A vehicle control method and device, vehicle and storage medium

Abstract

Embodiments of the present application disclose a vehicle control method and device, a vehicle and a storage medium. The method comprises: determining a charging demand power according to a driver demand power and a difference 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 a current vehicle speed; correcting the first torque and determining a second torque according to a second temperature and the first rotating speed, so that a charging power corresponding to the second torque matches 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, thereby avoiding the problem that the engine output torque is not the lowest fuel consumption torque at the current temperature due to the change in mechanical characteristics of the engine output torque caused by the temperature change, and further avoiding fuel consumption waste to a certain extent.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically to a vehicle control method, device, vehicle, and storage medium. Background Technology

[0002] Range-extended hybrid vehicles (REEVs) are new energy vehicles that use an electric motor to directly provide driving force, while an engine indirectly provides driving force by powering the electric motor or charging the battery. With the increasing popularity of REEVs, engine fuel consumption has become a concern for users. Changes in the vehicle's external environment, such as road conditions (e.g., city driving, highway driving, incline) and natural environmental factors (e.g., temperature, air pressure), will alter the impact on engine fuel consumption.

[0003] In related technologies, engine output control parameters, such as target SOC and forced SOC threshold, are typically determined based on the road conditions the vehicle is operating under, to control engine start-stop and output. When the engine output torque is within a certain range, fuel economy is good; this torque range can be called the fuel economy zone. Furthermore, the torque that achieves the best fuel economy within the fuel economy zone can be called the minimum fuel consumption torque. However, the mechanical characteristics of engine output torque are affected by temperature, causing changes in the fuel economy zone and consequently, the minimum fuel consumption torque. For example, under normal temperature and pressure, if the fuel economy zone is [85, 100], the engine's best fuel economy output torque is 90 N·m, and fuel consumption may be 5 liters per 100 kilometers. Under high temperature and low pressure, the fuel economy zone may become [65, 80], but the vehicle's output torque remains at 90 N·m, resulting in fuel consumption of 6 liters per 100 kilometers, thus wasting fuel.

[0004] It should be noted that the information disclosed in the background section of this application is intended only to enhance the understanding of the general background of this application, and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Summary of the Invention

[0005] In view of this, this application provides a vehicle control method, device, vehicle, and storage medium to help solve the problem that the mechanical characteristics of engine output torque change due to the influence of temperature and air pressure variations, causing the engine output torque to deviate from the fuel-efficient range, resulting in the actual engine output torque not being in the fuel-efficient range, thus leading to wasted vehicle fuel.

[0006] In a first aspect, embodiments of this application provide a vehicle control method, the method comprising:

[0007] The charging power requirement is determined based on the driver's power demand and the difference between the current SOC value and the target SOC value, wherein the driver's power demand is used to characterize the power demand expected by the user, and the target SOC value is used to characterize the SOC value of the power battery expected by the user.

[0008] Based on the charging power demand and the current vehicle speed, a first speed and a first torque are determined. The first speed is the engine output speed that matches the charging power demand at a first temperature. The first torque is the engine output torque that matches the charging power demand at the first temperature. The first temperature is a preset intake air temperature in the engine intake manifold.

[0009] Based on the second temperature and the first rotational 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.

[0010] In one possible implementation, determining the first rotational speed and the first torque based on the charging power demand and the current vehicle speed includes:

[0011] The first rotational speed is determined based on the charging power requirement and the current vehicle speed;

[0012] The first torque is determined based on the charging power requirement and the first rotational speed.

[0013] In one possible implementation, determining the first rotational speed based on the charging power demand and the current vehicle speed includes:

[0014] A first rotational speed is determined based on the charging power demand, the current vehicle speed, and a first relationship table, wherein the first relationship table is used to characterize the correspondence between the charging power demand, the vehicle speed, and the engine output rotational speed.

[0015] In one possible implementation, determining the first torque based on the charging power demand and the first rotational speed includes:

[0016] The first torque is determined based on the charging power requirement, the first speed, and the second relationship table, wherein the second relationship table is used to characterize the correspondence between the charging power requirement, the engine output speed, and the engine output torque.

[0017] In one possible implementation, correcting the first torque and determining the second torque based on the second temperature and the first rotational speed includes:

[0018] A torque correction coefficient is determined based on a second temperature and a first rotational speed, wherein the torque correction coefficient is the ratio of the engine's output torque at the first temperature and the second temperature;

[0019] The second torque is determined based on the first torque and the torque correction coefficient.

[0020] In one possible implementation, after correcting the first torque and determining the second torque based on the second temperature and the first rotational speed, the method further includes:

[0021] The target rotational speed is determined based on the current vehicle speed, the charging power requirement, and the second temperature.

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

[0023] Determining the target rotational speed based on the current vehicle speed, the charging power demand, and the second temperature includes:

[0024] The second speed is determined based on the current vehicle speed, the charging power demand, and the second temperature, wherein the second speed is the engine output speed that matches the charging power demand at the second temperature;

[0025] The rotational speed correction coefficient is determined based on the second atmospheric pressure and the second temperature, wherein the second atmospheric pressure is the actual atmospheric pressure;

[0026] The target speed is determined based on the speed correction coefficient, the second speed, and the first speed.

[0027] In one possible implementation, determining the target speed based on the speed correction coefficient, the second speed, and the first speed includes:

[0028] Determine whether the current SOC value is less than a preset SOC threshold and whether the first torque is greater than the 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 when the first torque is less than or equal to the engine's maximum allowable output torque corresponding to the second temperature, the target speed is determined based on the speed correction coefficient, the second speed, and the first speed.

[0030] In one possible implementation, determining the target speed based on the speed correction coefficient, the second speed, and the first speed further includes:

[0031] When 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, a third speed is determined based on the speed correction coefficient, the second speed, and the first speed. The third speed is the output speed of the engine that matches the charging power demand under the second temperature and the second atmospheric pressure.

[0032] The fourth speed is determined based on the first torque, the first speed, and the maximum permissible output torque of the engine corresponding to the second temperature;

[0033] The target speed is determined by taking the larger of the third speed and the fourth speed.

[0034] In one possible implementation, before determining the charging power demand based on the driver's power demand 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 ambient temperature, second atmospheric pressure, current vehicle speed, and road gradient.

[0036] In one possible implementation, determining the target SOC value based on ambient temperature, second atmospheric pressure, current vehicle speed, and road gradient includes:

[0037] The first SOC value is determined based on the ambient temperature and the second atmospheric pressure.

[0038] Determine the second SOC value based on the current vehicle speed and road gradient;

[0039] The target SOC value is determined by taking the larger value between the first SOC value and the second SOC value.

[0040] In one possible implementation, after correcting the first torque and determining the second torque based on the second temperature and the first rotational 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 one possible implementation, after correcting the first torque and determining the second torque based on the second temperature and the first rotational speed, the method further includes:

[0043] Determine whether the current engine status matches the engine start status, wherein the engine status includes: engine stop status and engine start status;

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

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

[0046] When the current engine state matches the engine start state, the shutdown power threshold is determined based on the current vehicle speed and the difference between the current SOC value and the target SOC value.

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

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

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

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

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

[0052] Based on the current vehicle speed and the difference between the current SOC value and the target SOC value, the shutdown delay time is determined; it is determined whether the driver's power demand is less than the shutdown power threshold and whether the first cumulative time is greater than the shutdown delay time, wherein the first cumulative time is the duration during which the driver's power demand is less than the shutdown power threshold;

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

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

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

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

[0057] In one possible implementation, the step of determining whether the current engine state matches the engine start state includes: engine stop state and engine start state, and further includes:

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

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

[0060] When the current engine state matches the engine shutdown state, the forced power-saving SOC value is determined based on the second atmospheric pressure, current vehicle speed, and ambient temperature.

