Pa, the controller can determine the speed correction coefficient to be 0.4.

[0192] According to the correspondence between the second temperature, the second atmospheric pressure and the speed correction coefficient, as the second temperature increases, the speed correction coefficient increases and the second atmospheric pressure decreases, so that the target speed increases and the engine output power increases, achieving the effect of power conservation.

[0193] The controller determines the torque correction coefficient by looking up a table, which reduces a large amount of calculations, shortens the response time of the controller, and makes the controller respond more quickly.

[0194] Step S303: The controller determines the target speed according to the speed correction coefficient, the second speed and the first speed.

[0195] According to the embodiment of the above method, it can be determined that under the conditions that the second temperature is 50° C. and the second atmospheric pressure is 1013 Pa, the rotation speed correction coefficient is 0.5.

[0196] The target speed is calculated based on the relationship between the first speed, the second speed, and the speed correction coefficient:

[0197] N=(1-α)N0+αN1

[0198] Wherein, N represents the target speed, N0 represents the first speed, N1 represents the second speed, and α represents the speed correction coefficient. If the first speed is 2500 rpm and the second speed is 2800 rpm, then the target speed is determined to be 2650 rpm.

[0199] The controller determines the speed correction coefficient by looking up a table according to the second temperature and the second atmospheric pressure, and then determines the target speed. Firstly, it reduces the calculation amount of the controller, shortens the response time of the controller, and improves the control sensitivity to a certain extent; secondly, it can adjust the target speed in time according to the changes in temperature and air pressure, which can not only save fuel consumption as much as possible at the target speed, but also minimize the impact of the change in the target speed on the NVH performance of the vehicle.

[0200] In actual applications, if the second temperature rises and changes too much, it may cause the engine torque output characteristics to be severely attenuated. When the first torque is greater than the maximum allowable torque of the engine at the second temperature, the engine torque output characteristics are severely attenuated. At this time, the fuel consumption economic zone of the engine is seriously offset, and the minimum fuel consumption torque of the engine, that is, the second torque, is greatly reduced.

[0201] According to the above method, when the engine torque output characteristic is severely attenuated, the target speed increase is not large, so the engine output power may be greatly reduced, which leads to the situation that the engine output power is far less than the charging demand power. At this time, the controller needs to control the engine to further increase the target speed, thereby increasing the engine output power to achieve the purpose of power conservation.

[0202] Reference Figure 4 , provides a flow chart of another vehicle control method for the embodiment of the present application. Figure 4 As shown, in Figure 3 Based on the illustrated embodiment, the following steps are also included.

[0203] Step S401: If the current SOC value is less than the preset SOC threshold, and the first torque is greater than the maximum allowable output torque of the engine corresponding to the second temperature, step S402 is executed.

[0204] After step S303 , the controller determines whether to further increase the target rotation speed.

[0205] In practical applications, when the first torque is greater than the maximum allowable output torque of the engine at the second temperature, it is generally considered that the engine output torque is severely attenuated.

[0206] The preset SOC threshold refers to the critical SOC value for controlling the engine to further increase the target speed when the vehicle is in the power conservation state. When the vehicle is in the power conservation state and the engine output torque is severely attenuated, although the engine is in operation, the SOC value of the vehicle is still on a downward trend. If the current SOC value of the vehicle is lower than the preset SOC threshold, the controller controls the engine to further increase the target speed, thereby increasing the engine output power, thereby achieving the purpose of power conservation.

[0207] When the engine output torque is severely attenuated and the current SOC value is less than the preset SOC threshold, the subsequent steps are executed.

[0208] In actual applications, the first torque may fluctuate due to environmental factors and may change frequently in a short period of time, resulting in frequent adjustments to the target speed. For example, if the maximum allowable torque of the engine at the second temperature is 150 N·m, the first torque is affected by environmental factors and changes to multiple values ​​within 1 second, namely 148 N·m, 152 N·m, 147 N·m, and 153 N·m, resulting in the engine needing to be adjusted twice within 1 second, thereby affecting the NVH performance of the vehicle.

[0209] In a possible implementation, if the current SOC value is less than a preset SOC threshold, and the first torque is greater than the sum of the maximum allowable output torque of the engine corresponding to the second temperature and the torque margin, the controller controls the speed to be adjusted.

[0210] The torque margin may be a preset value, thereby avoiding the problem of frequently adjusting the target speed when the first torque fluctuates due to environmental influences.

[0211] Step S402: determining a third speed according to the speed correction coefficient, the second speed and the first speed.

[0212] The third speed is a speed to be selected as the target speed. According to the above step S303, the third speed can be determined. For example, the controller determines that the third speed is 2650 rpm.

[0213] Step S403: determining a fourth speed according to the first torque, the first speed, and the maximum output torque of the engine corresponding to the second temperature.

[0214] The fourth speed refers to the target speed to be selected calculated by the controller to further increase the target speed when the engine output torque is severely attenuated and the current SOC value is less than the preset SOC value.

[0215] The controller may calculate the fourth speed according to the first torque, the first speed, and the maximum allowable output torque of the engine at the second temperature by using the following formula:

[0216] N2=T0×N0 / T max

[0217] Wherein, N2 represents the fourth speed, T0 represents the first torque, N0 represents the first speed, T max Indicates the maximum allowable output torque of the engine at the second temperature. For example, if the first torque is 286 N·m, the first speed is 2000 rpm, and the maximum allowable output torque of the engine at the second temperature is 165 N·m, then according to the above formula, the fourth speed can be calculated to be 3466 rpm.

[0218] Step S404: performing a larger operation on the third speed and the fourth speed to determine a target speed.

[0219] If the third speed is greater than the fourth speed, the target speed is determined to be the third speed.

[0220] If the fourth speed is greater than the third speed, the target speed is determined to be the fourth speed.

[0221] For example, according to the third speed determined above as 2650 rpm and the fourth speed as 3466 rpm, since the fourth speed is greater than the third speed, the target speed is determined to be 3466 rpm.

