Charging control method, controller and vehicle

Abstract

The embodiment of the invention provides a charging control method, a controller and a vehicle, relates to the technical field of vehicles, and can charge a power battery by driving a generator to generate electricity through an engine of the vehicle, so that the power battery can be in a relatively high electric quantity under the condition of not depending on charging of an external charging pile; and the driving experience of the user is improved. The charging control method comprises the steps that in response to the fact that a preset charging starting condition is met, a first control instruction is sent, and the first control instruction is used for starting an engine; determining a target charging rotating speed of the generator and a target charging torque of the engine; and a second control instruction is sent, and the second control instruction is used for controlling the generator to operate based on the target charging rotating speed and controlling the engine to output the target charging torque so as to charge a power battery in the vehicle.

Description

Technical Field

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

[0002] In related technologies, users of hybrid vehicles often want to use power batteries as a power source to drive the vehicle in order to ensure a good driving experience. Therefore, how to ensure that the power battery maintains a high charge without relying on external charging piles is an urgent problem that needs to be solved. Summary of the Invention

[0003] The embodiments of the present application provide a charging control method, a controller, and a vehicle, which can charge the power battery by using the vehicle's own engine to drive the generator to generate electricity, so that the power battery can be kept at a high level of power without relying on charging from an external charging pile, which is beneficial to improving the user's driving experience.

[0004] In a first aspect, an embodiment of the present application provides a charging control method, the method comprising:

[0005] In response to a preset charging start condition being met, a first control instruction is sent, the first control instruction being used to start the engine, the preset charging start condition being a combination of one or more of the following: when the vehicle is in park / neutral, a user-triggered charging request and a charging target value are received from the vehicle computer, and the current remaining charge of the vehicle is less than the difference between the charging target value and a preset offset; when the vehicle is in park / neutral, an accelerator pedal opening is greater than a set opening threshold for a duration greater than a set time threshold, and the current remaining charge of the vehicle is less than a first set charge threshold; when the vehicle is not in park / neutral, the vehicle speed is less than a set speed threshold, and the current remaining charge of the vehicle is less than a second set charge threshold; when the vehicle is not in park / neutral, an engine diagnosis prohibit shutdown request is received from an engine control module;

[0006] determining a target charging speed of the generator and a target charging torque of the engine;

[0007] A second control instruction is sent, where the second control instruction is used to control the generator to operate based on the target charging speed and to control the engine to output the target charging torque to charge the power battery in the vehicle.

[0008] In an embodiment of the present application, when the vehicle is in park / neutral, the user can actively trigger (for example, the user actively performs relevant operations on the vehicle computer, or the user actively presses the accelerator pedal) to charge the power battery by driving the generator to generate electricity through the engine. Alternatively, when the vehicle is not in park / neutral, the engine can be driven by the generator to charge the power battery by non-user active triggering (for example, detecting that the vehicle is at low speed and low battery, or detecting that the engine has a need to prohibit shutdown). In other words, multiple ways are supported to trigger the engine to drive the generator to generate electricity, so that the power battery can be charged in various scenarios, which is conducive to maintaining a high level of power in the power battery, thereby improving the user's driving experience.

[0009] Optionally, the preset charging start condition is: when the vehicle is in park / neutral, a charging request and a charging target value are received from the vehicle computer, and the current remaining power of the vehicle is less than the difference between the charging target value and a preset offset, determining the target charging speed of the generator includes:

[0010] In response to a difference between the charging target value and the current remaining power being greater than a third set power threshold, a first preset charging speed is used as a target charging speed of the generator.

[0011] In an embodiment of the present application, if the user actively triggers the engine to drive the generator to generate electricity by performing relevant operations on the vehicle computer, and the charging target value set by the user in the vehicle computer is significantly higher than the current remaining power of the power battery, the first preset charging speed can be used as the target charging speed of the generator, and the first preset charging speed should be larger, so as to prioritize meeting the charging needs of the power battery.

[0012] Optionally, the method further includes:

[0013] In response to the difference between the charging target value and the current remaining power being no greater than the third set power threshold, determining a second preset charging speed corresponding to the current remaining power based on a correspondence between the remaining power and a preset charging speed, wherein the current remaining power and the second preset charging speed are negatively correlated;

[0014] According to the corresponding relationship between the engine coolant temperature and the preset charging speed, a third preset charging speed corresponding to the current engine coolant temperature is set, wherein the current engine coolant temperature and the third preset charging speed are negatively correlated;

[0015] A target charging speed of the generator is determined according to the second preset charging speed and the third preset charging speed.

[0016] In an embodiment of the present application, if the user actively triggers the engine to drive the generator to generate electricity by performing relevant operations on the vehicle computer, and the charging target value set by the user in the vehicle computer is not significantly higher than the current remaining power of the power battery, at this time, on the one hand, a second preset charging speed can be determined according to the current remaining power. Since the second preset charging speed is negatively correlated with the current remaining power, this means that when the current remaining power is high, the second preset charging speed can be lower, thereby meeting the NVH performance; when the current remaining power is low, the second preset charging speed can be higher, thereby meeting the fast charging requirement; on the other hand, a third preset charging speed can be determined according to the engine coolant temperature. Since the third preset charging speed is negatively correlated with the engine coolant temperature, this means that when the engine coolant temperature is low, the third preset charging speed can be higher, allowing the engine to quickly heat up to the normal operating temperature, thereby improving the problems of poor fuel atomization and insufficient lubrication in the cold state; when the engine coolant temperature is high, the third preset charging speed can be lower, thereby reducing the heat generation of the engine, thereby avoiding failures caused by overheating of the engine coolant. Finally, taking the above factors into comprehensive consideration, the target charging speed of the generator is determined according to the second preset charging speed and the third preset charging speed, so that the determined target charging speed is more in line with the above specific demand preference.

[0017] Optionally, determining the target charging speed of the generator according to the second preset charging speed and the third preset charging speed includes:

[0018] The maximum of the second preset charging speed and the third preset charging speed is used as the target speed of the generator.

[0019] In an embodiment of the present application, between the second preset charging speed and the third preset charging speed, if the second preset charging speed is greater than the third preset charging speed, the second preset charging speed is used as the target speed of the generator, thereby giving priority to meeting the NVH performance requirements or the fast charging requirements; if the second preset charging speed is less than the third preset charging speed, the third preset charging speed is used as the target speed of the generator, thereby giving priority to meeting the combustion requirements or the thermal management requirements.

[0020] Optionally, the preset charging start condition is: when the vehicle is in park / neutral, the accelerator pedal opening is greater than a set opening threshold, the duration is greater than a set time threshold, and the current remaining power of the vehicle is less than a first set power threshold. Determining the target charging speed of the generator includes:

[0021] The fourth preset charging speed is used as the target charging speed of the generator.

[0022] In an embodiment of the present application, if the user actively triggers the engine to drive the generator to generate electricity by continuously pressing the accelerator pedal, the fourth preset charging speed can be used as the target charging speed of the generator, and the fourth preset charging speed should be larger, so as to give priority to meeting the charging needs of the power battery.

[0023] Optionally, the preset charging start condition is: when the vehicle is not in park / neutral, the vehicle speed is less than a set speed threshold, and the current remaining power of the vehicle is less than a second set power threshold, and determining the target charging speed of the generator includes:

[0024] Determining a second preset charging speed corresponding to the current remaining power according to a correspondence between the remaining power and the preset charging speed, wherein the current remaining power and the second preset charging speed are negatively correlated;

[0025] According to the corresponding relationship between the engine coolant temperature and the preset charging speed, a third preset charging speed corresponding to the current engine coolant temperature is set, wherein the current engine coolant temperature and the third preset charging speed are negatively correlated;

[0026] A target charging speed of the generator is determined according to the second preset charging speed and the third preset charging speed.

[0027] In an embodiment of the present application, if the vehicle is detected to be in a low speed and low battery state, the vehicle will actively trigger the engine to drive the generator to generate electricity. At this time, on the one hand, a second preset charging speed can be determined based on the current remaining battery. Since the second preset charging speed is negatively correlated with the current remaining battery, this means that when the current remaining battery is relatively high, the second preset charging speed can be lower, thereby meeting NVH performance requirements; when the current remaining battery is relatively low, the second preset charging speed can be higher, thereby meeting fast charging requirements. On the other hand, a third preset charging speed can be determined based on the engine coolant temperature. Since the third preset charging speed is negatively correlated with the engine coolant temperature, this means that when the engine coolant temperature is relatively low, the third preset charging speed can be higher, allowing the engine to quickly warm up to normal operating temperature, improving problems such as poor fuel atomization and insufficient lubrication under cold conditions; when the engine coolant temperature is relatively high, the third preset charging speed can be lower, thereby reducing engine heat generation and avoiding malfunctions caused by engine coolant overheating. Finally, taking into account the above factors, a target charging speed for the generator is determined based on the second and third preset charging speeds, so that the determined target charging speed better meets the above specific demand preferences.

[0028] Optionally, the preset charging start condition is: when the vehicle is not in park / neutral, an engine diagnostics prohibit shutdown request is received from an engine control module, and a target charging speed of the generator is determined, including:

[0029] obtaining an engine diagnosis request speed from the engine control module;

[0030] The engine diagnosis request speed is used as the target charging speed of the generator.

[0031] In an embodiment of the present application, if it is detected that the vehicle has a need to prohibit engine shutdown, the vehicle will actively trigger the engine to drive the generator to generate electricity, and directly use the engine diagnostic request speed as the target charging speed of the engine, thereby realizing charging of the power battery in the engine prohibited shutdown scenario.

[0032] Optionally, the preset charging start condition is: when the vehicle is in park / neutral, a charging request and a charging target value are received from the vehicle computer, and the current remaining power of the vehicle is less than the difference between the charging target value and a preset offset, determining the target charging torque of the engine includes:

[0033] Determining, based on a correspondence between a target charging speed, a difference between a target charging value and a remaining charge, and a preset charging torque, a first preset charging torque corresponding to the target charging speed and the difference between the target charging value and the current remaining charge, wherein the first preset charging torque is positively correlated with the target charging speed, and the difference between the target charging value and the current remaining charge is positively correlated with the first preset charging torque;

[0034] determining a maximum allowable torque of the engine and a maximum allowable charging torque;

[0035] The target charging torque of the engine is determined according to the first preset charging torque, the maximum allowable torque, and the allowable charging maximum torque.

[0036] In an embodiment of the present application, if the user actively triggers the engine to drive the generator to generate electricity by performing relevant operations on the vehicle computer, and the charging target value set by the user in the vehicle computer is significantly higher than the current remaining power of the power battery, the first preset charging torque can be determined based on the determined target charging speed, the difference between the charging target value and the remaining power, and then the maximum allowable torque of the engine and the maximum allowable charging torque are determined. Finally, the appropriate target charging torque is determined by combining the first preset charging torque, the maximum allowable torque of the engine and the maximum allowable charging torque.

[0037] Optionally, determining the target charging torque of the engine according to the first preset charging torque, the maximum allowable torque, and the maximum allowable charging torque includes:

[0038] The minimum of a first preset charging torque, the maximum allowable torque, and the maximum allowable charging torque is used as the target charging torque of the engine.

[0039] In an embodiment of the present application, the target charging torque of the engine can be the smallest of the first preset charging torque, the maximum allowable torque, and the maximum allowable charging torque. This can not only meet the purpose of the engine driving the generator to generate electricity, but also avoid exceeding the output torque upper limit of the engine and causing damage to the engine. At the same time, it can also avoid exceeding the power consumption requirements of loads such as power batteries and causing damage to the load.