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

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

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

[0064] When the current engine state matches the engine shutdown state, the engine starting power threshold is determined based on the current vehicle speed and ambient temperature.

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

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

[0067] In one possible implementation, determining whether the driver's power demand is greater than the engine starting power threshold includes: determining a starting delay time based on the current vehicle speed and the driver's power demand; determining whether the driver's power demand is greater than the engine starting power threshold and whether a second cumulative time is greater than the starting delay time, wherein the second cumulative time is the duration during which the driver's power demand is greater than the engine starting power threshold;

[0068] The step of starting the engine and controlling the engine to output the second torque when the driver's power demand is greater than the engine start power threshold includes: starting the engine and controlling the engine to output the second torque when the driver's power demand is greater than the engine start power threshold and the second cumulative time is greater than the start delay time.

[0069] Secondly, embodiments of this application provide a vehicle control device, including:

[0070] The charging demand power determination module is used to determine the charging demand power based on 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.

[0071] The reference environment output determination module is used to determine a first speed and a first torque based on the charging power demand and the current vehicle speed. The first speed is the output speed of the engine that matches the charging power demand at a first temperature, and the first torque is the output torque of the engine that matches the charging power demand at the first temperature. The first temperature is a preset intake air temperature in the engine intake manifold.

[0072] The output torque determination module is used to correct the first torque and determine the second torque based on 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.

[0073] Thirdly, embodiments of this application provide a vehicle, including:

[0074] A controller configured to perform any of the methods described in the first aspect.

[0075] Fourthly, embodiments of this application provide a computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform the method described in any one of the first aspects.

[0076] In this embodiment of the application, when the temperature of the vehicle's environment changes, the engine's output torque can be adjusted in a timely manner according to the current temperature, so that the engine's output torque is in the economical fuel consumption zone corresponding to the current temperature, and the engine's output torque is the lowest fuel consumption torque at the current temperature. Attached Figure Description

[0077] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0078] Figure 1 This is a schematic diagram of an application scenario provided by an embodiment of this application.

[0079] Figure 2 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application.

[0080] Figure 3 This is a schematic flowchart of another vehicle control method provided in an embodiment of this application.

[0081] Figure 4 This is a flowchart illustrating another vehicle control method provided in an embodiment of this application.

[0082] Figure 5 This is a flowchart illustrating another vehicle control method provided in an embodiment of this application.

[0083] Figure 6 This is a flowchart illustrating another vehicle control method provided in an embodiment of this application.

[0084] Figure 7 This is a schematic flowchart of another vehicle control method provided in an embodiment of this application.

[0085] Figure 8 This is a flowchart illustrating another vehicle control method provided in an embodiment of this application.

[0086] Figure 9 This is a schematic flowchart of another vehicle control method provided in an embodiment of this application.

[0087] Figure 10 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application. Detailed Implementation

[0088] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0089] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0090] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0091] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0092] To facilitate understanding, the concepts involved in the embodiments of this application will be briefly described below.

[0093] The fuel economy zone refers to a range of engine output torque within which the engine achieves good fuel economy.

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

[0095] Driver power demand refers to the power demand that a 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 that the user expects for the power battery. Generally, 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] 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℃ by default. The normal temperature range is from 15℃ to 25℃.

[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 RPM refers to the RPM at which the engine consumes the least fuel when the engine intake manifold temperature is at its lowest level.

[0101] The first torque refers to the torque that results in the lowest engine fuel consumption when the engine intake manifold temperature is at the first temperature.

[0102] The first relationship table refers to the correspondence between different charging power requirements, current vehicle speed, and first engine speed when the engine intake manifold temperature is at the first temperature.

[0103] The second relationship table refers to the correspondence between different charging power requirements, first speed, and first torque when the engine intake manifold temperature is the first temperature.

[0104] The second speed refers to the speed at which the engine consumes the least fuel when the engine intake manifold temperature reaches the second temperature.

[0105] The second torque refers to the torque at which the engine consumes the least fuel under the current temperature, and it is also the engine's output torque.

[0106] The torque correction factor is the ratio of the engine's output torque at room temperature to the current temperature.

[0107] Target speed refers to the engine's final output speed.

[0108] The shutdown power threshold refers to the critical power value for controlling engine shutdown. When the driver's power demand 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 engine starting. When the driver's power demand exceeds the starting power threshold, the engine is controlled to start.

[0110] The forced power-maintaining SOC value refers to the SOC threshold for controlling 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] To facilitate understanding, specific application scenarios will be further illustrated below.

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

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

[0114] The controller 102 can control the engine 103 to start or stop, and can also control the output torque and output speed of the engine 103.

[0115] The engine 103 can receive control signals from the controller 102 to start or stop, 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 is merely an exemplary description and should not be construed as limiting the scope of protection of this application.

[0117] In related technologies, engine output control parameters, such as target SOC and forced SOC threshold, are typically determined based on the road conditions the vehicle is operating under, to control engine start-stop and output. When the engine output torque is within a certain range, fuel economy is good; this torque range can be called the fuel economy zone. Furthermore, the torque that achieves the best fuel economy within the fuel economy zone can be called the minimum fuel consumption torque. However, the mechanical characteristics of engine output torque are affected by temperature, causing changes in the fuel economy zone and consequently, the minimum fuel consumption torque. For example, under normal temperature and pressure, if the fuel economy zone is [85, 100], the engine's best fuel economy output torque is 90 N·m, and fuel consumption may be 5 liters per 100 kilometers. Under high temperature and low pressure, the fuel economy zone may become [65, 80], but the vehicle's output torque remains at 90 N·m, resulting in fuel consumption of 6 liters per 100 kilometers, thus wasting fuel.

[0118] To address the aforementioned issues, in this embodiment, the charging power demand is first determined based on the driver's power demand and the difference between the current SOC value and the target SOC value. The driver's power demand characterizes the user's expected power demand, and the target SOC value characterizes the user's desired SOC value for the power battery. Secondly, based on the charging power demand and the current vehicle speed, a first engine speed and a first torque are determined. The first engine speed is the output speed of the engine that matches the charging power demand at a first temperature, and the first torque is the output torque of the engine that matches the charging power demand at the first temperature. The first temperature is a preset intake air temperature in the engine intake manifold. Then, based on a second temperature and the first engine speed, the first torque is corrected, and a second torque is determined, ensuring that the charging power corresponding to the second torque matches the charging power demand. The second temperature is the actual intake air temperature in the engine intake manifold, and the second torque is the engine's output torque at the second temperature. Because the engine output torque can be adjusted promptly according to temperature changes, ensuring that the engine output torque is within the fuel-efficient range and is the minimum fuel-efficient torque, the problem of the fuel-efficient range shifting due to temperature changes, resulting in the engine output torque not being the minimum fuel-efficient torque at the current temperature, is avoided to a certain extent, thus preventing fuel waste.

[0119] Specifically, the following detailed description is provided in conjunction with the accompanying drawings and specific embodiments.

[0120] See Figure 2 This is a flowchart illustrating a vehicle control method provided in an embodiment of this application. This method can be applied to... Figure 1 In the application scenarios shown, such as Figure 2 As shown, it mainly includes the following steps.

