Torque decision control method and system for hybrid power, product, medium and vehicle

Abstract

The invention belongs to the technical field of hybrid vehicle control, and provides a torque decision control method and system for hybrid power, a product, a medium and a vehicle. When the accelerator of the whole vehicle is zero, mode judgment is carried out; in the Normal mode, the sliding power generation time is decided according to a battery SOC value and an ammonia storage value, and the power generation torque is decided according to NOx emission; in the heating mode, the sliding power generation time is decided according to the SOC value of the battery and the SCR temperature, and the power generation torque is decided according to the SCR temperature; and in the regeneration mode, the sliding power generation time is decided according to the SOC value of the battery and the PF temperature, and the power generation torque is decided according to the carbon load, so that the engine executes non-clear-twisting power generation according to the power generation triggering time and the final power generation torque. By utilizing the characteristics of the hybrid power system, when the throttle of the engine is zero, the torque of the engine is increased for power generation, so that the post-treatment temperature is ensured, NOx emission is prevented from exceeding the standard, and the regeneration efficiency is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of hybrid vehicle control, and in particular to a torque decision control method, system, product, medium and vehicle for hybrid. Background Art

[0002] The statements in this section merely provide background art related to the present invention and do not necessarily constitute prior art.

[0003] Hybrid vehicles achieve optimized power distribution and efficient energy utilization through the coordinated work of the engine and the electric motor. The engine has high thermal efficiency and fuel economy, while the electric motor can provide auxiliary power at low speed or when starting, further reducing fuel consumption. Therefore, hybrid vehicles usually have lower fuel consumption and longer driving range.

[0004] When the engine's required torque is zero, the engine will clear the torque (usually by adjusting the engine's fuel injection amount, ignition timing or adjusting the engine's internal mechanical structure to reduce or eliminate the engine's output torque). The entire vehicle reverses the engine, and fresh air enters the engine and goes directly to the after-treatment without combustion, causing the after-treatment temperature to drop. The efficiency of the after-treatment is reduced under low temperature conditions, and NOx (a general term for nitrogen oxides) emissions increase, which will have a great impact on the engine's tail emissions and regeneration efficiency. Specifically, when the accelerator is released and stepped on again in a short period of time, the engine torque will clear the torque and then increase rapidly. At this time, if urea is not injected in time, a NOx tail emission peak will appear, and the smoke density will be greater, and the fuel consumption will be poor. When the engine is in a regeneration state, the regeneration fails after the after-treatment temperature drops. Summary of the invention

[0005] In order to address the deficiencies of the prior art, the present invention provides a torque decision control method, system, product, medium and vehicle for hybrid use, which utilizes the characteristics of the hybrid system to increase the engine torque for power generation when the engine throttle is zero, thereby ensuring the post-processing temperature, preventing NOx emissions from exceeding the standard, and improving the regeneration efficiency.

[0006] In order to achieve the above object, the present invention adopts the following technical solution:

[0007] In a first aspect, the present invention provides a torque decision control method for hybrid.

[0008] A torque decision control method for hybrid powertrain includes the following steps:

[0009] When the vehicle's throttle is zero, perform mode judgment;

[0010] When the engine is in standard mode, the standard mode coasting power generation time is determined according to the battery state of charge value and the ammonia storage value, the standard mode coasting power generation time is corrected according to the standard mode time correction coefficient to obtain the standard mode power generation trigger time, and the standard mode power generation torque is determined according to the nitrogen oxide emission;

[0011] When the engine is in the heating mode, the heating mode coasting power generation time is determined according to the battery state of charge value and the temperature of the selective catalytic reduction system, the heating mode coasting power generation time is corrected according to the heating mode time correction coefficient to obtain the heating mode power generation trigger time, and the heating mode power generation torque is determined according to the temperature of the selective catalytic reduction system;

[0012] When the engine is in regeneration mode, the regeneration mode coasting power generation time is determined according to the battery state of charge and the temperature of the particulate filter. The regeneration mode coasting power generation time is corrected according to the regeneration mode time correction coefficient to obtain the regeneration mode power generation trigger time. The regeneration mode power generation torque is determined according to the carbon load.

[0013] As a further limitation of the first aspect of the present invention, when the engine is in the standard mode, the battery state of charge value is negatively correlated with the standard mode coasting power generation time, and the ammonia storage value is negatively correlated with the standard mode coasting power generation time, and the standard mode coasting power generation time is determined according to a fitting curve of the standard mode coasting power generation time, the battery state of charge value, and the ammonia storage value, or the standard mode coasting power generation time is determined according to a preset database or data table;

[0014] When the engine is in the heating mode, the battery state of charge value is negatively correlated with the heating mode coasting power generation time, the temperature of the selective catalytic reduction system is negatively correlated with the heating mode coasting power generation time, and the heating mode coasting power generation time is determined according to a fitting curve of the heating mode coasting power generation time, the battery state of charge value, and the temperature of the selective catalytic reduction system, or the heating mode coasting power generation time is determined according to a preset database or data table;

[0015] When the engine is in regeneration mode, the battery state of charge value is negatively correlated with the regeneration mode coasting power generation time, and the temperature of the particulate trap is negatively correlated with the regeneration mode coasting power generation time. The regeneration mode coasting power generation time is determined based on a fitting curve of the regeneration mode coasting power generation time, the battery state of charge value and the temperature of the particulate trap, or the regeneration mode coasting power generation time is determined based on a preset database or data table.

[0016] As a further limitation of the first aspect of the present invention, when the engine is in standard mode and nitrogen oxide emissions are greater than a first emission threshold, the power generation torque is selected when the nitrogen oxide emissions are lower than a second emission threshold, wherein the second emission threshold is less than the first emission threshold.

[0017] As a further limitation of the first aspect of the present invention, when the engine is in the heating mode and the temperature of the selective catalytic reduction system is lower than a first temperature threshold, the power generation torque when the temperature of the selective catalytic reduction system is greater than a second temperature threshold is selected.

[0018] As a further limitation of the first aspect of the present invention, when the engine is in regeneration mode, when the carbon load is greater than the carbon load threshold, the power generation torque is selected when the regeneration efficiency is greater than the set threshold; when the carbon load is less than or equal to the carbon load threshold, the power generation torque is selected when the fuel consumption is optimal.

[0019] As a further limitation of the first aspect of the present invention, the standard mode time correction coefficient, the heating mode time correction coefficient and the regeneration mode time correction coefficient are the same, and are all determined based on the statistical value of the average coasting duration in the driving cycle of the set period;

[0020] The standard mode power generation triggering time is the product of the standard mode coasting power generation time and the standard mode time correction coefficient;

[0021] The heating mode power generation triggering time is the product of the heating mode coasting power generation time and the heating mode time correction coefficient;

[0022] The regeneration mode power generation triggering time is the product of the regeneration mode coasting power generation time and the regeneration mode time correction coefficient.

