Control method and device of hybrid electric vehicle, electronic equipment and storage medium

Abstract

The invention provides a control method and device of a hybrid electric vehicle, electronic equipment and a storage medium, and belongs to the technical field of vehicle control. According to the method, when an automobile enters a first transition state of switching from a range extending mode to a hybrid mode, a first moment when a clutch jumps from a disconnection state to a connection state is obtained, namely, the moment when acceleration jumps is obtained. And acquiring a first engine torque corresponding to the first moment, and gradually reducing or increasing the first engine torque according to a first preset rate to generate a torque linear change curve. Therefore, the engine or the driving motor can be controlled to operate according to the torque linear change curve at the first moment until the driving mode of the automobile is switched from the first transition state to the hybrid mode. In the process of switching the range extending mode to the hybrid mode, the engine or the driving motor is controlled to operate according to the torque linear change curve, so that the acceleration can be controlled to change linearly, and the problem of poor smoothness caused by acceleration jump is solved.

Description

Technical Field

[0001] This application relates to the field of automotive engine control technology, and more particularly to a control method, device, electronic equipment, and storage medium for a hybrid electric vehicle. Background Technology

[0002] Hybrid power refers to a vehicle that uses both gasoline and electric power. During acceleration from 0 to 100 km / h, the vehicle controller selects the mode that provides the highest wheel-end torque. This acceleration involves a switching process between range-extending mode and hybrid mode, as described above. Figure 1 , Figure 1 The part enclosed in the dashed circle is the acceleration change curve during this mode switching process. Figure 1 As shown, during the process of switching from range-extended mode to hybrid mode, there are abrupt changes in acceleration, meaning that the mode switch causes a problem with the smoothness of the acceleration process. Summary of the Invention

[0003] The main objective of this application is to provide a control method, device, electronic device, and storage medium for a hybrid electric vehicle. The aim is to control the engine or drive motor to operate according to a linear torque variation curve during the first transition state from range-extended mode to hybrid mode, thereby controlling the acceleration to change linearly during acceleration and solving the problem of poor smoothness caused by abrupt acceleration changes.

[0004] To achieve the above objectives, a first aspect of this application provides a control method for a hybrid electric vehicle, the method comprising:

[0005] During acceleration, when the car enters the first transition state from range-extending mode to hybrid mode, the first moment when the clutch jumps from the disengaged state to the engaged state is captured.

[0006] Obtain the engine's first torque at the first moment, and gradually decrease or increase the engine's first torque at a first preset rate to generate a linear torque change curve;

[0007] At the first moment, the engine or drive motor is controlled to operate according to the linear torque change curve until the driving mode of the vehicle switches from the first transition state to the hybrid mode.

[0008] In this embodiment, considering that the acceleration jump occurs during the first transition state from range-extender mode to hybrid mode, the moment when the clutch transitions from disengaged to engaged is captured when the vehicle enters this transition state. The engine's first torque corresponding to this moment is then acquired, and this torque is gradually decreased or increased at a first preset rate to generate a linear torque curve. Thus, the engine or drive motor can be controlled to operate according to this linear torque curve from the first moment until the vehicle's driving mode switches from the first transition state to hybrid mode. In other words, by controlling the engine or drive motor to operate according to the linear torque curve during the transition from range-extender mode to hybrid mode, the acceleration can be controlled to change linearly during this transition, thus solving the problem of poor smoothness caused by acceleration jumps.

[0009] In one embodiment of this application, after obtaining the first moment when the clutch transitions from an disengaged state to an engaged state, the method further includes:

[0010] Obtain the first acceleration corresponding to the first moment, and gradually decrease or increase the first acceleration according to the first preset rate to generate a linear acceleration change curve;

[0011] Based on the relationship between acceleration and engine torque, the linear torque curve corresponding to the linear acceleration curve is obtained.

[0012] In this embodiment, the first acceleration at a first moment can be obtained, and the first acceleration can be gradually decreased or increased at a first preset rate to generate a linear acceleration curve. Therefore, based on the correspondence between acceleration and engine torque, a linear torque curve corresponding to the linear acceleration curve can be obtained. Furthermore, the problem of poor smoothness caused by acceleration jumps can be solved by controlling the engine or drive motor to operate according to the linear torque curve.

