A control method and system for plug-in hybrid electric vehicles based on thermal management

Abstract

The application provides a kind of control method and system of plug-in hybrid electric vehicle based on thermal management, it is related to hybrid electric vehicle technical field.The control method includes: obtaining vehicle driving condition information and cooling system performance information;According to vehicle driving condition information, obtain the real-time power demand data of whole vehicle;According to cooling system performance information, determine the maximum output power data of engine allowed output;If battery power real-time SOC information is less than battery power holding SOC information, or the real-time power demand data of whole vehicle is greater than the maximum output power data and battery power real-time SOC information is less than the minimum battery demand SOC of engine starting, control engine starting;After engine starting, according to battery power real-time SOC information, obtain power distribution data, and control the power distribution of engine and battery according to power distribution data.The control method can realize the reasonable control of whole vehicle power distribution, avoid engine overheating, ensure the technical effect of vehicle reliability and good drivability.

Description

Technical Field

[0001] This application relates to the field of hybrid electric vehicle technology, and more specifically, to a control method and system for plug-in hybrid electric vehicles based on thermal management. Background Technology

[0002] Currently, with the rapid development of new energy vehicle technology, plug-in hybrid electric vehicles are becoming increasingly complex, placing higher demands on the cooling of various assemblies. Therefore, it is necessary to address engine overheating under harsh operating conditions by improving heat exchange performance or implementing more rational control. Existing technologies include optimizing fan and water pump control strategies for off-road conditions to achieve pre-cooling. However, improving cooling performance solely from the heat dissipation side is one-sided, and pre-cooling control increases thermal management energy consumption, resulting in poorer overall vehicle economy. Another solution optimizes slope energy management based on historical data to avoid overheating caused by engine-only operation. However, this approach has limited application scenarios, and when the battery is low or depleted, the entire vehicle's power demand comes from the engine, making it difficult to guarantee cooling performance and prone to overheating. Summary of the Invention

[0003] The purpose of this application is to provide a control method, system, electronic device and computer-readable storage medium for plug-in hybrid electric vehicles based on thermal management, which can achieve reasonable control of the vehicle's power distribution, avoid engine overheating, and ensure vehicle reliability and good drivability.

[0004] In a first aspect, this application provides a control method for plug-in hybrid electric vehicles based on thermal management, comprising: Acquire vehicle driving condition information and cooling system performance information, wherein the vehicle driving condition information includes real-time battery SOC information and battery SOC maintenance information; The real-time power demand data of the whole vehicle is obtained based on the vehicle driving condition information. The maximum allowable output power of the engine is determined based on the cooling system performance information. If the real-time SOC information of the battery is less than the battery maintenance SOC information, or the real-time power demand data of the vehicle is greater than the maximum output power data and the real-time SOC information of the battery is less than the minimum battery demand SOC for engine start-up, control the engine to start. After the engine starts, power distribution data is obtained based on the real-time SOC information of the battery charge, and the power distribution between the engine and the battery is controlled based on the power distribution data.

[0005] In the above implementation process, based on the thermal management cooling performance requirements, vehicle driving condition information and cooling system performance information are obtained. Then, based on the real-time battery SOC information, the battery charge maintenance SOC information, the real-time power demand data of the whole vehicle, and the maximum output power data, power distribution data is obtained. The power distribution data is used to allocate the power between the engine and the battery, thereby realizing reasonable control of engine start-up control and vehicle power distribution. This can ensure that the engine operates within a reasonable temperature range under high temperature environment and harsh road conditions, avoid engine overheating, and ensure the technical effect of vehicle reliability and good drivability.

[0006] Furthermore, the vehicle operating condition information also includes ambient temperature information. Prior to the steps of acquiring the vehicle operating condition information and the cooling system performance information, the method further includes: If the vehicle does not enter the mountain mode, a preset first battery charge retention SOC data is determined based on the ambient temperature information, and the battery charge retention SOC information is adjusted to the preset first battery charge retention SOC data. If the vehicle enters mountain mode, a preset second battery power retention SOC data is determined based on the ambient temperature information, and the battery power retention SOC information is adjusted to the preset second battery power retention SOC data.

[0007] In the above implementation process, when the vehicle is not in the mountain mode, the ambient temperature information is used to determine the battery charge SOC data corresponding to different ambient temperature ranges to meet the user's general harsh operating conditions; when the vehicle enters the mountain mode, the power battery achieves the charge SOC specified by the mountain mode to meet the user's extreme harsh operating conditions.

[0008] Further, the step of determining the preset second battery power retention SOC data based on the ambient temperature information includes: Obtain the operating conditions of the cooling system during development; The preset second battery SOC data is determined based on the ambient temperature information, the cooling system development conditions, and the cooling system performance information.

[0009] In the above implementation process, in the mountainous area mode, the preset second battery power retention SOC data is determined based on the ambient temperature information, the operating conditions of the cooling system and the heat dissipation capacity of the cooling system. Moreover, within the same ambient temperature range, the preset second battery power retention SOC data is greater than the preset first battery power retention SOC data to meet more stringent operating conditions.