[0023] In a second aspect, the present invention provides a torque decision control system for hybrid.

[0024] A torque decision control system for hybrid, comprising:

[0025] The mode judgment unit is configured to: perform mode judgment when the throttle of the vehicle is zero;

[0026] The standard mode control unit is configured to: when the engine is in the standard mode, determine the coasting power generation time according to the battery state of charge value and the ammonia storage value, correct the coasting power generation time according to the time correction coefficient to obtain the power generation trigger time, and determine the power generation torque according to the nitrogen oxide emission;

[0027] A heating mode control unit is configured to: when the engine is in the heating mode, determine the coasting power generation time according to the battery state of charge value and the temperature of the selective catalytic reduction system, correct the coasting power generation time according to the time correction coefficient to obtain the power generation trigger time, and determine the power generation torque according to the temperature of the selective catalytic reduction system;

[0028] The regeneration mode control unit is configured to: when the engine is in the regeneration mode, determine the coasting power generation time according to the battery state of charge value and the temperature of the particulate filter, correct the coasting power generation time according to the time correction coefficient to obtain the power generation trigger time, and determine the power generation torque according to the carbon load.

[0029] In a third aspect, the present invention provides a torque decision control method for hybrid.

[0030] A torque decision control method for hybrid powertrain includes the following steps:

[0031] When the vehicle's throttle is zero, it enters the decision-making process;

[0032] Determine a first coasting power generation time and a first power generation torque according to a battery state of charge value and a post-processing temperature;

[0033] Determine the second coasting power generation time and the second power generation torque according to the battery state of charge value and the time from the last oil change;

[0034] The maximum value between the first coasting power generation time and the second coasting power generation time is taken as the final coasting power generation time, and the maximum value between the first power generation torque and the second power generation torque is taken as the coasting power generation torque;

[0035] Determine a first correction coefficient according to the engine water temperature and the temperature after the intercooler, determine a second correction coefficient based on the statistical value of the average coasting time in the driving cycle of the set period, and take the minimum value of the first correction coefficient and the second correction coefficient as the final correction coefficient;

[0036] The product of the final correction coefficient and the final coasting power generation time is used as the power generation trigger time, and the product of the final correction coefficient and the coasting power generation torque is used as the final power generation torque, so that the engine performs untwisted power generation according to the power generation trigger time and the final power generation torque.

[0037] As a further limitation of the third aspect of the present invention, the battery state of charge value is negatively correlated with the first coasting power generation time, and the post-processing temperature is positively correlated with the first coasting power generation time; the battery state of charge value is negatively correlated with the second coasting power generation time, and the time from the last oil change is positively correlated with the second coasting time;

[0038] The battery state of charge value is negatively correlated with the first power generation torque, and the post-processing temperature is positively correlated with the first power generation torque; the battery state of charge value is negatively correlated with the second power generation torque, and the post-processing temperature is positively correlated with the second power generation torque.

[0039] In a fourth aspect, the present invention provides a torque decision control system for hybrid.

[0040] A torque decision control system for hybrid, including the following process:

[0041] The decision-making judgment unit is configured to: enter the decision-making judgment process when the throttle of the vehicle is zero;

[0042] A first decision unit is configured to: determine a first coasting power generation time and a first power generation torque according to a battery state of charge value and a post-processing temperature;

[0043] The second decision unit is configured to: determine a second coasting power generation time and a second power generation torque according to the battery state of charge value and the time from the last oil change;

[0044] A comparison unit is configured to: take the maximum value of the first coasting power generation time and the second coasting power generation time as the final coasting power generation time, and take the maximum value of the first power generation torque and the second power generation torque as the coasting power generation torque;

[0045] The correction unit is configured to: determine a first correction coefficient according to the engine water temperature and the temperature after the intercooler, determine a second correction coefficient based on the statistical value of the average coasting time in the driving cycle of the set period, and use the minimum value of the first correction coefficient and the second correction coefficient as the final correction coefficient;

[0046] The decision confirmation unit is configured to: use the product of the final correction coefficient and the final coasting power generation time as the power generation trigger time, and use the product of the final correction coefficient and the coasting power generation torque as the final power generation torque, so that the engine performs untwisted power generation according to the power generation trigger time and the final power generation torque.

[0047] In a fifth aspect, the present invention provides a computer-readable storage medium storing a computer program, wherein the computer program is suitable for being loaded by a processor and executing the torque decision control method for hybrid as described in the first aspect or the third aspect of the present invention.

[0048] In a sixth aspect, the present invention provides a computer program product, which includes a computer program. When the computer program is executed by a processor, it implements the torque decision control method for hybrid as described in the first aspect or the third aspect of the present invention.

[0049] In a seventh aspect, the present invention provides a hybrid vehicle, comprising: a controller and a computer-readable storage medium;

[0050] a controller adapted to execute a computer program;

[0051] A computer-readable storage medium, wherein a computer program is stored in the computer-readable storage medium, and when the computer program is executed by the controller, the torque decision control method for hybrid as described in the first aspect or the third aspect of the present invention is implemented.

[0052] Compared with the prior art, the present invention has the following beneficial effects:

[0053] 1. The present invention innovatively proposes a torque decision control strategy for hybrid, which utilizes the characteristics of the hybrid system and uses the motor to generate electricity when the throttle is zero, so that the engine torque does not need to be cleared, preventing the post-processing temperature from decreasing. The power generation time and power generation torque are adjusted according to the engine performance parameters and the engine mode to adapt to different scenarios, thereby improving the economy and power of the whole vehicle.

[0054] 2. The present invention innovatively proposes a torque decision control strategy for hybrid. In different modes and under different conditions, the engine has different requirements for power generation time and torque. The required power generation time and torque are judged according to different conditions. When the engine throttle is zero, the engine torque is increased to generate electricity, thereby ensuring the post-processing temperature, preventing excessive nitrogen oxide emissions, and improving regeneration efficiency.

[0055] 3. The present invention makes decisions on the power generation torque and the power generation triggering time according to the battery state of charge value, the post-processing temperature, and the time since the last oil change, and corrects the power generation torque and power generation time after the decision according to the engine water temperature, the temperature after the intercooler, and the average statistical time of coasting; when the post-processing temperature is lower, the power generation time is longer, and the power generation torque is higher; the longer the time since the last oil change, the longer the power generation time is longer, and the power generation torque is higher. After the decision is made, it is sent to the engine and the motor, and the engine does not clear the torque to generate power while driving, thereby improving the economy and power of the whole vehicle.

[0056] Advantages of additional aspects of the present invention will be given in part in the following description, and in part will become obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0057] The accompanying drawings in the specification, which constitute a part of the present invention, are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute improper limitations on the present invention.