[0040] Optionally, the preset charging start condition is: when the vehicle is in park / neutral, the accelerator pedal opening is greater than a set opening threshold, the duration is greater than a set time threshold, and the current remaining power of the vehicle is less than a first set power threshold. Determining the target charging torque of the engine includes:

[0041] determining a second preset charging torque corresponding to the opening state of the accelerator pedal;

[0042] determining a maximum allowable torque of the engine and a maximum allowable charging torque;

[0043] The target charging torque of the engine is determined according to a second preset charging torque, the maximum allowable torque, and the allowable charging maximum torque.

[0044] In an embodiment of the present application, if the user actively triggers the engine to drive the generator to generate electricity by continuously pressing the accelerator pedal, the second preset charging torque corresponding to the opening state of the accelerator pedal can be determined first, and then the maximum allowable torque of the engine and the maximum allowable charging torque can be determined. Finally, the second preset charging torque, the maximum allowable torque of the engine and the maximum allowable charging torque can be combined to determine the appropriate target charging torque.

[0045] Optionally, determining the target charging torque of the engine according to the second preset charging torque, the maximum allowable torque, and the maximum allowable charging torque includes:

[0046] The smallest of the second preset charging torque, the maximum allowable torque, and the maximum allowable charging torque is used as the target charging torque of the engine.

[0047] In an embodiment of the present application, the target charging torque of the engine can be the smallest of the second preset charging torque, the maximum allowable torque, and the maximum allowable charging torque. This can not only meet the purpose of the engine driving the generator to generate electricity, but also avoid exceeding the output torque upper limit of the engine and causing damage to the engine. At the same time, it can also avoid exceeding the power consumption requirements of loads such as power batteries and causing damage to the load.

[0048] Optionally, the preset charging start condition is: when the vehicle is not in park / neutral, the vehicle speed is less than a set speed threshold, and the current remaining power of the vehicle is less than a second set power threshold, and determining the target charging torque of the engine includes:

[0049] Determining, based on a correspondence between the remaining power, the engine coolant temperature, and the preset charging torque, a third preset charging torque corresponding to the current remaining power and the current engine coolant temperature, wherein the third preset charging torque is negatively correlated with the current remaining power and the current engine coolant temperature;

[0050] determining a maximum allowable charging torque of the engine;

[0051] In response to the current remaining power being greater than a fourth set power threshold, determining a fourth preset charging torque corresponding to the current intake air temperature at the engine intake manifold and the current engine speed based on a correspondence between the intake air temperature at the engine intake manifold, the engine speed, and the preset charging torque, wherein the fourth preset charging torque is negatively correlated with the current intake air temperature at the engine intake manifold and positively correlated with the current engine speed, and the fourth set power threshold is less than the second set power threshold;

[0052] Determining a fifth preset charging torque corresponding to the current ambient pressure and the current engine speed based on a correspondence between the ambient pressure, the engine speed, and the preset charging torque, wherein the fifth preset charging torque is positively correlated with the current ambient pressure and the current engine speed;

[0053] A target charging torque of the engine is determined according to the third preset charging torque, the fourth preset charging torque, the fifth preset charging torque, and the allowable maximum charging torque.

[0054] In the embodiment of the present application, a third preset charging torque and the maximum allowable charging torque of the engine can first be determined based on the current remaining power and the current engine coolant temperature. Then, if the current remaining power is greater than a fourth set power threshold value of a relatively low standard, it indicates that the current remaining power has a certain margin. At this time, on the one hand, a fourth preset charging torque corresponding to the current intake air temperature at the engine intake manifold and the current engine speed can be determined; on the other hand, a fifth preset charging torque corresponding to the current ambient pressure and the current engine speed can be determined. Finally, the third preset charging torque, the fourth preset charging torque, the fifth preset charging torque, and the maximum allowable charging torque are combined to determine the appropriate target charging torque of the engine. In other words, the appropriate target charging torque is determined by combining multiple factors such as the current remaining power, the engine coolant temperature, the maximum allowable charging torque, the current intake air temperature at the engine intake manifold, the current engine speed, and the current ambient pressure, thereby improving the accuracy of the determined target charging torque.

[0055] Optionally, determining the target charging torque of the engine according to the third preset charging torque, the fourth preset charging torque, the fifth preset charging torque, and the maximum allowable charging torque includes:

[0056] using the minimum of the fourth preset charging torque and the fifth preset charging torque as a candidate charging torque for the engine;

[0057] The smallest one of the third preset charging torque, the candidate charging torque of the engine, and the maximum charging allowable torque is used as the target charging torque of the engine.

[0058] In the embodiment of the present application, the fourth preset charging torque can be considered as the charging torque that meets the NVH performance under the current intake temperature at the engine intake manifold and the current engine speed, and the fifth preset charging torque can be considered as the charging torque that meets the NVH performance under the current ambient pressure and the current engine speed line. Therefore, the minimum of the fourth preset charging torque and the fifth preset charging torque can be first used as the candidate charging torque of the engine. The candidate charging torque can ensure the NVH performance during charging under the current intake temperature at the engine intake manifold, the current engine speed and the current ambient pressure. On this basis, the minimum of the third preset charging torque, the candidate charging torque of the engine and the maximum allowable charging torque can be used as the target charging torque. Then, taking the minimum value here can achieve one or more of the following effects: it can increase the charging speed of the power battery, ensure that the charging has good NVH performance under the current intake temperature at the engine intake manifold, the current engine speed and the current ambient pressure, and avoid exceeding the power consumption demand of the load such as the power battery and causing damage to the load.

[0059] Optionally, after determining the maximum allowable charging torque of the engine, the method further includes:

[0060] In response to the current remaining power being less than a fourth set power threshold, determining a maximum allowable torque of the engine and an accessory consumption torque;

[0061] The target charging torque of the engine is determined based on the third preset charging torque, the accessory consumption torque, the maximum allowable torque, and the allowable charging maximum torque.

[0062] In the embodiment of the present application, a third preset charging torque and the maximum allowable charging torque of the engine can first be determined based on the current remaining power and the current engine coolant temperature. Then, if the current remaining power is less than a fourth set power threshold of a relatively low standard, it indicates that the current remaining power is very low. At this time, the maximum allowable torque of the engine and the accessory consumption torque can be determined. Finally, the third preset charging torque, the accessory consumption torque, the maximum allowable torque of the engine, and the maximum allowable charging torque can be combined to determine the appropriate target charging torque of the engine. In other words, the appropriate target charging torque is determined by combining multiple factors such as the current remaining power, the engine coolant temperature, the maximum allowable charging torque, the maximum allowable torque, and the accessory consumption torque, thereby improving the accuracy of the determined target charging torque.

[0063] Optionally, determining the target charging torque of the engine according to the third preset charging torque, the accessory consumption torque, the maximum allowable torque, and the maximum allowable charging torque includes:

[0064] determining a maximum of the third preset charging torque and the accessory consumption torque;

[0065] The smallest of the largest value, the maximum allowable torque, and the maximum allowable charging torque is set as the target charging torque of the engine.

[0066] In the embodiment of the present application, the maximum of the third preset charging torque and the accessory consumption torque is first used as the candidate charging torque of the engine. The candidate charging torque can maintain the power consumption of the accessories and ensure that the current remaining power does not decrease further. On this basis, the minimum of the above candidate charging torque, the maximum allowable torque, and the maximum allowable charging torque can be used as the target charging torque. Then, taking the minimum value here can achieve one or more of the following effects: avoiding further decrease in the current remaining power (i.e., achieving power conservation effect), avoiding exceeding the output torque upper limit of the engine to cause engine damage, and avoiding exceeding the power consumption requirements of loads such as power batteries to cause load damage.

[0067] Optionally, the preset charging start condition is: when the vehicle is not in park / neutral, an engine diagnostic prohibit shutdown request is received from an engine control module, and a target charging torque of the engine is determined, including:

[0068] obtaining an engine diagnostic request torque from the engine control module;

[0069] determining a maximum allowable charging torque of the engine;

[0070] In response to the engine diagnosis request torque being less than the allowable charging maximum torque, the engine diagnosis request torque is used as a target charging torque for the engine.

[0071] In an embodiment of the present application, if it is detected that the vehicle has an engine diagnostic prohibition shutdown requirement, the vehicle will actively trigger the engine to drive the generator to generate electricity. If the received engine diagnostic request torque is less than the maximum allowable charging torque of the engine, the engine diagnostic request torque will be directly used as the target charging torque of the engine, thereby realizing charging of the power battery in the engine diagnostic prohibition shutdown scenario, while avoiding exceeding the power consumption requirements of the power battery and other loads to cause damage to the load.

[0072] Optionally, the method further includes:

[0073] In response to a preset charging termination condition being reached, a third control instruction is sent, wherein the third control instruction is used to control the engine to be shut down, wherein the preset charging termination condition is any one of the following:

[0074] When the vehicle is in park / neutral, no user-triggered stop charging request is received from the vehicle computer, the current remaining power is greater than the sum of the charging target value and a preset offset, an engine shutdown permission request is received from the engine control module, and the engine coolant temperature is greater than a set temperature threshold;

[0075] When the vehicle is in park / neutral, a user-triggered stop charging request is received from the vehicle computer, an engine shutdown permission request is received from the engine control module, and the engine coolant temperature is greater than a set temperature threshold;

[0076] When the vehicle is in park / neutral, the accelerator pedal opening is less than a set opening threshold, an engine shutdown permission request is received from the engine control module, and the engine coolant temperature is greater than a set temperature threshold;

[0077] When the vehicle is in park / neutral, the accelerator pedal opening is greater than a set opening threshold, the current remaining battery power is greater than a fifth set battery power threshold, an engine shutdown permission request is received from the engine control module, and the engine coolant temperature is greater than a set temperature threshold;

[0078] When the vehicle is not in park / neutral, the vehicle speed is greater than the sum of a set vehicle speed threshold and a preset offset, an engine shutdown permission request is received from the engine control module, and the engine coolant temperature is greater than a set temperature threshold;

[0079] When the vehicle is not in park / neutral, the current remaining power of the vehicle is greater than the sum of a sixth set power threshold and a preset offset, an engine shutdown permission request is received from the engine control module, and the engine coolant temperature is greater than a set temperature threshold.

[0080] In the embodiment of the present application, when any one of a plurality of preset charging termination conditions is met, charging of the power battery can be stopped, thereby avoiding overcharging of the power battery.

[0081] In a second aspect, an embodiment of the present application provides a charging control device, the device comprising:

[0082] a sending unit, configured to send a first control instruction in response to a preset charging start condition being met, the first control instruction being used to start the engine, the preset charging start condition being a combination of one or more of the following: when the vehicle is in park / neutral, a user-triggered charging request and a charging target value are received from the vehicle computer, and the current remaining charge of the vehicle is less than a difference between the charging target value and a preset offset; when the vehicle is in park / neutral, an accelerator pedal opening is greater than a set opening threshold for a duration greater than a set time threshold, and the current remaining charge of the vehicle is less than a first set charge threshold; when the vehicle is not in park / neutral, the vehicle speed is less than a set speed threshold, and the current remaining charge of the vehicle is less than a second set charge threshold; when the vehicle is not in park / neutral, an engine diagnosis prohibit shutdown request is received from an engine control module;

[0083] a determination unit, configured to determine a target charging speed of the generator and a target charging torque of the engine;

[0084] The sending unit is further used to send a second control instruction, which is used to control the generator to operate based on the target charging speed and control the engine to output the target charging torque to charge the power battery in the vehicle.

