Light truck non-plug-in P2 hybrid intelligent charging control method and vehicle

Abstract

The invention discloses a light truck non-plug-in P2 hybrid intelligent charging control method and a vehicle. The method comprises the steps that an idling charging mode and a driving charging mode are set for intelligent charging of the vehicle; acquiring a required charging power curve of the engine, and setting a stepped charging curve according to the required charging power curve of the engine so as to set the charging multiplying power and the corresponding duration in a segmented manner; judging whether to enter the idling charging mode or the driving charging mode according to the current gear, the parking braking state and the current vehicle speed; if the vehicle is in the idling charging mode, the allowable charging power of the battery is obtained, and stepped charging control is carried out according to the stepped charging curve; and if the vehicle is in the driving charging mode, the surplus power of the engine is used for charging the battery under the condition that the charging condition is met. According to the invention, the intelligence of charging control can be improved, and the driving dynamic property is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of hybrid vehicle charging control, and more specifically, to a light truck non-plug-in hybrid P2 hybrid intelligent charging control method and vehicle. Background Art

[0002] Existing light truck commercial vehicles have complex load profiles, requiring them to operate in a variety of scenarios, including suburban roads, mountain roads, and highways. Compared to passenger cars, commercial vehicles have higher load capacities, longer driving ranges, and more complex operating environments. Consequently, commercial vehicles place higher demands on their powertrains, requiring higher energy density, longer driving range, and lower operating costs. Existing P2 hybrid technology can meet user demands for power in overloaded or mountainous conditions while significantly reducing fuel consumption and emissions, thereby minimizing environmental impact. However, P2 hybrid technology utilizes only one electric motor, requiring only one option: driving or charging. Furthermore, P2 hybrid technology in the light truck market is typically equipped with an automatic manual transmission (AMT), which exhibits a wide ratio spread. This requires electric motor assistance during and after shifts to compensate for the engine's low-end torque and poor power response. Under specific operating conditions, such as mountain roads, severe overloading, and in HEV models, the battery's available SOC is low. To maintain a balanced SOC, power assistance may be reduced or even eliminated, resulting in a severe power shortage. This leads to long-term, inefficient engine operation and a significant reduction in fuel efficiency. Therefore, how to intelligently control the charging of P2 hybrid vehicles is of great significance. Summary of the Invention

[0003] The present invention provides a non-plug-in hybrid P2 light truck intelligent charging control method and vehicle, which solves the problem that existing P2 hybrid light trucks are prone to having low available battery SOC under special operating conditions, resulting in serious power shortage. It can improve the charging efficiency of P2 hybrid vehicles, increase the intelligence of charging control, and improve driving dynamics.

[0004] To achieve the above objectives, the present invention provides the following technical solutions:

[0005] A light truck non-plug-in hybrid P2 hybrid intelligent charging control method, comprising:

[0006] Set the vehicle's intelligent charging mode for idle charging and driving charging;

[0007] Obtaining an engine demand charging power curve, and setting a stepped charging curve according to the engine demand charging power curve, so as to set the charging rate and the corresponding duration in stages;

[0008] Determining whether to enter the idle charging mode or the driving charging mode based on the current gear position, parking brake status, and current vehicle speed;

[0009] If the vehicle is in an idle charging mode, obtaining the battery allowable charging power and performing step-by-step charging control according to the step-by-step charging curve;

[0010] If the vehicle is in driving charging mode, the battery will be charged using the engine's surplus power if the charging conditions are met.

[0011] Preferably, it also includes:

[0012] The hybrid mode of the vehicle is provided with a power driving mode and an economic driving mode, and the SOC balance point corresponding to the power driving mode is set to 50%, and the SOC balance point corresponding to the economic driving mode is set to 30%.

[0013] Preferably, setting a stepped charging curve according to the engine demand charging power curve includes:

[0014] The corresponding relationship between the battery's allowable charging power and time is determined according to the engine's required power curve, and the battery's allowable charging power and charging time are set in sections to form a step-type charging curve.

[0015] Preferably, the step of setting the battery charging power and charging time in segments includes:

[0016] The battery charging power is 10c and the charging time is 10s, which is set as stage A.

