Vehicle control method and vehicle

Abstract

The invention discloses a vehicle control method and a vehicle, and belongs to the technical field of vehicles. By adopting the technical scheme provided by the embodiment of the invention, under the condition that the hybrid vehicle is in the running state, the required power of the hybrid vehicle is obtained, so that the sum of the power provided by the engine and the power provided by the motor is determined. And determining a target control mode for controlling the engine and the motor based on the required power, the engine parameters and the power battery parameters or based on the power battery parameters. And controlling an engine and a motor of the hybrid vehicle based on the target control mode and the required power so as to slow down the capacity attenuation of a power battery, prolong the service life of the power battery as much as possible and improve the user experience on the premise of meeting the required power.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more particularly, to a vehicle control method and a vehicle in the field of vehicle technology. Background Art

[0002] With the development of vehicle technology, more and more vehicles will use at least two power sources to drive the vehicle. For example, hybrid vehicles equipped with both an engine and an electric motor are becoming increasingly popular among users due to their economy and power smoothness.

[0003] In related technologies, hybrid vehicles have smaller power batteries, which cycle more quickly than pure electric vehicles. Consequently, their service life decreases more rapidly. However, for short-distance commuting, users often configure their hybrid vehicles to operate in pure electric mode, essentially driving them as pure electric vehicles. This rapid decrease in power battery life requires users to charge their hybrid vehicles more frequently, resulting in a poor user experience.

[0004] Therefore, how to extend the service life of hybrid vehicle power batteries is a research hotspot. Summary of the Invention

[0005] The embodiments of the present application provide a vehicle control method and a vehicle, which can extend the service life of a power battery of a hybrid vehicle. The technical solution is as follows:

[0006] In one aspect, a vehicle control method is provided, the method comprising:

[0007] When a vehicle is in a driving state, obtaining a required power of the vehicle, wherein the vehicle is a hybrid vehicle;

[0008] determining a target control mode based on the required power, engine parameters of the vehicle, and power battery parameters of the vehicle, or determining a target control mode based on the power battery parameters, the target control mode being a control mode for extending the service life of the power battery of the vehicle;

[0009] An engine and an electric motor of the vehicle are controlled based on the target control mode and the required power.

[0010] In one possible implementation, determining the target control mode based on the required power, the engine parameters of the vehicle, and the power battery parameters of the vehicle includes:

[0011] determining whether the motor output power is required based on the required power and the engine parameters;

[0012] In a case where the motor output power is not required, determining a first control mode as the target control mode, wherein the first control mode is used to control the independent output power of the engine;

[0013] When the electric motor output power is required, the target control mode is determined based on the required power, the engine parameters, and the power battery parameters.

[0014] In one possible implementation, the engine parameters include an economic power range of the engine, and determining whether the electric motor output power is required based on the required power and the engine parameters includes:

[0015] When the required power is greater than the upper limit of the economic power range, determining that the motor output power is required;

[0016] When the required power is less than or equal to the upper limit of the economic power range, it is determined that the motor output power is not required.

[0017] In one possible implementation, the power battery parameters include an optimal discharge power range of the power battery, where the optimal discharge power range is a discharge power range with the longest service life of the power battery. Determining the target control mode based on the required power, the engine parameters, and the power battery parameters includes:

[0018] When the required power is less than or equal to the sum of the upper limit of the economic power range and the upper limit of the optimal discharge power range, determining a second control mode as the target control mode, the second control mode being used to control the engine to output power within the economic power range and to control the electric motor to output power within the optimal discharge power range;

[0019] When the required power is greater than the sum of the upper limit of the economic power range and the upper limit of the optimal discharge power range, the third control mode is determined as the target control mode, and the third control mode is used to control the engine to output power beyond the upper limit of the range and to control the electric motor to output power within the optimal discharge power range.

[0020] In a possible implementation, the power battery parameter includes a battery temperature, a battery discharge current, or a battery discharge power, and the method further includes:

[0021] When the battery temperature is not within an optimal battery temperature range, adjusting the target control mode from the second control mode or the third control mode to the first control mode, wherein the optimal battery temperature range is a battery temperature range in which the service life of the power battery is long;

[0022] Alternatively, when the battery discharge current is greater than or equal to a preset discharge current, adjusting the target control mode from the second control mode or the third control mode to the first control mode, wherein the preset discharge current is associated with the battery temperature;

[0023] Alternatively, when the battery discharge power is greater than or equal to a preset discharge power, the target control mode is adjusted from the second control mode or the third control mode to the first control mode, and the preset discharge power is associated with the battery temperature.

[0024] In a possible implementation, the power battery parameters include battery temperature, battery discharge current, or battery discharge power. Determining the target control mode based on the power battery parameters includes:

[0025] If the battery temperature is not within the optimal battery temperature range, determining the target control mode to be a first control mode, wherein the optimal battery temperature range is a battery temperature range in which the service life of the power battery is long, and the first control mode is used to control the independent output power of the engine;

[0026] Alternatively, when the battery discharge current is greater than or equal to a preset discharge current, the target control mode is determined to be a first control mode, and the preset discharge current is associated with the battery temperature;

[0027] Alternatively, when the battery discharge power is greater than or equal to a preset discharge power, the target control mode is determined to be a first control mode, and the preset discharge power is associated with the battery temperature.

[0028] In one possible implementation, the method further includes:

[0029] When the battery temperature is not within the optimal battery temperature range, a temperature control instruction is sent to the thermal management system of the power battery, wherein the temperature control instruction is used to instruct the thermal management system to adjust the battery temperature of the power battery to the optimal battery temperature range.

[0030] In one possible implementation, controlling the engine and the electric motor of the vehicle based on the target control mode and the required power includes:

[0031] determining a first output power of the engine and a second output power of the electric motor based on the target control mode and the required power, wherein the sum of the first output power and the second output power is the required power;

[0032] The output power of the engine is adjusted to the first output power, and the output power of the electric motor is adjusted to the second output power.

[0033] In a possible implementation, determining the first output power of the engine and the second output power of the electric motor based on the target control mode and the required power includes:

[0034] When the target control mode is a first control mode, the first output power is determined as the required power, and the second output power is determined as a preset value. The first control mode is used to control the independent output power of the engine;

[0035] When the target control mode is the second control mode, the first output power is determined as the first reference power, and the second output power is determined as the second reference power. The first reference power belongs to the economic power range of the engine, and the second reference power belongs to the optimal discharge power range of the power battery. The optimal discharge power range is the discharge power range with the longest service life of the power battery. The second control mode is used to control the output power of the engine within the economic power range and control the output power of the electric motor within the optimal discharge power range.

[0036] When the target control mode is the third control mode, the first output power is determined as the third reference power, and the second output power is determined as the second reference power. The first reference power is greater than the upper limit of the economic power range of the engine. The third control mode is used to control the engine to output power beyond the upper limit of the range and to control the electric motor to output power within the optimal discharge power range.

[0037] In one possible implementation, the power battery parameters include battery temperature, current SOC, and cycle characteristics, and the method for determining the optimal discharge power range includes:

[0038] Obtaining the ambient temperature of the environment in which the vehicle is located;

[0039] determining a first discharge power and a second discharge power based on the battery temperature, the current SOC, the cycle characteristics, and the ambient temperature, wherein the first discharge power is less than the second discharge power;

[0040] The first discharge power is used as the lower limit of the interval, and the second discharge power is used as the upper limit of the interval to obtain the optimal discharge power interval.