[0085] Optionally, the preset charging start condition is: when the vehicle is in park / neutral, a charging request and a charging target value are received from the vehicle computer, and the current remaining power of the vehicle is less than the difference between the charging target value and a preset offset, and the determining unit includes:

[0086] The charging speed determining unit is configured to use a first preset charging speed as a target charging speed of the generator in response to a difference between the charging target value and the current remaining power being greater than a third set power threshold.

[0087] Optionally, the charging speed determination unit is further configured to:

[0088] In response to the difference between the charging target value and the current remaining power being no greater than the third set power threshold, determining a second preset charging speed corresponding to the current remaining power based on a correspondence between the remaining power and a preset charging speed, wherein the current remaining power and the second preset charging speed are negatively correlated;

[0089] According to the corresponding relationship between the engine coolant temperature and the preset charging speed, a third preset charging speed corresponding to the current engine coolant temperature is set, wherein the current engine coolant temperature and the third preset charging speed are negatively correlated;

[0090] A target charging speed of the generator is determined according to the second preset charging speed and the third preset charging speed.

[0091] Optionally, the charging speed determination unit is specifically configured to:

[0092] The maximum of the second preset charging speed and the third preset charging speed is used as the target speed of the generator.

[0093] Optionally, the preset charging start condition is: when the vehicle is in park / neutral, the accelerator pedal opening is greater than a set opening threshold, the duration is greater than a set time threshold, and the current remaining power of the vehicle is less than a first set power threshold, and the device includes:

[0094] The charging speed determining unit is configured to use a fourth preset charging speed as a target charging speed of the generator.

[0095] Optionally, the preset charging start condition is: when the vehicle is not in the parking gear / neutral gear, the vehicle speed is less than a set speed threshold, and the current remaining power of the vehicle is less than a second set power threshold, and the device includes: a charging speed determination unit;

[0096] The charging speed determination unit is configured to:

[0097] Determining a second preset charging speed corresponding to the current remaining power according to a correspondence between the remaining power and the preset charging speed, wherein the current remaining power and the second preset charging speed are negatively correlated;

[0098] According to the corresponding relationship between the engine coolant temperature and the preset charging speed, a third preset charging speed corresponding to the current engine coolant temperature is set, wherein the current engine coolant temperature and the third preset charging speed are negatively correlated;

[0099] A target charging speed of the generator is determined according to the second preset charging speed and the third preset charging speed.

[0100] Optionally, the preset charging start condition is: when the vehicle is not in park / neutral, an engine diagnosis prohibit shutdown request is received from an engine control module, and the device includes: a charging speed determination unit;

[0101] The charging speed determination unit is used for:

[0102] obtaining an engine diagnosis request speed from the engine control module;

[0103] The engine diagnosis request speed is used as the target charging speed of the generator.

[0104] Optionally, the preset charging start condition is: when the vehicle is in park / neutral, a charging request and a charging target value are received from a vehicle computer, and the current remaining power of the vehicle is less than the difference between the charging target value and a preset offset, and the device includes: a charging torque determination unit;

[0105] The charging torque determination unit is configured to:

[0106] Determining, based on a correspondence between a target charging speed, a difference between a target charging value and a remaining charge, and a preset charging torque, a first preset charging torque corresponding to the target charging speed and the difference between the target charging value and the current remaining charge, wherein the first preset charging torque is positively correlated with the target charging speed, and the difference between the target charging value and the current remaining charge is positively correlated with the first preset charging torque;

[0107] determining a maximum allowable torque of the engine and a maximum allowable charging torque;

[0108] The target charging torque of the engine is determined according to the first preset charging torque, the maximum allowable torque, and the maximum allowable charging torque.

[0109] Optionally, the charging torque determination unit is specifically configured to:

[0110] The minimum of a first preset charging torque, the maximum allowable torque, and the maximum allowable charging torque is used as the target charging torque of the engine.

[0111] Optionally, the preset charging start condition is: when the vehicle is in park / neutral, the accelerator pedal opening is greater than a set opening threshold, the duration is greater than a set time threshold, and the current remaining power of the vehicle is less than a first set power threshold. The device includes: a charging torque determination unit;

[0112] The charging torque determination unit is specifically configured to:

[0113] determining a second preset charging torque corresponding to the opening state of the accelerator pedal;

[0114] determining a maximum allowable torque of the engine and a maximum allowable charging torque;

[0115] The target charging torque of the engine is determined according to a second preset charging torque, the maximum allowable torque, and the allowable charging maximum torque.

[0116] Optionally, the charging torque determination unit is specifically configured to:

[0117] The smallest of the second preset charging torque, the maximum allowable torque, and the maximum allowable charging torque is used as the target charging torque of the engine.

[0118] Optionally, the preset charging start condition is: the vehicle is not in the parking gear / neutral gear, the vehicle speed is less than a set speed threshold, and the current remaining power of the vehicle is less than a second set power threshold, and the device includes: a charging torque determination unit;

[0119] The charging torque determination unit is configured to:

[0120] Determining, based on a correspondence between the remaining power, the engine coolant temperature, and the preset charging torque, a third preset charging torque corresponding to the current remaining power and the current engine coolant temperature, wherein the third preset charging torque is negatively correlated with the current remaining power and the current engine coolant temperature;

[0121] determining a maximum allowable charging torque of the engine;

[0122] In response to the remaining power being greater than a fourth set power threshold, determining a fourth preset charging torque corresponding to the current intake air temperature at the engine intake manifold and the current engine speed based on a correspondence between the intake air temperature at the engine intake manifold, the engine speed, and the preset charging torque, wherein the fourth preset charging torque is negatively correlated with the current intake air temperature at the engine intake manifold and positively correlated with the current engine speed, and the fourth set power threshold is less than the second set power threshold;

[0123] Determining a fifth preset charging torque corresponding to the current ambient pressure and the current engine speed based on a correspondence between the ambient pressure, the engine speed, and the preset charging torque, wherein the fifth preset charging torque is positively correlated with the current ambient pressure and the current engine speed;

[0124] A target charging torque of the engine is determined according to the third preset charging torque, the fourth preset charging torque, the fifth preset charging torque, and the allowable maximum charging torque.

[0125] Optionally, the charging torque determination unit is specifically configured to:

[0126] using the minimum of the fourth preset charging torque and the fifth preset charging torque as a candidate charging torque for the engine;

[0127] The smallest one of the third preset charging torque, the candidate charging torque of the engine, and the maximum charging allowable torque is used as the target charging torque of the engine.

[0128] Optionally, the charging torque determination unit is further configured to:

[0129] In response to the current remaining power being less than a fourth set power threshold, determining a maximum allowable torque of the engine and an accessory consumption torque;

[0130] The target charging torque of the engine is determined based on the third preset charging torque, the accessory consumption torque, the maximum allowable torque, and the allowable charging maximum torque.

[0131] Optionally, the charging torque determination unit is specifically configured to:

[0132] determining a maximum of the third preset charging torque and the accessory consumption torque;

[0133] The smallest of the largest value, the maximum allowable torque, and the maximum allowable charging torque is set as the target charging torque of the engine.

[0134] Optionally, the preset charging start condition is: the vehicle is not in park / neutral, and an engine diagnosis prohibit shutdown request is received from an engine control module, and the apparatus includes: a charging torque determination unit;

[0135] The charging torque determination unit is specifically configured to:

[0136] obtaining an engine diagnostic request torque from the engine control module;

[0137] determining a maximum allowable charging torque of the engine;

[0138] In response to the engine diagnosis request torque being less than the allowable charging maximum torque, the engine diagnosis request torque is used as a target charging torque for the engine.

[0139] Optionally, the sending unit is further configured to:

[0140] In response to a preset charging termination condition being reached, a third control instruction is sent, wherein the third control instruction is used to control the engine to be shut down, wherein the preset charging termination condition is any one of the following:

[0141] When the vehicle is in park / neutral, no user-triggered stop charging request is received from the vehicle computer, the current remaining power is greater than the sum of the charging target value and a preset offset, an engine shutdown permission request is received from the engine control module, and the engine coolant temperature is greater than a set temperature threshold;

[0142] When the vehicle is in park / neutral, a user-triggered stop charging request is received from the vehicle computer, an engine shutdown permission request is received from the engine control module, and the engine coolant temperature is greater than a set temperature threshold;

[0143] When the vehicle is in park / neutral, the accelerator pedal opening is less than a set opening threshold, an engine shutdown permission request is received from the engine control module, and the engine coolant temperature is greater than a set temperature threshold;

[0144] When the vehicle is in park / neutral, the accelerator pedal opening is greater than a set opening threshold, the current remaining battery power is greater than a fifth set battery power threshold, an engine shutdown permission request is received from the engine control module, and the engine coolant temperature is greater than a set temperature threshold;

[0145] When the vehicle is not in park / neutral, the vehicle speed is greater than the sum of a set vehicle speed threshold and a preset offset, an engine shutdown permission request is received from the engine control module, and the engine coolant temperature is greater than a set temperature threshold;

[0146] When the vehicle is not in park / neutral, the current remaining power of the vehicle is greater than the sum of a sixth set power threshold and a preset offset, an engine shutdown permission request is received from the engine control module, and the engine coolant temperature is greater than a set temperature threshold.

[0147] In a third aspect, an embodiment of the present application provides a hybrid vehicle controller, which includes a memory for storing computer program instructions and a processor for executing program instructions, wherein when the computer program instructions are executed by the processor, the hybrid vehicle controller is triggered to execute the steps of the method described in any embodiment of the first aspect.

[0148] In a fourth aspect, an embodiment of the present application provides a vehicle, comprising the hybrid vehicle controller in the embodiment of the third aspect.

[0149] In a fifth aspect, an embodiment of the present application provides a computer-readable storage medium, which is used to store computer instructions. When the computer is running, the computer instructions enable the computer to execute the steps of the method described in any embodiment of the first aspect.

[0150] It should be understood that the second to fifth aspects of the embodiments of the present application are consistent with the technical solutions of the first aspect of the embodiments of the present application, and the beneficial effects achieved by each aspect and the corresponding feasible implementation methods are similar and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0151] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of this specification. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0152] Figure 1 This is an architectural diagram of a charging control system provided in an embodiment of the present application;

[0153] Figure 2 A flow chart of a charging control method provided in an embodiment of the present application;

[0154] Figure 3 A flow chart of a method for determining a generator charging speed provided in an embodiment of the present application;

[0155] Figure 4 A flow chart of a method for determining engine charging torque provided in an embodiment of the present application;

[0156] Figure 5A flow chart of another method for determining a generator charging speed provided in an embodiment of the present application;

[0157] Figure 6 A flow chart of another method for determining engine charging torque provided in an embodiment of the present application;

[0158] Figure 7 A flow chart of another method for determining a generator charging speed provided in an embodiment of the present application;

[0159] Figure 8 A flow chart of another method for determining engine charging torque provided in an embodiment of the present application;

[0160] Figure 9 A flow chart of another method for determining a target charging torque of an engine provided in an embodiment of the present application;

[0161] Figure 10 A flow chart of another method for determining engine charging torque provided in an embodiment of the present application;

[0162] Figure 11 A flow chart of another method for determining a target charging speed of a generator provided in an embodiment of the present application;

[0163] Figure 12 A flow chart of another method for determining a target charging speed of a generator provided in an embodiment of the present application;

[0164] Figure 13 A schematic structural diagram of a charging control device provided in an embodiment of the present application;

[0165] Figure 14 A schematic structural diagram of a hybrid vehicle controller provided in an embodiment of the present application;

[0166] Figure 15 A schematic structural diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0167] In order to better understand the technical solutions of this specification, the embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0168] It should be clear that the embodiments described are only part of the embodiments of this specification, not all of the embodiments. Based on the embodiments in this specification, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this specification.