[0017] The battery is set to stage B when the allowable charging power is 10~8c and the charging time is 1s;

[0018] The battery is set to stage C when the allowable charging power is 8c and the charging time is 15s;

[0019] The battery is set to stage D when the allowable charging power is 8~6c and the charging time is 0.5s;

[0020] The battery is set to stage E when the allowable charging power is 6C and the charging time is 30s;

[0021] The battery is set to stage F when the allowable charging power is 6~5C and the charging time is 0.3s;

[0022] The battery is set to G stage when the allowable charging power is 5C and the charging time is 9 minutes;

[0023] The battery is set to H stage when the allowable charging power is 5~1C and the charging time is 0.1s;

[0024] The battery is set to stage I when the allowable charging power is 1C or less and when not charging.

[0025] Preferably, performing step-by-step charging control according to the step-by-step charging curve includes:

[0026] When the battery allows a charging power of 10c, it starts from stage A and charges at a rate of 10c for 10s. If the battery allows a charging power lower than 10c during the process, it starts to transition to stage B for 1s, and then charges at a rate of 8c for 15s. If it is lower than 12s, the battery allows a charging power of 10c, enters stage B for 1s, and then enters stage A. Otherwise, after stage C for 15s, it enters stage D.

[0027] Preferably, the step-by-step charging control according to the step-by-step charging curve further includes:

[0028] When the battery allows a charging power of 8~10c, it starts from stage C and charges at a charging rate of 8c for 15s. If it is less than 12s, the battery allows a charging power of 10c, enters stage B for a transition of 1s, and then enters stage A for charging. Otherwise, after entering stage C for 15s, it enters stage D; after entering stage D for 0.5s, it enters stage E and charges at a charging rate of 6c for 30s. If it is less than 25s, the battery allows a charging power of 8c, enters stage D for a transition of 0.5s, and then enters stage C for charging. Otherwise, after entering stage E for 30s, it enters stage F.

[0029] Preferably, the step-by-step charging control according to the step-by-step charging curve further includes:

[0030] When the battery allows a charging power of 5~6c, it starts from stage E and charges at a rate of 6c for 30s. If it is less than 25s, the battery allows a charging power of 8c or above, and enters stage D for a transition of 0.5s and enters stage C for charging. Otherwise, after stage E lasts for 30s, it enters stage F. After entering stage F, it lasts for 0.3s and enters stage G for a charge of 5c for 9min. If it is less than 8.5min, the battery allows a charging power of 6c or above, and enters stage H for a transition of 0.1s and enters stage I for charging. Otherwise, after stage G lasts for 9min, it enters stage H.

[0031] Preferably, the step-by-step charging control according to the step-by-step charging curve further includes:

[0032] When the battery allows charging power of 1~5C, it will not be charged from stage I until the battery allows charging rate of 5C is reached. At this time, the motor is at rated power, enters stage H for 0.1s, and enters stage G to charge at a rate of 5C.

[0033] The present invention also provides a light truck non-plug-in hybrid P2 hybrid intelligent charging vehicle, using the above control method, comprising: a transmission, a motor, a dry clutch, an engine, an engine controller and an adaptive controller;

[0034] The transmission is in driving connection with the motor and is in driving connection with the engine via the dry clutch;

[0035] The adaptive controller integrates the functions of BMS, TCU and VCU, the adaptive controller is connected to the engine controller via a CAN bus, and the adaptive controller is electrically connected to the motor via a high-voltage line;

[0036] The adaptive controller controls the vehicle to perform idling charging and driving charging according to the vehicle running state.

[0037] Preferably, the transmission is a 4-speed AMT transmission.

[0038] This invention provides a non-plug-in hybrid P2 light truck intelligent charging control method and vehicle. This method utilizes stepped idle charging during vehicle idling and utilizes excess engine power to charge the battery during driving. This method addresses the problem of low battery available SOC and severe power shortages in existing P2 hybrid light trucks under special operating conditions. It improves the charging efficiency of P2 hybrid vehicles, enhances the intelligence of charging control, and improves driving dynamics. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the specific embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments.