[0222] Since the charging demand power is a prerequisite for determining the first speed and the first torque, and the charging demand power is related to the SOC difference, and the SOC difference is the difference between the current SOC value and the target SOC value, therefore, before determining the charging demand power, it is necessary to first determine the target SOC value.

[0223] In a possible implementation, the target SOC value is determined according to the ambient temperature, the second atmospheric pressure, the current vehicle speed and the road slope.

[0224] The controller can obtain the ambient temperature, second atmospheric pressure, current vehicle speed and road slope through sensors.

[0225] According to the above, it can be understood that when the engine output torque decays, the engine output power may decrease. Therefore, the target SOC value can be adjusted as large as possible to increase the first speed and the first torque, thereby increasing the engine output power and achieving the effect of power conservation.

[0226] Reference Figure 3 , which is a flow chart of a vehicle control method provided in an embodiment of the present application. Figure 3 As shown, in Figure 2 Based on the illustrated embodiment, the following steps are also included.

[0227] Reference Figure 5 , provides a flow chart of another vehicle control method for the embodiment of the present application. Figure 5 As shown, in Figure 2 Based on the illustrated embodiment, the following steps are also included.

[0228] Step S501: The controller determines a first SOC value according to the ambient temperature and the second atmospheric pressure.

[0229] The first SOC value refers to the SOC critical value of the power battery that is affected by the ambient temperature and atmospheric pressure and is suitable for charging and discharging the power battery under the current ambient temperature and atmospheric pressure.

[0230] In a possible implementation, the controller calculates the first SOC value according to the ambient temperature and the second atmospheric pressure. By calculating, the first SOC value is made more accurate, thereby improving the accuracy of control.

[0231] In another possible implementation manner, the controller determines the first SOC value according to a correspondence table of the ambient temperature, the second atmospheric pressure and the first SOC value.

[0232] Exemplarily, Table 8 provides a correspondence table of ambient temperature, second atmospheric pressure and first SOC value for an embodiment of the present application.

[0233] Table 8:

[0234]

[0235] It should be pointed out that Table 8 is only an exemplary description of the correspondence between the ambient temperature, the second atmospheric pressure and the first SOC value. In actual applications, those skilled in the art can obtain the correspondence between the ambient temperature and the second atmospheric pressure and the first SOC value through calculation or testing based on the actual ambient temperature and the second atmospheric pressure.

[0236] The first SOC value can be determined through the correspondence table of the ambient temperature, the second atmospheric pressure and the first SOC value. For example, if the ambient temperature is 30° C. and the second atmospheric pressure is 1013 Pa, the controller can determine that the first SOC value is 55%.

[0237] According to the corresponding relationship between ambient temperature, second atmospheric pressure and the first SOC value, as the ambient temperature increases and the second atmospheric pressure decreases, the first SOC value increases, making the charging demand power greater, making the engine easier to start, thereby achieving the effect of maintaining power.

[0238] The controller determines the first SOC value by looking up a table, which reduces a large amount of calculations, shortens the response time of the controller, and makes the controller respond more quickly.

[0239] Step S502: The controller determines a second SOC value according to the current vehicle speed and road slope.

[0240] The second SOC value refers to the SOC critical value suitable for charging and discharging the power battery under the influence of the current vehicle speed and road slope.

[0241] In a possible implementation, the controller calculates the second SOC value according to the current vehicle speed and the road slope, so that the second SOC value is more accurate and the control accuracy is improved.

[0242] In another possible implementation, the controller determines the second SOC value according to a correspondence table between the current vehicle speed, the road slope and the second SOC value.

[0243] Exemplarily, Table 9 provides a correspondence table of the current vehicle speed, road slope and the second SOC value for an embodiment of the present application.

[0244] Table 9:

[0245]

[0246] It should be pointed out that Table 9 is only an exemplary description of the correspondence between the current vehicle speed, the road slope and the second SOC value. In actual applications, those skilled in the art can obtain the correspondence with the second SOC value through calculation or testing based on the actual current vehicle speed and road slope.

[0247] The second SOC value can be determined through the correspondence table between the current vehicle speed, the road slope and the second SOC value. For example, if the road slope is 30° and the current vehicle speed is 20 km / h, the controller can determine the second SOC value to be 55%.

[0248] According to the corresponding relationship between the current vehicle speed, road slope and the second SOC value, as the road slope increases and the current vehicle speed increases, the second SOC value increases, making the charging power demand greater, making the engine easier to start, thereby achieving the effect of preserving power.

[0249] The controller determines the second SOC value by looking up a table, which reduces a large amount of calculations, shortens the response time of the controller, and makes the controller respond more quickly.

[0250] Step S503: The controller performs a larger operation on the first SOC value and the second SOC value to determine a target SOC value.

[0251] The controller can adjust the target SOC value of the vehicle in a timely manner according to the comprehensive consideration of the ambient temperature, the second atmospheric pressure, the current vehicle speed, and the road slope. For example, if the first SOC value is 50% and the second SOC value is 60%, the target SOC value is determined to be 60%.

[0252] The controller determines the target SOC value by taking the maximum operation, so that the target SOC value is as large as possible under the influence of multiple factors, and the SOC difference is as large as possible, so that the charging demand power is as large as possible, the first torque and the first speed are also as large as possible, and then the output power of the engine is as large as possible, thereby saving fuel consumption while achieving the effect of preserving power.

[0253] According to the above, it can be known that the controller can correct the first torque and determine the second torque according to the second temperature and the first rotational speed. After the second torque is determined, the second torque needs to be output.

[0254] In a possible implementation, the controller controls the engine to output the second torque so that the charging power output by the engine matches the charging demand power.

[0255] The controller controls the engine to output the second torque so that the engine can output the torque with the lowest fuel consumption at the second temperature, thereby achieving the effect of saving fuel consumption.