[0169] The terms used in the examples of this application are for the purpose of describing specific embodiments only and are not intended to limit this specification. The singular forms "a," "an," "the," and "the" used in the examples of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0170] In related technologies, users of hybrid vehicles often want to use power batteries as a power source to drive the vehicle in order to ensure a good driving experience. Therefore, how to ensure that the power battery maintains a high charge without relying on external charging piles is an urgent problem that needs to be solved.

[0171] In view of this, an embodiment of the present application provides a charging control method, in which the vehicle can trigger charging of the power battery in a variety of scenarios, which is beneficial for maintaining the power level of the power battery at a high level, thereby improving the user's driving experience.

[0172] See Figure 1 , is a structural diagram of a charging control system provided in an embodiment of the present application. Figure 1 As shown in the figure, the charging control system includes: a hybrid vehicle controller (HCU), an engine control module (ECM), a motor control unit (MCU), a battery management system (BMS) and a vehicle computer.

[0173] Among them, ECM can send engine coolant temperature, engine intake manifold temperature, engine diagnosis prohibition shutdown request, engine diagnosis request speed, engine diagnosis request torque, engine maximum allowable torque, etc. to HCU; BMS can send remaining power (State of The HCU can also determine the charging speed of the generator based on the information it receives and the information it collects, and send the generator charging speed to the MCU. The generator charging speed is the speed that the MCU needs to make the generator reach when the engine drives the generator to generate electricity.

[0174] See Figure 2 , is a charging control method provided in an embodiment of the present application, which is applied to Figure 1 The HCU shown in FIG. 1 is a flowchart of the method as follows:

[0175] Step 101: In response to a preset charging start condition being met, a first control instruction is sent, where the first control instruction is used to start an engine.

[0176] In the embodiment of the present application, the preset charging start conditions are mainly divided into two categories: the first category is the charging start conditions reached by the user's active triggering, and the second category is the charging start conditions reached without the user's active triggering.

[0177] In one possible implementation, the charging initiation condition triggered by the user may include a charging initiation condition triggered by the user performing a relevant operation on the vehicle computer. For example, when the HCU determines that the vehicle is in park / neutral, it receives a user-triggered charging request and a charging target value from the vehicle computer, and the vehicle's current remaining charge is less than the difference between the charging target value and a preset offset. It should be understood that the HCU can receive the charging request and charging target value from the vehicle computer separately, that is, the vehicle computer sends the HCU two messages, the first sending the charging request and the second sending the charging target value. Alternatively, the HCU can receive the charging request and charging target value from the vehicle computer simultaneously, that is, the vehicle computer sends the HCU a single message, and the charging target value can be included in the charging request. The charging initiation condition triggered by the user may also include a charging initiation condition triggered by the user performing a relevant operation on the accelerator pedal. For example, when the HCU determines that the vehicle is in park / neutral, it detects that the accelerator pedal opening is greater than a set opening threshold for a duration greater than a set time threshold, and the vehicle's current remaining charge is less than a first set charge threshold. It should be noted that the above-mentioned set opening threshold, set time threshold and first set power threshold can be set according to actual needs, and this application does not impose any special restrictions on this.

[0178] In one possible embodiment, the charging start condition reached by non-user active triggering may include: the HCU detects that the vehicle is in a low speed and low battery state. For example, when the vehicle is not in park / neutral, the vehicle speed is less than the set speed threshold, and the current remaining battery power of the vehicle is less than the second set battery power threshold. It should be understood that the above-mentioned set speed threshold and the second set battery power threshold can be set according to actual conditions, and this application does not impose any special restrictions on this. The charging start condition reached by non-user active triggering may also include: the HCU detects that the engine needs to enter the diagnostic mode, for example, when the vehicle is not in park / neutral, it receives an engine diagnostic prohibit shutdown request from the engine control module.

[0179] It should be noted that the above-mentioned multiple preset charging start conditions can appear separately or in combination, and this application does not impose any special restrictions on this.

[0180] When the HCH determines that the preset charging start conditions have been met, it can send a first control instruction to start the engine. For example, on the one hand, this first control instruction can instruct the MCU to control the motor (such as the P1 motor) to output a specific torque and speed to drive the engine crankshaft to rotate; on the other hand, this first control instruction can instruct the ECM to monitor the rising trend of the engine speed during the motor drive process to determine whether the speed has reached the ignition threshold. When the speed reaches the ignition threshold, the ECM triggers fuel injection and ignition to start the engine.

[0181] Step 102: Determine the target charging speed of the generator and the target charging torque of the engine.

[0182] In this embodiment of the present application, when the engine is started based on different preset charging start conditions, the corresponding target charging speed of the generator and the target charging torque of the engine are often different during the subsequent engine-driven generator power generation process. The following details how to determine the target charging speed of the generator and the target charging torque of the engine under different preset charging start conditions.

[0183] The first preset charging start condition: when the vehicle is in park / neutral, a charging request and a charging target value are received from the vehicle computer, and the vehicle's current remaining power is less than the difference between the charging target value and the preset offset.

[0184] See Figure 3 , is a flow chart of a method for determining a generator charging speed according to an embodiment of the present application. The method is described as follows:

[0185] Step 201: In response to a difference between a charging target value and a current remaining power being greater than a third set power threshold, a first preset charging speed is used as a target charging speed of the generator.

[0186] In an embodiment of the present application, if the user actively triggers the engine to drive the generator to generate electricity by performing relevant operations on the vehicle computer, and the charging target value set by the user in the vehicle computer is significantly higher than the current remaining power of the power battery, the first preset charging speed can be used as the target charging speed of the generator, and the first preset charging speed should be relatively large. For example, the first preset charging speed is 1600rpm, so as to give priority to meeting the charging needs of the power battery. Of course, the first preset charging speed can also be other values, and this application does not impose any special restrictions on this.

[0187] Step 202: In response to the difference between the charging target value and the current remaining power being no greater than a third set power threshold, a second preset charging speed corresponding to the current remaining power is determined based on the correspondence between the remaining power and the preset charging speed, wherein the current remaining power and the second preset charging speed are negatively correlated.

[0188] In an embodiment of the present application, if the user actively triggers the engine to drive the generator to generate electricity by performing relevant operations on the vehicle computer, and the charging target value set by the user in the vehicle computer is not significantly higher than the current remaining power of the power battery, then the second preset charging speed can be determined based on the current remaining power. Since the second preset charging speed is negatively correlated with the current remaining power, this means that when the current remaining power is high, the second preset charging speed can be lower, so as to meet the NVH performance; when the current remaining power is low, the second preset charging speed can be higher, so as to meet the fast charging requirements. For example, when the current remaining power is greater than the set power threshold (15%), the corresponding second preset charging speed is 1200rpm, so as to give priority to meeting the NVH requirements during charging; when the current remaining power is less than the set power threshold (12%), the corresponding second preset charging speed is 1450rpm, so as to give priority to meeting the fast charging requirements.

[0189] Step 203: According to the correspondence between the engine coolant temperature and the preset charging speed, the third preset charging speed corresponding to the current engine coolant temperature is set, and the current engine coolant temperature and the third preset charging speed are in a negative correlation.

[0190] In this embodiment of the present application, if the user actively triggers the engine to drive the generator to generate electricity by operating the vehicle computer, and the charging target value set by the user in the vehicle computer is not significantly higher than the current remaining power of the power battery, a third preset charging speed can also be determined based on the corresponding relationship between the engine coolant temperature and the preset charging speed. The corresponding relationship between the engine coolant temperature and the preset charging speed is shown in Table 1.

[0191] Table 1

[0192]

[0193] Since the third preset charging speed is negatively correlated with the engine coolant temperature, this means that when the engine coolant temperature is low, the third preset charging speed can be higher, allowing the engine to quickly heat up to normal operating temperature and improve the problems of poor fuel atomization and insufficient lubrication in the cold state; when the engine coolant temperature is high, the third preset charging speed can be lower, so that the heat generation of the engine can be reduced, thereby avoiding malfunctions caused by overheating of the engine coolant.

[0194] Step 204: Determine a target charging speed of the generator according to the second preset charging speed and the third preset charging speed.

[0195] In the embodiment of the present application, the target charging speed of the generator is determined according to the second preset charging speed and the third preset charging speed, so that the determined target charging speed is more in line with specific demand preferences.

[0196] As a possible implementation, the maximum of the second preset charging speed and the third preset charging speed is used as the target speed of the generator.

[0197] In an embodiment of the present application, between the second preset charging speed and the third preset charging speed, if the second preset charging speed is greater than the third preset charging speed, the second preset charging speed is used as the target speed of the generator, thereby giving priority to meeting the NVH performance requirements or the fast charging requirements; if the second preset charging speed is less than the third preset charging speed, the third preset charging speed is used as the target speed of the generator, thereby giving priority to meeting the combustion requirements or the thermal management requirements.

[0198] See Figure 4 , is a flow chart of a method for determining engine charging torque provided in an embodiment of the present application. The method is described as follows:

[0199] Step 301: Based on the correspondence between the target charging speed, the difference between the charging target value and the remaining power, and the preset charging torque, determine the first preset charging torque corresponding to the target charging speed, the difference between the charging target value and the current remaining power. The first preset charging torque is positively correlated with the target charging speed, and the difference between the charging target value and the current remaining power is positively correlated with the first preset charging torque.

[0200] In this embodiment of the present application, if the user actively triggers the engine to drive the generator to generate electricity by performing relevant operations on the vehicle computer, and the charging target value set by the user in the vehicle computer is significantly higher than the current remaining power of the power battery, the first preset charging torque corresponding to the target charging speed, the difference between the charging target value and the current remaining power, and the preset charging torque can be determined. The corresponding relationship between the target charging speed, the difference between the charging target value and the current remaining power, and the preset charging torque is shown in Table 2.

[0201] Table 2

[0202]

[0203]

[0204] Since the first preset charging torque is positively correlated with the target charging speed, the first preset charging torque is positively correlated with the difference between the charging target value and the current remaining power. This means that the higher the target charging speed, the greater the first preset charging torque, thereby meeting the load demand; at the same time, the greater the difference between the charging target value and the current remaining power, the greater the first preset charging torque, thereby meeting the rapid charging demand.

[0205] Step 302: Determine the maximum allowable torque of the engine and the maximum allowable charging torque.

[0206] In this embodiment of the present application, the HCU can directly obtain the maximum allowable torque (Tmax) of the engine from the ECM. At the same time, the HCU can also determine the maximum allowable power generation torque (TmaxC) of the engine by combining the accessory power consumption (P) collected by itself and the battery allowable discharge power (Pbat) obtained from the BMS. The calculation formula for the maximum allowable power generation torque of the engine is shown in formula (1):

[0207] T maxC =(Pbat+P)*9549 / η / N (1)

[0208] Here, N represents the target power generation speed of the generator, and η represents the power generation efficiency of the generator.

[0209] Step 303: Determine the target charging torque of the engine according to the first preset charging torque, the maximum allowable torque, and the maximum allowable charging torque.

[0210] In the embodiment of the present application, a suitable target charging torque may be determined by combining the first preset charging torque, the maximum allowable torque of the engine, and the maximum allowable charging torque.

[0211] As a possible implementation manner, the smallest one among the first preset charging torque, the maximum allowable torque, and the maximum allowable charging torque is used as the target charging torque of the engine.

[0212] In an embodiment of the present application, the target charging torque of the engine can be the smallest of the first preset charging torque, the maximum allowable torque, and the maximum allowable charging torque. This can not only meet the purpose of the engine driving the generator to generate electricity, but also avoid exceeding the output torque upper limit of the engine and causing damage to the engine. At the same time, it can also avoid exceeding the power consumption requirements of loads such as power batteries and causing damage to the load.