[0041] In one aspect, a vehicle control device is provided, the device comprising:

[0042] a power demand acquisition module, configured to acquire the power demand of the vehicle when the vehicle is in a driving state, wherein the vehicle is a hybrid vehicle;

[0043] a target control mode determination module, configured to determine a target control mode based on the required power, engine parameters of the vehicle, and power battery parameters of the vehicle, or to determine a target control mode based on the power battery parameters, the target control mode being a control mode for extending the service life of the power battery of the vehicle;

[0044] A control module is configured to control the engine and the electric motor of the vehicle based on the target control mode and the required power.

[0045] In one possible implementation, the target control mode determination module is used to determine whether the motor output power is required based on the required power and the engine parameters; if the motor output power is not required, the first control mode is determined as the target control mode, and the first control mode is used to control the independent output power of the engine; if the motor output power is required, the target control mode is determined based on the required power, the engine parameters and the power battery parameters.

[0046] In one possible embodiment, the engine parameters include an economic power range of the engine, and the target control mode determination module is used to determine that the motor output power is required when the required power is greater than the upper limit of the economic power range; and to determine that the motor output power is not required when the required power is less than or equal to the upper limit of the economic power range.

[0047] In one possible embodiment, the power battery parameters include an optimal discharge power range of the power battery, where the optimal discharge power range is the discharge power range with the longest service life of the power battery. The target control mode determination module is used to determine the second control mode as the target control mode when the required power is less than or equal to the sum of the upper limit of the economic power range and the upper limit of the optimal discharge power range. The second control mode is used to control the engine to output power within the economic power range and the motor to output power within the optimal discharge power range; when the required power is greater than the sum of the upper limit of the economic power range and the upper limit of the optimal discharge power range, the third control mode is determined as the target control mode. The third control mode is used to control the engine to output power beyond the upper limit of the range and to control the motor to output power within the optimal discharge power range.

[0048] In one possible implementation, the device further includes a temperature range determining module configured to adjust the target control mode from the second control mode or the third control mode to the first control mode if the battery temperature is not within an optimal battery temperature range, wherein the optimal battery temperature range is a battery temperature range in which the service life of the power battery is long;

[0049] Alternatively, when the battery discharge current is greater than or equal to a preset discharge current, adjusting the target control mode from the second control mode or the third control mode to the first control mode, wherein the preset discharge current is associated with the battery temperature;

[0050] Alternatively, when the battery discharge power is greater than or equal to a preset discharge power, the target control mode is adjusted from the second control mode or the third control mode to the first control mode, and the preset discharge power is associated with the battery temperature.

[0051] In one possible embodiment, the power battery parameters include battery temperature, battery discharge current, or battery discharge power. The target control mode determination module is configured to, when the battery temperature is not within an optimal battery temperature range, determine the target control mode as a first control mode, where the optimal battery temperature range is a battery temperature range with a long service life of the power battery, and the first control mode is used to control the independent output power of the engine; or, when the battery discharge current is greater than or equal to a preset discharge current, determine the target control mode as the first control mode, where the preset discharge current is associated with the battery temperature; or, when the battery discharge power is greater than or equal to a preset discharge power, determine the target control mode as the first control mode, where the preset discharge power is associated with the battery temperature.

[0052] In a possible embodiment, the device further includes an instruction sending module for sending a temperature control instruction to the thermal management system of the power battery when the battery temperature is not within the optimal battery temperature range, wherein the temperature control instruction is used to instruct the thermal management system to adjust the battery temperature of the power battery to the optimal battery temperature range.

[0053] In one possible embodiment, the control module is used to determine the first output power of the engine and the second output power of the motor based on the target control mode and the required power, the sum of the first output power and the second output power being the required power; adjust the output power of the engine to the first output power, and adjust the output power of the motor to the second output power.

[0054] In one possible implementation, the control module is configured to, when the target control mode is the first control mode, determine the first output power as the required power and the second output power as a preset value, the first control mode being used to control the independent output power of the engine; when the target control mode is the second control mode, determine the first output power as a first reference power and the second output power as a second reference power, the first reference power belonging to the economic power range of the engine, the second reference power belonging to the optimal discharge power range of the power battery, the optimal discharge power range being the discharge power range with the longest service life of the power battery, the second control mode being used to control the engine to output power within the economic power range and to control the motor to output power within the optimal discharge power range. When the target control mode is the third control mode, determine the first output power as a third reference power and the second output power as the second reference power, the first reference power being greater than the upper limit of the economic power range of the engine, the third control mode being used to control the engine to output power exceeding the upper limit and to control the motor to output power within the optimal discharge power range.

[0055] In one possible embodiment, the power battery parameters include battery temperature, current SOC, and cycle characteristics, and the device also includes a power interval determination module for obtaining the ambient temperature of the vehicle environment; based on the battery temperature, the current SOC, the cycle characteristics, and the ambient temperature, determining a first discharge power and a second discharge power, the first discharge power being less than the second discharge power; using the first discharge power as the lower limit of the interval and the second discharge power as the upper limit of the interval to obtain the optimal discharge power interval.

[0056] On the one hand, a vehicle is provided, comprising one or more processors and one or more memories, wherein at least one program code is stored in the one or more memories, and the program code is loaded and executed by the one or more processors to implement the operations performed by the vehicle control method.

[0057] On the one hand, a computer-readable storage medium is provided, in which at least one program code is stored. The program code is loaded and executed by a processor to implement the operations performed by the vehicle control method.

[0058] Using the technical solution provided in the embodiments of this application, the hybrid vehicle's required power is obtained while the vehicle is in motion, thereby determining the total power required from the engine and electric motor. A target control method for controlling the engine and electric motor is determined based on the required power, engine parameters, and power battery parameters, or based on the power battery parameters. The hybrid vehicle's engine and electric motor are controlled based on the target control method and the required power to mitigate power battery capacity degradation, maximize the power battery's service life, and enhance the user experience while meeting the required power. BRIEF DESCRIPTION OF THE DRAWINGS

[0059] Figure 1 is a schematic diagram of an implementation environment of a vehicle control method provided in an embodiment of the present application;

[0060] Figure 2 This is a flow chart of a vehicle control method provided by an embodiment of the present application;

[0061] Figure 3 is a flow chart of another vehicle control method provided by an embodiment of the present application;

[0062] Figure 4 is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application;

[0063] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0064] The following will provide a clear and detailed description of the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more than two.

[0065] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features reflected. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of such features.

[0066] Hybrid vehicles: Hybrid vehicles are vehicles that use two or more power sources to drive the vehicle. Common classifications are as follows:

[0067] 1. Hybrid Electric Vehicle (HEV): Usually uses a traditional internal combustion engine (diesel or gasoline engine) and an electric motor as the power source. Some engines are modified to use other alternative fuels, such as compressed natural gas, propane and ethanol fuel.

[0068] 2. Plug-in Hybrid Electric Vehicle (PHEV): A plug-in hybrid electric vehicle (PHEV) uses a combination of fuel and plug-in electricity to propel the vehicle. The combined operation of the engine and electric motor can be switched according to different driving conditions, effectively increasing their utilization, significantly boosting vehicle power, and reducing energy consumption.

[0069] 3. Extended-Range Electric Vehicle (EREV): Utilizes a reversible transmission between the engine and electric motor and battery energy to allow the vehicle to be driven by the internal combustion engine like a normal car when needed while the battery is charging and extending the range.

[0070] 4. Mild hybrid vehicles: Generally use pure electric power to start, without much vibration and noise; when accelerating, the motor can provide additional propulsion energy, thereby reducing the burden on the engine and achieving the purpose of fuel saving; when braking, the mild hybrid power system will also recover excess energy to charge its own battery, further achieving energy conservation and emission reduction.