[0121] Step S201: The controller determines the charging power requirement based on the driver's power demand and the difference between the current SOC value and the target SOC value.

[0122] Specifically, the controller calculates the driver's power demand based on the driver's operation of the accelerator or 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; this difference can be called the SOC difference.

[0123] In one possible implementation, the controller calculates the current charging power demand of the vehicle based on the difference between the driver's power demand and the State of Charge (SOC). This charging power demand is then used to adjust subsequent engine start-stop, engine output torque, and engine output speed.

[0124] The controller determines the charging power requirement through calculation. The calculation is extensive but highly accurate, which makes the subsequent calculation of engine start-stop control, engine output torque, and engine output speed more precise.

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

[0126] Specifically, the controller can directly read the charging power demand from the table based on the driver's power demand, the SOC difference table, and the charging power demand table.

[0127] For example, Table 1 provides the correspondence between driver power demand, SOC difference, and charging power demand in the embodiments of this application.

[0128] Table 1:

[0129]

[0130] It should be noted that Table 1 is only an exemplary illustration of the correspondence between driver power demand, SOC difference, and charging power demand. In practical applications, those skilled in the art can calculate or test the correspondence between the actual driver power demand, SOC difference, and charging power demand.

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

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

[0133] Step S202: The controller determines the first speed and the first torque based on the charging power demand and the current vehicle speed.

[0134] In one possible implementation, the controller calculates a first rotational speed based on the charging power demand and the current vehicle speed, and calculates a first torque based on the charging power demand and the first rotational speed.

[0135] By calculating and determining the first speed and the first torque, the results can be highly accurate, allowing the controller to more precisely control the output of engine speed and torque.

[0136] In one possible implementation, the first rotational speed is determined based on the charging power demand, the current vehicle speed, and a first relationship table.

[0137] For example, the first relational table is shown in Table 2.

[0138] Table 2:

[0139]

[0140] It should be noted that Table 2 is only an exemplary illustration of the correspondence between charging power demand, current vehicle speed and first rotational speed. In practical applications, those skilled in the art can calculate or test the correspondence between the charging power demand and the first rotational speed based on the actual charging power demand and current vehicle speed.

[0141] The first rotational speed can be determined using the first relationship table. For example, if the charging power demand is 60kW and the current vehicle speed is 20km / h, then the controller can determine the first rotational speed to be 2200rpm. Table 2 shows that the higher the charging power demand, the higher the first rotational speed; the faster the current vehicle speed, the higher the first rotational speed.

[0142] In one possible implementation, the first torque is determined based on the charging power demand, the first rotational speed, and the second relationship table.

[0143] An example, the second relation table, is shown in Table 3.

[0144] Table 3:

[0145]

[0146] It should be noted that Table 3 is only an exemplary illustration of the correspondence between charging power demand, first speed and first torque. In practical applications, those skilled in the art can calculate or test the correspondence between the charging power demand, first speed and first torque based on the actual charging power demand and first speed.

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

[0148] The controller determines the first speed and first torque by looking up a table, which reduces a lot of calculations, shortens the controller's response time, and makes the control response speed faster.

[0149] Step S203: The controller corrects the first torque and determines the second torque based on 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, which the controller obtains through sensors.

[0151] In one possible implementation, the first rotational speed is corrected and the second torque is determined based on the second temperature and the first rotational speed.

[0152] The controller first corrects the first speed by looking up a table based on the second temperature, and then uses the corrected speed and the formula relating power, speed, and torque:

[0153] P = (T × 2π × n) / 60

[0154] Where P represents the charging power demand, T represents the first torque, and n represents the first rotational speed. With the power remaining constant, a torque correction coefficient is calculated. The first torque is then corrected based on this coefficient to determine the second torque. For example, at a normal temperature of 25°C, with a first rotational speed of 2500 rpm and a first torque of 180 N·m, and a current temperature of 35°C, the corrected rotational speed is 3125 rpm. Therefore, the torque correction coefficient is 0.8, and the second torque is 144 N·m.

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

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

[0157] Specifically, the controller determines the torque correction coefficient by looking up a table based on the second temperature and the first rotational speed. For example, Table 4 provides a correspondence between the second temperature, the first rotational speed, and the torque correction coefficient in an embodiment of this application.

[0158] Table 4:

[0159]

[0160]

[0161] It should be noted that Table 4 is only an exemplary illustration of the correspondence between the second temperature, the first speed, and the torque correction coefficient. In practical applications, those skilled in the art can calculate or test the correspondence with the torque correction coefficient based on the actual second temperature and first speed.

[0162] The torque correction factor can be determined using the correspondence table between the second temperature, the first speed, and the torque correction factor. For example, if the first speed is 2000 rpm and the second temperature is 50°C, then the controller can determine the torque correction factor to be 0.91. If the first torque is 286 N·m, then the second torque is 260.6 N·m.

[0163] The controller determines the torque correction coefficient by looking up a table based on the second temperature and the first speed. First, this reduces the controller's computational load, shortens its response time, and improves control sensitivity to some extent. Second, it avoids direct adjustment of the speed, thus preventing speed changes from affecting the vehicle's NVH performance.

[0164] Temperature changes not only affect engine output torque but also 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 one possible implementation, the controller calculates the target speed as a function of temperature based on the current vehicle speed and charging power demand, and determines the target speed based on a second temperature.

[0166] The controller can determine the target speed through calculation. The controller's calculation results are highly accurate, which makes the control more precise.

[0167] In one possible implementation, the controller determines the target rotational speed corresponding to different vehicle speeds and charging power requirements by looking up a table based on the current vehicle speed, charging power demand, and second temperature.

[0168] For example, Table 5 provides a correspondence between the current vehicle speed, charging power demand, and target rotation speed when the second temperature is 35°C, according to an embodiment of this application.

[0169] Table 5:

[0170]

[0171]

[0172] For example, Table 6 provides a correspondence between the current vehicle speed, charging power demand, and target rotational speed when the second temperature is 50°C, according to an embodiment of this application.

[0173] Table 6:

[0174]

[0175] It should be noted that Tables 5 and 6 are merely illustrative examples of the correspondence between current vehicle speed, charging power demand, and target speed at temperatures of 35°C and 50°C. In practical applications, those skilled in the art can calculate or test the correspondence with the target speed based on the actual second temperature, current vehicle speed, and charging power demand.

[0176] For example, if the current vehicle speed is 20 km / h and the charging power demand is 60 kW, when the second temperature is 35℃, the target speed is 1700 rpm according to Table 5 based on the current vehicle speed and charging power demand; when the second temperature is 50℃, the target speed is 2100 rpm according to Table 6 based on the current vehicle speed and charging power demand. Tables 5 and 6 show that the target speed increases with increasing charging power demand, increasing with increasing current vehicle speed, and increasing with increasing temperature.

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

[0178] However, directly adjusting the engine output speed based on temperature changes would affect the vehicle's NVH performance. Therefore, in this embodiment, the control of the engine's target speed is optimized based on the current vehicle speed, charging power demand, atmospheric pressure, and a second temperature.

[0179] Reference Figure 3 This provides a flowchart illustrating another vehicle control method for embodiments of this 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 the second rotation speed based on the current vehicle speed, charging power demand, and the second temperature.

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

[0182] The second speed is the engine output speed at which the engine can meet the charging power demand under the second temperature. The second speed can be determined using the method described above. For example, if the current vehicle speed is 20 km / h and the current charging power demand is 60 kW, when the second temperature is 35℃, the second speed is 1700 rpm according to Table 5; when the second temperature is 50℃, the second speed is 2100 rpm according to Table 6.

