Vehicle control method and device, vehicle and storage medium

Abstract

The invention provides a vehicle control method and device, a vehicle and a storage medium, the vehicle is a hybrid power vehicle, and the method comprises the steps that engine parallel connection predicted fuel consumption is determined according to the engine parallel connection maximum allowable power and the engine parallel connection fuel consumption rate of the vehicle; according to the engine series connection maximum allowable power and the engine series connection oil consumption rate of the vehicle, engine series connection predicted oil consumption is determined; and according to a comparison result of the engine parallel predicted fuel consumption and the engine series predicted fuel consumption, a target working mode is determined to control the vehicle to run. According to the embodiment of the invention, on the basis of considering the NVH performance when the vehicle runs in the series mode, the working mode with low oil consumption is selected as the target working mode, so that the oil consumption and the NVH performance can be balanced to a certain extent, and the user experience is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically to a vehicle control method, device, vehicle, and storage medium. Background Technology

[0002] A hybrid vehicle is a vehicle that has both an engine and a drive motor as power sources. In practical applications, hybrid vehicles typically operate in two modes: series and parallel. In series mode, the engine does not directly drive the wheels but acts as a generator to provide electricity to the drive motor, which then drives the hybrid vehicle. In parallel mode, the engine can directly drive the wheels, working in conjunction with the drive motor to propel the hybrid vehicle.

[0003] Currently, hybrid vehicles typically switch to a lower fuel consumption operating mode based on operating conditions to improve fuel economy. For example, they switch to parallel mode when the engine speed is within the economical speed range; they switch to parallel mode when the vehicle speed exceeds a preset speed threshold; and they switch to series mode when the equivalent fuel consumption in series mode is lower than that in parallel mode.

[0004] However, in some application scenarios, the fuel consumption and noise of hybrid vehicles may not be balanced when operating in their operating mode, potentially leading to poor NVH performance. For example, when the driver demands higher torque (i.e., increases vehicle speed), the hybrid vehicle usually needs to switch to series mode to meet this demand. In this case, the engine speed may be higher, resulting in poor NVH performance and affecting the user's driving experience.

[0005] Therefore, how to control the switching of operating modes of hybrid vehicles to balance fuel consumption and NVH performance is an urgent problem to be solved.

[0006] It should be noted that the information disclosed in the background section of this application is intended only to enhance the understanding of the general background of this application, and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Summary of the Invention

[0007] This application provides a vehicle control method, device, vehicle, and storage medium to address the problem in related technologies where the inability to balance fuel consumption and NVH performance may result in a poor driving experience for users.

[0008] In a first aspect, embodiments of this application provide a method for controlling a vehicle, wherein the vehicle is a hybrid vehicle, and the method includes: Based on the maximum allowable parallel power of the vehicle's engines and the parallel fuel consumption rate of the engines, the predicted parallel fuel consumption of the engines is determined. The maximum allowable parallel power of the engines is the maximum output power of the engine when the vehicle is traveling at the current speed in parallel mode. Based on the maximum permissible power of the engine series and the engine series fuel consumption rate of the vehicle, the predicted fuel consumption of the engine series is determined. The maximum permissible power of the engine series is the maximum output power of the engine when the noise is less than or equal to a preset noise level when the vehicle is traveling at the current speed in series mode. Based on the comparison results of the predicted fuel consumption of the parallel engine and the predicted fuel consumption of the series engine, a target operating mode is determined, wherein the target operating mode is either the parallel mode or the series mode. The vehicle is controlled to move according to the target operating mode.

[0009] In one possible implementation, before determining the predicted engine series fuel consumption based on the vehicle's maximum permissible engine series power and engine series fuel consumption rate, the method further includes: Based on the current vehicle speed, the parallel direct drive speed ratio, and the wheel rolling radius, determine the engine parallel speed corresponding to the current vehicle speed; Based on the parallel engine speed, determine the maximum permissible parallel torque of the engine corresponding to the parallel engine speed, wherein the parallel engine speed and the maximum permissible parallel torque of the engine are positively correlated; The maximum allowable power of the engines in parallel is determined based on the parallel speed of the engines and the maximum allowable torque of the engines in parallel.

[0010] In one possible implementation, determining the maximum permissible parallel power of the engines based on the parallel engine speed and the maximum permissible parallel engine torque includes: The maximum allowable power of the engine in parallel operation is determined based on the engine's parallel speed, the engine's maximum allowable torque in parallel operation, and the parallel torque correction coefficient. The parallel torque correction coefficient is used to characterize the degree to which environmental factors limit the engine's maximum allowable torque in parallel operation.

[0011] In one possible implementation, the parallel torque correction coefficient includes: a first intake air temperature torque correction coefficient and a first ambient pressure torque correction coefficient; Before determining the maximum allowable parallel power of the engine based on the engine parallel speed, the maximum allowable parallel torque of the engine, and the parallel torque correction coefficient, the method further includes: determining a first intake air temperature torque correction coefficient based on the engine parallel speed and the engine intake air temperature; and determining a first ambient pressure torque correction coefficient based on the engine parallel speed and the ambient pressure.

[0012] In one possible implementation, before determining the predicted engine series fuel consumption based on the vehicle's maximum permissible engine series power and engine series fuel consumption rate, the method further includes: Based on the current vehicle speed, determine the maximum permissible engine speed in series with the current vehicle speed. The maximum permissible engine speed in series is the engine speed at which the noise is less than or equal to the preset noise when the vehicle is traveling in series mode at the current vehicle speed. Based on the maximum permissible speed of the engine series, the maximum permissible torque of the engine series corresponding to the maximum permissible speed of the engine series is determined, and the maximum permissible speed of the engine series and the maximum permissible torque of the engine series are positively correlated; The maximum permissible power of the engine series is determined based on the maximum permissible speed and the maximum permissible torque of the engine series.

[0013] In one possible implementation, determining the maximum permissible power of the engine series based on the maximum permissible speed in series and the maximum permissible torque in series includes: The maximum permissible power of the engine in series is determined based on the maximum permissible speed of the engine in series, the maximum permissible torque of the engine in series, the series torque correction coefficient, and the fuel consumption correction coefficient. The series torque correction coefficient is used to characterize the degree of limitation of environmental factors on the maximum allowable torque of the engine in series, and the fuel consumption correction coefficient is used to characterize the degree of loss in the process of converting fuel into electrical energy.

[0014] In one possible implementation, the series torque correction coefficient includes: a second intake air temperature torque correction coefficient and a second ambient pressure torque correction coefficient; Before determining the maximum permissible power of the engine series based on the maximum permissible speed of the engine series, the maximum permissible torque of the engine series, the series torque correction coefficient, and the fuel consumption correction coefficient, the method further includes: determining a second intake air temperature torque correction coefficient and a fuel consumption correction coefficient based on the maximum permissible speed of the engine series and the engine intake air temperature. The second environmental pressure torque correction coefficient is determined based on the maximum permissible speed of the engine in series and the environmental pressure.

[0015] In one possible implementation, determining the predicted parallel fuel consumption of the engine based on the maximum allowable parallel power of the vehicle's engine and the parallel fuel consumption rate of the engine includes: determining the predicted parallel fuel consumption of the engine based on the minimum value between the maximum allowable parallel power of the vehicle's engine and the power required for constant speed and full load, and the parallel fuel consumption rate of the engine. The step of determining the engine series predicted fuel consumption based on the maximum permissible power of the vehicle's engine series and the engine series fuel consumption rate includes: determining the engine series predicted fuel consumption based on the minimum value between the maximum permissible power of the vehicle's engine series and the power required for constant speed and full load, and the engine series fuel consumption rate. The power required for constant speed and full load is the power required when the vehicle maintains a constant speed at the current speed.

[0016] In one possible implementation, before determining the parallel predicted fuel consumption based on the minimum of the vehicle's maximum permissible parallel power and the constant-speed full-load demand power, and the engine's parallel fuel consumption rate, the method further includes: The required power for constant speed and full load is determined based on the current vehicle speed and the gradient of the road where the vehicle is located. The current vehicle speed is positively correlated with the required power for constant speed and full load, and the gradient is positively correlated with the required power for constant speed and full load.

[0017] In one possible implementation, before determining the predicted parallel fuel consumption of the engine based on the minimum value of the maximum allowable parallel power of the engine of the vehicle and the power required for constant speed and full load, and the parallel fuel consumption rate of the engine, the method further includes: determining the parallel fuel consumption rate of the engine based on the engine intake air temperature, the parallel engine speed corresponding to the current vehicle speed, and the minimum value of the maximum allowable parallel power of the engine and the power required for constant speed and full load. Before determining the engine series predicted fuel consumption based on the minimum value of the maximum permissible power of the engine series of the vehicle and the power required for constant speed and full load, and the engine series fuel consumption rate, the method further includes: determining the engine series fuel consumption rate based on the engine intake air temperature, the maximum permissible speed of the engine series corresponding to the current vehicle speed, and the minimum value of the maximum permissible power of the engine series and the power required for constant speed and full load. Wherein, the maximum permissible speed of the engine in series is the maximum engine speed at which the noise level is less than or equal to the preset noise level when the vehicle is traveling at the current speed in series mode.

[0018] In one possible implementation, determining the target operating mode based on a comparison of the predicted fuel consumption in parallel operation and the predicted fuel consumption in series operation includes: If the required power at constant speed and full load is greater than the parallel economic power, then the target operating mode is determined based on the comparison results of the predicted fuel consumption in parallel mode and the predicted fuel consumption in series mode. The parallel economic power is the engine output power when the fuel consumption utilization rate of the vehicle is less than or equal to the preset fuel consumption utilization rate when the vehicle is driving at the current speed in parallel mode.

[0019] In one possible implementation, if the constant-speed full-load power demand is greater than the parallel economic power, then a target operating mode is determined based on a comparison of the predicted fuel consumption in parallel operation and the predicted fuel consumption in series operation, including: When the remaining power of the power battery is within the first preset remaining power range and is greater than the preset minimum remaining power threshold, if the constant speed full load demand power is greater than the parallel economic power, then the target working mode is determined based on the comparison results of the engine parallel predicted fuel consumption and the engine series predicted fuel consumption.

[0020] In one possible implementation, the method further includes: When the remaining power is within the second preset remaining power range, the target operating mode is determined to be parallel mode, and the lower limit of the second preset remaining power range is greater than or equal to the upper limit of the first preset remaining power range.

[0021] In one possible implementation, the method further includes: When the remaining power is within the third preset remaining power range and is greater than the preset minimum remaining power threshold, the target operating mode is determined based on the comparison result of the maximum allowable power of the engine in parallel and the power required for uniform speed and full load. The upper limit of the third preset remaining power range is less than or equal to the lower limit of the first preset remaining power range.

[0022] In one possible implementation, the method further includes: When the remaining power is within the fourth preset remaining power range or less than or equal to the preset minimum remaining power threshold, the target operating mode is determined to be the series mode, and the upper limit of the fourth preset remaining power range is less than or equal to the lower limit of the third preset remaining power range.

[0023] In one possible implementation, the method further includes: If the required power at constant speed and full load is less than or equal to the economic power in parallel operation, then the target operating mode is determined to be parallel operation mode.

[0024] In one possible implementation, determining the target operating mode based on a comparison of the predicted fuel consumption in parallel operation and the predicted fuel consumption in series operation includes: The compensation fuel consumption is determined based on the rate of decrease of the remaining power in parallel, the rate of decrease of the remaining power in series, and the current power level of the power battery. The compensation fuel consumption is used to characterize the degree of influence of the power battery discharge state on the engine fuel consumption. Based on the predicted fuel consumption of the parallel engines and the compensated fuel consumption, the compensated predicted fuel consumption of the parallel engines is determined. The target operating mode is determined based on the comparison results of the compensated parallel engine predicted fuel consumption and the series engine predicted fuel consumption.