[0071] Demand power: The power required from the vehicle. Generally speaking, this refers to the sum of the power required from the vehicle's engine and electric motor. The demand power is usually determined based on user operation. For example, if a user presses the accelerator pedal deeply, indicating that the user wants the vehicle to accelerate, the demand power is relatively high.

[0072] Engine economic power range: the power range corresponding to the area with good engine fuel economy in the universal characteristic diagram.

[0073] Universal characteristic diagram: The universal characteristic diagram uses the speed as the horizontal axis and the torque or mean effective pressure as the vertical axis. Many equal fuel consumption rate curves and equal power curves are drawn on the diagram to form the universal characteristics of the engine.

[0074] Optimal discharge power range of the power battery: High-power discharge of the power battery will cause the service life of the power battery to decrease rapidly. The optimal discharge power range includes multiple discharge powers. Discharging the power battery at these multiple discharge powers can achieve a longer service life.

[0075] In the prior art, hybrid vehicles prioritize high electric motor output to meet the vehicle's power requirements for fuel economy. However, high electric motor output means the vehicle's power battery must be discharged at high power. High-power discharge can significantly shorten the battery's service life and accelerate capacity degradation.

[0076] By adopting the embodiment of the present application, it is possible to increase the life of the power battery by limiting the discharge power of the power battery while meeting the required power of the vehicle, thereby slowing down the capacity decay of the power battery and improving the user experience.

[0077] The following describes the implementation environment of the embodiment of the present application. Figure 1 The implementation environment of the vehicle control method provided in the embodiment of the present application includes a vehicle terminal 101, a hybrid controller 102, and a battery management system 103.

[0078] The vehicle-mounted terminal 101 is a terminal installed on the vehicle and is used to obtain vehicle-related data and process the acquired data to generate control instructions, which are used to control the vehicle's engine and electric motor. The vehicle-mounted terminal 101 is electrically connected to the hybrid controller 102 and the battery management system 103, and data can be exchanged between the vehicle-mounted terminal 101, the hybrid controller 102 and the battery management system 103.

[0079] The hybrid controller 102 is used to control the engine and electric motor. In this embodiment of the present application, the hybrid controller 102 can control the output power of the engine and the output power of the electric motor, thereby indirectly controlling the output power of the power battery. The battery management system 103 is used to collect parameters related to the power battery and manage the status of the power battery.

[0080] After introducing the implementation environment of the embodiments of this application, the following describes the application scenarios of the technical solutions provided by the embodiments of this application. The technical solutions provided by the embodiments of this application can be applied to hybrid vehicles, which can be any of the above-mentioned hybrid electric vehicles, plug-in hybrid electric vehicles, extended-range hybrid electric vehicles, and mild hybrid electric vehicles. Of course, with the development of science and technology, other types of hybrid vehicles may also appear, and the technical solutions provided by the embodiments of this application are also applicable to other types of hybrid vehicles.

[0081] By adopting the technical solutions provided in the embodiments of this application, it is possible to combine the vehicle's required power, engine parameters, and power battery parameters, or utilize the power battery parameters to determine a target control mode. This target control mode is a control mode used to extend the service life of the power battery. By using the target control mode and the required power to control the vehicle's engine and electric motor, the power of the power battery can be indirectly controlled, slowing down the capacity decay of the power battery and extending the service life of the power battery.

[0082] After introducing the implementation environment and application scenarios of the embodiments of the present application, the technical solutions provided by the embodiments of the present application are introduced below. Figure 2 Taking the execution subject as a vehicle-mounted terminal as an example, the method includes the following steps.

[0083] 201. When a vehicle is in motion, the on-board terminal obtains the required power of the vehicle, which is a hybrid vehicle.

[0084] Among them, the vehicle being in a driving state means that the vehicle is moving, that is, the vehicle's engine and / or electric motor are driving the vehicle to move. The vehicle's required power refers to the power required by the vehicle. In a hybrid vehicle, the vehicle's required power is met by the engine and / or electric motor. In some embodiments, during the vehicle's driving process, the required power is generally determined based on the opening of the vehicle's accelerator pedal. In the embodiments of the present application, the required power actually refers to the vehicle's required driving power, that is, the power required to drive the vehicle.

[0085] 202. The vehicle terminal determines a target control mode based on the required power, the engine parameters of the vehicle and the power battery parameters of the vehicle, or determines a target control mode based on the power battery parameters, where the target control mode is a control mode for extending the service life of the power battery of the vehicle.

[0086] Among them, the engine parameters are used to represent the engine properties of the engine. The engine properties are usually closely related to the hardware structure of the engine. For example, the maximum output power and economic power range of the engine belong to the engine properties. The power battery parameters are used to represent the battery state and battery properties of the power battery. The battery state is used to describe the working state of the power battery. For example, the battery temperature, battery discharge current and battery discharge power belong to the battery state; the battery properties are closely related to the electrode type and electrolyte type of the power battery. For example, the optimal discharge power range of the power battery belongs to the battery properties. In the embodiment of the present application, the target control method refers to the method used to control the engine and the electric motor. Extending the service life of the power battery of the vehicle does not mean increasing the service life on the basis of the original service life of the power battery, but making the service life of the power battery as close to the theoretical maximum service life of the power battery as possible. In other words, extending the service life means that after adopting the technical solution provided by the embodiment of the present application, the service life of the power battery is longer than before adopting the technical solution provided by the embodiment of the present application.

[0087] 203. The vehicle-mounted terminal controls the engine and the electric motor of the vehicle based on the target control mode and the required power.

[0088] The purpose of controlling the motor of the engine based on the target control mode and the required power is to maximize the service life of the power battery while meeting the required power.

[0089] Using the technical solution provided in the embodiments of this application, the hybrid vehicle's required power is obtained while the vehicle is in motion, thereby determining the total power required from the engine and electric motor. A target control method for controlling the engine and electric motor is determined based on the required power, engine parameters, and power battery parameters, or based on the power battery parameters. The hybrid vehicle's engine and electric motor are controlled based on the target control method and the required power to mitigate power battery capacity degradation, maximize the power battery's service life, and enhance the user experience while meeting the required power.

[0090] It should be noted that the above steps 201-203 are a brief description of the vehicle control method provided in the embodiment of the present application. The vehicle control method provided in the embodiment of the present application will be described in more detail below with reference to some examples. Figure 3 Taking the execution subject as a vehicle-mounted terminal as an example, the method includes the following steps.

[0091] 301. When a vehicle is in driving state, the vehicle-mounted terminal obtains the required power of the vehicle, and the vehicle is a hybrid vehicle.

[0092] Among them, the vehicle being in a driving state means that the vehicle is moving, that is, the vehicle's engine and / or electric motor are driving the vehicle to move. The vehicle's demand power refers to the power that the vehicle needs to output. In a hybrid vehicle, the vehicle's demand power is met by the engine and / or electric motor. In some embodiments, during the vehicle's driving, the demand power is usually determined based on the opening of the vehicle's accelerator pedal. In the embodiment of the present application, the demand power actually refers to the vehicle's demand driving power, that is, the power required to drive the vehicle. In the related art, after the demand power is obtained, the output power of the engine and electric motor will be allocated according to a preset method.

[0093] In a possible implementation, when the vehicle is in motion, the on-board terminal obtains the required power of the vehicle from the hybrid controller of the vehicle.

[0094] Among them, the hybrid controller is used to control the vehicle's engine and electric motor. For example, the hybrid controller can control the output power of the engine and electric motor. When the engine and electric motor are in working state, the output power of the engine and electric motor can be distributed in a certain way to meet the required power. On this basis, the on-board terminal can directly obtain the required power from the hybrid controller.