[0183] In practical applications, directly adjusting the engine output speed based on the second RPM will result in an excessively high engine output speed, negatively impacting the vehicle's NVH performance. Furthermore, besides temperature affecting RPM, atmospheric pressure also influences it.

[0184] Step S302: The controller determines the speed correction coefficient based on the second atmospheric pressure and the second temperature.

[0185] The second atmospheric pressure is the actual atmospheric pressure of the vehicle's environment, which the controller obtains through sensors.

[0186] In one possible implementation, the controller determines the speed correction coefficient based on the second temperature and the second atmospheric pressure, using a table showing the correspondence between the second temperature, the second atmospheric pressure, and the speed correction coefficient.

[0187] For example, Table 7 provides a correspondence between a second temperature, a second atmospheric pressure, and a rotational speed correction coefficient in an embodiment of this application.

[0188] Table 7:

[0189]

[0190] It should be noted that Table 7 is only an exemplary illustration of the correspondence between the second temperature, the second atmospheric pressure and the speed correction coefficient. In practical applications, those skilled in the art can calculate or test the correspondence between the second temperature and the second atmospheric pressure and the speed correction coefficient.

[0191] The speed correction factor can be determined by using the correspondence table between the second temperature, the second atmospheric pressure and the speed correction factor. For example, if the second temperature is 50℃ and the second atmospheric pressure is 1013Pa, then the controller can determine the speed correction factor to be 0.4.

[0192] Based on the relationship between the second temperature, the second atmospheric pressure, and the speed correction coefficient, it can be seen that as the second temperature increases, the speed correction coefficient increases, and the second atmospheric pressure decreases, which increases the target speed and the engine output power, thus achieving the effect of power preservation.

[0193] The controller determines the torque correction coefficient by looking up a table, which reduces a lot of calculations, shortens the controller's response time, and makes the controller more responsive.

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

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

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

[0197] N=(1-α)N0+αN1

[0198] Where 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 based on the second temperature and second atmospheric pressure, and then determines the target speed. First, this reduces the amount of calculation required by the controller, shortens the controller's response time, and improves the control sensitivity to a certain extent. Second, it can adjust the target speed in a timely manner according to changes in temperature and air pressure, so that the target speed can save fuel consumption as much as possible, and minimize the impact of changes in the target speed on the vehicle's NVH performance.

[0200] In practical applications, if the second temperature rises and changes excessively, it may cause a severe decrease in the engine's torque output characteristics. A severe decrease in engine torque output characteristics occurs when the first torque exceeds the engine's maximum permissible torque at the second temperature. At this point, the engine's fuel-efficient operating range shifts significantly, and the engine's minimum fuel-efficient torque, i.e., the second torque, decreases substantially.

[0201] As described above, when the engine torque output characteristics are severely diminished, the target speed increase is minimal. Therefore, the engine output power may decrease significantly, potentially falling far short of the charging power requirement. In this situation, the controller needs to further increase the engine's target speed to increase its output power and maintain power supply.

[0202] Reference Figure 4 This provides a flowchart illustrating another vehicle control method for embodiments of this 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, then proceed to step S402.

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

[0205] In practical applications, when the first torque is greater than the engine's maximum permissible output torque at the second temperature, it is generally considered that the engine's output torque is severely reduced.

[0206] The preset SOC threshold refers to the critical SOC value at which the engine speed is further increased when the vehicle is in a power-saving state. When the vehicle is in a power-saving state and the engine output torque is severely reduced, although the engine is running, the vehicle's SOC value is still decreasing. If the current vehicle SOC value is lower than the preset SOC threshold, the controller controls the engine to further increase the target speed, thereby increasing the engine output power and achieving the purpose of power saving.

[0207] When the engine output torque is severely reduced and the current SOC value is less than the preset SOC threshold, proceed with the next steps.

[0208] In practical applications, the initial torque can fluctuate due to environmental factors and may change frequently within a short period of time, leading to 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 initial torque may change multiple values ​​within 1 second due to environmental factors, namely 148 N·m, 152 N·m, 147 N·m, and 153 N·m. This would require the engine to adjust twice within 1 second, thus affecting the vehicle's NVH performance.

[0209] In one 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 engine's maximum allowable output torque and torque margin corresponding to the second temperature, the controller adjusts the engine speed.

[0210] The torque margin can be preset, which avoids the problem of frequently adjusting the target speed when the initial torque fluctuates due to environmental factors.

[0211] Step S402: Determine the third speed based on the speed correction coefficient, the second speed, and the first speed.

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

[0213] Step S403: Determine the fourth speed based on the first torque, the first speed, and the maximum engine output torque corresponding to the second temperature.

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

[0215] The controller can calculate the fourth speed based on the first torque, the first speed, and the engine's maximum permissible output torque at the second temperature using the following formula:

[0216] N2=T0×N0 / T max

[0217] Where N2 represents the fourth rotational speed, T0 represents the first torque, and N0 represents the first rotational speed, T max This represents the maximum permissible 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 permissible 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: Perform a larger operation on the third speed and the fourth speed to determine the target speed.

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

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

[0221] For example, based on 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 power demand is a prerequisite for determining the first speed and the first torque, and the charging power demand is related to the SOC difference, which is the difference between the current SOC value and the target SOC value, the target SOC value needs to be determined before determining the charging power demand.

[0223] In one possible implementation, the target SOC value is determined based on ambient temperature, second atmospheric pressure, current vehicle speed, and road gradient.

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

[0225] As mentioned above, it can be understood that when the engine output torque decreases, the engine output power may decrease. Therefore, by maximizing the target SOC value, the first speed and the first torque can be increased, thereby increasing the engine output power and achieving the effect of maintaining power.

[0226] Reference Figure 3 This is a flowchart illustrating a vehicle control method provided in an embodiment of this application. Figure 3 As shown, in Figure 2 Based on the illustrated embodiment, the following steps are also included.

[0227] Reference Figure 5 This provides a flowchart illustrating another vehicle control method according to an embodiment of this 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 the first SOC value based on the ambient temperature and the second atmospheric pressure.

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

[0230] In one possible implementation, the controller calculates a first SOC value based on the ambient temperature and the second atmospheric pressure. This calculation method makes the first SOC value more accurate, thus improving the precision of the control.

[0231] In another possible implementation, the controller determines the first SOC value based on a table showing the correspondence between ambient temperature, second atmospheric pressure, and first SOC value.

[0232] For example, Table 8 provides a correspondence between ambient temperature, second atmospheric pressure and first SOC value in an embodiment of this application.

[0233] Table 8:

[0234]

[0235] It should be noted that Table 8 is only an exemplary illustration of the correspondence between ambient temperature, second atmospheric pressure and first SOC value. In practical applications, those skilled in the art can calculate or test the correspondence between the ambient temperature, second atmospheric pressure and first SOC value.

[0236] The first SOC value can be determined by using the correspondence table between ambient temperature, second atmospheric pressure and first SOC value. For example, if the ambient temperature is 30℃ and the second atmospheric pressure is 1013Pa, then the controller can determine the first SOC value to be 55%.

[0237] Based on the relationship between ambient temperature, second atmospheric pressure and first SOC value, it can be seen that as ambient temperature increases and second atmospheric pressure decreases, the first SOC value increases, resulting in a greater charging power demand, which makes the engine easier to start and thus achieves the effect of power preservation.