[0025] Secondly, embodiments of this application provide a vehicle control device, wherein the vehicle is a hybrid vehicle, and the device includes: The parallel prediction fuel consumption determination module is used to determine the engine parallel prediction fuel consumption based on the maximum allowable parallel power of the vehicle's engine and the engine parallel fuel consumption rate. The maximum allowable parallel power of the engine is the maximum output power of the engine when the vehicle is traveling in parallel mode at the current vehicle speed. The series fuel consumption determination module is used to determine the engine series predicted fuel consumption based on the maximum allowable power of the engine series and the engine series fuel consumption rate of the vehicle. The maximum allowable power of the engine series is the maximum output power of the engine when the noise is less than or equal to a preset noise when the vehicle is driving in series mode at the current vehicle speed. The target operating mode determination module is used to determine the target operating mode based on the comparison results of the predicted fuel consumption of the engine in parallel and the predicted fuel consumption of the engine in series. The target operating mode is either parallel mode or series mode. The control module is used to control the vehicle's movement according to the target operating mode.

[0026] Thirdly, embodiments of this application provide a vehicle, including: A controller configured to perform the method described in any one of the first aspects.

[0027] Fourthly, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method described in any one of the first aspects.

[0028] In this embodiment, the target operating mode is determined by comparing the predicted fuel consumption in parallel mode and the predicted fuel consumption in series mode corresponding to the current vehicle speed. The predicted fuel consumption in parallel mode is the fuel consumption when the vehicle is traveling in parallel mode at the current speed; the predicted fuel consumption in series mode is the fuel consumption when the noise level is less than or equal to a preset noise level when the vehicle is traveling in series mode at the current speed. This embodiment, considering the NVH performance of the vehicle in series mode, selects the operating mode with lower fuel consumption as the target operating mode, which to some extent balances fuel consumption and NVH performance, thereby improving the user experience. Attached Figure Description

[0029] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 This is a structural schematic diagram of a vehicle provided in an embodiment of this application.

[0031] Figure 2 This is a flowchart illustrating a vehicle control method provided in an embodiment of this application.

[0032] Figure 3 This is a flowchart illustrating another vehicle control method provided in an embodiment of this application.

[0033] Figure 4 This is a flowchart illustrating another vehicle control method provided in an embodiment of this application.

[0034] Figure 5 This is a flowchart illustrating another vehicle control method provided in an embodiment of this application.

[0035] Figure 6 This is a flowchart illustrating another vehicle control method provided in an embodiment of this application.

[0036] Figure 7 This is a flowchart illustrating another vehicle control method provided in an embodiment of this application.

[0037] Figure 8 This is a schematic diagram of another vehicle structure provided in an embodiment of this application.

[0038] Figure 9 This is a flowchart illustrating another vehicle control method provided in an embodiment of this application.

[0039] Figure 10 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application.

[0040] Figure 11 This is a schematic diagram of another vehicle structure provided in an embodiment of this application. Detailed Implementation

[0041] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0042] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0043] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0044] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0045] See Figure 1 This is a structural schematic diagram of a vehicle provided in an embodiment of this application. Figure 1 As shown, vehicle 100 includes an engine 101, a generator 102, a drive motor 103, and a power battery 104. It can be understood that vehicle 100 is a hybrid vehicle that simultaneously possesses two power sources: an engine 101 and a drive motor 103. In practical applications, vehicle 100 typically includes both series and parallel operation modes.

[0046] In series mode, the engine 101 does not directly drive the wheels, but instead drives the generator motor 102 to convert mechanical energy into electrical energy. Furthermore, the generator motor 102 can transmit electrical energy to the drive motor 103, enabling the drive motor 103 to drive the vehicle 100; when the current power demand of the vehicle 100 is met, the generator motor 102 can transmit excess electrical energy to the power battery 104 for storage.

[0047] In parallel mode, the engine 101 can directly drive the wheels, working in conjunction with the drive motor 103 to drive the hybrid vehicle. In this mode, the engine 101 does not need to convert mechanical energy into electrical energy. When the drive motor 103 needs to drive the vehicle 100 alone or in conjunction with the engine 101, the power battery 104 provides the necessary electrical energy to the drive motor 103.

[0048] It should be pointed out that, Figure 1 This is merely an illustrative description and should not be construed as limiting the scope of protection of this application.

[0049] Currently, hybrid vehicles typically switch to a lower fuel consumption operating mode based on operating conditions to improve fuel economy. For example, they switch to parallel mode when the engine speed is within the economical speed range; they switch to parallel mode when the vehicle speed exceeds a preset speed threshold; and they switch to series mode when the equivalent fuel consumption in series mode is lower than that in parallel mode.

[0050] However, in some application scenarios, the fuel consumption and noise of hybrid vehicles may not be balanced when operating in their operating mode, potentially leading to poor NVH performance. For example, when the driver demands higher torque (i.e., increases vehicle speed), the hybrid vehicle usually needs to switch to series mode to meet this demand. In this case, the engine speed may be higher, resulting in poor NVH performance and affecting the user's driving experience.

[0051] Therefore, how to control the switching of operating modes of hybrid vehicles to balance fuel consumption and NVH performance is an urgent problem to be solved.

[0052] To address the aforementioned issues, this application provides a vehicle control method. This method determines a target operating mode by comparing the predicted fuel consumption of the engine in parallel mode and the predicted fuel consumption of the engine in series mode corresponding to the current vehicle speed. The predicted fuel consumption in parallel mode is the fuel consumption when the vehicle is traveling in parallel mode at the current speed; the predicted fuel consumption in series mode is the fuel consumption when the noise level is less than or equal to a preset noise level when the vehicle is traveling in series mode at the current speed. This application, considering the NVH performance of the vehicle in series mode, selects the operating mode with lower fuel consumption as the target operating mode, thus balancing fuel consumption and NVH performance to a certain extent and improving the user experience.

[0053] Specifically, the following detailed description is provided in conjunction with the accompanying drawings and specific embodiments.

[0054] See Figure 2 This is a flowchart illustrating a vehicle control method provided in an embodiment of this application. This method can be applied to... Figure 1 Among the vehicles shown, such as Figure 2 As shown, it specifically includes steps S201 to S204.

[0055] Step S201: Determine the predicted fuel consumption for parallel operation of the engines based on the maximum permissible power of the vehicle's parallel engines and the parallel engine fuel consumption rate.

[0056] In this embodiment, the vehicle is a hybrid vehicle, which typically includes two operating modes: series mode and parallel mode. Specific details regarding the vehicle's operating modes can be found in the application scenario description; for the sake of brevity, these details will not be elaborated further.

[0057] In practical applications, while ensuring the vehicle's power requirements are met, a lower fuel consumption operating mode is usually selected to improve fuel economy. Therefore, it is necessary to determine the fuel consumption of the vehicle in parallel mode at the current speed.

[0058] It is understandable that a vehicle's fuel consumption is usually closely related to the engine's output power and fuel consumption rate. In this embodiment, the predicted fuel consumption in parallel operation is determined by multiplying the maximum allowable power of the engine in parallel operation with the engine's fuel consumption rate in parallel operation. This is the mass of fuel that the vehicle needs to consume when traveling in parallel mode at the current vehicle speed.

[0059] The maximum permissible parallel power of the engine refers to the maximum output power of the engine when the vehicle is traveling in parallel mode at the current vehicle speed. In parallel mode, there is a close relationship between vehicle speed and the maximum permissible parallel power of the engine; therefore, the maximum permissible parallel power of the engine can be indirectly determined through vehicle speed. The specific details regarding "determining the maximum permissible parallel power of the engine" will be described in detail below and will not be repeated here.

[0060] In the embodiments of this application, the engine parallel fuel consumption rate is used to characterize the mass of fuel consumed per unit time when the engine outputs a unit power in parallel mode.

[0061] In practical applications, the parallel fuel consumption rate of an engine is usually affected by the parallel engine speed and the engine output power. If a fixed parallel fuel consumption rate is used, it may lead to a mismatch between the parallel fuel consumption rate and the parallel engine speed and output power, resulting in low accuracy in predicting fuel consumption in parallel operation, which may in turn cause the vehicle to switch to a higher fuel consumption operating mode.

[0062] In addition, the parallel fuel consumption rate of an engine is affected by the intake air temperature of the engine intake manifold (referred to as "engine intake air temperature"). For example, when the engine intake air temperature is low, the fuel is not easy to burn, which may lead to a decrease in fuel efficiency, thereby reducing the parallel fuel consumption rate of the engine.

[0063] Therefore, in one possible implementation, an engine fuel consumption mapping table corresponding to the engine intake air temperature can be determined first; then, based on the engine parallel speed and the maximum allowable power of the engine in parallel operation, the engine parallel fuel consumption rate can be determined in the engine fuel consumption mapping table corresponding to the engine intake air temperature.

[0064] Understandably, to determine the engine fuel consumption mapping table corresponding to the engine intake air temperature, multiple engine fuel consumption mapping tables corresponding to engine intake air temperature ranges can be stored in the relevant storage modules. The engine fuel consumption mapping table is used to characterize the correspondence between engine speed and actual engine output power and engine fuel consumption rate.

[0065] For example, when the engine intake air temperature is within the first engine intake air temperature range, the engine fuel consumption mapping table corresponding to the first engine intake air temperature range is shown in Table 1. When the parallel engine speed is engine speed a and the maximum allowable parallel engine power is engine output power a, the parallel engine fuel consumption rate is engine fuel consumption rate α11; when the parallel engine speed is engine speed b and the maximum allowable parallel engine power is engine output power a, the parallel engine fuel consumption rate is engine fuel consumption rate α21; and so on. The embodiments of this application will not be described in detail.

[0066] Table 1: In this embodiment, the engine parallel fuel consumption rate corresponding to the engine parallel speed and the maximum allowable power of the engine parallel can be quickly found according to the engine fuel consumption mapping table corresponding to the engine intake air temperature, saving time and costs.

[0067] Among them, it can be determined according to the formula: N 并 =1000×V×I 发动 / 60 / (2πR) determines the parallel engine speed corresponding to the current vehicle speed. Where N 并 V is the parallel engine speed; V is the vehicle's current speed; I 发动 R is the engine parallel direct drive speed ratio, that is, the speed ratio when the engine directly drives the wheels; R is the wheel rolling radius.

[0068] In the embodiments of this application, by using the engine intake air temperature, engine parallel speed, and engine parallel maximum allowable power, a more accurate engine parallel fuel consumption rate can be determined in the engine fuel consumption mapping table corresponding to the engine intake air temperature, which improves the accuracy of engine parallel fuel consumption prediction to a certain extent.

[0069] Step S202: Determine the predicted fuel consumption of the engine series based on the maximum permissible power of the vehicle's engine series and the engine series fuel consumption rate.

[0070] In practical applications, a vehicle's NVH performance is usually affected by the engine's operating state. Because the engine can drive the vehicle's wheels in parallel mode, the engine speed is affected by the vehicle speed, which makes it difficult to control the engine's maximum allowable speed. Therefore, it may be impossible to balance fuel consumption and NVH performance in parallel mode while ensuring power requirements.

[0071] However, in series mode, engine speed is not directly affected by vehicle speed. In other words, the engine operating state in series mode is controllable. Therefore, it is possible to select a less fuel-consuming operating mode while considering the vehicle's NVH performance in series mode.

[0072] As mentioned above, a vehicle's fuel consumption is usually closely related to the engine's output power and fuel consumption rate. In this embodiment, the predicted fuel consumption of the engine in series is determined by multiplying the maximum permissible power of the engine in series with the engine's fuel consumption rate in series. This is the mass of fuel that the vehicle needs to consume when traveling in series mode at the current speed.

[0073] The maximum permissible power of the engine in series mode is the maximum output power of the engine when the noise level is less than or equal to the preset noise level while the vehicle is traveling at the current speed in series mode. In other words, when the actual output power of the engine in series mode is less than or equal to the maximum permissible power of the engine in series mode, the vehicle's NVH performance is better, and the user's driving experience is more comfortable.