[0010] Furthermore, the vehicle driving condition information also includes vehicle speed information and gradient information. The step of obtaining real-time power demand data for the entire vehicle based on the vehicle driving condition information includes: The average power demand of the whole vehicle within a preset time interval is determined based on the vehicle speed information and the slope information. The real-time power demand data of the vehicle is obtained based on the average power demand data of the vehicle.

[0011] In the above implementation process, by combining vehicle speed information and slope information, the average power demand data of the whole vehicle within a preset time interval is determined, and then the real-time power demand data of the whole vehicle is determined.

[0012] Further, the step of determining the maximum allowable output power data of the engine based on the cooling system performance information includes: Based on the cooling system performance information, determine the maximum heat dissipation capacity data of the cooling system under the preset ambient temperature and preset road conditions; The maximum allowable output power of the engine is determined based on the maximum heat dissipation capacity data and the engine heat dissipation load data. The steps for controlling engine start-up include: The minimum battery charge (SOC) required for engine start-up is determined based on the maximum output power data and the vehicle driving condition information. If the real-time SOC information of the battery is less than the minimum battery SOC required for engine start-up, the engine will be started.

[0013] In the above implementation process, the maximum heat dissipation capacity of the cooling system under preset ambient temperature and preset road conditions is determined by combining the cooling system performance information. Then, the maximum output power of the engine is determined by combining the engine heat dissipation load data. In the process of controlling the engine start-up, the minimum battery SOC required for engine start-up is used as a judgment condition. Under the premise of avoiding engine overheating, the electric motor is given priority as the drive source to achieve more reasonable control of the vehicle's power distribution.

[0014] Furthermore, the step of controlling the power distribution between the engine and the battery based on the power distribution data includes: The engine power coefficient is determined based on the power distribution data, wherein the power coefficient is negatively correlated with the real-time SOC information of the battery charge. The engine output power and battery output power are controlled based on the power coefficient, the maximum output power data, and the real-time power demand data of the vehicle.

[0015] In the above implementation process, after the engine starts, the power distribution between the engine and the battery is controlled based on the real-time SOC information of the battery and the maximum allowable output power of the engine. As the real-time SOC information of the battery decreases, the output power of the battery should be gradually reduced and the output power of the engine should be increased. The output power of the engine should be lower than the maximum allowable output power of the engine, so as to ensure vehicle reliability and good drivability while avoiding engine overheating.

[0016] Secondly, this application provides a plug-in hybrid electric vehicle control system based on thermal management, comprising: The acquisition module is used to acquire vehicle driving condition information and cooling system performance information, wherein the vehicle driving condition information includes real-time battery SOC information and battery SOC maintenance information. The real-time power module is used to obtain real-time power demand data of the whole vehicle based on the vehicle driving condition information. The maximum power module is used to determine the maximum allowable output power data of the engine based on the cooling system performance information. An engine start-up module is used to control the engine to start if the real-time SOC information of the battery is less than the battery maintenance SOC information, or the real-time power demand data of the vehicle is greater than the maximum output power data and the real-time SOC information of the battery is less than the minimum battery demand SOC for engine start-up. The power distribution module is used to obtain power distribution data based on the real-time SOC information of the battery after the engine starts, and to control the power distribution between the engine and the battery based on the power distribution data.

[0017] Furthermore, the vehicle driving condition information also includes ambient temperature information, and the system also includes a battery power maintenance SOC module, used for: If the vehicle does not enter the mountain mode, a preset first battery charge retention SOC data is determined based on the ambient temperature information, and the battery charge retention SOC information is adjusted to the preset first battery charge retention SOC data. If the vehicle enters mountain mode, a preset second battery power retention SOC data is determined based on the ambient temperature information, and the battery power retention SOC information is adjusted to the preset second battery power retention SOC data.

[0018] Furthermore, the battery power retention SOC module is also used for: Obtain the operating conditions of the cooling system during development; The preset second battery SOC data is determined based on the ambient temperature information, the cooling system development conditions, and the cooling system performance information.

[0019] Furthermore, the vehicle driving condition information also includes vehicle speed information and gradient information, and the real-time power module is also used for: The average power demand of the whole vehicle within a preset time interval is determined based on the vehicle speed information and the slope information. The real-time power demand data of the vehicle is obtained based on the average power demand data of the vehicle.

[0020] Furthermore, the maximum power module is also used for: Based on the cooling system performance information, determine the maximum heat dissipation capacity data of the cooling system under the preset ambient temperature and preset road conditions; The maximum allowable output power of the engine is determined based on the maximum heat dissipation capacity data and the engine heat dissipation load data. The engine starting module is also used for: The minimum battery charge (SOC) required for engine start-up is determined based on the maximum output power data and the vehicle driving condition information. If the real-time SOC information of the battery is less than the minimum battery SOC required for engine start-up, the engine will be started.

[0021] Furthermore, the power distribution module is also used for: The engine power coefficient is determined based on the power distribution data, wherein the power coefficient is negatively correlated with the real-time SOC information of the battery charge. The engine output power and battery output power are controlled based on the power coefficient, the maximum output power data, and the real-time power demand data of the vehicle.

[0022] Thirdly, this application provides an electronic device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the steps of the method described in any of the first aspects.

[0023] Fourthly, this application provides a computer-readable storage medium storing instructions that, when executed on a computer, cause the computer to perform the method described in any of the first aspects.