[0040] Figure 1 It is a schematic diagram of a light truck non-plug-in hybrid P2 hybrid intelligent charging control method provided by the present invention.

[0041] Figure 2 Schematic diagram of a step-type charging curve provided by an embodiment of the present invention.

[0042] Figure 3 It is a schematic diagram of a light truck non-plug-in hybrid P2 hybrid intelligent charging vehicle provided by the present invention. DETAILED DESCRIPTION

[0043] In order to enable those skilled in the art to better understand the solutions of the embodiments of the present invention, the embodiments of the present invention are further described in detail below with reference to the accompanying drawings and implementation methods.

[0044] In response to the problem that current P2 hybrid light trucks are prone to having low available battery SOC under special operating conditions, resulting in serious power shortage, the present invention provides a light truck non-plug-in hybrid P2 hybrid intelligent charging control method and vehicle, which solves the problem that current P2 hybrid light trucks are prone to having low available battery SOC under special operating conditions, resulting in serious power shortage. It can improve the charging efficiency of P2 hybrid vehicles, increase the intelligence of charging control, and improve driving dynamics.

[0045] like Figure 1 As shown, a light truck non-plug-in hybrid P2 hybrid intelligent charging control method includes:

[0046] S1: Set the vehicle's intelligent charging mode to idle charging mode and driving charging mode.

[0047] S2: Obtaining an engine demand charging power curve, and setting a step-type charging curve according to the engine demand charging power curve, so as to set the charging rate and the corresponding duration in sections.

[0048] S3: Determine whether to enter the idle charging mode or the driving charging mode based on the current gear position, parking brake status and current vehicle speed.

[0049] S4: If the vehicle is in the idle charging mode, the battery allowable charging power is obtained, and step-by-step charging control is performed according to the step-by-step charging curve.

[0050] S5: If the vehicle is in driving charging mode, the battery is charged using the engine's surplus power when the charging conditions are met.

[0051] In practice, the vehicle control switch triggers the sending of a CAN signal requesting activation of the smart charging mode to the vehicle controller (VCU). Based on the current vehicle operating status, the VCU determines whether to send motor torque control and engine speed control requests to the motor controller MCU and engine controller ECU, thereby controlling the engine and motor to charge the battery. The current gear position, parking brake status, and vehicle speed determine whether to initiate idle charging or driving charging. When the driver presses the smart charging switch, the current mode is not smart charging, and the SOC is less than a certain value. The VCU determines that idle charging is initiated based on the current gear position being neutral, the parking brake being activated, the vehicle speed being zero, and the clutch being engaged. Otherwise, driving charging is initiated. This method can improve the charging efficiency of P2 hybrid vehicles, increase the intelligence of charging control, and enhance driving dynamics.

[0052] The method also includes: setting a power driving mode and an economic driving mode for the hybrid mode of the vehicle, and setting the SOC balance point corresponding to the power driving mode to 50%, and setting the SOC balance point corresponding to the economic driving mode to 30%.

[0053] Furthermore, the step-type charging curve is set according to the engine demand charging power curve, including:

[0054] The corresponding relationship between the battery's allowable charging power and time is determined according to the engine's required power curve, and the battery's allowable charging power and charging time are set in sections to form a step-type charging curve.

[0055] Furthermore, the step of setting the battery charging power and charging time in segments includes:

[0056] The battery charging power is 10c and the charging time is 10s, which is set as stage A.

[0057] The battery is set to stage B when the allowable charging power is 10~8c and the charging time is 1s;

[0058] The battery is set to stage C when the allowable charging power is 8c and the charging time is 15s;

[0059] The battery is set to stage D when the allowable charging power is 8~6c and the charging time is 0.5s;

[0060] The battery is set to stage E when the allowable charging power is 6C and the charging time is 30s;

[0061] The battery is set to stage F when the allowable charging power is 6~5C and the charging time is 0.3s;

[0062] The battery is set to G stage when the allowable charging power is 5C and the charging time is 9 minutes;

[0063] The battery is set to H stage when the allowable charging power is 5~1C and the charging time is 0.1s;

[0064] The battery is set to stage I when the allowable charging power is 1C or less and when not charging.