[0074] In this embodiment, in series mode, there is a close relationship between vehicle speed and the maximum permissible power of the engine in series. Therefore, the maximum permissible power of the engine in parallel can be indirectly determined by vehicle speed. The specific details of "determining the maximum permissible power of the engine in series" will be described in detail below and will not be repeated here.

[0075] In the embodiments of this application, the engine series fuel consumption rate is used to characterize the mass of fuel consumed per unit time when the engine outputs a unit power in series mode.

[0076] In practical applications, the engine series fuel consumption rate is usually affected by the engine series speed and engine output power. If a fixed engine series fuel consumption rate is used, it may lead to a mismatch between the engine series fuel consumption rate and the engine series speed and engine output power, resulting in low accuracy in determining the engine series fuel consumption, which may in turn cause the vehicle to switch to a higher fuel consumption operating mode.

[0077] In addition, the series fuel consumption rate of an engine is affected by the engine intake air temperature. For example, when the engine intake air temperature is low, the fuel is not easy to burn, which may lead to a decrease in fuel efficiency, thereby reducing the series fuel consumption rate of the engine.

[0078] Therefore, in one possible implementation, an engine fuel consumption mapping table corresponding to the engine intake air temperature can be determined first; then, based on the engine's maximum permissible speed in series and the engine's maximum permissible power in series, the engine's series fuel consumption rate can be determined in the engine fuel consumption mapping table corresponding to the engine intake air temperature.

[0079] The maximum permissible engine speed in series mode is the engine speed at which the noise level is less than or equal to a preset noise level when the vehicle is traveling at the current speed in series mode. This means that when the engine speed in series mode is less than or equal to the maximum permissible engine speed in series mode, the vehicle's NVH performance is better, resulting in a better driving and riding experience for the user.

[0080] Furthermore, the engine series fuel consumption rate can be determined based on the engine intake air temperature, the maximum permissible speed of the engine series, and the maximum permissible power of the engine series.

[0081] For example, when the engine intake air temperature is within the first engine intake air temperature range, the engine fuel consumption mapping table corresponding to the first engine intake air temperature range is shown in Table 1. When the maximum permissible speed of the engine in series is engine speed a and the maximum permissible power of the engine in series is engine output power a, the engine series fuel consumption rate is engine fuel consumption rate α11; when the maximum permissible speed of the engine in series is engine speed b and the maximum permissible power of the engine in series is engine output power a, the engine series fuel consumption rate is engine fuel consumption rate α21; and so on. The embodiments of this application will not be described in detail.

[0082] In this embodiment, by using the engine intake air temperature, the maximum permissible speed of the engine series connection, and the maximum permissible power of the engine series connection, a more accurate engine series fuel consumption rate can be determined in the engine fuel consumption mapping table corresponding to the engine intake air temperature, which improves the accuracy of engine series fuel consumption prediction to a certain extent.

[0083] Step S203: Determine the target operating mode based on the comparison results of the predicted fuel consumption of parallel engines and the predicted fuel consumption of series engines.

[0084] In the embodiments of this application, the target operating mode is either parallel mode or series mode. Specifically, when the predicted fuel consumption of the engine in parallel mode is greater than or equal to the predicted fuel consumption of the engine in series mode, the target operating mode is determined to be series mode; conversely, when the predicted fuel consumption of the engine in parallel mode is less than the predicted fuel consumption of the engine in series mode, the target operating mode is determined to be parallel mode.

[0085] Step S204: Control the vehicle's movement according to the target operating mode.

[0086] Understandably, once the target operating mode is determined based on the predicted fuel consumption of the parallel engine and the predicted fuel consumption of the series engine, the vehicle controls the engine to switch to the target operating mode, thereby controlling the vehicle's movement.

[0087] In this embodiment, the target operating mode is determined by comparing the predicted fuel consumption in parallel mode and the predicted fuel consumption in series mode corresponding to the current vehicle speed. The predicted fuel consumption in parallel mode is the fuel consumption when the vehicle is traveling in parallel mode at the current speed; the predicted fuel consumption in series mode is the fuel consumption when the noise level is less than or equal to a preset noise level when the vehicle is traveling in series mode at the current speed. This embodiment, considering the NVH performance of the vehicle in series mode, selects the operating mode with lower fuel consumption as the target operating mode, which to some extent balances fuel consumption and NVH performance, thereby improving the user experience.

[0088] As mentioned above, in parallel mode, there is a close relationship between vehicle speed and the maximum permissible power of the engine in parallel. Therefore, the maximum permissible power of the engine in parallel can be indirectly determined by vehicle speed.

[0089] See Figure 3 This is a flowchart illustrating another vehicle control method provided in an embodiment of this application. Figure 3 As shown, the embodiments of this application are in Figure 2 Based on the embodiment shown, steps S301-S303 are included before step S201.

[0090] Step S301: Determine the parallel engine speed corresponding to the current vehicle speed based on the current vehicle speed, the parallel direct drive speed ratio, and the wheel rolling radius.

[0091] In this embodiment, the vehicle speed detection module can detect the current vehicle speed in real time. Furthermore, it can be based on the formula: N 并 =1000×V×I 发动 / 60 / (2πR) determines the parallel engine speed corresponding to the current vehicle speed. Where N 并 V is the parallel engine speed; V is the vehicle's current speed; I 发动 R is the engine parallel direct drive speed ratio, that is, the speed ratio when the engine directly drives the wheels; R is the wheel rolling radius.

[0092] Step S302: Determine the maximum permissible torque for parallel operation of the engine corresponding to the parallel engine speed, based on the parallel engine speed.

[0093] It is understood that the maximum permissible torque for parallel engine operation is the maximum output torque of the engine when the vehicle is traveling in parallel mode at the current vehicle speed. In the embodiments of this application, the maximum permissible torque for parallel engine operation is positively correlated with the engine parallel speed. In other words, the higher the engine parallel speed, the greater the maximum permissible torque for parallel engine operation.

[0094] In practical applications, the maximum permissible torque in parallel operation can be determined based on the engine's parallel operating speed using an algorithm model that calculates the maximum permissible torque for the engine. However, this method may involve a large amount of data processing and therefore may take a considerable amount of time.

[0095] Therefore, in one possible implementation, an engine maximum permissible torque mapping table can be pre-stored in the relevant storage module. Furthermore, based on the engine parallel operating speed, the maximum permissible torque in parallel operation corresponding to the engine parallel operating speed is determined from the engine maximum permissible torque mapping table.

[0096] It is understandable that the engine maximum permissible torque mapping table is used to characterize the correspondence between engine speed and engine maximum permissible torque.

[0097] For example, the correspondence between engine speed and maximum permissible engine torque is shown in Table 2. It can be understood that when the engine speed in parallel is engine speed a, the maximum permissible torque in parallel is the maximum permissible torque a; similarly, when the engine speed in parallel is engine speed b, the maximum permissible torque in parallel is the maximum permissible torque b; and so on. This will not be elaborated further in the embodiments of this application.

[0098] Table 2: It should be noted that, in the embodiments of this application, the maximum permissible torque of the engine corresponding to the engine speed is usually the maximum torque that the engine can output under preset conditions. For example, the ambient temperature is 25°C and the ambient pressure is 600Pa.

[0099] In this embodiment of the application, the maximum permissible torque of the engine in parallel can be quickly found according to the maximum permissible torque mapping table of the engine, saving time and costs.

[0100] Step S303: Determine the maximum allowable power of the engine in parallel operation based on the engine parallel speed and the maximum allowable torque of the engine in parallel operation.

[0101] Specifically, it can be determined according to the formula: P 并 =N 并 ×T 并 / 9549, determine the maximum permissible power of the engines in parallel operation. Where, P 并 N represents the maximum permissible power of the engines in parallel operation. 并 T is the parallel speed of the engine; 并 This is the maximum permissible torque for parallel operation of the engines.

[0102] However, environmental conditions often affect the engine's maximum output torque. Ignoring the impact of environmental conditions may result in lower accuracy in determining the maximum permissible power of parallel engines, which in turn may lead to lower accuracy in predicting fuel consumption in parallel engine configurations.

[0103] Therefore, in one possible implementation, the maximum permissible power of the engine in parallel operation is determined based on the engine's parallel speed, the maximum permissible torque in parallel operation, and a parallel torque correction factor. It is understood that the parallel torque correction factor is used to characterize the degree to which environmental factors limit the maximum permissible torque in parallel operation.

[0104] In practical applications, ambient temperature and ambient pressure have a significant impact on the engine's maximum output torque, and ambient temperature affects the engine's intake air temperature. Therefore, in one possible implementation, the parallel torque correction coefficient includes: a first intake air temperature torque correction coefficient and a first ambient pressure torque correction coefficient.

[0105] It is understandable that the first intake air temperature torque correction coefficient is used to characterize the degree to which the engine intake air temperature limits the maximum permissible torque of the engine in parallel operation; the first ambient pressure torque correction coefficient is used to characterize the degree to which the ambient pressure limits the maximum permissible torque of the engine in parallel operation.

[0106] In this embodiment, the engine intake air temperature detection module in the vehicle is typically capable of detecting the engine intake air temperature in real time. Furthermore, the vehicle can determine a first intake air temperature torque correction coefficient based on the engine's parallel operating speed and the engine intake air temperature.

[0107] Specifically, an intake air temperature torque correction coefficient mapping table can be pre-stored in the relevant storage module. Then, a first intake air temperature torque correction coefficient corresponding to the engine's parallel speed and engine intake air temperature can be determined from the intake air temperature torque correction coefficient mapping table. It can be understood that the intake air temperature torque correction coefficient mapping table is used to characterize the correspondence between engine speed, engine intake air temperature, and the intake air temperature torque correction coefficient.

[0108] For example, the correspondence between engine speed, engine intake air temperature, and intake air temperature torque correction coefficient is shown in Table 3. It can be understood that when the engine speed in parallel is engine speed *a* and the engine intake air temperature is *a*, the first intake air temperature torque correction coefficient is intake air temperature torque correction coefficient k11; similarly, when the engine speed in parallel is engine speed *b* and the engine intake air temperature is engine intake air temperature *a*, the first intake air temperature torque correction coefficient is intake air temperature torque correction coefficient k21; and so on. The embodiments in this application will not be elaborated further.

[0109] Table 3: In this embodiment, the first intake air temperature torque correction coefficient corresponding to the engine parallel speed and engine intake air temperature can be quickly found according to the intake air temperature torque correction coefficient mapping table, saving time and costs.

[0110] Furthermore, in this embodiment, the environmental pressure detection module in the vehicle is typically capable of detecting the environmental pressure in which the vehicle is located in real time. Further, the vehicle can determine a first environmental pressure torque correction coefficient based on the engine's parallel rotational speed and the environmental pressure.

[0111] Specifically, an environmental pressure torque correction coefficient mapping table can be pre-stored in the relevant storage module. Then, a first environmental pressure torque correction coefficient corresponding to the engine's parallel speed and environmental pressure can be determined from this mapping table. It can be understood that the environmental pressure torque correction coefficient mapping table is used to characterize the correspondence between engine speed and environmental pressure and the environmental pressure torque correction coefficient.

[0112] For example, the correspondence between engine speed, ambient pressure, and ambient pressure torque correction coefficient is shown in Table 4. It can be understood that when the engine speed in parallel is engine speed *a* and the ambient pressure is ambient pressure *a*, the first ambient pressure torque correction coefficient is ambient pressure torque correction coefficient *k11*; similarly, when the engine speed in parallel is engine speed *b* and the ambient pressure is ambient pressure *a*, the first ambient pressure torque correction coefficient is ambient pressure torque correction coefficient *k21*; and so on. This will not be elaborated further in the embodiments of this application.

[0113] Table 4: In this embodiment, the first environmental pressure torque correction coefficient corresponding to the engine parallel speed and environmental pressure can be quickly found according to the environmental pressure torque correction coefficient mapping table, saving time and costs.