[0024] Fifthly, this application provides a computer program product that, when run on a computer, causes the computer to perform the method described in any of the first aspects.

[0025] Other features and advantages disclosed in this application will be set forth in the following description, or some features and advantages may be inferred from the description or determined without doubt, or may be learned by practicing the above-described technology disclosed in this application.

[0026] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0027] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 A schematic flowchart illustrating a control method for a plug-in hybrid electric vehicle based on thermal management, provided for an embodiment of this application; Figure 2 A flowchart illustrating another control method for plug-in hybrid electric vehicles based on thermal management, provided for an embodiment of this application; Figure 3 A schematic diagram illustrating the process of controlling the power distribution between the engine and the battery, provided in an embodiment of this application; Figure 4 A schematic diagram of the engine and battery power distribution curves provided in an embodiment of this application; Figure 5 A schematic flowchart illustrating the control method for plug-in hybrid electric vehicles based on thermal management provided in this application embodiment; Figure 6 A structural block diagram of a plug-in hybrid electric vehicle control system based on thermal management provided in an embodiment of this application; Figure 7 This is a structural block diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0029] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0030] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this application, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0031] Generally speaking, with the rapid development of new energy vehicle technology, plug-in hybrid electric vehicles are becoming more and more complex, and the cooling requirements for each assembly are becoming more and more stringent. Therefore, it is necessary to solve the problem of engine overheating under harsh operating conditions by improving heat exchange performance or by more reasonable control. In existing technologies, some solutions optimize the control strategy of the fan and water pump from the heat dissipation end to achieve early cooling for off-road conditions. However, this solution only improves cooling performance from the heat dissipation end, which is one-sided. Moreover, early cooling control increases thermal management energy consumption, resulting in poorer overall vehicle economy. Another solution is to optimize ramp energy management based on historical data to avoid overheating caused by the engine driving alone. However, this solution has a single application condition, and when the battery is low or depleted, the vehicle's power demand comes entirely from the engine, making it difficult to guarantee cooling performance and easily causing overheating problems.

[0032] To address the aforementioned technical problems, embodiments of this application provide a control method, system, electronic device, and computer-readable storage medium for plug-in hybrid electric vehicles based on thermal management. Based on the thermal management cooling performance requirements, and through reasonable control of battery charge maintaining SOC, engine start-up control, and vehicle power / power distribution, it is possible to ensure that the engine operates within a reasonable temperature range under high-temperature environments and harsh road conditions, preventing overheating and ensuring vehicle reliability and good drivability.

[0033] The plug-in hybrid electric vehicle (PHEV) provided in this application embodiment is a new energy vehicle that falls between pure electric vehicles and gasoline vehicles. It has the engine, transmission, drive system, oil circuit and fuel tank of a traditional vehicle, as well as the battery, electric motor and control circuit of a pure electric vehicle. Moreover, it has a relatively large battery capacity and a charging interface. It combines the advantages of pure electric vehicles and hybrid vehicles, and can achieve pure electric, zero-emission driving, and can also increase the vehicle's driving range through hybrid mode. Optionally, the plug-in hybrid electric vehicle provided in this application embodiment has a power source including an engine and a battery, and mainly has three operating modes: 1. Pure electric mode: When the battery is fully charged, the vehicle is driven solely by the electric motor, and the engine does not participate in the operation; 2. Hybrid mode: When the battery is low, the engine starts to charge the battery and drives the vehicle together with the electric motor. 3. Engine direct drive mode: When high-speed driving or climbing is required, the engine directly drives the vehicle, providing stronger power.

[0034] For example, the remaining capacity (State of Charge, SOC) refers to the proportion of usable electricity in a battery to its nominal capacity. It is an important monitoring data point for the battery management system, which controls the battery's operating state based on the SOC value. The remaining capacity of a battery reflects its state of charge. In some implementations, the battery serves as the power source for plug-in hybrid electric vehicles and is also referred to as a power battery.

[0035] Please see Figure 1 , Figure 1 The flowchart illustrates a thermal management-based control method for plug-in hybrid electric vehicles provided in this application embodiment. This thermal management-based control method includes the following steps: S100: Acquire vehicle driving condition information and cooling system performance information, including real-time battery SOC information and battery SOC maintenance information. S200: Obtains real-time power demand data for the entire vehicle based on vehicle driving condition information; S300: Determines the maximum permissible output power of the engine based on cooling system performance information; S400: If the real-time SOC information of the battery is less than the battery maintenance SOC information, or the real-time power demand data of the vehicle is greater than the maximum output power data and the real-time SOC information of the battery is less than the minimum battery demand SOC for engine start-up, control the engine to start. S500: After the engine starts, it obtains power distribution data based on the real-time SOC information of the battery charge, and controls the power distribution between the engine and the battery based on the power distribution data.

[0036] For example, the real-time SOC information of the battery is represented as the real-time battery charge in a plug-in hybrid electric vehicle; Battery SOC information represents the battery charge level that a plug-in hybrid electric vehicle (PHEV) needs to maintain, i.e., the battery charge threshold under the current driving conditions. Optionally, if the real-time battery SOC information is less than the battery SOC information, it indicates that the battery charge is insufficient, requiring the engine to start, with the engine and electric motor jointly driving the vehicle or the engine directly driving the vehicle. If the real-time battery SOC information is greater than the battery SOC information, it indicates that the battery charge is high enough to drive the vehicle purely on electric power, i.e., the vehicle is driven solely by the electric motor.