[0013] In one embodiment of this application, during the acceleration process, the method further includes:

[0014] When the vehicle is in range-extending mode, the wheel-end power demand is obtained, and the engine's highest efficiency point is determined based on the wheel-end power demand.

[0015] In the first stage, the engine is controlled to operate at its highest efficiency point, which is when the wheel-end power demand is less than or equal to the engine's maximum power.

[0016] In this embodiment, considering that the vehicle speed is relatively low in the early stages of acceleration, the corresponding wheel-end power demand is less than or equal to the engine's maximum power. At this time, the engine's highest efficiency point is determined based on the wheel-end power demand, and the engine is controlled to operate at this highest efficiency point. Compared to the prior art's method of controlling the engine to output maximum power in the early stages of acceleration, since the engine's highest efficiency point is lower than its maximum power point, energy consumption can be reduced.

[0017] In one embodiment of this application, obtaining the wheel-end power demand and determining the engine's highest efficiency point based on the wheel-end power demand includes:

[0018] Get throttle opening and vehicle speed;

[0019] The required power at the wheel ends is calculated based on the throttle opening and vehicle speed.

[0020] Based on the relationship between the required power at the wheel end and the engine's highest efficiency point and the required power at the wheel end, the engine's highest efficiency point is obtained.

[0021] In this embodiment, during the initial acceleration phase, the vehicle speed is relatively low, and the corresponding wheel-end power demand is less than or equal to the engine's maximum power. At this time, the wheel-end power demand can be calculated based on the throttle opening and vehicle speed. Therefore, the engine's maximum efficiency point can be obtained based on the wheel-end power demand and the correspondence between the engine's maximum efficiency point and the wheel-end power demand. This allows the engine to be controlled to operate at its maximum efficiency point during the initial acceleration phase. Since the engine's maximum efficiency point is lower than its maximum power point, energy consumption can be reduced.

[0022] In one embodiment of this application, when the vehicle is operating in range-extended mode, the method further includes:

[0023] In the second stage, the engine is controlled to operate at its maximum power point, and the battery is controlled to provide the remaining power, which is the power required at the wheel end minus the maximum power of the engine. The second stage is the stage where the power required at the wheel end is greater than the maximum power of the engine.

[0024] In this embodiment, the range-extending mode during acceleration is controlled in two stages. In the early stage of acceleration, the engine operates at its highest efficiency. In the later stage, the engine operates at its maximum power output, and the battery provides the remaining power; that is, both the engine and battery work together to provide the power required at the wheels. This staged control reduces energy consumption.

[0025] In one embodiment of this application, after controlling the engine to operate at its maximum power point, the method includes:

[0026] The system controls the vehicle to enter the first transition state of switching from the range-extending mode to the hybrid mode, and determines whether the first wheel-end torque output by the engine-driven wheel end is greater than the second wheel-end torque output by the drive motor-driven wheel end in the range-extending mode.

[0027] When the torque at the first wheel end is greater than the torque at the second wheel end, the engine speed is controlled to decrease.

[0028] When the engine speed is reduced to the same level as the wheel speed, the clutch jumps from the disengaged state to the engaged state.

[0029] In this embodiment, after controlling the engine to operate at its maximum power point, it is necessary to control the vehicle to switch from range-extender mode to hybrid mode in a first transition state. In the first transition state, when the torque output from the first wheel end of the engine driving wheel is detected to be greater than the torque output from the second wheel end of the drive motor driving wheel in range-extender mode, the engine speed needs to be reduced. When the engine speed is reduced to be equal to the wheel end speed, the clutch changes from disengaged to engaged, thereby obtaining the first moment when the clutch changes from disengaged to engaged, and obtaining the acceleration and / or engine torque corresponding to the first moment.

[0030] In one embodiment of this application, the first preset rate is 1.