[0058] Figure 1 A schematic flow chart of a torque decision control method for hybrid power provided in Embodiment 1 of the present invention;

[0059] Figure 2 A principle block diagram of a torque decision control method for hybrid power provided in Embodiment 1 of the present invention;

[0060] Figure 3 A schematic diagram of trigger time decision provided in Example 1 of the present invention;

[0061] Figure 4 A schematic diagram of a torque decision control system for hybrid provided in Embodiment 2 of the present invention;

[0062] Figure 5 A schematic flow chart of a torque decision control method for hybrid power provided in Embodiment 3 of the present invention;

[0063] Figure 6 A schematic diagram of the principle of a torque decision control method for hybrid provided in Embodiment 3 of the present invention;

[0064] Figure 7 A schematic diagram of a torque decision control system for hybrid provided in Example 4 of the present invention. DETAILED DESCRIPTION

[0065] The present invention will be further described below in conjunction with the accompanying drawings and embodiments.

[0066] It should be noted that the following detailed descriptions are exemplary and are intended to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used herein have the same meanings as those commonly understood by those skilled in the art to which the present invention belongs.

[0067] In the absence of conflict, the embodiments of the present invention and the features of the embodiments may be combined with each other.

[0068] Embodiment 1:

[0069] As described in the background technology, when the vehicle is in the process of coasting or braking and there is no power demand, the engine will enter the reverse drag state, which will cause the diesel engine aftertreatment temperature to decrease, thereby affecting the aftertreatment performance, and having a great impact on the engine tail exhaust and regeneration efficiency, resulting in NOx (i.e. nitrogen oxides) exceeding the standard or regeneration cannot be completed. In view of this, this implementation method proposes a torque decision control method for hybrid, which utilizes the characteristics of the hybrid system, and when the engine throttle is 0, increases the engine torque to generate electricity, thereby ensuring the aftertreatment temperature, preventing NOx emissions from exceeding the standard, and improving the regeneration efficiency.

[0070] The following is a brief introduction to the technical terms and related concepts involved in this solution, including:

[0071] Hybrid system: refers to a powertrain that uses both fuel-driven and electric-driven modes;

[0072] PF system: Particulate filter (PF) refers to a device installed in the exhaust system of a diesel vehicle to reduce the particulate matter (PM) in the exhaust by filtering. It mainly includes diesel particulate filter (DPF) and gasoline particulate filter (GPF). This implementation method takes DPF as an example.

[0073] Regeneration: By injecting fuel into the engine cylinder or into the exhaust pipe, the fuel burns in the DOC to provide the high temperature required by the PF, thereby reducing the particulate matter in the PF;

[0074] SOC: State of charge, which is the ratio of the remaining capacity of a battery after it has been used for a period of time or has been left unused for a long time to its capacity in a fully charged state, usually expressed as a percentage;

[0075] Aftertreatment system: A system placed after the engine that reduces the pollutant content in the engine exhaust through physical or chemical reactions.

[0076] The torque decision control method for hybrid is as follows: Figure 1 As shown, taking a diesel engine as an example, a diesel particulate filter DPF is used, which includes the following processes:

[0077] S1.1: When the vehicle throttle is zero, perform mode judgment;

[0078] S1.2: When the engine is in Normal mode, the coasting power generation time is determined based on the battery SOC value and ammonia storage value. , according to the time correction factor Corrected the sliding power generation time to get the power generation trigger time , power generation torque is determined based on NOx emissions ;

[0079] S1.3: When the engine is in heating mode, the coasting power generation time is determined based on the battery SOC value and SCR temperature. , according to the time correction factor Corrected the sliding power generation time to get the power generation trigger time , the power generation torque is determined according to the SCR temperature ;

[0080] S1.4: When the engine is in regeneration mode, the coasting power generation time is determined based on the battery SOC value and DPF temperature. , according to the time correction factor Corrected the sliding power generation time to get the power generation trigger time , power generation torque is determined according to carbon load .

[0081] Figure 1 The torque decision control method for hybrid can be refined as follows: Figure 2 The principle block diagram shown (for each mode, the power generation trigger time is first determined, and then the power generation torque is further determined) is used to more clearly and intuitively demonstrate the technical solution of Example 1.

[0082] against Figure 1 The scheme shown here has a sliding power generation time That is the standard mode coasting power generation time, time correction coefficient is the standard mode time correction coefficient, That is the trigger time of the standard mode power generation. The power generation torque is the standard mode power generation torque; the coasting power generation time That is, the sliding power generation time in heating mode, the time correction coefficient is the heating mode time correction coefficient, That is the heating mode power generation trigger time, The power generation torque is the power generation torque in heating mode; the sliding power generation time That is, the glide time of regeneration mode, the time correction coefficient is the regeneration mode time correction coefficient, That is the regeneration mode power generation trigger time, The power generation torque is the regeneration mode power generation torque.

[0083] In this implementation, the definitions of the above three modes need to be clarified:

[0084] Normal mode is the most commonly used driving mode for hybrid vehicles. In this mode, the engine and electric motor of the hybrid vehicle will work together according to preset parameters to provide the best driving experience and fuel economy.

[0085] The heating mode is usually used for preheating and heating of hybrid vehicles in cold environments. The heating mode is suitable for preheating and heating of vehicles in cold weather, which can increase the temperature inside the vehicle and provide a comfortable riding environment for the driver and passengers;

[0086] Regenerative mode is an energy recovery mode unique to hybrid vehicles. During vehicle braking or deceleration, the electric motor can be transformed into a generator, converting the vehicle's kinetic energy into electrical energy and storing it in the battery. This process is regenerative braking, which helps extend the battery's range and reduce energy consumption.

[0087] In S1.2 of this implementation, the coasting power generation time T1 is determined based on the battery SOC value and the ammonia storage value. The smaller the SOC value, the longer the coasting power generation time. The longer the SOC value, the higher the coasting power generation time The shorter (i.e., the SOC value and the coasting power generation time negative correlation); when the ammonia storage value is high, the emission risk is low and the coasting power generation time T1 is short; when the ammonia storage value is low, the emission risk is high and the coasting power generation time T1 is short. long (i.e., the ammonia storage value is negatively correlated with the coasting power generation time T1).

[0088] It is understandable that both the SOC value and the ammonia storage value are related to the coasting power generation time. Negative correlation, the correlation relationship here can be obtained based on a limited number of experiments or big data analysis fitting methods, for example, the least squares method, linear regression, polynomial regression and other fitting algorithms can be used to fit the corresponding correlation relationship, which will not be repeated here.

[0089] For example, the following formula can be used:

[0090] (1);

[0091] in, , and are proportional coefficients, is the economic constant, A represents the SOC value, and B represents the ammonia storage value.

[0092] The above formula is only based on the example of a specific hybrid vehicle. There may be differences according to the specific parameters of different vehicles. Therefore, no specific limitation is made. However, the SOC value and ammonia storage value are both related to the coasting power generation time. The negative correlation relationship is certain, and the effective coasting power generation time can be determined based on this relationship.