[0256] In practical applications, in addition to controlling the engine to output the second torque, the controller also needs to control the engine to output a target speed. In addition, before the controller controls the engine to output the second torque, it is usually necessary to first determine the engine start-stop state. The engine start-stop state includes: engine stop state and engine start state.

[0257] See also Figure 6 , provides a flow chart of another vehicle control method for the embodiment of the present application. Figure 6 As shown, in Figure 2 Based on the illustrated embodiment, the following steps are also included.

[0258] Step S601: Determine whether the current engine state matches the engine start state.

[0259] After step S203, the controller determines the current engine start / stop state and performs subsequent operations according to the actual engine start / stop state.

[0260] Before controlling the engine output, the controller determines the engine start / stop state, making the control more reasonable and avoiding invalid output operations. For example, the current engine start / stop state is the engine shutdown state, which means that the vehicle does not need engine power supply at present. If the second torque is directly output without judgment, the output in this case is meaningless and is an invalid output operation.

[0261] Step S602: the controller controls the engine to output a second torque.

[0262] If the current engine state matches the engine start state, the controller controls the engine to output a second torque.

[0263] In practical applications, in addition to controlling the engine to output the second torque, the controller also needs to control the engine to output a target speed. In addition, if the engine is in an engine start state, before controlling the engine to output the second torque, it is also necessary to determine whether the engine needs to be shut down at the next moment.

[0264] In a possible implementation, step S602 specifically includes steps S701 - S704 .

[0265] See also Figure 7 , provides a flow chart of another vehicle control method for the embodiment of the present application. Figure 7 As shown, it mainly includes the following steps.

[0266] Step S701: The controller determines the engine shutdown power threshold according to the current vehicle speed and SOC difference.

[0267] In a possible implementation, the controller determines the engine shutdown power threshold by calculation according to the current vehicle speed and the SOC difference. The calculation method makes the engine shutdown power threshold more accurate, thereby making the control more precise.

[0268] In a possible implementation, the controller determines the engine shutdown power threshold according to the current vehicle speed and the SOC difference through a correspondence table of the current vehicle speed, the SOC difference and the engine shutdown power threshold.

[0269] Exemplarily, Table 10 provides a correspondence table of the current vehicle speed, SOC difference and engine shutdown power threshold for an embodiment of the present application.

[0270] Table 10:

[0271]

[0272] It should be pointed out that Table 10 is only an exemplary description of the correspondence between the current vehicle speed, SOC difference and the engine shutdown power threshold. In actual applications, technicians in this field can obtain the correspondence with the engine shutdown power threshold based on the actual current vehicle speed and SOC difference through calculation or testing.

[0273] The controller can determine the engine shutdown power threshold through the correspondence table between the current vehicle speed, SOC difference and the engine shutdown power threshold. For example, if the current vehicle speed is 20km / h and the SOC difference is 20%, the controller can determine the engine shutdown power threshold to be 50kW.

[0274] From the corresponding relationship table of current vehicle speed, SOC difference and engine shutdown power threshold, it can be seen that as the current vehicle speed increases, the engine shutdown power threshold decreases, and the engine is less likely to shut down; as the SOC difference increases, the engine shutdown power threshold decreases, and the engine is less likely to shut down. When the SOC difference and current vehicle speed increase, the engine shutdown power threshold is adjusted to decrease, making it less likely for the engine to shut down, thereby increasing the engine's working time as much as possible, thereby achieving the effect of power conservation.

[0275] The controller determines the engine shutdown power threshold by looking up a table, which reduces a large amount of calculations, shortens the response time of the controller, and makes the controller respond more quickly.

[0276] Step S702: Determine whether the driver's required power is greater than or equal to the engine shutdown power threshold.

[0277] The controller determines the relationship between the driver's required power and the engine shutdown power threshold, and if the driver's required power is less than the engine shutdown power threshold, executes step S704 to perform a shutdown operation so that the engine is in the engine shutdown state. Otherwise, executes step S703.

[0278] In actual applications, the controller can adjust the engine start and stop status in time according to the power demanded by the driver, which can not only meet the driving power demand in time, but also avoid fuel waste. For example, when the driver's power demand is 30kW and the engine shutdown power threshold is 20kW, the engine cannot be shut down; when the driver's power demand is 10kW and the engine shutdown power threshold is 20kW, the power battery can meet the driver's demand without the need for engine power supply. If the engine is not shut down at this time, fuel waste will be caused.

[0279] Step S703: the controller controls the engine to output a second torque.

[0280] If the driver's required power is greater than or equal to the engine shutdown power threshold, the controller controls the engine to output a second torque.

[0281] When the driver's required power is greater than or equal to the engine shutdown power threshold, it means that the power battery alone cannot meet the driving demand, and the engine needs to continue running to supplement power by directly powering the electric motor or the power battery.

[0282] In addition, the controller controls the engine to output the second torque so that the engine uses the torque with the lowest fuel consumption at the second temperature, thereby reducing the fuel consumption of the vehicle.

[0283] In practical applications, the controller needs to control the engine to output a target speed in addition to controlling the engine to output the second torque.

[0284] Step S704: The controller controls the engine to stop.

[0285] If the driver's required power is less than the engine shutdown power threshold, the controller controls the engine to shut down.

[0286] When the power demanded by the driver is less than the engine shutdown power threshold, the shutdown operation can be performed in time to save fuel. For example, when the power demanded by the driver is 10kW and the engine shutdown power threshold is 20kW, the power battery can meet the driver's needs without the need for engine power supply. If the engine is not shut down at this time, fuel consumption will be wasted.

[0287] In actual applications, the power demanded by the driver may change very frequently. If the engine start and stop is controlled only based on the relationship between the power demanded by the driver and the engine shutdown power threshold, the engine may start and stop frequently. For example, the engine shutdown power threshold is 20kW, and the power demanded by the driver changes several times within 10 seconds, and the power values ​​are 17kW, 22kW, 19kW, 21kW, and 18kW, respectively, which causes the engine to start and stop frequently.