[0031] In this embodiment, the first preset rate is set to 1, and the corresponding linear torque change curve is a horizontal line that maintains the engine's first torque constant. Accordingly, the engine or drive motor is controlled to maintain the engine's first torque from the first moment until the vehicle's driving mode switches from the first transition state to hybrid mode. By controlling the engine or drive motor to maintain the engine's first torque, the acceleration can be kept constant during the switch from range-extender mode to hybrid mode, thus solving the problem of poor smoothness caused by acceleration jumps.

[0032] To achieve the above objectives, a second aspect of this application provides a control device for a hybrid electric vehicle, the device comprising:

[0033] The acquisition module is used to acquire the first moment when the clutch jumps from the disengaged state to the engaged state during the acceleration process, when the car enters the first transition state from range-extending mode to hybrid mode.

[0034] The acquisition and generation module is used to acquire the engine's first torque at the first moment, and to gradually decrease or increase the engine's first torque at a first preset rate to generate a linear torque change curve.

[0035] The control module is used to start controlling the engine or drive motor to operate according to the linear torque change curve at the first moment until the driving mode of the vehicle switches from the first transition state to the hybrid mode.

[0036] To achieve the above objectives, a third aspect of this application provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the method described in the first aspect.

[0037] To achieve the above objectives, a fourth aspect of the present application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method described in the first aspect. Attached Figure Description

[0038] Figure 1 It is a graph showing the change in acceleration during the 0-100 km / h acceleration process;

[0039] Figure 2 This is a schematic diagram of the system architecture of a hybrid electric vehicle;

[0040] Figure 3 This is a flowchart of the steps performed during the acceleration process provided in an embodiment of this application;

[0041] Figure 4 This is a flowchart of the steps provided in this application embodiment to obtain the required power at the wheel end and determine the engine's highest efficiency point based on the required power at the wheel end;

[0042] Figure 5 This is a flowchart of the steps performed after the engine is controlled to operate at its maximum power point, as provided in an embodiment of this application.

[0043] Figure 6 This is a flowchart of the control method for a hybrid electric vehicle provided in the embodiments of this application;

[0044] Figure 7 This is an example diagram showing the changes in acceleration and torque during the acceleration process provided in an embodiment of this application;

[0045] Figure 8 This is another example diagram showing the changes in acceleration and torque during the acceleration process provided in the embodiments of this application;

[0046] Figure 9 This is another example diagram showing the changes in acceleration and torque during the acceleration process provided in the embodiments of this application;

[0047] Figure 10This is a flowchart of the steps performed after the clutch changes from a disengaged state to an engaged state, as provided in an embodiment of this application.

[0048] Figure 11 This is a schematic diagram of the structure of the control device for a hybrid electric vehicle provided in an embodiment of this application;

[0049] Figure 12 This is a schematic diagram of the hardware structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0050] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0051] It should be noted that although functional modules are divided in the device schematic diagram and a logical order is shown in the flowchart, in some cases, the steps shown or described may be performed in a different order than the module division in the device or the order in the flowchart. The terms "first," "second," etc., in the specification, claims, and the aforementioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0052] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0053] Hybrid vehicles, thanks to the assistance of their batteries, boast strong performance, which is one of their key features. Hybrid vehicles typically have two or more power sources, usually consisting of two electric motors and an engine. Generally, under low-to-medium speed driving conditions, a hybrid vehicle uses only one power source, primarily the electric motor, to reduce fuel consumption and emissions. When the driver requests rapid acceleration or the vehicle is traveling at high speeds, the second or more power sources engage, providing simultaneous power to meet the driver's needs.

[0054] Currently, during the 0-100 km / h acceleration of hybrid vehicles, the vehicle controller selects the mode with the highest wheel-end torque. This acceleration involves a switching process from range-extender mode to hybrid mode, which is described in detail below. Figure 1 , Figure 1 It is a graph showing the change in acceleration during the 0-100 km / h acceleration process. Figure 1 The part enclosed in the dashed circle is the acceleration change curve during this mode switching process. Figure 1 As shown, during the process of switching from range-extended mode to hybrid mode, there are abrupt changes in acceleration, meaning that the mode switch causes a problem with the smoothness of the acceleration process.