[0065] In actual application, when entering the idle charging mode, the VCU will calculate the engine demand charging power curve based on the battery's allowed charging power and the difference between the current SOC and the charging target SOC, and send a certain torque demand torque request to the MCU and a certain speed idle speed increase request to the ECU. The engine and motor controller respond to the request and charge the battery. The engine demand charging power and duration are as follows: Figure 2 As shown in the step-type charging curve, when the battery allows charging power to be in any stage from A to I (as shown in Table 1), charging starts from that stage.

[0066]

[0067] Furthermore, performing step-by-step charging control according to the step-by-step charging curve includes:

[0068] When the battery allows a charging power of 10c, it starts from stage A and charges at a rate of 10c for 10s. If the battery allows a charging power lower than 10c during the process, it starts to transition to stage B for 1s, and then charges at a rate of 8c for 15s. If it is lower than 12s, the battery allows a charging power of 10c, enters stage B for 1s, and then enters stage A. Otherwise, after stage C for 15s, it enters stage D.

[0069] Furthermore, the step-by-step charging control according to the step-by-step charging curve further includes:

[0070] When the battery allows a charging power of 8~10c, it starts from stage C and charges at a charging rate of 8c for 15s. If it is less than 12s, the battery allows a charging power of 10c, enters stage B for a transition of 1s, and then enters stage A for charging. Otherwise, after entering stage C for 15s, it enters stage D; after entering stage D for 0.5s, it enters stage E and charges at a charging rate of 6c for 30s. If it is less than 25s, the battery allows a charging power of 8c, enters stage D for a transition of 0.5s, and then enters stage C for charging. Otherwise, after entering stage E for 30s, it enters stage F.

[0071] Furthermore, the step-by-step charging control according to the step-by-step charging curve further includes:

[0072] When the battery allows a charging power of 5~6c, it starts from stage E and charges at a rate of 6c for 30s. If it is less than 25s, the battery allows a charging power of 8c or above, and enters stage D for a transition of 0.5s and enters stage C for charging. Otherwise, after stage E lasts for 30s, it enters stage F. After entering stage F, it lasts for 0.3s and enters stage G for a charge of 5c for 9min. If it is less than 8.5min, the battery allows a charging power of 6c or above, and enters stage H for a transition of 0.1s and enters stage I for charging. Otherwise, after stage G lasts for 9min, it enters stage H.

[0073] Furthermore, the step-by-step charging control according to the step-by-step charging curve further includes:

[0074] When the battery allows charging power of 1~5C, it will not be charged from stage I until the battery allows charging rate of 5C is reached. At this time, the motor is at rated power, enters stage H for 0.1s, and enters stage G to charge at a rate of 5C.

[0075] In actual use, during idle charging mode, the engine speed request must reach a point where the minimum net power corresponding to that speed is greater than 1.2 times the charging power to ensure the normal operation of other accessories, while keeping the engine within the high-speed range and minimizing NVH. In Power mode, the selected speed is increased to 1200 rpm, and in Economy mode, the selected speed is increased to 1000 rpm. In smart charging, the idle charging power differs between Power and Economy modes. In Economy mode, the idle charging power only operates at a 5C rate in the GI phase, requiring approximately 9 minutes to charge from 20% to 90% SOC. In Power mode, operating in the AI ​​phase, the fastest charge from 20% to 90% SOC is approximately 3.3 minutes.

[0076] Furthermore, when the charging conditions are met, the battery is charged using the engine's surplus power, as follows:

[0077] Driving charging is not performed during motor assist, energy recovery mode, or gear shifting, and has a higher priority than driving charging.