[0288] Therefore, for the control of engine shutdown operation, the shutdown delay time also needs to be considered. The shutdown delay time means that the controller will control the engine shutdown operation only after the driver's required power is less than the engine shutdown power threshold and stabilizes for a period of time.

[0289] In a possible implementation, the shutdown delay time is determined according to the current vehicle speed and the difference between the current SOC value and the target SOC value.

[0290] The controller calculates the stop delay time according to the difference between the current vehicle speed and the SOC. The stop delay time obtained by calculation is more accurate, thereby making the control of the stop operation more accurate.

[0291] The controller may also determine the shutdown delay time based on a corresponding relationship table among the current vehicle speed, SOC difference and shutdown delay time.

[0292] Exemplarily, Table 11 provides a correspondence table of the current vehicle speed, SOC difference and shutdown delay time for an embodiment of the present application.

[0293] Table 11:

[0294]

[0295] It should be pointed out that Table 11 is only an exemplary description of the corresponding relationship between the current vehicle speed, SOC difference and the shutdown delay time. In actual applications, those skilled in the art can obtain the corresponding relationship with the shutdown delay time based on the actual current vehicle speed and SOC difference through calculation or testing.

[0296] The controller can determine the engine shutdown power threshold through the correspondence table of the current vehicle speed, SOC difference and shutdown delay time. For example, if the current vehicle speed is 20km / h and the SOC difference is 20%, the controller can determine the shutdown delay time to be 3s.

[0297] From the corresponding relationship table of current vehicle speed, SOC difference and shutdown delay time, it can be seen that as the current vehicle speed increases, the shutdown delay time increases, and the engine is less likely to shut down; as the SOC difference increases, the shutdown delay time increases, and the engine is less likely to shut down. When the SOC difference and current vehicle speed increase, the shutdown delay time is adjusted to increase, making the engine less likely to shut down, thereby increasing the engine's working time as much as possible, thereby achieving the effect of power conservation.

[0298] The controller determines the shutdown delay time by looking up a table, which reduces a large amount of calculations, shortens the response time of the controller, and makes the controller respond more quickly.

[0299] According to the method described above, in order to avoid the problem of frequent engine start and stop, when controlling the engine shutdown operation, it is not only determined whether the driving demand power is greater than the engine shutdown power threshold, but also whether the first accumulated time is greater than the shutdown delay time. The first accumulated time means that the timing starts from the moment when the driving demand power is less than the engine shutdown power threshold. If the driving demand power is greater than or equal to the shutdown power threshold, the first accumulated time stops timing and is cleared. After the controller controls the engine shutdown operation, the first accumulated time stops timing and is cleared.

[0300] In a possible implementation, when the driver's required power is greater than or equal to the shutdown power threshold, or the first accumulated time is less than or equal to the shutdown delay time, the controller controls the engine to output the second torque.

[0301] If the driver's required power is greater than or equal to the shutdown power threshold, the controller controls the engine to output a second torque.

[0302] If the first accumulated time is less than or equal to the shutdown delay time, the controller controls the engine to output a second torque.

[0303] In a possible implementation, when the driver's required power is less than the shutdown power threshold and the first accumulated time is greater than the shutdown delay time, the controller controls the engine to shut down.

[0304] There are two prerequisites for controlling the engine shutdown operation. Only when both conditions are met will the controller control the engine shutdown, making the engine less likely to shut down, increasing the engine working time as much as possible, and improving the power conservation effect.

[0305] Step S603: The controller starts the engine and controls the engine to output a second torque.

[0306] If the current engine state matches the engine stop state, the controller controls starting the engine and controls the engine to output a second torque.

[0307] In practical applications, if the engine is in an engine shutdown state, it is necessary to determine whether the engine needs to be started at the next moment and control the engine to output the second torque.

[0308] In a possible implementation, the controller determines whether the engine needs to be started at the next moment by judging whether the current SOC value is greater than the forced power conservation SOC value.

[0309] In a possible implementation, step S603 specifically includes steps S801 - S802 .

[0310] See also Figure 8 , provides a flow chart of another vehicle control method for the embodiment of the present application. Figure 8 As shown, it mainly includes the following steps.

[0311] Step S801: The controller determines the forced power conservation SOC value according to the second atmospheric pressure, the current vehicle speed and the ambient temperature.

[0312] In a possible implementation, the controller determines the forced power conservation SOC value through calculation according to the second atmospheric pressure, the current vehicle speed and the ambient temperature.

[0313] By means of calculation, the forced power conservation SOC value is made more accurate, thereby increasing the control accuracy.

[0314] In a possible implementation, the controller determines the forced power conservation SOC value by looking up a table according to the second atmospheric pressure, the current vehicle speed, and the ambient temperature.

[0315] Specifically, the controller determines the first forced power conservation SOC value according to the corresponding relationship table between the second atmospheric pressure, the current vehicle speed and the forced power conservation SOC value. The first forced power conservation SOC value refers to the forced power conservation SOC value that makes the power conservation effect better under the second atmospheric pressure.

[0316] Exemplarily, Table 12 provides a correspondence table between a second atmospheric pressure, a current vehicle speed and a forced power conservation SOC value for an embodiment of the present application.

[0317] Table 12:

[0318]

[0319]

[0320] It should be pointed out that Table 12 is only an exemplary description of the corresponding relationship between the second atmospheric pressure, the current vehicle speed and the forced power-maintaining SOC value. In actual applications, those skilled in the art can obtain the corresponding relationship with the forced power-maintaining SOC value based on the actual second atmospheric pressure and the current vehicle speed through calculation or testing.

[0321] The controller can determine the first forced power conservation SOC value through the correspondence table between the second atmospheric pressure, the current vehicle speed and the forced power conservation SOC value. For example, if the current vehicle speed is 20 km / h and the second atmospheric pressure is 948 Pa, the controller can determine the first forced power conservation SOC value to be 18%.