[0095] In this embodiment, when the vehicle is in a driving state, the required power is directly obtained from the hybrid controller, and the efficiency of obtaining the required power is high.

[0096] Another implementation of the above step 301 is described below.

[0097] In one possible implementation, when the vehicle is in motion, the vehicle terminal obtains the vehicle speed and accelerator pedal opening, and determines the required power of the vehicle based on the vehicle speed and accelerator pedal opening.

[0098] In this embodiment, the required power of the vehicle is determined based on the acquired vehicle speed and accelerator pedal opening, and the required power is more real-time.

[0099] The above implementation is described below through several examples.

[0100] Example 1: When a vehicle is in motion, the vehicle terminal obtains the vehicle speed and accelerator pedal opening. The vehicle terminal uses the vehicle speed and accelerator pedal opening to query the first relationship table to obtain the required power of the vehicle.

[0101] The first relationship table stores multiple candidate vehicle speeds, multiple candidate accelerator pedal openings, and candidate required powers corresponding to each candidate vehicle speed and each candidate accelerator pedal opening. The corresponding required power can be obtained by querying the first relationship table using the vehicle speed and the accelerator pedal opening. The first relationship table is calibrated by technicians based on actual conditions and is not limited in this embodiment of the present application.

[0102] In this implementation, the corresponding required power can be obtained by querying the first relationship table, and the required power is determined more efficiently.

[0103] Example 2: When a vehicle is in motion, the vehicle terminal obtains the vehicle speed and accelerator pedal opening, substitutes the vehicle speed and accelerator pedal opening into the first relationship data, and obtains the required power of the vehicle.

[0104] Among them, the first relationship data is used to represent the correspondence between vehicle speed, accelerator pedal opening and required power. The first relationship data is a relationship function, which is obtained by fitting multiple candidate vehicle speeds, multiple candidate accelerator pedal openings and candidate required powers corresponding to each candidate vehicle speed and each candidate accelerator pedal opening.

[0105] In this implementation manner, the required power can be obtained using the first relationship data, and the required power has high accuracy.

[0106] Example 3: While the vehicle is in motion, the onboard terminal obtains the vehicle speed and accelerator pedal position. The onboard terminal inputs the speed and accelerator pedal position into the required power determination model. The required power determination model extracts features from the speed and accelerator pedal position to obtain a required power determination feature. The onboard terminal maps the required power determination feature using the required power determination model to obtain the required power.

[0107] Among them, the required power determination model is a regression model, which can map the input vehicle speed and accelerator pedal opening to the required power. The required power determination model is obtained by multiple rounds of training based on multiple candidate vehicle speeds, multiple candidate accelerator pedal openings, and candidate required powers corresponding to each candidate vehicle speed and each candidate accelerator pedal opening. The embodiment of the present application does not limit the structure and training method of the required power determination model.

[0108] For example, while the vehicle is in motion, the onboard terminal obtains the vehicle speed and accelerator pedal position. The onboard terminal inputs this speed and accelerator pedal position into the required power determination model. The required power determination model then performs multiple full connections on the speed and accelerator pedal position to obtain a required power determination feature. The onboard terminal then performs full connections and normalization on the required power determination feature using the required power determination model to obtain the required power.

[0109] Optionally, after step 301, either step 302 or step 303 may be performed, which is not limited in the embodiment of the present application.

[0110] 302. The vehicle-mounted terminal determines a target control mode based on the required power, the engine parameters of the vehicle, and the power battery parameters of the vehicle. The target control mode is a control mode for extending the service life of the power battery of the vehicle.

[0111] Among them, the engine parameters are used to represent the engine properties of the engine. The engine properties are usually closely related to the hardware structure of the engine. For example, the maximum output power of the engine and the economic power range belong to the engine properties. In the embodiment of the present application, the target control method refers to the method used to control the engine and the electric motor. Prolonging the service life of the power battery of the vehicle does not mean increasing the service life on the basis of the original service life of the power battery, but trying to make the service life of the power battery as close as possible to the theoretical maximum service life of the power battery. In other words, extending the service life means that after adopting the technical solution provided by the embodiment of the present application, the service life of the power battery is longer than before adopting the technical solution provided by the embodiment of the present application. From another perspective, the target control method can be a control method that reduces the attenuation rate of the power battery, or a control method that optimizes the service life of the power battery. As long as the purpose of switching the control method is to extend the service life of the power battery, it falls within the scope of the above-mentioned target control method.

[0112] In one possible implementation, the vehicle-mounted terminal determines whether the motor output power is required based on the required power and the engine parameters. If the motor output power is not required, the vehicle-mounted terminal determines the first control mode as the target control mode, where the first control mode is used to control the independent output power of the engine. If the motor output power is required, the vehicle-mounted terminal determines the target control mode based on the required power, the engine parameters, and the power battery parameters.

[0113] Determining whether the motor output power is required is to determine whether the engine can independently meet the required power under certain conditions. These conditions are typically those for satisfying engine economy, such as whether the engine can operate within the economy range. If the motor output power is not required, the power battery does not need to power the motor. Accordingly, the first control mode is used to control the engine to operate while the motor does not operate. If the motor output power is required, the power battery needs to power the motor.

[0114] In this embodiment, the need for motor output power is determined based on the required power and engine parameters. If motor output power is not required, the first control mode is directly determined as the target control mode, enabling rapid determination of the target control mode. If motor output power is required, the target control mode is further determined based on the required power, engine parameters, and power battery parameters, ensuring that the determined target control mode is more closely aligned with the actual conditions of the engine and power battery.

[0115] In order to explain the above embodiment more clearly, the following is divided into two parts to explain the process of determining whether the motor output power is required and determining the target control mode in the above embodiment.

[0116] Part 1: The vehicle terminal determines whether the motor output power is required based on the required power and the engine parameters.

[0117] In one possible implementation, the engine parameter includes an economic power range of the engine. When the required power is greater than an upper limit of the economic power range, the on-board terminal determines that the motor output power is required. When the required power is less than or equal to the upper limit of the economic power range, the on-board terminal determines that the motor output power is not required.

[0118] Among them, the economic power range corresponds to the economic range of the engine. When the engine works in the economic power range, the fuel economy of the engine is better. The upper limit of the economic power range is the maximum power of the engine working in the economic power range. When the required power is greater than the upper limit of the economic power range, it means that the engine cannot meet the required power alone when working in the economic power range, so the electric motor output power is required to improve fuel economy. When the required power is less than or equal to the upper limit of the economic power range, it means that the engine can meet the required power when working in the economic power range. At this time, better fuel economy can be obtained, and power output to the electric motor can be avoided for the protection of the power battery. The method of determining the economic power range will be explained later.

[0119] In this embodiment, whether the motor output power is required is determined by comparing the required power with the upper limit of the economic power range, and the judgment efficiency is relatively high.

[0120] Another implementation of the first part is described below.

[0121] In one possible implementation, the engine parameter includes a preset engine power of the engine. If the required power is greater than the preset engine power, the on-board terminal determines that the motor output power is required, and the preset engine power is greater than the upper limit of the engine's economic power range and less than the engine's maximum power. If the required power is less than or equal to the preset engine power, the on-board terminal determines that the motor output power is not required.

