Control method and device of hybrid vehicle engine, vehicle and storage medium

Abstract

The invention provides a control method and device for a hybrid vehicle engine, a vehicle and a storage medium, the method is applied to the field of vehicle control, and the method comprises the steps that working condition data in the vehicle running process are obtained; then the optimal torque line is adjusted according to the working condition data, and the adjusted optimal torque line is obtained; the engine is controlled to operate based on the adjusted optimal torque line; and / or, the shutdown line is adjusted according to the working condition data, and the adjusted shutdown line is obtained; and the engine is controlled to start and stop based on the adjusted shutdown line. According to the method, dynamic adjustment of the optimal torque line and / or the shutdown line can be achieved based on the working condition data so as to adapt to different loads and road conditions in the vehicle driving process, the adaptability of the system is improved, it is ensured that an engine can work in the most efficient and most stable mode under different working conditions in the vehicle driving process, and the vehicle driving safety is improved. The energy utilization rate of the whole power system is improved, and energy waste and emission are reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle control, and more specifically, to a control method, apparatus, vehicle, and storage medium for a hybrid vehicle engine within the field of vehicle control. Background Technology

[0002] Hybrid systems have become a key direction in the development of modern automotive technology, achieving energy efficiency optimization and emission reduction through the coordinated operation of the engine and electric motor. Parallel hybrid systems, as a typical architecture, can meet diverse operating conditions while enabling power switching and energy recovery in different modes. Most current systems are based on a fixed torque curve strategy, controlling the engine's operating state through preset optimal torque curves (OPT) and cutoff lines. Furthermore, existing torque curve settings are calibrated based on specific operating parameters (such as standard load and flat roads).

[0003] However, in actual working conditions, due to significant variations in vehicle load and road conditions (gradient, speed, etc.), fixed settings for the optimal torque line and shutdown line can easily lead to the following problems: when the torque demand is consistently lower than the optimal torque line, the engine frequently enters the charging state, resulting in decreased system efficiency; when the torque demand is consistently higher than the optimal torque line, the electric power steering frequently participates, leading to poor power retention and high fuel consumption; the shutdown line cannot adapt to dynamically changing demands, and frequent start-stop cycles affect engine life and system stability. Summary of the Invention

[0004] This application provides a control method, device, vehicle, and storage medium for a hybrid vehicle engine. The method can dynamically adjust the optimal torque line and / or shutdown line based on operating condition data to adapt to different loads and road conditions during vehicle operation, improve the system's adaptability, ensure that the engine can operate in the most efficient and stable manner under different operating conditions during vehicle operation, improve the energy utilization rate of the overall power system, and reduce energy waste and emissions.

[0005] In a first aspect, a control method for a hybrid vehicle engine is provided, the method comprising: acquiring operating condition data during vehicle operation; adjusting an optimal torque line based on the operating condition data to obtain an adjusted optimal torque line; controlling engine operation based on the adjusted optimal torque line; and / or adjusting a shutdown line based on the operating condition data to obtain an adjusted shutdown line; and controlling engine start-stop based on the adjusted shutdown line.

[0006] The aforementioned technical solution, on the one hand, can dynamically adjust the optimal torque line based on the vehicle's operating condition data during driving, making the adjusted optimal torque line closer to the torque requirements under different operating conditions. This effectively reduces fuel consumption and provides a more precise engine control method for the complex and ever-changing operating condition data during vehicle operation. This not only allows the vehicle to adapt to different loads and road conditions, improving system adaptability, but also enables the vehicle to rationally allocate and efficiently utilize energy according to different operating conditions, improving the overall energy efficiency of the power system. On the other hand, it can dynamically adjust the shutdown line based on the vehicle's operating condition data during driving and control the engine start-stop through the adjusted shutdown line. This allows the adjusted shutdown line to adapt to changes in dynamic operating conditions during vehicle operation, optimizing the engine start-stop logic. This avoids the problem of frequent engine start-stops caused by large changes in operating conditions during vehicle operation and the inability to dynamically adjust the shutdown line, which increases wear on mechanical components. It also reduces unnecessary engine shutdown frequency, improves vehicle energy efficiency and durability, and reduces energy waste and emissions.

[0007] In conjunction with the first aspect, in some possible implementations, the acquisition of operating condition data during vehicle operation includes:

[0008] Periodically acquire vehicle operating condition data during vehicle operation; the aforementioned operating condition data includes: vehicle weight data and / or road condition data, the aforementioned road condition data including gradient data and / or altitude data;

[0009] The above-mentioned optimal torque curve is adjusted based on the above operating condition data to obtain the adjusted optimal torque curve, including:

[0010] Based on the above operating condition data, the target operating condition data for this period is obtained;

[0011] The target road torque is obtained based on the above target operating condition data;

[0012] Based on the target road torque mentioned above, the torque of the above-mentioned optimal torque line is adjusted to obtain the adjusted optimal torque line.

[0013] By periodically acquiring vehicle operating data during driving, the above technical solutions enable a more comprehensive understanding of real-time changes in operating data and timely dynamic adjustments to the optimal torque curve, allowing the engine to operate more efficiently during vehicle operation. After obtaining the target road torque based on the target operating data, the torque of the optimal torque curve is adjusted accordingly, making the adjusted optimal torque curve closer to the actual torque requirements. This allows the system to adapt to different loads and road conditions, improving its adaptability and overall powertrain energy utilization, while reducing energy waste and emissions.

[0014] Combining the first aspect and the above implementation methods, in some possible implementation methods, the periodic acquisition of vehicle operating condition data during the driving process includes:

[0015] When the above vehicles are in parallel mode, the operating condition data of the vehicles during driving is acquired periodically; the above operating condition data includes vehicle weight data, vehicle speed data, gear data, slope data and altitude data.

[0016] The target operating condition data for this period, obtained based on the aforementioned operating condition data, includes:

[0017] Data processing is performed on the above working condition data to obtain the target working condition data for this period. The target working condition data includes target vehicle weight, target vehicle speed, target gear, target gradient, and target road trend.

[0018] The target road torque obtained based on the aforementioned target working condition data includes:

[0019] The target engine speed is obtained based on the above target vehicle speed and the above target gear.

[0020] Based on the above target vehicle weight, target vehicle speed, and target rotational speed, the target torque is obtained;

[0021] The target torque is obtained by correcting the target slope and the target road trend as described above.

[0022] The above technical solution obtains the target torque based on the target vehicle weight, target vehicle speed, and target rotational speed. Then, taking into full account the impact of road condition data (slope data and altitude data) on the overall torque distribution, the target torque is corrected using the target slope data and target altitude data to obtain the target road torque, making the target road torque more accurately match the torque requirements of the vehicle during actual driving.

[0023] Combining the first aspect and the above implementation methods, in some possible implementation methods, the above-mentioned method of obtaining the target torque based on the target vehicle weight, the target vehicle speed, and the target rotational speed includes:

[0024] Based on the above target vehicle weight, the drag coefficient table is consulted to obtain the target drag coefficient;

[0025] Based on the target drag coefficient and the target vehicle speed mentioned above, the target power is obtained;

[0026] Based on the target power and target speed mentioned above, the target torque is obtained;

[0027] The target torque is obtained by correcting the target slope and the target road trend as described above, including:

[0028] Based on the above target slope, target vehicle speed, target engine speed, and target vehicle weight, the target slope torque is obtained;

[0029] Based on the target slope torque mentioned above, the target torque is corrected to obtain the target slope correction torque;

[0030] Based on the above target road trend query, the altitude correction coefficient table is used to obtain the target altitude correction coefficient;

[0031] The target road torque is obtained based on the target slope correction torque and the target altitude correction coefficient.

[0032] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the acquisition of operating condition data during vehicle operation includes:

[0033] When the above vehicles are in parallel mode, the operating condition data of the vehicles during driving is acquired periodically; the above operating condition data includes battery data, vehicle weight data, slope data and altitude data.

[0034] The above-mentioned shutdown line is adjusted based on the above operating condition data to obtain the adjusted shutdown line, including:

[0035] The above operating condition data is processed to obtain the target operating condition data for this period. The target operating condition data includes target battery power, target vehicle weight, target gradient, and target road trend.

[0036] Under the condition that the target power meets the first preset condition, the target efficiency torque curve is obtained based on the target slope, the target road trend and the target vehicle weight.

[0037] The shutdown line is adjusted based on the target efficiency-torque curve to obtain the adjusted shutdown line.

[0038] Through the above technical solution, under the condition that the target power meets the first preset condition, the shutdown line is adjusted by combining the working condition data and the adjusted optimal torque line to ensure that the torque of the shutdown line is not too high. This avoids the problem that the engine will not start or inject fuel for a long time due to the torque of the shutdown line being too high, which would not meet the power demand of the vehicle and would cause a large loss of power and a decrease in vehicle efficiency. This optimizes the engine start-stop logic and reduces fuel consumption and emissions.

[0039] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the above-mentioned method of obtaining the target efficiency torque curve based on the target slope, the target road trend, and the target vehicle weight, when the target power meets the first preset condition, includes:

[0040] If the target power meets the first preset condition, the first efficiency torque curve is obtained by querying the torque curve table based on the target vehicle weight.

[0041] Based on the target road trend and the target slope, the first efficiency torque curve is corrected to obtain the target efficiency torque curve.