[0055] Based on this, this application proposes a control method for hybrid electric vehicles, which aims to control the engine or drive motor to operate according to a linear torque change curve during the first transition state when switching from range-extending mode to hybrid mode, thereby controlling the acceleration to change linearly during acceleration and solving the problem of poor smoothness caused by acceleration jumps.

[0056] First, the system architecture of hybrid vehicles will be explained. (Refer to...) Figure 2 , Figure 2 This is a schematic diagram of the system architecture of a hybrid electric vehicle. (For example...) Figure 2 As shown, this hybrid electric vehicle uses a series-parallel hybrid system. The series-parallel hybrid system combines the advantages of a series hybrid system (smooth operation) and a parallel hybrid system (low power demand from each power source). Compared to a series system, the series-parallel system increases the mechanical transmission path; compared to a parallel system, it increases the electrical transmission path. The characteristic of the series-parallel hybrid powertrain structure is that the internal combustion engine system and the electric motor drive system each have a set of mechanical transmission mechanisms. These two mechanisms are combined either through a gear system or a planetary gear structure, thereby comprehensively regulating the speed relationship between the internal combustion engine and the electric motor. This hybrid electric vehicle generally includes three operating modes: Pure Electric Mode: The battery powers the electric motor, which drives the vehicle alone; the engine and generator are not working, and the clutch is disengaged. Range Extender Mode: The engine only drives the generator to generate electricity; the electric motor still drives the vehicle alone, and the clutch is disengaged. Hybrid Mode: The clutch is engaged, and the engine torque can be directly transmitted to the wheels through the clutch; the engine and electric motor drive the vehicle together. Mode switching is mainly to achieve optimal fuel economy. The advantage of range-extender mode is that the engine's operating point is adjustable. The disadvantage is the excessive number of energy conversions, from the engine's mechanical energy to the generator's electrical energy, and then from the electrical energy back to the motor's mechanical energy. Hybrid mode is the opposite. Its advantage is fewer energy conversions; the engine's mechanical energy goes directly to the wheels via the drivetrain. The disadvantage is that the engine speed is coupled to the wheels, making the speed and torque essentially unadjustable. If the overall efficiency of the motor and generator is high, or the engine's economic operating range is narrow, the advantages of range-extender mode can be fully realized; conversely, hybrid mode may be better. Generally, as vehicle speed increases, the efficiency of the motor in range-extender mode gradually decreases, while the efficiency of the engine's direct drive in hybrid mode gradually increases, and the advantages of hybrid mode gradually become apparent. Therefore, there is generally a speed transition point when switching from range-extender mode to hybrid mode.

[0057] However, during the transition from range-extending mode to hybrid mode, the acceleration changes abruptly, resulting in poor smoothness during the mode switch and affecting driving comfort.

[0058] This application describes the various stages experienced during acceleration in sequence. It should be noted that, since the embodiments of this application consider the problem of poor smoothness caused by the acceleration jump during the switch from range-extended mode to hybrid mode, the embodiments of this application only consider the process of controlling the vehicle's operating state from range-extended mode to the first transition state to hybrid mode during acceleration, and do not consider the control required for other operating states during acceleration, such as pure electric mode.

[0059] In this embodiment, during the 0-100 km / h acceleration process, in the early stage of acceleration, the vehicle speed is relatively low, and the corresponding wheel-end power demand is less than or equal to the engine's maximum power. At this time, it is necessary to determine the engine's highest efficiency point based on the wheel-end power demand and control the engine to operate at that point.

[0060] Reference Figure 3 , Figure 3 This is a flowchart of the steps performed during the acceleration process provided in the embodiments of this application, including but not limited to steps S310 to S320.

[0061] In step S310, with the vehicle operating in range-extending mode, the required power at the wheel ends is obtained, and the engine's highest efficiency point is determined based on the required power at the wheel ends.