[0122] Among them, the preset engine power is the recommended maximum engine power. When the engine output power is less than the preset engine power, a balance between economy and output capacity can be achieved. The preset engine power is set by technical personnel according to actual conditions, and the embodiments of the present application do not limit this. In the case where the required power is greater than the preset engine power, it means that the output power of the engine cannot meet the required power alone when it is below the preset engine power, so the output power of the electric motor is required to improve fuel economy. In the case where the required power is less than or equal to the preset engine power, it means that the output power of the engine can meet the required power when it is below the preset engine power. At this time, a balance between fuel economy and output capacity can be achieved, and power output to the electric motor can also be avoided for the protection of the power battery.

[0123] In this embodiment, by comparing the required power with the preset engine power, it is determined whether the motor output power is required, and the judgment efficiency is relatively high.

[0124] Part 2: When the motor output power is required, the vehicle terminal determines the target control mode based on the required power, the engine parameters and the power battery parameters.

[0125] In one possible embodiment, the power battery parameters include the optimal discharge power range of the power battery, which is the discharge power range with the longest service life of the power battery. When the motor output power is required and the required power is less than or equal to the sum of the upper limit of the economic power range and the upper limit of the optimal discharge power range, the on-board terminal determines the second control mode as the target control mode. The second control mode is used to control the engine to output power within the economic power range and the motor to output power within the optimal discharge power range. When the motor output power is required and the required power is greater than the sum of the upper limit of the economic power range and the upper limit of the optimal discharge power range, the on-board terminal determines the third control mode as the target control mode. The third control mode is used to control the engine to output power beyond the upper limit of the range and the motor to output power within the optimal discharge power range.

[0126] Among them, the required power is less than or equal to the sum of the upper limit of the economic power range and the upper limit of the optimal discharge power range, which means that the engine is working in the economic power range, and the motor is working in the optimal discharge power range, and the output power of the engine and the motor can meet the required power. At this time, the second control method can be used to control the engine and the motor. The required power is greater than the sum of the upper limit of the economic power range and the upper limit of the optimal discharge power range, which means that the engine is working in the economic power range, and the motor is working in the optimal discharge power range, and the output power of the engine and the motor cannot meet the required power. The engine or the motor needs to increase its output power. The technical solution provided in the embodiment of the present application is to extend the service life of the power battery. Therefore, the output power of the engine will be increased first, that is, the output power of the engine is made to exceed the upper limit of the economic power range. At this time, the third control method will be adopted.

[0127] Under this embodiment, by comparing the required power with the sum of the upper limit of the economic power range and the upper limit of the optimal discharge power range, it is determined whether to adopt the second control method or the third control method to control the vehicle's engine and electric motor. The determined control method is more in line with the actual situation of the vehicle, and while meeting the required power, it can improve fuel economy and the service life of the power battery as much as possible.

[0128] In some embodiments, after determining the target control mode based on the above implementation, the vehicle terminal can also perform the following steps.

[0129] In a possible embodiment, the power battery parameters include battery temperature. When the battery temperature is not within the optimal battery temperature range, the vehicle terminal adjusts the target control mode from the second control mode or the third control mode to the first control mode. The optimal battery temperature range is the battery temperature range with the longest service life of the power battery.

[0130] Among them, the battery temperature is not in the optimal battery temperature range, including the battery temperature being greater than the upper limit of the optimal battery temperature range and the battery temperature being less than the lower limit of the optimal battery temperature range. The service life of the power battery decays slowly when it is discharged within the optimal battery temperature range. Correspondingly, the service life of the power battery decays quickly when it is not discharged within the optimal battery temperature range. Therefore, when the power battery is not within the optimal battery temperature range, the target control mode is adjusted from the second control mode or the third control mode to the first control mode, so that the motor no longer outputs power, and the power battery no longer outputs power to the motor, thereby forming temperature protection for the power battery and extending the service life of the power battery. Generally speaking, the optimal battery temperature range is provided by the manufacturer of the power battery. If the manufacturer does not provide it, the optimal battery temperature range is set by the technician according to the actual situation, and the embodiments of the present application do not limit this.

[0131] Under this embodiment, after determining the target control mode, it is also possible to determine whether the determined target control mode needs to be adjusted based on the battery temperature. That is, by determining whether the battery temperature is within the optimal battery temperature range of the power battery, it is determined whether the target control mode needs to be adjusted to the first control mode, thereby further protecting the power battery and extending the service life of the power battery.

[0132] In one possible embodiment, the power battery parameter includes a battery discharge current. When the battery discharge current is greater than or equal to a preset discharge current, the vehicle-mounted terminal adjusts the target control mode from the second control mode or the third control mode to the first control mode, and the preset discharge current is associated with the battery temperature.

[0133] Among them, when the battery discharge current of the power battery is less than the preset discharge current, the decay rate of the service life of the power battery is slower. Correspondingly, when the battery discharge current of the power battery is greater than or equal to the preset discharge current, the decay rate of the service life of the power battery is faster. Therefore, when the battery discharge current of the power battery is greater than or equal to the preset discharge current, the target control mode is adjusted from the second control mode or the third control mode to the first control mode, so that the motor no longer outputs power, and the power battery no longer outputs power to the motor, forming a battery discharge current protection for the power battery and extending the service life of the power battery. The preset discharge current is associated with the battery temperature, which means that the preset discharge current is determined based on the battery temperature. Generally speaking, the preset discharge current is provided by the manufacturer of the power battery. If the manufacturer does not provide it, the preset discharge current is set by the technician according to the actual situation. The embodiment of the present application does not limit this.

[0134] The following describes a method for determining the preset discharge current based on the battery temperature.

[0135] In some embodiments, the vehicle-mounted terminal substitutes the battery temperature into the second relationship data to obtain the preset discharge current.

[0136] The second relationship data is used to represent the corresponding relationship between the battery temperature and the preset discharge current. The second relationship data is a relationship function, and the second relationship data is obtained by fitting based on multiple battery temperatures and the preset discharge current corresponding to each battery temperature.

[0137] Under this embodiment, after determining the target control mode, it is also possible to determine whether the determined target control mode needs to be adjusted based on the battery discharge current. That is, by determining whether the battery discharge current is less than the preset discharge current, it is determined whether the target control mode needs to be adjusted to the first control mode, thereby further protecting the power battery and extending the service life of the power battery.

[0138] In one possible embodiment, the power battery parameter includes battery discharge power. When the battery discharge power is greater than or equal to a preset discharge power, the vehicle-mounted terminal adjusts the target control mode from the second control mode or the third control mode to the first control mode, and the preset discharge power is associated with the battery temperature.

[0139] Among them, when the battery discharge power of the power battery is less than the preset discharge power, the decay rate of the service life of the power battery is slower. Correspondingly, when the battery discharge power of the power battery is greater than or equal to the preset discharge power, the decay rate of the service life of the power battery is faster. Therefore, when the battery discharge power of the power battery is greater than or equal to the preset discharge power, the target control mode is adjusted from the second control mode or the third control mode to the first control mode, so that the motor no longer outputs power, and the power battery no longer outputs power to the motor, thereby protecting the power battery and extending the service life of the power battery. The preset discharge power is associated with the battery temperature, which means that the preset discharge power is determined based on the battery temperature. Generally speaking, the preset discharge power is provided by the manufacturer of the power battery. If the manufacturer does not provide it, the preset discharge power is set by the technician according to the actual situation. The embodiments of the present application do not limit this.

[0140] The following describes a method for determining the preset discharge power based on the battery temperature.

[0141] In some embodiments, the vehicle-mounted terminal substitutes the battery temperature into the third relationship data to obtain the preset discharge power.

[0142] The third relationship data is used to represent the corresponding relationship between the battery temperature and the preset discharge power. The third relationship data is a relationship function, and the third relationship data is obtained by fitting based on multiple battery temperatures and the preset discharge power corresponding to each battery temperature.