[0042] The above-mentioned shutdown line is adjusted based on the target efficiency torque curve to obtain the adjusted shutdown line, including:

[0043] Determine the torque reference curve;

[0044] Based on the above torque reference curve, determine whether the target efficiency torque curve meets the requirements;

[0045] If the target efficiency torque curve meets the requirements, adjust the shutdown line to the target efficiency torque curve to obtain the adjusted shutdown line.

[0046] If the target efficiency torque curve does not meet the requirements, the target efficiency torque curve is corrected to obtain the corrected target efficiency torque curve. The shutdown line is then adjusted to the corrected target efficiency torque curve to obtain the adjusted shutdown line.

[0047] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the acquisition of operating condition data during vehicle operation includes:

[0048] When the above vehicles are in parallel mode, the operating condition data during the vehicle's operation is acquired periodically; the above operating condition data includes battery data and gear data.

[0049] The above-mentioned shutdown line is adjusted based on the above operating condition data to obtain the adjusted shutdown line, including:

[0050] The above operating condition data is processed to obtain the target operating condition data for this cycle. The target operating condition data includes the target power and the target gear.

[0051] If the target power meets the second preset condition, the target speed ratio is obtained based on the target gear.

[0052] The target characteristic curve is obtained based on the external characteristic curve of the motor and the target speed ratio mentioned above;

[0053] Adjust the shutdown line to the target characteristic curve to obtain the adjusted shutdown line.

[0054] By using the above technical solutions, when the target battery level meets the second preset condition, adjusting the shutdown line based on the external characteristic curve of the motor can increase the torque value of the shutdown line to a certain extent. This ensures that the engine remains in a shutdown or non-injection state when the target battery level meets the second preset condition, providing the motor with a more sufficient working range. This avoids the problem of the engine frequently starting and stopping when the battery level is sufficient, thus extending the motor's drive time and saving fuel.

[0055] Secondly, a control device for a hybrid vehicle engine is provided, the device comprising:

[0056] The acquisition module is used to acquire operating condition data during vehicle operation;

[0057] The first adjustment module is used to adjust the optimal torque line based on the above operating condition data to obtain the adjusted optimal torque line; and to control the engine operation based on the adjusted optimal torque line.

[0058] and / or

[0059] The second adjustment module is used to adjust the shutdown line based on the above operating condition data to obtain the adjusted shutdown line; and to control the engine start-stop based on the adjusted shutdown line.

[0060] Thirdly, a vehicle is provided, the vehicle including a memory for storing executable program code; and a processor for calling and running the executable program code from the memory, causing the vehicle to perform the method of the first aspect or any possible implementation thereof.

[0061] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0062] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0063] Figure 1 This is a schematic diagram of the architecture of a control system for a hybrid vehicle engine provided in an embodiment of this application;

[0064] Figure 2 This is a schematic flowchart of a control method for a hybrid vehicle engine provided in an embodiment of this application;

[0065] Figure 3 This is a flowchart illustrating an optimal torque line adjustment method provided in an embodiment of this application;

[0066] Figure 4 This is a schematic flowchart of a method for obtaining target road torque provided in an embodiment of this application;

[0067] Figure 5 This is a flowchart illustrating a method for adjusting a power-off line provided in an embodiment of this application;

[0068] Figure 6 This is a flowchart illustrating the calculation process of a shutdown line provided in an embodiment of this application;

[0069] Figure 7 This is a flowchart illustrating another method for adjusting the power-off line provided in an embodiment of this application;

[0070] Figure 8 This is a schematic diagram illustrating the process of adjusting the optimal torque line according to an embodiment of this application;

[0071] Figure 9 This is a schematic diagram illustrating the implementation process of adjusting the power-off line according to an embodiment of this application;

[0072] Figure 10 This is a schematic diagram of the structure of a control device for a hybrid vehicle engine provided in an embodiment of this application;

[0073] Figure 11 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0074] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text 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, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0075] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0076] The present application will now be described in detail with reference to specific embodiments.

[0077] Please refer to the following. Figure 1 This is a schematic diagram of the architecture of a control system for a hybrid vehicle engine provided in an embodiment of this application. Figure 1 As shown, the control system of the hybrid vehicle engine may include an engine 110 and an engine controller 120. The engine controller 120 includes a data acquisition module 121, a calculation module 122 and an execution module 123.

[0078] The aforementioned engine 110 is a device that provides power to the vehicle. The engine 110 may be, but is not limited to, a diesel engine, a gasoline engine, etc. It is controlled by the engine controller 120 according to a hybrid vehicle engine control method provided in an embodiment of this application.

[0079] The aforementioned data acquisition module 121 is used to monitor and collect different operating condition data during vehicle operation, providing support for the aforementioned calculation module 122 to calculate the optimal torque line and shutdown line, etc., and is a subsystem of the aforementioned engine controller 120.

[0080] The aforementioned calculation module 122 is used to calculate and adjust the optimal torque line and / or optimal shutdown line based on the operating condition data obtained by the aforementioned data acquisition module 121, and to transmit the adjusted optimal torque line and / or shutdown line to the aforementioned actuator 122.

[0081] The aforementioned actuator 123 is used to control the operation of the engine 110 based on the adjusted optimal torque line transmitted by the aforementioned calculation module 122, and / or to control the start and stop of the engine 110 based on the adjusted shutdown line transmitted by the aforementioned calculation module 122.

[0082] Next, combine Figure 1 This application describes a control method for a hybrid vehicle engine provided in its embodiments. Please refer to the following for details. Figure 2 This is a flowchart illustrating a control method for a hybrid vehicle engine provided in an embodiment of this application. Figure 2 As shown, the method includes the following steps:

[0083] S201, acquire operating condition data during vehicle operation.

[0084] Specifically, since vehicles consume different amounts of fuel or energy under different driving conditions, in order to meet diverse operating requirements and enable power switching and energy recovery in different modes, it is necessary to first acquire the vehicle's operating condition data during driving. This operating condition data refers to various parameters and information related to the specific working conditions and environmental conditions of the vehicle during driving, including but not limited to vehicle speed, acceleration, driving condition type (e.g., but not limited to starting, acceleration, deceleration, uphill / downhill, parking, etc.), load conditions (e.g., but not limited to no load, full load, overload, etc.), engine speed, road conditions (e.g., but not limited to urban roads, highways, mountain roads, etc.), and climate conditions. This operating condition data can be acquired at a fixed period and frequency, or it can be acquired when a specific event is triggered, or it can be acquired based on specific operating conditions (e.g., but not limited to acceleration, constant speed, braking conditions). This application embodiment does not limit this. The acquisition method for this operating condition data can be based on vehicle sensors or diagnostic systems, or it can utilize vehicle networking technology, or it can be acquired based on road tests. This application embodiment does not limit this.

[0085] S202 adjusts the optimal torque line based on operating condition data to obtain the adjusted optimal torque line; and controls engine operation based on the adjusted optimal torque line.

[0086] Specifically, in the automotive field, torque is one of the important indicators for measuring engine performance, determining a vehicle's acceleration and hill-climbing ability. A high-torque engine can provide greater power output at lower engine speeds, making the vehicle easier to start and accelerate. The adjustment process for the optimal torque line is generally cyclical, with each cycle divided into three stages: data acquisition, torque line adjustment, and engine control. The operating data collected during the data acquisition stage of the current cycle is used to adjust the optimal torque line during the torque line adjustment stage. The adjusted optimal torque line then controls engine operation during the engine control stage. If the engine needs to run during the data acquisition and torque line adjustment stages of the current cycle, it can be controlled based on the original optimal torque line set before the vehicle left the factory or the optimal torque line adjusted in the previous cycle.

[0087] The adjustment of the optimal torque line can be temporary or continuous, and this application does not specifically limit this. If it is a temporary adjustment, the optimal torque line adjusted in the previous cycle is only valid for a period of time and does not participate in the adjustment process of the optimal torque line in the current cycle. That is, each cycle of adjusting the optimal torque line is an adjustment of the original optimal torque line. If it is a continuous adjustment, the optimal torque line adjusted in the previous cycle will replace the original optimal torque line and will participate in the adjustment process of the optimal torque line in the current cycle. Therefore, each cycle of adjusting the optimal torque line is an adjustment of the optimal torque line adjusted in the previous cycle. Preferably, this application performs a temporary adjustment of the optimal torque line based on operating condition data to obtain a temporarily adjusted optimal torque line; the engine operation is controlled based on the temporarily adjusted optimal torque line.

[0088] The aforementioned optimal torque line (OPT line), also known as the minimum fuel consumption rate torque curve, is also called the optimal performance curve or optimal operating line (OOL). The OOL line connects the points where the engine achieves the lowest fuel consumption rate under different operating conditions (the combination of engine speed and torque). In other words, it's the curve connecting the points with the lowest fuel consumption rate for each given engine output power, used to describe the engine's fuel economy and power output capability under various operating conditions. Specifically, the OOL line typically uses engine speed as the horizontal axis and output torque as the vertical axis. Certain areas within the curve represent operating ranges with high fuel efficiency or high energy output. These areas are called the engine's high-efficiency operating range, indicating that the engine's energy conversion efficiency is highest and fuel consumption is lowest under these conditions. The closer the actual torque demand is to the OOL line, the higher the engine's energy conversion efficiency.

[0089] For example, the optimal torque line of a vehicle's engine can be obtained through engine bench testing: the engine is placed on a test bench and run at different speeds and torques. By measuring the fuel consumption and output power per unit time, the region where the engine operates efficiently is determined, and the optimal torque line is obtained.