[0213] The second preset charging start condition: when the vehicle is in park / neutral, the accelerator pedal opening is greater than the set opening threshold, the duration is greater than the set time threshold, and the vehicle's current remaining power is less than the first set power threshold.

[0214] See Figure 5 , is a flow chart of another method for determining the charging speed of a generator provided in an embodiment of the present application. The method is described as follows:

[0215] Step 401: Using the fourth preset charging speed as the target charging speed of the generator.

[0216] In this embodiment of the present application, if the user actively triggers the engine to drive the generator to generate electricity by continuously pressing the accelerator pedal, the fourth preset charging speed can be used as the target charging speed of the generator. The fourth preset charging speed should be relatively high, for example, 2000 rpm, to prioritize the charging needs of the power battery. Of course, the fourth preset charging speed can also take other values, and this application does not impose any specific restrictions on this.

[0217] See Figure 6 , is a flow chart of another method for determining engine charging torque provided by an embodiment of the present application. The method is described as follows:

[0218] Step 501: Determine a second preset charging torque corresponding to the opening state of the accelerator pedal.

[0219] Step 502: Determine the maximum allowable torque of the engine and the maximum allowable charging torque.

[0220] Step 503: Determine the target charging torque of the engine according to the second preset charging torque, the maximum allowable torque, and the maximum allowable charging torque.

[0221] In an embodiment of the present application, if the user actively triggers the engine to drive the generator to generate electricity by continuously stepping on the accelerator pedal, the second preset charging torque corresponding to the opening state of the accelerator pedal can be determined first (that is, as long as the opening of the accelerator pedal exceeds the set opening threshold, a fixed charging torque is determined), and then the maximum allowable torque of the engine and the maximum allowable charging torque are determined (the method for determining the maximum allowable charging torque can be referred to above and will not be repeated here), and finally the second preset charging torque, the maximum allowable torque of the engine and the maximum allowable charging torque are combined to determine the appropriate target charging torque.

[0222] As a possible implementation manner, the smallest one among the second preset charging torque, the maximum allowable torque, and the maximum allowable charging torque is used as the target charging torque of the engine.

[0223] In an embodiment of the present application, the target charging torque of the engine is the smallest of the second preset charging torque, the maximum allowable torque, and the maximum allowable charging torque. This can not only meet the purpose of the engine driving the generator to generate electricity, but also avoid exceeding the output torque upper limit of the engine and causing damage to the engine. At the same time, it can also avoid exceeding the power consumption requirements of loads such as power batteries and causing damage to the load.

[0224] The third preset charging start condition: when the vehicle is not in park / neutral, the vehicle speed is less than the set speed threshold, and the current remaining power of the vehicle is less than the second set power threshold.

[0225] See Figure 7, is a flow chart of another method for determining the charging speed of a generator provided in an embodiment of the present application. The method is described as follows:

[0226] Step 601: Determine a second preset charging speed corresponding to the current remaining power according to the corresponding relationship between the remaining power and the preset charging speed, wherein the current remaining power and the second preset charging speed are negatively correlated.

[0227] In an embodiment of the present application, if it is detected that the vehicle is in a low speed and low battery state, the vehicle will actively trigger the engine to drive the generator to generate electricity. At this time, the second preset charging speed can be determined based on the current remaining power. Since the second preset charging speed is negatively correlated with the current remaining power, this means that when the current remaining power is relatively high, the second preset charging speed can be lower, so as to meet the NVH performance; when the current remaining power is relatively low, the second preset charging speed can be higher, so as to meet the fast charging requirements.

[0228] For example, when the current remaining power is greater than the set power threshold (15%), the corresponding second preset charging speed is 1200rpm, thereby giving priority to meeting the NVH requirements during charging; when the current remaining power is less than the set power threshold (12%), the corresponding second preset charging speed is 1450rpm, thereby giving priority to meeting the fast charging requirements.

[0229] Step 602: According to the correspondence between the engine coolant temperature and the preset charging speed, the third preset charging speed corresponding to the current engine coolant temperature is set, and there is a negative correlation between the current engine coolant temperature and the third preset charging speed.

[0230] In the embodiment of the present application, the third preset charging speed can be determined according to the engine coolant temperature. Since the third preset charging speed is negatively correlated with the engine coolant temperature (continue to refer to Table 1), this means that when the engine coolant temperature is low, the third preset charging speed can be higher, so that the engine can quickly heat up to the normal operating temperature, improving the problems of poor fuel atomization and insufficient lubrication in the cold state; when the engine coolant temperature is high, the third preset charging speed can be lower, so that the heat generation of the engine can be reduced, thereby avoiding failures caused by overheating of the engine coolant.

[0231] Step 603: Determine a target charging speed of the generator according to the second preset charging speed and the third preset charging speed.

[0232] In the embodiment of the present application, the target charging speed of the generator is determined according to the second preset charging speed and the third preset charging speed, so that the determined target charging speed is more in line with specific demand preferences.

[0233] As a possible implementation, the maximum of the second preset charging speed and the third preset charging speed is used as the target speed of the generator.

[0234] In an embodiment of the present application, between the second preset charging speed and the third preset charging speed, if the second preset charging speed is greater than the third preset charging speed, the second preset charging speed is used as the target speed of the generator, thereby giving priority to meeting the NVH performance requirements or the fast charging requirements; if the second preset charging speed is less than the third preset charging speed, the third preset charging speed is used as the target speed of the generator, thereby giving priority to meeting the combustion requirements or the thermal management requirements.

[0235] See Figure 8 , is a flow chart of another method for determining engine charging torque provided by an embodiment of the present application. The method is described as follows:

[0236] Step 701: Based on the correspondence between the remaining power, the engine coolant temperature, and the preset charging torque, determine a third preset charging torque corresponding to the current remaining power and the current engine coolant temperature. The third preset charging torque is negatively correlated with the current remaining power and the current engine coolant temperature.

[0237] In the embodiment of the present application, first, the third preset charging torque corresponding to the current remaining power and the current engine coolant temperature can be determined based on the corresponding relationship between the remaining power, the engine coolant temperature and the preset charging torque. The corresponding relationship between the remaining power, the engine coolant temperature and the preset charging torque is shown in Table 3:

[0238] Table 3

[0239]

[0240] Since the third preset charging torque is negatively correlated with the current remaining power and the current engine coolant temperature, this means that the higher the current remaining power, the lower the third preset charging torque, thereby giving priority to ensuring NVH requirements; the lower the current remaining power, the higher the third preset charging torque, thereby giving priority to ensuring charging requirements; the higher the current engine coolant temperature, the lower the third preset charging torque, thereby reducing the heat generation of the engine and avoiding failures caused by overheating of the engine coolant; the lower the current engine coolant temperature, the higher the third preset charging torque, thereby allowing the engine to quickly heat up to normal operating temperature, improving the problems of poor fuel atomization and insufficient lubrication in the cold state.

[0241] Step 702: Determine the maximum charging torque allowed for the engine.

[0242] In the embodiment of the present application, the maximum allowable charging torque of the engine can be determined based on the method described above, which will not be repeated here.

[0243] Step 703: In response to the current remaining power being greater than the fourth set power threshold, the fourth preset charging torque corresponding to the current intake temperature at the engine intake manifold and the current engine speed is determined according to the correspondence between the intake temperature at the engine intake manifold, the engine speed and the preset charging torque. The fourth preset charging torque is negatively correlated with the current intake temperature at the engine intake manifold, and the fourth preset charging torque is positively correlated with the current engine speed. The fourth set power threshold is less than the second set power threshold.

[0244] In the embodiment of the present application, when the remaining power is greater than the fourth set power threshold and less than the second set power threshold, it indicates that there is a certain margin of remaining power. At this time, the fourth preset charging torque corresponding to the current engine intake manifold intake temperature and the current engine speed can be determined based on the corresponding relationship between the engine intake manifold intake temperature, the engine speed, and the preset charging torque. The corresponding relationship between the engine intake manifold intake temperature, the engine speed, and the preset charging torque is shown in Table 4:

[0245] Table 4

[0246]

[0247] Since the fourth preset charging torque is negatively correlated with the current intake air temperature at the engine intake manifold, and positively correlated with the current engine speed, this means that the higher the current intake air temperature at the engine intake manifold, the lower the fourth preset charging torque, thereby avoiding detonation and mechanical damage caused by overheating, thereby meeting NVH requirements; the higher the current engine speed, the higher the fourth preset charging torque, which can meet fast charging requirements.

[0248] Step 704: Determine a fifth preset charging torque corresponding to the current ambient pressure and the current engine speed based on the corresponding relationship among the ambient pressure, the engine speed, and the preset charging torque. The fifth preset charging torque is positively correlated with the current ambient pressure and the current engine speed.

[0249] In the embodiment of the present application, when the remaining power is greater than the fourth set power threshold and less than the second set power threshold, it indicates that there is a certain margin of remaining power. At this time, the fifth preset charging torque corresponding to the current ambient pressure and the current engine speed can be determined based on the corresponding relationship between the ambient pressure, the engine speed and the preset charging torque. The corresponding relationship between the ambient pressure, the engine speed and the preset charging torque is shown in Table 5:

[0250] Table 5

[0251]

[0252] Since the fifth preset charging torque is positively correlated with the current ambient pressure and the current engine speed, this means that the smaller the current ambient pressure (the higher the altitude), the smaller the fifth preset charging torque, which is further away from the "high vibration and noise zone" of the external characteristics, thereby improving the NVH performance; the higher the current engine speed, the higher the fifth preset charging torque, which can meet the fast charging requirements, while utilizing the more stable combustion and acoustic characteristics at high speed to improve NVH.

[0253] Step 705 : Determine the target charging torque of the engine according to the third preset charging torque, the fourth preset charging torque, the fifth preset charging torque, and the maximum allowable charging torque.

[0254] In the embodiment of the present application, the third preset charging torque, the fourth preset charging torque, the fifth preset charging torque, and the maximum allowable charging torque are comprehensively considered to determine a suitable target charging torque of the engine.

[0255] See Figure 9 , which is a flow chart of another method for determining the target charging torque of an engine provided by an embodiment of the present application. Step 705 can be implemented by executing sub-steps 7051 to 7052:

[0256] Step 7051: The minimum of the fourth preset charging torque and the fifth preset charging torque is used as the candidate charging torque of the engine.

[0257] Step 7052: The smallest one among the third preset charging torque, the candidate charging torque of the engine, and the maximum charging torque allowed is used as the target charging torque of the engine.

[0258] In the embodiment of the present application, the fourth preset charging torque can be considered as the charging torque that meets the NVH performance under the current intake temperature at the engine intake manifold and the current engine speed, and the fifth preset charging torque can be considered as the charging torque that meets the NVH performance under the current ambient pressure and the current engine speed. Therefore, the minimum of the fourth preset charging torque and the fifth preset charging torque can be first used as the candidate charging torque of the engine. The candidate charging torque can ensure the NVH performance during charging under the current intake temperature at the engine intake manifold, the current engine speed and the current ambient pressure. On this basis, the minimum of the third preset charging torque, the candidate charging torque of the engine and the maximum allowable charging torque can be used as the target charging torque. Then, taking the minimum value here can achieve one or more of the following effects: it can increase the charging speed of the power battery, ensure that the charging has good NVH performance under the current intake temperature at the engine intake manifold, the current engine speed and the current ambient pressure, and avoid exceeding the power consumption demand of the load such as the power battery and causing damage to the load.

[0259] Step 706 : In response to the current remaining power being less than a fourth set power threshold, determine the maximum allowable torque of the engine and the torque consumed by the accessories.