[0093] In S1.3 of this implementation, when the engine is in heating mode, the coasting power generation time is determined based on the battery SOC value and SCR temperature. The smaller the SOC value, the longer the glide time. The longer the SOC value, the higher the coasting power generation time The shorter the SOC value is, the negatively correlated with the coasting power generation time. When the SCR temperature is high, the emission risk is low and the coasting power generation time is short. Short, when the SCR temperature is low, the emission risk is high and the coasting power generation time is Long (i.e. SCR temperature and coasting power generation time negative correlation).

[0094] It is understandable that both the SOC value and the SCR temperature are related to the coasting power generation time. Negative correlation. Similarly, the correlation here can be obtained based on a limited number of experiments or big data analysis fitting. For example, the least squares method, linear regression, polynomial regression and other fitting algorithms can be used to fit the corresponding correlation, which will not be repeated here.

[0095] For example, we can replace B in formula (1) with the SCR temperature to obtain the SOC value and SCR temperature together with the coasting power generation time: Similarly, the above formula is only based on the example of a specific hybrid vehicle. There may be differences according to the specific parameters of different vehicles. Therefore, no specific limitation is made, but the SOC value and SCR temperature are both related to the coasting power generation time. The negative correlation relationship is certain, and the effective coasting power generation time can be determined based on this relationship.

[0096] In S1.4 of this implementation, when the engine is in regeneration mode, the coasting power generation time is determined based on the battery SOC value and DPF temperature. The smaller the SOC value, the longer the glide time. The longer the SOC value, the higher the coasting power generation time The shorter (i.e., the SOC value and the coasting power generation time negative correlation); when the DPF temperature is high, the regeneration efficiency is high and the coasting power generation time is When the DPF temperature is low, the regeneration efficiency is low and the coasting power generation time is short. Long (DPF temperature and coasting power generation time negative correlation).

[0097] It is understandable that the SOC value and DPF temperature are both related to the coasting power generation time. Negative correlation. Similarly, the correlation here can be obtained based on a limited number of experiments or big data analysis fitting. For example, the least squares method, linear regression, polynomial regression and other fitting algorithms can be used to fit the corresponding correlation, which will not be repeated here.

[0098] For example, we can replace B in formula (1) with the DPF temperature to obtain the SOC value and the DPF temperature together with the coasting power generation time: Similarly, the above formula is only based on the example of a specific hybrid vehicle. There may be differences according to the specific parameters of different vehicles. Therefore, there is no specific limitation, but the SOC value and DPF temperature are both related to the coasting power generation time. The negative correlation relationship is certain, and the effective coasting power generation time can be determined based on this relationship.

[0099] In this implementation, preferably, the standard mode power generation trigger time The sliding power generation time and time correction factor The product of:

[0100] (2);

[0101] In this implementation, preferably, the heating mode power generation trigger time The sliding power generation time and time correction factor The product of:

[0102] (3);

[0103] In this implementation, preferably, the regeneration mode power generation trigger time The sliding power generation time and time correction factor The product of:

[0104] (4).

[0105] Time correction factor for standard mode , time correction factor for heating mode and the time correction factor for regeneration mode , are determined based on the statistical value of the average coasting duration in the driving cycle of the set period. In this implementation, preferably, the longer the average coasting duration of the most recent driving cycle is, the more correction is needed to make the coasting time shorter, and the shorter the average coasting duration of the most recent driving cycle is, the more correction is needed to make the coasting time longer.

[0106] Figure 1 The torque decision control method for hybrid can be shown by Figure 3 The trigger time decision diagram shown is presented in more detail.

[0107] See also Figure 3 For Normal mode, the SOC value, ammonia storage value and coasting power generation time are pre-built based on dual coordinates. Three-dimensional relationship diagram; for heating mode, pre-build SOC value-SCR temperature-coasting power generation time based on dual coordinates Three-dimensional relationship diagram; for regeneration mode, pre-build SOC value-DPF temperature-coasting power generation time based on dual coordinates 3D relationship diagram. At the same time, the average sliding time statistics and power generation time correction coefficients are pre-built (respectively, the time correction coefficients in Normal mode , time correction factor in heating mode and time correction factor in regeneration mode 3) Two-dimensional relationship diagram.

[0108] Still see Figure 3 In actual application, when the engine mode is Normal mode, the coasting power generation time is determined based on the corresponding three-dimensional relationship diagram constructed in advance. , as the coasting power generation time to be put into subsequent calculations; when the engine mode is the heating mode, the coasting power generation time is determined based on the corresponding three-dimensional relationship diagram constructed in advance , as the coasting power generation time to be put into subsequent calculations; when the engine mode is the regeneration mode, the coasting power generation time is determined based on the corresponding three-dimensional relationship diagram constructed in advance , as the coasting power generation time to be put into subsequent calculations. At the same time, the power generation duration correction coefficient to be put into subsequent calculations is determined based on the corresponding two-dimensional relationship diagram constructed in advance. The specific operation is: multiplying the coasting power generation time by the power generation duration correction coefficient to obtain the final power generation trigger time.

[0109] In this implementation, the statistical value of the average coasting duration in the most recent driving cycle is negatively correlated with the time correction coefficient. For example, a fitting algorithm such as least squares method, linear regression, polynomial regression, etc. can be used to fit the corresponding correlation, which will not be described in detail here.

[0110] For example, the relationship could be:

[0111] (5);

[0112] in, is the statistical value of the average coasting time in the most recent driving cycle, and is a constant, is the time correction factor, where Refers to , or .

[0113] Similarly, the above formula is only based on the example of a specific hybrid vehicle, and there may be differences according to the specific parameters of different vehicles. Therefore, no specific limitation is made, but it is certain that the statistical value of the average coasting time in the recent driving cycle is negatively correlated with the time correction coefficient. According to this relationship, the determination of the effective time correction coefficient can be achieved. It should be pointed out that when the coasting time is short, the coasting time needs to be increased to prevent the engine from clearing torque and then increasing torque as much as possible, and to keep the engine torque as stable as possible; if the coasting time is too long, the engine will generate electricity for a long time, which is not conducive to economy. Therefore, the coasting time should be balanced and controlled.

[0114] In this implementation, preferably, when the engine is in Normal mode and NOx emissions are greater than a first emission threshold, the power generation torque is selected when the NOx emissions are lower than the second emission threshold (that is, when the emissions are higher, the point with lower NOx emissions is selected as the power generation torque), wherein the second emission threshold is less than the first emission threshold.

[0115] In this implementation, preferably, when the engine is in heating mode and the SCR temperature is lower than the first temperature threshold, the power generation torque when the SCR temperature is greater than the second temperature threshold is selected (i.e., when the SCR temperature is low, the power generation torque when the SCR temperature is higher is selected).