[0090] The torque requirement mentioned above refers to the amount of torque a vehicle needs under different operating conditions. It depends on various factors such as vehicle weight, intended use, driving conditions, road conditions, and vehicle design. For example, heavy vehicles require greater torque to accelerate and maintain speed, while passenger cars typically prioritize economy, practicality, and a comfortable driving experience, resulting in relatively lower torque requirements. Furthermore, the vehicle's transmission system, suspension system, and tires also influence torque requirements. Therefore, in actual driving, a vehicle's torque requirement is constantly changing. To maximize energy efficiency, the optimal torque curve can be adjusted based on operating condition data to obtain a more accurate and realistic torque curve. Then, engine operation can be controlled based on this adjusted optimal torque curve to achieve reasonable energy distribution and ensure efficient energy conversion.

[0091] In this embodiment, on the one hand, the optimal torque line can be dynamically adjusted based on the operating condition data during vehicle operation, so that the adjusted optimal torque line is closer to the torque requirements under different operating conditions, effectively reducing vehicle fuel consumption. For the complex and ever-changing operating condition data during vehicle operation, a more precise engine control method is provided. This not only allows the vehicle to adapt to different loads and road conditions and improve the system's adaptability, but also allows the vehicle to rationally allocate energy and efficiently utilize energy according to different operating conditions during operation, thereby improving the overall energy efficiency of the power system.

[0092] The adjustment of the engine's optimal torque line can be applied to either the parallel drive mode or the series drive mode of a hybrid vehicle; this application does not specifically limit this. Preferably, the adjustment of the optimal torque line in this application is applied to the parallel drive mode of a hybrid vehicle.

[0093] In actual driving, the vehicle's torque demand varies significantly with changes in operating conditions. If the shutdown line cannot be dynamically adjusted, it will lead to frequent engine start-stop cycles, increasing wear on mechanical components and reducing vehicle reliability and durability. Therefore, to adapt to changes in actual operating conditions, minimize unnecessary shutdowns, and improve energy efficiency and durability, such as... Figure 2 As shown, the control method for a hybrid vehicle engine provided in this application embodiment may also include, but is not limited to:

[0094] S203 adjusts the shutdown line based on operating condition data to obtain the adjusted shutdown line; and controls the engine start / stop based on the adjusted shutdown line.

[0095] Specifically, the aforementioned cutoff line is typically used to define the engine's operating range or limitations. It can be a curve or a closed region, and is commonly used in the parallel drive mode of hybrid vehicles to control engine fuel injection or start / stop. The cutoff line is usually plotted with engine speed as the horizontal axis and output torque as the vertical axis. The optimal torque line represents the point where the engine operates with the highest efficiency and lowest fuel consumption. The shutdown line is typically located below or outside the optimal torque line's range, indicating a relatively high engine efficiency and low fuel consumption. When the engine's operating point (the combination of speed and torque) moves below the shutdown line or outside its range, it means the engine's current efficiency is too low, and it's not suitable for operation. In this case, the control system will intervene according to a preset strategy, such as stopping fuel injection or shutting down the engine. Conversely, when the engine's operating point (the combination of speed and torque) moves above the shutdown line or within its range, it means the engine's current efficiency is high, and it can operate. The control system will again intervene according to a preset strategy, such as starting fuel injection or restarting the engine, to ensure the engine operates at a higher efficiency. For example, in hybrid vehicles, the engine's efficiency is relatively low and fuel consumption is high at low speeds or idling, with the operating point below or outside the shutdown line's range. At this point, the hybrid system will choose to control the engine to stop injecting fuel or shut down the engine, using only the electric motor for drive, thereby reducing fuel consumption.

[0096] The aforementioned hybrid power system refers to a system that combines two or more different forms of power to drive a vehicle. The power forms of a hybrid power system mainly include internal combustion engines, natural gas engines, and electric motors. Hybrid vehicles, as commonly referred to, are vehicles that use a combination of an engine and an electric motor. When the vehicle first starts moving, the battery is usually fully charged, and its energy output is sufficient to meet the needs of starting and low-speed driving. At this time, the electric motor acts as the primary power source, providing driving force, while the engine is either idled or under low load to reduce fuel consumption and emissions. When the battery charge falls below a certain threshold, the auxiliary power system (i.e., the engine) starts, providing power to the vehicle and charging the battery pack via a generator. During vehicle operation, the hybrid power system flexibly adjusts the operating states of the engine and electric motor to meet various driving needs.

[0097] The above-mentioned shutdown line adjustment process is generally a periodic adjustment, which can be divided into three stages: data acquisition stage, torque line adjustment stage, and engine control stage. The operating condition data collected in the data acquisition stage of the current cycle is used to adjust the shutdown line in the torque line adjustment stage. The adjusted shutdown line controls the engine operation in the engine control stage. If the engine needs to run in the data acquisition stage and torque line adjustment stage of the current cycle, the engine operation can be controlled based on the original shutdown line set before the vehicle left the factory or the shutdown line adjusted in the previous cycle.

[0098] The adjustment of the shutdown line can be temporary or continuous, and this application embodiment does not limit this. If it is a temporary adjustment, the shutdown line adjusted in the previous cycle is only valid for a period of time and does not participate in the adjustment process of the shutdown line in the current cycle. That is, each cycle of adjusting the shutdown line involves adjusting the original shutdown line. If it is a continuous adjustment, the shutdown line adjusted in the previous cycle will replace the original shutdown line and will participate in the adjustment process of the shutdown line in the current cycle. Thus, each cycle of adjusting the shutdown line involves adjusting the shutdown line adjusted in the previous cycle. Preferably, this application performs a temporary adjustment of the shutdown line based on operating condition data to obtain a temporarily adjusted shutdown line; the engine operation is controlled based on the temporarily adjusted shutdown line.

[0099] Understandably, steps S202 and S203 can be executed sequentially, simultaneously, or only one step can be executed. This application embodiment does not limit this.

[0100] In this embodiment, the shutdown line can be dynamically adjusted based on the operating condition data during vehicle operation, and the engine start-stop can be controlled through the adjusted shutdown line. This allows the adjusted shutdown line to adapt to changes in dynamic operating conditions during vehicle operation, optimizes the engine start-stop logic, avoids the problem of frequent engine start-stop due to large changes in operating conditions during vehicle operation and the inability to dynamically adjust the shutdown line, which would increase the wear and tear on mechanical parts, reduce unnecessary engine shutdown frequency, improve vehicle energy efficiency and durability, and reduce energy waste and emissions.

[0101] Please refer to the following. Figure 3 This is a flowchart illustrating an optimal torque line adjustment method provided in an embodiment of this application. Figure 3 As shown, the method includes the following steps:

[0102] S301 periodically acquires operating condition data during vehicle operation.

[0103] Specifically, in order to comprehensively understand changes in operating condition data and adjust the optimal torque line in a timely manner, operating condition data during vehicle operation can be acquired periodically. This operating condition data may include, but is not limited to, vehicle weight data and / or road condition data, which may include gradient data and / or altitude data.

[0104] Optionally, the collection cycles for vehicle weight and road condition data can vary depending on the characteristics of the operating condition data and its impact on torque, as well as the differences in data processing procedures and torque optimization calculation methods. Since vehicles typically experience weight changes when stationary (carrying or unloading cargo), but the frequency of weight changes is low during vehicle movement, frequent collection of vehicle weight data during movement is unnecessary, allowing for a longer collection cycle. While elevation data in road conditions changes constantly, it is primarily used to determine the overall road trend, which does not change frequently. Therefore, the collection cycle for elevation data can be shorter than that for vehicle weight data. Gradient data changes frequently and has the greatest impact on operating condition adjustments, thus requiring frequent collection, resulting in the shortest collection cycle.

[0105] In the embodiments of this application, the optimal torque line can be adjusted based on any one or two of the vehicle weight data, slope data, and altitude data, or it can be adjusted based on the combined vehicle weight data, slope data, and altitude data. It is understood that the more data considered, the closer the adjusted optimal torque line will be to the torque requirements under actual use, and the better the fuel-saving effect will be.

[0106] S302, based on the operating condition data, obtain the target operating condition data for this cycle.

[0107] Specifically, since the operating condition data is constantly changing, both large and small, in order to keep track of these changes in a timely manner, the operating condition data acquired in this period can be processed to obtain the target operating condition data for this period, so as to ensure the balance and fairness of sampling and avoid unnecessary errors.

[0108] S303, the target road torque is obtained based on the target working condition data.

[0109] Optionally, after obtaining the target operating condition data, the target road torque can be obtained based on the target operating condition data. The above calculation method can be to obtain the target road torque using a large model based on the target operating condition data, or it can be obtained through simulation experiments based on the target operating condition data; this application embodiment does not limit this. The aforementioned large model can be a model for the engine control field that can be pre-trained or fine-tuned using industry-related data, or it can be a deep learning model based on a specific complex algorithm structure and large-scale parameters; this application embodiment does not limit this.

[0110] Optionally, Figure 4 This is a flowchart illustrating a method for obtaining target road torque according to an embodiment of this application. Figure 4 As shown, the method includes the following steps:

[0111] S401 periodically acquires operating data of the vehicle during its operation when the vehicle is in parallel mode.