[0260] In the embodiment of the present application, after executing steps 701 to 702, if the current remaining power is less than the fourth set power threshold, it indicates that the current remaining power is almost gone. At this time, the maximum allowable torque of the engine and the accessory consumption torque can be determined. The maximum allowable torque of the engine can be obtained by the method described above and will not be repeated here. The accessory consumption torque can be calculated by formula (2):

[0261] T1=P*9549 / N / η (2)

[0262] Wherein, T1 is the accessory consumption torque, P is the accessory power, N is the generator speed, and η is the generator power generation efficiency.

[0263] Step 707 : Determine the target charging torque of the engine according to the third preset charging torque, the accessory consumption torque, the maximum allowable torque, and the maximum allowable charging torque.

[0264] In this embodiment of the present application, the appropriate target charging torque for the engine is determined by combining the third preset charging torque, the accessory consumption torque, the maximum allowable engine torque, and the maximum allowable charging torque. In other words, the appropriate target charging torque is determined by combining multiple factors, including the current remaining battery charge, engine coolant temperature, the maximum allowable charging torque, the maximum allowable torque, and the accessory consumption torque, thereby improving the accuracy of the determined target charging torque.

[0265] See Figure 10 , which is a flow chart of another method for determining engine charging torque provided by an embodiment of the present application. Step 707 can be implemented by executing sub-steps 7071 to 7072:

[0266] Step 7071: Determine the maximum of the third preset charging torque and the accessory consumption torque.

[0267] Step 7072: The minimum of the maximum, the maximum allowable torque, and the maximum allowable charging torque is used as the target charging torque of the engine.

[0268] In the embodiment of the present application, the maximum of the third preset charging torque and the accessory consumption torque is first used as the candidate charging torque of the engine. The candidate charging torque can maintain the power consumption of the accessories and ensure that the current remaining power does not decrease further. On this basis, the minimum of the above candidate charging torque, the maximum allowable torque, and the maximum allowable charging torque can be used as the target charging torque. Then, taking the minimum value here can achieve one or more of the following effects: avoiding further decrease in the current remaining power (i.e., achieving power conservation effect), avoiding exceeding the output torque upper limit of the engine to cause engine damage, and avoiding exceeding the power consumption requirements of loads such as power batteries to cause load damage.

[0269] The fourth preset charging start condition is: receiving an engine diagnostic inhibit shutdown request from the engine control module.

[0270] See Figure 11 , is a flow chart of another method for determining the target charging speed of a generator provided in an embodiment of the present application. The flow of this method is described as follows:

[0271] Step 801: Obtain the engine diagnosis request speed from the engine control module.

[0272] Step 802: The engine diagnosis request speed is used as the target charging speed of the generator.

[0273] In an embodiment of the present application, if it is detected that the vehicle has an engine diagnostic prohibition shutdown requirement, the vehicle will actively trigger the engine to drive the generator to generate electricity, and directly use the engine diagnostic request speed as the target charging speed of the generator, thereby realizing charging of the power battery in the engine diagnostic prohibition shutdown scenario.

[0274] See Figure 12 , is a flow chart of another method for determining the target charging speed of a generator provided in an embodiment of the present application. The flow of this method is described as follows:

[0275] Step 901: Obtain engine diagnosis request torque from an engine control module.

[0276] Step 902: Determine the maximum allowable charging torque of the engine.

[0277] Step 903 : In response to the engine diagnosis request torque being less than the maximum allowable charging torque, use the engine diagnosis request torque as the target charging torque of the engine.

[0278] In an embodiment of the present application, if it is detected that the vehicle has an engine diagnostic prohibition shutdown requirement, the vehicle will actively trigger the engine to drive the generator to generate electricity. If the engine diagnostic request torque received by the HCU is less than the maximum allowable charging torque of the engine (the calculation method of the maximum allowable charging torque is described above and will not be repeated here), then the engine diagnostic request torque will be directly used as the target charging torque of the engine, thereby realizing charging of the power battery in the engine diagnostic prohibition shutdown scenario, while avoiding exceeding the power consumption requirements of the power battery and other loads to cause damage to the load.

[0279] Step 103: Send a second control instruction, where the second control instruction is used to control the generator to operate based on the target charging speed and control the engine to output the target charging torque to charge the power battery in the vehicle.

[0280] In an embodiment of the present application, after determining the target charging torque of the engine and the target charging speed of the generator, the HCU can instruct the ECM to control the engine to output the target charging torque, and instruct the MCU to control the generator to operate based on the target charging speed, thereby achieving the purpose of charging the power battery.

[0281] It should be noted that when the above-mentioned first preset charging start condition, the third preset charging start condition and the fourth preset charging start condition are met, the user does not need to participate in the process of the engine driving the generator to generate electricity. That is to say, in the above scenario, the user leaves the vehicle and does not need to stay in the vehicle. This is suitable for scenarios where the user is outside the vehicle and needs to charge the power battery. For example, in a camping scenario, the power battery needs to be discharged externally, but the power battery is insufficient. At this time, the power battery can be charged first and then discharged externally, thereby improving the user experience.

[0282] In some embodiments, to avoid overcharging the power battery, a third control instruction may be sent when a preset charging termination condition is reached. The third control instruction is used to control the engine to shut down. The preset charging termination condition is described in detail below.

[0283] The first preset charging end condition: when the vehicle is in park / neutral, no user-triggered stop charging request is received from the vehicle computer, the current remaining power is greater than the sum of the charging target value and the preset offset, an engine shutdown request is received from the engine control module, and the engine coolant temperature is greater than the set temperature threshold.

[0284] In an embodiment of the present application, when the vehicle is in parking / neutral gear, it is first determined whether a stop charging request triggered by the user is received from the vehicle computer. If not received, it indicates that the user has no intention to actively stop charging the power battery. Then, it can be further determined whether the current remaining power is greater than the sum of the charging target value and the preset offset. If it is greater, the current remaining power of the power battery is relatively sufficient. Then, it can be further determined whether an engine shutdown request is received from the engine control module. If received, it indicates that the engine has exited the engine diagnosis prohibit shutdown mode. It should be understood that the engine shutdown request here can be a reset request for the engine diagnosis prohibit shutdown request. Finally, it can be determined that the engine coolant temperature is greater than the set temperature threshold. Among them, the set temperature threshold can be obtained by looking up the ambient temperature and the current remaining power SOC in Table 6:

[0285] Table 6

[0286]

[0287]

[0288] If the engine coolant temperature is greater than the set temperature threshold, it indicates that the engine coolant temperature has risen to the normal operating temperature. When the engine is restarted subsequently, there will be no problems such as poor fuel atomization and insufficient lubrication. At this time, it can be considered that the conditions for ending the charging of the power battery have been met.

[0289] The second preset charging end condition: when the vehicle is in park / neutral, receives a user-triggered stop charging request from the vehicle computer, receives an engine shutdown permission request from the engine control module, and the engine coolant temperature is greater than the set temperature threshold.

[0290] In an embodiment of the present application, when the vehicle is in the parking gear / neutral gear, it is first determined whether a stop charging request triggered by the user is received from the vehicle computer. If received, it indicates that the user has the intention to actively stop charging the power battery. Then, it can be further determined whether an engine shutdown request is received from the engine control module. If received, it indicates that the engine has exited the engine diagnosis prohibited shutdown mode. It should be understood that the engine shutdown request here can be a reset request for the engine diagnosis prohibited shutdown request. Finally, it can be determined that the engine coolant temperature is greater than the set temperature threshold (for the method of finding the set temperature threshold, please refer to the above description, which will not be repeated here). If the engine coolant temperature is greater than the set temperature threshold, it indicates that the engine coolant water temperature has risen to the normal operating temperature, and when the engine is restarted later, problems such as poor fuel atomization and insufficient lubrication will not occur. At this time, it can be considered that the conditions for ending charging of the power battery have been met.

[0291] The third preset charging end condition: when the vehicle is in park / neutral, the accelerator pedal opening is greater than the set opening threshold, the current remaining power is greater than the fifth set power threshold, an engine shutdown request is received from the engine control module, and the engine coolant temperature is greater than the set temperature threshold.

[0292] In an embodiment of the present application, when the vehicle is in the parking gear / neutral gear, it is determined whether the accelerator pedal opening is greater than the set opening threshold. If it is greater, it indicates that the user has no intention to actively stop charging the power battery. Then, it can be further determined whether the current remaining power is greater than the fifth set power threshold. If it is greater, the current remaining power of the power battery is relatively sufficient. Next, it can be further determined whether an engine shutdown request is received from the engine control module. If received, it indicates that the engine has exited the engine diagnosis prohibited shutdown mode. It should be understood that the engine shutdown request here can be a reset request for the engine diagnosis prohibited shutdown request. Finally, it can be determined whether the engine coolant temperature is greater than the set temperature threshold. If the engine coolant temperature is greater than the set temperature threshold, it indicates that the engine coolant water temperature has risen to the normal operating temperature, and when the engine is restarted later, problems such as poor fuel atomization and insufficient lubrication will not occur. At this time, it can be considered that the conditions for ending the charging of the power battery have been met.

[0293] The fourth preset charging end condition: when the vehicle is not in park / neutral, the vehicle speed is greater than the sum of the set speed threshold and the preset offset, an engine shutdown request is received from the engine control module, and the engine coolant temperature is greater than the set temperature threshold.

[0294] In an embodiment of the present application, when the vehicle is not in the parking gear / neutral gear, it is first determined whether the vehicle speed is greater than the sum of the set vehicle speed threshold and the preset offset. If it is, it indicates that the vehicle speed is already high and the power battery should be used as the power source to drive the vehicle. Then, it can be further determined whether an engine shutdown request is received from the engine control module. If it is received, it indicates that the engine has exited the engine diagnosis prohibited shutdown mode. It should be understood that the engine shutdown request here can be a reset request for the engine diagnosis prohibited shutdown request. Finally, it can be determined whether the engine coolant temperature is greater than the set temperature threshold. If the engine coolant temperature is greater than the set temperature threshold, it indicates that the engine coolant water temperature has risen to the normal operating temperature. When the engine is restarted later, problems such as poor fuel atomization and insufficient lubrication will not occur. At this time, it can be considered that the conditions for ending the charging of the power battery have been met.

[0295] The fifth preset charging end condition: when the vehicle is not in park / neutral, the vehicle's current remaining power is greater than the sum of the sixth set power threshold and the preset offset, an engine shutdown request is received from the engine control module, and the engine coolant temperature is greater than the set temperature threshold.

[0296] In an embodiment of the present application, when the vehicle is not in the parking gear / neutral gear, it is first determined whether the current remaining power is greater than the sum of the sixth set power threshold and the preset offset. If it is greater, it indicates that the current remaining power is already large, and the power battery should be used as a power source to drive the vehicle; then, it can be further determined whether an engine shutdown request is received from the engine control module. If received, it indicates that the engine has exited the engine diagnosis prohibited shutdown mode. It should be understood that the engine shutdown request here can be a reset request for the engine diagnosis prohibited shutdown request. Finally, it can be determined whether the engine coolant temperature is greater than the set temperature threshold. If the engine coolant temperature is greater than the set temperature threshold, it indicates that the engine coolant water temperature has risen to the normal operating temperature, and when the engine is restarted later, problems such as poor fuel atomization and insufficient lubrication will not occur. At this time, it can be considered that the conditions for ending the charging of the power battery have been met.