[0143] Under this embodiment, after determining the target control mode, it is also possible to determine whether the determined target control mode needs to be adjusted based on the battery discharge power. That is, by determining whether the battery discharge power is less than the preset discharge power, it is determined whether the target control mode needs to be adjusted to the first control mode, thereby further protecting the power battery and extending the service life of the power battery.

[0144] In addition, when the battery temperature of the power battery is not within the optimal battery temperature range, the vehicle-mounted terminal can also perform the following steps.

[0145] In one possible implementation, when the battery temperature is not within the optimal battery temperature range, the on-board terminal sends a temperature control instruction to the thermal management system of the power battery, and the temperature control instruction is used to instruct the thermal management system to adjust the battery temperature of the power battery to the optimal battery temperature range.

[0146] The following describes a method for determining the optimal discharge power range in the above embodiment.

[0147] In one possible implementation, the power battery parameters include battery temperature, current SOC, and cycle characteristics. The vehicle-mounted terminal obtains the ambient temperature of the vehicle's environment. Based on the battery temperature, current SOC, cycle characteristics, and ambient temperature, the vehicle-mounted terminal determines a first discharge power and a second discharge power, where the first discharge power is less than the second discharge power. The vehicle-mounted terminal uses the first discharge power as the lower limit of the interval and the second discharge power as the upper limit of the interval to obtain the optimal discharge power interval.

[0148] Among them, the cycle characteristics are used to describe the discharge characteristics of the power battery. For example, the cycle characteristics include the capacity attenuation rate of the power battery when it is discharged at different discharge powers at different battery temperatures, and the capacity attenuation rate when it is discharged at different SOCs and different battery temperatures. The cycle characteristics are provided by the manufacturer of the power battery.

[0149] In this embodiment, the battery temperature, current SOC, cycle characteristics and ambient temperature of the power battery are used to determine the optimal discharge power range, and the optimal discharge power range is more closely matched with the actual conditions of the power battery.

[0150] For example, the vehicle terminal obtains the engine's intake air temperature from a temperature sensor at the engine's intake manifold and determines the intake air temperature as the ambient temperature. The vehicle terminal inputs the battery temperature, the current SOC, the cycle characteristics, and the ambient temperature into a discharge power interval determination model. The discharge power interval determination model then extracts features from these factors to obtain interval prediction features. The vehicle terminal then fully connects and normalizes the interval prediction features using the discharge power interval determination model to obtain the first discharge power and the second discharge power, thereby determining the optimal discharge power interval.

[0151] 303. The vehicle-mounted terminal determines a target control mode based on the power battery parameters.

[0152] Among them, power battery parameters are used to represent the battery status and battery properties of the power battery. The battery status is used to describe the operating status of the power battery. For example, the battery temperature, battery discharge current, and battery discharge power belong to the battery status. The battery properties are closely related to the motor type and electrolyte type of the power battery. For example, the optimal discharge power range of the power battery belongs to the battery properties. In the embodiment of the present application, when the power battery provides energy to the electric motor, the battery discharge power is approximately equal to the output power of the electric motor.

[0153] In one possible embodiment, the power battery parameters include battery temperature. When the battery temperature is not within the optimal battery temperature range, the vehicle-mounted terminal determines the target control mode as the first control mode. The optimal battery temperature range is the battery temperature range with the longest service life of the power battery. The first control mode is used to control the independent output power of the engine.

[0154] The battery temperature not being within the optimal battery temperature range includes the battery temperature being greater than the upper limit of the optimal battery temperature range and the battery temperature being less than the lower limit of the optimal battery temperature range. When the power battery is discharged within the optimal battery temperature range, its service life decays more slowly. Correspondingly, when the power battery is discharged outside the optimal battery temperature range, its service life decays more rapidly. Therefore, when the power battery is not within the optimal battery temperature range, the target control mode is directly determined to be the first control mode, so that the electric motor no longer outputs power, and the power battery no longer outputs power to the electric motor. This provides temperature protection for the power battery and extends its service life.

[0155] In this embodiment, whether the target control mode needs to be determined as the first control mode is determined by determining whether the battery temperature is within the optimal battery temperature range of the power battery, thereby protecting the power battery when the battery temperature is too high or too low (not within the optimal battery temperature range) and extending the service life of the power battery.

[0156] Another implementation of the above step 303 is described below.

[0157] In a possible implementation, the power battery parameter includes a battery discharge current. When the battery discharge current is greater than or equal to a preset discharge current, the vehicle-mounted terminal determines the target control mode as the first control mode. The preset discharge current is associated with the battery temperature.

[0158] Among them, when the battery discharge current of the power battery is less than the preset discharge current, the decay rate of the service life of the power battery is slower. Correspondingly, when the battery discharge current of the power battery is greater than or equal to the preset discharge current, the decay rate of the service life of the power battery is faster. Therefore, when the battery discharge current of the power battery is greater than or equal to the preset discharge current, the target control mode is directly determined to be the first control mode, so that the motor no longer outputs power, and the power battery no longer outputs power to the motor, thereby forming temperature protection for the power battery and extending the service life of the power battery.

[0159] In this embodiment, whether the target control mode needs to be determined as the first control mode is determined by determining whether the discharge current is greater than or equal to the preset discharge current, thereby protecting the power battery when the discharge current is too high and extending the service life of the power battery.

[0160] Another implementation of the above step 303 is described below.

[0161] In a possible implementation, the power battery parameter includes battery discharge power. When the battery discharge power is greater than or equal to a preset discharge power, the vehicle-mounted terminal determines the target control mode as the first control mode, and the preset discharge power is associated with the battery temperature.

[0162] Among them, when the battery discharge power of the power battery is less than the preset discharge power, the decay rate of the service life of the power battery is slower. Correspondingly, when the battery discharge power of the power battery is greater than or equal to the preset discharge power, the decay rate of the service life of the power battery is faster. Therefore, when the battery discharge power of the power battery is greater than or equal to the preset discharge power, the target control mode is directly determined to be the first control mode, so that the motor no longer outputs power, and the power battery no longer outputs power to the motor, thereby forming temperature protection for the power battery and extending the service life of the power battery.

[0163] In this embodiment, whether the target control mode needs to be determined as the first control mode is determined by determining whether the discharge power is greater than or equal to the preset discharge power, thereby protecting the power battery when the discharge power is too high and extending the service life of the power battery.

[0164] 304. The vehicle-mounted terminal controls the engine and the electric motor of the vehicle based on the target control mode and the required power.

[0165] The purpose of controlling the motor of the engine based on the target control mode and the required power is to maximize the service life of the power battery while meeting the required power.

[0166] In one possible implementation, the vehicle terminal determines a first output power of the engine and a second output power of the electric motor based on the target control mode and the required power, where the sum of the first output power and the second output power is the required power. The vehicle terminal adjusts the output power of the engine to the first output power and adjusts the output power of the electric motor to the second output power.

[0167] In order to more clearly illustrate the above embodiment, the method of determining the first output power and the second output power in the above embodiment is described below.

[0168] In some embodiments, when the target control mode is the first control mode, the vehicle terminal determines the first output power as the required power and the second output power as a preset value. The first control mode is used to control the independent output power of the engine. When the target control mode is the second control mode, the vehicle terminal determines the first output power as the first reference power and the second output power as the second reference power. The first reference power belongs to the economic power range of the engine, and the second reference power belongs to the optimal discharge power range of the power battery. The optimal discharge power range is the discharge power range with the longest service life of the power battery. The second control mode is used to control the output power of the engine within the economic power range and the output power of the motor within the optimal discharge power range. When the target control mode is the third control mode, the vehicle terminal determines the first output power as the third reference power and the second output power as the second reference power. The first reference power is greater than the upper limit of the economic power range of the engine. The third control mode is used to control the output power of the engine exceeding the upper limit of the range and control the output power of the motor within the optimal discharge power range.