[0112] Specifically, the aforementioned operating condition data includes vehicle weight data, vehicle speed data, gear data, gradient data, and altitude data. In hybrid vehicles, parallel mode (i.e., parallel drive mode) refers to a working mode where the engine and electric motor can each drive the vehicle independently. In this mode, the engine and electric motor operate in parallel, each driving the car independently, and their power coupling is achieved through a power distribution mechanism. The hybrid system can intelligently distribute the output power of the engine and electric motor according to the current driving conditions and torque demand. Since different data have different degrees of influence on torque, and the frequency and magnitude of changes in different data also vary, considering factors such as the characteristics of the operating condition data itself, the degree of influence on torque, the data processing flow, and the torque calculation method, separate collection periods can be set for the aforementioned data, for example, but not limited to, T. 车重 >T 海拔 >T 车速 =T 挡位 >T 坡度 This data acquisition method can not only reduce the consumption of computing resources, but also improve the accuracy of data acquisition, and better adapt to the needs of different application scenarios.

[0113] S402, process the operating data to obtain the target operating data for this cycle. The target operating data includes target vehicle weight, target vehicle speed, target gear, target gradient, and target road trend.

[0114] Specifically, after obtaining the operating condition data, it is necessary to process the data to avoid data imbalance, such as removing outliers and taking the average value when multiple sets of data are collected.

[0115] For the target vehicle weight, the processing method is to continuously update the vehicle weight data until the change is less than a first value (e.g., but not limited to 200 kg), at which point collection and updating stop, and the most recently updated vehicle weight data is used as the target vehicle weight. That is, during the data collection phase of the current cycle, vehicle weight data is collected periodically according to the data collection cycle. Then, the difference between the vehicle weight data obtained in the current collection cycle and the vehicle weight data obtained in the previous collection cycle is calculated. If the difference is greater than a first value, it indicates that the vehicle weight is still changing, and the vehicle weight data obtained in the current collection cycle replaces the vehicle weight data obtained in the previous collection cycle, completing the update. Then, vehicle weight data is collected again in the next collection cycle, and the difference is checked. If the difference is less than or equal to the first value, it indicates that the vehicle weight has stabilized, and the vehicle weight data obtained in the current collection cycle replaces the vehicle weight data obtained in the previous collection cycle, completing the update. The updated vehicle weight data is then used as the target vehicle weight. Unless the vehicle starts or the vehicle speed data becomes 0 during the data collection phase of the current cycle, vehicle weight data will not be collected or updated in subsequent collection cycles.

[0116] For vehicle speed data, when the vehicle is in parallel mode, the process of collecting vehicle speed data begins. After collecting vehicle speed data in each collection cycle, the average vehicle speed for the current collection cycle can be obtained by averaging the maximum and minimum vehicle speeds collected in the current collection cycle. Then, the average vehicle speed of the first collection cycle after entering parallel mode (i.e., the first second) is directly used as the initial target vehicle speed for the first collection cycle. The average vehicle speed of the current collection cycle is then compared with the initial target vehicle speed of the previous collection cycle to obtain the change in vehicle speed. If the change in vehicle speed is very small (e.g., within ±10), the initial target vehicle speed of the previous collection cycle is used as the initial target vehicle speed for the current collection cycle. If the change in vehicle speed is large (e.g., outside ±10), the initial target vehicle speed for the current collection cycle is updated to the average of the average vehicle speed of the current collection cycle and the initial target vehicle speed of the previous collection cycle. At the end of the data collection phase of the current cycle, the target vehicle speed is determined as the initial target vehicle speed of the most recent collection cycle.

[0117] For the target gear, gear data can be collected periodically, and the total time occupied by each gear can be recorded. After the data collection phase of this period ends, the gear data with the longest total time occupied is determined as the target gear.

[0118] For the target slope, the collected slope data may be either the slope angle θ (unit: degrees) or the slope S (unit: %). The target slope can be either the slope angle θ or the slope S.

[0119] If the target slope is slope S, and the collected slope data is slope angle θ, then the slope angle θ can be converted to slope S using the slope conversion formula S = tanθ × 100%. If both the target slope and the slope data are slope S, then the above conversion step is unnecessary. Then, each slope S in each collection period is rounded down, as shown in the calculation method below:

[0120]

[0121] The `floor` function rounds down. Then, the maximum and minimum values ​​within each acquisition cycle are calculated, and the average slope is obtained. The average slope of the first acquisition cycle after entering parallel mode is directly used as the initial target slope for the first acquisition cycle. By comparing the average slope of the current acquisition cycle with the initial target slope of the previous acquisition cycle, it is determined whether the difference is within a set range. For example, the difference range can be, but is not limited to, 0.5%. If the difference is less than or equal to 0.5%, the initial target slope of the current cycle is updated to the average slope of the current cycle; if the difference is greater than 0.5%, the initial target slope of the current cycle is updated to the average of the average slope of the current cycle and the initial target slope of the previous cycle. At the end of the data acquisition phase of the current cycle, the target slope is determined as the initial target slope of the most recent acquisition cycle.

[0122] If the target slope is a slope angle θ, and the slope data is a slope S, then slope S is converted to a slope angle θ. If both the target slope and the slope data are slope angles θ, then the above conversion step is unnecessary. Next, the maximum and minimum values ​​within each acquisition cycle are counted, and the average value is calculated to obtain the average slope angle. The average slope angle of the first acquisition cycle after entering parallel mode is directly used as the initial target slope for the first acquisition cycle. By comparing the average slope angle of the current acquisition cycle with the initial target slope of the previous acquisition cycle, it is determined whether the difference is within a set range. If the difference is within the set range, the initial target slope of the current cycle is updated to the average slope angle of the current cycle; if the difference is not within the set range, the initial target slope of the current cycle is updated to the average of the average slope angle of the current cycle and the initial target slope of the previous cycle. At the end of the data acquisition phase of this cycle, the target slope is determined as the initial target slope of the most recent acquisition cycle.

[0123] For the target road trend, one or more elevation data points are collected in each data collection period. All elevation data are then arranged chronologically, and the change between adjacent elevation data points is calculated. A value greater than 0 indicates an elevation increase, and a value less than 0 indicates an elevation decrease. The number of elevation increases and decreases during the entire data collection period are then counted. The elevation increase ratio is determined based on the number of elevation increases, and the elevation decrease ratio is determined based on the number of elevation decreases. If the elevation increase ratio is greater than the elevation decrease ratio, the target road trend is determined to be 1, indicating an overall uphill slope; if the elevation increase ratio is less than the elevation decrease ratio, the target road trend is determined to be 2, indicating an overall downhill slope.

[0124] S403, the target speed is obtained based on the target vehicle speed and the target gear.

[0125] Specifically, after processing the data to obtain five types of data—target vehicle weight, target vehicle speed, target gear, target gradient, and target road trend—the target engine speed n can be calculated using the vehicle speed formula based on the target vehicle speed and target gear, as shown below:

[0126]

[0127] Where V represents the target vehicle speed; r is the vehicle tire radius; i m This indicates the gear ratio corresponding to the target gear obtained by looking up the vehicle gear ratio table based on the target gear, where m represents the target gear and is a positive integer; i final This indicates the gear ratio corresponding to the main reducer, which can be obtained by consulting the vehicle gear ratio table. The above gear ratio is the transmission ratio of the gears in the car, which determines the proportional relationship between engine speed and wheel speed.

[0128] S404, based on the target vehicle weight, target vehicle speed, and target engine speed, obtains the target torque.

[0129] Specifically, after obtaining the target rotational speed, the target torque can be obtained based on the target vehicle weight, target vehicle speed, and target rotational speed. The above calculation method can be based on the power formula, the vehicle dynamics model, or empirical formulas or charts for estimation; this application does not limit this method.

[0130] Optionally, when calculating the target torque using the power formula based on the target vehicle weight, target vehicle speed, and target engine speed, the target drag coefficient can first be obtained by consulting a drag coefficient table based on the target vehicle weight. Such a drag coefficient table is, for example, but not limited to, shown in Table 1:

[0131] Table (1) Resistance Coefficient Table

[0132] tonnage Drag coefficient A Drag coefficient B Drag coefficient C 10 a1 b1 c1 20 a2 b2 c2 30 a3 b3 c3 40 a4 b4 c4 50 a5 b5 c5

[0133] Then, based on the target drag coefficient and the target vehicle speed, the target power is obtained, and the calculation formula is shown below:

[0134]

[0135] Where P1 is the target power; a, b, and c are the target drag coefficients mentioned above. Finally, based on the target power and the target speed mentioned above, the target torque is obtained, and the calculation formula is shown below:

[0136]

[0137] Among them, T 目标 Indicates the target torque.

[0138] S405, the target torque is obtained by correcting the target slope and the target road trend.

[0139] Specifically, since the steepness of inclines and declines significantly affects the overall torque distribution during vehicle operation, the target torque can be corrected based on the target slope and road trend after obtaining the target torque to obtain the target road torque. The above calculation method can utilize specific formulas, vehicle dynamics models, or deep learning models for estimation; this application does not limit the specific methods used.

[0140] Optionally, when using a specific formula to correct the target torque based on the target slope and target road trend to calculate the target road torque, the target slope torque can first be calculated based on the target slope, target vehicle speed, target engine speed, and target vehicle weight, as shown in the following formula:

[0141]

[0142] Among them, T 坡度 Let represent the target slope torque; m represent the target vehicle weight; θ represent the target slope (target slope is the slope angle θ); and g represent the gravitational acceleration. After obtaining the target slope torque, it can be corrected to obtain the target slope corrected torque, i.e., the target slope torque T can be... 坡度 With the target torque T 目标 Add them together to obtain the target slope correction torque T. 修正 Then, based on the target road trend, the elevation correction coefficient table is consulted to obtain the target elevation correction coefficient K. The elevation correction coefficient table is shown in, but is not limited to, Table 2:

[0143] Table (2) Altitude Correction Factors

[0144] Target altitude trend Representational meaning Altitude correction factor K 1 ascent 1.1 (Calibration Value) 2 downhill road 0.9 (calibration value)

[0145] Finally, the target road torque is obtained based on the target slope correction torque and the target altitude correction coefficient. That is, the target slope correction torque T... 修正 Multiply by the target elevation correction factor K to obtain the target road torque T. 道路 .