[0322] Through the corresponding relationship table between the second atmospheric pressure, the current vehicle speed and the first forced power-saving SOC value, it can be seen that as the current vehicle speed increases, the first forced power-saving SOC value increases, and the engine is easier to start; as the second atmospheric pressure decreases, the first forced power-saving SOC value increases, and the engine is less likely to shut down. When the second atmospheric pressure decreases and the current vehicle speed increases, the first forced power-saving SOC value is adjusted to increase, making it easier to start the engine, thereby increasing the engine's working time as much as possible, thereby achieving the effect of power saving.

[0323] The controller determines the second forced power conservation SOC value according to the corresponding relationship table between the ambient temperature, the current vehicle speed and the forced power conservation SOC value. The second forced power conservation SOC value refers to the forced power conservation SOC value that makes the power conservation effect better under the ambient temperature.

[0324] Exemplarily, Table 13 provides a correspondence table between ambient temperature, current vehicle speed and forced power conservation SOC value for an embodiment of the present application.

[0325] Table 13:

[0326]

[0327] It should be pointed out that Table 13 is only an exemplary description of the corresponding relationship between the ambient temperature, the current vehicle speed and the forced power-maintaining SOC value. In actual applications, those skilled in the art can obtain the corresponding relationship with the forced power-maintaining SOC value through calculation or testing based on the actual ambient temperature and the current vehicle speed.

[0328] The controller can determine the second forced power conservation SOC value through the correspondence table between ambient temperature, current vehicle speed and forced power conservation SOC value. For example, if the current vehicle speed is 20 km / h and the second atmospheric pressure is 948 Pa, the controller can determine the second forced power conservation SOC value to be 19%.

[0329] Through the corresponding relationship table between the second atmospheric pressure, the current vehicle speed and the second forced power-keeping SOC value, it can be seen that as the current vehicle speed increases, the second forced power-keeping SOC value increases, and the engine is easier to start; as the second atmospheric pressure decreases, the second forced power-keeping SOC value increases, and the engine is less likely to shut down. When the second atmospheric pressure decreases and the current vehicle speed increases, the second forced power-keeping SOC value is adjusted to increase, making it easier to start the engine, thereby increasing the engine's working time as much as possible, thereby achieving the effect of power preservation.

[0330] The forced power preservation SOC value is determined by performing a larger operation on the first forced power preservation SOC value and the second forced power preservation SOC value.

[0331] If the first forced power-maintaining SOC value is greater than the second forced power-maintaining SOC value, the forced power-maintaining SOC value is determined to be the first forced power-maintaining SOC value.

[0332] If the second forced power-maintaining SOC value is greater than the first forced power-maintaining SOC value, the forced power-maintaining SOC value is determined to be the second forced power-maintaining SOC value.

[0333] According to the above, it can be understood that when the second atmospheric pressure decreases and the current vehicle speed increases, the forced power conservation SOC value is adjusted to increase, making the engine easier to start, thereby increasing the engine's working time as much as possible, thereby achieving the effect of power conservation.

[0334] The controller determines the forced power conservation SOC value by looking up a table, which reduces a large amount of calculations, shortens the response time of the controller, and makes the controller respond more quickly.

[0335] Step S802: If the current SOC value is less than the forced power conservation SOC value, the controller starts the engine and controls the engine to output a second torque.

[0336] If the current SOC value is less than the forced power conservation SOC value, the controller starts the engine and controls the engine to output the second torque.

[0337] According to the relationship between the forced power conservation SOC value and the current SOC value, the start and stop status of the engine is adjusted in time, so that the engine can charge the power battery in time according to the changes in the power of the power battery.

[0338] In a possible implementation, the controller determines whether the engine needs to be started at the next moment by determining whether the power required by the driver is greater than the engine starting power threshold.

[0339] In a possible implementation, step S603 specifically includes steps S901 - S902 .

[0340] See also Fig. 9, which is a flow chart of a vehicle control method provided in an embodiment of the present application. Fig. 9 As shown, it mainly includes the following steps.

[0341] Step S901: The controller determines the engine starting power threshold according to the current vehicle speed and ambient temperature.

[0342] In a possible implementation, the controller calculates the engine starting power threshold according to the current vehicle speed and ambient temperature.

[0343] By means of calculation, the engine starting power threshold is made more accurate, thereby achieving high control accuracy.

[0344] In a possible implementation, the controller determines the engine starting power threshold value according to a correspondence table between the current vehicle speed, the ambient temperature and the engine starting power threshold value.

[0345] Exemplarily, Table 14 provides a correspondence table of the current vehicle speed, ambient temperature and engine starting power threshold for an embodiment of the present application.

[0346] Table 14:

[0347]

[0348] It should be pointed out that Table 14 is only an exemplary description of the correspondence between the current vehicle speed, ambient temperature and the engine starting power threshold. In actual applications, those skilled in the art can obtain the correspondence with the engine starting power threshold through calculation or testing based on the actual current vehicle speed and ambient temperature.

[0349] The controller can determine the shutdown power threshold through the correspondence table between the current vehicle speed, ambient temperature and the engine starting power threshold. For example, if the current vehicle speed is 20km / h and the ambient temperature is 30°C, the controller can determine the shutdown power threshold to be 35kW.

[0350] From the corresponding relationship table of current vehicle speed, ambient temperature and engine starting power threshold, it can be seen that as the current vehicle speed increases, the engine starting power threshold decreases, and the engine is easier to start; as the ambient temperature rises, the engine starting power threshold decreases, and the engine is easier to start. When the ambient temperature and current vehicle speed increase, the engine starting power threshold is adjusted to decrease, making it easier to start the engine, thereby increasing the engine's working time as much as possible, thereby achieving the effect of power conservation.

[0351] In a possible implementation, the engine starting power threshold is determined by performing a smaller operation on the engine starting power threshold at the first temperature and the second temperature.