[0169] Among them, when the target control mode is the first control mode, the required torque is entirely provided by the engine, the electric motor does not output power, and the power battery does not need to output power to the electric motor. When the target control mode is the second control mode, the required torque is provided by both the engine and the electric motor, the engine operates in the economic power range, and the electric motor operates in the optimal discharge power range. While meeting the required torque and improving fuel economy, it also protects the power battery. When the target control mode is the third control mode, the required torque is provided by both the engine and the electric motor, and the electric motor operates in the optimal discharge power range. While meeting the required torque, it also protects the power battery. In some embodiments, the preset value is 0.

[0170] All of the above optional technical solutions can be combined in any way to form optional embodiments of the present application, and will not be described in detail here.

[0171] Using the technical solution provided in the embodiments of this application, the hybrid vehicle's required power is obtained while the vehicle is in motion, thereby determining the total power required from the engine and electric motor. A target control method for controlling the engine and electric motor is determined based on the required power, engine parameters, and power battery parameters, or based on the power battery parameters. The hybrid vehicle's engine and electric motor are controlled based on the target control method and the required power to mitigate power battery capacity degradation, maximize the power battery's service life, and enhance the user experience while meeting the required power.

[0172] Figure 4 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of the present application, see Figure 4 The device includes: a required power acquisition module 401, a target control mode determination module 402 and a control module 403.

[0173] The required power acquisition module 401 is used to acquire the required power of the vehicle when the vehicle is in a driving state, and the vehicle is a hybrid vehicle.

[0174] The target control mode determination module 402 is used to determine the target control mode based on the required power, the engine parameters of the vehicle and the power battery parameters of the vehicle, or to determine the target control mode based on the power battery parameters. The target control mode is a control mode used to extend the service life of the power battery of the vehicle.

[0175] The control module 403 is configured to control the engine and the electric motor of the vehicle based on the target control mode and the required power.

[0176] In one possible implementation, the target control mode determination module 402 is configured to determine whether the motor output power is required based on the required power and the engine parameters. If the motor output power is not required, a first control mode is determined as the target control mode, where the first control mode is used to control the independent engine output power. If the motor output power is required, the target control mode is determined based on the required power, the engine parameters, and the power battery parameters.

[0177] In one possible implementation, the engine parameters include an economic power range of the engine. The target control mode determination module 402 is configured to determine that the motor output power is required if the required power is greater than an upper limit of the economic power range, and to determine that the motor output power is not required if the required power is less than or equal to the upper limit of the economic power range.

[0178] In one possible implementation, the power battery parameters include an optimal discharge power range for the power battery, where the optimal discharge power range is the discharge power range with the longest service life of the power battery. The target control mode determination module 402 is configured to, when the required power is less than or equal to the sum of the upper limit of the economic power range and the upper limit of the optimal discharge power range, determine a second control mode as the target control mode. The second control mode is used to control the engine to output power within the economic power range and the motor to output power within the optimal discharge power range. When the required power is greater than the sum of the upper limit of the economic power range and the upper limit of the optimal discharge power range, determine a third control mode as the target control mode. The third control mode is used to control the engine to output power beyond the upper limit of the range and the motor to output power within the optimal discharge power range.

[0179] In a possible embodiment, the device also includes a temperature range determination module for adjusting the target control mode from the second control mode or the third control mode to the first control mode when the battery temperature is not within the optimal battery temperature range, and the optimal battery temperature range is the battery temperature range with the longest service life of the power battery.

[0180] Alternatively, when the battery discharge current is greater than or equal to a preset discharge current, the target control mode is adjusted from the second control mode or the third control mode to the first control mode, and the preset discharge current is associated with the battery temperature.

[0181] Alternatively, when the battery discharge power is greater than or equal to a preset discharge power, the target control mode is adjusted from the second control mode or the third control mode to the first control mode, and the preset discharge power is associated with the battery temperature.

[0182] In one possible implementation, the power battery parameters include battery temperature, battery discharge current, or battery discharge power. The target control mode determination module 402 is configured to, if the battery temperature is not within an optimal battery temperature range, determine the target control mode as a first control mode, where the optimal battery temperature range is a battery temperature range that maximizes the service life of the power battery, and the first control mode is used to control the independent output power of the engine. Alternatively, if the battery discharge current is greater than or equal to a preset discharge current, the target control mode is determined to be the first control mode, where the preset discharge current is associated with the battery temperature. Alternatively, if the battery discharge power is greater than or equal to a preset discharge power, the target control mode is determined to be the first control mode, where the preset discharge power is associated with the battery temperature.

[0183] In a possible embodiment, the device also includes an instruction sending module for sending a temperature control instruction to the thermal management system of the power battery when the battery temperature is not within the optimal battery temperature range. The temperature control instruction is used to instruct the thermal management system to adjust the battery temperature of the power battery to the optimal battery temperature range.

[0184] In one possible implementation, the control module 403 is configured to determine, based on the target control mode and the required power, a first output power of the engine and a second output power of the electric motor, where the sum of the first output power and the second output power is the required power, and adjust the output power of the engine to the first output power, and adjust the output power of the electric motor to the second output power.

[0185] In one possible embodiment, the control module 403 is configured to, when the target control mode is a first control mode, determine the first output power as the required power and the second output power as a preset value. The first control mode is used to control the independent output power of the engine. When the target control mode is a second control mode, the first output power is determined as a first reference power and the second output power is determined as a second reference power. The first reference power belongs to the economic power range of the engine, and the second reference power belongs to the optimal discharge power range of the power battery. The optimal discharge power range is the discharge power range with the longest service life of the power battery. The second control mode is used to control the output power of the engine within the economic power range and the output power of the motor within the optimal discharge power range. When the target control mode is a third control mode, the first output power is determined as a third reference power and the second output power is determined as the second reference power. The first reference power is greater than the upper limit of the economic power range of the engine. The third control mode is used to control the output power of the engine exceeding the upper limit of the range and control the output power of the motor within the optimal discharge power range.

[0186] In one possible embodiment, the power battery parameters include battery temperature, current SOC, and cycle characteristics. The device also includes a power range determination module for obtaining the ambient temperature of the vehicle's environment. Based on the battery temperature, current SOC, cycle characteristics, and ambient temperature, a first discharge power and a second discharge power are determined, with the first discharge power being less than the second discharge power. The first discharge power is used as the lower limit of the range, and the second discharge power is used as the upper limit of the range to obtain the optimal discharge power range.

[0187] It should be noted that the vehicle control device provided in the above embodiments is merely illustrated by the division of the aforementioned functional modules when controlling a vehicle. In actual applications, the aforementioned functions can be assigned to different functional modules as needed, i.e., the internal structure of a computer device can be divided into different functional modules to perform all or part of the functions described above. Furthermore, the vehicle control device provided in the above embodiments and the vehicle control method embodiments are based on the same concept. The specific implementation process is detailed in the method embodiments and will not be further described here.

[0188] Using the technical solution provided in the embodiments of this application, the hybrid vehicle's required power is obtained while the vehicle is in motion, thereby determining the total power required from the engine and electric motor. A target control method for controlling the engine and electric motor is determined based on the required power, engine parameters, and power battery parameters, or based on the power battery parameters. The hybrid vehicle's engine and electric motor are controlled based on the target control method and the required power to mitigate power battery capacity degradation, maximize the power battery's service life, and enhance the user experience while meeting the required power.