[0146] Please continue to refer to the following. Figure 3 ,like Figure 3 As shown in S303 above, after obtaining the target road torque based on the target working condition data, the method may also include, but is not limited to:

[0147] S304, based on the target road torque, adjusts the torque of the optimal torque line to obtain the adjusted optimal torque line.

[0148] Specifically, the target road torque mentioned above is the torque requirement of the vehicle in the current operating condition data. In order to allocate energy reasonably and achieve high-efficiency energy conversion, the torque of the optimal torque line can be adjusted based on the target road torque to obtain the adjusted optimal torque line. If the optimal torque line is the optimal torque line adjusted in the previous cycle, then the adjustment is made based on the optimal torque line adjusted in the previous cycle to obtain the optimal torque line adjusted in the current cycle. If the optimal torque line is the original optimal torque line set before the vehicle left the factory, then the adjustment is made based on the original optimal torque line to obtain the optimal torque line adjusted in the current cycle. Since the adjustment process is basically the same regardless of whether the optimal torque line is the optimal torque line adjusted in the previous cycle or the original optimal torque line, the following explanation uses the original optimal torque line as an example: First, based on the vehicle's original optimal torque line, the torque T corresponding to the target speed in the original optimal torque line is retrieved using the target speed mentioned above. 原始 Then calculate the torque T 原始 The difference between the torque and the target torque is the adjustment amount ΔT. Then, the adjustment amount ΔT is added to the torque of the original optimal torque line to obtain the optimal torque corresponding to the target speed after adjustment, which is the adjusted optimal torque line.

[0149] In this embodiment, the target torque is obtained based on the target vehicle weight, target vehicle speed, and target rotational speed. Then, taking into full account the influence of road condition data (slope data and altitude data) on the overall torque distribution, the target torque is corrected using the target slope data and target altitude data to obtain the target road torque. This makes the target road torque more accurately match the torque demand of the vehicle during actual driving. Then, the torque of the optimal torque line is adjusted according to the target road torque, so that the adjusted optimal torque line is closer to the actual torque demand. This allows it to adapt to different loads and road conditions, improves the adaptability of the system, and also improves the energy utilization rate of the overall power system, reducing energy waste and emissions.

[0150] Please refer to the following. Figure 5 This is a flowchart illustrating a method for adjusting a power-off line provided in an embodiment of this application. Figure 5 As shown, the method includes the following steps:

[0151] S501 periodically acquires operating data of the vehicle during its operation when the vehicle is in parallel mode.

[0152] Specifically, the aforementioned operating data includes battery power data, vehicle weight data, gradient data, and altitude data. The remaining descriptions for S501 are consistent with those for S401, and will not be repeated here.

[0153] S502 processes the operating data to obtain the target operating data for this cycle. The target operating data includes the target battery level, target vehicle weight, target gradient, and target road trend.

[0154] Specifically, the data processing method for the target power level can be to periodically collect power data and continuously update the power data according to the collection cycle. At the end of the data collection phase of the current cycle, the most recently updated power data is taken as the target power level. The rest of the description in S502 is the same as that in S402, and will not be repeated here.

[0155] S503, under the condition that the target power meets the first preset condition, obtains the target efficiency torque curve based on the target slope, target road trend and target vehicle weight.

[0156] Specifically, the first preset condition mentioned above can be, but is not limited to, the target battery level being greater than a first preset threshold (e.g., but not limited to 35%) and less than a second preset threshold (e.g., but not limited to 50%). Since hybrid vehicles use the electric motor as the primary power source to drive the vehicle when the target battery level is sufficient, while the engine switches between operating and non-operating states (shutdown) to reduce fuel consumption and emissions, when the target battery level meets the first preset condition, the vehicle is driven by the electric motor. The shutdown line can be adjusted based on operating condition data to better control engine start-stop. Firstly, the target efficiency torque curve can be obtained based on the target slope, target road trend, and target vehicle weight. The aforementioned target efficiency torque curve is a curve corrected for the target slope and target road trend.

[0157] Optionally, since different target vehicle weights may lead to different energy consumption and efficiency of hybrid vehicles under the same operating conditions, the shutdown threshold of hybrid vehicles may be adjusted according to the target vehicle weight to maximize energy efficiency. Therefore, when the target battery capacity meets the first preset condition, the first efficiency torque curve is obtained by consulting the torque curve table based on the target vehicle weight. The torque curve table shows different efficiency torque curves corresponding to different vehicle weights, obtained through multiple prior experiments. After obtaining the first efficiency torque curve based on the target vehicle weight, considering that the target slope and target road trend have a significant impact on energy consumption and efficiency, the first efficiency torque curve can be corrected based on the target road trend and target slope to obtain the target efficiency torque curve. Specifically, the altitude coefficient and slope coefficient can be obtained from the target road trend and target slope. Then, the first efficiency torque curve is multiplied by the altitude coefficient and slope coefficient to obtain the target efficiency torque curve for the current period.

[0158] For example, when the target road trend is 1, the elevation coefficient is 1; when the target road trend is 2, the elevation coefficient is K1, where K1 is a constant value greater than 1. When the target slope is less than 2.5%, the slope coefficient is 1; when the target slope is greater than or equal to 2.5%, the slope coefficient is K2, where K2 is a constant value greater than 1. The target efficiency-torque curve is obtained from the efficiency-torque curve table. The efficiency-torque curve table is shown in Table 3:

[0159] Table (3) Efficiency Torque Curve

[0160]

[0161]

[0162] S504, the shutdown line is adjusted based on the target efficiency torque curve to obtain the adjusted shutdown line.

[0163] Specifically, after obtaining the target efficiency torque curve based on the target slope, target road trend, and target vehicle weight, the originally set shutdown line can be adjusted to the target efficiency torque curve. This allows for better control of engine start-stop based on actual driving conditions, optimization of engine start-stop logic, reduction of unnecessary shutdown frequency, and improvement of energy efficiency and durability.

[0164] Optionally, Figure 6 This is a flowchart illustrating the calculation process of a shutdown line, as provided in an embodiment of this application. Figure 6 As shown, the calculation process includes the following steps:

[0165] S601, determine the torque reference curve.

[0166] Specifically, since the shutdown line is closely related to the real-time torque value, and the aforementioned optimal torque line is also adjusted based on the real-time torque value, the adjusted optimal torque line can be combined with real-time operating data to adjust the shutdown line. Specifically, when the target battery level meets the first preset condition, the shutdown line can be adjusted based on the aforementioned adjusted optimal torque line to ensure that the torque of the shutdown line is not too high. This avoids the problem of the engine failing to start due to excessively high torque, failing to meet the vehicle's power requirements, causing significant battery drain, and reducing vehicle efficiency. First, a torque reference curve can be determined. This torque reference curve is obtained by subtracting a first preset value (e.g., but not limited to 300) from all torque values ​​in the optimal torque line.

[0167] S602, based on the torque reference curve, determines whether the target efficiency torque curve meets the requirements.

[0168] Specifically, based on the aforementioned torque reference curve, it can be determined whether the target efficiency curve meets the requirements. By comparing the target efficiency torque curve with the torque reference curve, if all torques on the target efficiency torque curve at different speeds are less than the torques on the torque reference curve at the same speed, it indicates that the entire target efficiency torque curve is below the torque reference curve, and therefore the target efficiency torque curve meets the requirements. Conversely, if some or all of the torques on the target efficiency torque curve at different speeds are greater than or equal to the torques on the torque reference curve at the same speed, it indicates that the target efficiency torque curve is not entirely below the torque reference curve, and therefore the target efficiency torque curve does not meet the requirements.

[0169] S603, if the target efficiency torque curve meets the requirements, adjust the shutdown line to the target efficiency torque curve to obtain the adjusted shutdown line.

[0170] Specifically, when the torque reference curve is entirely above the target efficiency torque curve, the engine is in a shutdown or dormant state, and the vehicle is driven by the electric motor. If the target efficiency torque curve meets the requirements, it means that the torque at different speeds in the torque reference curve exceeds the torque value at the same speed in the target efficiency torque curve. In this case, the shutdown line can be adjusted to match the target efficiency torque curve, resulting in an adjusted shutdown line. This ensures that the engine remains in a shutdown state as long as the target battery level meets the first preset condition.

[0171] S604, if the target efficiency torque curve does not meet the requirements, the target efficiency torque curve is corrected to obtain the corrected target efficiency torque curve, and the shutdown line is adjusted to the corrected target efficiency torque curve to obtain the adjusted shutdown line.