[0352] According to the method described above, the engine starting power threshold at the second temperature can be determined. The engine starting power threshold at the first temperature is obtained by looking up the table according to the current vehicle speed and the first temperature using the method described above. For example, if the current vehicle speed is 20km / h, the first temperature is 25°C, the engine starting power threshold at the first temperature is 38kW, and the second temperature is 30°C, the engine starting power threshold at the second temperature is 35kW, then the smaller operation is performed to determine that the engine starting power threshold is 35kW.

[0353] By taking the smallest value, the engine starting power is made as small as possible, making it easier to start the engine and increasing the engine working time, thereby achieving the effect of preserving power.

[0354] The controller determines the engine starting power threshold by looking up a table, which reduces a large amount of calculations, shortens the response time of the controller, and makes the controller respond more quickly.

[0355] According to the above, it can be seen that the power demanded by the driver may change frequently in a short period of time, causing the engine to start and stop frequently. Therefore, for the control of engine start, the start delay time also needs to be considered. The start delay time means that the controller will control the engine to start only after the driver's demand power is greater than the engine start power threshold and stabilizes for a period of time.

[0356] In a possible implementation, the start delay time is determined according to the current vehicle speed and the power required by the driver.

[0357] The controller calculates the start delay time according to the current vehicle speed and the power required by the driver. The start delay time obtained by calculation is more accurate, thus making the control start more accurate.

[0358] The controller may also determine the start delay time according to a corresponding relationship table of the current vehicle speed, the driver's required power and the start delay time.

[0359] Exemplarily, Table 15 provides a correspondence table of the current vehicle speed, the driver's required power and the start delay time for an embodiment of the present application.

[0360] Table 15:

[0361]

[0362]

[0363] It should be pointed out that Table 15 is only an exemplary description of the corresponding relationship between the current vehicle speed, the power required by the driver and the start delay time. In actual applications, those skilled in the art can obtain the corresponding relationship with the start delay time based on the actual current vehicle speed and the power required by the driver through calculation or testing.

[0364] The controller can determine the engine shutdown power threshold through the correspondence table of current vehicle speed, driver demand power and start delay time. For example, if the current vehicle speed is 20km / h and the driver demand power is 50kW, the controller can determine the shutdown delay time to be 6s.

[0365] From the corresponding relationship table of current vehicle speed, driver's required power and start delay time, we can know that as the current vehicle speed increases, the start delay time decreases, and the engine is easier to start; as the driver's required power increases, the start delay time decreases, and the engine is easier to start. When the driver's required power and the current vehicle speed increase, the start delay time is adjusted to decrease, making it easier to start the engine, thereby increasing the engine's working time as much as possible, thereby achieving the effect of power conservation.

[0366] The controller determines the startup delay time by looking up a table, which reduces a large amount of calculations, shortens the response time of the controller, and makes the controller respond more quickly.

[0367] Step S902: If the power required by the driver is greater than the engine starting power threshold, the engine is started and controlled to output a second torque.

[0368] In actual applications, the controller can adjust the engine start and stop status in time according to the power demanded by the driver, which can not only meet the driving power demand in time, but also avoid fuel waste. For example, when the driver's power demand is 30kW and the engine start power threshold is 20kW, it means that the driving power demand cannot be met by the power battery alone, and the engine needs to be started to supply energy to the power battery or electric motor; when the driver's power demand is 10kW and the engine start power threshold is 20kW, the power battery can meet the driver's demand without the need for engine power supply. At this time, if the engine is started, it will cause fuel waste.

[0369] According to the method described above, in order to avoid the problem of frequent engine start and stop, when controlling the engine start operation, it is not only determined whether the driving demand power is greater than the engine start power threshold, but also whether the second accumulated time is greater than the start delay time. The second accumulated time means that the timing starts from the moment when the driving demand power is greater than the engine start power threshold. If the driving demand power is less than or equal to the engine start power threshold, the second accumulated time stops timing and is cleared. After the controller controls the engine to start, the second accumulated time stops timing and is cleared.

[0370] In a possible implementation, when the driver's required power is greater than the engine start power threshold and the second accumulated time is greater than the start delay time, the controller controls the engine to start and output the second torque.

[0371] In addition, the controller needs to control the engine to output the target speed in addition to controlling the engine to output the second torque. The controller controls the engine to output the second torque and the target speed so that the engine uses the torque with the lowest fuel consumption at the second temperature and the target speed that takes both fuel saving and NVH performance into consideration, thereby achieving the effect of both saving fuel consumption and taking both NVH performance into consideration.

[0372] In actual applications, if a vehicle is moving from a high altitude area to a low altitude area, there are many downhill sections, and energy recovery is possible without providing too much power. At this time, you can consider not starting the engine as much as possible to achieve the effect of saving fuel consumption.

[0373] In a possible implementation manner, the first SOC threshold is determined through a correspondence table between the second atmospheric pressure and the SOC threshold.

[0374] The first SOC threshold is a critical SOC value, which is used to select an engine start plan before the engine is started when the vehicle moves from a high altitude area to a low altitude area.

[0375] When the current SOC value is less than the first SOC threshold, the above steps S901-S902 are used to control the engine to start and output the second torque.

[0376] When the current SOC value is greater than or equal to the first SOC threshold, the engine starting power threshold calculated by the existing model is directly adopted; when the driver's required power is greater than the engine starting power threshold and the second accumulated time is greater than the start delay time, the controller controls the engine to start and output the second torque.