[0062] In this embodiment, during the initial acceleration phase, the vehicle operates in range-extended mode. At this time, the wheels send a torque demand, and the vehicle control unit (VCU) responds by sending a signal to the motor controller (IPU), causing the drive motor to respond to the corresponding torque demand. Simultaneously, considering that the vehicle speed is relatively low during the initial acceleration phase, the corresponding wheel-end power demand is less than or equal to the engine's maximum power. Therefore, the wheel-end power demand can be obtained, and the engine's highest efficiency point can be determined based on this demand.

[0063] Reference Figure 4 , Figure 4 This is a flowchart of the steps for obtaining the required power at the wheel end and determining the engine's highest efficiency point based on the required power at the wheel end, provided in an embodiment of this application, including but not limited to steps S410 to S430.

[0064] Step S410: Obtain throttle opening and vehicle speed;

[0065] Step S420: Calculate the required power at the wheel ends based on the throttle opening and vehicle speed;

[0066] Step S430: Obtain the engine's highest efficiency point based on the correspondence between the wheel-end power demand and the engine's highest efficiency point and the wheel-end power demand.

[0067] In this embodiment, the current wheel-end power demand can be calculated based on the current throttle opening and vehicle speed. Then, based on the correspondence between the engine's highest efficiency point and the wheel-end power demand, such as a mapping table, corresponding curve, or map, the engine's highest efficiency point corresponding to the current wheel-end power demand can be obtained.

[0068] Step S320: In the first stage, the engine is controlled to operate at its highest efficiency point. The first stage is when the wheel-end power demand is less than or equal to the engine's maximum power.

[0069] In this embodiment, during the initial acceleration phase, the vehicle operates in range-extending mode. At this time, in the first stage—that is, when the wheel-end power demand is less than or equal to the engine's maximum power—the wheel-end power demand is acquired, and the engine's highest efficiency point is determined based on this demand. The engine is then controlled to operate at this highest efficiency point.

[0070] It should be noted that, based on the driver's acceleration intention, the required power at the wheels varies with different vehicle speeds. The maximum engine power also differs at different vehicle speeds. Therefore, when comparing whether the required power at the wheels is less than or equal to the maximum engine power, the comparison should be made to whether the required power at the wheels at the current vehicle speed is less than or equal to the maximum engine power at the current vehicle speed.

[0071] This application embodiment controls the engine to operate at its highest efficiency point during the first stage of acceleration. Since the highest efficiency point is lower than the highest power point, energy consumption can be reduced.

[0072] In this embodiment, during acceleration, the power demand at the wheel ends gradually increases, resulting in a stage in range-extending mode where the power demand at the wheel ends exceeds the engine's maximum power—the second stage. In this second stage, the engine is controlled to operate at its maximum power point, and the battery is controlled to provide the remaining power, which is the power demand at the wheel ends minus the engine's maximum power.

[0073] In this embodiment, the range-extending mode during acceleration is controlled in two stages. In the first stage of the range-extending mode, the engine is controlled to operate at its highest efficiency. In the second stage, the engine is controlled to operate at its highest power point, and the battery is controlled to provide the remaining power; that is, the engine and battery work together to provide the power required at the wheels. This staged control reduces energy consumption.

[0074] In one embodiment of this application, reference is made to Figure 5 , Figure 5 This is a flowchart of the steps performed after the engine is controlled to operate at the engine's maximum power point, as provided in the embodiments of this application, including but not limited to steps S510 to S530.

[0075] Step S510: Control the car to enter the first transition state of switching from range-extending mode to hybrid mode, and determine whether the first wheel end torque output by the engine-driven wheel end is greater than the second wheel end torque output by the drive motor-driven wheel end in range-extending mode.

[0076] Step S520: When the torque at the first wheel end is greater than the torque at the second wheel end, control the engine speed to decrease;

[0077] In step S530, when the engine speed is reduced to be equal to the wheel end speed, the clutch jumps from the disengaged state to the engaged state.