[0172] Specifically, if the target efficiency torque curve does not meet the requirements, a second preset value (e.g., but not limited to 100) can be subtracted from all non-compliant torque values ​​(i.e., torque values ​​exceeding the torque reference curve) in the target efficiency torque curve to obtain a corrected target efficiency torque curve. This ensures that the corrected target efficiency torque curve is entirely below the torque reference curve. Then, the shutdown line is adjusted to match the corrected target efficiency torque curve to obtain the adjusted shutdown line. The adjusted shutdown line is used to control engine start-stop. When the target battery level meets the first preset condition, the shutdown line is adjusted by combining operating data and the adjusted optimal torque line to ensure that the torque of the shutdown line is not too high. This avoids the problem of the engine failing to start or inject fuel for a long time due to excessively high torque, which would not meet the vehicle's power requirements and would cause a large loss of battery power, resulting in decreased vehicle efficiency. This optimizes the engine start-stop logic and reduces fuel consumption and emissions.

[0173] Please refer to the following. Figure 7 This is a flowchart illustrating another method for adjusting the power-off line provided in an embodiment of this application. Figure 7 As shown, the method includes the following steps:

[0174] S701 periodically acquires operating data of the vehicle during its operation when the vehicle is in parallel mode.

[0175] Specifically, the above operating data includes power data and gear position data. The rest of the description of S701 is the same as that of S401, and will not be repeated here.

[0176] S702 processes the operating data to obtain the target operating data for the current cycle, which includes the target energy level and the target gear.

[0177] Specifically, the data processing method for the target power level can be to periodically collect power data and continuously update the power data according to the collection cycle. At the end of the data collection phase of the current cycle, the most recently updated power data is taken as the target power level. The rest of the description in S702 is the same as that in S402, and will not be repeated here.

[0178] S703, when the target battery level meets the second preset condition, obtains the target speed ratio based on the target gear.

[0179] Specifically, the aforementioned second preset condition may be, but is not limited to, a target battery level greater than or equal to a second preset threshold (e.g., but not limited to 50%). In the energy management strategy of hybrid vehicles, when the battery level is high and driving demand is low, the system may set the engine shutdown threshold higher to extend the pure electric driving time and save fuel. Therefore, when the target battery level meets the second preset condition, the shutdown threshold can be adjusted based on the external characteristic curve of the motor to avoid the problem of frequent engine start-stop caused by an excessively low shutdown threshold, thereby saving fuel. In this embodiment, the target gear ratio can be obtained by querying the vehicle gear ratio table based on the target gear position.

[0180] S704, the target characteristic curve is obtained based on the external characteristic curve of the motor and the target speed ratio;

[0181] Specifically, the aforementioned external characteristic curve of the motor describes the change in power or torque with speed when the motor is running at full load. In the curve, speed is the independent variable, and power and torque are the dependent variables. This curve is typically obtained from experimental data or can be provided by the motor manufacturer. The aforementioned target characteristic curve corresponds to the engine's speed-torque curve. In hybrid vehicles, when the engine and motor are connected through a transmission system, their power output needs to be matched and coordinated, which is achieved through the speed ratio of the transmission system. Using the speed ratio relationship, the motor's speed and torque are converted into the engine's speed and torque. The conversion method is that the engine speed equals the motor speed divided by the speed ratio, and the engine torque equals the motor torque multiplied by the speed ratio. Through this conversion method, the engine's target characteristic curve can be obtained based on the motor's external characteristic curve and the target speed ratio.

[0182] S705, adjust the shutdown line to the target characteristic curve to obtain the adjusted shutdown line.

[0183] Specifically, after obtaining the target characteristic curve, the shutdown line can be adjusted to match the target characteristic curve, resulting in the adjusted shutdown line. When the target characteristic curve is used as the adjusted shutdown line, if the torque demand is less than the torque corresponding to the same target speed in the shutdown line, the engine shuts down or stops fuel injection; if the torque demand is greater than the torque corresponding to the same target speed in the shutdown line, the engine starts or begins fuel injection. This setting can increase the torque value of the shutdown line to a certain extent, ensuring that the engine remains in a shut-off or non-injection state when the target battery level meets the second preset condition. This provides a more sufficient operating range for the electric motor, thus preventing the shutdown line from being too low when the battery level is sufficient, which could lead to frequent engine start-stop cycles. This extends the electric motor's drive time and saves fuel.

[0184] Please refer to the following. Figure 8 This is a schematic diagram illustrating the process of adjusting the optimal torque line according to an embodiment of this application. Figure 8As shown, firstly, vehicle weight, speed, gear position, slope, and altitude data are periodically acquired using vehicle sensors or data acquisition devices. Then, these data are processed to obtain the target vehicle weight, target speed, target gear, target slope, and target road trend. Next, the target power is calculated based on the target vehicle weight and speed, and the target engine speed is calculated based on the target speed and gear. Finally, the target torque is determined based on the target engine speed and target power. Considering that the slope and speed data acquisition periods are different, and that the slope change rate has a greater impact on the overall torque distribution, the slope data is processed and calculated separately. The slope torque can be calculated based on the target slope, and then the target torque is corrected using the slope torque to obtain the target slope-corrected torque. Considering the impact of road resistance on vehicle torque demand, the target road trend is obtained based on altitude data, thus determining whether the overall road within the period is uphill or downhill. Simultaneously, based on the two road types, an altitude correction coefficient K is obtained from the altitude correction coefficient table (K>1 for uphill roads; K<1 for downhill roads; K is a calibration value that can be continuously corrected using empirical data). Finally, the target road torque is derived. Then, by calculating the difference between the torque of the optimal torque line and the target road torque, the torque of the optimal torque line is adjusted based on this difference to obtain the adjusted optimal torque line. Engine operation is then controlled based on this adjusted optimal torque line.

[0185] Please refer to the following. Figure 9 This is a schematic diagram illustrating the implementation process of adjusting the power-off line provided in an embodiment of this application. Figure 9As shown, firstly, it is determined whether the SOC (target battery charge) value is greater than a first preset threshold (e.g., 35%). If the SOC (target battery charge) value is not greater than the first preset threshold, the engine shutdown is stopped (i.e., started). If the SOC (target battery charge) value is greater than the first preset threshold, the engine is in a shutdown (i.e., off) state, and the vehicle is driven by the electric motor. Then, it is determined whether the SOC (target battery charge) value is greater than or equal to a second preset threshold (e.g., 50%). If the SOC (target battery charge) value is greater than or equal to the second preset threshold, the engine speed-torque line is determined based on the speed ratio between the motor and the engine using the external characteristic curve of the electric motor, and this speed-torque line is used as the adjusted shutdown line. If the SOC (target battery charge) value is less than the second preset threshold, a first efficiency torque curve is determined based on the target vehicle weight. Then, the corresponding target road trend correction coefficient K1 and target slope correction coefficient K2 are obtained based on the target road trend and target slope. Finally, the first efficiency torque curve is multiplied by K1 and K2 respectively to obtain the target efficiency torque curve. The detailed process is as follows: When the target road trend is equal to 1 and the target slope is less than the preset slope (e.g., 2.5%), K1 is 1 and K2 is 1, then the target efficiency torque curve is the first torque curve * 1 * 1; when the target road trend is equal to 1 and the target slope is greater than the preset slope, K1 is 1 and K2 is a value greater than 1, then the target efficiency torque curve is the first torque curve * 1 * K2; when the target road trend is equal to 2 and the target slope is less than the preset slope, K1 is a value greater than 1 and K2 is 1, then the target efficiency torque curve is the first torque curve * K1 * 1; when the target road trend is equal to 2 and the target slope is greater than the preset slope, K1 is a value greater than 1 and K2 is a value greater than 1, then the target efficiency torque curve is the first torque curve * K1 * K2. After determining the target efficiency torque curve, first subtract a first preset value (e.g., 300) from the torque value in the optimal torque curve to obtain the torque reference curve. Then, determine whether the target efficiency torque curve meets the requirements. That is, if all torques at different speeds in the target efficiency torque curve are less than the torque at the same speed in the torque reference curve, then the target efficiency torque curve meets the requirements. If some or all of the torques at different speeds in the target efficiency torque curve are greater than or equal to the torque at the same speed in the torque reference curve, then the target efficiency torque curve does not meet the requirements. If the target efficiency torque curve meets the requirements, it is set as the shutdown line. If the target efficiency torque curve does not meet the requirements, subtract a second preset value (e.g., 100) from the non-compliant torque values ​​in the target efficiency torque curve to obtain a new target efficiency torque curve, which is then set as the shutdown line.

[0186] Please refer to the following. Figure 10The example shown is a schematic diagram of the structure of a control device for a hybrid vehicle engine provided in an embodiment of this application. Figure 10 As shown, the control device 1000 for the hybrid vehicle engine may include:

[0187] The acquisition module 1010 is used to acquire operating condition data during vehicle operation;

[0188] The first adjustment module 1020 is used to adjust the optimal torque line based on the above operating condition data to obtain the adjusted optimal torque line; and to control the engine operation based on the adjusted optimal torque line.

[0189] and / or

[0190] The second adjustment module 1030 is used to adjust the shutdown line based on the above operating condition data to obtain the adjusted shutdown line; and to control the engine start-stop based on the adjusted shutdown line.

[0191] In some possible implementations, the acquisition module 1010 mentioned above includes:

[0192] The first acquisition unit is used to periodically acquire operating condition data during vehicle operation; the aforementioned operating condition data includes vehicle weight data and / or road condition data, the aforementioned road condition data including slope data and / or altitude data.

[0193] The aforementioned first adjustment module 1020 includes:

[0194] The second acquisition unit is used to obtain the target operating condition data for this cycle based on the above operating condition data.