[0037] For example, the plug-in hybrid electric vehicle in this application embodiment is equipped with a cooling system, which includes components such as a cooling fan, an engine radiator, a motor radiator, an intercooler, and a condenser, and can dissipate heat from the engine and the motor. Based on the performance of the cooling system, the maximum allowable output power of the engine under the maximum heat dissipation capacity of the cooling system can be determined, thereby determining the maximum allowable output power data of the engine based on the cooling system performance information.

[0038] For example, if the real-time SOC information of the battery is less than the SOC information of the battery, it means that the battery is low at this time. The plug-in hybrid electric vehicle cannot be driven in pure electric mode. That is, the vehicle cannot be driven by the electric motor alone and the engine needs to be started to supplement the power. At this time, if the real-time power demand data of the whole vehicle is greater than the maximum output power data, and the real-time SOC information of the battery is lower than the minimum battery SOC required for engine start, then the engine is controlled to start, and the engine and motor can drive the vehicle together.

[0039] For example, after the engine starts, the engine and the electric motor drive the vehicle together. At this time, power distribution data is obtained based on the real-time SOC information of the battery charge. The power distribution data is used to allocate the power between the engine and the battery, thereby achieving reasonable control of the vehicle's power distribution. This ensures that the engine operates within a reasonable temperature range under high-temperature environments and harsh road conditions, avoiding overheating problems.

[0040] The plug-in hybrid electric vehicle control method based on thermal management provided in this application obtains vehicle driving condition information and cooling system performance information based on thermal management cooling performance requirements. Then, based on real-time battery SOC information, battery charge maintenance SOC information, real-time vehicle power demand data, and maximum output power data, power distribution data is obtained. The power distribution data is used to allocate power between the engine and the battery, thereby achieving reasonable control of engine start-up control and vehicle power distribution. This ensures that the engine operates within a reasonable temperature range under high-temperature environments and harsh road conditions, avoiding engine overheating and ensuring vehicle reliability and good drivability.

[0041] Please see Figure 2 , Figure 2 This is a flowchart illustrating another control method for plug-in hybrid electric vehicles based on thermal management, provided in an embodiment of this application.

[0042] In some embodiments, the vehicle driving condition information also includes ambient temperature information. Prior to step S100: acquiring the vehicle driving condition information and cooling system performance information, the method further includes: If the vehicle does not enter the mountain mode, the preset first battery charge retention SOC data is determined based on the ambient temperature information, and the battery charge retention SOC information is adjusted to the preset first battery charge retention SOC data. If the vehicle enters mountain mode, the preset second battery charge retention SOC data is determined based on the ambient temperature information, and the battery charge retention SOC information is adjusted to the preset second battery charge retention SOC data.

[0043] For example, when the vehicle is not in the mountain mode, the ambient temperature information is used to determine the battery charge SOC data corresponding to different ambient temperature ranges to meet the user's general harsh operating conditions; when the vehicle enters the mountain mode, the power battery achieves the charge SOC specified by the mountain mode to meet the user's extreme harsh operating conditions.

[0044] Optionally, within the same ambient temperature range, the preset second battery power retention SOC data is greater than the preset first battery power retention SOC data.

[0045] For example, the mountain mode refers to a vehicle mode developed for extremely harsh road conditions such as long-distance steep slopes. It maintains the battery charge at a slightly higher SOC level to ensure that the battery has enough energy to assist in meeting the vehicle's power requirements and reduce engine cooling requirements.

[0046] For example, the battery charge level maintained at SOC in the mountainous mode is determined based on the operating conditions of the cooling system and the heat dissipation capacity of the cooling system.

[0047] In some implementations, the mountainous mode can be accessed in the following two ways: When the vehicle's navigation system is not activated, the user can enter the mountainous mode by touching or pressing a button.

[0048] When the vehicle's navigation system is activated, the vehicle will automatically enter the mountainous mode before reaching extremely challenging road conditions.

[0049] In some implementations, the step of determining the preset second battery charge retention SOC data based on ambient temperature information includes: Obtain the operating conditions of the cooling system during development; The preset SOC data for the second battery is determined based on ambient temperature information, cooling system operating conditions, and cooling system performance information.

[0050] For example, in mountain mode, the preset second battery charge retention SOC data is determined based on ambient temperature information, cooling system operating conditions and cooling system heat dissipation capacity, and the preset second battery charge retention SOC data is greater than the preset first battery charge retention SOC data within the same ambient temperature range, so as to meet more demanding operating conditions.

[0051] In some implementations, the vehicle driving condition information also includes vehicle speed information and gradient information. S200: The step of obtaining real-time power demand data of the entire vehicle based on the vehicle driving condition information includes: S210: Determine the average power demand data of the whole vehicle within a preset time interval based on vehicle speed information and slope information; S220: Obtain real-time power demand data for the vehicle based on the average power demand data for the entire vehicle.