[0078] In this embodiment, after controlling the engine to operate at its maximum power point, the vehicle enters a first transitional state between range-extending mode and hybrid mode. Considering that the efficiency of the drive motor gradually decreases in range-extending mode and the efficiency of the engine's direct drive gradually increases in hybrid mode as vehicle speed increases, a switch from range-extending mode to hybrid mode is necessary after reaching a certain speed to maximize efficiency. Therefore, in the first transitional state between range-extending and hybrid modes, it is necessary to determine whether the torque output from the first wheel end driven by the engine is greater than the torque output from the second wheel end driven by the drive motor in range-extending mode. If the torque from the first wheel end is greater than the torque from the second wheel end, the engine speed needs to be reduced. At this time, through the generator's counter-draft torque and rotational inertia, the engine speed can be reduced to be equal to the wheel end speed, at which point the clutch transitions from disengaged to engaged. This moment when the clutch transitions from disengaged to engaged is the moment of acceleration change. By obtaining the moment of acceleration change, the torque of the engine or drive motor can be controlled at that moment to solve the problem of poor smoothness caused by acceleration change.

[0079] It should be noted that the clutch engages when the engine speed is reduced to a point close to coupling with the wheel end speed. Therefore, in this embodiment, when the engine speed is close to coupling with the wheel end speed, it can be considered that the engine speed is equal to the wheel end speed.

[0080] Reference Figure 6 , Figure 6 This is a flowchart of the control method for a hybrid electric vehicle provided in the embodiments of this application. Figure 6 The method may include, but is not limited to, steps S610 to S30.

[0081] Step S610: During acceleration, when the car enters the first transition state from range-extending mode to hybrid mode, the first moment when the clutch jumps from the disengaged state to the engaged state is obtained.

[0082] Step S620: Obtain the engine first torque corresponding to the first moment, and gradually decrease or increase the engine first torque at a first preset rate to generate a torque linear change curve.

[0083] In step S630, the engine or drive motor is controlled to operate according to the linear torque change curve from the first moment until the driving mode of the car is switched from the first transition state to the hybrid mode.

[0084] In this embodiment, considering that the problem of poor smoothness during acceleration arises from the abrupt change in acceleration during the switch from range-extender mode to hybrid mode, a linear change in acceleration can be achieved to ensure smoothness during the transition. To achieve linear acceleration, linear torque control is necessary. In this embodiment, by acquiring the first moment when the clutch transitions from disengaged to engaged (i.e., the moment of acceleration change), the torque of the engine or drive motor can be controlled accordingly from that moment onwards, preventing abrupt acceleration changes and ensuring a linear change from that point. This solves the problem of poor smoothness caused by the abrupt acceleration change. Specifically, the engine's first torque at the first moment can be acquired, and this first torque can be gradually decreased or increased at a first preset rate to generate a linear torque curve. Thus, the engine or drive motor can be controlled to operate according to the linear torque curve from the first moment until the vehicle's driving mode switches from the first transition state to hybrid mode.

[0085] Reference Figures 7-8 , Figure 7 This is an example graph showing the changes in acceleration and torque during the acceleration process provided in an embodiment of this application. Figure 8 This is another example graph showing the changes in acceleration and torque during the acceleration process provided in the embodiments of this application. Figure 7 As shown, T1 represents the first moment, and the linear torque change curve is generated by the engine's initial torque gradually decreasing at a first preset rate. Figure 8 As shown, T1 is the first moment, and the linear torque change curve is generated by the engine's first torque gradually increasing at the first preset rate.

[0086] It should be noted that the first preset rate is a value close to 1, which can ensure that the torque of the engine or drive motor is controlled to remain basically unchanged from the first moment.

[0087] In one embodiment of this application, the first preset rate is 1.

[0088] In this embodiment, the first preset rate is set to 1, and the corresponding linear torque change curve is a horizontal line maintaining a constant first engine torque. Accordingly, the engine or drive motor is controlled to maintain the first engine torque from the first moment until the vehicle's driving mode switches from the first transition state to hybrid mode. By controlling the engine or drive motor to maintain the first engine torque, the acceleration can be kept constant during the switch from range-extender mode to hybrid mode, thus solving the problem of poor smoothness caused by acceleration jumps. (Refer to...) Figure 9 , Figure 9 This is another example diagram of the acceleration and torque variation curves during the acceleration process provided in the embodiments of this application, such as... Figure 9 As shown, T1 is the first moment, and the linear torque change curve is a horizontal line that maintains the engine's initial torque constant.