[0114] Furthermore, once the first intake air temperature torque correction coefficient and the first ambient pressure torque correction coefficient are determined, the following formula can be used: P 并 =N 并 ×T 并 ×K11×K12 / 9549, determine the maximum permissible power of the engines in parallel operation. Where P 并 N represents the maximum permissible power of the engines in parallel operation. 并 T is the parallel speed of the engine; 并 K11 is the maximum permissible torque for parallel operation of the engine; K12 is the torque correction coefficient for the first intake air temperature; K12 is the torque correction coefficient for the first ambient pressure.

[0115] In this embodiment, the vehicle corrects the maximum allowable torque of the engine in parallel by using a parallel torque correction coefficient, which can obtain the maximum allowable power of the engine in parallel that is closer to the environmental conditions under which the vehicle is located, thereby improving the accuracy of the prediction of fuel consumption in parallel operation to a certain extent.

[0116] As mentioned above, in series mode, there is a close relationship between vehicle speed and the maximum permissible power of the engine in series. Therefore, the maximum permissible power of the engine in parallel can be indirectly determined by vehicle speed.

[0117] See Figure 4 This is a flowchart illustrating another vehicle control method provided in an embodiment of this application. Figure 4 As shown, the embodiments of this application are in Figure 2 Based on the embodiment shown, steps S401-S403 are included before step S202.

[0118] Step S401: Determine the maximum permissible engine speed in series with the current vehicle speed based on the current vehicle speed.

[0119] It is understandable that the maximum permissible engine speed in series mode is the engine speed at which the noise level is less than or equal to the preset noise level when the vehicle is traveling at the current speed in series mode. As mentioned above, when the engine speed in series mode is less than or equal to the maximum permissible engine speed in series mode, the vehicle's NVH performance is better, and the user's driving experience is better.

[0120] In this embodiment, a maximum permissible engine speed mapping table can be stored in the relevant storage module. When the current vehicle speed is detected by the vehicle speed detection module, the maximum permissible engine speed corresponding to the current vehicle speed can be determined from the maximum permissible engine speed mapping table.

[0121] It is understandable that the engine series maximum permissible speed mapping table is used to characterize the correspondence between vehicle speed and engine series maximum permissible speed.

[0122] For example, the correspondence between vehicle speed and the maximum permissible speed of the engine in series is shown in Table 5. It can be understood that if the current vehicle speed is vehicle speed a, then the maximum permissible speed of the engine in series is engine maximum permissible speed a; similarly, if the current vehicle speed is vehicle speed b, then the maximum permissible speed of the engine in series is engine maximum permissible speed b; and so on. The embodiments of this application will not be described in detail.

[0123] Table 5: In this embodiment of the application, the maximum permissible speed of the engine series can be quickly found according to the engine series maximum permissible speed mapping table, saving time and costs.

[0124] Step S402: Determine the maximum permissible torque of the engine series based on the maximum permissible speed of the engine series.

[0125] It is understood that the maximum permissible torque in series connection is the maximum output torque of the engine when the vehicle is traveling in series mode at the current vehicle speed. In the embodiments of this application, the maximum permissible torque in series connection is positively correlated with the maximum permissible speed in series connection. In other words, the higher the maximum permissible speed in series connection, the higher the maximum permissible torque in series connection.

[0126] In practical applications, the maximum permissible speed of the engine series can be determined, and the maximum permissible torque corresponding to the maximum permissible speed of the engine series can be determined using an algorithm model of the maximum permissible torque of the engine series. However, this method may involve a large amount of data processing, which may result in a long processing time.

[0127] Therefore, in one possible implementation, an engine maximum permissible torque mapping table can be pre-stored in the relevant storage module. Furthermore, based on the engine's maximum permissible speed in series, the engine's maximum permissible torque in series corresponding to that speed is determined from the engine maximum permissible torque mapping table.

[0128] For example, as shown in Table 2, when the maximum permissible speed of the engine in series is engine speed a, the maximum permissible torque of the engine in series is engine maximum permissible torque a; similarly, when the maximum permissible speed of the engine in series is engine speed b, the maximum permissible torque of the engine in series is engine maximum permissible torque b; and so on. The embodiments of this application will not be described again.

[0129] In this embodiment of the application, the maximum permissible torque in series of the engine can be quickly found according to the maximum permissible torque mapping table of the engine, saving time and costs.

[0130] Step S403: Determine the maximum permissible power of the engine series based on the maximum permissible speed and the maximum permissible torque of the engine series.

[0131] Specifically, it can be determined according to the formula: P 串 =N 串 ×T 串 / 9549, determine the maximum permissible power of the engine in series. Where, P 串 N represents the maximum permissible power of the engine in series. 串 T represents the maximum permissible speed of the engine in series; 串 This represents the maximum permissible torque for the engine in series.

[0132] As mentioned above, environmental conditions typically affect an engine's maximum output torque. Ignoring these environmental factors could lead to lower accuracy in determining the maximum permissible power output of an engine in series, which in turn could result in lower accuracy in predicting fuel consumption in series mode. Furthermore, in series mode, energy losses during the conversion of fuel into electricity also affect the engine's maximum output torque.

[0133] Therefore, in one possible implementation, the maximum permissible power of the engine in series is determined based on the maximum permissible speed of the engine in series, the maximum permissible torque of the engine in series, the series torque correction factor, and the fuel consumption correction factor.

[0134] Understandably, the series torque correction factor is used to characterize the degree to which environmental factors limit the maximum permissible torque of the engine in series. The fuel consumption correction factor is used to characterize the degree of loss in the process of converting fuel into electrical energy.

[0135] In practical applications, ambient temperature and ambient pressure have a significant impact on the engine's maximum output torque, and ambient temperature affects the engine's intake air temperature. Therefore, in one possible implementation, the series torque correction coefficient includes: a second intake air temperature torque correction coefficient and a second ambient pressure torque correction coefficient.

[0136] It is understandable that the second intake air temperature torque correction coefficient is used to characterize the degree to which the engine intake air temperature limits the maximum permissible torque of the engine in series; the second ambient pressure torque correction coefficient is used to characterize the degree to which the ambient pressure limits the maximum permissible torque of the engine in series.

[0137] In this embodiment, a second intake air temperature torque correction coefficient can be determined based on the engine's maximum permissible speed in series and the engine's intake air temperature. Specifically, the corresponding second intake air temperature torque correction coefficient can be determined from an intake air temperature torque correction coefficient mapping table.

[0138] For example, as shown in Table 3, when the maximum permissible speed of the engine in series is engine speed a and the engine intake air temperature is engine intake air temperature a, the second intake air temperature torque correction coefficient is intake air temperature torque correction coefficient k11; similarly, when the maximum permissible speed of the engine in series is engine speed b and the engine intake air temperature is engine intake air temperature a, the second intake air temperature torque correction coefficient is intake air temperature torque correction coefficient k21; and so on. The embodiments of this application will not be described in detail.

[0139] In this embodiment, the first intake air temperature torque correction coefficient corresponding to the maximum permissible speed of the engine and the engine intake air temperature can be quickly found according to the intake air temperature torque correction coefficient mapping table, saving time and costs.

[0140] Furthermore, in this embodiment, a second environmental pressure torque correction coefficient can be determined based on the engine's maximum permissible speed in series and the environmental pressure. Specifically, the corresponding second environmental pressure torque correction coefficient can be determined in an environmental pressure torque correction coefficient mapping table.

[0141] For example, as shown in Table 4, when the maximum permissible speed of the engine in series is engine speed a and the ambient pressure is ambient pressure a, the second ambient pressure torque correction coefficient is ambient pressure torque correction coefficient k11; similarly, when the maximum permissible speed of the engine in series is engine speed b and the ambient pressure is ambient pressure a, the second ambient pressure torque correction coefficient is ambient pressure torque correction coefficient k21; and so on. The embodiments of this application will not be described in detail.

[0142] In this embodiment of the application, the second environmental pressure torque correction coefficient corresponding to the maximum permissible speed of the engine and the environmental pressure can be quickly found according to the environmental pressure torque correction coefficient mapping table, saving time and costs.

[0143] In this embodiment, a fuel consumption correction coefficient can be determined based on the engine's maximum permissible speed in series and the engine's intake air temperature. Specifically, the corresponding fuel consumption correction coefficient can be determined from a fuel consumption correction coefficient mapping table. It is understood that the fuel consumption correction coefficient mapping table is used to characterize the correspondence between engine speed and engine intake air temperature and the fuel consumption correction coefficient.

[0144] For example, the correspondence between engine speed, engine intake air temperature, and fuel consumption correction coefficient is shown in Table 6. It can be understood that when the maximum permissible speed of the engine in series is engine speed *a* and the engine intake air temperature is *a*, the fuel consumption correction coefficient is fuel consumption correction coefficient *k11*; similarly, when the maximum permissible speed of the engine in series is engine speed *b* and the engine intake air temperature is *a*, the fuel consumption correction coefficient is fuel consumption correction coefficient *k21*; and so on. The embodiments of this application will not be elaborated further.

[0145] Table 6: In this embodiment of the application, the fuel consumption correction coefficient can be quickly found according to the fuel consumption correction coefficient mapping table, which corresponds to the maximum allowable speed of the engine in series and the engine intake air temperature, saving time and costs.

[0146] Furthermore, once the first intake air temperature torque correction coefficient and the first ambient pressure torque correction coefficient are determined, the following formula can be used: P 串 =N 串 ×T 串 ×K21×K22×K23 / 9549, determine the maximum permissible power of the engine in series. Where P 串N represents the maximum permissible power of the engine in series. 串 T represents the maximum permissible speed of the engine in series; 串 K21 is the maximum permissible torque in series with the engine; K22 is the second intake air temperature torque correction coefficient; K23 is the second ambient pressure torque correction coefficient; K24 is the fuel consumption correction coefficient.

[0147] In this embodiment, the vehicle corrects the maximum permissible torque of the engine series by using a series torque correction coefficient and a fuel consumption correction coefficient, which can obtain the maximum permissible power of the engine series more closely related to the environmental conditions under which the vehicle is located, thereby improving the accuracy of the prediction of engine series fuel consumption to a certain extent.

[0148] It should be noted that other content related to the embodiments of this application can be found in [reference needed]. Figure 3 The description of the illustrated embodiments will not be repeated here for the sake of brevity.

[0149] In practical applications, the actual power demand of a vehicle may be lower than the maximum permissible power of the engines in parallel and / or the maximum permissible power of the engines in series. If the maximum permissible power of the engines in parallel and the maximum permissible power of the engines in series are still used to estimate the predicted fuel consumption of the engines in parallel and / or in series, it may result in a higher estimated fuel consumption. This could lead to the vehicle switching to a higher fuel consumption operating mode.

[0150] See Figure 5 This is a flowchart illustrating another vehicle control method provided in an embodiment of this application. Figure 5 As shown, the embodiments of this application are in Figure 2 Based on the illustrated embodiment, step S201 includes step S501, and step S202 includes step S502.

[0151] Step S501: Determine the predicted fuel consumption of the engine in parallel based on the minimum value between the maximum allowable power of the vehicle's engines in parallel and the power required for constant speed and full load, and the engine in parallel fuel consumption rate.

[0152] It is understandable that the power required for a vehicle under constant speed and full load is the power required when the vehicle maintains a constant speed at the current speed.

[0153] In practical applications, the power demand of a vehicle at constant speed and full load is closely related to the current vehicle speed and the gradient of the road on which the vehicle is located, and the determination of the current vehicle speed and the gradient of the road on which the vehicle is located does not require complex analysis and calculation.

[0154] Therefore, in one possible implementation, the power required for constant speed and full load can be determined based on the current vehicle speed and the gradient of the road. It can be understood that the current vehicle speed is positively correlated with the power required for constant speed and full load; similarly, the gradient is also positively correlated with the power required for constant speed and full load. In other words, the greater the current vehicle speed or the greater the gradient, the greater the driving force required by the vehicle, and therefore, the greater the power required for constant speed and full load.