[0052] For example, by combining vehicle speed information and gradient information, the average power demand data of the whole vehicle within a preset time interval is determined, and then the real-time power demand data of the whole vehicle is determined.

[0053] Optionally, the real-time power demand data for the vehicle can be obtained by calculating the average power demand of the vehicle in the first minute.

[0054] In some implementations, S300: the step of determining the maximum permissible output power data of the engine based on the cooling system performance information includes: S310: Determine the maximum heat dissipation capacity of the cooling system under preset ambient temperature and preset road conditions based on the cooling system performance information; S320: Determine the maximum allowable output power of the engine based on the maximum heat dissipation capacity data and the engine heat dissipation load data; The steps for controlling engine start-up include: Determine the minimum battery SOC required for engine start-up based on maximum output power data and vehicle driving condition information; If the real-time battery SOC information is lower than the minimum battery SOC required for engine start-up, the engine will be started.

[0055] For example, by combining the cooling system performance information, the maximum heat dissipation capacity data of the cooling system under preset ambient temperature and preset road conditions is determined. Then, by combining the engine heat dissipation load data, the maximum output power data that the engine can output is determined. During the process of controlling the engine start-up, the minimum battery demand SOC for engine start-up is used as a judgment condition. Under the premise of avoiding engine overheating, the electric motor is used as the drive source first, so as to achieve more reasonable control of the power distribution of the whole vehicle.

[0056] Optionally, when the real-time power demand data of the vehicle exceeds the maximum allowable output power data of the engine, the engine can be started by combining the battery charge hold-up SOC data and the minimum battery SOC data for engine start-up. A specific example of the steps is as follows: Based on the performance of the cooling system, the maximum heat dissipation capacity of the vehicle under different ambient temperatures and road conditions is obtained through calculation or experimentation. Based on the maximum heat dissipation capacity and engine heat dissipation load data, the maximum allowable output power of the engine can be obtained; When the maximum allowable output power of the engine is lower than the power requirement of the vehicle, the minimum battery starting SOC can be calculated; if the real-time battery SOC is lower than the battery maintenance SOC or the minimum battery starting SOC, the engine will start.

[0057] Please see Figure 3 , Figure 3 This is a schematic diagram illustrating the process of controlling the power distribution between the engine and the battery, provided in an embodiment of this application.

[0058] In some implementations, the step of controlling the power distribution between the engine and the battery based on power distribution data includes: S501: Determine the engine's power coefficient based on power distribution data, where the power coefficient is negatively correlated with the real-time SOC information of the battery charge; S502: Controls engine output power and battery output power based on power coefficient, maximum output power data and real-time power demand data of the vehicle.

[0059] For example, after the engine starts, the power distribution between the engine and the battery is controlled based on the real-time SOC information of the battery and the maximum allowable output power of the engine. As the real-time SOC information of the battery decreases, the output power of the battery should be gradually reduced and the output power of the engine should be increased. The output power of the engine should be lower than the maximum allowable output power of the engine, so as to ensure vehicle reliability and good drivability while avoiding engine overheating.

[0060] Optionally, the vehicle operating condition information includes ambient temperature information, real-time battery SOC information, battery SOC information, vehicle speed information, gradient information, and vehicle power demand (real-time power demand data of the whole vehicle), which are used for condition determination and vehicle power distribution control.

[0061] Please see Figure 4 and Figure 5 , Figure 4 This is a schematic diagram of the engine and battery power distribution curves provided in an embodiment of this application. Figure 5 A detailed flowchart illustrating the control method for plug-in hybrid electric vehicles based on thermal management provided in this application embodiment; combined with Figures 1 to 5 As shown in the embodiments of this application, the specific implementation steps of the plug-in hybrid electric vehicle control method based on thermal management are as follows: To better understand the content and control method of the following specific embodiments, the two scenarios for addressing engine overheating in this application are briefly explained: Scenario 1: In hot summer weather, when the battery power is low or in normal power maintenance mode, users may encounter harsh road conditions, such as medium to steep slopes within 15km. The engine cooling system is not very powerful, and the engine may overheat under pure engine drive. The battery needs to have some stored energy to help solve this problem for a short time. Scenario 2: When users encounter extremely harsh road conditions in the summer heat, such as steep slopes of 20-25km or more, even if the battery has a certain amount of stored energy, the short-term power assist is still insufficient to meet the engine cooling requirements. In this case, a mountain mode needs to be developed to store more energy in the battery in advance and solve the engine overheating problem through long-term power assist. The specific embodiments and control method flowcharts of this application are shown below. Figure 5 As shown: Step 1. While the vehicle is in motion, collect the ambient temperature information from the controller and record it as T. amb If T amb If the temperature is >30℃, determine the battery charge level as SOC2 using Table 1 and proceed to step 2; otherwise, proceed to step 10.

[0062] The SOC2 settings in Table 1 for different ambient temperatures need to be determined in conjunction with the vehicle's actual cooling capacity and battery capacity.

[0063] Table 1. Relationship between battery charge retention SOC2 and ambient temperature.

[0064] Step 2. Determine if the vehicle has manually activated the mountain mode. If yes, maintain the battery charge at SOC and increase it to SOC3, then proceed to Step 5; otherwise, proceed to Step 3.