[0116] In this implementation, preferably, when the engine is in regeneration mode, when the carbon load is greater than the carbon load threshold, the power generation torque is selected when the regeneration efficiency is greater than the set threshold; when the carbon load is less than or equal to the carbon load threshold, the power generation torque is selected when the fuel consumption is optimal.

[0117] It is understandable that in some other implementations, the above-mentioned positive correlation and negative correlation can also obtain corresponding values ​​by looking up tables. For example, for each vehicle model, certain database or data table settings are performed before leaving the factory (based on multiple tests under different conditions, a database or database table of corresponding relationships between different variables is constructed), and the above-mentioned corresponding vehicle parameters collected in real time are looked up in the table or library, and the corresponding values ​​are obtained according to the results of the table or library lookup.

[0118] Embodiment 2:

[0119] like Figure 4 As shown, this implementation provides a torque decision control system for hybrid, including:

[0120] The mode judgment unit is configured to: perform mode judgment when the throttle of the vehicle is zero;

[0121] The standard mode control unit is configured to: when the engine is in Normal mode, determine the coasting power generation time based on the battery SOC value and ammonia storage value , according to the time correction factor Corrected the sliding power generation time to get the power generation trigger time , power generation torque is determined based on NOx emissions ;

[0122] The heating mode control unit is configured to: when the engine is in the heating mode, determine the coasting power generation time according to the battery SOC value and the SCR temperature , according to the time correction factor Corrected the sliding power generation time to get the power generation trigger time , the power generation torque is determined according to the SCR temperature ;

[0123] The regeneration mode control unit is configured to: when the engine is in the regeneration mode, determine the coasting power generation time according to the battery SOC value and the PF temperature , according to the time correction factor Corrected the glide power generation time to get the power generation trigger time , power generation torque is determined according to carbon load .

[0124] The specific working process of each of the above units is described in Example 1 and will not be repeated here.

[0125] It is understandable that the above-mentioned units can be separately or completely combined into one or several other units to constitute, or one (some) of the units can be further divided into multiple smaller units in function to constitute, which can achieve the same operation without affecting the realization of the technical effects of the embodiments of the present application. The above-mentioned units are divided based on logical functions. In practical applications, the functions of one unit can also be implemented by multiple units, or the functions of multiple units can be implemented by one unit. In other embodiments of the present application, the system may also include other units. In practical applications, these functions can also be implemented with the assistance of other units, and can be implemented by the collaboration of multiple units.

[0126] According to another embodiment of the present application, the system described in this embodiment can be constructed, and the method of Example 1 of the present application can be implemented by running a computer program (including program code) capable of executing the steps involved in the corresponding method described in Example 1 on a general-purpose computing device such as a computer, which includes processing elements and storage elements such as a central processing unit (CPU), random access memory (RAM), and read-only memory (ROM). The computer program can be recorded on, for example, a computer-readable recording medium, and loaded into the above-mentioned computing device through the computer-readable recording medium and run therein.

[0127] Embodiment 3:

[0128] When the hybrid system uses natural gas, hydrogen fuel, or methanol engines (engines using gas fuel have the problem of slow transient response, and the engine transient process should be reduced as much as possible. Long-term reverse towing will also cause increased oil consumption, oil emulsification, reduced exhaust temperature, and reduced post-processing efficiency), the vehicle controller makes function enable judgments based on the engine water temperature and the temperature after the intercooler. When the temperature is too high, the function is not enabled (the correction coefficient is zero). When the temperature is within a certain threshold, the power generation torque and power generation time are corrected based on the engine temperature and the temperature after the intercooler (too high temperature will cause knocking, requiring reverse towing, or reducing the power generation time and power generation torque to cool down).

[0129] like Figure 5 As shown, the present implementation provides a torque decision control method for hybrid, which is used for a gas fuel engine hybrid system, including the following process:

[0130] S3.1: When the vehicle throttle is zero, the decision-making process begins;

[0131] S3.2: Determine a first coasting power generation time and a first power generation torque according to the battery SOC value and the post-processing temperature;

[0132] S3.3: Determine the second coasting power generation time and the second power generation torque according to the battery SOC value and the time since the last oil change;

[0133] S3.4: taking the maximum value of the first coasting power generation time and the second coasting power generation time as the final coasting power generation time, and taking the maximum value of the first power generation torque and the second power generation torque as the coasting power generation torque;

[0134] S3.5: Determine a first correction coefficient based on the engine water temperature and the temperature after the intercooler, determine a second correction coefficient based on the statistical value of the average coasting duration in the driving cycle of the set period, and take the minimum value of the first correction coefficient and the second correction coefficient as the final correction coefficient;

[0135] S3.6: The product of the final correction coefficient and the final coasting power generation time is taken as the power generation trigger time, and the product of the final correction coefficient and the coasting power generation torque is taken as the final power generation torque, so that the engine performs untwisted power generation according to the power generation trigger time and the final power generation torque.

[0136] Figure 5 The torque decision control method for hybrid can be shown by Figure 6 The principle block diagram shown is presented in more detail.

[0137] See also Figure 6, pre-construct a three-dimensional relationship diagram of SOC value-post-processing temperature-first coasting power generation time / first power generation torque based on the dual coordinates; pre-construct a three-dimensional relationship diagram of SOC value-time from the last oil change (i.e., the last oil change cycle)-second coasting power generation time / second power generation torque based on the dual coordinates; pre-construct a three-dimensional relationship diagram of engine water temperature-intercooler rear temperature-first correction coefficient based on the dual coordinates; pre-construct a two-dimensional relationship diagram of average coasting time statistics-second correction coefficient based on the dual coordinates.

[0138] Still see Figure 6 In actual application, the first coasting power generation time, the first power generation torque, the second coasting power generation time, the second power generation torque, the first correction coefficient and the second correction coefficient are obtained by using the pre-constructed three-dimensional relationship diagrams and two-dimensional relationship diagrams; the first coasting power generation time and the second coasting power generation time are calculated to be larger to obtain the final coasting power generation time, and the first power generation torque and the second power generation torque are calculated to be larger to obtain the final coasting power generation torque. The minimum value of the first correction coefficient and the second correction coefficient is the final correction coefficient. The product of the final correction coefficient and the final coasting power generation time is the power generation trigger time, and the product of the final correction coefficient and the coasting power generation torque is the final power generation torque, so that the engine performs untwisted power generation according to the power generation trigger time and the final power generation torque.

[0139] In the present implementation, preferably, the battery SOC value is negatively correlated with the first glide power generation time, and the post-processing temperature is positively correlated with the first glide power generation time; the correlation of the first glide power generation time here can be obtained according to a limited number of experiments or big data analysis fitting, for example, the least squares method, linear regression, polynomial regression and other fitting algorithms can be used to fit the corresponding correlation, which will not be repeated here.