[0238] The controller determines the first SOC value by looking up a table, which reduces a lot of computation, shortens the controller's response time, and makes the controller more agile.

[0239] Step S502: The controller determines the second SOC value based on the current vehicle speed and road gradient.

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

[0241] In one possible implementation, the controller calculates a second SOC value based on the current vehicle speed and road gradient. This calculation method makes the second SOC value more accurate, improving the precision of the control.

[0242] In another possible implementation, the controller determines the second SOC value based on a table showing the correspondence between the current vehicle speed, road gradient, and the second SOC value.

[0243] For example, Table 9 provides a correspondence between current vehicle speed, road gradient, and second SOC value in an embodiment of this application.

[0244] Table 9:

[0245]

[0246] It should be noted that Table 9 is only an exemplary illustration of the correspondence between current vehicle speed, road gradient and the second SOC value. In practical applications, those skilled in the art can calculate or test the correspondence between the current vehicle speed, road gradient and the second SOC value.

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

[0248] Based on the relationship between current vehicle speed, road gradient, and the second SOC value, it can be seen that as the road gradient and current vehicle speed increase, the second SOC value increases, resulting in a greater power demand for charging, which makes the engine easier to start and thus achieves the effect of maintaining power.

[0249] The controller determines the second SOC value by looking up a table, which reduces a lot of computation, shortens the controller's response time, and makes the controller more agile.

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

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

[0252] The controller determines the target SOC value by taking the largest value, making the target SOC value as large as possible under the influence of multiple factors, making the SOC difference as large as possible, thereby making the charging power demand as large as possible, the first torque and the first speed as large as possible, and thus the engine output power as large as possible, thereby saving fuel consumption while achieving the effect of maintaining power.

[0253] As described above, the controller can correct the first torque and determine the second torque based on the second temperature and the first speed. After determining the second torque, it is also necessary to output the second torque.

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

[0255] The controller controls the engine to output a second torque, enabling the engine to output the lowest fuel-consuming torque at the second temperature, thereby achieving fuel-saving effects.

[0256] In practical applications, in addition to controlling the engine's output of the second torque, the controller also needs to control the engine's output target speed. Furthermore, before controlling the engine's output of the second torque, the controller typically needs to determine the engine's start-stop status. Engine start-stop status includes: engine stopped and engine started.

[0257] See Figure 6 This provides a flowchart illustrating another vehicle control method according to an embodiment of this 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 status matches the engine start status.

[0259] After step S203, the controller determines the current engine start / stop status and performs subsequent operations based on the actual engine start / stop status.

[0260] Before controlling the engine output, the controller determines the engine's start / stop status, making the control more rational and avoiding invalid output operations. For example, if the engine is currently off, it means the vehicle does not need engine power. If the second torque is output directly without this determination, the output in this case is meaningless and constitutes an invalid output operation.

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

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

[0263] In practical applications, in addition to controlling the engine's output of the second torque, the controller also needs to control the engine's target output speed. Furthermore, if the engine is running, before controlling the output of the second torque, it is necessary to determine whether the engine needs to be stopped in the next moment.

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

[0265] See Figure 7 This provides a flowchart illustrating another vehicle control method according to an embodiment of this application. Figure 7 As shown, it mainly includes the following steps.

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

[0267] In one possible implementation, the controller calculates the engine shutdown power threshold based on the difference between the current vehicle speed and the state of charge (SOC). This calculation method allows for a more accurate engine shutdown power threshold, resulting in more precise control.

[0268] In one possible implementation, the controller determines the engine shutdown power threshold based on the current vehicle speed and the SOC difference, using a table showing the correspondence between the current vehicle speed, the SOC difference, and the engine shutdown power threshold.

[0269] For example, Table 10 provides a correspondence between current vehicle speed, SOC difference, and engine shutdown power threshold in an embodiment of this application.

[0270] Table 10:

[0271]

[0272] It should be noted that Table 10 is only an exemplary illustration of the correspondence between the current vehicle speed, the SOC difference, and the engine shutdown power threshold. In practical applications, those skilled in the art can calculate or test the correspondence between the current vehicle speed, the SOC difference, and the engine shutdown power threshold.

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

[0274] The table showing the relationship between current vehicle speed, SOC difference, and engine shutdown power threshold reveals that as the current vehicle speed increases, the engine shutdown power threshold decreases, making the engine less prone to shutdown. Similarly, as the SOC difference increases, the engine shutdown power threshold decreases, making the engine less prone to shutdown. When both the SOC difference and the current vehicle speed increase, adjusting the engine shutdown power threshold decreases, making the engine less likely to shut down and thus maximizing engine operating time, thereby achieving the effect of maintaining battery power.

[0275] The controller determines the engine shutdown power threshold by looking up a table, which reduces a lot of calculations, shortens the controller's response time, and makes the controller more responsive.

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

[0277] The controller determines the relationship between the driver's power demand and the engine shutdown power threshold. If the driver's power demand is less than the engine shutdown power threshold, step S704 is executed to perform a shutdown operation, putting the engine in a shutdown state. Otherwise, step S703 is executed.

[0278] In practical applications, the controller can adjust the engine start-stop status in a timely manner according to the driver's power demand, which can both meet the driving power requirements in a timely manner and avoid fuel waste. For example, when the driver's power demand is 30kW and the engine stop power threshold is 20kW, the engine cannot be stopped; when the driver's power demand is 10kW and the engine stop power threshold is 20kW, the power battery can meet the driver's needs when the engine is not needed. If the engine is not stopped in this case, it will result in fuel waste.

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

[0280] If the driver's power demand 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 power demand 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 the power by directly supplying power to the electric motor or the power battery.

[0282] In addition, the controller controls the engine to output a second torque, so that the engine uses the lowest fuel-consuming torque at the second temperature, thereby reducing the vehicle's fuel consumption.

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

[0284] Step S704: The controller stops the engine.

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

[0286] When the driver's power demand is less than the engine's shutdown power threshold, the engine can be shut down in a timely manner, saving fuel. For example, when the driver's power demand is 10kW and the engine's shutdown power threshold is 20kW, the power battery can meet the driver's needs without the engine providing power. In this case, if the engine is not shut down, it will result in wasted fuel.

[0287] In practical applications, the driver's power demand may change rapidly. If the engine start-stop is controlled solely based on the relationship between the driver's power demand and the engine shutdown power threshold, it may result in frequent engine start-stop. For example, if the engine shutdown power threshold is 20kW, and the driver's power demand changes multiple times within 10 seconds, with power values ​​of 17kW, 22kW, 19kW, 21kW, and 18kW respectively, this will lead to frequent engine start-stop.

[0288] Therefore, the engine shutdown operation control also needs to consider the shutdown delay time. The shutdown delay time refers to the time after which the controller will initiate the engine shutdown operation only after the driver's power demand is less than the engine shutdown power threshold and remains stable for a certain period of time.

[0289] In one possible implementation, the shutdown delay time is determined based on the current vehicle speed and the difference between the current SOC value and the target SOC value.

[0290] The controller calculates the shutdown delay time based on the difference between the current vehicle speed and the State of Charge (SOC). The calculated shutdown delay time is more accurate, resulting in more precise shutdown control.

[0291] The controller can also determine the shutdown delay time based on the correspondence table between the current vehicle speed, SOC difference, and shutdown delay time.

[0292] For example, Table 11 provides a correspondence between current vehicle speed, SOC difference, and shutdown delay time in an embodiment of this application.