[0377] Corresponding to the above method embodiment, the present application also provides a vehicle control device. Specifically, see Fig.10 , is a schematic diagram of the structure of a vehicle control device provided in an embodiment of the present application. Fig.10As shown, the figure shows a vehicle control device 1001. The vehicle control device 1001 includes: a charging demand power determination module 1002, a reference environment output determination module 1003, and an output torque determination module 1004. Specifically, the charging demand power determination module 1002 is used to determine the charging demand power according to the driver's demand power and the difference between the current SOC value and the target SOC value, wherein the driver's demand power is used to characterize the user's expected demand power, and the target SOC value is used to characterize the user's expected SOC value of the power battery; the reference environment output determination module 1003 is used to determine a first speed and a first torque according to the charging demand power and the current vehicle speed, the first speed being the output speed of the engine that matches the charging demand power at a first temperature, the first torque being the output torque of the engine that matches the charging demand power at the first temperature, and the first temperature being a preset intake air temperature in the engine intake manifold; the output torque determination module 1004 is used to correct the first torque and determine the second torque according to the second temperature and the first speed, so that the charging power corresponding to the second torque matches the charging demand power, wherein the second temperature is the actual intake air temperature in the engine intake manifold, and the second torque is the output torque of the engine at the second temperature.

[0378] The specific contents involved in the embodiments of the present application can be found in the description of the above method embodiments. For the sake of brevity, they will not be elaborated on here.

[0379] Corresponding to the above method embodiment, the present application also provides a vehicle. The vehicle specifically includes a controller for executing some or all of the steps in the above method embodiment, which will not be described in detail for the sake of brevity.

[0380] Corresponding to the above method embodiments, the present application also provides a computer storage medium, wherein the computer storage medium may store a program, and when the program is executed, the program may include some or all of the steps in each embodiment of the simulation scene generation method provided by the present invention. The storage medium may be a disk, an optical disk, a read-only memory (ROM) or a random access memory (RAM), etc.

[0381] In the embodiments of the present application, "at least one" refers to one or more, and "plurality" refers to two or more. "And / or" describes the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can represent the existence of A alone, the existence of A and B at the same time, and the existence of B alone. Among them, A and B can be singular or plural. The character " / " generally indicates that the previous and subsequent associated objects are in an "or" relationship. "At least one of the following" and similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b and c can be represented by: a, b, c, ab, ac, bc, or abc, where a, b, c can be single or multiple.

[0382] Those of ordinary skill in the art will appreciate that the various units and algorithm steps described in the embodiments disclosed herein can be implemented in a combination of electronic hardware, computer software, and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0383] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0384] In several embodiments provided in the present application, any function can be stored in a computer-readable storage medium if it is implemented in the form of a software functional unit and sold or used as an independent product. Based on this understanding, the technical solution of the present application can be essentially or partly embodied in the form of a software product that contributes to the prior art. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM), random access memory (RAM), disk or optical disk, etc., and other media that can store program codes.

[0385] In this specification, the same or similar parts between the various embodiments can be referred to each other. In particular, for the device embodiment and the terminal embodiment, since they are basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the description in the method embodiment.

Claims

1. A vehicle control method, characterized in that: The vehicle is a range-extended hybrid vehicle, and the method comprises: Determine the charging demand power according to the driver demand power and the difference between the current SOC value and the target SOC value, wherein the driver demand power is used to represent the user's expected demand power, and the target SOC value is used to represent the user's expected SOC value of the power battery; Determine a first speed and a first torque according to the required charging power and the current vehicle speed, wherein the first speed is an output speed of the engine at a first temperature that matches the required charging power, the first torque is an output torque of the engine at the first temperature that matches the required charging power, and the first temperature is a preset intake air temperature in an intake manifold of the engine; According to the second temperature and the first speed, the first torque is corrected and the second torque is determined so that the charging power corresponding to the second torque matches the charging demand power, wherein the second temperature is the actual intake temperature in the engine intake manifold, and the second torque is the output torque of the engine at the second temperature.

2. The method according to claim 1, characterized in that The determining the first speed and the first torque according to the charging demand power and the current vehicle speed includes: Determining a first speed according to the required charging power and the current vehicle speed; A first torque is determined according to the required charging power and the first rotational speed.

3. The method according to claim 2, characterized in that The determining the first speed according to the charging demand power and the current vehicle speed includes: A first rotation speed is determined according to the required charging power, the current vehicle speed and a first relationship table, wherein the first relationship table is used to characterize the corresponding relationship among the required charging power, the vehicle speed and the engine output rotation speed.

4. The method according to claim 2, characterized in that: The determining the first torque according to the charging demand power and the first speed includes: A first torque is determined according to the required charging power, the first speed and a second relationship table, wherein the second relationship table is used to characterize the correspondence between the required charging power, the engine output speed and the engine output torque.

5. The method according to claim 1, characterized in that The correcting the first torque and determining the second torque according to the second temperature and the first speed includes: determining a torque correction coefficient according to a second temperature and the first speed, the torque correction coefficient being a ratio of the output torque of the engine at the first temperature to the second temperature; A second torque is determined according to the first torque and the torque correction coefficient.

6. The method according to claim 1, characterized in that After correcting the first torque and determining the second torque according to the second temperature and the first speed, the method further includes: A target speed is determined according to the current vehicle speed, the required charging power, and the second temperature.

7. The method according to claim 6, characterized in that The first speed is the output speed of the engine that matches the charging demand power under the first atmospheric pressure, and the first atmospheric pressure is a preset atmospheric pressure; The determining the target speed according to the current vehicle speed, the required charging power and the second temperature includes: determining a second speed according to the current vehicle speed, the required charging power, and the second temperature, wherein the second speed is an output speed of the engine that matches the required charging power at the second temperature; determining a rotation speed correction coefficient according to a second atmospheric pressure and the second temperature, wherein the second atmospheric pressure is an actual atmospheric pressure; A target speed is determined according to the speed correction coefficient, the second speed, and the first speed.

8. The method according to claim 7, characterized in that The determining the target speed according to the speed correction coefficient, the second speed and the first speed includes: determining whether the current SOC value is less than a preset SOC threshold, and whether the first torque is greater than a maximum allowable output torque of the engine corresponding to the second temperature; When the current SOC value is greater than or equal to the preset SOC threshold, or the first torque is less than or equal to the maximum allowable output torque of the engine corresponding to the second temperature, the target speed is determined according to the speed correction coefficient, the second speed and the first speed.