[0140] The battery SOC value is negatively correlated with the second coasting time, and the time from the last oil change is positively correlated with the second coasting time. Similarly, the correlation of the first coasting time here can be obtained based on a limited number of experiments or big data analysis fitting. For example, the least squares method, linear regression, polynomial regression and other fitting algorithms can be used to fit the corresponding correlation, which will not be repeated here.

[0141] The battery SOC value is negatively correlated with the first power generation torque, and the post-processing temperature is positively correlated with the first power generation torque. Similarly, the correlation of the first power generation torque here can be obtained based on a limited number of experiments or big data analysis fitting. For example, the least squares method, linear regression, polynomial regression and other fitting algorithms can be used to fit and obtain the corresponding correlation, which will not be repeated here.

[0142] The battery SOC value is negatively correlated with the second power generation torque, and the post-processing temperature is positively correlated with the second power generation torque. Similarly, the correlation of the second power generation torque here can be obtained based on a limited number of experiments or big data analysis fitting. For example, the least squares method, linear regression, polynomial regression and other fitting algorithms can be used to fit and obtain the corresponding correlation, which will not be repeated here.

[0143] It can be understood that in some other implementations, the first coasting power generation time, the second coasting power generation time, the first power generation torque and the second power generation torque can also be obtained by table lookup. For example, for each vehicle model, a certain database or data table is set before leaving the factory, and a table or library is looked up according to the above-mentioned corresponding vehicle parameters collected in real time, and the corresponding values ​​are obtained according to the results of the table or library lookup.

[0144] Similarly, for the first correction coefficient, the correlation of the first correction coefficient here can be obtained based on a limited number of experiments or big data analysis fitting (the variables are the engine water temperature and the temperature after intercooler). For example, the least squares method, linear regression, polynomial regression and other fitting algorithms can be used to fit and obtain the corresponding correlation, which will not be repeated here.

[0145] In the present implementation, preferably, the longer the average coasting time of the most recent driving cycle is, the more correction is needed to make the coasting time shorter, and the shorter the average coasting time of the most recent driving cycle is, the more correction is needed to make the coasting time longer, that is, the statistical value of the average coasting time in the most recent driving cycle is negatively correlated with the second correction coefficient. Similarly, the correlation of the second correction coefficient here can be obtained by a limited number of tests or big data analysis fitting. For example, the least squares method, linear regression, polynomial regression and other fitting algorithms can be used to fit the corresponding correlation, which will not be repeated here.

[0146] Embodiment 4:

[0147] like Figure 7 As shown, this implementation provides a torque decision control system for hybrid, including:

[0148] The decision-making judgment unit is configured to: enter the decision-making judgment process when the throttle of the vehicle is zero;

[0149] The first decision unit is configured to: determine a first coasting power generation time and a first power generation torque according to a battery SOC value and a post-processing temperature;

[0150] The second decision unit is configured to: determine a second coasting power generation time and a second power generation torque according to the battery SOC value and the time from the last oil change;

[0151] A comparison unit is configured to: take the maximum value of the first coasting power generation time and the second coasting power generation time as the final coasting power generation time, and take the maximum value of the first power generation torque and the second power generation torque as the coasting power generation torque;

[0152] The correction unit is configured to: determine a first correction coefficient according to the engine water temperature and the temperature after the intercooler, determine a second correction coefficient based on the statistical value of the average coasting time in the driving cycle of the set period, and use the minimum value of the first correction coefficient and the second correction coefficient as the final correction coefficient;

[0153] The decision confirmation unit is configured to: use the product of the final correction coefficient and the final coasting power generation time as the power generation trigger time, and use the product of the final correction coefficient and the coasting power generation torque as the final power generation torque, so that the engine performs untwisted power generation according to the power generation trigger time and the final power generation torque.

[0154] The specific working process of each of the above units is described in Example 1 and will not be repeated here.

[0155] Embodiment 5:

[0156] This implementation provides a computer-readable storage medium, which is a memory device in an electronic device for storing programs and data. It is understandable that the computer-readable storage medium here can include both built-in storage media in the electronic device and, of course, extended storage media supported by the electronic device. The computer-readable storage medium provides a storage space that stores the processing system of the electronic device.

[0157] In addition, the storage space also stores one or more instructions suitable for being loaded and executed by the processor, and these instructions may be one or more computer programs (including program codes). It should be noted that the computer-readable storage medium here may be a high-speed RAM memory, or a non-volatile memory, such as at least one disk memory; optionally, it may also be at least one computer-readable storage medium located away from the aforementioned processor.

[0158] In one embodiment, the computer-readable storage medium stores one or more instructions; the processor loads and executes the one or more instructions stored in the computer-readable storage medium to implement the following process:

[0159] When the vehicle's throttle is zero, perform mode judgment;

[0160] When the engine is in Normal mode, the coasting power generation time is determined according to the battery SOC value and the ammonia storage value, the coasting power generation time is corrected according to the correction coefficient to obtain the power generation trigger time, and the power generation torque is determined according to the NOx emission;

[0161] When the engine is in heating mode, the coasting power generation time is determined according to the battery SOC value and the SCR temperature, the coasting power generation time is corrected according to the correction coefficient to obtain the power generation trigger time, and the power generation torque is determined according to the SCR temperature;

[0162] When the engine is in regeneration mode, the coasting power generation time is determined according to the battery SOC value and the PF temperature, the coasting power generation time is corrected according to the correction coefficient to obtain the power generation trigger time, and the power generation torque is determined according to the carbon load. The specific working process is described in Example 1 and will not be repeated here;

[0163] Alternatively, implement the following process:

[0164] When the vehicle's throttle is zero, it enters the decision-making process;

[0165] Determine a first coasting power generation time and a first power generation torque according to a battery SOC value and a post-processing temperature;

[0166] The second coasting power generation time and the second power generation torque are determined according to the battery SOC value and the time from the last oil change;

[0167] The maximum value between the first coasting power generation time and the second coasting power generation time is taken as the final coasting power generation time, and the maximum value between the first power generation torque and the second power generation torque is taken as the coasting power generation torque;

[0168] Determine a first correction coefficient according to the engine water temperature and the temperature after the intercooler, determine a second correction coefficient based on the statistical value of the average coasting time in the driving cycle of the set period, and take the minimum value of the first correction coefficient and the second correction coefficient as the final correction coefficient;

[0169] The product of the final correction coefficient and the final coasting power generation time is used as the power generation trigger time, and the product of the final correction coefficient and the coasting power generation torque is used as the final power generation torque, so that the engine performs untwisted power generation according to the power generation trigger time and the final power generation torque.