[0089] In one embodiment of this application, reference is made to Figure 10 , Figure 10 This is a flowchart of the steps performed after the clutch changes from a disengaged state to an engaged state, as provided in the embodiments of this application, including but not limited to steps S1010 to S1020.

[0090] Step S1010: Obtain the first acceleration corresponding to the first moment, and gradually decrease the first acceleration according to the first preset rate to generate a linear acceleration change curve;

[0091] Step S1020: Based on the relationship between acceleration and engine torque, obtain the linear torque curve corresponding to the linear acceleration curve.

[0092] In this embodiment, after obtaining the first moment when the clutch transitions from an disengaged state to an engaged state, in addition to directly obtaining the engine's first torque corresponding to the first moment and gradually decreasing or increasing the engine's first torque at a first preset rate to generate a linear torque change curve, the first acceleration corresponding to the first moment can also be obtained, and the first acceleration can be gradually decreased at a first preset rate to generate an acceleration linear change curve. Therefore, based on the correspondence between acceleration and engine torque, the torque linear change curve corresponding to the acceleration linear change curve can be obtained. Furthermore, the problem of poor smoothness caused by acceleration jumps can be solved by controlling the engine or drive motor to operate according to the torque linear change curve.

[0093] Please see Figure 11 This application also provides a control device 110 for a hybrid electric vehicle, which can implement the above-described control method for a hybrid electric vehicle. The device includes:

[0094] The acquisition module 1101 is used to acquire the first moment when the clutch changes from disengaged to engaged during the acceleration process, when the car enters the first transition state from range-extending mode to hybrid mode.

[0095] The acquisition and generation module 1102 is used to acquire the engine first torque corresponding to the first moment, and gradually reduce the engine first torque at a first preset rate to generate a torque linear change curve.

[0096] The control module 1103 is used to control the engine or drive motor to operate according to the torque linear change curve from the first moment until the driving mode of the car switches from the first transition state to the hybrid mode.

[0097] The specific implementation of the control device for this hybrid electric vehicle is basically the same as the specific implementation of the control method for the hybrid electric vehicle described above, and will not be repeated here.

[0098] This application also provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the aforementioned engine speed control method for automobiles. This electronic device can be any smart terminal, including a tablet computer, an in-vehicle computer, or similar device.

[0099] Please see Figure 12 , Figure 12 The hardware structure of an electronic device according to another embodiment is illustrated. The electronic device includes:

[0100] The processor 1201 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this application.

[0101] The memory 1202 can be implemented as a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM). The memory 1202 can store the operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1202 and is called and executed by the processor 1201 to execute the control method of the hybrid electric vehicle according to the embodiments of this application.

[0102] The input / output interface 1203 is used to implement information input and output;

[0103] The communication interface 1204 is used to enable communication and interaction between this device and other devices. Communication can be achieved through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0104] Bus 1205 transmits information between various components of the device (e.g., processor 1201, memory 1202, input / output interface 1203, and communication interface 1204);

[0105] The processor 1201, memory 1202, input / output interface 1203 and communication interface 1204 are connected to each other within the device via bus 1205.

[0106] This application embodiment also provides a storage medium, which is a computer-readable storage medium, storing a computer program that, when executed by a processor, implements the above-described control method for a hybrid electric vehicle.

[0107] Memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, memory may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, memory may optionally include memory remotely located relative to the processor, and these remote memories can be connected to the processor via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0108] The embodiments described in this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided by the embodiments of this application. As those skilled in the art will know, with the evolution of technology and the emergence of new application scenarios, the technical solutions provided by the embodiments of this application are also applicable to similar technical problems.

[0109] Those skilled in the art will understand that the technical solutions shown in the figures do not constitute a limitation on the embodiments of this application, and may include more or fewer steps than shown, or combine certain steps, or different steps.