[0293] Table 11:

[0294]

[0295] It should be noted that Table 11 is only an illustrative example of the correspondence between current vehicle speed, SOC difference and stop delay time. In practical applications, those skilled in the art can calculate or test the correspondence between the actual current vehicle speed, SOC difference and stop delay time.

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

[0297] The table showing the relationship between current vehicle speed, SOC difference, and engine shutdown delay time reveals that as the current vehicle speed increases, the shutdown delay time increases, making the engine less prone to shutdown. Similarly, as the SOC difference increases, the shutdown delay time also increases, making the engine less prone to shutdown. Therefore, adjusting the shutdown delay time to increase both the SOC difference and the current vehicle speed further increases the likelihood of engine shutdown, maximizing engine operating time and thus achieving the effect of preserving battery power.

[0298] The controller determines the downtime by looking up a table, which reduces a lot of computation, shortens the controller's response time, and makes the controller more agile.

[0299] As described above, to avoid frequent engine start-stop issues, when controlling the engine shutdown operation, it is necessary to determine not only whether the driving power demand exceeds the engine shutdown power threshold, but also whether the first cumulative time exceeds the shutdown delay time. The first cumulative time refers to the time counted from the moment the driving power demand is less than the engine shutdown power threshold. If the driving power demand is greater than or equal to the shutdown power threshold, the first cumulative time stops counting and is reset to zero. After the controller controls the engine shutdown operation, the first cumulative time stops counting and is reset to zero.

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

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

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

[0303] In one possible implementation, the controller shuts down the engine when the driver's power demand is less than the shutdown power threshold and the first cumulative time is greater than the shutdown delay time.

[0304] There are two prerequisites for controlling the engine shutdown operation. Only when both conditions are met will the controller control the engine to shut down, making the engine less likely to shut down, maximizing the engine's operating time, and improving the power preservation effect.

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

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

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

[0308] In one possible implementation, the controller determines whether the engine needs to start in the next moment by checking whether the current SOC value is greater than the forced power-saving SOC value.

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

[0310] See Figure 8 This provides a flowchart illustrating another vehicle control method for embodiments of this application. Figure 8 As shown, it mainly includes the following steps.

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

[0312] In one possible implementation, the controller calculates the forced power-saving SOC value based on the second atmospheric pressure, current vehicle speed, and ambient temperature.

[0313] By using calculations, the forced power-saving SOC value is made more accurate, resulting in higher control precision.

[0314] In one possible implementation, the controller determines the forced power-saving SOC value by looking up a table based on the second atmospheric pressure, current vehicle speed, and ambient temperature.

[0315] Specifically, the controller determines the first forced power-saving SOC value based on the correspondence table between the second atmospheric pressure, the current vehicle speed, and the forced power-saving SOC value. The first forced power-saving SOC value refers to the forced power-saving SOC value that achieves better power-saving performance under the second atmospheric pressure.

[0316] For example, Table 12 provides a correspondence between the second atmospheric pressure, the current vehicle speed, and the forced power-saving SOC value in an embodiment of this application.

[0317] Table 12:

[0318]

[0319]

[0320] It should be noted that Table 12 is only an exemplary illustration of the correspondence between the second atmospheric pressure, the current vehicle speed and the forced power-saving SOC value. In practical applications, those skilled in the art can calculate or test the correspondence between the second atmospheric pressure and the forced power-saving SOC value based on the actual second atmospheric pressure and the current vehicle speed.

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

[0322] The table showing the relationship between the second atmospheric pressure, current vehicle speed, and the first mandatory power-saving SOC value reveals that as the current vehicle speed increases, the first mandatory power-saving SOC value increases, making the engine easier to start; conversely, as the second atmospheric pressure decreases, the first mandatory power-saving SOC value increases, making the engine less prone to stalling. When the second atmospheric pressure decreases and the current vehicle speed increases, adjusting the first mandatory power-saving SOC value increases, making the engine easier to start and thus maximizing the engine's operating time, thereby achieving the effect of power saving.

[0323] The controller determines a second forced power-saving SOC value based on a table showing the correspondence between ambient temperature, current vehicle speed, and the forced power-saving SOC value. The second forced power-saving SOC value refers to the forced power-saving SOC value that provides better power-saving performance under the given ambient temperature.

[0324] For example, Table 13 provides a correspondence between ambient temperature, current vehicle speed, and forced power-saving SOC value in an embodiment of this application.

[0325] Table Thirteen:

[0326]

[0327] It should be noted that Table 13 is only an exemplary illustration of the correspondence between ambient temperature, current vehicle speed and forced power-saving SOC value. In practical applications, those skilled in the art can calculate or test the correspondence between ambient temperature, current vehicle speed and forced power-saving SOC value.

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

[0329] The table showing the relationship between the second atmospheric pressure, current vehicle speed, and the second mandatory power-saving SOC value reveals that as the current vehicle speed increases, the second mandatory power-saving SOC value increases, making the engine easier to start; conversely, as the second atmospheric pressure decreases, the second mandatory power-saving SOC value increases, making the engine less prone to stalling. When the second atmospheric pressure decreases and the current vehicle speed increases, adjusting the second mandatory power-saving SOC value increases, making the engine easier to start and thus maximizing the engine's operating time, thereby achieving the effect of power saving.

[0330] The forced power supply SOC value is determined by taking the larger of the first and second forced power supply SOC values.

[0331] If the first mandatory power supply SOC value is greater than the second mandatory power supply SOC value, then the mandatory power supply SOC value is determined to be the first mandatory power supply SOC value.

[0332] If the second mandatory power supply SOC value is greater than the first mandatory power supply SOC value, then the mandatory power supply SOC value is determined to be the second mandatory power supply SOC value.

[0333] As mentioned above, it can be understood that when the second atmospheric pressure decreases and the current vehicle speed increases, the forced power preservation SOC value is increased, making the engine easier to start, thereby maximizing the engine's operating time and achieving the effect of power preservation.

[0334] The controller determines the forced power-saving SOC value by looking up a table, which reduces a lot of calculations, shortens the controller's response time, and makes the controller more agile.

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

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

[0337] Based on the relationship between the forced SOC value and the current SOC value, the engine start-stop status is adjusted in a timely manner, so that the engine can charge the power battery in a timely manner according to the changes in the power battery's charge.

[0338] In one possible implementation, the controller determines whether the engine needs to start in the next moment by judging whether the driver's power demand is greater than the engine starting power threshold.

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

[0340] See Figure 9This is a flowchart illustrating a vehicle control method provided in an embodiment of this application. Figure 9 As shown, it mainly includes the following steps.

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

[0342] In one possible implementation, the controller calculates the engine starting power threshold based on the current vehicle speed and ambient temperature.

[0343] By using calculations, the engine starting power threshold can be made more precise, resulting in higher control accuracy.

[0344] In one possible implementation, the controller determines the engine starting power threshold based on a table showing the correspondence between the current vehicle speed, ambient temperature, and engine starting power threshold.

[0345] For example, Table 14 provides a correspondence between current vehicle speed, ambient temperature and engine starting power threshold in an embodiment of this application.

[0346] Table 14:

[0347]

[0348] It should be noted that Table 14 is only an exemplary illustration of the correspondence between current vehicle speed, ambient temperature and engine starting power threshold. In practical applications, those skilled in the art can calculate or test the correspondence between the current vehicle speed, ambient temperature and engine starting power threshold.