[0078] In economic mode, the SOC balance point is 30%, which is quite different from the driving charging target SOC of 90%. At the same time, the economic mode does not pursue high power performance. The small throttle upshift point in economic mode is below 2200rpm. In economic mode, driving charging starts 100rpm before the lowest speed point corresponding to the engine torque point, that is, 1300rpm. It is charged at a rate of 0.5C in the range of 1300-1400rpm and at a rate of 1C from 1400 to 2200. When the engine speed exceeds the highest speed point of 2200rpm corresponding to the torque point, it is charged at a rate of 0.5C. In power mode, SOC The balance point is at 50%, which is close to the driving charging target SOC of 90%. At the same time, the power mode has high requirements on power performance. In the power mode, the small and medium throttle shift points reach above 2200rpm-2500rpm. The power mode starts driving charging 100rpm after the engine torque point corresponds to the lowest speed point, that is, 1500rpm. It is charged at a rate of 0.5C in the range of 1500-1600rpm, and at a rate of 1C from 1600 to 2200. When the engine speed exceeds the maximum speed point of 2200rpm corresponding to the torque point, it is charged at a rate of 0.5C.

[0079] In economic mode, the ratio in stage C is multiplied by a coefficient of 1 in gear 1 / 2 / 3 / 4. In power mode, the ratio in stage C is multiplied by a coefficient of 0.5 in gear 1, 0.8 in gear 2, 1 in gear 3, and 0.5 in gear 4.

[0080] When the slope is 8%-12% and the engine speed is lower than 2000rpm, the battery will not be charged when driving in 3rd / 4th gear, otherwise it will not be charged when driving in 4th gear; when the slope is greater than 12% and the engine speed is lower than 2200rpm, the battery will not be charged when driving in 2nd / 3rd / 4th gear, otherwise it will not be charged when driving in 3rd / 4th gear; when the slope is less than 8%, there is no limit.

[0081] When the identified load is empty ≤ 3t, the driving charging rate coefficient is multiplied by 1.1; when the identified load is 3-4.5t, the driving charging rate coefficient is multiplied by 1.1-0.8; when the identified load is 3-6t, the driving charging rate coefficient is multiplied by 1.1-0.8; when the identified load is ≥ 6t, the driving charging rate coefficient is multiplied by 0.8.

[0082] When charged to around 90% of the target SOC, in economy mode, the SOC can still be consumed by the motor to fluctuate around 30%, and in power mode, the SOC can still be consumed by the motor to fluctuate around 50%.

[0083] In one embodiment, when a vehicle is operating on a mountain road, the gradient of the road frequently changes between gentle slopes, steep slopes, and short downhill slopes, requiring frequent gear shifting. This requires frequent motor assistance after gear shifting, resulting in slow acceleration and prolonged assistance on uphill slopes, leading to a rapid decrease in SOC. Using the intelligent charging mode described in the present invention, the vehicle switches to power mode 10 minutes before reaching the foot of the mountain and activates intelligent charging mode for on-the-go charging. Upon reaching the foot of the mountain, if the SOC is not high, the vehicle can engage the handbrake and shift into neutral, entering idle charging. After a maximum of 2.8 minutes, the SOC can be charged from 50% to 90%. During this time, the intelligent charging mode remains active. When ascending a small slope or on a short downhill slope, on-the-go charging can utilize its charging characteristics at different slopes to compensate for the rapid decrease in SOC after frequent gear shifting due to motor assistance, thus preventing the SOC from dropping too much below the equilibrium point, resulting in slow acceleration after gear shifting due to the lack of motor assistance.

[0084] When a truck is empty and needs to make a short trip to other places in the city to load cargo, the smart charging mode can be turned on in the economic mode, which can quickly charge the truck to the SOC balance point of the power mode or above. After loading the cargo, the truck can drive in the power mode to quickly obtain the power brought by the gear shift assist.

[0085] As can be seen, the present invention provides an intelligent charging control method for non-plug-in hybrid P2 light trucks. This method utilizes stepped idle charging during vehicle idling and utilizes excess engine power to charge the battery during driving. This method addresses the problem of low battery SOC and severe power shortages often seen in existing P2 hybrid light trucks under special operating conditions. It improves the charging efficiency of P2 hybrid vehicles, enhances the intelligence of charging control, and improves driving dynamics.