[0170] Embodiment 6:

[0171] The present implementation provides a computer program product or a computer program, which includes computer instructions stored in a computer-readable storage medium. A processor of an electronic device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the electronic device performs the following process:

[0172] When the vehicle's throttle is zero, perform mode judgment;

[0173] When the engine is in Normal mode, the coasting power generation time is determined based on the battery SOC value and the ammonia storage value, the coasting power generation time is corrected according to the correction coefficient to obtain the power generation trigger time, and the power generation torque is determined based on the NOx emissions;

[0174] When the engine is in heating mode, the coasting power generation time is determined according to the battery SOC value and the SCR temperature, the coasting power generation time is corrected according to the correction coefficient to obtain the power generation trigger time, and the power generation torque is determined according to the SCR temperature;

[0175] When the engine is in regeneration mode, the coasting power generation time is determined according to the battery SOC value and the PF temperature, the coasting power generation time is corrected according to the correction coefficient to obtain the power generation trigger time, and the power generation torque is determined according to the carbon load. The specific working process is described in Example 1 and will not be repeated here.

[0176] Alternatively, perform the following procedure:

[0177] When the vehicle's throttle is zero, it enters the decision-making process;

[0178] Determine a first coasting power generation time and a first power generation torque according to a battery SOC value and a post-processing temperature;

[0179] The second coasting power generation time and the second power generation torque are determined according to the battery SOC value and the time from the last oil change;

[0180] The maximum value between the first coasting power generation time and the second coasting power generation time is taken as the final coasting power generation time, and the maximum value between the first power generation torque and the second power generation torque is taken as the coasting power generation torque;

[0181] Determine a first correction coefficient according to the engine water temperature and the temperature after the intercooler, determine a second correction coefficient based on the statistical value of the average coasting time in the driving cycle of the set period, and take the minimum value of the first correction coefficient and the second correction coefficient as the final correction coefficient;

[0182] The product of the final correction coefficient and the final coasting power generation time is used as the power generation trigger time, and the product of the final correction coefficient and the coasting power generation torque is used as the final power generation torque, so that the engine performs untwisted power generation according to the power generation trigger time and the final power generation torque.

[0183] A person skilled in the art can appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed in this application can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. A person skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0184] In the above embodiments, it can be implemented in whole or in part by software, hardware, firmware or any combination thereof. When implemented using software, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When loading and executing computer program instructions on a computer, the process or function according to the embodiment of the present application is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The computer instructions can be stored in a computer-readable storage medium or transmitted through a computer-readable storage medium. The computer instructions can be transmitted from a website site, a computer, a server or a data center to another website site, a computer, a server or a data center by wired (for example, coaxial cable, optical fiber, digital line (DSL, Digital Subscriber Line)) or wireless (for example, infrared, wireless, microwave, etc.). The computer-readable storage medium can be any available medium that a computer can access or a data processing device such as a server, a data center, etc. that includes one or more available media integrated. Available media may be magnetic media (eg, floppy disks, hard disks, magnetic tapes), optical media (eg, digital versatile discs (DVD)), or semiconductor media (eg, solid state drives (SSD)).

[0185] Embodiment 7:

[0186] This implementation provides a hybrid vehicle, including: a controller and a computer-readable storage medium;

[0187] a controller adapted to execute a computer program;

[0188] A computer-readable storage medium, wherein a computer program is stored in the computer-readable storage medium, and when the computer program is executed by the controller, the following process is implemented:

[0189] When the vehicle's throttle is zero, perform mode judgment;

[0190] When the engine is in Normal mode, the coasting power generation time is determined according to the battery SOC value and the ammonia storage value, the coasting power generation time is corrected according to the correction coefficient to obtain the power generation trigger time, and the power generation torque is determined according to the NOx emission;

[0191] When the engine is in heating mode, the coasting power generation time is determined according to the battery SOC value and the SCR temperature, the coasting power generation time is corrected according to the correction coefficient to obtain the power generation trigger time, and the power generation torque is determined according to the SCR temperature;

[0192] When the engine is in regeneration mode, the coasting power generation time is determined according to the battery SOC value and the PF temperature, the coasting power generation time is corrected according to the correction coefficient to obtain the power generation trigger time, and the power generation torque is determined according to the carbon load. The specific working process is described in Example 1 and will not be repeated here.

[0193] Alternatively, implement the following process:

[0194] When the vehicle's throttle is zero, it enters the decision-making process;

[0195] Determine a first coasting power generation time and a first power generation torque according to a battery SOC value and a post-processing temperature;

[0196] The second coasting power generation time and the second power generation torque are determined according to the battery SOC value and the time from the last oil change;

[0197] The maximum value between the first coasting power generation time and the second coasting power generation time is taken as the final coasting power generation time, and the maximum value between the first power generation torque and the second power generation torque is taken as the coasting power generation torque;

[0198] Determine a first correction coefficient according to the engine water temperature and the temperature after the intercooler, determine a second correction coefficient based on the statistical value of the average coasting time in the driving cycle of the set period, and take the minimum value of the first correction coefficient and the second correction coefficient as the final correction coefficient;

[0199] The product of the final correction coefficient and the final coasting power generation time is used as the power generation trigger time, and the product of the final correction coefficient and the coasting power generation torque is used as the final power generation torque, so that the engine performs untwisted power generation according to the power generation trigger time and the final power generation torque.

[0200] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A torque decision control method for hybrid, characterized in that: The process includes: When the vehicle's throttle is zero, perform mode judgment; When the engine is in standard mode, the standard mode coasting power generation time is determined according to the battery state of charge value and the ammonia storage value, the standard mode coasting power generation time is corrected according to the standard mode time correction coefficient to obtain the standard mode power generation trigger time, and the standard mode power generation torque is determined according to the nitrogen oxide emission; When the engine is in the heating mode, the heating mode coasting power generation time is determined according to the battery state of charge value and the temperature of the selective catalytic reduction system, the heating mode coasting power generation time is corrected according to the heating mode time correction coefficient to obtain the heating mode power generation trigger time, and the heating mode power generation torque is determined according to the temperature of the selective catalytic reduction system; When the engine is in regeneration mode, the regeneration mode coasting power generation time is determined according to the battery state of charge and the temperature of the particulate filter. The regeneration mode coasting power generation time is corrected according to the regeneration mode time correction coefficient to obtain the regeneration mode power generation trigger time. The regeneration mode power generation torque is determined according to the carbon load.