[0155] In this embodiment, a constant-speed, full-load power demand mapping table can be stored in a relevant storage module. Once the current vehicle speed and the gradient of the road where the vehicle is located are obtained, the constant-speed, full-load power demand corresponding to the current vehicle speed and the gradient of the road can be determined from the constant-speed, full-load power demand mapping table.

[0156] It is understandable that the uniform speed and full load power demand mapping table is used to characterize the correspondence between vehicle speed and gradient and uniform speed and full load power demand.

[0157] For example, the correspondence between vehicle speed, gradient, and the power required for constant speed and full load is shown in Table 7. It can be understood that if the current vehicle speed is speed a and the gradient of the slope where the vehicle is located is a, then the power required for constant speed and full load is p11; similarly, if the current vehicle speed is speed b and the gradient of the slope where the vehicle is located is a, then the power required for constant speed and full load is p21; and so on. This will not be elaborated further in the embodiments of this application.

[0158] Table 7: In this embodiment of the application, the uniform speed full load power demand mapping table can be used to quickly find the uniform speed full load power demand corresponding to the current vehicle speed and the slope of the road where the vehicle is located, saving time costs.

[0159] In this embodiment of the application, the minimum value between the maximum permissible power of the engines in parallel and the power required for constant speed and full load can be expressed as: P' 并 =min{P 匀 Parallel efficiency, P 并}. Among them, P 匀 The power required for uniform speed and full load; parallel efficiency is used to characterize the conversion efficiency of the total output power of the engine and drive motor into the effective power actually transmitted to the wheels; P 并 This represents the maximum permissible power output of the engines operating in parallel.

[0160] Understandable, (P) 匀 Parallel efficiency (PFE) is the power output of the engine when the effective power actually transmitted to the wheels of the vehicle in parallel mode is the constant-speed required power. Since the engine output power reflects the amount of fuel consumed, obtaining the required engine output power allows for more accurate prediction of fuel consumption in parallel operation.

[0161] It should be noted that the parallel efficiency is a fixed value, typically set to 0.92. Of course, those skilled in the art of pumps can set other parallel efficiencies according to actual needs, and this application does not impose specific limitations on this.

[0162] In this embodiment of the application, when the minimum value P' of the maximum allowable power of the engines in parallel and the power required for constant speed and full load is determined... 并 Then, it can be determined according to the formula: F 并 =P' 并 ×α 并 To determine the predicted fuel consumption of the parallel engines. Among them, F 并 To determine the predicted fuel consumption for parallel engine operation; α 并 This refers to the fuel consumption rate of the parallel-connected engines.

[0163] In one possible implementation, before determining the predicted parallel fuel consumption of the engine based on the minimum of the maximum permissible parallel power of the vehicle's engine and the power required for constant speed and full load, and the engine parallel fuel consumption rate, the method further includes: determining the engine parallel fuel consumption rate based on the engine intake air temperature, the engine parallel speed corresponding to the current vehicle speed, and the minimum of the maximum permissible parallel power of the engine and the power required for constant speed and full load.

[0164] Specifically, based on the engine parallel speed corresponding to the current vehicle speed and P' 并 In the engine fuel consumption mapping table corresponding to the engine intake air temperature, determine the parallel fuel consumption rate of the engine.

[0165] For details regarding the specific content involved in the embodiments of this application, please refer to the description of the embodiments described in step S201. For the sake of brevity, these details will not be repeated here.

[0166] Step S502: Determine the predicted fuel consumption of the engine series based on the minimum value between the maximum permissible power of the vehicle's engine series and the power required for constant speed and full load, and the engine series fuel consumption rate.

[0167] In this embodiment of the application, the minimum value between the maximum permissible power of the engine in series and the power required for constant speed and full load can be expressed as: P' 串 =min{P 匀 / Drive motor efficiency / Generator motor efficiency, P 串}

[0168] Among them, P 匀 The power required for constant speed and full load; drive motor efficiency is used to characterize the conversion efficiency of the drive motor from the input power obtained from the engine and / or power battery into the effective power actually transmitted to the wheels; generator motor efficiency is used to characterize the conversion efficiency of the generator motor from the input power obtained from the engine into the effective power actually transmitted to the power battery; P 串This represents the maximum permissible power of the engine in series.

[0169] Understandable, (P) 匀 The efficiency of the drive motor (or generator motor) is the power output of the engine required when the effective power actually transmitted to the wheels of the vehicle in series mode is the power demanded at a constant speed. Since the power output of the engine reflects the amount of fuel consumed, obtaining the required power output of the engine allows for a more accurate prediction of fuel consumption in series engine configurations.

[0170] It should be noted that in practical applications, the efficiency of a drive motor is closely related to its speed and torque. In one possible implementation, the drive motor efficiency can be determined from a drive motor efficiency mapping table using the drive motor speed and torque.

[0171] It is understandable that the drive motor efficiency mapping table is used to characterize the correspondence between drive motor speed and drive motor torque and drive motor efficiency.

[0172] For example, the correspondence between drive motor speed, drive motor torque and drive motor efficiency is shown in Table 8. When the drive motor speed is drive motor speed a and the drive motor torque is drive motor torque a, the drive motor efficiency is drive motor efficiency β11; similarly, when the drive motor speed is drive motor speed b and the drive motor torque is drive motor torque a, the drive motor efficiency is drive motor efficiency β21; and so on. The embodiments of this application will not be described in detail.

[0173] Table 8: Among them, it can be determined according to the formula: N 驱动 =1000×V×I 驱动 / 60 / (2πR) determines the drive motor speed. Where N 驱动 V is the speed of the drive motor; I is the current speed of the vehicle; 驱动 R is the direct drive speed ratio of the drive motor, that is, the speed ratio when the drive motor directly drives the wheel; R is the rolling radius of the drive motor.

[0174] Furthermore, it can be determined according to the formula: T 驱动 =P 匀 ×9549 / N 驱动 This determines the drive motor torque corresponding to the current vehicle speed. Where T... 驱动 P is the torque of the drive motor. 匀 The required power is for uniform speed and full load.

[0175] In this embodiment, the drive motor efficiency corresponding to the drive motor speed and drive motor torque can be quickly found according to the drive motor efficiency mapping table, saving time and costs.

[0176] Furthermore, the efficiency of the generator is closely related to the speed and torque of the drive motor. In one possible implementation, the generator efficiency can be determined from the generator efficiency mapping table using the generator speed and torque.

[0177] It is understandable that the generator efficiency mapping table is used to characterize the correspondence between generator speed and generator torque and generator efficiency.

[0178] For example, the correspondence between generator speed, generator torque, and generator efficiency is shown in Table 9. When the generator speed is generator speed a and the generator torque is generator torque a, the generator efficiency is generator efficiency γ11; similarly, when the generator speed is generator speed b and the generator torque is generator torque a, the generator efficiency is generator efficiency γ21; and so on. The embodiments of this application will not be described in detail.

[0179] Table 9: Among them, it can be determined according to the formula: N 发电 =N 串 / I 发电 Determine the generator speed. Where N... 发电 N is the generator speed. 串 I represents the maximum permissible speed of the engine in series; 发电 This refers to the generating speed ratio of the generator, which is the speed ratio of the generator when it generates electricity.

[0180] Additionally, it can be determined according to the formula: T 发电 =(P 匀 / β)×9549 / N 串 Determine the torque of the generator motor. Wherein, T 发电 P represents the torque of the generator motor. 匀 β represents the power required for constant speed and full load; β represents the efficiency of the drive motor.

[0181] In this embodiment, the generator efficiency corresponding to the generator speed and generator torque can be quickly found according to the generator efficiency mapping table, saving time and costs.

[0182] In this embodiment of the application, when the minimum value P' of the maximum permissible power of the engine in series and the power required for constant speed and full load are determined... 串 Then, it can be determined according to the formula: F 串 =P' 串×α 串 To determine the predicted fuel consumption of the engine series connection. Among them, F 串 Predicting fuel consumption for series engines; α 并 This refers to the fuel consumption rate of the parallel-connected engines.

[0183] In one possible implementation, before determining the predicted engine series fuel consumption based on the minimum of the maximum permissible power of the engine series and the power required for constant speed and full load, and the engine series fuel consumption rate, the method further includes: determining the engine series fuel consumption rate based on the engine intake air temperature, the maximum permissible engine series speed corresponding to the current vehicle speed, and the minimum of the maximum permissible power of the engine series and the power required for constant speed and full load.

[0184] Specifically, based on the maximum permissible engine speed in series and P' corresponding to the current vehicle speed. 串 The engine series fuel consumption rate is determined in the engine fuel consumption mapping table corresponding to the engine intake air temperature. The maximum permissible engine speed in series mode is the maximum engine speed at which the noise level is less than or equal to a preset noise level when the vehicle is traveling at the current speed in series mode.

[0185] For details regarding the specific content involved in the embodiments of this application, please refer to the description of the embodiments described in step S202. For the sake of brevity, these details will not be repeated here.

[0186] In this embodiment, the predicted fuel consumption of the parallel engines is estimated by finding the minimum value between the maximum permissible power of the engines in parallel and the power required for constant speed and full load. This yields a predicted fuel consumption that more closely reflects the actual operating conditions of the vehicle, thus improving the accuracy of the predicted fuel consumption in parallel engines to some extent. Furthermore, estimating the predicted fuel consumption of the series engines by finding the minimum value between the maximum permissible power of the engines in series and the power required for constant speed and full load also yields a predicted fuel consumption that more closely reflects the actual operating conditions of the vehicle, further improving the accuracy of the predicted fuel consumption of the series engines to some extent. Moreover, this allows for more precise control of the vehicle switching to a target operating mode with lower fuel consumption.

[0187] It should be noted that other contents involved in the embodiments of this application can be found in the description of the above method embodiments, and will not be repeated here for the sake of brevity.

[0188] In practical applications, when the power demand of a vehicle at constant speed and full load exceeds the power corresponding to the high-efficiency range, it may lead to increased fuel consumption and poor fuel economy.

[0189] See Figure 6 This is a flowchart illustrating another vehicle control method provided in an embodiment of this application. Figure 6 As shown, the embodiments of this application are in Figure 5Based on the illustrated embodiment, step S203 includes step S601.

[0190] Step S601: If the power demand at constant speed and full load is greater than the parallel economic power, then the target working mode is determined based on the comparison results of the predicted fuel consumption of the engine in parallel and the predicted fuel consumption of the engine in series.

[0191] It is understandable that parallel economic power is the engine output power when the fuel consumption utilization rate of the vehicle is less than or equal to the preset fuel consumption utilization rate when the vehicle is driving in parallel mode at the current speed.

[0192] In this embodiment, the corresponding parallel economic power can be determined from the economic power mapping table using the engine parallel speed and engine intake air temperature corresponding to the current vehicle speed. It can be understood that the economic power mapping table is used to characterize the mapping relationship between engine speed and engine intake air temperature and economic power.

[0193] For example, the mapping relationship between engine speed, engine intake air temperature, and economic power is shown in Table 10. It can be understood that when the parallel engine speed is engine speed a and the engine intake air temperature is engine intake air temperature a, the parallel economic power is economic power p11; similarly, when the parallel engine speed is engine speed b and the engine intake air temperature is engine intake air temperature a, the parallel economic power is economic power p21; and so on. The embodiments of this application will not be described in detail.

[0194] Table 10: In this embodiment, the parallel economic power corresponding to the engine's parallel speed and intake air temperature can be quickly found based on the economic power mapping table, saving time and costs.

[0195] It is understandable that when the power demand at constant speed and full load exceeds the parallel economic power, the engine's fuel efficiency can be considered low. Therefore, in order to improve the vehicle's fuel economy, the engine's fuel consumption in parallel and series modes can be estimated separately, i.e., the engine parallel predicted fuel consumption and the engine series predicted fuel consumption.

[0196] Furthermore, when the predicted fuel consumption in parallel operation is greater than or equal to the predicted fuel consumption in series operation, the target operating mode is determined to be the series mode; conversely, when the predicted fuel consumption in parallel operation is less than the predicted fuel consumption in series operation, the target operating mode is determined to be the parallel mode. This allows the vehicle to switch to a less fuel-consuming operating mode while maintaining NVH performance.