[0086] Accordingly, if Figure 3As shown, the present invention also provides a light truck non-plug-in hybrid P2 hybrid intelligent charging vehicle, using the above-mentioned control method, including: a transmission, a motor, a dry clutch, an engine, an engine controller and an adaptive controller; the transmission is connected to the motor in a transmission manner, and is connected to the engine in a transmission manner through the dry clutch; the adaptive controller integrates the functions of a BMS, a TCU and a VCU, the adaptive controller is connected to the engine controller via a CAN bus communication, and the adaptive controller is electrically connected to the motor via a high-voltage line; the adaptive controller controls the vehicle to perform idle charging and driving charging according to the vehicle's operating status.

[0087] Furthermore, the transmission is a 4-speed AMT transmission.

[0088] Specifically, the vehicle utilizes a dry clutch, a parallel-shaft P2 single motor, and a four-speed AMT hybrid transmission. The adaptive control unit (ACU) integrates the functions of the BMS, TCU, and VCU. The vehicle's low-voltage system is 24V and the high-voltage system is 96V. Only the motor and battery are high-voltage systems; the rest are low-voltage systems. The engine never shuts down, and there is no pure electric mode. Instead, there is a single hybrid mode with two driving modes: power and economy, and an intelligent charging mode. The vehicle also features a slope sensor and load recognition. The four-speed transmission has a significant ratio difference between adjacent gears, causing the engine speed to drop to 850-1100 rpm after shifting. At this point, the engine's available torque is minimal and torque response is poor. To mitigate this, the motor assist time is extended after shifting. The vehicle's SOC balance point is approximately 30% in economy mode and approximately 50% in power mode. The adaptive controller controls idle charging and on-the-go charging based on the vehicle's operating status, enabling intelligent charging. This improves the charging efficiency of the P2 hybrid vehicle, enhances charging control intelligence, and enhances driving dynamics.

[0089] As can be seen, the present invention provides a non-plug-in hybrid light truck P2 hybrid intelligent charging vehicle that utilizes a dry clutch, a parallel-shaft P2 single motor, and a four-speed AMT hybrid transmission. The adaptive control unit (ACU) integrates the functions of the BMS, TCU, and VCU. It utilizes a stepped idle charging system during vehicle idling and utilizes excess engine power to charge the battery during driving. This solves the problem of existing P2 hybrid light trucks often experiencing low battery available SOC and severe power shortages under special operating conditions. It improves the charging efficiency of P2 hybrid vehicles, enhances the intelligence of charging control, and improves driving dynamics.

[0090] The above describes in detail the structure, features and effects of the present invention based on the embodiments shown in the drawings. The above is only a preferred embodiment of the present invention, but the scope of implementation of the present invention is not limited to what is shown in the drawings. Any changes made in accordance with the concept of the present invention, or modifications to equivalent embodiments with equivalent changes, which do not exceed the spirit covered by the description and drawings, should be within the scope of protection of the present invention.

Claims

1. A light truck non-plug-in hybrid P2 hybrid intelligent charging control method, characterized in that: include: Set the vehicle's intelligent charging mode for idle charging and driving charging; Obtaining an engine demand charging power curve, and setting a stepped charging curve according to the engine demand charging power curve, so as to set the charging rate and the corresponding duration in stages; Determining whether to enter the idle charging mode or the driving charging mode based on the current gear position, parking brake status, and current vehicle speed; If the vehicle is in an idle charging mode, obtaining the battery allowable charging power and performing step-by-step charging control according to the step-by-step charging curve; If the vehicle is in driving charging mode, the battery will be charged using the engine's surplus power if the charging conditions are met.

2. The light truck non-plug-in hybrid P2 hybrid intelligent charging control method according to claim 1 is characterized in that: Also includes: The hybrid mode of the vehicle is provided with a power driving mode and an economic driving mode, and the SOC balance point corresponding to the power driving mode is set to 50%, and the SOC balance point corresponding to the economic driving mode is set to 30%.

3. The light truck non-plug-in hybrid P2 hybrid intelligent charging control method according to claim 2, characterized in that: The step-by-step charging curve is set according to the engine required charging power curve, including: The corresponding relationship between the battery's allowable charging power and time is determined according to the engine's required power curve, and the battery's allowable charging power and charging time are set in sections to form a step-type charging curve.