2. The torque decision control method for hybrid according to claim 1, characterized in that: When the engine is in the standard mode, the battery state of charge value is negatively correlated with the standard mode coasting power generation time, and the ammonia storage value is negatively correlated with the standard mode coasting power generation time. The standard mode coasting power generation time is determined according to a fitting curve of the standard mode coasting power generation time, the battery state of charge value, and the ammonia storage value, or the standard mode coasting power generation time is determined according to a pre-set database or data table; When the engine is in the heating mode, the battery state of charge value is negatively correlated with the heating mode coasting power generation time, the temperature of the selective catalytic reduction system is negatively correlated with the heating mode coasting power generation time, and the heating mode coasting power generation time is determined according to a fitting curve of the heating mode coasting power generation time, the battery state of charge value, and the temperature of the selective catalytic reduction system, or the heating mode coasting power generation time is determined according to a preset database or data table; When the engine is in regeneration mode, the battery state of charge value is negatively correlated with the regeneration mode coasting power generation time, and the temperature of the particulate trap is negatively correlated with the regeneration mode coasting power generation time. The regeneration mode coasting power generation time is determined based on a fitting curve of the regeneration mode coasting power generation time, the battery state of charge value and the temperature of the particulate trap, or the regeneration mode coasting power generation time is determined based on a preset database or data table.

3. The torque decision control method for hybrid according to claim 1 or 2, characterized in that: When the engine is in the standard mode and the nitrogen oxide emission is greater than a first emission threshold, the power generation torque is selected when the nitrogen oxide emission is lower than a second emission threshold, wherein the second emission threshold is less than the first emission threshold.

4. The torque decision control method for hybrid according to claim 1 or 2, characterized in that: When the engine is in the heating mode and the temperature of the selective catalytic reduction system is lower than a first temperature threshold, the power generation torque is selected when the temperature of the selective catalytic reduction system is greater than a second temperature threshold.

5. The torque decision control method for hybrid according to claim 1 or 2, characterized in that: When the engine is in regeneration mode, when the carbon load is greater than the carbon load threshold, the power generation torque is selected when the regeneration efficiency is greater than the set threshold; when the carbon load is less than or equal to the carbon load threshold, the power generation torque is selected when the fuel consumption is optimal.

6. The torque decision control method for hybrid according to claim 1 or 2, characterized in that: The standard mode time correction factor, the heating mode time correction factor and the regeneration mode time correction factor are all determined based on the statistical value of the average coasting time in the driving cycle of the set period; The standard mode power generation triggering time is the product of the standard mode coasting power generation time and the standard mode time correction coefficient; The heating mode power generation triggering time is the product of the heating mode coasting power generation time and the heating mode time correction coefficient; The regeneration mode power generation triggering time is the product of the regeneration mode coasting power generation time and the regeneration mode time correction coefficient.

7. A torque decision control system for hybrid, characterized in that: include: The mode judgment unit is configured to: perform mode judgment when the throttle of the vehicle is zero; The standard mode control unit is configured to: when the engine is in the standard mode, determine the coasting power generation time according to the battery state of charge value and the ammonia storage value, correct the coasting power generation time according to the time correction coefficient to obtain the power generation trigger time, and determine the power generation torque according to the nitrogen oxide emission; A heating mode control unit is configured to: when the engine is in the heating mode, determine the coasting power generation time according to the battery state of charge value and the temperature of the selective catalytic reduction system, correct the coasting power generation time according to the time correction coefficient to obtain the power generation trigger time, and determine the power generation torque according to the temperature of the selective catalytic reduction system; The regeneration mode control unit is configured to: when the engine is in the regeneration mode, determine the coasting power generation time according to the battery state of charge value and the temperature of the particulate filter, correct the coasting power generation time according to the time correction coefficient to obtain the power generation trigger time, and determine the power generation torque according to the carbon load.

8. A torque decision control method for hybrid, characterized in that: The process includes: When the vehicle's throttle is zero, it enters the decision-making process; Determine a first coasting power generation time and a first power generation torque according to a battery state of charge value and a post-processing temperature; Determine the second coasting power generation time and the second power generation torque according to the battery state of charge value and the time from the last oil change; The maximum value between the first coasting power generation time and the second coasting power generation time is taken as the final coasting power generation time, and the maximum value between the first power generation torque and the second power generation torque is taken as the coasting power generation torque; Determine a first correction coefficient according to the engine water temperature and the temperature after the intercooler, determine a second correction coefficient based on the statistical value of the average coasting time in the driving cycle of the set period, and take the minimum value of the first correction coefficient and the second correction coefficient as the final correction coefficient; The product of the final correction coefficient and the final coasting power generation time is used as the power generation trigger time, and the product of the final correction coefficient and the coasting power generation torque is used as the final power generation torque, so that the engine performs untwisted power generation according to the power generation trigger time and the final power generation torque.

9. The torque decision control method for hybrid according to claim 8, characterized in that: The battery state of charge value is negatively correlated with the first coasting power generation time, and the post-processing temperature is positively correlated with the first coasting power generation time; the battery state of charge value is negatively correlated with the second coasting power generation time, and the time from the last oil change is positively correlated with the second coasting time; The battery state of charge value is negatively correlated with the first power generation torque, and the post-processing temperature is positively correlated with the first power generation torque; the battery state of charge value is negatively correlated with the second power generation torque, and the post-processing temperature is positively correlated with the second power generation torque.

10. A torque decision control system for hybrid, characterized in that: The process includes: The decision-making judgment unit is configured to: enter the decision-making judgment process when the throttle of the vehicle is zero; A first decision unit is configured to: determine a first coasting power generation time and a first power generation torque according to a battery state of charge value and a post-processing temperature; The second decision unit is configured to: determine a second coasting power generation time and a second power generation torque according to the battery state of charge value and the time from the last oil change; A comparison unit is configured to: take the maximum value of the first coasting power generation time and the second coasting power generation time as the final coasting power generation time, and take the maximum value of the first power generation torque and the second power generation torque as the coasting power generation torque; The correction unit is configured to: determine a first correction coefficient according to the engine water temperature and the temperature after the intercooler, determine a second correction coefficient based on the statistical value of the average coasting time in the driving cycle of the set period, and use the minimum value of the first correction coefficient and the second correction coefficient as the final correction coefficient; The decision confirmation unit is configured to: use the product of the final correction coefficient and the final coasting power generation time as the power generation trigger time, and use the product of the final correction coefficient and the coasting power generation torque as the final power generation torque, so that the engine performs untwisted power generation according to the power generation trigger time and the final power generation torque.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, which is suitable for being loaded by a processor and executing the torque decision control method for hybrid as described in any one of claims 1-6; or, executing the torque decision control method for hybrid as described in any one of claims 8-9.

12. A computer program product, characterized in that The computer program product includes a computer program, and when the computer program is executed by a processor, it implements the torque decision control method for hybrid according to any one of claims 1 to 6; or implements the torque decision control method for hybrid according to any one of claims 8 to 9.

13. A hybrid vehicle, characterized in that: include: a controller and a computer readable storage medium; a controller adapted to execute a computer program; A computer-readable storage medium, wherein a computer program is stored in the computer-readable storage medium, and when the computer program is executed by the controller, the torque decision control method for a hybrid vehicle as described in any one of claims 1 to 6 is implemented; or the torque decision control method for a hybrid vehicle as described in any one of claims 8 to 9 is implemented.

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