[0297] See Figure 13 , is a schematic diagram of the structure of a charging control device provided in an embodiment of the present application. The charging control device includes:

[0298] The sending unit 1001 is configured to send a first control instruction in response to a preset charging start condition being met, the first control instruction being configured to start the engine, the preset charging start condition being a combination of one or more of the following: when the vehicle is in park / neutral, a user-triggered charging request and a charging target value are received from the vehicle computer, and the vehicle's current remaining power is less than a difference between the charging target value and a preset offset; when the vehicle is in park / neutral, an accelerator pedal opening is greater than a preset opening threshold for a duration greater than a preset time threshold, and the vehicle's current remaining power is less than a first preset power threshold; when the vehicle is not in park / neutral, the vehicle speed is less than a preset speed threshold, and the vehicle's current remaining power is less than a second preset power threshold; when the vehicle is not in park / neutral, an engine diagnosis prohibit shutdown request is received from the engine control module;

[0299] A determination unit 1002 is configured to determine a target charging speed of the generator and a target charging torque of the engine;

[0300] The sending unit 1001 is further used to send a second control instruction, which is used to control the generator to operate based on the target charging speed and control the engine to output the target charging torque to charge the power battery in the vehicle.

[0301] Optionally, the preset charging start condition is: when the vehicle is in park / neutral, a charging request and a charging target value are received from the vehicle computer, and the current remaining power of the vehicle is less than the difference between the charging target value and a preset offset, the determining unit 1002 includes:

[0302] The charging speed determining unit is configured to use the first preset charging speed as the target charging speed of the generator in response to a difference between the charging target value and the current remaining power being greater than a third set power threshold.

[0303] Optionally, the charging speed determination unit is further configured to:

[0304] In response to the difference between the charging target value and the current remaining power being no greater than a third set power threshold, determining a second preset charging speed corresponding to the current remaining power based on a correspondence between the remaining power and a preset charging speed, wherein the current remaining power and the second preset charging speed are negatively correlated;

[0305] According to the corresponding relationship between the engine coolant temperature and the preset charging speed, the third preset charging speed is corresponding to the current engine coolant temperature, and there is a negative correlation between the current engine coolant temperature and the third preset charging speed;

[0306] A target charging speed of the generator is determined according to the second preset charging speed and the third preset charging speed.

[0307] Optionally, the charging speed determination unit is specifically configured to:

[0308] The maximum of the second preset charging speed and the third preset charging speed is used as the target speed of the generator.

[0309] Optionally, the preset charging start condition is: when the vehicle is in park / neutral, the accelerator pedal opening is greater than a set opening threshold, the duration is greater than a set time threshold, and the current remaining power of the vehicle is less than a first set power threshold. The device includes:

[0310] The charging speed determining unit is configured to use a fourth preset charging speed as a target charging speed of the generator.

[0311] Optionally, the preset charging start condition is: when the vehicle is not in the parking gear / neutral gear, the vehicle speed is less than a set speed threshold, and the current remaining power of the vehicle is less than a second set power threshold. The device includes: a charging speed determination unit;

[0312] Charging speed determination unit, used for:

[0313] Determining a second preset charging speed corresponding to the current remaining power according to a correspondence between the remaining power and the preset charging speed, wherein the current remaining power and the second preset charging speed are negatively correlated;

[0314] According to the corresponding relationship between the engine coolant temperature and the preset charging speed, the third preset charging speed is corresponding to the current engine coolant temperature, and there is a negative correlation between the current engine coolant temperature and the third preset charging speed;

[0315] A target charging speed of the generator is determined according to the second preset charging speed and the third preset charging speed.

[0316] Optionally, the preset charging start condition is: when the vehicle is in park / neutral, an engine diagnostic prohibit shutdown request is received from an engine control module, and the device includes: a charging speed determination unit;

[0317] The charging speed determination unit is used to:

[0318] Get the engine diagnosis request speed from the engine control module;

[0319] The engine diagnosis request speed is used as the target charging speed of the generator.

[0320] Optionally, the preset charging start condition is: when the vehicle is in park / neutral, a charging request and a charging target value are received from the vehicle computer, and the current remaining power of the vehicle is less than the difference between the charging target value and a preset offset. The device includes: a charging torque determination unit;

[0321] The charging torque determination unit is used to:

[0322] Determine, based on the corresponding relationship between the target charging speed, the difference between the charging target value and the current remaining power, a first preset charging torque corresponding to the target charging speed, the difference between the charging target value and the current remaining power, wherein the first preset charging torque is positively correlated with the target charging speed, and the difference between the charging target value and the current remaining power is positively correlated with the first preset charging torque;

[0323] Determine the maximum allowable torque of the engine and the maximum allowable charging torque;

[0324] The target charging torque of the engine is determined according to the first preset charging torque, the maximum allowable torque, and the maximum allowable charging torque.

[0325] Optionally, the charging torque determination unit is specifically configured to:

[0326] The smallest of the first preset charging torque, the maximum permissible torque, and the permissible maximum charging torque is used as the target charging torque of the engine.

[0327] Optionally, the preset charging start condition is: when the vehicle is in park / neutral, the accelerator pedal opening is greater than a set opening threshold, the duration is greater than a set time threshold, and the current remaining power of the vehicle is less than a first set power threshold. The device includes: a charging torque determination unit;

[0328] The charging torque determination unit is specifically used for:

[0329] determining a second preset charging torque corresponding to an opening state of an accelerator pedal;

[0330] Determine the maximum allowable torque of the engine and the maximum allowable charging torque;

[0331] The target charging torque of the engine is determined according to the second preset charging torque, the maximum allowable torque, and the maximum allowable charging torque.

[0332] Optionally, the charging torque determination unit is specifically configured to:

[0333] The minimum of the second preset charging torque, the maximum permissible torque, and the permissible maximum charging torque is used as the target charging torque of the engine.

[0334] Optionally, the preset charging start condition is: when the vehicle is not in the parking gear / neutral gear, the vehicle speed is less than a set speed threshold, and the current remaining power of the vehicle is less than a second set power threshold. The device includes: a charging torque determination unit;

[0335] The charging torque determination unit is used to:

[0336] Determining, based on a correspondence between the remaining power, the engine coolant temperature, and the preset charging torque, a third preset charging torque corresponding to the current remaining power and the current engine coolant temperature, wherein the third preset charging torque is negatively correlated with the current remaining power and the current engine coolant temperature;

[0337] Determine the maximum allowable charging torque of the engine;

[0338] In response to the current remaining power being greater than a fourth set power threshold, determining a fourth preset charging torque corresponding to the current intake air temperature at the engine intake manifold and the current engine speed based on a correspondence between the intake air temperature at the engine intake manifold, the engine speed, and the preset charging torque, the fourth preset charging torque being negatively correlated with the current intake air temperature at the engine intake manifold, the fourth preset charging torque being positively correlated with the current engine speed, and the fourth set power threshold being less than the second set power threshold;

[0339] Determining a fifth preset charging torque corresponding to the current ambient pressure and the current engine speed based on a correspondence between the ambient pressure, the engine speed, and the preset charging torque, wherein the fifth preset charging torque is positively correlated with the current ambient pressure and the current engine speed;

[0340] A target charging torque of the engine is determined according to the third preset charging torque, the fourth preset charging torque, the fifth preset charging torque, and the maximum charging torque allowed.

[0341] Optionally, the charging torque determination unit is specifically configured to:

[0342] using the minimum of the fourth preset charging torque and the fifth preset charging torque as the candidate charging torque of the engine;

[0343] The smallest of the third preset charging torque, the candidate charging torque of the engine, and the maximum charging allowable torque is used as the target charging torque of the engine.

[0344] Optionally, the charging torque determination unit is further configured to:

[0345] In response to the current remaining power being less than a fourth set power threshold, determining a maximum allowable torque of the engine and a torque consumed by accessories;

[0346] The target charging torque of the engine is determined based on the third preset charging torque, the accessory consumption torque, the maximum allowable torque, and the allowable charging maximum torque.

[0347] Optionally, the charging torque determination unit is specifically configured to:

[0348] determining a maximum of a third predetermined charging torque and an accessory consumption torque;

[0349] The smallest of the largest one, the maximum allowable torque, and the maximum allowable charging torque is determined as the target charging torque of the engine.

[0350] Optionally, the preset charging start condition is: when the vehicle is not in park / neutral, an engine diagnostics inhibit shutdown request is received from an engine control module, and the apparatus includes: a charging torque determination unit;

[0351] The charging torque determination unit is specifically used for:

[0352] Obtaining engine diagnostic request torque from an engine control module;

[0353] Determine the maximum allowable charging torque of the engine;

[0354] In response to the engine diagnosis request torque being less than the allowable charging maximum torque, the engine diagnosis request torque is used as the target charging torque of the engine.

[0355] Optionally, the sending unit 1001 is further configured to:

[0356] In response to reaching a preset charging termination condition, a third control instruction is sent, the third control instruction being used to control the engine to be shut down, and the preset charging termination condition is any one of the following:

[0357] The vehicle is in Park / Neutral, no user-triggered stop charging request is received from the vehicle computer, the current remaining charge is greater than the sum of the charging target value and the preset offset, an engine shutdown permission request is received from the engine control module, and the engine coolant temperature is greater than the set temperature threshold;

[0358] When the vehicle is in park / neutral, a user-triggered stop charging request is received from the vehicle computer, an engine shutdown permission request is received from the engine control module, and the engine coolant temperature is greater than the set temperature threshold;

[0359] When the vehicle is in park / neutral, the accelerator pedal opening is less than a set opening threshold, an engine shutdown permission request is received from an engine control module, and the engine coolant temperature is greater than a set temperature threshold;

[0360] When the vehicle is in park / neutral, the accelerator pedal opening is greater than the set opening threshold, the current remaining battery power is greater than the fifth set battery power threshold, an engine shutdown permission request is received from the engine control module, and the engine coolant temperature is greater than the set temperature threshold;

[0361] When the vehicle is not in park / neutral, the vehicle speed is greater than the sum of a set speed threshold and a preset offset, an engine shutdown permission request is received from the engine control module, and the engine coolant temperature is greater than a set temperature threshold;

[0362] When the vehicle is not in park / neutral, the vehicle's current remaining power is greater than the sum of the sixth set power threshold and the preset offset, an engine shutdown request is received from the engine control module, and the engine coolant temperature is greater than the set temperature threshold.

[0363] See Figure 14 , a structural diagram of a hybrid vehicle controller provided in an embodiment of the present application, the hybrid vehicle controller includes at least one processor 1101, the processor 1101 is used to execute a computer program stored in a memory, and implement the embodiment of the present application as provided in the following Figure 2-Figure 12 Flow chart of the charging control method shown.

[0364] Optionally, the processor 1101 may specifically be a central processing unit, a specific ASIC, or one or more integrated circuits for controlling program execution.

[0365] Optionally, the hybrid vehicle controller may further include a memory 1102 connected to at least one processor 1101. The memory 1102 may include ROM, RAM, and disk storage. The memory 1102 is used to store data required by the processor 1101 during operation, that is, it stores instructions that can be executed by at least one processor 1101. At least one processor 1101 executes the instructions stored in the memory 1102 to execute the following operations: Figure 2-Figure 12 The method shown in FIG. 1 . The number of the memory 1102 is one or more. The number of the memory 1102 is one or more.

[0366] See Figure 15 The embodiment of the present application further provides a vehicle, which at least includes Figure 14 The hybrid vehicle controller shown in the figure can be a plug-in hybrid vehicle or a range-extended vehicle.

[0367] The embodiment of the present application also provides a computer storage medium, wherein the computer storage medium stores computer instructions, which, when executed on a computer, cause the computer to execute the following Figure 2-Figure 12 method.

[0368] The above-mentioned computer-readable storage medium can adopt any combination of one or more computer-readable media. The computer-readable medium can be a computer-readable signal medium or a computer-readable storage medium. The computer-readable storage medium can be, for example, but not limited to: an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or component, or any combination of the above. More specific examples (non-exhaustive list) of computer-readable storage media include: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM) or flash memory, an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this document, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, device or device.