[0195] The third acquisition unit is used to obtain the target road torque based on the above target working condition data;

[0196] The fourth acquisition unit is used to adjust the torque of the above-mentioned optimal torque line based on the target road torque, so as to obtain the adjusted optimal torque line.

[0197] In some possible implementations, the first acquisition unit is specifically used to: periodically acquire operating condition data of the vehicle during its operation when the vehicle is in parallel mode; the operating condition data includes vehicle weight data, vehicle speed data, gear data, slope data and altitude data.

[0198] The second acquisition unit is specifically used to: process the above-mentioned working condition data to obtain the target working condition data for this period, the target working condition data including target vehicle weight, target vehicle speed, target gear, target gradient and target road trend;

[0199] The aforementioned third acquisition unit includes:

[0200] The first acquisition component is used to obtain the target speed based on the target vehicle speed and the target gear.

[0201] The second acquisition component is used to obtain the target torque based on the target vehicle weight, the target vehicle speed, and the target rotational speed.

[0202] The third acquisition component is used to correct the target torque based on the target slope and the target road trend to obtain the target road torque.

[0203] In some possible implementations, the second acquisition component is specifically used to: query the drag coefficient table based on the target vehicle weight to obtain the target drag coefficient; obtain the target power based on the target drag coefficient and the target vehicle speed; and obtain the target torque based on the target power and the target rotational speed.

[0204] The third acquisition component is specifically used for: obtaining the target slope torque based on the target slope, the target vehicle speed, the target rotational speed, and the target vehicle weight; correcting the target torque based on the target slope torque to obtain the target slope corrected torque; querying the altitude correction coefficient table based on the target road trend to obtain the target altitude correction coefficient; and obtaining the target road torque based on the target slope corrected torque and the target altitude correction coefficient.

[0205] In some possible implementations, the acquisition module 1010 is specifically used to: periodically acquire operating condition data of the vehicle during its operation when the vehicle is in parallel mode; the operating condition data includes battery data, vehicle weight data, slope data and altitude data.

[0206] The second adjustment module 1030 mentioned above includes:

[0207] The data processing unit is used to process the above-mentioned operating condition data to obtain the target operating condition data for this cycle. The target operating condition data includes target battery power, target vehicle weight, target gradient, and target road trend.

[0208] The fifth acquisition unit is used to obtain the target efficiency torque curve based on the target slope, the target road trend, and the target vehicle weight, provided that the target power meets the first preset condition.

[0209] The adjustment unit is used to adjust the shutdown line based on the target efficiency-torque curve to obtain the adjusted shutdown line.

[0210] In some possible implementations, the fifth acquisition unit is specifically used to: when the target power meets the first preset condition, query the torque curve table based on the target vehicle weight to obtain a first efficiency torque curve; and correct the first efficiency torque curve based on the target road trend and the target slope to obtain a target efficiency torque curve.

[0211] The aforementioned adjustment unit is specifically used for: determining a torque reference curve; based on the aforementioned torque reference curve, determining whether the aforementioned target efficiency torque curve meets the requirements; if the aforementioned target efficiency torque curve meets the requirements, adjusting the aforementioned shutdown line to the aforementioned target efficiency torque curve to obtain the adjusted shutdown line; if the aforementioned target efficiency torque curve does not meet the requirements, correcting the aforementioned target efficiency torque curve to obtain the corrected target efficiency torque curve, and adjusting the aforementioned shutdown line to the aforementioned corrected target efficiency torque curve to obtain the adjusted shutdown line.

[0212] In some possible implementations, the acquisition module 1010 is specifically used to: periodically acquire operating condition data of the vehicle during its operation when the vehicle is in parallel mode; the operating condition data includes battery data and gear data.

[0213] The second adjustment module 1030 is specifically used for: processing the above operating condition data to obtain the target operating condition data for this cycle, the target operating condition data including the target power and the target gear; obtaining the target speed ratio based on the target gear when the target power meets the second preset condition; obtaining the target characteristic curve based on the external characteristic curve of the motor and the target speed ratio; and adjusting the shutdown line to the target characteristic curve to obtain the adjusted shutdown line.

[0214] The division of modules in the hybrid vehicle engine control device described above is for illustrative purposes only. In other embodiments, the hybrid vehicle engine control device can be divided into different modules as needed to complete all or part of the functions of the hybrid vehicle engine control device. The implementation of each module in the hybrid vehicle engine control device provided in the embodiments of this specification can be in the form of a computer program. This computer program can run on the vehicle. The program modules constituted by this computer program can be stored in the vehicle's memory. When the computer program is executed by the processor, it implements all or part of the steps of the hybrid vehicle engine control method described in the embodiments of this specification.

[0215] Please refer to the following. Figure 11 , Figure 11 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. For example, as shown... Figure 11As shown, the vehicle 1100 includes: at least one processor 1110, at least one communication bus 1120, user interface 1130, at least one network interface 1140, memory 1150, and engine 1160.

[0216] The communication bus 1120 can be used to realize the connection and communication of the above components.

[0217] The user interface 1130 may include a display screen and at least one camera. The user interface 1130 may also include a standard wired interface and a wireless interface.

[0218] The network interface 1140 may optionally include a Bluetooth module, a Near Field Communication (NFC) module, a Wireless Fidelity (Wi-Fi) module, etc.

[0219] The engine 1160 provides power to the vehicle and can be, but is not limited to, a diesel engine or a gasoline engine. It is controlled by the processor 1110 according to a hybrid vehicle engine control method provided in this application embodiment.

[0220] The processor 1110 may include one or more processing cores. The processor 1110 connects to various parts within the vehicle 1100 via various interfaces and lines, executing instructions, programs, code sets, or instruction sets stored in the memory 1150, and calling data stored in the memory 1150 to perform various functions and process data within the vehicle 1100. Optionally, the processor 1110 may be implemented using at least one of the following hardware forms: Advanced Reduced Instruction Set Computing (RISC Machine), Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), and Programmable Logic Array (PLA). The processor 1110 may integrate one or more of the following: a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), and a modem. The CPU primarily handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing the content to be displayed on the screen; and the modem handles wireless communication. It is understandable that the aforementioned modem may not be integrated into the processor 1110, but may be implemented as a separate chip.

[0221] The memory 1150 may include random access memory (RAM) or read-only memory (ROM). Optionally, the memory 1150 may include a non-transitory computer-readable medium. The memory 1150 can be used to store instructions, programs, code, code sets, or instruction sets. The memory 1150 may include a program storage area and a data storage area, wherein the program storage area may store instructions for implementing an operating system, instructions for at least one function (such as a fetch function, an optimal torque line adjustment function, a power-off line adjustment function, etc.), instructions for implementing the various method embodiments described above, etc.; the data storage area may store data involved in the various method embodiments described above, etc. Optionally, the memory 1150 may also be at least one storage device located remotely from the aforementioned processor 1110. Figure 11 As shown, the memory 1150, which serves as a computer storage medium, may include an operating system, a network communication module, a user interface module, and program instructions.

[0222] In some possible embodiments, the aforementioned vehicle 1100 can Figure 10 The control device 1000 for the hybrid vehicle engine shown includes a processor 1110 that can call program instructions stored in the memory 1150 and specifically perform the following operations: acquire operating condition data during vehicle operation; adjust the optimal torque line based on the operating condition data to obtain the adjusted optimal torque line; control engine operation based on the adjusted optimal torque line; and / or adjust the shutdown line based on the operating condition data to obtain the adjusted shutdown line; control engine start-stop based on the adjusted shutdown line.

[0223] In some possible embodiments, when the processor 1110 performs the above-mentioned acquisition of operating condition data during vehicle driving, it is specifically used to perform: periodically acquiring operating condition data during vehicle driving; the operating condition data includes: vehicle weight data and / or road condition data, the road condition data including slope data and / or altitude data.

[0224] When the processor 1110 executes the above-mentioned adjustment of the optimal torque line based on the above-mentioned operating condition data to obtain the adjusted optimal torque line, it specifically performs the following: obtaining the target operating condition data for this cycle based on the above-mentioned operating condition data; obtaining the target road torque based on the above-mentioned target operating condition data; and adjusting the torque of the above-mentioned optimal torque line based on the above-mentioned target road torque to obtain the adjusted optimal torque line.

[0225] In some possible embodiments, when the processor 1110 performs the above-mentioned periodic acquisition of operating condition data during vehicle operation, it is specifically used to perform: when the vehicle is in parallel mode, periodically acquire operating condition data during vehicle operation; the operating condition data includes vehicle weight data, vehicle speed data, gear data, slope data and altitude data.

[0226] When the processor 1110 executes the above-mentioned method to obtain the target working condition data for this period based on the above-mentioned working condition data, it is specifically used to perform the following: data processing on the above-mentioned working condition data to obtain the target working condition data for this period, wherein the target working condition data includes target vehicle weight, target vehicle speed, target gear, target slope and target road trend.

[0227] When the processor 1110 executes the above-mentioned method of obtaining the target road torque based on the above-mentioned target working condition data, it specifically performs the following: obtaining the target speed based on the above-mentioned target vehicle speed and the above-mentioned target gear; obtaining the target torque based on the above-mentioned target vehicle weight, the above-mentioned target vehicle speed and the above-mentioned target speed; and correcting the above-mentioned target torque based on the above-mentioned target slope and the above-mentioned target road trend to obtain the above-mentioned target road torque.