[0110] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0111] Those skilled in the art will understand that all or some of the steps in the methods disclosed above, as well as the functional modules / units in the systems and devices, can be implemented as software, firmware, hardware, or suitable combinations thereof.

[0112] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0113] It should be understood that in this application, "at least one (item)" means one or more, and "more than" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0114] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of the units described above is only a logical functional division, and 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. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0115] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0116] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0117] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes multiple instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing programs, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0118] The preferred embodiments of the present application have been described above with reference to the accompanying drawings, but this does not limit the scope of the claims of the present application. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and substance of the embodiments of the present application shall be within the scope of the claims of the present application.

Claims

1. A control method for a hybrid electric vehicle, characterized in that, The method includes: During acceleration, when the car enters the first transition state from range-extending mode to hybrid mode, the first moment when the clutch jumps from the disengaged state to the engaged state is captured. Obtain the engine's first torque at the first moment, and gradually decrease or increase the engine's first torque at a first preset rate to generate a linear torque change curve; At the first moment, the engine or drive motor is controlled to operate according to the linear torque change curve until the driving mode of the vehicle switches from the first transition state to the hybrid mode.

2. The method according to claim 1, characterized in that, After obtaining the first moment when the clutch transitions from an disengaged state to an engaged state, the method further includes: Obtain the first acceleration corresponding to the first moment, and gradually decrease or increase the first acceleration according to the first preset rate to generate a linear acceleration change curve; Based on the relationship between acceleration and engine torque, the linear torque curve corresponding to the linear acceleration curve is obtained.

3. The method according to claim 1, characterized in that, During the acceleration process, the method further includes: When the vehicle is in range-extending mode, the wheel-end power demand is obtained, and the engine's highest efficiency point is determined based on the wheel-end power demand. In the first stage, the engine is controlled to operate at its highest efficiency point, which is when the wheel-end power demand is less than or equal to the engine's maximum power.

4. The method according to claim 3, characterized in that, Obtaining the required power at the wheel end and determining the engine's highest efficiency point based on the required power at the wheel end includes: Get throttle opening and vehicle speed; The required power at the wheel ends is calculated based on the throttle opening and vehicle speed. Based on the relationship between the required power at the wheel end and the engine's highest efficiency point and the required power at the wheel end, the engine's highest efficiency point is obtained.

5. The method according to claim 3, characterized in that, When the vehicle is operating in range-extending mode, the method further includes: In the second stage, the engine is controlled to operate at its maximum power point, and the battery is controlled to provide the remaining power, which is the power required at the wheel end minus the maximum power of the engine. The second stage is the stage where the power required at the wheel end is greater than the maximum power of the engine.

6. The method according to claim 5, characterized in that, After controlling the engine to operate at its maximum power point, the method includes: The system controls the vehicle to enter the first transition state of switching from the range-extending mode to the hybrid mode, and determines whether the first wheel-end torque output by the engine-driven wheel end is greater than the second wheel-end torque output by the drive motor-driven wheel end in the range-extending mode. When the torque at the first wheel end is greater than the torque at the second wheel end, the engine speed is controlled to decrease. When the engine speed is reduced to the same level as the wheel speed, the clutch jumps from the disengaged state to the engaged state.

7. The method according to claim 1, characterized in that, The first preset rate is 1.

8. A control device for a hybrid electric vehicle, characterized in that, The device includes: The acquisition module is used to acquire the first moment when the clutch jumps from the disengaged state to the engaged state during the acceleration process, when the car enters the first transition state from range-extending mode to hybrid mode. The acquisition and generation module is used to acquire the engine's first torque at the first moment, and to gradually decrease or increase the engine's first torque at a first preset rate to generate a linear torque change curve. The control module is used to start controlling the engine or drive motor to operate according to the linear torque change curve at the first moment until the driving mode of the vehicle switches from the first transition state to the hybrid mode.

9. An electronic device, characterized in that, The electronic device includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the method according to any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the method of any one of claims 1 to 7.

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