[0065] In mountainous terrain mode, the battery charge remains at SOC 3, determined by the cooling system design conditions and heat dissipation capacity. First, determine the most demanding operating condition in the cooling system design. Then, obtain the minimum battery SOC for engine start-up without overheating through simulation evaluation. Finally, conduct bench tests to verify the results. If the cooling requirements are met, the SOC is determined to be 3.

[0066] Step 3. Determine if the vehicle's built-in navigation is turned on. If yes, proceed to Step 4; otherwise, proceed to Step 8.

[0067] Step 4. Determine if there are any extremely harsh road conditions. If so, activate the mountain mode 20 minutes before encountering the extreme road conditions to keep the battery power SOC at SOC3 and proceed to step 5; otherwise, proceed to step 8.

[0068] Step 5. Determine if the real-time SOC of the battery is lower than SOC3. If yes, proceed to step 6; otherwise, continue driving in pure electric mode.

[0069] Step 6. Start the engine and determine the real-time SOC range of the battery, as shown in the attached diagram. Figure 4 As shown, when SOC x2 <SOC≤SOC x1 P 发 =20%P2, P电 =P1-P 发 When SOC x3 <SOC≤SOC x2 P 发 =50%P2, P 电 =P1-P 发 When SOC min <SOC≤SOC x3 P 发 =P2,P 电 =P1-P 发 When SOC = SOC min P 发 =P1, P 电 =0, and proceed to step 7.

[0070] Furthermore, after the engine starts, the power distribution between the engine and the battery can be determined according to the following principles: Principle 1: After the engine starts, it should be run at low power first to ensure NVH requirements are met during the transition from pure electric to hybrid. Principle 2: While ensuring cooling capacity, reduce engine power as much as possible under high SOC, increase power battery power, and ensure economy; Principle 3: Achieve the lowest possible battery SOC min Before that, the engine output power should be lower than the engine's maximum allowable output power; Principle 4: Based on the strength of the cooling system, rationally allocate the power distribution ratio between the engine and the power battery in different SOC ranges.

[0071] Step 7. Output the power requirements of the engine and battery, and control the engine and battery to operate at the required power.

[0072] Step 8. Calculate the vehicle power demand P1 1 minute before the vehicle starts running in real time, and obtain the maximum allowable output power P2 of the engine by looking up the table in combination with the vehicle operation information. If P1 > P2, proceed to step 9; otherwise, proceed to step 10.

[0073] The maximum allowable output power P2 of the engine is obtained by linear interpolation based on the vehicle's cooling capacity under different ambient temperatures and road conditions, as shown in Table 2. If the ambient temperature is >50℃, the interpolation calculation is performed based on 50℃.

[0074] The maximum permissible output power of the engine in Table 2 needs to be determined first by considering factors such as ambient temperature, vehicle speed, and gradient, to determine the vehicle's maximum cooling capacity Q when the fan and water pump are fully operational. xWhen heat exchangers such as condensers, motor radiators, and intercoolers are located in front of the engine radiator, their impact on the engine radiator must also be considered. Secondly, the maximum allowable output power P of the engine can be determined based on the heat dissipation load at different engine speeds and power levels. x .

[0075] Table 2 Maximum permissible engine output power under different ambient temperatures and road conditions

[0076] Step 9. Calculate the minimum battery SOC4 for engine start-up based on P2 and current operating condition information. If the real-time battery SOC is less than SOC2 or SOC4, proceed to step 6; otherwise, it is pure electric drive.

[0077] The minimum battery SOC4 for engine start-up can be calculated using the following formula, where E is the total usable energy of the battery in kWh: ; Step 10. When the real-time SOC of the battery is less than SOC1, the vehicle is driven purely by the engine; otherwise, the vehicle is driven purely by electric power. in: SOC1 is the default battery charge retention SOC for the vehicle. SOC2 maintains the SOC of the vehicle's first battery charge. SOC3 maintains the SOC (mountain mode) of the vehicle's second battery. SOC4 is the minimum battery SOC for starting the vehicle's engine.

[0078] By way of example, the plug-in hybrid electric vehicle control method based on thermal management provided in this application has at least the following beneficial effects: 1. Based on the requirements of thermal management cooling performance, this application ensures that the engine operates within a reasonable temperature range under high temperature environment and harsh road conditions by improving the battery charge maintenance SOC, engine start control, and reasonable control of vehicle power distribution, so as to avoid overheating problems and ensure vehicle reliability and good drivability. 2. By judging the ambient temperature, the battery charge SOC is maintained at different levels in different ambient temperature ranges, which can ensure that the engine does not overheat under normal harsh operating conditions; by entering the mountain mode, the battery charge SOC is further improved, which can ensure that the engine does not overheat under extreme harsh operating conditions. 3. By controlling the engine start and distributing power based on the cooling system's heat dissipation capacity, not only can the engine's cooling performance be met, but the principle of using more electricity and less fuel is still followed to ensure economy. 4. By rationally controlling the power distribution of the entire vehicle, it can be ensured that each assembly operates within a reasonable temperature range, which is conducive to improving the reliability of components; 5. By adopting this control method, the performance indicators of components can be appropriately reduced according to the vehicle model requirements during the selection and design of the cooling system, which is conducive to reducing costs.