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

[0350] The table showing the relationship between current vehicle speed, ambient temperature, and engine starting power threshold shows that as the current vehicle speed increases, the engine starting power threshold decreases, making the engine easier to start; similarly, as the ambient temperature rises, the engine starting power threshold decreases, making the engine easier to start. By adjusting the engine starting power threshold to decrease when both ambient temperature and current vehicle speed increase, the engine is made easier to start, thus maximizing its operating time and ultimately achieving the effect of maintaining battery power.

[0351] In one possible implementation, the engine starting power threshold is determined by taking the smaller value of the engine starting power threshold at the first temperature and the second temperature.

[0352] Based on 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 a table using the method described above, based on the current vehicle speed and the first temperature. For example, if the current vehicle speed is 20 km / h, the first temperature is 25℃, and the engine starting power threshold at the first temperature is 38 kW, and the second temperature is 30℃, and the engine starting power threshold at the second temperature is 35 kW, then by taking the smaller value, the engine starting power threshold is determined to be 35 kW.

[0353] By taking the smaller value, the engine starting power is minimized, making it easier to start the engine and increasing its operating time, thus achieving the effect of power preservation.

[0354] The controller determines the engine starting power threshold by looking up a table, which reduces a lot of calculations, shortens the controller's response time, and makes the controller more responsive.

[0355] As mentioned above, the driver's power demand may change frequently within a short period, causing the engine to start and stop frequently. Therefore, the start-up delay time must also be considered when controlling engine start-up. The start-up delay time refers to the time after the driver's power demand exceeds the engine's start-up power threshold and stabilizes for a certain period before the controller starts the engine.

[0356] In one possible implementation, the start-up delay time is determined based on the current vehicle speed and the driver's power requirements.

[0357] The controller calculates the start-up delay time based on the current vehicle speed and the driver's power requirements. The start-up delay time obtained through calculation is more accurate, thus making the start-up control more precise.

[0358] The controller can also determine the start-up delay time based on a table showing the correspondence between the current vehicle speed, the driver's required power, and the start-up delay time.

[0359] For example, Table 15 provides a correspondence between current vehicle speed, driver power demand, and start-up delay time in an embodiment of this application.

[0360] Table 15:

[0361]

[0362]

[0363] It should be noted that Table 15 is only an exemplary illustration of the correspondence between current vehicle speed, driver power demand, and start-up delay time. In practical applications, those skilled in the art can calculate or test the correspondence between the current vehicle speed, driver power demand, and start-up delay time.

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

[0365] The table showing the relationship between current vehicle speed, driver power demand, and start-up delay time reveals that as the current vehicle speed increases, the start-up delay time decreases, making the engine easier to start; similarly, as the driver power demand increases, the start-up delay time decreases, making the engine easier to start. When both driver power demand and current vehicle speed increase, adjusting the start-up delay time to decrease makes the engine easier to start, thereby maximizing engine operating time and ultimately achieving the effect of maintaining battery power.

[0366] The controller determines the startup delay time by looking up a table, which reduces a lot of computation, shortens the controller's response time, and makes the controller more agile.

[0367] Step S902: If the driver's power demand is greater than the engine starting power threshold, start the engine and control the engine to output the second torque.

[0368] In practical applications, the controller can adjust the engine start-stop status in a timely manner according to the driver's power demand, thus meeting the driving power requirements promptly while avoiding fuel waste. For example, when the driver's power demand is 30kW and the engine starting power threshold is 20kW, it means that the power supply from the battery alone cannot meet the driving power demand, and the engine needs to be started to power the battery or electric motor. When the driver's power demand is 10kW and the engine starting power threshold is 20kW, the battery can meet the driver's needs without requiring engine power. Starting the engine in this case would result in fuel waste.

[0369] As described above, to avoid frequent engine start-stop issues, when controlling the engine start operation, it is necessary to determine not only whether the driving power demand exceeds the engine start power threshold, but also whether the second cumulative time exceeds the start delay time. The second cumulative time refers to the time counted from the moment the driving power demand exceeds the engine start power threshold. If the driving power demand is less than or equal to the engine start power threshold, the second cumulative time stops counting and is reset to zero. After the controller starts the engine, the second cumulative time stops counting and is reset to zero.

[0370] In one possible implementation, when the driver's power demand exceeds the engine start power threshold and the second cumulative time exceeds the start delay time, the controller controls the engine to start and outputs a second torque.

[0371] In addition to controlling the engine's output of the second torque, the controller also needs to control the engine's output target speed. By controlling the engine's output of the second torque and the target speed, the controller ensures that the engine uses the lowest fuel-consuming torque at the second temperature, and achieves a target speed that balances fuel economy and NVH performance, thus achieving the effect of both saving fuel and maintaining NVH performance.

[0372] In practical applications, if a vehicle is traveling from a high-altitude area to a low-altitude area, with many downhill sections, it can recover energy without requiring excessive power. In this case, it's advisable to minimize engine operation to save fuel.

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

[0374] The first SOC threshold is a critical SOC value used to select the engine starting option before starting the engine when the vehicle is moving from a high-altitude area to a low-altitude area.

[0375] When the current SOC value is less than the first SOC threshold, the engine is started and the second torque is output using the above steps S901-S902.

[0376] When the current SOC value is greater than or equal to the first SOC threshold, the engine start power threshold calculated by the existing model is directly used. When the driver's power demand is greater than the engine start power threshold and the second cumulative time is greater than the start delay time, the controller controls the engine to start and outputs the second torque.

[0377] Corresponding to the above method embodiments, this application also provides a vehicle control device. Specifically, see [link to relevant documentation]. Figure 10 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application. Figure 10As shown in the figure, a vehicle control device 1001 is illustrated. 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 based on 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 based on the charging demand power and the current vehicle speed, wherein the first speed is the engine output speed that matches the charging demand power at a first temperature, and the first torque is the engine output torque that matches the charging demand power at the first temperature, wherein the first temperature is 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 a second torque based on a second temperature and the first speed, such 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 engine output torque at the second temperature.

[0378] For details regarding the specific content involved in the embodiments of this application, please refer to the description of the above method embodiments. For the sake of brevity, these details will not be repeated here.

[0379] Corresponding to the above method embodiments, this application also provides a vehicle. Specifically, the vehicle includes a controller for executing some or all of the steps described in the above method embodiments; for the sake of brevity, these will not be elaborated further.

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

[0381] In this application embodiment, "at least one" refers to one or more, and "more than one" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent the existence of A alone, the simultaneous existence of A and B, or the existence of B alone. A and B can be singular or plural. The character " / " generally indicates that the preceding and following related 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 represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple.

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

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

[0384] In the several embodiments provided in this application, any function, if implemented as a software functional unit and sold or used as an independent product, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0385] The same or similar parts between the various embodiments in this specification can be referred to mutually. In particular, the device embodiments and terminal embodiments are basically similar to the method embodiments, so the description is relatively simple, and the relevant parts can be referred to the description in the method embodiments.