[0228] In some possible embodiments, when the processor 1110 executes the above-mentioned method of obtaining the target torque based on the target vehicle weight, the target vehicle speed, and the target rotational speed, it is specifically used to perform the following: querying the drag coefficient table based on the target vehicle weight to obtain the target drag coefficient; obtaining the target power based on the target drag coefficient and the target vehicle speed; and obtaining the target torque based on the target power and the target rotational speed.

[0229] When the processor 1110 executes the above-mentioned correction of the target torque based on the target slope and the target road trend to obtain the target road torque, it specifically performs the following: obtaining the target slope torque based on the target slope, the target vehicle speed, the target rotational speed, and the target vehicle weight; correcting the target torque based on the target slope torque to obtain the target slope correction torque; querying the altitude correction coefficient table based on the target road trend to obtain the target altitude correction coefficient; and obtaining the target road torque based on the target slope correction torque and the target altitude correction coefficient.

[0230] In some possible embodiments, when the processor 1110 executes the above-mentioned acquisition of operating condition data during vehicle operation, it is specifically used to perform: when the vehicle is in parallel mode, periodically acquire operating condition data during vehicle operation; the operating condition data includes battery data, vehicle weight data, slope data and altitude data.

[0231] When the processor 1110 executes the above-mentioned adjustment of the shutdown line based on the above-mentioned operating condition data to obtain the adjusted shutdown line, it specifically performs the following: data processing on the above-mentioned operating condition data to obtain the target operating condition data for this cycle, the target operating condition data including target battery level, target vehicle weight, target slope, and target road trend; when the above-mentioned target battery level meets the first preset condition, obtaining the target efficiency torque curve based on the above-mentioned target slope, the above-mentioned target road trend, and the above-mentioned target vehicle weight; and adjusting the above-mentioned shutdown line based on the above-mentioned target efficiency torque curve to obtain the adjusted shutdown line.

[0232] In some possible embodiments, when the processor 1110 executes the above-mentioned method of obtaining the target efficiency torque curve based on the target slope, the target road trend, and the target vehicle weight when the target battery power meets the first preset condition, it is specifically used to perform the following: when the target battery power meets the first preset condition, querying the torque curve table based on the target vehicle weight to obtain the first efficiency torque curve; and correcting the first efficiency torque curve based on the target road trend and the target slope to obtain the target efficiency torque curve.

[0233] When the processor 1110 executes the above-mentioned adjustment of the shutdown line based on the target efficiency torque curve to obtain the adjusted shutdown line, it specifically performs the following: determining a torque reference curve; judging whether the target efficiency torque curve meets the requirements based on the torque reference curve; if the target efficiency torque curve meets the requirements, adjusting the shutdown line to the target efficiency torque curve to obtain the adjusted shutdown line; if the target efficiency torque curve does not meet the requirements, correcting the target efficiency torque curve to obtain the corrected target efficiency torque curve, and adjusting the shutdown line to the corrected target efficiency torque curve to obtain the adjusted shutdown line.

[0234] In some possible embodiments, when the processor 1110 performs the above-mentioned acquisition of operating condition data during vehicle operation, it is specifically used to perform: when the vehicle is in parallel mode, periodically acquire operating condition data during vehicle operation; the operating condition data includes battery data and gear data.

[0235] When the processor 1110 executes the above-mentioned adjustment of the shutdown line based on the above-mentioned operating condition data to obtain the adjusted shutdown line, it specifically performs the following: data processing on the above-mentioned operating condition data to obtain the target operating condition data for this cycle, the target operating condition data including the target power and the target gear; when the above-mentioned target power meets the second preset condition, obtaining the target speed ratio based on the above-mentioned target gear; obtaining the target characteristic curve based on the external characteristic curve of the motor and the above-mentioned target speed ratio; adjusting the above-mentioned shutdown line to the above-mentioned target characteristic curve to obtain the adjusted shutdown line.

[0236] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement the hybrid vehicle engine control method provided in the above embodiment.

[0237] This embodiment also provides a computer program product. When the computer program product is run on a computer, it causes the computer to perform the aforementioned related steps to implement the hybrid vehicle engine control method provided in the above embodiment. The device, computer-readable storage medium, computer program product, or chip provided in this embodiment are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to in the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0238] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0239] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0240] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. 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 scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A control method for a hybrid vehicle engine, characterized in that, The method includes: Acquire operating data during vehicle operation; The optimal torque curve is adjusted based on the operating condition data to obtain the adjusted optimal torque curve; the engine operation is controlled based on the adjusted optimal torque curve. and / or The shutdown line is adjusted based on the operating condition data to obtain the adjusted shutdown line; the engine start-stop is controlled based on the adjusted shutdown line.

2. The method according to claim 1, characterized in that, The acquisition of operating condition data during vehicle operation includes: Periodically acquire vehicle operating condition data during vehicle operation; the operating condition data includes: vehicle weight data and / or road condition data, the road condition data including slope data and / or altitude data; The step of adjusting the optimal torque line based on the operating condition data to obtain the adjusted optimal torque line includes: Based on the aforementioned operating condition data, the target operating condition data for this period is obtained; The target road torque is obtained based on the target operating condition data; Based on the target road torque, the torque of the optimal torque line is adjusted to obtain the adjusted optimal torque line.

3. The method according to claim 2, characterized in that, The periodic acquisition of operating condition data during vehicle operation includes: When the vehicle is in parallel mode, operating condition data during the vehicle's operation is acquired periodically; the operating condition data includes vehicle weight data, vehicle speed data, gear data, gradient data, and altitude data. The process of obtaining the target operating condition data for this period based on the operating condition data includes: The operating condition data is processed to obtain the target operating condition data for this period. The target operating condition data includes target vehicle weight, target vehicle speed, target gear, target gradient, and target road trend. The process of obtaining the target road torque based on the target operating condition data includes: The target speed is obtained based on the target vehicle speed and the target gear. The target torque is obtained based on the target vehicle weight, the target vehicle speed, and the target rotational speed; The target torque is obtained by correcting the target slope and the target road trend.

4. The method according to claim 3, characterized in that, The process of obtaining the target torque based on the target vehicle weight, the target vehicle speed, and the target rotational speed includes: Based on the target vehicle weight, the drag coefficient is obtained by consulting the drag coefficient table. The target power is obtained based on the target drag coefficient and the target vehicle speed; Based on the target power and the target speed, the target torque is obtained; The step of correcting the target torque based on the target slope and the target road trend to obtain the target road torque includes: The target slope torque is obtained based on the target slope, the target vehicle speed, the target rotational speed, and the target vehicle weight; The target torque is corrected based on the target slope torque to obtain the target slope correction torque; Based on the target road trend query, the altitude correction coefficient table is used to obtain the target altitude correction coefficient; The target road torque is obtained based on the target slope correction torque and the target altitude correction coefficient.

5. The method according to claim 1, characterized in that, The acquisition of operating condition data during vehicle operation includes: When the vehicle is in parallel mode, operating condition data during vehicle operation is acquired periodically; the operating condition data includes battery data, vehicle weight data, gradient data, and altitude data. The adjustment of the shutdown line based on the operating condition data to obtain the adjusted shutdown line includes: The operating condition data is processed to obtain the target operating condition data for this period, which includes target battery power, target vehicle weight, target gradient, and target road trend. When the target power meets the first preset condition, the target efficiency torque curve is obtained based on the target slope, the target road trend, and the target vehicle weight; The shutdown line is adjusted based on the target efficiency-torque curve to obtain the adjusted shutdown line.

6. The method according to claim 5, characterized in that, The step of obtaining the target efficiency torque curve based on the target slope, the target road trend, and the target vehicle weight, when the target power meets the first preset condition, includes: If the target power meets the first preset condition, the first efficiency torque curve is obtained by querying the torque curve table based on the target vehicle weight. Based on the target road trend and the target slope, the first efficiency torque curve is corrected to obtain the target efficiency torque curve; The step of adjusting the shutdown line based on the target efficiency torque curve to obtain the adjusted shutdown line includes: Determine the torque reference curve; Based on the torque reference curve, determine whether the target efficiency torque curve meets the requirements; If the target efficiency-torque curve meets the requirements, the shutdown line is adjusted to the target efficiency-torque curve to obtain the adjusted shutdown line; If the target efficiency torque curve does not meet the requirements, the target efficiency torque curve is corrected to obtain a corrected target efficiency torque curve. The shutdown line is then adjusted to the corrected target efficiency torque curve to obtain an adjusted shutdown line.

7. The method according to claim 1, characterized in that, The acquisition of operating condition data during vehicle operation includes: When the vehicle is in parallel mode, operating condition data during vehicle operation is acquired periodically; the operating condition data includes battery data and gear data. The adjustment of the shutdown line based on the operating condition data to obtain the adjusted shutdown line includes: The operating condition data is processed to obtain the target operating condition data for this cycle, which includes the target power and the target gear. If the target battery level meets the second preset condition, the target speed ratio is obtained based on the target gear. The target characteristic curve is obtained based on the external characteristic curve of the motor and the target speed ratio; The shutdown line is adjusted to the target characteristic curve to obtain the adjusted shutdown line.

8. A control device for a hybrid vehicle engine, characterized in that, The device includes: The acquisition module is used to acquire operating condition data during vehicle operation; The first adjustment module is used to adjust the optimal torque line based on the operating condition data to obtain the adjusted optimal torque line; and to control the engine operation based on the adjusted optimal torque line. and / or The second adjustment module is used to adjust the shutdown line based on the operating condition data to obtain the adjusted shutdown line; and to control the engine start-stop based on the adjusted shutdown line.

9. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 7.

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