[0079] Please see Figure 6 , Figure 6 This application provides a structural block diagram of a thermal management-based plug-in hybrid electric vehicle control system, which includes: The acquisition module 100 is used to acquire vehicle driving condition information and cooling system performance information, wherein the vehicle driving condition information includes real-time battery SOC information and battery charge retention SOC information. Real-time power module 200 is used to obtain real-time power demand data of the whole vehicle based on vehicle driving condition information; The maximum power module 300 is used to determine the maximum allowable output power of the engine based on the cooling system performance information. The engine start module 400 is used to control the engine to start if the real-time SOC information of the battery is less than the battery maintenance SOC information, or if the real-time power demand data of the vehicle is greater than the maximum output power data and the real-time SOC information of the battery is less than the minimum battery demand SOC for engine start. The power distribution module 500 is used to obtain power distribution data based on the real-time SOC information of the battery after the engine starts, and to control the power distribution between the engine and the battery based on the power distribution data.

[0080] In some implementations, the vehicle operating condition information also includes ambient temperature information, and the system also includes a battery power maintenance SOC module for: If the vehicle does not enter the mountain mode, the preset first battery charge retention SOC data is determined based on the ambient temperature information, and the battery charge retention SOC information is adjusted to the preset first battery charge retention SOC data. If the vehicle enters mountain mode, the preset second battery charge retention SOC data is determined based on the ambient temperature information, and the battery charge retention SOC information is adjusted to the preset second battery charge retention SOC data.

[0081] In some implementations, the battery power retention SOC module is also used for: Obtain the operating conditions of the cooling system during development; The preset SOC data for the second battery is determined based on ambient temperature information, cooling system operating conditions, and cooling system performance information.

[0082] In some implementations, the vehicle driving condition information also includes vehicle speed information and gradient information, and the real-time power module 200 is further used for: The average power demand of the whole vehicle within the preset time interval is determined based on vehicle speed information and slope information; The real-time power demand data of the vehicle is obtained based on the average power demand data of the vehicle.

[0083] In some implementations, the maximum power module 300 is also used for: Determine the maximum heat dissipation capacity of the cooling system under preset ambient temperature and preset road conditions based on the cooling system performance information; The maximum allowable output power of the engine is determined based on the maximum heat dissipation capacity data and the engine heat dissipation load data. The engine starter module 400 is also used for: Determine the minimum battery SOC required for engine start-up based on maximum output power data and vehicle driving condition information; If the real-time battery SOC information is lower than the minimum battery SOC required for engine start-up, the engine will be started.

[0084] In some implementations, the power distribution module 500 is also used for: The engine's power coefficient is determined based on power distribution data, where the power coefficient is negatively correlated with the real-time SOC information of the battery charge. The engine output power and battery output power are controlled based on the power coefficient, maximum output power data, and real-time power demand data of the vehicle.

[0085] It should be noted that the thermal management-based plug-in hybrid electric vehicle control system provided in this application embodiment is related to... Figures 1 to 5 The method embodiments shown correspond to each other, and will not be described again here to avoid repetition.

[0086] This application also provides an electronic device, please refer to [link to application]. Figure 7 , Figure 7 This is a structural block diagram of an electronic device provided in an embodiment of this application. The electronic device may include a processor 510, a communication interface 520, a memory 530, and at least one communication bus 540. The communication bus 540 is used to enable direct communication between these components. In this embodiment, the communication interface 520 of the electronic device is used for signaling or data communication with other node devices. The processor 510 may be an integrated circuit chip with signal processing capabilities.

[0087] The processor 510 described above can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), an off-the-shelf programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor, or the processor 510 can be any conventional processor.

[0088] The memory 530 may be, but is not limited to, random access memory (RAM), read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc. The memory 530 stores computer-readable instructions. When these computer-readable instructions are executed by the processor 510, the electronic device can perform the aforementioned operations. Figures 1 to 5 The various steps involved in the method implementation examples.

[0089] Alternatively, the electronic device may also include a storage controller and an input / output unit.

[0090] The memory 530, storage controller, processor 510, peripheral interface, and input / output unit are electrically connected directly or indirectly to achieve data transmission or interaction. For example, these components can be electrically connected to each other through one or more communication buses 540. The processor 510 is used to execute executable modules stored in the memory 530, such as software function modules or computer programs included in electronic devices.

[0091] The input / output unit is used to provide users with the ability to create tasks and to set optional start periods or preset execution times for those tasks, thereby enabling user-server interaction. The input / output unit may be, but is not limited to, a mouse and keyboard.

[0092] Understandable. Figure 7 The structure shown is for illustrative purposes only; the electronic device may also include components that are more advanced than those shown. Figure 7 The more or fewer components shown, or having the same Figure 7 The different configurations shown. Figure 7 The components shown can be implemented using hardware, software, or a combination thereof.

[0093] This application also provides a storage medium storing instructions. When the instructions are run on a computer, the computer program is executed by a processor to implement the method described in the method embodiment. To avoid repetition, the method will not be described again here.

[0094] This application also provides a computer program product that, when run on a computer, causes the computer to perform the method described in the method embodiment.