4. The light truck non-plug-in hybrid P2 hybrid intelligent charging control method according to claim 3 is characterized in that: The step of setting the battery charging power and charging time in segments includes: The battery charging power is 10c and the charging time is 10s, which is set as stage A. The battery is set to stage B when the allowable charging power is 10~8c and the charging time is 1s; The battery is set to stage C when the allowable charging power is 8c and the charging time is 15s; The battery is set to stage D when the allowable charging power is 8~6c and the charging time is 0.5s; The battery is set to stage E when the allowable charging power is 6C and the charging time is 30s; The battery is set to stage F when the allowable charging power is 6~5C and the charging time is 0.3s; The battery is set to G stage when the allowable charging power is 5C and the charging time is 9 minutes; The battery is set to H stage when the allowable charging power is 5~1C and the charging time is 0.1s; The battery is set to stage I when the allowable charging power is 1C or less and when not charging.

5. The light truck non-plug-in hybrid P2 hybrid intelligent charging control method according to claim 4 is characterized in that: The step-by-step charging control according to the step-by-step charging curve includes: When the battery allows a charging power of 10c, it starts from stage A and charges at a rate of 10c for 10s. If the battery allows a charging power lower than 10c during the process, it starts to transition to stage B for 1s, and then charges at a rate of 8c for 15s. If it is lower than 12s, the battery allows a charging power of 10c, enters stage B for 1s, and then enters stage A. Otherwise, after stage C for 15s, it enters stage D.

6. The light truck non-plug-in hybrid P2 hybrid intelligent charging control method according to claim 5 is characterized in that: The step-by-step charging control according to the step-by-step charging curve further includes: When the battery allows a charging power of 8~10c, it starts from stage C and charges at a charging rate of 8c for 15s. If it is less than 12s, the battery allows a charging power of 10c, enters stage B for a transition of 1s, and then enters stage A for charging. Otherwise, after entering stage C for 15s, it enters stage D; after entering stage D for 0.5s, it enters stage E and charges at a charging rate of 6c for 30s. If it is less than 25s, the battery allows a charging power of 8c, enters stage D for a transition of 0.5s, and then enters stage C for charging. Otherwise, after entering stage E for 30s, it enters stage F.

7. The light truck non-plug-in hybrid P2 hybrid intelligent charging control method according to claim 6, characterized in that: The step-by-step charging control according to the step-by-step charging curve further includes: When the battery allows a charging power of 5~6c, it starts from stage E and charges at a rate of 6c for 30s. If it is less than 25s, the battery allows a charging power of 8c or above, and enters stage D for a transition of 0.5s and enters stage C for charging. Otherwise, after stage E lasts for 30s, it enters stage F. After entering stage F, it lasts for 0.3s and enters stage G for a charge of 5c for 9min. If it is less than 8.5min, the battery allows a charging power of 6c or above, and enters stage H for a transition of 0.1s and enters stage I for charging. Otherwise, after stage G lasts for 9min, it enters stage H.

8. The light truck non-plug-in hybrid P2 hybrid intelligent charging control method according to claim 7 is characterized in that: The step-by-step charging control according to the step-by-step charging curve further includes: When the battery allows charging power of 1~5C, it will not be charged from stage I until the battery allows charging rate of 5C is reached. At this time, the motor is at rated power, enters stage H for 0.1s, and enters stage G to charge at a rate of 5C.

9. A light truck non-plug-in hybrid P2 hybrid intelligent charging vehicle, using the control method according to any one of claims 1 to 8, characterized in that: include: Transmission, motor, dry clutch, engine, engine controller and adaptive controller; The transmission is in driving connection with the motor and is in driving connection with the engine via the dry clutch; The adaptive controller integrates the functions of BMS, TCU and VCU, the adaptive controller is connected to the engine controller via a CAN bus, and the adaptive controller is electrically connected to the motor via a high-voltage line; The adaptive controller controls the vehicle to perform idling charging and driving charging according to the vehicle running state.

10. The light truck non-plug-in hybrid P2 hybrid intelligent charging vehicle according to claim 9, characterized in that: The transmission is a 4-speed AMT transmission.

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