[0197] In one possible implementation, the method further includes: if the power demand at constant speed and full load is less than or equal to the economic power in parallel operation, then the target operating mode is determined to be the parallel operation mode.

[0198] It is understandable that when the power demand at constant speed and full load is less than or equal to the parallel economic power, controlling the vehicle to operate in parallel mode ensures that the engine's actual output power is at the parallel economic power. While meeting the power demand at constant speed and full load, excess power output can be stored in the battery, thereby improving the vehicle's fuel economy to some extent.

[0199] However, when the vehicle determines that the power demand at constant speed and full load exceeds the economical power of parallel operation, immediately switching the vehicle to series mode based on the comparison between the predicted fuel consumption of the engine in parallel and series operation could lead to frequent switching between parallel and series modes. This could result in significant fluctuations in the vehicle's power output, affecting the user's driving experience.

[0200] For example, when a vehicle is operating in parallel mode, if at a certain moment it is determined that the power demand for constant speed and full load exceeds the maximum allowable power of the engines in parallel, then based on the comparison between the predicted fuel consumption for parallel and series operation, the vehicle should switch to series mode. However, at the next moment, if it is determined that the power demand for constant speed and full load is less than or equal to the maximum allowable power of the engines in parallel, then the vehicle should switch back to parallel mode. Therefore, this can lead to frequent switching between parallel and series modes, resulting in significant fluctuations in the vehicle's power output and impacting the user's driving experience.

[0201] Therefore, in one possible implementation, if the power demand at constant speed and full load is greater than the parallel economic power and the first duration is greater than or equal to the first preset duration threshold, then the target operating mode is determined based on the comparison results of the engine parallel predicted fuel consumption and the engine series predicted fuel consumption.

[0202] It is understood that the first duration is the duration during which the power demand at constant speed and full load is greater than the economic power in parallel operation. The first preset duration threshold is a preset value, and those skilled in the art can set other first preset duration thresholds according to actual needs. This application embodiment does not impose specific limitations on this.

[0203] In this embodiment, the vehicle is switched to the target operating mode only when the power demand at constant speed and full load exceeds the parallel economic power for a certain duration. This is based on a comparison of the predicted fuel consumption in parallel and series operation of the engines, thus reducing the problem of frequent switching of operating modes to some extent and improving the user's driving experience.

[0204] In addition, to avoid the problem of frequent switching of working modes, in one possible implementation, if the power demanded at constant speed and full load is greater than the sum of the parallel economic power and the first power offset, and the first duration is greater than or equal to the first preset duration threshold, then the target working mode is determined based on the comparison results of the engine parallel predicted fuel consumption and the engine series predicted fuel consumption.

[0205] The first power offset is a preset value. Those skilled in the art can set other first power offsets according to actual needs. This application does not impose specific restrictions on this.

[0206] In practical applications, it is usually necessary to maintain a certain amount of remaining charge in the power battery to ensure the normal operation of the vehicle or to cope with emergency situations. Therefore, in one possible implementation, when the remaining charge of the power battery is within a first preset remaining charge range and is greater than a preset minimum remaining charge threshold, if the power demand at constant speed and full load is greater than the parallel economic power, then the target operating mode is determined based on the comparison results of the predicted fuel consumption of the engine in parallel and the predicted fuel consumption of the engine in series.

[0207] It can be understood that the first preset remaining power range is the range of remaining power that is less than the first remaining power threshold and greater than or equal to the second remaining power threshold. The second remaining power threshold is the difference between the first remaining power threshold and the first remaining power offset.

[0208] It should be noted that the first remaining battery offset is a positive value, which is a preset value. Those skilled in the art can set other first remaining battery offsets according to actual needs, and this application embodiment does not impose specific limitations on this.

[0209] In this embodiment of the application, a first remaining power threshold corresponding to the target remaining power can be determined in the remaining power threshold mapping table based on the target remaining power set by the user.

[0210] The target remaining capacity is the battery capacity that the user expects the power battery to store. The remaining capacity threshold mapping table is used to represent the correspondence between the target remaining capacity and the first remaining capacity threshold.

[0211] For example, the correspondence between the target remaining power and the first remaining power threshold is shown in Table 11. It can be understood that when the target remaining power is target remaining power a, the first remaining power threshold is first remaining power threshold a; similarly, when the target remaining power is target remaining power b, the first remaining power threshold is first remaining power threshold b; and so on. The embodiments of this application will not be described in detail.

[0212] Table 11: In this embodiment, the preset minimum remaining battery power threshold is the minimum remaining battery power required for the vehicle to switch to parallel mode. In other words, when the remaining battery power is less than the preset minimum remaining battery power threshold, the vehicle may not function properly. It should be noted that the preset minimum remaining battery power threshold is a preset value. Those skilled in the art can set other preset minimum remaining battery power thresholds according to actual needs, and this embodiment does not impose specific limitations on this.

[0213] In this embodiment, the power battery management module in the vehicle can detect the remaining power battery charge in real time. When the remaining power battery charge is within a first preset remaining power battery range and greater than a preset minimum remaining power battery threshold, it can be considered that the vehicle needs to maintain a state of optimal fuel economy and NVH performance.

[0214] Therefore, by comparing the predicted fuel consumption of the engine in parallel mode and the predicted fuel consumption of the engine in series mode corresponding to the current vehicle speed, the target operating mode is determined. Thus, considering the NVH performance of the vehicle when operating in series mode, the operating mode with lower fuel consumption is selected as the target operating mode. This balances fuel consumption and NVH performance to a certain extent, thereby improving the user experience.

[0215] In one possible implementation, the method further includes: when the remaining power is within a second preset remaining power range, determining the target operating mode as parallel mode.

[0216] Wherein, the lower limit of the second preset remaining power range is greater than or equal to the upper limit of the first preset remaining power range. In order to cover the entire range of remaining power, in one possible implementation, the second preset remaining power range is the range of remaining power that is greater than or equal to the first remaining power threshold.

[0217] In this embodiment, when the remaining battery power is within a second preset remaining battery power range, it can be considered that the vehicle needs to maintain a state of optimal fuel economy and NVH performance, but there is no need to maintain the power battery's charge. At this time, the power battery has sufficient remaining charge. Therefore, the sufficient remaining charge of the power battery can provide power to the drive motor to compensate for the driver's power demand, thereby maintaining the engine's continuous operation within the economic range.

[0218] Understandably, the economic zone usually refers to the operating conditions where the engine speed is low and the load is low. Under these conditions, the engine vibration and noise are relatively low, and the vehicle's NVH performance is relatively good.

[0219] In one possible implementation, the method further includes: when the remaining power is within a third preset remaining power range and is greater than a preset minimum remaining power threshold, determining the target operating mode based on a comparison between the maximum allowable power of the engine in parallel and the power required for constant speed and full load.

[0220] The upper limit of the third preset remaining power range is less than or equal to the lower limit of the first preset remaining power range. In order to cover the entire range of remaining power, in one possible implementation, the third preset remaining power range is the range of remaining power that is greater than or equal to a third remaining power threshold and less than a second remaining power threshold.

[0221] The third remaining power threshold is the difference between the second remaining power threshold and the second remaining power offset, i.e., the third remaining power threshold = (first remaining power threshold - first remaining power offset) - second remaining power offset.

[0222] It should be noted that the second remaining battery offset is a positive value, which is a preset value. Those skilled in the art can set other second remaining battery offsets according to actual needs, and the embodiments of this application do not impose specific limitations on this.

[0223] In this embodiment, when the remaining battery power is within a third preset remaining battery power range, it can be considered that the vehicle needs to maintain a state of optimal NVH performance. Additionally, it is necessary to maintain the power battery's charge.

[0224] Therefore, by comparing the maximum permissible power of the engines in parallel with the power required for constant speed and full load, it can be determined whether to maintain the parallel mode continuously, thereby ensuring optimal NVH performance of the vehicle. Specifically, when the maximum permissible power of the engines in parallel is less than the power required for constant speed and full load, the target mode is determined to be the series mode; when the maximum permissible power of the engines in parallel is greater than or equal to the power required for constant speed and full load, the target mode is determined to be the parallel mode.

[0225] Understandably, when the maximum permissible power of the engines in parallel is less than the power required for constant speed and full load, the maximum permissible power of the engines in parallel is insufficient to meet the power requirements of the vehicle for constant speed and full load. In this case, controlling the vehicle to operate in series mode allows the engines to maintain a stable speed, resulting in relatively low noise and better NVH performance. Additionally, it allows for the storage of electrical energy in the power battery.

[0226] Furthermore, when the maximum permissible power of the engines in parallel is greater than or equal to the power required for constant speed and full load, controlling the vehicle to operate in parallel mode ensures that the engines operate within the economic zone, resulting in higher energy utilization. In this case, if assisted by a drive motor or a generator, the engine can maintain stable and efficient operation while also reducing fuel consumption through energy recovery mechanisms.

[0227] However, if the vehicle determines that the maximum permissible power of the engines in parallel is less than the power required for constant speed and full load, immediately switching the vehicle to series mode may cause the vehicle to frequently switch between parallel and series modes. This could lead to significant fluctuations in the vehicle's power output, affecting the user's driving experience.

[0228] For example, when a vehicle is operating in parallel mode, if at a certain moment it is determined that the maximum permissible power of the engines in parallel is less than the power required for constant speed and full load, the vehicle should switch to series mode. However, if at the next moment it is determined that the maximum permissible power of the engines in parallel is greater than or equal to the power required for constant speed and full load, the vehicle should switch back to parallel mode. Therefore, the vehicle may frequently switch between parallel and series modes, resulting in significant fluctuations in power output and impacting the user's driving experience.

[0229] Therefore, in one possible implementation, when the maximum allowable power of the engines in parallel is less than the power required for constant speed and full load and the second duration is greater than the second preset duration threshold, the target mode is determined to be the series mode.

[0230] It is understood that the second duration is the duration during which the maximum allowable power of the engines in parallel is less than the power required for constant speed and full load. The second preset duration threshold is a preset value, and those skilled in the art can set other second preset duration thresholds according to actual needs. This application embodiment does not impose specific limitations on this.

[0231] In this embodiment, the target mode is determined to be series mode only when the maximum allowable power of the parallel engines is less than the power required for constant speed and full load for a certain duration, and the vehicle is controlled to switch to series mode. This reduces the problem of frequent switching of operating modes to a certain extent, thereby improving the user's driving experience.

[0232] In addition, to avoid the problem of frequent switching of working modes, in one possible implementation, when the sum of the maximum allowable power of the parallel engines and the second power offset is less than the power required for constant speed and full load and the second duration is greater than the second preset duration threshold, the target mode is determined to be the series mode.

[0233] The second power offset is a preset value. Those skilled in the art can set other second power offsets according to actual needs. This application does not impose specific limitations on this.

[0234] In one possible implementation, the method further includes: when the remaining power is within a fourth preset remaining power range or less than or equal to a preset minimum remaining power threshold, determining the target operating mode as a series mode.

[0235] The upper limit of the fourth preset remaining power range is less than or equal to the lower limit of the third preset remaining power range. In order to cover the entire range of remaining power, in one possible implementation, the fourth preset remaining power range is the range of remaining power that is less than or equal to the third remaining power threshold.

[0236] In this embodiment, when the remaining battery power is within a fourth preset remaining battery power range or less than or equal to a preset minimum remaining battery power threshold, it can be considered that the vehicle needs to maintain a state of optimal fuel economy. At this time, the power battery is insufficient, and it is necessary to replenish the power battery's charge.

[0237] Therefore, the vehicle can be controlled to operate in series mode, increasing engine speed to allow the engine to quickly charge the battery. At this time, the engine torque corresponding to the economic zone can be selected to ensure fuel economy. Additionally, switching the vehicle to series mode may take some time; therefore, a forced battery-saving mode can be activated to slow down battery power consumption.