[0095] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can also be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0096] In addition, the functional modules in the various embodiments of this application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0097] If the aforementioned functions are implemented as software functional modules and sold or used as independent products, they 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 portion 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.

[0098] The above description is merely an embodiment of this application and is not intended to limit the scope of protection of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application. It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0099] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0100] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A control method for plug-in hybrid electric vehicles based on thermal management, characterized in that, include: Acquire vehicle driving condition information and cooling system performance information, wherein the vehicle driving condition information includes real-time battery SOC information and battery charge maintenance SOC information, and the battery charge maintenance SOC information is the charge level that the battery needs to maintain in a plug-in hybrid electric vehicle; The real-time power demand data of the whole vehicle is obtained based on the vehicle driving condition information. The maximum allowable output power of the engine is determined based on the cooling system performance information. If the real-time SOC information of the battery is less than the battery maintenance SOC information, or the real-time power demand data of the vehicle is greater than the maximum output power data and the real-time SOC information of the battery is less than the minimum battery demand SOC for engine start-up, control the engine to start. After the engine starts, power distribution data is obtained based on the real-time SOC information of the battery charge, and the power distribution between the engine and the battery is controlled based on the power distribution data. The vehicle operating condition information also includes ambient temperature information. Prior to the steps of acquiring the vehicle operating condition information and cooling system performance information, the method further includes: If the vehicle does not enter the mountain mode, a preset first battery charge retention SOC data is determined based on the ambient temperature information, and the battery charge retention SOC information is adjusted to the preset first battery charge retention SOC data. If the vehicle enters mountain mode, a preset second battery charge retention SOC data is determined based on the ambient temperature information, and the battery charge retention SOC information is adjusted to the preset second battery charge retention SOC data.

2. The control method for plug-in hybrid electric vehicles based on thermal management according to claim 1, characterized in that, The step of determining the preset second battery SOC data based on the ambient temperature information includes: Obtain the operating conditions of the cooling system during development; The preset second battery SOC data is determined based on the ambient temperature information, the operating conditions of the cooling system, and the performance information of the cooling system.

3. The control method for plug-in hybrid electric vehicles based on thermal management according to claim 1, characterized in that, The vehicle driving condition information also includes vehicle speed information and gradient information. The steps for obtaining real-time power demand data of the vehicle based on the vehicle driving condition information include: The average power demand of the whole vehicle within a preset time interval is determined based on the vehicle speed information and the slope information. The real-time power demand data of the vehicle is obtained based on the average power demand data of the vehicle.

4. The control method for plug-in hybrid electric vehicles based on thermal management according to claim 1 or 3, characterized in that, The step of determining the maximum allowable output power of the engine based on the cooling system performance information includes: Based on the cooling system performance information, determine the maximum heat dissipation capacity data of the cooling system under the preset ambient temperature and preset road conditions; The maximum allowable output power of the engine is determined based on the maximum heat dissipation capacity data and the engine heat dissipation load data. The steps for controlling engine start-up include: The minimum battery charge (SOC) required for engine start-up is determined based on the maximum output power data and the vehicle driving condition information. If the real-time SOC information of the battery is less than the minimum battery SOC required for engine start-up, the engine will be started.

5. The control method for plug-in hybrid electric vehicles based on thermal management according to claim 1 or 3, characterized in that, The steps of controlling the power distribution between the engine and the battery based on the power distribution data include: The engine power coefficient is determined based on the power distribution data, wherein the power coefficient is negatively correlated with the real-time SOC information of the battery charge. The engine output power and battery output power are controlled based on the power coefficient, the maximum output power data, and the real-time power demand data of the vehicle.

6. A plug-in hybrid electric vehicle control system based on thermal management, characterized in that, include: The acquisition module is used to acquire vehicle driving condition information and cooling system performance information. The vehicle driving condition information includes real-time battery SOC information and battery charge maintenance SOC information. The battery charge maintenance SOC information is the charge level that the battery needs to maintain in a plug-in hybrid electric vehicle. The real-time power module is used to obtain real-time power demand data of the whole vehicle based on the vehicle driving condition information. The maximum power module is used to determine the maximum allowable output power data of the engine based on the cooling system performance information. The engine start module is used to control the engine to start if the real-time SOC information of the battery is less than the battery maintenance SOC information, or the real-time power demand data of the vehicle is greater than the maximum output power data and the real-time SOC information of the battery is less than the minimum battery demand SOC for engine start. The power distribution module is used to obtain power distribution data based on the real-time SOC information of the battery after the engine starts, and to control the power distribution between the engine and the battery based on the power distribution data. The vehicle operating condition information also includes ambient temperature information, and the system further includes: If the vehicle does not enter the mountain mode, a preset first battery charge retention SOC data is determined based on the ambient temperature information, and the battery charge retention SOC information is adjusted to the preset first battery charge retention SOC data. If the vehicle enters mountain mode, a preset second battery charge retention SOC data is determined based on the ambient temperature information, and the battery charge retention SOC information is adjusted to the preset second battery charge retention SOC data.

7. An electronic device, characterized in that, The method includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the steps of the thermal management-based plug-in hybrid electric vehicle control method as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores instructions that, when executed on a computer, cause the computer to perform the thermal management-based plug-in hybrid electric vehicle control method as described in any one of claims 1 to 5.

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