[0189] The embodiment of the present application also provides a vehicle, Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0190] Typically, the vehicle 500 includes one or more processors 501 and one or more memories 502 .

[0191] The processor 501 may include one or more processing cores, such as a 4-core processor, a 5-core processor, etc. The processor 501 may be implemented in at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), or PLA (Programmable Logic Array). The processor 501 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the awake state, also known as a CPU (Central Processing Unit); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 501 may be integrated with a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 501 may also include an AI (Artificial Intelligence) processor, which is used to process computing operations related to machine learning.

[0192] The memory 502 may include one or more computer-readable storage media, which may be non-transitory. The memory 502 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices and flash memory storage devices. In some embodiments, the non-transitory computer-readable storage medium in the memory 502 is used to store at least one computer program, which is executed by the processor 501 to implement the vehicle control method provided in the method embodiment of the present application.

[0193] Those skilled in the art will understand that Figure 5 The structure shown in the figure does not constitute a limitation on the vehicle 500, and the vehicle 500 may include more or fewer components than shown in the figure, or combine certain components, or adopt a different component arrangement.

[0194] In addition, the device provided in the embodiments of the present application can specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiment.

[0195] This embodiment also provides a computer-readable storage medium, which stores computer program code. When the computer program code runs on a computer, the computer executes the above-mentioned related method steps to implement a vehicle control method provided by the above embodiment.

[0196] This embodiment also provides a computer program product. When the computer program product is run on a computer, it enables the computer to execute the above-mentioned related steps to implement a vehicle control method provided by the above embodiment.

[0197] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0198] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0199] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0200] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A vehicle control method, characterized in that: The method comprises: When a vehicle is in a driving state, obtaining a required power of the vehicle, wherein the vehicle is a hybrid vehicle; determining a target control mode based on the required power, engine parameters of the vehicle, and power battery parameters of the vehicle, or determining a target control mode based on the power battery parameters, the target control mode being a control mode for extending the service life of the power battery of the vehicle; An engine and an electric motor of the vehicle are controlled based on the target control mode and the required power.

2. The method according to claim 1, characterized in that The determining of a target control mode based on the required power, the engine parameters of the vehicle, and the power battery parameters of the vehicle includes: determining whether the motor output power is required based on the required power and the engine parameters; In a case where the motor output power is not required, determining a first control mode as the target control mode, wherein the first control mode is used to control the independent output power of the engine; When the electric motor output power is required, the target control mode is determined based on the required power, the engine parameters, and the power battery parameters.

3. The method according to claim 2, characterized in that The engine parameters include an economical power range of the engine. The determining whether the electric motor output power is required based on the required power and the engine parameters includes: When the required power is greater than the upper limit of the economic power range, determining that the motor output power is required; When the required power is less than or equal to the upper limit of the economic power range, it is determined that the motor output power is not required.

4. The method according to claim 3, characterized in that The power battery parameters include an optimal discharge power range of the power battery, where the optimal discharge power range is a discharge power range with the longest service life of the power battery. Determining the target control mode based on the required power, the engine parameters, and the power battery parameters includes: When the required power is less than or equal to the sum of the upper limit of the economic power range and the upper limit of the optimal discharge power range, determining a second control mode as the target control mode, the second control mode being used to control the engine to output power within the economic power range and to control the electric motor to output power within the optimal discharge power range; When the required power is greater than the sum of the upper limit of the economic power range and the upper limit of the optimal discharge power range, the third control mode is determined as the target control mode, and the third control mode is used to control the engine to output power beyond the upper limit of the range and to control the electric motor to output power within the optimal discharge power range.

5. The method according to claim 4, characterized in that The power battery parameters include battery temperature, battery discharge current, or battery discharge power. The method further includes: When the battery temperature is not within an optimal battery temperature range, adjusting the target control mode from the second control mode or the third control mode to the first control mode, wherein the optimal battery temperature range is a battery temperature range in which the service life of the power battery is long; Alternatively, when the battery discharge current is greater than or equal to a preset discharge current, adjusting the target control mode from the second control mode or the third control mode to the first control mode, wherein the preset discharge current is associated with the battery temperature; Alternatively, when the battery discharge power is greater than or equal to a preset discharge power, the target control mode is adjusted from the second control mode or the third control mode to the first control mode, and the preset discharge power is associated with the battery temperature.

6. The method according to claim 1, characterized in that The power battery parameters include battery temperature, battery discharge current, or battery discharge power. Determining a target control mode based on the power battery parameters includes: If the battery temperature is not within the optimal battery temperature range, determining the target control mode to be a first control mode, wherein the optimal battery temperature range is a battery temperature range in which the service life of the power battery is long, and the first control mode is used to control the independent output power of the engine; Alternatively, when the battery discharge current is greater than or equal to a preset discharge current, the target control mode is determined to be a first control mode, and the preset discharge current is associated with the battery temperature; Alternatively, when the battery discharge power is greater than or equal to a preset discharge power, the target control mode is determined to be a first control mode, and the preset discharge power is associated with the battery temperature.

7. The method according to claim 5 or 6, characterized in that The method further comprises: When the battery temperature is not within the optimal battery temperature range, a temperature control instruction is sent to the thermal management system of the power battery, wherein the temperature control instruction is used to instruct the thermal management system to adjust the battery temperature of the power battery to the optimal battery temperature range.

8. The method according to claim 1, characterized in that The controlling of the engine and the electric motor of the vehicle based on the target control mode and the required power includes: determining a first output power of the engine and a second output power of the electric motor based on the target control mode and the required power, wherein the sum of the first output power and the second output power is the required power; The output power of the engine is adjusted to the first output power, and the output power of the electric motor is adjusted to the second output power.

9. The method according to claim 8, characterized in that The determining, based on the target control mode and the required power, the first output power of the engine and the second output power of the electric motor includes: When the target control mode is a first control mode, the first output power is determined as the required power, and the second output power is determined as a preset value. The first control mode is used to control the independent output power of the engine; When the target control mode is the second control mode, the first output power is determined as the first reference power, and the second output power is determined as the second reference power. The first reference power belongs to the economic power range of the engine, and the second reference power belongs to the optimal discharge power range of the power battery. The optimal discharge power range is the discharge power range with the longest service life of the power battery. The second control mode is used to control the output power of the engine within the economic power range and control the output power of the electric motor within the optimal discharge power range. When the target control mode is the third control mode, the first output power is determined as the third reference power, and the second output power is determined as the second reference power. The first reference power is greater than the upper limit of the economic power range of the engine. The third control mode is used to control the engine to output power beyond the upper limit of the range and to control the electric motor to output power within the optimal discharge power range.

10. The method according to claim 4 or 9, characterized in that The power battery parameters include battery temperature, current SOC, and cycle characteristics. The method for determining the optimal discharge power range includes: Obtaining the ambient temperature of the environment in which the vehicle is located; determining a first discharge power and a second discharge power based on the battery temperature, the current SOC, the cycle characteristics, and the ambient temperature, wherein the first discharge power is less than the second discharge power; The first discharge power is used as the lower limit of the interval, and the second discharge power is used as the upper limit of the interval to obtain the optimal discharge power interval.

11. A vehicle, characterized in that: The vehicle comprises: a memory for storing executable program code; A processor is used to call and run the executable program code from the memory, so that the vehicle executes the vehicle control method according to any one of claims 1 to 10.

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