[0238] In practical applications, the rate of remaining charge depletion of the power battery varies under different operating modes, which may additionally increase or decrease fuel consumption under different operating modes. If the additional fuel costs caused by the difference in the charging or discharging state of the power battery are not considered, the comparison results of fuel consumption predicted by parallel or series engines may be inaccurate.

[0239] See Figure 7 This is a flowchart illustrating another vehicle control method provided in an embodiment of this application. Figure 7 As shown, the embodiments of this application are in Figure 2 Based on the illustrated embodiment, step S203 specifically includes the following steps S701-S703.

[0240] Step S701: Determine the compensation fuel consumption based on the rate of decrease of the remaining power in parallel, the rate of decrease of the remaining power in series, and the current power level of the power battery.

[0241] In the embodiments of this application, it is possible to use the formula: v 并 =(P' 并 ×parallel efficiency - P 匀 () / remaining power / drive motor efficiency) × 100, determine the rate of decrease of the remaining power in parallel (v) 并 ; able to use the formula: v 串 =(P' 串 ×Drive motor efficiency×Generator motor efficiency-P 匀 () / remaining power / drive motor efficiency) × 100, determine the rate of decrease of the series remaining power v. 串 .

[0242] Furthermore, it can be determined according to the formula: F 补= (v 串 -v 并 ) × Remaining power / 100 / Parallel efficiency × F 串 Determine the compensation fuel consumption F 补 It is understandable that compensated fuel consumption is used to characterize the degree of impact of the power battery's discharge state on engine fuel consumption; Step S702: Determine the compensated engine parallel predicted fuel consumption based on the engine parallel predicted fuel consumption and compensated fuel consumption; In this embodiment of the application, the predicted fuel consumption and the compensated fuel consumption of the parallel engine are added together to determine the compensated predicted fuel consumption of the parallel engine.

[0243] Step S703: Determine the target operating mode based on the comparison results of the compensated engine parallel predicted fuel consumption and the engine series predicted fuel consumption.

[0244] Specifically, when the compensated parallel engine predicted fuel consumption is greater than or equal to the series engine predicted fuel consumption, the target operating mode is determined to be the series mode; when the compensated parallel engine predicted fuel consumption is less than the series engine predicted fuel consumption, the target operating mode is determined to be the parallel mode.

[0245] However, if the vehicle determines that the compensated parallel engine fuel consumption prediction is greater than or equal to the series engine fuel consumption prediction, immediately switching the vehicle to series mode may cause the vehicle to frequently switch between parallel and series modes. This could lead to significant fluctuations in the vehicle's power output, affecting the user's driving experience.

[0246] For example, when a vehicle is operating in parallel mode, if at a certain moment the compensated parallel engine fuel consumption prediction is greater than or equal to the series engine fuel consumption prediction, the vehicle should switch to series mode. However, at the next moment, if the compensated parallel engine fuel consumption prediction is less than the series engine fuel consumption prediction, the vehicle should switch back to parallel mode. Therefore, the vehicle may frequently switch between parallel and series modes, resulting in significant fluctuations in power output and impacting the user's driving experience.

[0247] Therefore, in one possible implementation, when the compensated parallel engine predicted fuel consumption is greater than or equal to the series engine predicted fuel consumption and the third duration is greater than or equal to the third preset duration threshold, the target operating mode is determined to be the series mode; conversely, when the compensated parallel engine predicted fuel consumption is less than the series engine predicted fuel consumption or the third duration is less than the third preset duration threshold, the target operating mode is determined to be the parallel mode.

[0248] It is understood that the third duration is the duration during which the compensated parallel engine predicted fuel consumption is greater than or equal to the series engine predicted fuel consumption. The third preset duration threshold is a preset value, and those skilled in the art can set other third preset duration thresholds according to actual needs. This application embodiment does not impose specific limitations on this.

[0249] In this embodiment, the vehicle is switched to series mode only when the compensated parallel engine fuel consumption is greater than or equal to the series engine fuel consumption, thus reducing the problem of frequent switching of operating modes to a certain extent. This improves the user's driving experience.

[0250] In addition, to avoid the problem of frequent switching of working modes, in one possible implementation, when the compensated engine parallel predicted fuel consumption is greater than or equal to the sum of the engine series predicted fuel consumption and the third power offset, and the third duration is greater than or equal to the third preset duration threshold, the target working mode is determined to be the series mode.

[0251] The third power offset is a preset value. Those skilled in the art can set other third power offsets according to actual needs. This application does not impose specific limitations on this.

[0252] In this embodiment of the application, the additional fuel cost incurred due to the difference in the charging or discharging state of the power battery is used to compensate for the engine parallel predicted fuel consumption, thereby obtaining a more accurate engine parallel predicted fuel consumption.

[0253] For details regarding the specific content involved in the embodiments of this application, please refer to the description of the above method embodiments. For the sake of brevity, these details will not be repeated here.

[0254] See Figure 8 This is a schematic diagram of another vehicle structure provided in an embodiment of this application. Figure 8 As shown, the vehicle 800 includes an electronic stability control module 801, a hybrid power control module 802, a power battery management module 803, and an engine control module 804. The hybrid power control module 802 is communicatively connected to the electronic stability control module 801, the power battery management module 803, and the engine control module 804, enabling information exchange.

[0255] Among them, the electronic stability control module 801 can detect the current vehicle speed and send the current vehicle speed to the hybrid power control module 802; the power battery management module 803 can detect the remaining power of the power battery and send the remaining power to the hybrid power control module 802; the engine control module 804 can detect environmental information such as engine intake air temperature and ambient pressure, and can also obtain engine speed (including engine parallel speed and engine series maximum allowable speed), and send environmental information and engine speed to the hybrid power control module 802.

[0256] Furthermore, after receiving relevant information from the electronic stability control module 801, the power battery management module 803, and the engine control module 804, the hybrid power control module 802 can execute some or all of the steps in the above method embodiments. Then, it sends engine torque requests, drive motor torque requests, and clutch engagement requests to the engine control module 804, the motor control module, and the electronic stability control module 801, respectively, to control vehicle movement.

[0257] Corresponding to the above embodiments, this application also provides another vehicle control method.

[0258] See Figure 9 This is a flowchart illustrating another vehicle control method provided in an embodiment of this application. As shown in Figure 9, it specifically includes steps S901-S920.

[0259] Step S901: Obtain the current vehicle speed.

[0260] Step S902: Determine the constant speed required power, parallel economic power, and maximum parallel allowable power of the engine based on the vehicle speed.

[0261] Step S903: Determine whether the remaining power of the power battery is greater than or equal to the first preset remaining power threshold; if yes, proceed to step S904; otherwise, proceed to step S915.

[0262] Step S904: Determine whether the remaining battery power is greater than or equal to the second preset remaining battery power threshold and whether the remaining battery power is greater than the preset minimum remaining battery power threshold; if yes, proceed to step S905; otherwise, proceed to step S914.

[0263] Step S905: Determine whether the uniform speed demand power / parallel efficiency is greater than the economic power + the first power offset and whether the first duration is greater than or equal to the first preset duration; if yes, proceed to step S906; otherwise, proceed to step S914.

[0264] Step S906: Determine the engine parallel speed corresponding to the current vehicle speed, the parallel direct drive ratio, and the wheel rolling radius; determine the maximum allowable parallel torque of the engine corresponding to the engine parallel speed; determine the maximum allowable parallel torque of the engine corresponding to the engine parallel speed.

[0265] Step S907: Determine the engine parallel fuel consumption rate based on the engine intake air temperature, the engine parallel speed corresponding to the current vehicle speed, and the minimum value between the maximum allowable power of the engine in parallel and the power required for constant speed and full load.

[0266] Step S908: Determine the predicted fuel consumption of the engine in parallel based on the minimum value between the maximum allowable power of the vehicle's engines in parallel and the power required for constant speed and full load, and the engine parallel fuel consumption rate.

[0267] Step S909: Based on the current vehicle speed, determine the maximum permissible engine speed in series corresponding to the current vehicle speed; based on the maximum permissible engine speed in series, determine the maximum permissible engine torque in series corresponding to the maximum permissible engine speed in series; based on the maximum permissible engine speed in series and the maximum permissible engine torque in series, determine the maximum permissible engine power in series.

[0268] Step S910: Determine the engine series fuel consumption rate based on the minimum value among the engine intake air temperature, the maximum permissible engine speed in series corresponding to the current vehicle speed, the maximum permissible engine power in series and the power required for constant speed and full load.

[0269] Step S911: Determine the predicted fuel consumption of the engine series based on the minimum value between the maximum permissible power of the vehicle's engine series and the power required for constant speed and full load, and the engine series fuel consumption rate.

[0270] Step S912: Determine the compensation fuel consumption based on the rate of decrease of the remaining power in parallel, the rate of decrease of the remaining power in series, and the current power level of the power battery.

[0271] Step S913: Determine whether the engine parallel predicted fuel consumption + compensated fuel consumption is greater than the engine series predicted fuel consumption + third power offset and whether the third duration is greater than or equal to the third preset duration; if yes, proceed to step S915; otherwise, proceed to step S914.

[0272] Step S914: Determine the target mode as parallel mode.

[0273] Step S915: Determine the target mode as serial mode.

[0274] Step S916: Determine whether the remaining power is less than the second preset remaining power threshold and greater than or equal to the third preset remaining power threshold, and whether the remaining power is greater than the preset minimum remaining power threshold; if yes, proceed to step S917; otherwise, proceed to step S918.

[0275] Step S917: Determine whether the constant speed required power is greater than the maximum allowable power of the engine in parallel plus the second power offset and whether the second duration is greater than or equal to the second preset duration; if yes, proceed to step S915; otherwise, proceed to step S14.

[0276] Step S918: Determine whether the remaining battery power is greater than the third preset remaining battery power threshold and whether the remaining battery power is greater than the preset minimum remaining battery power threshold; if so, proceed to step S915.

[0277] For details regarding the specific content involved in the embodiments of this application, please refer to the description of the above method embodiments. For the sake of brevity, these details will not be repeated here.

[0278] Corresponding to the above embodiments, this application also provides a vehicle control device.

[0279] See Figure 10 This is a schematic diagram of a vehicle control device provided in an embodiment of this application. The vehicle is a hybrid vehicle. Figure 10 As shown, the vehicle control device 1000 includes: a parallel fuel consumption prediction and determination module 1001, a series fuel consumption determination module 1002, a target operating mode determination module 1003, and a control module 1004.

[0280] Specifically, the parallel predicted fuel consumption determination module 1001 is used to determine the engine parallel predicted fuel consumption based on the vehicle's engine parallel maximum allowable power and engine parallel fuel consumption rate. The engine parallel maximum allowable power is the maximum output power of the engine when the vehicle is traveling in parallel mode at the current vehicle speed.

[0281] The series fuel consumption determination module 1002 is used to determine the engine series predicted fuel consumption based on the vehicle's engine series maximum allowable power and engine series fuel consumption rate. The engine series maximum allowable power is the maximum output power of the engine when the vehicle is driving in series mode at the current speed with noise less than or equal to a preset noise level.

[0282] The target operating mode determination module 1003 is used to determine the target operating mode based on the comparison results of the predicted fuel consumption of parallel engines and the predicted fuel consumption of series engines. The target operating mode is either parallel mode or series mode.

[0283] The control module 1004 is used to control the vehicle's movement according to the target operating mode.

[0284] For details regarding the specific content involved in the embodiments of this application, please refer to the description of the above method embodiments. For the sake of brevity, these details will not be repeated here.

[0285] Corresponding to the above embodiments, this application also provides a vehicle.

[0286] See Figure 11 This is a schematic diagram of another vehicle structure provided in an embodiment of this application. Figure 11 As shown, vehicle 1100 includes controller 1101, which is configured to perform some or all of the steps in the above method embodiments.

[0287] For details regarding the specific content involved in the embodiments of this application, please refer to the description of the above method embodiments. For the sake of brevity, these details will not be repeated here.