[0369] A computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such a propagated data signal may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium that can transmit, propagate, or transport a program for use by or in conjunction with an instruction execution system, apparatus, or device.

[0370] The program code embodied on the computer-readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wire, optical cable, radio frequency (RF), etc., or any suitable combination thereof.

[0371] Computer program code for performing the operations of this specification may be written in one or more programming languages, or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a stand-alone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., through the Internet using an Internet service provider).

[0372] The foregoing description of this specification describes specific embodiments. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be performed in an order different from that described in the embodiments and still achieve the desired results. Furthermore, the processes depicted in the accompanying drawings do not necessarily require the specific order shown or the sequential order to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0373] In the several embodiments provided in this specification, it should be understood that the disclosed systems, devices, and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed may be through some interface, indirect coupling or communication connection of devices or units, which may be electrical, mechanical or other forms.

[0374] In addition, the functional units in the various embodiments of this specification may be integrated into a single processing unit, each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or hardware plus software functional units.

[0375] The above description is only a preferred embodiment of this specification and is not intended to limit this specification. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of this specification should be included in the scope of protection of this specification.

Claims

1. A charging control method, characterized in that: The method comprises: In response to a preset charging start condition being met, a first control instruction is sent, the first control instruction being used to start the engine, the preset charging start condition being a combination of one or more of the following: when the vehicle is in park / neutral, a user-triggered charging request and a charging target value are received from the vehicle computer, and the current remaining charge of the vehicle is less than the difference between the charging target value and a preset offset; when the vehicle is in park / neutral, an accelerator pedal opening is greater than a set opening threshold for a duration greater than a set time threshold, and the current remaining charge of the vehicle is less than a first set charge threshold; when the vehicle is not in park / neutral, the vehicle speed is less than a set speed threshold, and the current remaining charge of the vehicle is less than a second set charge threshold; when the vehicle is not in park / neutral, an engine diagnosis prohibit shutdown request is received from an engine control module; determining a target charging speed of the generator and a target charging torque of the engine; A second control instruction is sent, where the second control instruction is used to control the generator to operate based on the target charging speed and to control the engine to output the target charging torque to charge the power battery in the vehicle.

2. The method according to claim 1, characterized in that The preset charging start condition is: when the vehicle is in park / neutral, a charging request and a charging target value are received from the vehicle computer, and the current remaining power of the vehicle is less than the difference between the charging target value and a preset offset, and the target charging speed of the generator is determined, including: In response to a difference between the charging target value and the current remaining power being greater than a third set power threshold, a first preset charging speed is used as a target charging speed of the generator.

3. The method according to claim 2, characterized in that The method further comprises: In response to the difference between the charging target value and the current remaining power being no greater than the third set power threshold, determining a second preset charging speed corresponding to the current remaining power based on a correspondence between the remaining power and a preset charging speed, wherein the current remaining power and the second preset charging speed are negatively correlated; According to the corresponding relationship between the engine coolant temperature and the preset charging speed, a third preset charging speed corresponding to the current engine coolant temperature is set, wherein the current engine coolant temperature and the third preset charging speed are negatively correlated; A target charging speed of the generator is determined according to the second preset charging speed and the third preset charging speed.

4. The method according to claim 3, characterized in that Determining a target charging speed of the generator according to the second preset charging speed and the third preset charging speed includes: The maximum of the second preset charging speed and the third preset charging speed is used as the target speed of the generator.

5. The method according to claim 1, wherein The preset charging start condition is: when the vehicle is in park / neutral, the accelerator pedal opening is greater than a set opening threshold, the duration is greater than a set time threshold, and the current remaining power of the vehicle is less than a first set power threshold. Determining the target charging speed of the generator includes: The fourth preset charging speed is used as the target charging speed of the generator.

6. The method according to claim 1, characterized in that The preset charging start condition is: when the vehicle is not in park / neutral, the vehicle speed is less than a set speed threshold, and the current remaining power of the vehicle is less than a second set power threshold, and determining the target charging speed of the generator includes: Determining a second preset charging speed corresponding to the current remaining power according to a correspondence between the remaining power and the preset charging speed, wherein the current remaining power and the second preset charging speed are negatively correlated; According to the corresponding relationship between the engine coolant temperature and the preset charging speed, a third preset charging speed corresponding to the current engine coolant temperature is set, wherein the current engine coolant temperature and the third preset charging speed are negatively correlated; A target charging speed of the generator is determined according to the second preset charging speed and the third preset charging speed.

7. The method according to claim 1, characterized in that The preset charging start condition is: when the vehicle is not in park / neutral, an engine diagnostics prohibit shutdown request is received from the engine control module, and a target charging speed of the generator is determined, including: obtaining an engine diagnosis request speed from the engine control module; The engine diagnosis request speed is used as the target charging speed of the generator.

8. The method according to claim 1, characterized in that The preset charging start condition is: when the vehicle is in park / neutral, a charging request and a charging target value are received from the vehicle computer, and the current remaining power of the vehicle is less than the difference between the charging target value and a preset offset, and the target charging torque of the engine is determined, including: Determining, based on a correspondence between a target charging speed, a difference between a target charging value and a remaining charge, and a preset charging torque, a first preset charging torque corresponding to the target charging speed and the difference between the target charging value and the current remaining charge, wherein the first preset charging torque is positively correlated with the target charging speed, and the difference between the target charging value and the current remaining charge is positively correlated with the first preset charging torque; determining a maximum allowable torque of the engine and a maximum allowable charging torque; The target charging torque of the engine is determined according to the first preset charging torque, the maximum allowable torque, and the maximum allowable charging torque.

9. The method according to claim 8, characterized in that Determining the target charging torque of the engine according to the first preset charging torque, the maximum allowable torque, and the maximum allowable charging torque includes: The minimum of a first preset charging torque, the maximum allowable torque, and the maximum allowable charging torque is used as the target charging torque of the engine.

10. The method according to claim 1, characterized in that The preset charging start condition is: when the vehicle is in park / neutral, the accelerator pedal opening is greater than a set opening threshold and the duration is greater than a set time threshold, and the current remaining power of the vehicle is less than a first set power threshold. Determining the target charging torque of the engine includes: determining a second preset charging torque corresponding to the opening state of the accelerator pedal; determining a maximum allowable torque of the engine and a maximum allowable charging torque; The target charging torque of the engine is determined according to a second preset charging torque, the maximum allowable torque, and the allowable charging maximum torque.

11. The method according to claim 10, characterized in that Determining the target charging torque of the engine according to the second preset charging torque, the maximum allowable torque, and the maximum allowable charging torque includes: The smallest of the second preset charging torque, the maximum allowable torque, and the maximum allowable charging torque is used as the target charging torque of the engine.

12. The method according to claim 1, characterized in that The preset charging start condition is: when the vehicle is not in park or neutral, the vehicle speed is less than a set speed threshold, and the remaining power of the vehicle is less than a second set power threshold, and determining the target charging torque of the engine includes: Determining, based on a correspondence between the remaining power, the engine coolant temperature, and the preset charging torque, a third preset charging torque corresponding to the current remaining power and the current engine coolant temperature, wherein the third preset charging torque is negatively correlated with the current remaining power and the current engine coolant temperature; determining a maximum allowable charging torque of the engine; In response to the current remaining power being greater than a fourth set power threshold, determining a fourth preset charging torque corresponding to the current intake air temperature at the engine intake manifold and the current engine speed based on a correspondence between the intake air temperature at the engine intake manifold, the engine speed, and the preset charging torque, wherein the fourth preset charging torque is negatively correlated with the current intake air temperature at the engine intake manifold and positively correlated with the current engine speed, and the fourth set power threshold is less than the second set power threshold; Determining a fifth preset charging torque corresponding to the current ambient pressure and the current engine speed based on a correspondence between the ambient pressure, the engine speed, and the preset charging torque, wherein the fifth preset charging torque is positively correlated with the current ambient pressure and the current engine speed; A target charging torque of the engine is determined according to the third preset charging torque, the fourth preset charging torque, the fifth preset charging torque, and the allowable maximum charging torque.

13. The method according to claim 12, characterized in that Determining a target charging torque of the engine according to the third preset charging torque, the fourth preset charging torque, the fifth preset charging torque, and the maximum allowable charging torque includes: using the minimum of the fourth preset charging torque and the fifth preset charging torque as a candidate charging torque for the engine; The smallest one of the third preset charging torque, the candidate charging torque of the engine, and the maximum charging allowable torque is used as the target charging torque of the engine.

14. The method according to claim 12, characterized in that After determining the maximum allowable charging torque of the engine, the method further includes: In response to the current remaining power being less than a fourth set power threshold, determining a maximum allowable torque of the engine and an accessory consumption torque; The target charging torque of the engine is determined based on the third preset charging torque, the accessory consumption torque, the maximum allowable torque, and the allowable charging maximum torque.

15. The method according to claim 14, characterized in that Determining the target charging torque of the engine according to the third preset charging torque, the accessory consumption torque, the maximum allowable torque, and the maximum allowable charging torque includes: determining a maximum of the third preset charging torque and the accessory consumption torque; The smallest of the largest value, the maximum allowable torque, and the maximum allowable charging torque is set as the target charging torque of the engine.

16. The method according to claim 1, wherein The preset charging start condition is: when the vehicle is not in park / neutral, an engine diagnostic prohibit shutdown request is received from an engine control module, and a target charging torque of the engine is determined, including: obtaining an engine diagnostic request torque from the engine control module; determining a maximum allowable charging torque of the engine; In response to the engine diagnosis request torque being less than the allowable charging maximum torque, the engine diagnosis request torque is used as a target charging torque for the engine.

17. The method according to claim 1, wherein The method further comprises: In response to a preset charging termination condition being reached, a third control instruction is sent, wherein the third control instruction is used to control the engine to be shut down, wherein the preset charging termination condition is any one of the following: When the vehicle is in park / neutral, no user-triggered stop charging request is received from the vehicle computer, the current remaining power is greater than the sum of the charging target value and a preset offset, an engine shutdown permission request is received from the engine control module, and the engine coolant temperature is greater than a set temperature threshold; When the vehicle is in park / neutral, a user-triggered stop charging request is received from the vehicle computer, an engine shutdown permission request is received from the engine control module, and the engine coolant temperature is greater than a set temperature threshold; When the vehicle is in park / neutral, the accelerator pedal opening is less than a set opening threshold, an engine shutdown permission request is received from the engine control module, and the engine coolant temperature is greater than a set temperature threshold; When the vehicle is in park / neutral, the accelerator pedal opening is greater than a set opening threshold, the current remaining battery power is greater than a fifth set battery power threshold, an engine shutdown permission request is received from the engine control module, and the engine coolant temperature is greater than a set temperature threshold; When the vehicle is not in park / neutral, the vehicle speed is greater than the sum of a set vehicle speed threshold and a preset offset, an engine shutdown permission request is received from the engine control module, and the engine coolant temperature is greater than a set temperature threshold; When the vehicle is not in park / neutral, the current remaining power of the vehicle is greater than the sum of a sixth set power threshold and a preset offset, an engine shutdown permission request is received from the engine control module, and the engine coolant temperature is greater than a set temperature threshold.

18. A hybrid vehicle controller, characterized in that: comprising a memory and a processor, wherein: The memory is used to store computer programs; The processor is configured to execute the computer program to implement the method according to any one of claims 1 to 17.

19. A vehicle, characterized in that: The vehicle includes the hybrid vehicle controller according to claim 18.

Images