Claims

1. A vehicle control method, characterized in that, The vehicle is a range-extended hybrid vehicle, and the method includes: The charging power requirement is determined based on the driver's power demand and the difference between the current SOC value and the target SOC value, wherein the driver's power demand is used to characterize the power demand expected by the user, and the target SOC value is used to characterize the SOC value of the power battery expected by the user. Based on the charging power demand and the current vehicle speed, a first speed and a first torque are determined. The first speed is the engine output speed that matches the charging power demand at a first temperature. The first torque is the engine output torque that matches the charging power demand at the first temperature. The first temperature is a preset intake air temperature in the engine intake manifold. Based on the second temperature and the first rotational 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; After correcting the first torque and determining the second torque based on the second temperature and the first rotational speed, the method further includes: The target rotational speed is determined based on the current vehicle speed, the charging power requirement, and the second temperature. The first rotational speed is the output rotational speed of the engine that matches the charging power demand under the first atmospheric pressure, and the first atmospheric pressure is a preset atmospheric pressure; Determining the target rotational speed based on the current vehicle speed, the charging power demand, and the second temperature includes: The second speed is determined based on the current vehicle speed, the charging power demand, and the second temperature, wherein the second speed is the engine output speed that matches the charging power demand at the second temperature; The rotational speed correction coefficient is determined based on the second atmospheric pressure and the second temperature, wherein the second atmospheric pressure is the actual atmospheric pressure; The target speed is determined based on the speed correction coefficient, the second speed, and the first speed.

2. The method according to claim 1, characterized in that, The step of determining the first rotational speed and the first torque based on the charging power demand and the current vehicle speed includes: The first rotational speed is determined based on the charging power requirement and the current vehicle speed; The first torque is determined based on the charging power requirement and the first rotational speed.

3. The method according to claim 2, characterized in that, Determining the first rotational speed based on the charging power demand and the current vehicle speed includes: A first rotational speed is determined based on the charging power demand, the current vehicle speed, and a first relationship table, wherein the first relationship table is used to characterize the correspondence between the charging power demand, the vehicle speed, and the engine output rotational speed.

4. The method according to claim 2, characterized in that, The step of determining the first torque based on the charging power demand and the first rotational speed includes: The first torque is determined based on the charging power requirement, the first speed, and the second relationship table, wherein the second relationship table is used to characterize the correspondence between the charging power requirement, the engine output speed, and the engine output torque.

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

6. The method according to claim 1, characterized in that, Determining the target speed based on the speed correction coefficient, the second speed, and the first speed includes: Determine whether the current SOC value is less than a preset SOC threshold and whether the first torque is greater than the 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 when the first torque is less than or equal to the engine's maximum allowable output torque corresponding to the second temperature, the target speed is determined based on the speed correction coefficient, the second speed, and the first speed.

7. The method according to claim 6, characterized in that, Also includes: When 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, a third speed is determined based on the speed correction coefficient, the second speed, and the first speed. The third speed is the output speed of the engine that matches the charging power demand under the second temperature and the second atmospheric pressure. The fourth speed is determined based on the first torque, the first speed, and the maximum permissible output torque of the engine corresponding to the second temperature; The target speed is determined by taking the larger of the third speed and the fourth speed.

8. The method according to claim 1, characterized in that, Before determining the charging power demand based on the driver's power demand 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 ambient temperature, second atmospheric pressure, current vehicle speed, and road gradient.

9. The method according to claim 8, characterized in that, The determination of the target SOC value based on ambient temperature, second atmospheric pressure, current vehicle speed, and road gradient includes: The first SOC value is determined based on the ambient temperature and the second atmospheric pressure. Determine the second SOC value based on the current vehicle speed and road gradient; The target SOC value is determined by taking the larger value between the first SOC value and the second SOC value.

10. The method according to claim 1, characterized in that, After correcting the first torque and determining the second torque based on the second temperature and the first rotational 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.

11. The method according to claim 1, characterized in that, After correcting the first torque and determining the second torque based on the second temperature and the first rotational speed, the method further includes: Determine whether the current engine status matches the engine start status, wherein the engine status includes: engine stop status and engine start status; When the current engine state matches the engine start state, the engine is controlled to output the second torque.

12. The method according to claim 11, 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, the shutdown power threshold is determined based on the current vehicle speed and the difference between the current SOC value and the target SOC value. Determine whether the driver's required power is less than the shutdown power threshold; When the driver's power demand is greater than or equal to the shutdown power threshold, the engine is controlled to output the second torque.

13. The method according to claim 12, characterized in that, Also includes: When the driver's power demand is less than the shutdown power threshold, the engine is controlled to shut down.

14. The method according to claim 12, characterized in that, The step of determining whether the driver's required power is less than the shutdown power threshold includes: Based on the current vehicle speed and the difference between the current SOC value and the target SOC value, the shutdown delay time is determined; it is determined whether the driver's power demand is less than the shutdown power threshold and whether the first cumulative time is greater than the shutdown delay time, wherein the first cumulative time is the duration during which the driver's power demand is less than the shutdown power threshold; When the driver's power demand is greater than or equal to the shutdown power threshold, controlling the engine to output the second torque includes: When the driver's power demand is greater than or equal to the shutdown power threshold, or when the first cumulative time is less than or equal to the shutdown delay time, 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 power demand is less than the shutdown power threshold and the first cumulative time is greater than the shutdown delay time, the engine is controlled to shut down.

16. The method according to claim 11, characterized in that, Also includes: When the current engine state matches the engine shutdown state, the engine is started and the engine is controlled to output the second torque.

17. The method according to claim 16, 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, the forced power-saving SOC value is determined based on the second atmospheric pressure, current vehicle speed, and ambient temperature. Determine whether the current SOC value is less than the forced power-saving SOC value; When the current SOC value is less than the forced power-saving SOC value, the engine is started and the engine is controlled to output the second torque.

18. The method according to claim 16, 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, the engine starting power threshold is determined based on the current vehicle speed and ambient temperature. Determine whether the driver's power demand is greater than the engine starting power threshold; When the driver's power demand exceeds the engine start power threshold, the engine is started and the engine is controlled to output the second torque.

19. The method according to claim 18, characterized in that, The step of determining whether the driver's power demand is greater than the engine starting power threshold includes: determining a starting delay time based on the current vehicle speed and the driver's power demand; determining whether the driver's power demand is greater than the engine starting power threshold and whether a second cumulative time is greater than the starting delay time, wherein the second cumulative time is the duration during which the driver's power demand is greater than the engine starting power threshold; The step of starting the engine and controlling the engine to output the second torque when the driver's power demand is greater than the engine start power threshold includes: starting the engine and controlling the engine to output the second torque when the driver's power demand is greater than the engine start power threshold and the second cumulative time is greater than the start delay time.

20. A vehicle control device, characterized in that, The vehicle is a range-extended hybrid vehicle, and the device includes: The charging demand power determination module is used to determine the charging demand power based on 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 is used to determine a first speed and a first torque based on the charging power demand and the current vehicle speed. The first speed is the output speed of the engine that matches the charging power demand at a first temperature, and the first torque is the output torque of the engine that matches the charging power demand at the first temperature. The first temperature is a preset intake air temperature in the engine intake manifold. The output torque determination module is used to correct the first torque and determine the second torque based on 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. The target rotation speed determination module is used to determine the target rotation speed based on the current vehicle speed, the charging power demand, and the second temperature; The first rotational speed is the output rotational speed of the engine that matches the charging power demand under the first atmospheric pressure, and the first atmospheric pressure is a preset atmospheric pressure; The target speed determination module is specifically used to determine a second speed based on the current vehicle speed, the charging power demand, and the second temperature, wherein the second speed is the engine output speed that matches the charging power demand at the second temperature; The rotational speed correction coefficient is determined based on the second atmospheric pressure and the second temperature, wherein the second atmospheric pressure is the actual atmospheric pressure; The target speed is determined based on the speed correction coefficient, the second speed, and the first speed.

21. A vehicle, characterized in that, include: A controller configured to perform the method of any one of claims 1 to 19.

22. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device on which the computer-readable storage medium is located to perform the method according to any one of claims 1 to 19.

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