[0288] Corresponding to the above embodiments, this application also provides a computer-readable storage medium, wherein the computer-readable storage medium may store a program, wherein when the program runs, it can control the device where the computer-readable storage medium is located to execute some or all of the steps in the above method embodiments. In specific implementation, the computer-readable storage medium may be a magnetic disk, an optical disk, read-only memory (ROM), or random access memory (RAM), etc.

[0289] Corresponding to the above embodiments, this application also provides a computer program product containing executable instructions that, when executed on a computer, cause the computer to perform some or all of the steps in the above method embodiments.

[0290] In this application embodiment, "at least one" refers to one or more, and "more than one" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent the existence of A alone, the simultaneous existence of A and B, or the existence of B alone. A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects have an "or" relationship. "At least one of the following" and similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, and c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple.

[0291] Those skilled in the art will recognize that the units and algorithm steps described in the embodiments disclosed herein can be implemented using electronic hardware, computer software, or a combination of electronic hardware and software. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0292] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0293] In the several embodiments provided in this application, any function, if implemented as a software functional unit and sold or used as an independent product, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a 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 several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0294] The above description is merely a specific embodiment of this application. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the protection scope of this application. The protection scope of this application should be determined by the protection scope of the claims.

Claims

1. A method for controlling a vehicle, characterized in that, The vehicle is a hybrid vehicle, and the method includes: Based on the maximum allowable parallel power of the vehicle's engines and the parallel fuel consumption rate of the engines, the predicted parallel fuel consumption of the engines is determined. The maximum allowable parallel power of the engines is the maximum output power of the engine when the vehicle is traveling at the current speed in parallel mode. Based on the maximum permissible power of the engine series and the engine series fuel consumption rate of the vehicle, the predicted fuel consumption of the engine series is determined. The maximum permissible power of the engine series is the maximum output power of the engine when the noise is less than or equal to a preset noise level when the vehicle is traveling at the current speed in series mode. Based on the comparison results of the predicted fuel consumption of the parallel engine and the predicted fuel consumption of the series engine, a target operating mode is determined, wherein the target operating mode is either the parallel mode or the series mode. The vehicle is controlled to move according to the target operating mode.

2. The method according to claim 1, characterized in that, Before determining the predicted engine series fuel consumption based on the vehicle's maximum permissible engine series power and engine series fuel consumption rate, the method further includes: Based on the current vehicle speed, the parallel direct drive speed ratio, and the wheel rolling radius, determine the engine parallel speed corresponding to the current vehicle speed; Based on the parallel engine speed, determine the maximum permissible parallel torque of the engine corresponding to the parallel engine speed, wherein the parallel engine speed and the maximum permissible parallel torque of the engine are positively correlated; The maximum allowable power of the engines in parallel is determined based on the parallel speed of the engines and the maximum allowable torque of the engines in parallel.

3. The method according to claim 2, characterized in that, The step of determining the maximum permissible power of the engines in parallel operation based on the parallel engine speed and the maximum permissible torque of the engines in parallel operation includes: The maximum allowable power of the engine in parallel operation is determined based on the engine's parallel speed, the engine's maximum allowable torque in parallel operation, and the parallel torque correction coefficient. The parallel torque correction coefficient is used to characterize the degree to which environmental factors limit the engine's maximum allowable torque in parallel operation.

4. The method according to claim 2, characterized in that, The parallel torque correction coefficient includes: a first intake air temperature torque correction coefficient and a first ambient pressure torque correction coefficient; Before determining the maximum allowable parallel power of the engine based on the engine parallel speed, the maximum allowable parallel torque of the engine, and the parallel torque correction coefficient, the method further includes: determining a first intake air temperature torque correction coefficient based on the engine parallel speed and the engine intake air temperature; and determining a first ambient pressure torque correction coefficient based on the engine parallel speed and the ambient pressure.

5. The method according to claim 1, characterized in that, Before determining the predicted engine series fuel consumption based on the vehicle's maximum permissible engine series power and engine series fuel consumption rate, the method further includes: Based on the current vehicle speed, determine the maximum permissible engine speed in series with the current vehicle speed. The maximum permissible engine speed in series is the engine speed at which the noise is less than or equal to the preset noise when the vehicle is traveling in series mode at the current vehicle speed. Based on the maximum permissible speed of the engine series, the maximum permissible torque of the engine series corresponding to the maximum permissible speed of the engine series is determined, and the maximum permissible speed of the engine series and the maximum permissible torque of the engine series are positively correlated; The maximum permissible power of the engine series is determined based on the maximum permissible speed and the maximum permissible torque of the engine series.

6. The method according to claim 5, characterized in that, The step of determining the maximum permissible power of the engine series based on the maximum permissible speed and the maximum permissible torque of the engine series includes: The maximum permissible power of the engine in series is determined based on the maximum permissible speed of the engine in series, the maximum permissible torque of the engine in series, the series torque correction coefficient, and the fuel consumption correction coefficient. The series torque correction coefficient is used to characterize the degree of limitation of environmental factors on the maximum allowable torque of the engine in series, and the fuel consumption correction coefficient is used to characterize the degree of loss in the process of converting fuel into electrical energy.

7. The method according to claim 6, characterized in that, The series torque correction coefficient includes: a second intake air temperature torque correction coefficient and a second ambient pressure torque correction coefficient; Before determining the maximum permissible power of the engine series based on the maximum permissible speed of the engine series, the maximum permissible torque of the engine series, the series torque correction coefficient, and the fuel consumption correction coefficient, the method further includes: determining a second intake air temperature torque correction coefficient and a fuel consumption correction coefficient based on the maximum permissible speed of the engine series and the engine intake air temperature. The second environmental pressure torque correction coefficient is determined based on the maximum permissible speed of the engine in series and the environmental pressure.

8. The method according to claim 1, characterized in that, The step of determining the predicted parallel fuel consumption of the engine based on the maximum allowable parallel power of the vehicle's engine and the parallel fuel consumption rate of the engine includes: determining the predicted parallel fuel consumption of the engine based on the minimum value between the maximum allowable parallel power of the vehicle's engine and the power required for constant speed and full load, and the parallel fuel consumption rate of the engine. The step of determining the engine series predicted fuel consumption based on the maximum permissible power of the vehicle's engine series and the engine series fuel consumption rate includes: determining the engine series predicted fuel consumption based on the minimum value between the maximum permissible power of the vehicle's engine series and the power required for constant speed and full load, and the engine series fuel consumption rate. The power required for constant speed and full load is the power required when the vehicle maintains a constant speed at the current speed.

9. The method according to claim 8, characterized in that, Before determining the parallel predicted fuel consumption based on the minimum value between the vehicle's maximum permissible parallel power and the constant-speed full-load demand power, and the engine's parallel fuel consumption rate, the method further includes: The required power for constant speed and full load is determined based on the current vehicle speed and the gradient of the road where the vehicle is located. The current vehicle speed is positively correlated with the required power for constant speed and full load, and the gradient is positively correlated with the required power for constant speed and full load.

10. The method according to claim 8, characterized in that, Before determining the predicted parallel fuel consumption of the engine based on the minimum value between the maximum allowable parallel power of the vehicle's engine and the power required for constant speed and full load, and the parallel fuel consumption rate of the engine, the method further includes: determining the parallel fuel consumption rate of the engine based on the engine intake air temperature, the parallel engine speed corresponding to the current vehicle speed, and the minimum value between the maximum allowable parallel power of the engine and the power required for constant speed and full load. Before determining the engine series predicted fuel consumption based on the minimum value of the maximum permissible power of the engine series of the vehicle and the power required for constant speed and full load, and the engine series fuel consumption rate, the method further includes: determining the engine series fuel consumption rate based on the engine intake air temperature, the maximum permissible speed of the engine series corresponding to the current vehicle speed, and the minimum value of the maximum permissible power of the engine series and the power required for constant speed and full load. Wherein, the maximum permissible speed of the engine in series is the maximum engine speed at which the noise level is less than or equal to the preset noise level when the vehicle is traveling at the current speed in series mode.

11. The method according to claim 8, characterized in that, The step of determining the target operating mode based on the comparison results of the predicted fuel consumption in parallel operation and the predicted fuel consumption in series operation includes: If the required power at constant speed and full load is greater than the parallel economic power, then the target operating mode is determined based on the comparison results of the predicted fuel consumption in parallel mode and the predicted fuel consumption in series mode. The parallel economic power is the engine output power when the fuel consumption utilization rate of the vehicle is less than or equal to the preset fuel consumption utilization rate when the vehicle is driving at the current speed in parallel mode.

12. The method according to claim 11, characterized in that, If the required power at constant speed and full load is greater than the parallel economic power, then based on the comparison results of the predicted fuel consumption of the engines in parallel and the predicted fuel consumption of the engines in series, a target operating mode is determined, including: When the remaining power of the power battery is within the first preset remaining power range and is greater than the preset minimum remaining power threshold, if the constant speed full load demand power is greater than the parallel economic power, then the target working mode is determined based on the comparison results of the engine parallel predicted fuel consumption and the engine series predicted fuel consumption.

13. The method according to claim 12, characterized in that, The method further includes: When the remaining power is within the second preset remaining power range, the target operating mode is determined to be parallel mode, and the lower limit of the second preset remaining power range is greater than or equal to the upper limit of the first preset remaining power range.

14. The method according to claim 12, characterized in that, The method further includes: When the remaining power is within the third preset remaining power range and is greater than the preset minimum remaining power threshold, the target operating mode is determined based on the comparison result of the maximum allowable power of the engine in parallel and the power required for uniform speed and full load. The upper limit of the third preset remaining power range is less than or equal to the lower limit of the first preset remaining power range.

15. The method according to claim 14, characterized in that, The method further includes: When the remaining power is within the fourth preset remaining power range or less than or equal to the preset minimum remaining power threshold, the target operating mode is determined to be the series mode, and the upper limit of the fourth preset remaining power range is less than or equal to the lower limit of the third preset remaining power range.

16. The method according to claim 11, characterized in that, The method further includes: If the required power at constant speed and full load is less than or equal to the economic power in parallel operation, then the target operating mode is determined to be parallel operation mode.

17. The method according to claim 8, characterized in that, The step of determining the target operating mode based on the comparison results of the predicted fuel consumption in parallel operation and the predicted fuel consumption in series operation includes: The compensation fuel consumption is determined based on the rate of decrease of the remaining power in parallel, the rate of decrease of the remaining power in series, and the current power level of the power battery. The compensation fuel consumption is used to characterize the degree of influence of the power battery discharge state on the engine fuel consumption. Based on the predicted fuel consumption of the parallel engines and the compensated fuel consumption, the compensated predicted fuel consumption of the parallel engines is determined. The target operating mode is determined based on the comparison results of the compensated parallel engine predicted fuel consumption and the series engine predicted fuel consumption.

18. A vehicle control device, characterized in that, The vehicle is a hybrid vehicle, and the device includes: The parallel prediction fuel consumption determination module is used to determine the engine parallel prediction fuel consumption based on the maximum allowable parallel power of the vehicle's engine and the engine parallel fuel consumption rate. The maximum allowable parallel power of the engine is the maximum output power of the engine when the vehicle is traveling in parallel mode at the current vehicle speed. The series fuel consumption determination module is used to determine the engine series predicted fuel consumption based on the maximum allowable power of the engine series and the engine series fuel consumption rate of the vehicle. The maximum allowable power of the engine series is the maximum output power of the engine when the noise is less than or equal to a preset noise when the vehicle is driving in series mode at the current vehicle speed. The target operating mode determination module is used to determine the target operating mode based on the comparison results of the predicted fuel consumption of the engine in parallel and the predicted fuel consumption of the engine in series. The target operating mode is either parallel mode or series mode. The control module is used to control the vehicle's movement according to the target operating mode.

19. A vehicle, characterized in that, include: A controller configured to perform the method according to any one of claims 1 to 17.

20. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the method described in any one of claims 1 to 17.

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