9. The method according to claim 8, characterized in that Also includes: When the current SOC value is less than a preset SOC threshold value and the first torque is greater than the maximum allowable output torque of the engine corresponding to the second temperature, a third speed is determined according to the speed correction coefficient, the second speed and the first speed, wherein the third speed is an output speed of the engine that matches the charging demand power at the second temperature and the second atmospheric pressure; determining a fourth speed according to the first torque, the first speed, and the maximum allowable output torque of the engine corresponding to the second temperature; The third rotation speed and the fourth rotation speed are calculated to determine the target rotation speed.

10. The method according to claim 1, characterized in that Before determining the charging required power according to the driver's required power and the difference between the current SOC value and the target SOC value, the method further includes: The target SOC value is determined based on the ambient temperature, second atmospheric pressure, current vehicle speed and road slope.

11. The method according to claim 10, characterized in that Determining the target SOC value according to the ambient temperature, the second atmospheric pressure, the current vehicle speed and the road slope includes: Determining a first SOC value according to the ambient temperature and the second atmospheric pressure; Determining a second SOC value according to the current vehicle speed and the road slope; The first SOC value and the second SOC value are calculated to determine a target SOC value.

12. The method according to claim 1, characterized in that After correcting the first torque and determining the second torque according to the second temperature and the first speed, the method further includes: The engine is controlled to output the second torque so that the charging power output by the engine matches the charging demand power.

13. The method according to claim 1, characterized in that After correcting the first torque and determining the second torque according to the second temperature and the first speed, the method further includes: Determining whether the current engine state matches the engine start state, the engine state including: an engine stop state and an engine start state; When the current engine state matches the engine start state, the engine is controlled to output the second torque.

14. The method according to claim 13, characterized in that When the current engine state matches the engine start state, controlling the engine to output the second torque includes: When the current engine state matches the engine start state, determining a shutdown power threshold according to the current vehicle speed and a difference between the current SOC value and the target SOC value; Determining whether the driver's required power is less than the shutdown power threshold; When the driver's required power is greater than or equal to the shutdown power threshold, the engine is controlled to output the second torque.

15. The method according to claim 14, characterized in that Also includes: When the driver's required power is less than the shutdown power threshold, the engine is controlled to shut down.

16. The method according to claim 14, characterized in that The determining whether the driver's required power is less than the shutdown power threshold comprises: Determining a shutdown delay time according to the current vehicle speed and a difference between the current SOC value and the target SOC value; determining whether the driver's required power is less than the shutdown power threshold, and whether a first accumulated time is greater than the shutdown delay time, wherein the first accumulated time is a duration during which the driver's required power is less than the shutdown power threshold; When the driver's required power is greater than or equal to the shutdown power threshold, controlling the engine to output the second torque includes: When the driver demand power is greater than or equal to the shutdown power threshold, or the first accumulated time is less than or equal to the shutdown delay time, the engine is controlled to output the second torque.

17. The method according to claim 16, characterized in that Also includes: When the driver's required power is less than the shutdown power threshold and the first accumulated time is greater than the shutdown delay time, the engine is controlled to shut down.

18. The method according to claim 13, characterized in that Also includes: When the current engine state matches the engine stop state, the engine is started and controlled to output the second torque.

19. The method according to claim 18, characterized in that When the current engine state matches the engine shutdown state, starting the engine and controlling the engine to output the second torque includes: When the current engine state matches the engine shutdown state, determining a forced power conservation SOC value according to a second atmospheric pressure, a current vehicle speed, and an ambient temperature; Determine whether the current SOC value is less than the forced power conservation SOC value; When the current SOC value is less than the forced power conservation SOC value, the engine is started and controlled to output the second torque.

20. The method according to claim 18, characterized in that When the current engine state matches the engine shutdown state, starting the engine and controlling the engine to output the second torque includes: When the current engine state matches the engine shutdown state, determining an engine starting power threshold according to the current vehicle speed and ambient temperature; determining whether the driver's required power is greater than the engine starting power threshold; When the driver demand power is greater than the engine start power threshold, the engine is started and controlled to output the second torque.

21. The method according to claim 20, characterized in that The determining whether the driver demand power is greater than the engine starting power threshold comprises: determining a starting delay time according to the current vehicle speed and the driver demand power; determining whether the driver demand power is greater than the engine starting power threshold and whether a second accumulated time is greater than the starting delay time, wherein the second accumulated time is a duration during which the driver demand power is greater than the engine starting power threshold; When the driver's required power is greater than the engine starting power threshold, starting the engine and controlling the engine to output the second torque includes: when the driver's required power is greater than the engine starting power threshold and the second accumulated time is greater than the start delay time, starting the engine and controlling the engine to output the second torque.

22. A vehicle control device, characterized in that: The vehicle is a range-extended hybrid vehicle, and the device comprises: A charging demand power determination module, used to determine the charging demand power according to the driver's demand power and the difference between the current SOC value and the target SOC value, wherein the driver's demand power is used to represent the user's expected demand power, and the target SOC value is used to represent the user's expected SOC value of the power battery; a reference environment output determination module, configured to determine a first speed and a first torque according to the required charging power and a current vehicle speed, wherein the first speed is an output speed of the engine at a first temperature that matches the required charging power, the first torque is an output torque of the engine at the first temperature that matches the required charging power, and the first temperature is a preset intake air temperature in an intake manifold of the engine; an output torque determination module, for correcting the first torque and determining a second torque according to a second temperature and the first speed, so that a charging power corresponding to the second torque matches the charging demand power, wherein the second temperature is an actual intake air temperature in an intake manifold of the engine, and the second torque is an output torque of the engine at the second temperature.

23. A vehicle, characterized in that: include: A controller, wherein the controller is configured to execute the method according to any one of claims 1 to 21.

24. A computer-readable storage medium, characterized in that: The computer-readable storage medium includes a stored program, wherein when the program is executed, the device where the computer-readable storage medium is located is controlled to execute the method according to any one of claims 1 to 21.

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